Hybrid vehicles

Abstract

To inhibit a third motor and a third inverter from reaching a high temperature.SOLUTION: When an abnormality in which a switching element of a lower arm of a step-up converter is short-circuited occurs, and the connection of a power storage device to the step-up converter and a third inverter is released by a connection release device, a control device controls an engine, a first inverter, a second inverter, the third inverter, and a switching element of an upper arm of the step-up converter so that there is executed evacuation traveling in which a vehicle travels while electric power generated by a first motor with power from the engine is consumed by a second motor in a state in which: the switching element of the upper arm of the step-up converter is turned off; and three phases are turned on in the third inverter. In a case in which the evacuation traveling is being executed, when the temperature of a third motor exceeds an allowable temperature, the control device stops the evacuation traveling.SELECTED DRAWING: Figure 3

Description

[Technical Field]

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

[0002] Conventionally, a hybrid vehicle of this type has been proposed that includes an engine, a first motor (motor generator), a planetary gear (power split mechanism), a second motor (motor generator), first and second inverters, a power storage device (battery), an auxiliary battery, a boost converter, a capacitor, and a system main relay (see, for example, Patent Document 1). The three rotating elements of the planetary gear are connected to the first motor, the engine, and a drive shaft connected to one of the front wheels or the rear wheels. The second motor is connected to the drive shaft. The first and second inverters drive the first and second motors. The boost converter boosts power from the power storage device and supplies it to the first and second inverters. The auxiliary battery is connected to a power line between the battery and the boost converter via a DC-DC converter. The capacitor smoothes the voltage of the first power line between the boost converter and the first and second inverters. The system main relay is located on the power line between the battery and the boost converter closer to the power storage device than the connection point of the DC-DC converter. In this hybrid vehicle, when an overcurrent occurs in the boost converter, the gate of the switching element of the lower arm of the boost converter is cut off, the capacitor is at a predetermined voltage or lower, and the current in the power storage device is at a predetermined current or higher, the system main relay is opened and the engine, the first and second inverters, the boost converter, and the system main relay are controlled so that the auxiliary battery is charged with power generated by the first motor. This prevents a decrease in the amount of power stored in the auxiliary battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-42431 Summary of the Invention [Problem to be solved by the invention]

[0004] A hybrid vehicle has been proposed that includes a third motor connected to the other of the front and rear wheels, a third inverter connected to a second power line between an energy storage device and a boost converter to drive the third motor, and a fuse attached to the second power line on the energy storage device side of the connection point of the third inverter. In this hybrid vehicle, if an abnormality occurs in which the lower arm of the boost converter is short-circuited while the vehicle is running, the second power line is short-circuited, causing the fuse to blow, disconnecting the battery from the boost converter and the third inverter, and forming a closed circuit including the short-circuited lower arm of the boost converter, the third inverter, and the third motor. If the third motor rotates with this closed circuit formed, a back electromotive force is generated in the second power line, causing an excessive current to flow through the second power line. One possible method for suppressing this excessive current through the second power line is to turn on the third inverter in three phases to form a closed circuit between the third motor and the third inverter. However, when the vehicle is driven with a closed circuit formed by the third motor and the third inverter, a relatively large current flows through the third motor due to the counter electromotive force caused by the rotation of the third motor, causing the third motor to become hot.

[0005] The main object of the hybrid vehicle of the present invention is to prevent the third motor from becoming too hot. [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 and a first motor; a planetary gear having three rotating elements connected to the first motor, the engine, and a drive shaft connected to one of the front wheels and the rear wheels; a second motor connected to the drive shaft; first and second inverters that drive the first and second motors; a power storage device; a boost converter having two switching elements of an upper arm and a lower arm and a reactor, which boosts the power from the power storage device and supplies the boosted power to the first and second inverters; a third motor connected to the other of the front wheels and the rear wheels; a third inverter connected to a power line between the power storage device and the boost converter via a connection line and configured to drive the third motor; a disconnection device that can connect and disconnect the power storage device to and from the boost converter and the third inverter; a control device that controls the engine, the first, second, and third inverters, and the two switching elements of the boost converter; A hybrid vehicle comprising: The control device when an abnormality occurs in which the switching element of the lower arm of the boost converter is short-circuited and the connection between the power storage device and the boost converter and the third inverter is released by the connection release device, the engine, the first, second and third inverters and the switching elements of the upper arm of the boost converter are controlled so that the engine, the first, second and third inverters and the switching elements of the upper arm of the boost converter are turned off and the third inverter is turned on in three phases so that evacuation running is performed in which electric power generated by the first motor using power from the engine is consumed by the second motor; When the temperature of the third motor exceeds an allowable temperature while the evacuation traveling is being performed, the evacuation traveling is stopped. The gist of this is as follows.

[0008] In the hybrid vehicle of the present invention, the disconnection device may be a fuse attached to the power line on the side of the power storage device relative to the connection point of the third inverter. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram showing the outline of the configuration of an electric drive system including motors MG1, MG2, and MG3. [Figure 3] 4 is a flowchart showing an example of a control routine executed by an HVECU 70. [Figure 4] 10 is an explanatory diagram showing an example of the state of the electric drive system when an abnormality occurs in which a transistor T52 in the lower arm of a boost converter 55 is short-circuited and when evacuation travel is not performed. FIG. [Figure 5] FIG. 2 is an explanatory diagram showing an example of a state of an electric drive system when an evacuation travel is being performed. DETAILED DESCRIPTION OF THE INVENTION

[0010] Next, a mode for carrying out the present invention will be described using examples. [Example]

[0011] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to one embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of an electric drive system including motors MG1, MG2, and MG3. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2, and MG3 (first, second, and third motors), inverters (first, second, and third inverters) 41, 42, and 43, a battery (electricity storage device) 50, a fuse (disconnection device) 51, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0012] The engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel, and is connected to the carrier of the planetary gear 30 via a damper (not shown). The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 24.

[0013] Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. Signals from various sensors required for controlling the operation of the engine 22, such as a crank angle θcr from a crank position sensor that detects the rotational position of a crankshaft 26 of the engine 22, are input to the engine ECU 24 via an input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the engine speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor.

[0014] The planetary gear 30 is configured as a single-pinion planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36F, which is connected to front wheels 39a, 39b via a differential gear 38F, is connected to a ring gear of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

[0015] Each of the motors MG1, MG2, and MG3 is configured as a well-known synchronous generator motor, equipped with a rotor in which a permanent magnet is embedded and a stator around which a three-phase coil is wound. As shown in Fig. 2, the inverters 41 and 42 are configured with six transistors T11-T16, T21-26, and T31-36, and six diodes D11-D16, D21-D26, and D31-D36 connected in parallel and in reverse to the transistors T11-T16, T21-T26, and T31-T36. The transistors T11-T16 and T21-T26 are arranged in pairs, two on the source and two on the sink sides of the positive and negative buses of the drive voltage system power line 54a, and the three-phase coils (U-phase, V-phase, and W-phase) of the motors MG1 and MG2 are connected to the junctions between the paired transistors. Therefore, by adjusting the proportion of on-time of paired transistors T11-T16 and T21-T26 while a voltage is applied to inverters 41 and 42, a rotating magnetic field can be generated in the three-phase coils, thereby driving motors MG1 and MG2 to rotate. Because inverters 41 and 42 share the positive and negative busbars of drive voltage system power line 54a, power generated by either motor MG1 or MG2 can be supplied to the other motor. Transistors T31-T36 are arranged in pairs, two on each side, on the source and sink sides of the positive and negative busbars of connection line 54c, which is connected to battery voltage system power line 54b. The three-phase coils (U-phase, V-phase, and W-phase) of motor MG3 are connected to the respective connection points between paired transistors. Therefore, by adjusting the proportion of on-time of paired transistors T31-T36 while a voltage is applied to inverter 43, a rotating magnetic field can be generated in the three-phase coils, thereby driving motor MG3 to rotate. A smoothing capacitor 57 is connected to the positive and negative bus bars of the drive voltage system power line 54a.

[0016] As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T51 and T52, two diodes D51 and D52 connected in parallel in the reverse direction to the transistors T51 and T52, and a reactor L. The two transistors T51 and T52 are connected to the positive bus of the drive voltage system power line 54a and the negative buses of the drive voltage system power line 54a and the battery voltage system power line 54b, respectively. The reactor L is connected between the junction of the transistors T51 and T52 and the positive bus of the battery voltage system power line 54b. Therefore, by turning the transistors T51 and T52 on and off, the power of the battery voltage system power line 54b can be boosted and supplied to the drive voltage system power line 54a, or the power of the drive voltage system power line 54a can be reduced and supplied to the battery voltage system power line 54b. A smoothing capacitor 58 is connected between the positive and negative buses of the battery voltage system power line 54b. Furthermore, a system main relay (relay) SMR is connected to the battery voltage system power line 54b on the battery 50 side from the connection point of the inverter 43.

[0017] Although not shown, the motor ECU 40 is configured as a microprocessor centered around a CPU, and in addition to the CPU, is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG3 via input ports, such as rotational positions θm1, θm2, and θm3 from rotational position detection sensors (not shown) that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3, phase currents applied to the motors MG1, MG2, and MG3 detected by current sensors (not shown), the voltage VH of the capacitor 57 (the voltage on the drive voltage system power line 54a) from a voltage sensor 57a attached between the terminals of the capacitor 57, the voltage VL of the capacitor 58 (the voltage on the battery voltage system power line 54b) from a voltage sensor 58a attached between the terminals of the capacitor 58, and a motor temperature T3 from a temperature sensor 44 that detects the temperature of the motor MG3. The motor ECU 40 outputs switching control signals to the transistors T11 to T16, T21 to T26, and T31 to T36 of the inverters 41, 42, and 43, and switching control signals to the transistors T51 and T52 of the boost converter 55 via output ports. The motor ECU 40 also communicates with the HVECU 70, and controls the drive of the motors MG1 and MG2 according to control signals from the HVECU 70, and outputs data relating to the operating states of the motors MG1, MG2, and MG3 as necessary to the HVECU 70. The motor ECU 40 also calculates the rotation speeds Nm1, Nm2, and Nm3 of the motors MG1, MG2, and MG3 based on the rotational positions θm1, θm2, and θm3 of the rotors of the motors MG1, MG2, and MG3 detected by the rotational position detection sensors.

[0018] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the inverter 43 and the boost converter 55 via a battery voltage system power line 54b. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

[0019] The fuse 51 is attached to the battery 50 side of the connection point of the inverter 43 to the negative line of the battery voltage system power line 54b.

[0020] Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via the input port, such as the voltage Vb of the battery 50 from a voltage sensor attached between the terminals of the battery 50 and the current Ib of the battery 50 from a current sensor attached to the output terminal of the battery 50. The battery ECU 52 is connected to the HVECU 70 via the communication port. The battery ECU 52 calculates the power storage percentage SOC of the battery 50 based on the integrated value of the current Ib of the battery 50 from the current sensor. The power storage percentage SOC is the ratio of the amount of power stored (the amount of power that can be discharged from the battery 50) to the total capacity of the battery 50.

[0021] Although not shown, the HVECU 70 is configured as a microprocessor centered around a CPU. In addition to the CPU, the HVECU 70 includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. The HVECU 70 receives, via its input ports, an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 88. The HVECU 70 outputs, via its output ports, control signals to a system main relay (relay) SMR, etc. As described above, the HVECU 70 is connected to the engine ECU 24, motor ECU 40, and battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, motor ECU 40, and battery ECU 52.

[0022] The hybrid vehicle 20 of the embodiment configured in this manner runs by switching between multiple driving modes, including an electric driving (EV driving) mode in which the vehicle runs without operating the engine 22, and a hybrid driving (HV driving) mode in which the vehicle runs with operating the engine 22.

[0023] In the EV driving mode, the HVECU 70 first sets a required torque Td* required for driving based on the accelerator opening Acc and the vehicle speed V. Next, the HVECU 70 sets a value of 0 to the torque command Tm1* for the motor MG1, and sets torque commands Tm2* and Tm3* for the motors MG2 and MG3 so that the required torque Td* is output to the front wheels 39a and 39b and the rear wheels 39c and 39d based on a torque distribution ratio kt. Here, the torque distribution ratio kt is the ratio of the torque output to the front wheels 39a and 39b to the sum of the torque output to the front wheels 39a and 39b and the torque output to the rear wheels 39c and 39d, and is set based on the driving state (when starting, accelerating, at a constant speed, decelerating, slipping, etc.). The HVECU 70 then transmits the set torque commands Tm1*, Tm2*, and Tm3* for the motors MG1, MG2, and MG3 to the motor ECU 40. The motor ECU 40 receives the torque commands Tm1*, Tm2*, and Tm3* and controls the switching of the multiple switching elements of the inverters 41, 42, and 43 so that the motors MG1, MG2, and MG3 are driven by the torque commands Tm1*, Tm2*, and Tm3*.

[0024] In the HV running mode, the HVECU 70 first sets a required torque Td* required for running based on the accelerator opening Acc and the vehicle speed V, and also sets a required power Pd* required for running based on the set required torque Td* and the vehicle speed V. Next, the HVECU 70 calculates a required power Pe* required for the vehicle (required from the engine 22) by subtracting the required charging / discharging power Pb* of the battery 50 (which is a positive value when the battery 50 is discharging) from the required power Pd*. Then, the HVECU 70 sets a target rotation speed Ne* and target torque Te* for the engine 22, and torque commands Tm1*, Tm2*, and Tm3* for the motors MG1, MG2, and MG3 so that the required power Pe* is output from the engine 22 and the required torque Td* is output to the front wheels 39a, 39b and the rear wheels 39c, 39d based on the torque distribution ratio kt. The engine ECU 24 transmits the target rotation speed Ne* and target torque Te* of the engine 22 to the engine ECU 24, and also transmits torque commands Tm1*, Tm2*, Tm3* of the motors MG1, MG2, MG3 to the motor ECU 40. The engine ECU 24 controls the intake air amount, fuel injection, ignition, etc. of the engine 22 so that the engine 22 operates at the target rotation speed Ne* and target torque Te*. The control of the inverters 41, 42, 43 by the motor ECU 40 has been described above.

[0025] Next, the operation of the hybrid vehicle 20 of this embodiment configured as described above will be described, particularly the operation when an abnormality occurs in which the transistor T52 of the lower arm of the boost converter 55 is short-circuited while the vehicle is running. In the following description, the relay SMR is turned on.

[0026] 3 is a flowchart showing an example of a control routine executed by the HVECU 70. This routine is executed when an abnormality occurs during driving, in which transistor T52 in the lower arm of boost converter 55 is short-circuited. It is determined that the abnormality of transistor T52 being short-circuited has occurred when the voltage VL of capacitor 58 (the voltage of battery voltage system power line 54b) from voltage sensor 58a becomes zero.

[0027] When this routine is executed, the CPU of the HVECU 70 controls the engine 22, the inverters 41, 42, 43, and the upper arm transistor T51 of the boost converter 55 so as to perform evacuation traveling (step S100). During evacuation traveling, the CPU turns off the upper arm transistor T51 of the boost converter 55 and transmits an upper arm off signal and a three-phase on command for the motor MG3 to the motor ECU 40 so as to turn on the three phases of the motor MG3. The CPU then sets the target rotation speed Ne* and target torque Te* for the engine 22 so that the engine 22 outputs power Pev for evacuation traveling, and sets torque commands Tm1* and Tm2* for the motors MG1 and MG2 so that the motor MG2 consumes the electric power generated by the motor MG1 using the power from the engine 22 while traveling. The CPU then transmits the target rotation speed Ne* and target torque Te* to the engine ECU 24 and transmits the torque commands Tm1* and Tm2* to the motor ECU 40. Upon receiving the target rotation speed Ne* and target torque Te*, the engine ECU 24 controls the intake air amount, fuel injection, ignition, and the like of the engine 22 so that the engine 22 operates at the target rotation speed Ne* and target torque Te*. Upon receiving the upper arm off signal and the three-phase on command for the motor MG3, the motor ECU 40 turns off the transistor T51 of the upper arm of the boost converter 55, turns on the transistors T31 to T33 of the upper arm of the inverter 43, and turns off the transistors T34 to T36 of the lower arm, thereby turning on the three phases of the motor MG3. Note that the three-phase on of the motor MG3 may also be achieved by turning off the transistors T31 to T33 of the upper arm of the inverter 43 and turning on the transistors T34 to T36 of the lower arm. Then, motor ECU 40, which has received torque commands Tm1* and Tm2*, controls transistors T11-T16 and T21-T26 of inverters 41 and 42 to drive motors MG1 and MG2 with torque commands Tm1* and Tm2*. As a result, transistor T51 of the upper arm of boost converter 55 is turned off, and with motor MG3 in a three-phase on state, evacuation running is performed by controlling engine 22, inverters 41, 42, 43, and transistor T51 so that motor MG2 runs while consuming the power generated by motor MG1 using power from engine 22.

[0028] Here, the reason for performing evacuation running will be explained. FIG. 4 is an explanatory diagram showing an example of the state of the electric drive system when evacuation running is not performed due to an abnormality in which transistor T52 of the lower arm of boost converter 55 is short-circuited. FIG. 5 is an explanatory diagram showing an example of the state of the electric drive system when evacuation running is being performed. In FIGS. 4 and 5, thick arrows indicate the general direction of current. When transistor T52 shorts, battery voltage system power line 54b is short-circuited, causing a large current to flow, fuse 51 to blow, and battery 50 to be disconnected from battery voltage system power line 54b. When fuse 51 blows, a closed circuit is formed by transistor T52, reactor L, inverter 43, and motor MG3. Since evacuation running is currently being performed, if motor MG3 is rotated and a back electromotive force is generated, a large current will flow through battery voltage system power line 54b and connection line 54c. During evacuation traveling, as shown in Fig. 5, a closed circuit is formed by motor MG1, inverters 41 and 42, and motor MG2, and a closed circuit is formed by motor MG3 and inverter 43. This prevents current from flowing through battery voltage system power line 54b and connection line 54c. In other words, evacuation traveling is performed to allow hybrid vehicle 20 to travel while preventing large current from flowing through battery voltage system power line 54b and connection line 54c.

[0029] Next, the motor temperature T3 is input (step S110), and it is determined whether the motor temperature T3 exceeds the allowable temperature Tth (step S120). In step S110, the motor temperature T3 is input via the motor ECU 40 as a value detected by the temperature sensor 44 that detects the temperature of the motor MG3. The allowable temperature Tth is a value determined in advance through experiments, analysis, and machine learning as the upper limit of the temperature allowable for the motor MG3, or a temperature slightly lower than the upper limit of the temperature allowable for the motor MG3. When the evacuation traveling is performed, a closed circuit is formed by the motor MG3 and the inverter 43. If the motor MG3 is rotated and a back electromotive force is generated, a large current flows in the motor MG3, and the motor MG3 may reach a high temperature. Steps S110 and S120 are processes for determining whether the motor MG3 has reached a high temperature during the evacuation traveling.

[0030] If the motor temperature T3 is equal to or lower than the allowable temperature Tth in step S120, it is determined that it is OK to continue the evacuation traveling, and this routine is terminated. If the motor temperature T3 is equal to or lower than the allowable temperature Tth in step S120, it is determined that the inverter 43 has become too hot due to the traveling performed in the processing of step S100, and the system is put into ready-off mode (stopped) (step S130), and this routine is terminated. By turning ready-off in this way, the evacuation traveling is stopped. Therefore, the generation of back electromotive force due to the drag rotation of the motor MG3 is avoided, and the inverter 43 can be prevented from becoming too hot.

[0031] According to the hybrid vehicle 20 of the embodiment described above, when an abnormality occurs in which the transistor T52 of the lower arm of the boost converter 55 is short-circuited, evacuation running is performed in which the engine 22, the inverters 41, 42, 43, and the transistor T51 are controlled so that the motor MG3 is turned on in three phases and the power generated by the motor MG1 using power from the engine 22 is consumed by the motor MG2 while the vehicle is running, and if the motor temperature T3 exceeds the allowable temperature Tth while the evacuation running is being performed, the evacuation running is stopped, thereby preventing the motor MG3 from becoming too hot.

[0032] In the hybrid vehicle 20 of the embodiment, the fuse 51 is used as the disconnection device. However, a relay SMR may also be used. In this case, when an abnormality occurs in which the transistor T52 in the lower arm of the boost converter 55 is short-circuited, the relay SMR is turned off.

[0033] In the hybrid vehicle 20 of the embodiment, a battery 50 is used as the power storage device. However, a capacitor may also be used.

[0034] In the hybrid vehicle 20 of the embodiment, the engine 22, planetary gear 30, motor MG1, and motor MG2 are connected to the drive shaft 36F connected to the front wheels 39a and 39b, and the motor MG3 is connected to the drive shaft 36R connected to the rear wheels 39c and 39d. However, it is also possible to connect the motors MG1 and MG2 to the drive shaft 36R connected to the rear wheels 39c and 39d, and to connect the motor MG3 to the drive shaft 36F connected to the front wheels 39a and 39b.

[0035] The above describes the form for carrying out the present invention using examples, but 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 within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0036] The present invention can be used in the hybrid vehicle manufacturing industry and the like. [Explanation of symbols]

[0037] 20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 planetary gear, 40 motor electronic control unit (motor ECU), 41, 42, 43 inverter, 44 temperature sensor, 50 battery, 55 boost converter, 70 hybrid electronic control unit (HVECU), MG1, MG2, MG3 motor, T11 to T16, T21 to T26, T31 to T36, T51, T52 transistor.

Claims

1. The engine and a first motor; a planetary gear having three rotating elements connected to the first motor, the engine, and a drive shaft connected to one of the front wheels and the rear wheels; a second motor connected to the drive shaft; first and second inverters for driving the first and second motors; a power storage device; a boost converter including two switching elements of an upper arm and a lower arm and a reactor, which boosts the power from the power storage device and supplies the boosted power to the first and second inverters; a third motor connected to the other of the front wheels and the rear wheels; a third inverter connected to a power line between the power storage device and the boost converter via a connection line and configured to drive the third motor; a disconnection device that can connect and disconnect the power storage device to and from the boost converter and the third inverter; a control device that controls the engine, the first, second, and third inverters, and the two switching elements of the boost converter; A hybrid vehicle comprising: The control device when an abnormality occurs in which the switching element of the lower arm of the boost converter is short-circuited and the connection between the power storage device and the boost converter and the third inverter is released by the connection release device, the engine, the first, second, and third inverters, and the switching elements of the upper arm of the boost converter are controlled so that, with the switching element of the upper arm of the boost converter turned off and the third inverter turned on in three phases, an evacuation running mode is performed in which electric power generated by the first motor using power from the engine is consumed by the second motor; When the temperature of the third motor exceeds an allowable temperature while the evacuation traveling is being performed, the evacuation traveling is stopped. Hybrid car.

2. The hybrid vehicle according to claim 1, The disconnection device is a fuse attached to the power line on the side of the power storage device relative to the connection point of the connection line. Hybrid car.

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