JP2020083036A - Hybrid vehicle - Google Patents

Abstract

To perform evacuation traveling control corresponding to a speed situation of a vehicle when an abnormality occurs in a mounted electric apparatus.SOLUTION: An ECU performs processing including: a step (S102) for stopping a converter when an abnormality occurs in the converter (YES in S100); a step (S104) for acquiring vehicle speed information; a step (S108) for performing first evacuation traveling control when a vehicle speed is lower than a threshold (YES in S106); and a step (S110) for performing second evacuation traveling control when the vehicle speed is equal to the threshold or higher (NO in S106).SELECTED DRAWING: Figure 2

Description

The present disclosure relates to evacuation traveling control when a converter mounted on a hybrid vehicle has an abnormality.

Evacuation traveling control may be executed when an abnormality occurs in a power conversion device such as a converter or an inverter that supplies power to an electric motor mounted in a hybrid vehicle. For example, Japanese Unexamined Patent Application Publication No. 2014-125053 (Patent Document 1) discloses a technique of executing evacuation traveling control for traveling a vehicle using power generated by an engine when a boost converter mounted on a hybrid vehicle fails. Disclosed.

JP, 2014-125053, A

However, if the evacuation traveling control is executed without considering the speed situation of the hybrid vehicle when an abnormality occurs in the hybrid vehicle, it takes time for the vehicle to accelerate from a low speed traveling. Ability may deteriorate.

The present disclosure has been made to solve the above-described problems, and an object thereof is to provide a hybrid vehicle that executes evacuation traveling control according to the speed situation of the vehicle when an abnormality occurs in the converter.

A hybrid vehicle according to an aspect of the present disclosure includes an electric motor that generates a driving force of the vehicle, an engine configured to be a generation source of at least one of the driving force and the electric power supplied to the electric motor, and the electric motor. A power storage device that stores power supplied to the power storage device, a power conversion device that is provided between the power storage device and the electric motor, and that includes a converter connected to the power storage device and an inverter connected to the electric motor; and vehicle speed information. An information acquisition device that acquires the information, a first evacuation travel control that causes the vehicle to travel by consuming electric power from the power storage device while the engine is stopped, and a second evacuation travel that causes the vehicle to travel using the engine when the converter is abnormal. And a control device that executes any one of control. The upper limit value of the driving force when the first evacuation traveling control is executed is higher than the upper limit value of the driving force when the second evacuation traveling control is executed in the speed range where the vehicle speed is lower than the threshold value. The controller executes the first evacuation traveling control when the speed of the vehicle is lower than the threshold value when the converter is abnormal, and the second evacuation when the speed of the vehicle is higher than the threshold value. Executes traveling control.

With this configuration, when the first retreat traveling control is executed and the second retreat traveling control is executed when the vehicle is traveling at a low speed that is lower than the threshold value when the converter is abnormal. Since the upper limit value of the driving force is higher, it is possible to suppress deterioration of drivability of the vehicle such that it takes time to accelerate from low speed running. On the other hand, when the converter is in an abnormal state and the vehicle is traveling at high speeds higher than the threshold value, if the second evacuation traveling control is executed, the evacuation traveling is performed while suppressing the exhaustion of the electric power of the power storage device. Can be done.

According to the present disclosure, it is possible to provide a hybrid vehicle that executes evacuation traveling control according to the speed situation of the vehicle when an abnormality occurs in the converter.

FIG. 1 is an overall block diagram showing an example of the configuration of a hybrid vehicle according to this embodiment. 6 is a flowchart showing an example of processing executed by the ECU. 5 is a timing chart showing a change with time of acceleration of the hybrid vehicle. 7 is a timing chart showing a change over time in vehicle speed of a hybrid vehicle.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. It should be noted that the same or corresponding parts in the drawings are designated by the same reference numerals and the description thereof will not be repeated.

FIG. 1 is an overall block diagram showing an example of the configuration of hybrid vehicle 100 according to the present embodiment. Referring to FIG. 1, hybrid vehicle 100 includes a power storage device B, a converter 10, a first inverter 22, a second inverter 24, positive electrode lines PL1 and PL2, a negative electrode line NL, and smoothing capacitors C1 and C2. And a discharge resistance Rd. Further, hybrid vehicle 100 includes a first motor generator (hereinafter, referred to as a first MG) 30, a second motor generator (hereinafter, referred to as a second MG) 32, an engine 34, drive wheels 38, and a DC/DC. It further includes a DC converter 44, an auxiliary load 46, an electronic control unit (ECU) 50, a navigation system 52, and a vehicle speed sensor 54.

The first MG 30 is incorporated into the hybrid vehicle 100 mainly as an electric generator driven by the engine 34 and as an electric motor for starting the engine 34.

Second MG 32 is mounted as a drive source for hybrid vehicle 100. Specifically, second MG 32 is connected to the drive shaft of drive wheel 38, and is incorporated in hybrid vehicle 100 as a motor for driving drive wheel 38.

Power storage device B is a rechargeable DC power supply, and is configured by, for example, a nickel-hydrogen secondary battery, a secondary battery such as a lithium-ion secondary battery, an electric double layer capacitor, or the like. Power storage device B stores the electric power supplied to second MG 32 for traveling. Power storage device B is charged by receiving DC power output from converter 10 to positive electrode line PL1.

Converter 10 is provided between power storage device B and first inverter 22 and second inverter 24. Converter 10 includes a reactor L, power semiconductor switching elements (hereinafter, simply referred to as “switching element”) Q1 and Q2, and diodes D1 and D2. Switching elements Q1 and Q2 are connected in series between positive electrode line PL2 and negative electrode line NL. Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively. One end of reactor L is connected to positive electrode line PL1, and the other end is connected to a connection node of switching elements Q1 and Q2.

The switching elements Q1 and Q2, the first inverter 22, and the switching element (not shown) used in the second inverter 24 include, for example, an IGBT (Insulated Gate Bipolar Transistor), a bipolar transistor, and a MOSFET (Metal Oxide Semiconductor). Field Effect Transistor), GTO (Gate Turn Off thyristor), etc. can be used.

The converter 10 is a current reversible boost chopper circuit. Converter 10 turns on/off switching elements Q1 and Q2 in response to a signal PWC from ECU 50 to boost the voltage of positive electrode line PL2 to the output voltage of power storage device B or higher. Specifically, converter 10 boosts the voltage of positive electrode line PL2 by releasing stored energy to positive electrode line PL2 via diode D1 when switching element Q2 is off.

When the voltage of positive electrode line PL2 is lower than the target, by increasing the on-duty of switching element Q2, current can be passed from power storage device B to positive electrode line PL2 using reactor L, and The voltage can be increased. On the other hand, when the voltage of the positive electrode line PL2 is higher than the target, by increasing the on-duty of the switching element Q1, a current can flow from the positive electrode line PL2 to the positive electrode line PL1 and the voltage of the positive electrode line PL2 can be lowered. ..

Further, converter 10 stops its operation when it receives stop signal SDWN from ECU 50. Specifically, when converter 10 receives stop signal SDWN, switching elements Q1 and Q2 are turned off (off state).

First inverter 22 and second inverter 24 are provided corresponding to first MG 30 and second MG 32, respectively. The first inverter 22 and the second inverter 24 are electrically connected to the positive electrode line PL2 and the negative electrode line NL. First inverter 22 uses the output of engine 34 to convert the AC power generated by motor generator 30 into DC power based on signal PWI1 from ECU 50, and outputs the converted DC power to positive line PL2. Second inverter 24 converts DC power received from positive electrode line PL2 into AC power based on signal PWI2 from ECU 50, and outputs the converted AC power to second MG 32.

The smoothing capacitor C1 smoothes the AC component of the voltage fluctuation between the positive electrode line PL1 and the negative electrode line NL. The smoothing capacitor C2 smoothes the AC component of the voltage fluctuation between the positive electrode line PL2 and the negative electrode line NL. Discharge resistor Rd discharges electric power stored in smoothing capacitor C2, for example, when an SMR (System Main Relay) (not shown) between power storage device B and converter 10 is in a cutoff state.

Each of first MG 30 and second MG 32 is an AC electric motor, and is constituted by, for example, a permanent magnet AC synchronous motor in which a permanent magnet is embedded in a rotor. The first MG 30 uses the power of the engine 34 to generate AC power, and outputs the generated AC power to the first inverter 22. The second MG 32 generates the torque for driving the drive wheels 38 by the AC power received from the second inverter 24.

DC/DC converter 44 is electrically connected to positive electrode line PL1 and negative electrode line NL. DC/DC converter 44 converts the DC power received from positive electrode line PL1 into a voltage level of auxiliary load 46 and outputs the voltage to auxiliary load 46, based on signal DR from ECU 50. Auxiliary equipment load 46 collectively indicates various auxiliary equipment mounted on hybrid vehicle 100 and an auxiliary equipment power storage device that stores electric power supplied from DC/DC converter 44. The auxiliary load 46 includes, for example, an auxiliary device that operates the engine 34 (for example, an ignition device or a fuel injection device).

The ECU 50 performs a software process for executing a pre-stored program in a CPU (Central Processing Unit) and/or a hardware process by an electronic circuit to perform the converter 10, the first inverter 22, the second inverter 24, the engine 34, and the DC/DC. Control the converter 44.

Specifically, ECU 50 outputs a signal for driving converter 10 based on voltage VL between positive electrode line PL1 and negative electrode line NL, voltage VH between positive electrode line PL2 and negative electrode line NL, and the like. PWC is generated and the generated signal PWC is output to converter 10. The voltages VL and VH are detected by a voltage sensor (not shown).

The ECU 50 also generates a signal DR for driving the DC/DC converter 44 based on the power consumption (or required power) of the auxiliary load 46, and outputs the generated signal DR to the DC/DC converter 44. To do.

For example, when the converter 10 is abnormal, the ECU 50 can stop the operation of the converter 10 and execute the first evacuation travel control in which the electric power of the power storage device B is used to travel by the second MG 32.

Specifically, for example, when abnormality of converter 10 is detected based on state signal ST from converter 10, ECU 50 generates stop signal SDWN and outputs it to converter 10. When converter 10 receives stop signal SDWN, converter 10 shuts off switching elements Q1 and Q2 to stop the operation.

ECU 50 further uses the electric power supplied from power storage device B without being boosted by converter 10 to generate a torque command value for second MG 32 for traveling by second MG 32. Then, the ECU 50 generates a signal PWI2 for driving the second inverter 24 based on the generated torque command value, and outputs the signal PWI2 to the second inverter 24. At this time, the ECU 50 stops the operations of the first inverter 22 and the engine 34.

Further, when abnormality occurs in converter 10, ECU 50 can execute the second evacuation travel control in which the operation of converter 10 is stopped and the electric power generated by first MG 30 is used to travel by second MG 32.

Specifically, for example, when abnormality of converter 10 is detected based on state signal ST from converter 10, ECU 50 generates stop signal SDWN and outputs it to converter 10. When converter 10 receives stop signal SDWN, converter 10 shuts off switching elements Q1 and Q2 to stop the operation.

ECU 50 further uses the power of engine 34 to generate power by first MG 30, and uses the generated power to generate torque command values for first MG 30 and second MG 32 for traveling by second MG 32. Then, the ECU 50 generates signals PWI1 and PWI2 for driving the first inverter 22 and the second inverter 24 based on the generated torque command value, and outputs the signals PWI1 and PWI2 to the first inverter 22 and the second inverter 24, respectively. .. When executing the second evacuation travel control, the ECU 50 starts the engine 34 using the first MG 30 when the engine 34 is in the stopped state. While the engine 34 is operating, electric power is supplied from the power storage device B to the auxiliary machine that operates the engine 34 via the DC/DC converter 44.

The upper limit value of the driving force of the hybrid vehicle 100 at the time of executing the first evacuation travel control is set in a speed range in which the speed of the hybrid vehicle 100 (hereinafter, also referred to as vehicle speed) is lower than the threshold value V(0). Power storage device B, first MG 30, and engine 34 are configured to be higher than the upper limit value of the driving force of hybrid vehicle 100 at the time of executing the second evacuation travel control. Further, in the present embodiment, the upper limit value of the driving force of hybrid vehicle 100 at the time of executing the first evacuation travel control is the second evacuation travel control in the speed range in which the vehicle speed is equal to or higher than threshold value V(0). Power storage device B, first MG 30, and engine 34 are configured to be lower than the upper limit value of the driving force of hybrid vehicle 100 at the time of executing.

Regarding the “abnormality” of converter 10, for example, “abnormality” is detected when overheating due to a failure of switching elements Q1, Q2, reactor L, etc. is detected or an abnormal current is detected. .. The “abnormality” of converter 10 is detected by an abnormality detection circuit of converter 10 (including, for example, a temperature sensor that detects the temperature of converter 10 and a current sensor that detects the current flowing through converter 10), and the state of converter 10 is detected. Although the case where the converter 10 notifies the ECU 50 of the state signal ST is shown as an example, the ECU 50 may detect the abnormality of the converter 10 based on the detected value of the temperature, the current, or the like of the converter 10.

The navigation system 52 is configured to acquire position information of the hybrid vehicle 100 (such as the current location of the hybrid vehicle 100) and driving information of the hybrid vehicle 100 (eg, vehicle speed information such as the speed of the hybrid vehicle 100). Navigation system 52 includes, for example, a GPS (Global Positioning System) receiver (not shown) that identifies the current location of hybrid vehicle 100 based on radio waves from an artificial satellite. The navigation system 52 executes various navigation processes of the hybrid vehicle 100 specified by the GPS receiver.

More specifically, the navigation system 52, based on the GPS information of the hybrid vehicle 100 and the road map data stored in the memory (not shown), travels from the current position of the hybrid vehicle 100 to the destination (travel). A planned route or a target route) is set, and information on the traveling route is transmitted to the ECU 50. Further, the navigation system 52 transmits, to the ECU 50, information about the current position of the hybrid vehicle 100 identified by using the GPS receiver, for example. Furthermore, the navigation system 52 may acquire the speed of the hybrid vehicle 100 calculated from the temporal change amount of the current position of the hybrid vehicle 100 identified by using the GPS receiver as vehicle speed information and transmit it to the ECU 50. The ECU 50 stores the information acquired from the navigation system 52 in the memory of the ECU 50.

Navigation system 52 further includes, for example, a display with a touch panel (not shown). The display with a touch panel displays the current position and the driving route of the hybrid vehicle 100 by overlaying them on a road map, displaying peripheral information, and displaying information from the ECU 50. Further, the display with a touch panel receives various operations by the user.

The vehicle speed sensor 54 detects the vehicle speed. The vehicle speed sensor 54 transmits a signal indicating the vehicle speed to the ECU 50. Instead of the vehicle speed sensor 54, a wheel speed sensor that detects the rotation speed of the drive wheels 38, an output shaft rotation speed sensor that detects the rotation speed of the output shaft of a transmission (not shown), or the like can be used. In this case, the ECU 50 can acquire the vehicle speed from the detected rotation speed of the drive wheel 38, the rotation speed of the output shaft, and the gear ratio up to the drive wheel 38.

In the hybrid vehicle 100 having the above-described configuration, when the converter 10 is abnormal, for example, by executing the second evacuation travel control, it is possible to secure a sufficient travel distance while suppressing the exhaustion of the electric power of the power storage device B. be able to.

However, if the evacuation traveling control is executed without considering the speed situation of the hybrid vehicle 100 when an abnormality occurs in the hybrid vehicle 100, the evacuation traveling control is executed because it takes time for the hybrid vehicle 100 to accelerate from low speed traveling. The drivability of the hybrid vehicle 100 at times may deteriorate.

Therefore, in the present embodiment, when the vehicle speed is lower than threshold value V(0) when converter 10 is abnormal, ECU 50 executes the first evacuation travel control, and the vehicle speed is threshold value V(0). If it is (0) or more, the second retreat traveling control is executed.

With this configuration, when the hybrid vehicle 100 is traveling at a low speed that is lower than the threshold value V(0) when the converter 10 is abnormal, if the first retreat traveling control is executed, the second retreat traveling control is performed. Since the upper limit value of the driving force is higher than the case where is executed, deterioration of drivability of hybrid vehicle 100, such as acceleration from low speed traveling, can be suppressed. On the other hand, when the vehicle is traveling at a high speed equal to or higher than the threshold value V(0) when the converter 10 is in an abnormal state, if the second evacuation traveling control is executed, the evacuation is performed while suppressing the exhaustion of the electric power of the power storage device B. Can run.

Hereinafter, the processing executed by the ECU 50 will be described with reference to FIG. FIG. 2 is a flowchart showing an example of processing executed by the ECU 50. The processing shown in this flowchart is repeatedly executed by the ECU 50 shown in FIG. 1 at a predetermined processing cycle.

In step (hereinafter, step is referred to as S) 100, ECU 50 determines whether or not an abnormality has occurred in converter 10. Since the detection of "abnormality" of converter 10 is as described above, detailed description thereof will not be repeated. The ECU 50 determines whether or not an abnormality has occurred in the converter 10 based on the state signal ST from the converter 10, for example. If it is determined that an abnormality has occurred in converter 10 (YES in S100), the process proceeds to S102.

In S102, ECU 50 stops (shuts down) converter 10. ECU 50 stops converter 10 by, for example, generating stop signal SDWN and outputting it to converter 10.

In S104, the ECU 50 acquires vehicle speed information. The ECU 50 may acquire, for example, the speed of the hybrid vehicle 100 received from the vehicle speed sensor 54 as the vehicle speed information, or may acquire the vehicle speed information from the navigation system 52.

In S106, ECU 50 determines whether the vehicle speed is lower than threshold value V(0). As described above, the threshold value V(0) is such that the upper limit value of the driving force of the hybrid vehicle 100 during execution of the first evacuation traveling control is the upper limit value of the driving force of the hybrid vehicle 100 during execution of the second evacuation traveling control. And the upper limit value of the driving force of the hybrid vehicle 100 during the execution of the first evacuation travel control is higher than the upper limit value of the driving force of the hybrid vehicle 100 during the execution of the second evacuation travel control. The vehicle speed is set as a boundary with the lower speed range.

If it is determined that the vehicle speed is lower than threshold value V(0) (YES in S106), the process proceeds to S108.

In S108, the ECU 50 executes the first evacuation travel control. The first evacuation traveling control is as described above, and thus detailed description thereof will not be repeated. If it is determined that the vehicle speed is equal to or higher than threshold value V(0) (NO in S106), the process proceeds to S110.

In S110, the ECU 50 executes the second evacuation travel control. The second evacuation traveling control is as described above, and thus detailed description thereof will not be repeated.

The operation of the ECU 50 based on the above structure and flowchart will be described below with reference to FIGS. 3 and 4.

FIG. 3 is a timing chart showing a change over time in acceleration of hybrid vehicle 100. The vertical axis of FIG. 3 represents the acceleration of the hybrid vehicle 100. The horizontal axis of FIG. 3 represents time. LN1 (dashed-dotted line) in FIG. 3 shows a change in acceleration when the first retreat travel control is executed. LN2 (broken line) in FIG. 3 shows a change in acceleration when the second retreat travel control is executed. LN3 (solid line) in FIG. 3 shows a change in acceleration when the first retreat traveling control is switched to the second retreat traveling control according to the speed. LN1 of FIG. 3 overlaps with LN3 of FIG. 3 before time T(0). Further, LN2 in FIG. 3 overlaps with LN3 in FIG. 3 after time T(0).

FIG. 4 is a timing chart showing the change over time of the vehicle speed of hybrid vehicle 100. The vertical axis of FIG. 4 indicates the vehicle speed. The horizontal axis of FIG. 4 indicates time. LN4 (one-dot chain line) in FIG. 4 shows a change in vehicle speed when the first evacuation travel control is executed. LN5 (broken line) in FIG. 4 shows a change in acceleration when the second retracting traveling control is executed. LN6 (solid line) in FIG. 4 shows a change in vehicle speed when the first retreat traveling control is switched to the second retreat traveling control according to the speed. LN4 of FIG. 4 overlaps with LN6 of FIG. 4 before time T(0). Further, LN5 of FIG. 4 overlaps with LN6 of FIG. 4 after time T(0).

3 and 4, it is assumed that hybrid vehicle 100 starts acceleration with the accelerator fully opened from the stopped state.

As shown by LN1 and LN2 in FIG. 3, when the first evacuation travel control is executed, the upper limit value of the acceleration of hybrid vehicle 100 is before time T(0) when the vehicle speed reaches V(0). Is higher than the upper limit value of the acceleration of the hybrid vehicle 100 when the second retreat traveling control is executed.

That is, the upper limit value of the driving force of the hybrid vehicle 100 when the first retreat traveling control is executed is the upper limit value of the hybrid vehicle 100 when the second retreat traveling control is executed in the speed range where the vehicle speed is lower than V(0). It becomes higher than the upper limit of the driving force.

On the other hand, when the first evacuation traveling control is executed, the upper limit value of the acceleration of the hybrid vehicle 100 is the time T(0) at which the vehicle speed becomes V(0) or higher, as indicated by LN1 and LN2 in FIG. After that, it becomes lower than the upper limit value of the acceleration of the hybrid vehicle 100 when the second retreat traveling control is executed.

That is, the upper limit value of the driving force of the hybrid vehicle 100 when the first retreat traveling control is executed, the drive of the hybrid vehicle 100 when the second retreat traveling control is executed in the speed range where the vehicle speed is V(0) or higher. Lower than the upper limit of force.

Therefore, in the present embodiment, as described below, the acceleration of hybrid vehicle 100 is changed by switching from one of the first evacuation traveling control and the second evacuation traveling control to the other in accordance with the vehicle speed. , LN3 in FIG. 3, and the vehicle speed changes along LN6 in FIG.

For example, assume that an abnormality occurs in converter 10 while hybrid vehicle 100 is operating. If it is determined that an abnormality has occurred in converter 10 (YES in S100), the operation of converter 10 is stopped (S102).

The speed information of the hybrid vehicle 100 is acquired from the navigation system 52 or the vehicle speed sensor 54 (S104).

When the vehicle speed included in the vehicle speed information is smaller than threshold value V(0) (YES in S106), the first evacuation traveling control is executed (S108).

At this time, the first evacuation traveling control is executed during the period from the start of acceleration to the time T(0) at which the vehicle speed becomes equal to or higher than the threshold value V(0). The driving force of the hybrid vehicle 100 when the first evacuation traveling control is executed is higher than the driving force when the second evacuation traveling control is executed. Therefore, the acceleration (LN3 of FIG. 3) of the hybrid vehicle 100 when the first retreat traveling control is executed is higher than the acceleration (LN2 of FIG. 3) of the hybrid vehicle 100 when the second retreat traveling control is executed. growing. As a result, as indicated by LN5 and LN6 in FIG. 4, the speed of hybrid vehicle 100 increases faster when the first evacuation travel control is executed than when the second evacuation travel control is executed. That is, the acceleration of hybrid vehicle 100 is suppressed.

On the other hand, when the vehicle speed is equal to or higher than the threshold value V(0) (NO in S106), the second evacuation traveling control is executed (S110).

When the vehicle speed becomes equal to or higher than the threshold value V(0), the driving force of hybrid vehicle 100 when the second retreat traveling control is executed becomes higher than the driving force when the first retreat traveling control is executed. Therefore, the acceleration (LN3 of FIG. 3) of the hybrid vehicle 100 when the second evacuation travel control is executed is higher than the acceleration (LN1 of FIG. 3) of the hybrid vehicle 100 when the first evacuation travel control is executed. growing. As a result, as shown by LN4 and LN6 in FIG. 4, the speed of hybrid vehicle 100 is higher when the second evacuation travel control is executed than when the first evacuation travel control is executed.

As described above, according to hybrid vehicle 100 in accordance with the present embodiment, when converter 10 is in an abnormal state and the hybrid vehicle 100 is traveling at a low speed lower than threshold value V(0), When the first retreat traveling control is executed, the upper limit value of the driving force is higher than when the second retreat traveling control is executed. Therefore, the drivability of the hybrid vehicle 100 is deteriorated such that acceleration from low speed traveling takes time. Can be suppressed. On the other hand, when the converter 10 is in an abnormal condition and the hybrid vehicle 100 is traveling at a high speed equal to or higher than the threshold value V(0), if the second evacuation traveling control is executed, the electric power of the power storage device B is exhausted. It is possible to perform the evacuation traveling while suppressing the above. Therefore, it is possible to provide the hybrid vehicle that executes the evacuation traveling control according to the road surface condition on which the vehicle travels when the abnormality of the converter occurs.

Further, when the converter 10 is in an abnormal state and the hybrid vehicle 100 is traveling at a high speed equal to or higher than the threshold value V(0), when the second retreat traveling control is executed, the first retreat traveling control is executed. Since the upper limit value of the driving force is higher than that in the case, it is possible to suppress deterioration of drivability of the hybrid vehicle 100 such that acceleration takes time when further acceleration is required during high speed traveling.

Hereinafter, modified examples will be described.
In the above-described embodiment, the hybrid vehicle 100 has been described by taking a series type hybrid vehicle as an example. However, the hybrid vehicle 100 can transmit power from the engine 34 directly to the drive wheels. It may be a hybrid vehicle having. In the hybrid vehicle having such a configuration, the first evacuation travel control is to drive the second MG 32 using the electric power of the power storage device B to drive the hybrid vehicle 100, and the second evacuation travel control is at least the engine 34. The power of the above may be transmitted to the drive wheels to drive the hybrid vehicle 100. For example, in the second evacuation traveling control, the power of engine 34 may be transmitted to the drive wheels, and the electric power generated by first MG 30 generated by the engine may be supplied to second MG 32 to drive hybrid vehicle 100. ..

Further, in the above-described embodiment, the description has been made assuming that the accelerator opening is fully open. However, for example, depending on whether the vehicle speed is lower than V(0) when the accelerator opening is a threshold value. Alternatively, the first evacuation traveling control and the second evacuation traveling control may be switched. With this configuration, it is possible to switch between the first evacuation travel control and the second evacuation travel control according to the user's acceleration request and the vehicle speed, and thus it is possible to suppress deterioration of drivability.

The above-described modified examples may be implemented by appropriately combining all or part of them.
The embodiments disclosed this time are to be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description but by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope.

10 converter, 22 first inverter, 24 second inverter, 30 first MG, 32 second MG, 34 engine, 38 drive wheels, 44 DC/DC converter, 46 auxiliary load, 50 ECU, 52 navigation system, 54 vehicle speed sensor, 100 hybrid vehicle, B power storage device, C1, C2 smoothing capacitor, D1, D2 diode, Q1, Q2 switching element, Rd discharge resistor.

Claims (1)

An electric motor that generates driving force for the vehicle,
An engine configured to be a generation source of at least one of the driving force and the electric power supplied to the electric motor,
A power storage device that stores power supplied to the electric motor;
A power conversion device provided between the power storage device and the electric motor, the power conversion device including a converter connected to the power storage device and an inverter connected to the electric motor;
An information acquisition device for acquiring speed information of the vehicle,
When the converter is abnormal, a first evacuation traveling control that causes the vehicle to travel by consuming electric power of the power storage device while the engine is stopped, and a second evacuation traveling control that causes the vehicle to travel using the engine. A controller for executing any of the above,
The upper limit value of the driving force when the first evacuation traveling control is executed is higher than the upper limit value of the driving force when the second evacuation traveling control is executed in a speed range in which the speed of the vehicle is lower than a threshold value. ,
The control device, when the converter is abnormal,
When the speed of the vehicle is lower than the threshold value, the first evacuation traveling control is executed,
A hybrid vehicle that executes the second evacuation traveling control when the speed of the vehicle is higher than the threshold value.

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