Hybrid vehicles

Abstract

To suppress driving force for travelling from varying largely, when restarting an engine.SOLUTION: When engine stall occurs at the time of driving a first driving wheel while operating an engine and then restarting the engine, a second motor is controlled so that a second driving wheel is driven, and a transmission is controlled so that connection of an input shaft to the first driving wheel is released, where the engine is started, accompanied by cranking of the engine by a first motor.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to hybrid vehicles. [Background technology]

[0002] Conventionally, a hybrid vehicle of this type has been proposed that includes an engine, a first motor connected to the engine, a transmission connected to the first motor and the rear wheels, a clutch provided between the first motor and the input shaft of the transmission, a second motor connected to the front wheels, and a battery capable of exchanging power with the first motor and the second motor (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-123387 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such a hybrid vehicle, when an engine stall occurs while the rear wheels are being driven with the engine in operation and the engine is then restarted, it is possible to restart the engine with the clutch in a slipping engagement state in order to prevent the engine cranking torque and other torques from the first motor from being fully transmitted to the rear wheels.When the clutch is abnormally engaged, the engine cranking torque and other torques are fully transmitted to the rear wheels, which may result in large fluctuations in the driving force for driving.

[0005] The main object of the hybrid vehicle of the present invention is to suppress large fluctuations in driving force for running when the engine is restarted. [Means for solving the problem]

[0006] The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The hybrid vehicle of the present invention is The engine, A first motor connected to the engine; a transmission capable of transmitting power from the engine and / or the first motor to a first drive wheel while changing a gear position; a clutch provided between the engine and the first motor and an input shaft of the transmission; A second motor connected to a second drive wheel; an electricity storage device capable of exchanging electric power with the first motor and the second motor; a control device that controls the engine, the first motor, the second motor, and the transmission; A hybrid vehicle comprising: When an engine stall occurs while the first drive wheel is being driven with the engine in operation and the engine is subsequently restarted, the control device controls the second motor so that the second drive wheel is driven and controls the transmission so that the input shaft is disconnected from the first drive wheel, and starts the engine in this state with cranking of the engine by the first motor. The gist of the present invention is as follows.

[0008] In the hybrid vehicle of the present invention, when an engine stall occurs while the first drive wheels are being driven with the engine in operation and the engine is subsequently restarted, the second motor is controlled to drive the second drive wheels and the transmission is controlled to release the connection between the input shaft and the first drive wheels, and in this state the engine is started with the first motor cranking the engine. This makes it possible to prevent engine cranking torque and the like from the first motor from being transmitted to the first drive wheels when the engine is restarted, regardless of whether the clutch is normal or has an engagement / fixation abnormality. As a result, it is possible to suppress large fluctuations in the driving force for traveling when the engine is restarted.

[0009] In the hybrid vehicle of the present invention, a second clutch may be provided between the engine and the first motor, and the control device may control the second clutch to be in a released state when the engine stall occurs, and when the engine is subsequently restarted, control the transmission to release the connection between the input shaft and the first drive wheel, and then control the second clutch to be in an engaged state.

[0010] In the hybrid vehicle of the present invention, when the engine restart is completed and the clutch is in an engaged / fixed abnormality, the control device may control the transmission to maintain the disconnection between the input shaft and the first drive wheel, control the engine and the motor to generate power from the engine to the first motor, and control the second motor to drive the second drive wheel. In this way, the vehicle can continue traveling by driving the second drive wheel.

[0011] In the hybrid vehicle of the present invention, when the restart of the engine is completed, if the clutch is normal, the control device may control the clutch so that the clutch is engaged, control the transmission so that the input shaft and the first drive wheel are connected, and control the clutch so that the clutch is engaged. In this way, normal driving can be restored when the clutch is normal. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. [Diagram 2] 4 is a flowchart showing an example of a processing routine executed by an electronic control unit 54. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0014] 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a clutch 24, a first motor generator 26, a first inverter 28, a clutch 32, a transmission 34, a second motor generator 40, a second inverter 42, a battery 50 as an electricity storage device, and an electronic control unit 54.

[0015] The engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, etc. as fuel. The clutch 24 is configured as, for example, a hydraulically driven friction engagement clutch, and transmits and releases power between the crankshaft of the engine 22 and a rotating shaft 31 of the first motor generator 26.

[0016] The first motor generator 26 is configured as a synchronous generator motor, and has a rotor with a permanent magnet embedded in the rotor core, and a stator with a three-phase coil wound around the stator core. The first inverter 28 is used to drive the first motor generator 26, and is connected to the second inverter 42 and the battery 50 via a power line 29. A smoothing capacitor is attached to the power line 29. The first motor generator 26 is rotated and driven by switching of a plurality of switching elements (not shown) of the first inverter 28.

[0017] The clutch 32 is configured as, for example, a hydraulically driven friction engagement clutch, and transmits and releases power between the rotating shaft 31 of the first motor generator 26 and an input shaft 34i of the transmission 34. The transmission 34 is configured as, for example, an automatic transmission with 4-speed, 6-speed, 8-speed, or 10-speed, and has an input shaft 34i, an output shaft 34o, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The output shaft 34o of the transmission 34 is connected to a first drive shaft 36 that is connected to front wheels 39a, 39b via a differential gear 38. The transmission 34 establishes a forward gear or a reverse gear of each gear by engaging or releasing the plurality of friction engagement elements, thereby connecting the input shaft 34i and the output shaft 34o (transmitting power between them) and disconnecting the input shaft 34i and the output shaft 34o.

[0018] The hydraulic control device 44 has a valve body in which multiple oil passages are formed, multiple regulator valves, multiple linear solenoid valves, etc. This hydraulic control device 44 adjusts the hydraulic pressure of the working oil from a mechanical oil pump or an electric oil pump, and supplies it to the clutches 24, 32 and multiple friction engagement elements of the transmission 34, etc.

[0019] The second motor generator 40 is configured as a synchronous generator motor having a rated value sufficiently larger than that of the first motor generator 26, and has a rotor in which a permanent magnet is embedded in a rotor core, and a stator in which a three-phase coil is wound around a stator core. The rotor of the second motor generator 40 is connected to a second drive shaft 46 which is connected to rear wheels 49a, 49b via a differential gear 48. The second inverter 42 is used to drive the second motor generator 40, and is connected to the first inverter 28 and a battery 50 via a power line 29. The second motor generator 40 is rotationally driven by switching of a plurality of switching elements (not shown) of the second inverter 42. The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-hydrogen battery.

[0020] The electronic control unit 54 includes a microprocessor having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the electronic control unit 54 via the input port. Examples of signals input to the electronic control unit 54 include a crank angle θcr from a crank angle sensor 22a that detects the crank angle of the crankshaft of the engine 22. Other examples of signals input to the electronic control unit 54 include a rotational position θm1 from a rotational position sensor 26a that detects the rotational position of the rotor of the first motor generator 26, a rotational position θm2 from a rotational position sensor 40a that detects the rotational position of the rotor of the second motor generator 40, and a voltage VH from a voltage sensor 29a that detects the voltage of the power line 29. Other examples of signals include a voltage Vb of the battery 50 from a voltage sensor attached between the terminals of the battery 50, a current Ib of the battery 50 from a current sensor attached to the output terminals of the battery 50, and a temperature Tb of the battery 50 from a temperature sensor attached to the battery 50. In addition, the number of revolutions Nin from a revolution speed sensor that detects the number of revolutions of the input shaft of the transmission 34 and the number of revolutions Nout from a revolution speed sensor that detects the number of revolutions of the output shaft of the transmission 34 can be listed. The number of revolutions SP from a shift position sensor 62 that detects the operation position of the shift lever 61 can be listed. The number of revolutions SP from an accelerator pedal position sensor 64 that detects the amount of depression of an accelerator pedal 63, a brake pedal position BP from a brake pedal position sensor 66 that detects the amount of depression of a brake pedal 65, and a vehicle speed V from a vehicle speed sensor 68 can be listed. The number of revolutions P01 output from a linear solenoid valve for the clutch 24 from the hydraulic control device 44 and the number of revolutions P02 output from a linear solenoid valve for the clutch 32 can be listed. The number of shift positions SP detected by the shift position sensor 82 can be a parking position (P position) used when parking, a reverse position (R position) for reverse driving, a neutral position (N position), and a normal drive position (D position) for forward driving.

[0021] Various control signals are output from the electronic control unit 54 via an output port. Examples of signals output from the electronic control unit 54 include a control signal to the engine 22, a control signal to the clutch 24, a control signal to the first inverter 28, a control signal to the clutch 32, a control signal to the transmission 34, and a control signal to the second inverter 42. Other examples include a control signal to the hydraulic control device 44 and a control signal to the engine warning light 70.

[0022] The electronic control unit 54 calculates the rotation speed Ne of the engine 22, the rotation speed Nm1 of the first motor generator 26, the rotation speed Nm2 of the second motor generator 40, and the power storage percentage SOC of the battery 50. The rotation speed Ne of the engine 22 is calculated based on the crank angle θcr of the crankshaft of the engine 22 from the crank angle sensor 22a. The rotation speed Nm1 of the first motor generator 26 is calculated based on the rotation position θm1 of the rotor of the first motor generator 26 from the rotation position sensor 26a. The rotation speed Nm2 of the second motor generator 40 is calculated based on the rotation position θm2 of the rotor of the second motor generator 40 from the rotation position sensor 40a. The power storage percentage SOC of the battery 50 is calculated based on the current Ib of the battery 50 from the current sensor.

[0023] In the hybrid vehicle 20 of the embodiment configured in this manner, the electronic control unit 54 controls the engine 22, the clutch 24, the first motor generator 26 (first inverter 28), the clutch 32, the transmission 34 and the second motor generator 40 (second inverter 42) so as to travel with a required driving force Fd* for traveling based on the accelerator opening Acc and the vehicle speed V in an electric driving (EV driving) mode in which the engine 22 is stopped from rotating and in a hybrid driving (HV driving) mode in which the engine 22 is kept rotating.

[0024] In the EV driving mode, the clutch 24 is in a released state. Examples of the EV driving modes include a first EV driving mode, a second EV driving mode, and a third EV driving mode. The first EV driving mode is a mode in which the clutch 32 is in a released state and the vehicle travels by outputting driving force from the second motor generator 40 to the rear wheels 49a, 49b. The second EV driving mode is a mode in which the clutch 32 is in an engaged state and the vehicle travels by outputting driving force from the first motor generator 26 to the front wheels 39a, 39b. The third EV driving mode is a mode in which the clutch 32 is in an engaged state and the vehicle travels by outputting driving force from the first motor generator 26 to the front wheels 39a, 39b at a front wheel distribution ratio Df and outputting driving force from the second motor generator 40 to the rear wheels 49a, 49b at a rear wheel distribution ratio Dr. Here, the front wheel side distribution ratio Df and the rear wheel side distribution ratio Dr are the ratios of the driving force output to the front wheels 39a, 39b and the rear wheels 49a, 49b to the total driving force (required driving force Fd*) output to the front wheels 39a, 39b and the rear wheels 49a, 49b, respectively, and the sum of the front wheel side distribution ratio Df and the rear wheel side distribution ratio Dr is 1. The front wheel side distribution ratio Df and the rear wheel side distribution ratio Dr are set based on the running state of the vehicle.

[0025] In the HV traveling mode, the clutch 24 is in an engaged state. Examples of the HV traveling mode include a first HV traveling mode and a second HV traveling mode. In the first HV traveling mode, the clutch 32 is in a released state, and the first motor generator 26 generates electricity using the power from the engine 22, and the second motor generator 40 outputs driving force to the rear wheels 49a, 49b. In the second HV traveling mode, the clutch 32 is in an engaged state, and the engine 22 and the first motor generator 26 output driving force to the front wheels 39a, 39b at a front wheel distribution ratio Df, and the second motor generator 40 output driving force to the rear wheels 49a, 49b at a rear wheel distribution ratio Dr. In the second HV traveling mode, the engine 22 and the first motor generator 26 output driving force to the front wheels 39a, 39b, or the first motor generator 26 generates electricity using a portion of the power from the engine 22, based on the traveling state of the vehicle.

[0026] In the embodiment, when the shift position SP is a driving position (D position or R position) and in the second EV driving mode, third EV driving mode, or second HV driving mode, i.e., when the front wheels 39a, 39b are driven, the hydraulic control device 44 is controlled so that the transmission 34 connects the input shaft 34i and the output shaft 34o (the transmission 34 forms a forward gear or a reverse gear). Also, when the shift position SP is a driving position and in the first EV driving mode or the first HV driving mode, or when the shift position SP is a non-driving position (N position or P position), i.e., when the front wheels 39a, 39b are not driven, the hydraulic control device 44 is controlled so that the transmission 34 releases the connection between the input shaft 34i and the output shaft 34o.

[0027] In the hybrid vehicle 20 of the embodiment, when a start condition for the engine 22 is satisfied, the clutch 24 is engaged to start the engine 22. Examples of the start condition for the engine 22 include a condition in which the shift position SP is in a driving position (D position or R position) and the required driving force Td* reaches or exceeds a threshold value Tdref, or a condition in which the storage percentage SOC of the battery 50 reaches or falls below a threshold value Sref regardless of the shift position SP.

[0028] The engine 22 is started by cranking the engine 22 by outputting a cranking torque from the first motor generator 26 and starting fuel injection control and ignition control of the engine 22. When the shift position SP is in a drive position and in the second EV drive mode or the third EV drive mode (EV drive modes in which the front wheels 39a, 39b are driven), the input shaft 34i and the output shaft 34o (front wheels 39a, 39b) are connected by the transmission 34. Therefore, when starting the engine 22 in this state, the clutch 32 is put into a slip engagement state, which suppresses the degree to which the cranking torque of the engine 22 from the first motor generator 26 is transmitted to the front wheels 39a, 39b compared to when the clutch 32 is held in an engaged state (fully engaged state), and thus makes it possible to suppress large fluctuations in the driving force for driving. Furthermore, when the shift position SP is a drive position and in the first EV drive mode, or when the shift position SP is a non-drive position, the transmission 34 releases the connection between the input shaft 34i and the output shaft 34o. Therefore, when the engine 22 is started in this state, the cranking torque and the like of the engine 22 are not transmitted to the front wheels 39a, 39b regardless of whether the clutch 32 is in a released state, a slip-engaged state, or an engaged state (fully engaged state). Hereinafter, starting the engine 22 in this manner is referred to as a "normal start."

[0029] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the engine 22 is restarted after an engine stall occurs in the second HV running mode (an HV running mode in which the engine 22 is operated to drive the front wheels 39a, 39b and the rear wheels 49a, 49b), will be described. An example of an engine stall occurring is when the clutch 32 is abnormally engaged and fixed when the vehicle is rapidly decelerating in the second HV running mode, and the clutch 32 cannot be switched from the engaged state to the slipping engaged state, causing an excessive drop in the rotation speed of the engine 22. FIG. 2 is a flow chart showing an example of a processing routine executed by the electronic control unit 54. This routine is executed when an engine stall occurs in the second HV running mode.

[0030] 2 is executed, the electronic control unit 54 first determines whether the shift position SP from the shift position sensor 82 is a driving position (D position or R position) or a non-driving position (P position or N position) (step S100). When the shift range is a non-driving position, the engine 22 is restarted (step S110) in the same manner as in the normal start of the engine 22 described above, and this routine ends. At this time, as described above, the connection between the input shaft 34i and the output shaft 34o is released by the transmission 34.

[0031] When the shift position SP is a drive position in step S100, the hydraulic control device 44 (the linear solenoid valve for the clutch 24) is controlled so that the clutch 24 is released (step S120).

[0032] When the clutch 24 is thus put into the released state, execution of a predetermined control is started (step S130). Here, the predetermined control is a control in which the first motor generator 26 is controlled so that the driving force is not output to the front wheels 39a, 39b with the front wheel distribution ratio Df and the rear wheel distribution ratio Dr being 0, 1, respectively, and the second motor generator 40 is controlled so that the driving force is output to the rear wheels 49a, 49b. Next, the hydraulic control device 44 (each linear solenoid valve for each friction engagement element of the transmission 34) is controlled so that the input shaft 34i and the output shaft 34o (front wheels 39a, 39b) of the transmission 34 are disconnected (step S140), and the hydraulic control device 44 (the linear solenoid valve for the clutch 32) is controlled so that the clutch 32 is put into the released state (step S150). As a result, the vehicle travels in the first EV travel mode.

[0033] Then, the hydraulic control device 44 (linear solenoid valve for the clutch 24) is controlled so that the clutch 24 is brought into an engaged state (step S160), and the engine 22 is restarted (step S170). The engine 22 is restarted by cranking the engine 22 by outputting a cranking torque from the first motor generator 26 and starting fuel injection control and ignition control of the engine 22, in the same manner as the above-mentioned engine start. At this time, since the input shaft 34i and the output shaft 34o (front wheels 39a, 39b) of the transmission 34 are disconnected, the cranking torque of the engine 22 from the first motor generator 26 can be prevented from being transmitted to the front wheels 39a, 39b, regardless of whether the clutch 32 is normal (disengaged) or abnormally engaged (held in an engaged state). As a result, when the engine 22 is restarted, regardless of whether the clutch 32 is normal or abnormally engaged, it is possible to suppress large fluctuations in the driving force for traveling.

[0034] When the engine 22 is restarted, it is determined whether the clutch 32 is normal or has an abnormality in the engaged state (step S180). This determination can be made, for example, by determining whether or not the output hydraulic pressure Po2 of the linear solenoid valve for the clutch 32 has fallen below the threshold value Poref within a predetermined time when the hydraulic control device 44 is controlled so that the clutch 32 is in the released state (see step S150), that is, when a control command is output to the linear solenoid valve for the clutch 32.

[0035] If it is determined in step S180 that the clutch 32 is normal, the hydraulic control device 44 (each linear solenoid valve for each friction engagement element of the transmission 34) is controlled (step S190) so that the input shaft of the transmission 34 is connected to the front wheels 39a, 39b (forward and reverse gears are formed in the transmission 34), and the hydraulic control device 44 (the linear solenoid valve for the clutch 32) is controlled (step S200) so that the clutch 32 is in an engaged state, and the execution of the predetermined control is terminated (step S210), and this routine is terminated. This allows the vehicle to return to normal driving (driving in the first HV driving mode or the second HV driving mode) when the clutch 32 is normal.

[0036] If it is determined in step S180 that the clutch 32 is abnormally stuck in engagement, the engine warning light 70 is turned on (step S220), and this routine ends. This makes it possible to notify the driver that the clutch 32 is abnormally stuck in engagement. In this case, by continuing to execute the predetermined control, it is possible to drive in the first HV running mode. If the vehicle is driven in the second HV running mode when the clutch 32 is abnormally stuck in engagement, there is a possibility that the engine stall will reoccur. In response to this, by driving in the first HV running mode, it is possible to suppress the reoccurrence of the engine stall.

[0037] In the hybrid vehicle 20 of the embodiment described above, when an engine stall occurs in the second HV driving mode and the engine 22 is restarted thereafter, the hydraulic control device 44 is controlled so that the input shaft 34i and the output shaft 34o (front wheels 39a, 39b) of the transmission 34 are disconnected while the vehicle is traveling in the first EV driving mode, and in this state the engine 22 is started accompanied by cranking of the engine 22 by the first motor generator 26. This makes it possible to suppress large fluctuations in the driving force for traveling when the engine is restarted.

[0038] In the hybrid vehicle 20 of the embodiment, when an engine stall occurs and the shift position SP is the driving position, the clutch 24 is released, the input shaft 34i and the output shaft 34o of the transmission 34 are disconnected, the clutch 32 is released, and then the clutch 24 is engaged and the engine 22 is restarted. However, at this time, the clutch 24 may be held in the engaged state, the input shaft 34i and the output shaft 34o of the transmission 34 are disconnected, the clutch 32 is released, and then the engine 22 is restarted.

[0039] In the hybrid vehicle 20 of the embodiment, if it is determined that the clutch 32 is normal after the engine 22 is restarted, the vehicle runs in the second HV running mode, and if it is determined that the clutch 32 is abnormally engaged, the vehicle runs in the first HV running mode. However, it may also be possible to run in the first HV running mode after the engine 22 is restarted, without determining whether the clutch 32 is normal or abnormally engaged, and taking into consideration the possibility that the clutch 32 is abnormally engaged.

[0040] In the hybrid vehicle 20 of the embodiment, the transmission 34, clutch 32, first motor generator 26, clutch 24, and engine 22 are connected in this order to the front wheels 39a, 39b as the first drive wheels, and the second motor generator 40 is connected to the rear wheels 49a, 49b as the second drive wheels. However, the transmission 34, clutch 32, first motor generator 26, clutch 24, and engine 22 may be connected in this order to the rear wheels 49a, 49b as the first drive wheels, and the second motor generator 40 may be connected to the front wheels 39a, 39b as the second drive wheels.

[0041] In the hybrid vehicle 20 of the embodiment, the transmission 34 is configured as a stepped transmission. However, instead of this, the transmission 34 may be configured as a continuously variable transmission.

[0042] In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device. However, a capacitor may be used as the power storage device.

[0043] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the first motor generator 26 corresponds to the "first motor", the transmission 34 corresponds to the "transmission", the clutch 32 corresponds to the "clutch", the second motor generator 40 corresponds to the "second motor", the battery 50 corresponds to the "electricity storage device", and the electronic control unit 54 corresponds to the "control device". Also, the clutch 24 corresponds to the "second clutch".

[0044] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0045] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0046] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0047] 20 hybrid vehicle, 22 engine, 22a crank angle sensor, 24, 32 clutch, 26 first motor generator, 26a rotational position sensor, 28 first inverter, 29 power line, 29a voltage sensor, 34 transmission, 34i input shaft, 34o output shaft, 36 first drive shaft, 38 differential gear, 39a, 39b front wheels, 40 second motor generator, 40a rotational position sensor, 42 second inverter, 44 hydraulic control device, 46 second drive shaft, 48 differential gear, 49a, 49b rear wheels, 50 battery, 54 electronic control unit, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, 70 warning light.

Claims

1. The engine, A first motor connected to the engine; a transmission capable of transmitting power from the engine and / or the first motor to a first drive wheel while changing a gear position; a clutch provided between the engine and the first motor and an input shaft of the transmission; A second motor connected to a second drive wheel; an electric storage device capable of exchanging electric power with the first motor and the second motor; a control device that controls the engine, the first motor, the second motor, and the transmission; A hybrid vehicle comprising: a second clutch provided between the engine and the first motor; When an engine stall occurs while the first drive wheel is being driven with the engine in operation and the engine is subsequently restarted, the control device controls the second motor so that the second drive wheel is driven and controls the transmission so that the input shaft is disconnected from the first drive wheel, and starts the engine in this state with cranking of the engine by the first motor; Furthermore, when the engine stall occurs, the control device controls the second clutch so that the second clutch is in a released state, and when the engine is restarted thereafter, the control device controls the transmission so that the input shaft and the first drive wheel are released from the connection, and then controls the second clutch so that the second clutch is in an engaged state. Hybrid car.

2. 2. The hybrid vehicle according to claim 1, When the restart of the engine is completed and the clutch is abnormally engaged, the control device controls the transmission so that the connection between the input shaft and the first drive wheel is maintained, controls the engine and the first motor so that power is generated by the first motor using power from the engine, and controls the second motor so that the second drive wheel is driven. Hybrid car.

3. 3. The hybrid vehicle according to claim 1 or 2, When the restart of the engine is completed, if the clutch is normal, the control device controls the transmission so that the input shaft and the first drive wheel are connected, and controls the clutch so that the clutch is in an engaged state. Hybrid car.

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