Abstract: The motor vehicle is configured to recognize a shift position in response to the user's shift operation of a shift lever and to control a driving system, based on the shift position and the user's accelerator operation, brake operation and steering operation. On occurrence of a predetermined abnormality that causes a failure in recognizing the shift position, the motor vehicle sets an abnormality-time shift position based on vehicle peripheral information and notifies the abnormality-time shift position. When a moving direction is set by a moving direction setting unit that is provided separately from the shift lever and that allows the user to set the moving direction, the motor vehicle resets the abnormality-time shift position based on the moving direction, and controls the driving system, based on the abnormality-time shift position, the brake operation and the steering operation.

Abstract: An electronic control unit of a vehicle recognizes a shift position based on a user's shift operation and controls a drive device based on the shift position, and an accelerator operation, a brake operation, and a steering operation by the user. When a predetermined abnormality that the shift position is not able to be recognized has occurred, the electronic control unit sets an abnormality-time shift position based on vehicle surroundings information and controls the drive device based on the abnormality-time shift position, the brake operation, and the steering operation.

Abstract: The motor vehicle comprises an overcurrent detector configured to detect overcurrent in each of a plurality of second switching elements included in the second inverter. When the motor vehicle has an abnormality and is driven by the emergency drive with output of a torque from the first motor to the one wheels, the motor vehicle performs zero torque control that controls the second inverter such that a torque of the second motor becomes equal to zero.

Abstract: The motor vehicle is configured to recognize a shift position in response to the user's shift operation of a shift lever and to control a driving system, based on the shift position and the user's accelerator operation, brake operation and steering operation. On occurrence of a predetermined abnormality that causes a failure in recognizing the shift position, the motor vehicle sets an abnormality-time shift position based on vehicle peripheral information and notifies the abnormality-time shift position. When a moving direction is set by a moving direction setting unit that is provided separately from the shift lever and that allows the user to set the moving direction, the motor vehicle resets the abnormality-time shift position based on the moving direction, and controls the driving system, based on the abnormality-time shift position, the brake operation and the steering operation.

Abstract: An electronic control unit of a vehicle recognizes a shift position based on a user's shift operation and controls a drive device based on the shift position, and an accelerator operation, a brake operation, and a steering operation by the user. When a predetermined abnormality that the shift position is not able to be recognized has occurred, the electronic control unit sets an abnormality-time shift position based on vehicle surroundings information and controls the drive device based on the abnormality-time shift position, the brake operation, and the steering operation.

Abstract: The motor vehicle comprises an overcurrent detector configured to detect overcurrent in each of a plurality of second switching elements included in the second inverter. When the motor vehicle has an abnormality and is driven by the emergency drive with output of a torque from the first motor to the one wheels, the motor vehicle performs zero torque control that controls the second inverter such that a torque of the second motor becomes equal to zero.

Abstract: When a vehicle is traveling in a state in which an abnormality has occurred in a second resolver, a PWM control unit periodically calculates an estimated electrical angle value of a second motor generator and generates a control command for an inverter using the estimated electrical angle value. The estimated electrical angle value in each cycle can be calculated by correcting an electrical angle estimation error with respect to a sum of an estimated rotation angle change value between cycles and an estimated electrical angle value in a previous cycle. The PWM control unit generates the control command for the inverter such that an output of the inverter is a constant potential while an absolute value of the electrical angle estimation error is greater than a predetermined value during traveling of the vehicle.

Abstract: Using an estimated electric angle calculated by an electric angle estimation unit, a PWM control unit controls an output of a motor generator (MG2) having an abnormality of a resolver. The electric angle estimation unit converts, into an estimated rotation angle speed, a rotation speed of MG2 estimated from rotation speeds of an engine and a normal motor generator mechanically coupled to MG2. The estimated electric angle is calculated by correcting a sum of the estimated electric angle in a previous control period and an estimated electric angle change amount between the previous control period and a present control period obtained from the estimated rotation angle speed, with a calculated and estimated electric angle error. The electric angle error is estimated from a control command for an inverter and an actual current value detected by a current sensor.

Abstract: A hybrid vehicle includes an engine; a generator that generates a counter-electromotive force; a motor; a first inverter for the generator; a second inverter for the motor; a step-up converter that steps up an electric power of a first voltage system electric power line and supplies the electric power to a second voltage system electric power line; and a smoothing capacitor of the second voltage system electric power line. In a case where the hybrid vehicle travels by driving the engine in a state in which the stepping up by the step-up converter and an operation of the first inverter are stopped when an abnormality occurs in a voltage sensor, when an electronic control unit determines that there is an indication that the voltage of the capacitor will rise, the first inverter is controlled to cause three phases of the first inverter to be in an ON state.

Abstract: When a vehicle is traveling in a state in which an abnormality has occurred in a second resolver, a PWM control unit periodically calculates an estimated electrical angle value of a second motor generator and generates a control command for an inverter using the estimated electrical angle value. The estimated electrical angle value in each cycle can be calculated by correcting an electrical angle estimation error with respect to a sum of an estimated rotation angle change value between cycles and an estimated electrical angle value in a previous cycle. The PWM control unit generates the control command for the inverter such that an output of the inverter is a constant potential while an absolute value of the electrical angle estimation error is greater than a predetermined value during traveling of the vehicle.

Abstract: When such an abnormality that a battery voltage system voltage is brought into an overvoltage state during regenerative control of a motor occurs, a booster converter is shut down, a system main relay is brought into a non-arc state and turned off. Then, an engine is started when an operation of the engine is stopped. The booster converter is used to determine turning-off of the system main relay, and a battery-less travel is started thereafter. In this way, inconvenience that possibly occurs by starting the battery-less travel at a time when abnormality of the system main relay being stuck to be on occurs can be avoided.

Abstract: A hybrid vehicle includes an engine, a first rotating electrical machine, a second rotating electrical machine, a pair of power lines, a first inverter, a second inverter, a battery, a converter, a voltage sensor, and an electronic control unit. The electronic control unit is configured to determine that the voltage sensor is normal and perform a first evacuation running control when an output of the voltage sensor changes by the predetermined value or more while a voltage change process is carried out. The electronic control unit is configured to control the converter to a gate shutoff state, control a motive power of the engine in such a manner as to rotate the first rotating electrical machine and put the first rotating electrical machine into a regeneration state, and control the second rotating electrical machine to a power running state, as the first evacuation running control.

Abstract: A hybrid vehicle includes an engine; a generator that generates a counter-electromotive force; a motor; a first inverter for the generator; a second inverter for the motor; a step-up converter that steps up an electric power of a first voltage system electric power line and supplies the electric power to a second voltage system electric power line; and a smoothing capacitor of the second voltage system electric power line. In a case where the hybrid vehicle travels by driving the engine in a state in which the stepping up by the step-up converter and an operation of the first inverter are stopped when an abnormality occurs in a voltage sensor, when an electronic control unit determines that there is an indication that the voltage of the capacitor will rise, the first inverter is controlled to cause three phases of the first inverter to be in an ON state.

Abstract: When such an abnormality that a battery voltage system voltage is brought into an overvoltage state during regenerative control of a motor occurs, a booster converter is shut down, a system main relay is brought into a non-arc state and turned off. Then, an engine is started when an operation of the engine is stopped. The booster converter is used to determine turning-off of the system main relay, and a battery-less travel is started thereafter. In this way, inconvenience that possibly occurs by starting the battery-less travel at a time when abnormality of the system main relay being stuck to be on occurs can be avoided.

Abstract: A hybrid vehicle includes an engine, a first rotating electrical machine, a second rotating electrical machine, a pair of power lines, a first inverter, a second inverter, a battery, a converter, a voltage sensor, and an electronic control unit. The electronic control unit is configured to determine that the voltage sensor is normal and perform a first evacuation running control when an output of the voltage sensor changes by the predetermined value or more while a voltage change process is carried out. The electronic control unit is configured to control the converter to a gate shutoff state, control a motive power of the engine in such a manner as to rotate the first rotating electrical machine and put the first rotating electrical machine into a regeneration state, and control the second rotating electrical machine to a power running state, as the first evacuation running control.

Abstract: A hybrid vehicle includes: an engine; a first motor; a planetary gear having three rotary elements that are connected respectively to a rotary shaft of the first motor, an output shaft of the engine, and a drive shaft coupled to an axle such that on a collinear diagram, the rotary shaft, the output shaft, and the drive shaft are arranged in that order; a second motor; a first inverter configured to drive the first motor; a second inverter configured to drive the second motor; a battery capable of exchanging power with the first and second motors via the first and second inverters; and an electronic control unit configured to control the engine such that a rotation speed of the engine increases at a predetermined time when the engine is operative, respective gates of the first and second inverters are both blocked, and an accelerator is ON.

Abstract: Using an estimated electric angle calculated by an electric angle estimation unit, a PWM control unit controls an output of a motor generator (MG2) having an abnormality of a resolver. The electric angle estimation unit converts, into an estimated rotation angle speed, a rotation speed of MG2 estimated from rotation speeds of an engine and a normal motor generator mechanically coupled to MG2. The estimated electric angle is calculated by correcting a sum of the estimated electric angle in a previous control period and an estimated electric angle change amount between the previous control period and a present control period obtained from the estimated rotation angle speed, with a calculated and estimated electric angle error. The electric angle error is estimated from a control command for an inverter and an actual current value detected by a current sensor.

Abstract: In the state where a sensor used for controlling a first inverter has an abnormality, when rotation speed Ne of an engine is lower than a predetermined reference value Nref (S120), three phase-on control of a first inverter is performed (S190). This causes the rotation speed of the engine to be increased with an increase in rotation speed of a driveshaft. Operation control of the engine is started when the rotation speed Ne of the engine reaches or exceeds a threshold value Nst (S210 to S230).

Abstract: A hybrid vehicle includes: an engine; a first motor; a planetary gear having three rotary elements that are connected respectively to a rotary shaft of the first motor, an output shaft of the engine, and a drive shaft coupled to an axle such that on a collinear diagram, the rotary shaft, the output shaft, and the drive shaft are arranged in that order; a second motor; a first inverter configured to drive the first motor; a second inverter configured to drive the second motor; a battery capable of exchanging power with the first and second motors via the first and second inverters; and an electronic control unit configured to control the engine such that a rotation speed of the engine increases at a predetermined time when the engine is operative, respective gates of the first and second inverters are both blocked, and an accelerator is ON.

Abstract: In the state where a sensor used for controlling a first inverter has an abnormality, when rotation speed Ne of an engine is lower than a predetermined reference value Nref (S120), three phase-on control of a first inverter is performed (S190). This causes the rotation speed of the engine to be increased with an increase in rotation speed of a driveshaft. Operation control of the engine is started when the rotation speed Ne of the engine reaches or exceeds a threshold value Nst (S210 to S230).