JP2005006470A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce fuel consumption by preventing an increase in the fuel consumption in a prescribed load area, in a hybrid vehicle. <P>SOLUTION: An engine of the hybrid vehicle has a first load area FLA in which the fuel consumption increases roughly proportionally to the increase of an engine load and a second load area SLS in which the increment of the fuel consumption to the increase of the load is smaller than in the first load area FLA. In the second load area SLA, the engine load is increased by generating electric power by the motor so as to drive the engine in the first load area FLA. While the engine load is in the first load area FLA, a control means makes the motor assist the engine. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid having an engine and a motor as power sources.
[0002]
[Prior art]
A hybrid vehicle has a configuration in which an engine is assisted by a motor, and achieves low fuel consumption and low pollution of exhaust gas (see, for example, Patent Document 1). The engine generates an output by sucking an air-fuel mixture and burning it in the combustion chamber. When the air-fuel mixture is taken into the engine, the intake valve of the engine is opened, and when the air-fuel mixture after combustion is discharged, the exhaust valve is opened.
[0003]
The hybrid vehicle disclosed in Patent Document 1 is a four-wheel hybrid vehicle, and travels only with a motor, travels with only an engine, or travels with both a motor and an engine, depending on the travel state of the vehicle. Charging of the battery for operating the motor is performed not only during deceleration and when stopped, but also during steady running (cruise running). Charging at the time of steady running drives the driving wheel with the engine and drives the generator to charge the battery.
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-220808 (paragraph numbers 0014 and 0019, FIG. 6)
[0005]
[Problems to be solved by the invention]
By the way, in a vehicle having a high engine speed such as a two-wheel hybrid vehicle and adopting a variable valve timing method, the intake valve and the exhaust valve may overlap to be opened. Here, if the amount of overlap increases, the exhaust gas in the combustion chamber is likely to return to the intake side or remain in the cylinder, which may reduce the amount of air-fuel mixture sucked into the combustion chamber. There is. In such a case, in order to obtain a desired engine output, it is necessary to increase the fuel injection amount, so that the fuel consumption amount increases. In particular, when the engine is in a low load state, the throttle valve opening is small, so the intake volume of the new air-fuel mixture is small, and the influence of the backflow and residual of the exhaust gas is large.
The present invention has been made in view of such a problem, and an object of the present invention is to prevent an increase in fuel consumption in a predetermined load region and reduce a total fuel consumption in a hybrid vehicle. To do.
[0006]
[Means for Solving the Problems]
The invention according to claim 1 of the present invention that solves the above-described problems is a drive that combines the output from the engine (for example, the engine 20 of the embodiment) and the output from the motor (for example, the motor 21 of the embodiment). In a hybrid vehicle having a configuration capable of transmitting to a wheel (for example, the rear wheel WR of the embodiment) and including a control unit (for example, the control unit 7 of the embodiment) for controlling the engine and the motor, The load region includes a first load region (for example, the first load region FLA of the embodiment) in which the fuel consumption (for example, the fuel consumption FC of the embodiment) changes in proportion to the engine load, and the load A reduction amount of the fuel consumption with respect to the reduction is smaller than the first load range (for example, the second load range SLA of the embodiment), and the control means is configured so that the load range of the engine is When in a second load region is operated the motor as a generator, when the load range of the engine is in the first load region and the hybrid vehicle, characterized in that to operate the motor as a mover.
[0007]
According to this hybrid vehicle, it is possible to change the load region in which the engine operates by switching the operating state of the motor, and to avoid the operation of the engine in the region where the fuel consumption increases. That is, when the engine is operating within the second load range, the motor load is increased using the motor as a generator, and the engine operating range is set to the first load range. The generated electric power can be used for assisting the engine by the motor.
[0008]
According to a second aspect of the present invention, in the hybrid vehicle of the first aspect, the second load region is a region of high rotation and low load.
[0009]
According to the hybrid vehicle configured as described above, the operating region of the engine is set to the first load region by the control means under the condition that the engine operates at a high speed and a low load state. The engine does not operate in the first load range during normal traveling.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the invention will be described in detail with reference to the drawings.
As shown in FIG. 1, the hybrid vehicle in this embodiment is a two-wheel vehicle, and has a front fork 1 that supports a front wheel WF in front of the vehicle. The front fork 1 is pivotally supported by a head pipe 2 and can be steered by operating a handle 3. A down pipe 4 is attached rearward and downward from the head pipe 2, and an intermediate frame 5 extends substantially horizontally from the lower end of the down pipe 4. Further, a rear frame 6 is formed rearward and upward from the rear end of the intermediate frame 5. One end of a power unit 11 including a power source is pivotally attached to the body frame 10 thus configured. The power unit 11 has a rear wheel WR, which is a driving wheel, rotatably attached to the other rear side of the power unit 11 and is suspended by a rear cushion 12 attached to the rear frame 6. Can be swung. Further, the outer periphery of the vehicle body frame 10 is covered with a vehicle body cover 13, and a seat 14 on which a passenger sits is fixed to the rear and upper surface of the vehicle body cover 13. A step floor 15 on which the passenger puts his / her foot is formed in front of the seat 14.
[0011]
As shown in the block diagram of FIG. 2, the power unit 11 includes an engine 20 that is an internal combustion engine that obtains an output by burning a combustible air-fuel mixture, and a motor 21 that functions as a motor or a generator is installed in the engine 20. Arranged coaxially with the crankshaft 22 and transmitting at least one of the output of the engine 20 and the output of the motor 21 to the rear wheels WR via a continuously variable transmission 23 connected to the crankshaft 22. Have A storage battery 74 is connected to the motor 21. The storage battery 74 is a battery that supplies power when the motor 21 functions as a motor, and charges regenerative power when the motor 21 functions as a generator. And control of the engine 20 and the motor 21 is performed by the control unit 7 which is a control means.
[0012]
The engine 20 has a configuration in which an air-fuel mixture composed of air and fuel is sucked from an intake pipe 16 and burned, and a throttle valve 17 that controls the amount of air is rotatably provided in the intake pipe 16. The throttle valve 17 rotates according to the operation amount of a throttle grip (not shown) operated by the passenger. Between the throttle valve 17 and the engine 20, an injector 18 for injecting fuel and a negative pressure sensor 19 for detecting negative pressure in the intake pipe are disposed. When the throttle grip is operated greatly, the throttle valve 17 opens widely, a large amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 decreases. Along with this, the amount of air and the amount of fuel taken into the engine 20 increase. In contrast, when the throttle grip is slightly operated, the throttle valve 17 is slightly opened, a small amount of air flows, and the intake pipe negative pressure detected by the negative pressure sensor 19 increases. Along with this, the amount of air and the amount of fuel taken in by the engine 20 are reduced.
[0013]
An example of the power unit 11 including the engine 20 and the motor 21 is shown in the plan sectional view of FIG.
The engine 20 includes a piston 25 connected to the crankshaft 22 via a connecting rod 24. The piston 25 can slide in a cylinder 27 provided in the cylinder block 26, and the cylinder block 26 is disposed so that the axis of the cylinder 27 is substantially horizontal. Further, a cylinder head 28 is fixed to the front surface of the cylinder block 26, and a combustion chamber 20a in which the air-fuel mixture is burned by the cylinder head 28, the cylinder 27, and the piston 25 is formed.
[0014]
The cylinder head 28 is provided with a valve (not shown) for controlling intake or exhaust of the air-fuel mixture to the combustion chamber 20a and an ignition plug 29. The opening and closing of the valve is controlled by the rotation of the cam shaft 30 that is pivotally supported by the cylinder head 28. The camshaft includes a driven sprocket 31 on one end side, and an endless cam chain 33 is stretched between the driven sprocket 31 and a drive sprocket 32 provided at one end of the crankshaft 22. For this reason, the camshaft 30 can be rotated in conjunction with the rotation of the crankshaft 22. A water pump 34 that cools the engine 20 is provided at one end of the camshaft 30. The water pump 34 is attached so that the rotating shaft 35 rotates integrally with the cam shaft 30. Therefore, when the camshaft 30 rotates, the water pump 34 can be operated.
[0015]
The motor 21 is formed in a stator case 49 connected to one end of the crankcase 48 that supports the crankshaft 22 in the vehicle width direction. The motor 21 is an outer rotor type motor, and a stator thereof includes a coil 51 in which a conductive wire is wound around a tooth 50 fixed to a stator case 49. On the other hand, the rotor 52 is fixed to the crankshaft 22 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 53 is disposed on the inner peripheral surface of the rotor 52. A fan 54 that cools the motor 21 is attached to the rotor 52. When the fan 54 rotates as the crankshaft 22 rotates, cooling air can be taken from the cooling air intake port formed on the side surface 55 a of the cover 55 of the stator case 49.
[0016]
The motor 21 functions as a motor when starting the engine 20 or assisting the output of the engine 20, and converts the rotation of the crankshaft 22 into electric energy. It also functions as a charger (generator) that charges the battery. A PWM (Pulse Width Modulation) signal for controlling the motor 21 and electric power during regeneration are input / output from a terminal 56. The stator case 49 is provided with a rotor sensor 57 that detects the rotational speed of the rotor 52. Since the rotor 52 rotates together with the crankshaft 22, the engine speed Ne can be detected by using the rotor sensor 57.
[0017]
The continuously variable transmission 23 that plays the role of transmitting the rotation of the crankshaft 22 to the rear wheels WR is parallel to the drive-side transmission pulley 58 connected to the other end of the crankshaft 22 protruding from the crankcase 48 and the crankshaft 22. A belt-type non-rotating belt in which an endless V-belt 63 is wound around a driven-side transmission pulley 62 mounted on a driven shaft 60 supported by a transmission case 59 with a simple axis through a centrifugal clutch 61. It is a step transmission.
[0018]
The drive-side transmission pulley 58 has a fixed pulley half 58a fixed to the crankshaft 22 and a movable pulley half 58c slidable in the axial direction of the crankshaft 22 by a centrifugal mechanism 58b. An endless V-belt 63 is inserted into a groove formed by the body 58a and the movable pulley half 58c.
On the other hand, the driven transmission pulley 62 includes a fixed pulley half 62a rotatably attached to the driven shaft 60 and a movable pulley half 62b urged by a spring 64 toward the fixed pulley half 62a. A V-belt 63 is inserted into a groove formed by the half body 62a and the movable pulley half body 62b.
[0019]
When the rotational speed of the crankshaft 22 increases, centrifugal force acts on the centrifugal weight of the centrifugal mechanism 58b in the drive side transmission pulley 58 to slide the movable pulley half 58c toward the fixed pulley half 58a. Since the groove width of the drive-side transmission pulley 58 decreases as the movable pulley half 58c slides closer to the fixed pulley half 58a, the contact position between the drive-side transmission pulley 58 and the V-belt 63 is the drive-side transmission. The pulley 58 shifts outward in the radial direction, and the winding diameter of the V-belt 63 increases. Accordingly, the groove width formed by the fixed pulley half 62a and the movable pulley half 62b of the driven transmission pulley 62 increases. Thus, the continuously variable transmission 23 automatically changes the gear ratio according to the rotation of the crankshaft 22 by continuously changing the winding diameter of the V belt 63 according to the rotation speed of the crankshaft 22. And change steplessly.
[0020]
The transmission case 59 of the continuously variable transmission 23 includes a kick shaft 66 coupled to the kick pedal, and a kick starter 67 that transmits the rotation of the kick shaft 66 according to the depression operation of the kick pedal to the crank shaft 22. Are arranged.
[0021]
Further, a reduction gear train 69 is interposed between the continuously variable transmission 23 and the axle 68 of the rear wheel WR. The reduction gear train 69 has gears 71 and 72 in the transmission chamber 70 connected to the rear end of the transmission case 59 and transmits the rotation of the driven shaft 60 to an axle 68 that is supported in parallel with the gear.
[0022]
The control unit 7 that performs overall control of the engine 20 and the motor 21 is control means having a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The control unit 7 receives information from the throttle opening sensor 17 a that detects the opening of the throttle valve 17, the negative pressure sensor 19, the rotor sensor 57, etc., and controls the driver circuit of the motor 21 and the spark plug 29 of the engine 20. A predetermined control signal is output to the ignition device 73 to be operated. Here, the control unit 7 calculates means for calculating the load of the engine 20 from the intake pipe negative pressure of the engine 20, means for calculating the engine speed Ne from the rotor sensor 57, and a predetermined coefficient for the engine speed Ne. Means for multiplying and calculating the shaft output PS, means for determining whether or not the calculated load of the engine 20 is included in a second load area SLA, which will be described in detail later, and the motor 21 according to the determination result This is a means for switching the operating state of the system to activation or power generation.
[0023]
The hybrid vehicle having such a configuration rotates the crankshaft 22 using the motor 21 when the engine 20 is started. The piston 25 is slid in the cylinder 27 by the rotation of the crankshaft 22, and the camshaft 30 is rotated via the cam chain 33. When the camshaft 30 rotates, the intake valve and the exhaust valve start to open and close at a predetermined timing. When the occupant operates the throttle grip at this stage and opens the throttle valve 17 of the intake pipe 16, an air amount corresponding to the opening of the throttle valve 17 is taken into the combustion chamber 20 a of the engine 20. At this time, the control unit 7 multiplies the intake air amount by a predetermined air-fuel ratio to calculate the fuel injection amount and injects it from the injector 18, so that the intake air is mixed with the fuel to become an air-fuel mixture.
[0024]
The air-fuel mixture sucked into the combustion chamber 20a is compressed by the piston 25 and then ignited by the spark plug 29. The piston 25 is pushed back toward the crankshaft 22 by the combustion of the air-fuel mixture, and the crankshaft 22 is rotated. As a result, a shaft output PS is generated on the crankshaft 22. The shaft output PS is substantially proportional to the intake volume of the intake air-fuel mixture, that is, the fuel consumption FC.
The rotation of the crankshaft 22 is transmitted to the axle 68 via the continuously variable transmission 23 and the reduction gear train 69 to rotate the rear wheel WR. On the other hand, the air-fuel mixture after combustion is discharged as exhaust gas from the combustion chamber 20a when the exhaust valve is opened.
[0025]
When the engine 20 is of a type having a high normal rotation speed and the intake valve and the exhaust valve are opened and closed by a variable valve timing method, the intake valve and the exhaust valve are both open, that is, overlap occurs. Here, when the overlap amount increases, the exhaust gas after combustion may return into the intake pipe 16 or remain in the cylinder 27. In such a case, since the intake volume of the new air-fuel mixture sucked into the combustion chamber 20a of the cylinder in the next intake process becomes small, the shaft output PS becomes small. Therefore, in order to obtain the required shaft output PS, a large amount of air-fuel mixture (fuel) must be sucked, and the proportional relationship between the shaft output PS and the fuel consumption FC is not established.
[0026]
The relationship between the fuel consumption FC with respect to the shaft output PS and the relationship with the average effective pressure MEP with respect to the shaft output PS will be specifically described based on the example of FIG. In FIG. 4, the horizontal axis represents the shaft output PS (kW), or the average brake effective pressure BMEP (kPa) substantially proportional thereto, and the vertical axis represents the average effective pressure MP (kPa) and the fuel consumption FC (g / h). It is as.
[0027]
The average effective pressure MP decreases as the shaft output PS increases as indicated by the line LMP. The average effective pressure MP is composed of a pumping loss PMEP that occurs when the flow of air sucked into the engine 20 is throttled by the throttle valve 17 and a mechanical loss FMEP that occurs due to drag resistance of the crankshaft 22. FMEP is substantially constant regardless of the shaft output PS, but the pumping loss PMEP decreases as the shaft output PS increases.
[0028]
On the other hand, the fuel consumption FC shows an increasing tendency with an increase in the shaft output PS. Originally, it is desirable to increase at a constant rate with the shaft output PS as shown by the line LFCi indicated by the broken line in the figure, but the actual fuel consumption FC, as shown by the line LFCr, Although it is substantially proportional to the shaft output PS in the high load region, the fuel consumption FC increases in the low load region. Hereinafter, when the shaft output PS is a predetermined amount (for example, about 0.8 kW to 0.9 kW) or more, the change amount (fuel consumption rate) of the fuel consumption FC with respect to the shaft output PS is substantially constant, and the load of the engine 20 is increased or decreased. A region where the increase / decrease in the fuel consumption FC is considered to be approximately proportional is defined as a first load region FLA. Further, the region where the shaft output PS is equal to or less than the predetermined amount, the fuel consumption rate increases as the shaft output PS increases, and the region where the load of the engine 20 and the fuel consumption FC are not in a proportional relationship is the second load. Let it be area SLA.
[0029]
The second load region SLA corresponds to a state in which the throttle valve 17 is set to an opening degree close to full open at high speed, and the amount of intake of a new air-fuel mixture decreases due to exhaust gas remaining in the cylinder 27 or the like. is there. In this second load area SLA, more fuel consumption FC (see line LFCr) is required than fuel consumption FC (see line LFCi) in the case of linear approximation, and the fuel consumption increases.
[0030]
For this reason, the control unit 7 avoids the operation of the engine 20 and the motor 21 in the second load area SLA, and operates the engine 20 and the motor 21 in the first load area FLA. That is, when the shaft output PS is in the second load region SLA, the control unit 7 outputs a control signal to the driver circuit of the motor 21 and switches the operating state of the motor 21 to generate power. When the motor 21 starts power generation, the load on the engine 20 increases and enters the first load area FLA. At this time, the fuel consumption FC temporarily increases. However, the electric power stored in the storage battery 74 during that time is used later for the activation of the motor 21 to assist the rotation of the engine 20, thereby reducing the total fuel consumption FC.
[0031]
This will be described in more detail with a specific example shown in FIG. FIG. 5 shows the fuel consumption FC when the hybrid vehicle travels for 1 hour at 50 km / h after the hybrid vehicle has traveled for 1 hour at 20 km / h when the engine speed Ne is 3000 rpm and the air-fuel ratio is set to 14.7. Is shown. The horizontal axis indicates the shaft output PS and the average brake effective pressure BMEP (kPa), and the vertical axis indicates the fuel consumption FC (g / h).
[0032]
First, in the conventional case, that is, when traveling at 20 km / h without changing the load of the engine 20, the shaft output PS is about 0.3 kW and the fuel consumption is 245 g / h as shown by the point A1. is there. On the other hand, when steering at 50 km / h, as indicated by point A2, the shaft output PS is about 1.2 kW and the fuel consumption is 420 g / h. That is, in the conventional case, a total of 665 g / h of fuel is consumed.
[0033]
On the other hand, in this embodiment, the control unit 7 increases the load of the engine 20 by power generation. For example, if the motor 21 is used as a generator while maintaining a speed of 20 km / h, the load of the engine 20 increases by an amount corresponding to 0.5 kW in terms of the shaft output PS. This corresponds to moving from the point A1 to the point A3 along the line LFCr, and the fuel consumption FC is 320 g / h. That is, this hybrid vehicle travels at 20 km / h, but when the motor 21 generates power, the fuel consumption FC increases by 75 g / h. Assuming that the power generation efficiency of the motor 21 is 0.81, the power accumulated in the storage battery 74 during this period is 0.4 kW.
[0034]
When traveling at 50 km / h, the motor 20 is rotated using the 0.4 kW electric power stored in the storage battery 74 to assist the engine 20. When the activation efficiency of the motor 21 is 0.81, when 0.4 kW of power is supplied, an output of 0.32 kW is generated. That is, the shaft output PS remains at the point A2, but the load of the engine 20 is reduced by 0.32 kW by the assist of the motor 21 from the shaft output PS corresponding to the original 50 km / h. Thereby, the load of the engine 20 necessary to obtain the shaft output PS of 50 km / h is sufficient as the load corresponding to the shaft output PS of the point A4, and the fuel consumption FC is only 320 g / h. That is, the hybrid vehicle maintains a speed of 50 km / h, but the fuel consumption FC of the engine 20 is reduced by 88 g / h as an assist effect by the motor 21.
[0035]
That is, the total fuel consumption FC when the load on the engine 20 is increased by power generation is 652 g / h. This fuel consumption FC corresponds to about 98% of the conventional fuel consumption FC (= 665 g / h) that does not increase the load due to power generation, resulting in a fuel efficiency improvement rate of about 2%. In addition, each said numerical value is an example, and may become a value which changes with vehicle models and driving conditions.
[0036]
As described above, the first load region FLA in which the fuel consumption amount FC can be regarded as having a substantially proportional relationship with the shaft output PS and the load of the engine 20, and such a proportional relationship is broken to increase the required fuel consumption amount FC. In the hybrid vehicle having the second load area SLA, when the shaft output PS is in the second load area SFL, the control unit 7 operates the motor 21 as a generator to increase the load of the engine 20 to increase the engine 20 and the motor 21. The load range in which is operated is held in the first load range FLA. In accordance with the shaft output PS, the control unit 7 switches the operating state of the motor 21 to change the load of the engine 20, so that the operation of the engine 20 in this load region can be avoided. While the fuel consumption FC during power generation by the motor 21 temporarily increases, the total fuel consumption FC can be reduced by using the power generated during this time for assisting the engine 20 in other load regions. Can be reduced. This corresponds to the ability to suppress the combustion consumption FC for the entire load range. Further, when the second load area SLA is set to an area where the engine 20 is at a high rotation speed and a low load, it is possible to improve the running feeling.
[0037]
The process for managing the load of the engine 20 includes the following.
The control unit 7 calculates the load of the engine 20 by subtracting the output contribution of the motor 21 from the shaft output PS, and whether the magnitude of the load is in the first load area FLA or the second load area SLA. Determine. If the load of the engine 20 is within the first load area FLA, the engine 20 is operated as it is, and the motor 21 is operated as a motor. The output at which the motor 21 assists the engine 20 is set to a value equal to or less than the difference between the required shaft output PS and the maximum value of the shaft output PS belonging to the second load area SLA. This is to prevent the engine 20 from entering the second load area SLA with the assistance of the motor 21. On the other hand, if the load of the engine 20 is within the second load region SLA, the motor 21 is operated as a generator. The load of the engine 20 that increases due to power generation is a value sufficient for the engine load to enter the first load range FLA, that is, the shaft output PS corresponding to the load of the engine 20 before power generation and the first load range FLA. Is set to a value greater than or equal to the difference from the minimum value of the axis output PS belonging to.
[0038]
The hybrid vehicle may be a vehicle equipped with the engine 20 having a high normal rotation speed, and may be a three-wheeled vehicle or a four-wheeled vehicle. It is particularly suitable for sports cars, AVT (All Terrain Vehicle), snowmobiles, and PWC (Personal Water Craft).
[0039]
【The invention's effect】
As described above, according to the first aspect, when the load range of the operating engine is in the second load range, the engine load is increased and the engine is operated in the second load range. Although the fuel consumption will increase temporarily, the increase in fuel consumption will be prevented and the power consumption during power generation will be used later to assist the engine to reduce the fuel consumption, thus reducing the total fuel consumption. Can be made.
According to the second aspect, since the engine is not operated in the second load range, the running feeling can be improved while reducing the total fuel consumption.
[Brief description of the drawings]
FIG. 1 is a side perspective view of a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a block diagram showing an outline of a hybrid vehicle in the embodiment of the present invention.
FIG. 3 is a plan sectional view of a power unit of a hybrid vehicle.
FIG. 4 is a graph showing the relationship between the average effective pressure or the fuel consumption amount with respect to the shaft output or the average brake effective pressure.
FIG. 5 is a diagram showing the relationship between the average effective pressure or the fuel consumption with respect to the shaft output or the average brake effective pressure, and is a diagram for explaining the reduction of the fuel consumption.
[Explanation of symbols]
7 Control unit (control means)
20 engine
21 Motor
FLA 1st load range
SLA second load range
FC fuel consumption
WR Rear wheel (drive wheel)

Claims (2)

In a hybrid vehicle having a configuration capable of combining the output from the engine and the output from the motor and transmitting them to the drive wheels, and comprising a control means for controlling the engine and the motor,
The engine load range includes a first load range in which the fuel consumption changes approximately in proportion to the engine load, and a second load in which the amount of decrease in fuel consumption with respect to the load reduction is smaller than the first load range. Have
The control means operates the motor as a generator when the load range of the engine is in the second load range, and operates the motor as a motor when the load range of the engine is in the first load range. A hybrid vehicle characterized by that. The hybrid vehicle according to claim 1, wherein the second load region is a region of high rotation and low load.

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