Vehicle condition detection device, vehicle, and vehicle condition detection method

Abstract

To provide a vehicle state detection device which can detect a state of an internal combustion engine, and to provide a vehicle and a vehicle state detection method.SOLUTION: A vehicle state detection device of a hybrid vehicle according to one embodiment detects, in a hybrid vehicle including an internal combustion engine and a first motor which generates electric power by the internal combustion engine, a state of the internal combustion engine based on an electric generation index indicating electric power generated by the first motor.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle condition detection device, a vehicle, and a vehicle condition detection method. [Background technology]

[0002] Hybrid electric vehicles (HEVs) are known as vehicles such as trucks that use an internal combustion engine and a motor as a drive source. In such hybrid vehicles, a technology has been developed in which the internal combustion engine drives a power generating motor, which supplies electric power to a drive motor that generates driving force for the vehicle.

[0003] For example, a vehicle may include an internal combustion engine, a first motor that functions as a generator, a second motor for driving, a clutch disposed between the first and second motors, and a battery. By switching the connection state of the clutch, the vehicle can be controlled to operate in a number of different driving modes, such as a driving mode using the second motor and a driving mode using both the second motor and the internal combustion engine. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-280082 Summary of the Invention [Problem to be solved by the invention]

[0005] In such vehicles, there is a demand for technology to detect changes in the state of the internal combustion engine, such as abnormal combustion due to problems in the combustion chambers of each cylinder of the internal combustion engine.

[0006] An object of the present invention is to provide a vehicle state detection device, a vehicle, and a vehicle state detection method that can detect the state of an internal combustion engine. [Means for solving the problem]

[0007] According to one embodiment, a vehicle state detection device for a hybrid vehicle includes an internal combustion engine and a first motor that generates electricity using the internal combustion engine, and detects a power generation index indicating power generated by the first motor. and the time transition of the crank angle of the internal combustion engine, The state of the internal combustion engine is detected.

[0008] A hybrid vehicle according to another embodiment includes an internal combustion engine, a first motor connected to the internal combustion engine, a detection unit that operates the internal combustion engine and detects a power generation index that indicates power generated by the first motor, and a power generation index that indicates power generated by the first motor. and the time transition of the crank angle of the internal combustion engine, and a vehicle state detection unit that detects the state of the internal combustion engine.

[0009] According to another embodiment, a vehicle state detection method for a hybrid vehicle includes a hybrid vehicle having an internal combustion engine and a first motor that generates electricity using the internal combustion engine, the method comprising: detecting a power generation index that indicates power generated by the first motor; and the time transition of the crank angle of the internal combustion engine, Detecting a state of the internal combustion engine; Equipped with. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a vehicle state detection device, a vehicle, and a vehicle state detection method that can detect the state of an internal combustion engine. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is an explanatory diagram showing a schematic configuration of a vehicle according to the embodiment; [Figure 3] 4 is a flowchart of a vehicle state detection process according to the embodiment; [Figure 4] 4 is a waveform diagram of generated power and crank angle according to the embodiment; FIG. DETAILED DESCRIPTION OF THE INVENTION

[0012] A vehicle 10 according to one embodiment of the present invention will be described below with reference to FIGS. 1 to 4. FIG. 1 is a block diagram showing the configuration of vehicle 10. FIG. 2 is an explanatory diagram showing a portion of the configuration of vehicle 10. FIG. 3 is a flowchart of vehicle state detection processing according to this embodiment. FIG. 4 is a waveform diagram of generated power and crank angle, showing the waveform of generated power and the crank angle waveform superimposed in synchronization. Note that for the sake of explanation, the configuration in each figure may be enlarged, reduced, or omitted as appropriate.

[0013] 1 and 2, a vehicle 10 is a series-parallel hybrid vehicle (HEV) equipped with an internal combustion engine 12, a first motor 13, and a second motor 15 as drive sources. The vehicle 10 is, for example, a truck.

[0014] The vehicle 10 includes a battery 11, an internal combustion engine 12, a first motor 13, a clutch 14 as a switching device, a second motor 15, a driving unit 16, and a control unit 17.

[0015] The battery 11 is a power source for the vehicle 10. The battery 11 is connected to the first motor 13 and the second motor 15 via inverters. For example, a lithium ion battery, a solid-state lithium ion battery, a graphene secondary battery, or the like is used as the battery 11. For example, the battery 11 includes a battery module having a plurality of battery cells.

[0016] The internal combustion engine 12 is an engine such as a diesel engine or a gasoline engine. The internal combustion engine 12 is, for example, a multi-cylinder engine having a plurality of cylinders 12a to 12d. Each of the cylinders 12a to 12d has a fuel injection valve and is connected to a fuel tank. The internal combustion engine 12 is supplied with fuel from the fuel tank and operates to generate power (torque) that serves as driving force. The opening and closing of the fuel injection valves of each of the cylinders 12a to 12d of the internal combustion engine 12, as well as the amount and timing of fuel supply, are configured to be controllable by a control unit 17.

[0017] The internal combustion engine 12 is connected to a traveling unit 16 via a clutch 14, and drives the traveling unit 16. The internal combustion engine 12 is also connected to a first motor 13, and drives the first motor 13 to generate electricity.

[0018] The internal combustion engine 12 is provided with a crank angle sensor 121 that measures the crank angle of the internal combustion engine 12. The crank angle sensor 121 detects the reference position, rotation angle, and rotation speed of the crankshaft of the internal combustion engine 12, and outputs a pulse as a crank angle signal for each predetermined crank angle. For example, an optical or electromagnetic sensor is used as the crank angle sensor 121. For example, the crank angle waveform W3 measured by the crank angle sensor 121 is a waveform having a pulse waveform every 180°, as shown in FIG. 4. For example, the crank angle waveform W3 has one pulse waveform in each crank angle range corresponding to each of the three cylinders 12a to 12c, and has two pulse waveforms in the crank angle range corresponding to the fourth and final cylinder 12d.

[0019] The first motor 13 includes, for example, a motor case, a stator fixed to the motor case, and a rotor fixed to a shaft supported by the motor case. For example, the first motor 13 is connected to the battery 11 via an inverter.

[0020] The main shaft of the first motor 13 is connected to the internal combustion engine 12. The first motor 13 is configured to be able to generate electricity using the power of the internal combustion engine 12. That is, the first motor 13 functions as a generator when rotational force from the internal combustion engine 12 is input to the main shaft. The first motor 13 also charges the battery 11 with the electric power generated by absorbing the torque of the internal combustion engine 12.

[0021] The first motor 13 may function as a drive motor that drives the traveling unit 16 by receiving power from the battery 11. Furthermore, the first motor 13 may function as a starter that starts the internal combustion engine 12. That is, the first motor 13 can function as a drive source, a generator, or a starter for the vehicle 10 depending on the driving state. The first motor 13 is provided with a power measuring device 131 .

[0022] The power measurement device 131 detects fluctuations in, for example, current value, voltage value, power value, and torque as power generation indicators that indicate the power generated by the first motor 13. For example, the power measurement device 131 has various measuring devices and sensors, such as an ammeter that measures current value, a voltmeter that measures voltage value, a power sensor that measures power value, or a torque sensor that detects torque acting on a drive shaft such as a drive shaft or propeller shaft.

[0023] The inverters are provided between the battery 11 and the first motor 13 and between the battery 11 and the second motor 15, and each include a power element, a capacitor, a control circuit, etc. The inverters convert the DC voltage from the battery 11 into AC voltage and supply three-phase current to the motors 13 and 15. The inverter also converts the AC voltage generated by the motor 13 into DC voltage.

[0024] The clutch 14 is, for example, a dry friction clutch provided on the output side of the internal combustion engine 12. The clutch 14 is configured to be able to connect and disconnect the power transmission path from the internal combustion engine 12 to the traveling unit 16 under the control of the control unit 17.

[0025] The second motor 15 includes a motor case, a stator fixed to the motor case, and a rotor fixed to a shaft journaled by the motor case. The second motor 15 is connected to the traveling unit 16. The second motor 15 is also connected to the battery 11 via an inverter. The second motor 15 receives power from the battery 11 and functions as a drive motor that rotates the shaft of the traveling unit 16. In other words, the second motor 15 serves as a drive source for the vehicle 10.

[0026] The running unit 16 includes a drive shaft, an automatic transmission, a power transmission device, front wheels, and rear wheels. For example, an automatic transmission is detachably connected to the output shaft of the internal combustion engine 12 via a clutch 14, and the left and right front and rear wheels, which are drive wheels, are connected to the output shaft of the automatic transmission via a power transmission device including a propeller shaft, a differential gear, a transfer, etc. The running unit 16 changes the speed of the power generated by the rotation of the internal combustion engine 12 transmitted via the clutch 14 at a predetermined gear ratio by the automatic transmission and transmits it to the front wheels and rear wheels via the power transmission device.

[0027] The control unit 17 is a device that performs calculations such as a computer, and includes various processing circuits such as an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), and a central processing unit (CPU). The control unit 17 executes various programs to function as a driving control device or a vehicle state detection device (fault diagnosis device). The control unit 17 may be provided in the vehicle 10, or a part or all of the control unit 17 may be provided in another external terminal. For example, the control unit 17 that functions as the vehicle state detection device may be part of an ECU that controls the internal combustion engine 12. Furthermore, the control unit 17 that functions as the vehicle state detection device (vehicle state detection unit) may be provided in a terminal separate from the vehicle 10.

[0028] A crank angle sensor 121, a power measuring device 131, and various other sensors are connected to the control unit 17, and detection and operation information from these devices is input to the control unit 17. The control unit 17 is also connected to the internal combustion engine 12, the first motor 13, the clutch 14, and the second motor 15, and controls the operation of each of these components.

[0029] For example, the control unit 17 controls the driving of the vehicle 10 based on operation information such as accelerator operation information of the vehicle 10 and various detected values. That is, the control unit 17 transmits control signals to each unit to perform control processes required for various operations, such as output control of the motors 13 and 15, control of the amount of power generated by the first motor 13, switching control of the clutch 14, and operation control of the internal combustion engine 12. For example, the control unit 17 controls the amount of fuel injection into the internal combustion engine 12 to control the torque and rotation speed generated by the internal combustion engine 12. The control unit 17 also controls the connection state of the drive source and switches the driving mode by controlling the connection and disconnection of the clutch 14. The control unit 17 also controls the output of the motors 13 and 15.

[0030] For example, the control unit 17 drives the vehicle 10 in a plurality of different driving modes that appropriately combine the plurality of drive sources, the first motor 13, the second motor 15, and the internal combustion engine 12, depending on the driving state. For example, in addition to the first driving mode using the second motor 15 as the drive source, the control unit 17 controls the vehicle 10 by switching among a plurality of different driving modes depending on the driving state, such as a driving mode using both the first motor 13 and the second motor 15 as drive sources, a driving mode using either or both of the first motor 13 and the second motor 15 and the internal combustion engine 12 as drive sources, and a driving mode using only the internal combustion engine 12 as a drive source.

[0031] A vehicle state detection method (fault diagnosis method) according to this embodiment will be described below with reference to the flowchart of Fig. 3. The vehicle state detection method according to this embodiment includes acquiring a power generation index indicating the power generated by the first motor 13, and detecting the state of the internal combustion engine 12 by comparing the progress of the acquired current power generation index with the progress of a reference power generation index.

[0032] In this embodiment, as an example, in a first driving mode in which the second motor 15 is driven by power supplied from the battery 11 to drive the driving unit 16 and cause the vehicle 10 to travel, a fault diagnosis process is performed to detect the presence or absence of an abnormality in the state of the internal combustion engine 12. For example, in the first driving mode, the clutch 14 is disengaged, and the driving force required for travel is output from the second motor 15. In other words, the vehicle 10 travels by driving the second motor 15 and the driving unit 16 with power supplied from the battery 11.

[0033] First, in ST1, the control unit 17 determines whether or not the start conditions for the fault diagnosis process are met. For example, in this embodiment, when the clutch 14 of the first motor 13 is disengaged and EV driving is being performed by the second motor 15, the control unit 17 determines that the start conditions are met. If the control unit 17 determines that the start conditions are met (Yes in ST1), the process proceeds to ST2. If the control unit 17 determines that the start conditions are not met (No in ST1), the control unit 17 ends the estimation process.

[0034] In ST2, the control unit 17 operates the internal combustion engine 12 at a constant rotational speed, absorbs torque using the first motor 13 to generate electricity, and measures the generated power. The control unit 17 then acquires a trend in the current power generation index of the first motor 13. For example, the trend is a time trend. For example, the rotational speed of the internal combustion engine 12 is set constant, and the generated power is supplied to the battery 11 to charge it. In ST2, the control unit 17 acquires a power generation waveform W1, which represents a trend in power generation indexes including at least one of current, voltage, power, and torque, as information related to the generated power, using various sensors or measuring instruments attached to the first motor 13 or the wiring system. The power generation waveform W1 is, for example, a voltage value, a current value, a power value, or a torque value with time as the horizontal axis, and exhibits a waveform that repeats at a predetermined cycle, as shown in FIG. 4. For example, the control unit 17 can confirm steady-state torque fluctuations by detecting the output torque when the engine is operated at a constant rotational speed. The process then proceeds to ST3.

[0035] In ST3, the control unit 17 acquires the reference power generation waveform W2. The reference power generation waveform W2 is assumed to be the transition of the power generation index of the first motor 13 measured in the past. For example, the transition is a time transition. The reference power generation waveform W2 is the transition of the power generation index measured when the internal combustion engine 12 is in a normal state at the time of shipment or at a predetermined timing prior to ST2. Data indicating the reference power generation waveform W2 is assumed to be stored in the memory device of the control unit 17. Processing proceeds to ST4. In ST4, the control unit 17 compares the power generation waveform W1 with the reference power generation waveform W2 to determine whether or not the internal combustion engine 12 has an abnormality.

[0036] In Figure 4, the dashed line shows the generated power waveform W1, which is the transition of power (current x voltage) obtained as a result of detection by the power measurement device 131, and the solid line shows the reference generated power waveform W2, which is the transition of power (current x voltage) previously measured by the power measurement device 131. In Figure 4, the crank angle waveform W3 is shown synchronized with the generated power waveform W1 and the reference generated power waveform W2. In this embodiment, the internal combustion engine 12 is a four-cylinder engine, and both the generated power waveform W1 and the reference generated power waveform W2 have a shape in which a mountain-shaped waveform is repeated every 180°, for example.

[0037] As shown in FIG. 4, the waveform shape and values of the power generation waveform W1 change at the third peak. Note that in FIG. 4, other portions overlap with the reference power generation waveform W2, shown by a solid line, and have the same shape. For example, if the difference in shape or values between the power generation waveform W1 and the reference power generation waveform W2 is equal to or greater than a predetermined value or range, the control unit 17 determines that there is an abnormality in the internal combustion engine 12 (ST4: Yes). On the other hand, if the difference in shape or values between the power generation waveform W1 and the reference power generation waveform W2 is less than a predetermined value or range, the control unit 17 determines that there is no abnormality (ST4: No) and terminates the estimation process. At this time, the determination may be made using, for example, the maximum value of the difference in values between the two waveforms W1 and W2, or may be based on the average value. Alternatively, the determination may be made based on differences in waveform shape, including deviation and slope.

[0038] In ST5, the control unit 17 detects the crank angle. In ST6, the control unit 17 synchronously superimposes the measured power generation waveform W1 of the first motor 13 on the crank angle waveform W3. In ST7, the control unit 17 identifies the defective cylinder based on the crank angle waveform W3, which is part of the power generation waveform W1 and overlaps with the waveform determined to be abnormal in ST4.

[0039] For example, in the example shown in Figure 4, it can be seen that the portions of the measured power generation waveform W1 that exhibit a waveform different from the reference power generation waveform W2 correspond to points in time when the crank angle is between 360° and 540°. Therefore, by identifying the crank angle that corresponds to the portion exhibiting the abnormal value, it is possible to identify the cylinder that exhibits the abnormal value.

[0040] In addition, if the control unit 17 determines in ST4 that there is an abnormality in the internal combustion engine 12, it may perform a malfunction operation, such as prompting the user to perform maintenance through an alarm process, or restricting the operation of the internal combustion engine 12 to limit the use of the vehicle 10.

[0041] According to the vehicle 10 of this embodiment, by comparing the characteristics of the power generation capacity generated by the first motor 13 with past power generation capacity characteristics, it is possible to estimate a malfunction occurring in the combustion chamber of the internal combustion engine 12. Therefore, a malfunction of the internal combustion engine 12 can be easily detected using measuring instruments and sensors normally provided in the vehicle 10. Furthermore, by synchronizing and corresponding the waveform of the power generation index with the crank angle waveform measured by the crank angle sensor 121 of the internal combustion engine 12, it is possible to estimate the cylinder in which the malfunction has occurred. Furthermore, according to the above embodiment, it is possible to detect the power generation index when the engine speed is constant with the clutch 14 disengaged, and to confirm, for example, torque fluctuations as a fluctuation in the power generation index when the engine is operating in a steady state. Therefore, it is possible to detect the torque of only the engine, improving the accuracy of fault diagnosis.

[0042] The present invention is not limited to the above embodiment. For example, various sensors and measuring instruments that are detection units for measuring indicators of generated power may be mounted directly on the motor 13, or may be provided in a wiring system such as high-voltage wiring.

[0043] The driving mode of the vehicle 10 is not limited to that exemplified in the above embodiment, and may be a series type or a parallel type. Also, for example, the vehicle 10 may be configured to supply electricity obtained by regenerative braking to the battery 11.

[0044] For example, in the above embodiment, the start condition is described as an example in which the clutch 14 is disengaged and EV driving is being performed by the second motor 15, but this is not limiting. For example, the detection timing can be set as appropriate, such as periodically or while the internal combustion engine 12 is operating. For example, measurement or fault diagnosis processing can be performed while the vehicle is stopped, rather than while the vehicle is running. Therefore, for example, if the driving force of the drive wheels of the running unit 16 can be accurately detected at any time, data can be synchronized in real time, and torque fluctuations under various driving conditions can be recorded, fault diagnosis can be performed even with the clutch engaged.

[0045] Furthermore, the operation performed after the fault diagnosis is not limited to the notification process described above. For example, after the fault diagnosis, in addition to or instead of the notification process, the internal combustion engine 12 may be stopped, or may be driven to a predetermined output and then stopped, or the operation of the internal combustion engine 12 may be restricted, for example, by reducing the amount of fuel injection. Furthermore, the criteria for determination are not limited to numerical values or ranges indicating a fault. Furthermore, for example, threshold values may be set at multiple stages, and a predictive diagnosis may be performed before a fault occurs, using numerical values or ranges indicating a possible fault as the criteria for determination, to prompt the user to perform maintenance.

[0046] Furthermore, although the reference power generation index is past data, it may be data obtained when the internal combustion engine 12 was operated at a certain timing immediately before, or the reference power generation index may be obtained by operating the engine alone at the time of shipment.

[0047] Although the vehicle 10 is configured to switch the connection state by the clutch 14, the present invention is not limited to this.

[0048] In the above embodiment, an example was shown in which one internal combustion engine 12 and one motor 13, 15 were provided, but this is not limited to this and multiple systems may be used for driving. Also, various drive systems such as front-wheel drive, rear-wheel drive, and four-wheel drive may be applied.

[0049] In the above embodiment, the control unit 17, which is a vehicle condition detection device, is mounted on the vehicle 10, but this is not limiting. For example, the control unit 17 may be a terminal that can be retrofitted to the vehicle 10, or may be provided in an external terminal. For example, data such as a power generation index detected in the vehicle 10 may be transmitted via wired or wireless communication to a terminal other than the vehicle 10, and determination processing may be performed from the external terminal during maintenance, etc. For example, the determination processing may be performed on the external terminal using an app on a smartphone or the like.

[0050] Although one embodiment of the present invention has been described above in detail, the present invention is not limited to the above embodiment and can be appropriately modified, improved, etc. The present invention is defined by the claims and includes all modifications within the meaning and scope of the claims. The following is a description equivalent to the invention described in the claims of the original application. [1] In a hybrid vehicle including an internal combustion engine and a first motor that generates electric power using the internal combustion engine, a state of the internal combustion engine is detected based on a power generation index that indicates electric power generated by the first motor. A vehicle condition detection device for a hybrid vehicle. [2] The vehicle state detection device according to [1] detects a malfunction of the internal combustion engine based on the time transition of the power generation index and the time transition of a reference power generation index. [3] A vehicle state detection device for a hybrid vehicle as described in [1], which detects information about a cylinder in the internal combustion engine that has an abnormality based on the time progression of the power generation index and the time progression of the crank angle of the internal combustion engine. [4] The vehicle state detection device for a hybrid vehicle according to [1], wherein the power generation index includes information on at least one of a voltage value, a current value, a power value, and a torque. [5] an internal combustion engine; a first motor connected to the internal combustion engine; a detection unit that operates the internal combustion engine and detects a power generation index that indicates power generated by the first motor; a vehicle state detection unit that detects a state of the internal combustion engine based on the power generation index; A hybrid vehicle equipped with [6] The hybrid vehicle according to [5], wherein the vehicle state detection unit detects a malfunction of the internal combustion engine based on the time transition of the power generation index and the time transition of a reference power generation index. [7] a battery connected to the first motor; a second motor connected to the battery; A running part; a switching device that switches a connection state between the first motor and the traveling unit; [5] The hybrid vehicle described in [5], further comprising: a control unit that, when the connection between the first motor and the driving unit is disconnected, operates the internal combustion engine at a predetermined rotation speed, causes the first motor to generate electricity, and detects the power generation index. [8] [7] The hybrid vehicle according to [7], wherein the switching device has a clutch. [9] The hybrid vehicle according to [6], further comprising a control unit that performs notification processing or restricts operation of the internal combustion engine based on the power generation index and a reference power generation index that serves as a reference.

[10] The hybrid vehicle according to [9], wherein the control unit detects information about a cylinder having an abnormality based on a waveform of the power generation index and a waveform of the crank angle of the internal combustion engine.

[11] A hybrid vehicle including an internal combustion engine and a first motor that generates electricity using the internal combustion engine, Detecting a power generation index indicating power generated by the first motor; Detecting a state of the internal combustion engine based on the power generation index; A vehicle state detection method for a hybrid vehicle, comprising: [Explanation of symbols]

[0051] 10...vehicle, 11...battery, 12...internal combustion engine, 12a to 12d...cylinders, 13...motor, 14...clutch, 15...motor, 16...driving unit, 17...control unit, 121...crank angle sensor, 131...power measuring device, W1...measured power generation waveform, W2...reference power generation waveform, W3...crank angle waveform.

Claims

1. In a hybrid vehicle including an internal combustion engine and a first motor that generates electricity using the internal combustion engine, a state of the internal combustion engine is detected based on a time transition of a power generation index that indicates power generated by the first motor and a time transition of a crank angle of the internal combustion engine. A vehicle condition detection device for a hybrid vehicle.

2. 2. The vehicle state detection device for a hybrid vehicle according to claim 1, wherein a malfunction of the internal combustion engine is detected based on the time transition of the power generation index and the time transition of a reference power generation index.

3. 2. The vehicle state detection device for a hybrid vehicle according to claim 1, wherein the waveform of the power generation index and the waveform of the crank angle of the internal combustion engine are synchronized to detect information about a cylinder in the internal combustion engine that has an abnormality.

4. 2. The vehicle state detection device for a hybrid vehicle according to claim 1, wherein the power generation index includes information on at least one of a voltage value, a current value, a power value, and a torque value.

5. an internal combustion engine; a first motor connected to the internal combustion engine; a detection unit that operates the internal combustion engine and detects a power generation index that indicates power generated by the first motor; a vehicle state detection unit that detects a state of the internal combustion engine based on a time transition of the power generation index and a time transition of a crank angle of the internal combustion engine; A hybrid vehicle equipped with

6. 6. The hybrid vehicle according to claim 5, wherein the vehicle state detection unit detects a malfunction of the internal combustion engine based on a time transition of the power generation index and a time transition of a reference power generation index.

7. a battery connected to the first motor; a second motor connected to the battery; A running part; a switching device that switches a connection state between the first motor and the traveling unit; 6. The hybrid vehicle according to claim 5, further comprising: a control unit that, when the first motor is disconnected from the driving unit, operates the internal combustion engine at a predetermined rotation speed, causes the first motor to generate electricity, and detects the power generation index.

8. The hybrid vehicle according to claim 7 , wherein the switching device comprises a clutch.

9. 7. The hybrid vehicle according to claim 6, further comprising a control unit that performs notification processing or limits operation of the internal combustion engine based on the power generation index and a reference power generation index serving as a reference.

10. 10. The hybrid vehicle according to claim 9, wherein the control unit detects information about a cylinder having an abnormality based on a waveform of the power generation index and a waveform of a crank angle of the internal combustion engine.

11. A hybrid vehicle including an internal combustion engine and a first motor that generates electricity using the internal combustion engine, detecting a power generation index indicating power generated by the first motor; detecting a state of the internal combustion engine based on a time transition of the power generation index and a time transition of a crank angle of the internal combustion engine; A vehicle state detection method for a hybrid vehicle, comprising:

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