JP2018043531A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stop an engine enabled for a reverse revolution drive of a hybrid automobile in which the engine, a first motor and a drive shaft connected to a second motor are connected to three rotary elements of a planetary gear mechanism, without causing an unexpected feeling of acceleration to the driver, in the case of abnormality occurring to the first and second motors in the midst of obtaining large deceleration by reversing the engine while traveling forward.SOLUTION: In the case of abnormality occurring to first and second motors in the midst of reversing an engine when an accelerator is turned off during a forward travel, a revolution speed in a direction of reversing is decreased while continuing combustion, thus the engine is stopped.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle in which an engine, a drive shaft connected to a first motor and a second motor are connected to three rotating elements of a planetary gear mechanism.

  Conventionally, this type of hybrid vehicle includes a hybrid vehicle in which an engine, a drive shaft connected to a first motor and a second motor are connected to three rotating elements of a planetary gear mechanism, and the shift position is a reverse position. There is a proposal that starts the engine when a step is detected when the engine is not started (see, for example, Patent Document 1). In this hybrid vehicle, the engine is started in advance before attempting to get over the step during reverse running so that the driver does not feel uncomfortable such as a feeling of popping out due to the engine starting.

  In addition, an engine having a forward / reverse switching device capable of driving the crankshaft in the forward direction and the reverse direction has been proposed (see, for example, Patent Document 2). The forward / reverse switching device switches a valve cam for an intake valve and a valve cam for an exhaust valve between a forward rotation position and a reverse rotation position with respect to the camshaft on a camshaft rotatably mounted on a cylinder head. It is configured to be movably fitted, and the phase of the valve cam is switched between forward rotation and reverse rotation of the crankshaft. As a result, the forward rotation torque and the reverse rotation torque can be freely output.

JP 2016-43701 A JP 2005-2812 A

  In a hybrid vehicle in which an engine, a drive shaft to which a first motor and a second motor are connected are connected to three rotating elements of a planetary gear mechanism, if the above-described engine capable of reverse rotation driving is applied to the engine, the vehicle moves forward. It is also conceivable to drive the engine in reverse to obtain a large deceleration during traveling. At this time, when an abnormality occurs in both the first motor and the second motor, it is preferable to stop the engine. However, when the engine that is reversely driven is stopped quickly, the torque generated by the inertia of the engine advances the vehicle. This will cause the driver to feel an unexpected acceleration.

  The hybrid vehicle of the present invention is a hybrid vehicle in which an engine capable of reverse rotation driving and a drive shaft connected to a first motor and a second motor are connected to three rotating elements of a planetary gear mechanism. When an abnormality occurs in the first motor and the second motor while a large deceleration is obtained by reversely driving the engine, the engine is mainly stopped without giving an unexpected acceleration feeling to the driver. Objective.

  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
An engine capable of forward rotation and reverse rotation;
A first motor;
A planetary gear mechanism in which a rotating shaft of the first motor, an output shaft of the engine, and a driving shaft connected to driving wheels are connected to three rotating elements arranged in order in the alignment chart;
A second motor having a rotary shaft connected to the drive shaft so that power can be output;
A battery that exchanges power with the first motor and the second motor;
A control device that drives and controls the engine, the first motor, and the second motor;
A hybrid vehicle comprising:
When an abnormality occurs in the first motor and the second motor while the engine is driven in reverse rotation when the accelerator is off during forward running, the control device gradually rotates in reverse while continuing explosion combustion. Reduce the number of rotations in the direction and stop the engine,
It is characterized by that.

  In the hybrid vehicle of the present invention, when the accelerator is off during forward traveling, a large deceleration can be obtained by driving the engine in reverse rotation. It is preferable to stop the engine when an abnormality occurs in both the first motor and the second motor during the reverse rotation driving of the engine, but the fuel injection to the reverse rotation engine is stopped. When the engine is stopped, the rotational speed in the sudden reverse rotation direction of the engine is reduced, and a torque in the direction of moving the vehicle forward is applied to the drive shaft via the planetary gear mechanism in accordance with the sudden change in the rotational speed. Therefore, by gradually reducing the rotational speed in the reverse rotational direction while continuing the explosion combustion and stopping the engine, it acts in a direction to advance the vehicle to the drive shaft via the planetary gear mechanism as the rotational speed changes. The torque to be applied can be reduced, and the driver can be prevented from giving an unexpected acceleration feeling. As a result, even when an abnormality occurs in the first motor and the second motor while the engine is driven in reverse rotation during forward traveling, the engine can be stopped without giving an unexpected acceleration feeling to the driver. it can.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is explanatory drawing which shows the mode of operation | movement of the engine 22 in the case of outputting motive power to a normal rotation direction, and the mode of operation | movement of the engine 22 in the case of outputting motive power to a reverse rotation direction. 5 is a flowchart showing an example of a reverse rotation drive fail process control routine executed by an HVECU 70; FIG. 6 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 when the motor MG2 fails during reverse rotation driving of the engine 22. FIG. 6 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 when the motor MG1 fails during reverse rotation driving of the engine 22; FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing a mechanical relationship between the rotational speed and torque of the rotating elements of the planetary gear 30 when the motor MG1 and the motor MG2 fail during the reverse rotation driving of the engine 22. is there. Changes over time such as vehicle speed V, motors MG1, MG2 torques Tm1, Tm2, and engine 22 state when motor MG1 and motor MG2 fail during reverse rotation driving of engine 22 It is explanatory drawing which shows an example.

  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, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As shown, 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.

  The engine 22 is configured as a four-cycle engine having intake, compression, explosion (combustion), and exhaust strokes. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 performs fuel injection control, ignition control, and intake. Receives operational control such as air volume control. As shown in FIG. 2, the engine 22 sucks the air purified by the air cleaner 122 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. Then, the air-fuel mixture is sucked into the combustion chamber 129 through the intake valve 128a. The sucked air-fuel mixture is exploded and burned by an electric spark from the spark plug 130, and the engine 22 converts the reciprocating motion of the piston 132 pushed down by the energy into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is sent to an exhaust pipe 133 via an exhaust valve 128b, and then a purification catalyst (for purifying harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx)). It is discharged to the outside air through a purifier 134 having a three-way catalyst.

  The intake valve 128a and the exhaust valve 128b are driven to open and close by a valve mechanism 137. The valve operating mechanism 137 includes an intake cam 138a, an exhaust cam 138b, an intake side variable valve timing mechanism 139a, and an exhaust side variable valve timing mechanism 139b.

  The intake cam 138a is attached to the intake camshaft, and rotates by the rotation of the intake camshaft to open and close the intake valve 128a (intake port). The exhaust cam 138b is attached to the exhaust camshaft and rotates by the rotation of the exhaust camshaft to open and close the exhaust valve 128b (exhaust port). The intake camshaft and the exhaust camshaft are rotated once while the rotation of the crankshaft 26 is transmitted via a timing chain or a timing belt (not shown), and the crankshaft 26 rotates twice.

  The intake-side variable valve timing mechanism 139a changes the opening / closing timing of the intake valve 128a by changing the phase of the intake cam 138a with respect to the intake camshaft or switching between two types of cams having different phases. Similarly, the exhaust side variable valve timing mechanism 139b changes the opening / closing timing of the exhaust valve 128b by changing the phase of the exhaust cam 138b with respect to the exhaust cam shaft or switching between two types of cams having different phases. To do. The intake side variable valve timing mechanism 139a and the exhaust side variable valve timing mechanism 139b can adopt, for example, the configuration described in JP-A-2005-2812.

  The spark plug 130 generates an electric spark by outputting a drive signal to an ignition coil integrated with the igniter.

  The engine 22 of this embodiment can output power in both forward and reverse rotation directions by changing the phases of the intake cam 138a and exhaust cam 138b and the ignition timing of the spark plug 130. FIG. 3 is an explanatory diagram showing an operation state of the engine 22 when power is output in the forward rotation direction and an operation state of the engine 22 when power is output in the reverse rotation direction. The engine 22 is a four-cycle engine. When the engine 22 rotates forward, as shown in the figure, the piston 132 descends in the intake stroke, rises in the compression stroke, descends in the explosion stroke, and rises in the exhaust stroke. The opening / closing timing of the intake valve 128a is set to open immediately before the intake stroke, the opening / closing timing of the exhaust valve 128b is set to open immediately before the exhaust process, and the spark plug 130 The ignition timing is set so as to ignite immediately before. On the other hand, when the engine 22 rotates in the reverse direction, as shown in the figure, the piston 132 moves up and down contrary to the case where the engine 22 rotates in the normal direction. Therefore, when the engine 22 rotates in the reverse direction, the exhaust stroke, the explosion stroke, the compression stroke, and the intake stroke when the engine 22 rotates in the forward direction are respectively the intake stroke, the compression stroke, the explosion stroke, and the exhaust stroke. The opening / closing timing of the intake valve 128a, the opening / closing timing of the exhaust valve 128b, and the ignition timing of the spark plug 130 are changed. As a result, even when the engine 22 rotates in either the forward rotation direction or the reverse rotation direction, the engine 22 can be load-operated at the optimum opening / closing timing and ignition timing.

  The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b for storing a processing program, a RAM 24c for temporarily storing data, an input / output port, and a communication port in addition to the CPU 24a. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of signals from the various sensors include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 of the engine 22 and the coolant temperature from the coolant temperature sensor 142 that detects the coolant temperature of the engine 22. Can be mentioned. Further, a cam position from cam position sensors 144a and 144b for detecting the rotational positions of intake cam 138a (intake cam shaft) and exhaust cam 138b (exhaust cam shaft), and a throttle position sensor 146 for detecting the position of throttle valve 124, respectively. The intake air amount from the vacuum sensor 148 for detecting the intake air amount as the load of the engine 22 and the throttle position from the engine 22 can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of the various control signals include a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124 and a drive signal to the fuel injection valve 126. Further, a control signal to the ignition plug 130 (ignition coil), a control signal to the intake side variable valve timing mechanism 138a and the exhaust side variable valve timing mechanism 138b, and the like can also be mentioned. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140.

  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 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, 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 the rotor is connected to the drive shaft 36 via the reduction gear 35. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality 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. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, and the temperature tm2 of the motor MG2 from the temperature sensor 45 that detects the temperature of the motor MG2 are input through the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. 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 from 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 the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “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 input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51 a installed between terminals of the battery 50, a battery current Ib from a current sensor 51 b attached to an output terminal of the battery 50, and a battery 50. The battery temperature Tb from the temperature sensor 51c attached to can be mentioned. 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. Battery ECU 52 calculates charge / discharge power Pb as the product of battery voltage Vb from voltage sensor 51a and battery current Ib from current sensor 51b. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from 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. Further, the battery ECU 52 calculates the input / output limits Win, Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor. The input / output limits Win and Wout are allowable maximum power that may charge / discharge the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores 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 the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening 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 depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like. 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 hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel (HV travel) mode or an electric travel (EV travel) mode. Here, the HV traveling mode is a mode that travels with the operation of the engine 22, and the EV traveling mode is a mode that travels without the operation of the engine 22.

  Next, when the hybrid vehicle 20 of the embodiment configured as described above is operated, particularly when the accelerator is turned off during forward traveling and the engine 22 is driven in reverse rotation to obtain a large deceleration, the motor MG1 The operation when some abnormality occurs in the motor MG2 and the motor MG1 and the motor MG2 cannot be driven will be described. FIG. 4 is a flowchart illustrating an example of a reverse rotation drive failure process control routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) while the engine 22 is driven in reverse rotation.

  When the reverse rotation drive failure processing control routine is executed, the HVECU 70 first confirms that the engine 22 is driven in reverse rotation by determining whether the rotational speed Ne is a negative value (step S100). ). When the rotational speed Ne of the engine 22 is not a negative value, it is determined that the control of this routine is unnecessary because the engine 22 is not driven in reverse rotation, and this routine is terminated. When it is confirmed that the engine 22 is driven in reverse rotation, it is determined whether or not the motor MG1 or the motor MG2 has failed (step S110). The failure of the motor means that some abnormality has occurred in the motor and the motor cannot be driven. This failure includes a state in which torque limitation is imposed due to overheating of the motor and torque cannot be output. When neither the motor MG1 nor the motor MG2 has failed (is in a drivable state), it is determined that the processing by this routine is unnecessary, and this routine is terminated.

  When it is determined in step S110 that the motor MG1 has not failed but the motor MG2 has failed, the fuel injection and ignition of the engine 22 that is driven in reverse rotation are stopped to stop the engine 22 and to the drive shaft 36. The motor MG1 is controlled so that a slight braking force is applied (step S120), and this routine is terminated. When the fuel injection of the engine 22 is stopped, when the absolute value of the rotational speed Ne of the engine 22 becomes small, a torque for moving the vehicle forward is applied to the drive shaft 36 by the inertia. In the embodiment, the motor MG1 is driven so that a torque for advancing the vehicle is canceled and a slight braking force is applied to the drive shaft 36. FIG. 5 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of the rotating element of the planetary gear 30 in this state. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. Represents the rotational speed Np of the ring gear (drive shaft 36) obtained by dividing by the gear ratio Gr of the reduction gear 35. Two thick arrows on the R axis are torque Tin acting on the drive shaft 36 due to the inertia of the engine 22 and torque acting on the drive shaft 36 via the planetary gear 30 output from the motor MG1. In this way, the motor MG1 cancels the torque Tin acting on the drive shaft 36 based on the inertia of the engine 22, and outputs a torque so that a slight braking force is applied to the drive shaft 36, thereby slightly controlling the vehicle. The reverse rotation drive of the engine 22 can be stopped while applying power.

  When it is determined in step S110 that the motor MG1 has failed but the motor MG2 has not failed, the fuel injection and ignition of the engine 22 that is driven in reverse rotation are stopped, the engine 22 is stopped, and the drive shaft 36 is stopped. The motor MG2 is controlled so that a slight braking force is applied (step S130), and this routine is terminated. As described above, when the fuel injection of the engine 22 is stopped, when the absolute value of the rotational speed Ne of the engine 22 becomes small, a torque for moving the vehicle forward by the inertia acts on the drive shaft 36. In the embodiment, the motor MG <b> 2 is driven so as to cancel the torque for moving the vehicle forward and to apply a slight braking force to the drive shaft 36. FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of the rotating element of the planetary gear 30 in this state. Two thick arrows on the R axis are a torque Tin acting on the drive shaft 36 by the inertia of the engine 22 and a torque acting on the drive shaft 36 output from the motor MG2. In this way, the motor MG2 cancels the torque Tin acting on the drive shaft 36 based on the inertia of the engine 22, and outputs a torque so that a slight braking force is applied to the drive shaft 36. The reverse rotation drive of the engine 22 can be stopped while applying power.

  If it is determined in step S110 that both the motor MG1 and the motor MG2 have failed, the fuel injection and ignition of the engine 22 that is reversely driven are continued and the absolute speed Ne of the engine 22 is gradually increased with explosion combustion. The engine 22 is stopped by decreasing the value (step S140), and this routine is terminated. In this case, the torque Te output from the engine 22 is slightly smaller than the torque necessary to maintain the rotational speed Ne of the engine 22. FIG. 7 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of the rotating element of the planetary gear 30 in this state. The thick line arrow on the C axis is the torque Te output from the engine 22. As described above, the torque Tin acting on the drive shaft 36 based on the inertia of the engine 22 becomes substantially zero by gradually reducing the absolute value of the rotational speed Ne of the engine 22 with the explosion combustion of the engine 22. . For this reason, the engine 22 can be stopped without giving an unexpected acceleration feeling to the driver.

  FIG. 8 shows the state of the vehicle speed V when the motor MG1 and the motor MG2 fail while the engine 22 is reversely driven to drive a large deceleration, the torques Tm1 and Tm2 of the motors MG1 and MG2, and the state of the engine 22 It is explanatory drawing which shows an example of time changes, such as. In FIG. 8, in order from the top, the vehicle speed V, the accelerator opening degree Acc, the required torque Tp *, the motor MG1 fail determination, the motor MG1 torque Tm1, the motor MG2 fail determination, the motor MG2 torque Tm2, and the reverse rotation of the engine 22 A flag, a fuel cut (F / C) prohibition flag, an engine speed Ne, and a torque Te of the engine 22 are shown. At the time T1 when the motor MG1 and the motor MG2 fail while applying a large deceleration to the vehicle traveling forward due to the accelerator off, the torques Tm1 and Tm2 of the failed motor MG1 and the motor MG2 become the value 0, Fuel cut is prohibited. From this time T1, the engine 22 is controlled so as to output a torque slightly smaller than the torque required to maintain the reverse rotation speed Ne. For this reason, the absolute value of the rotational speed Ne of the engine 22 gradually decreases, and the engine 22 stops. At this time, since the torque Tin acting on the drive shaft 36 based on the inertia of the engine 22 is substantially 0, the engine 22 can be stopped without giving an unexpected acceleration feeling to the driver.

  In the hybrid vehicle 20 of the embodiment described above, when the motor MG1 and the motor MG2 fail while the engine 22 is driven to rotate reversely and a large deceleration is applied, the engine 22 is gradually accompanied by explosion combustion. The absolute value of the rotational speed Ne of the engine 22 is reduced and the engine 22 is stopped. At this time, since the torque Tin that advances the vehicle acting on the drive shaft 36 based on the inertia of the engine 22 becomes substantially 0, the engine 22 can be stopped without giving an unexpected acceleration feeling to the driver.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is connected to the drive shaft 36 via the reduction gear 35. However, the motor MG2 may be directly connected to the drive shaft 36 or connected via the transmission. It is good also as what is done.

  In the hybrid vehicle 20 of the embodiment, the engine ECU 24, the motor ECU 40, and the HVECU 70 are provided. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

  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, 24 Engine Electronic Control Unit (Engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 Crankshaft, 28 Damper, 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 rotational position sensor, 45 temperature sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery ( Battery ECU), 54 Electric power line, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 125 intake pipe, 126 fuel injection valve, 128a intake valve, 128b exhaust valve, 129 combustion chamber, 130 ignition Plug, 132 piston, 133 exhaust pipe, 134 purification device, 136 throttle motor, 137 valve operating mechanism, 138a intake cam, 138b exhaust cam, 139a intake side variable valve timing mechanism, 139b exhaust side variable valve timing mechanism, 140 crank position sensor 142 Water temperature sensor, 144a, 144b Cam position sensor, 146 Throttle position sensor, 148 Vacuum sensor, MG1, MG2 motor.

Claims (1)

An engine capable of forward rotation and reverse rotation;
A first motor;
A planetary gear mechanism in which a rotating shaft of the first motor, an output shaft of the engine, and a driving shaft connected to driving wheels are connected to three rotating elements arranged in order in the alignment chart;
A second motor having a rotary shaft connected to the drive shaft so that power can be output;
A battery that exchanges power with the first motor and the second motor;
A control device that drives and controls the engine, the first motor, and the second motor;
A hybrid vehicle comprising:
When an abnormality occurs in the first motor and the second motor while the engine is driven in reverse rotation when the accelerator is off during forward running, the control device gradually rotates in reverse while continuing explosion combustion. Reduce the number of rotations in the direction and stop the engine,
A hybrid vehicle characterized by that.

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