JP2011218923A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain an occupant from getting a feeling of strangeness caused by small vehicle interior noise audible in the interior of a vehicle when electromotive drive is directed.SOLUTION: A transmission mount is controlled so that the dynamic spring constant of the transmission mount is at least a predetermined value tref (state of a mount character B) when the electromotive drive is directed. In this case, the dynamic spring constant of the transmission mount is in the frequency range fc of the vibration generated accompanied by the drive of a motor out of the vibration generated in a transmission case in which the motor is stored. Accordingly, the vibration in the frequency range fc out of the vibration transmitted to a vehicle body from the transmission case can be intensified so as to amplify the vehicle interior noise, thereby restraining the occupant from getting the feeling of strangeness caused by the small vehicle interior noise audible in the interior of the vehicle.

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as this type of hybrid vehicle, a hybrid vehicle that can travel using the output from the engine and the output from the motor generator and boosts the electric power from the battery with a boost converter having a reactor and supplies the boosted power to the motor generator. Have proposed that a motor generator and a boost converter are housed in a case and the engine and the case are suspended from the body by a plurality of engine mounts (see, for example, Patent Document 1). In this hybrid vehicle, the engine mount can suppress the vibration of the reactor of the boost converter from propagating to the body by the above-described configuration, and the noise based on the reactor vibration generated in the vehicle interior can be reduced. The cabin sound that can be heard is made smaller.

JP 2007-106256 A

  In the above-described hybrid vehicle, the vehicle interior sound is reduced regardless of the traveling state of the vehicle, but it may be desired to increase the vehicle interior sound depending on the traveling state. For example, when traveling by switching between hybrid traveling that travels using the power from the engine and power from the motor generator and electric traveling that travels using the power from the motor generator by stopping the operation of the engine, During electric driving, the engine is stopped, so the sound in the passenger compartment is lower than in hybrid driving, and the passenger may feel uncomfortable.

  The hybrid vehicle of the present invention suppresses the passenger from feeling uncomfortable due to the low sound in the passenger compartment when an instruction is given to drive using the power from the motor while the operation of the internal combustion engine is stopped. The main purpose.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine capable of outputting power for traveling, an electric motor capable of inputting / outputting power for traveling, a secondary battery capable of exchanging electric power with the electric motor, and the electric motor attached to and internal to the internal combustion engine Using a stored storage case, a plurality of mounts in which the internal combustion engine and the storage case are suspended from a vehicle body and at least one is attached to the storage case, power from the internal combustion engine, and power from the motor When the hybrid running to be run is instructed, the internal combustion engine and the electric motor are controlled to run by the hybrid running, and the running from the electric motor is performed with the operation of the internal combustion engine stopped. Control means for controlling the internal combustion engine and the electric motor to run by the electric running when In the hybrid automobile including,
Among the plurality of mounts, the mount attached to the storage case is formed by connecting a storage case mounting portion attached to the storage case and a vehicle body mounting portion attached to the vehicle body by a connecting rubber. Working oil is sealed in a second oil chamber separated from the first oil chamber by a first oil chamber composed of the connecting rubber and a partition wall formed with an orifice. A mount that can change the degree of vibration propagating from the storage case to the vehicle body by changing the opening cross-sectional area that is open,
The control means controls the mount so that an opening sectional area of the orifice becomes a predetermined predetermined sectional area when the hybrid traveling is instructed, and an opening sectional area of the orifice when the electric traveling is instructed. Is a means for controlling the mount so as to be larger than the predetermined cross-sectional area.

  In the hybrid vehicle of the present invention, when the hybrid running is instructed, the mount is controlled so that the opening sectional area of the orifice becomes a predetermined predetermined sectional area. Thereby, it can suppress that a vibration propagates to a vehicle body from a storage case, and the vehicle interior sound heard in a vehicle interior can be made smaller. When the electric running is instructed, the mount is controlled so that the opening sectional area of the orifice is larger than the predetermined sectional area. As a result, the movement resistance when the working oil moves between the first oil chamber and the second oil chamber is smaller than when the hybrid running is instructed. A spring constant becomes large and it can accelerate | stimulate that a vibration propagates from a storage case to a vehicle body. Therefore, it is possible to increase the vehicle interior sound resulting from the driving of the electric motor, and to suppress the passenger from feeling uncomfortable due to the low vehicle interior sound.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is an explanatory diagram showing an example of an arrangement of an engine 32, a transmission case 66, engine mounts 60 and 62, and a transmission mount 64. FIG. It is explanatory drawing which shows an example of arrangement | positioning of the engine 32 of the modification, the transmission case 66, the engine mounts 160-162, and the transmission mount 164. FIG. 4 is an explanatory diagram for explaining an outline of a configuration of a transmission mount 64. FIG. It is explanatory drawing which shows the relationship between the frequency of the vibration which arises in the transmission case 66, and the dynamic spring constant of the transmission mount 64 in the state of mount characteristics A and B. 4 is an explanatory diagram for explaining an example of processing for switching characteristics of a transmission mount 64 in accordance with an operation state of an engine 32. FIG. It is explanatory drawing which shows the relationship between the vehicle speed V and the magnitude | size of the vehicle interior sound by the primary component of the vibration which arises in the transmission case 66 with the drive of the motor.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment has various detection values such as an engine 32 that uses gasoline or light oil as fuel, and a coolant temperature Tw from a temperature sensor 33 that detects the temperature of coolant of the engine 32. And an engine electronic control unit 36 for driving and controlling the engine 32 by inputting control values, and a drive having a carrier connected to the crankshaft 34 of the engine 32 and coupled to the drive wheels 26a and 26b via the differential gear 24. A planetary gear 38 having a ring gear connected to the shaft 22, a motor 41 configured as a synchronous generator motor, for example, and a rotor connected to a sun gear of the planetary gear 38, and a rotor configured as a synchronous generator motor, for example, to the drive shaft 22. Connected motor 42 and inverter 4 for driving motors 41, 42 , 44, and a motor electronic control unit 46 for controlling driving of the motors 41, 42 by switching control of switching elements (not shown) of the inverters 43, 44, and exchanging electric power with the motors 41, 42 via the inverters 43, 44. The battery 48 to be detected, the battery temperature Tb from the temperature sensor 49 for detecting the temperature of the battery 48, the shift position from the shift position sensor 52 for detecting the position of the shift lever, and the accelerator pedal position sensor 54 for detecting the depression amount of the accelerator pedal. The brake pedal position from the brake pedal position sensor 56 for detecting the depression amount of the brake pedal, the vehicle speed from the vehicle speed sensor 58, and the engine electronic control unit 36 and the motor electronic control unit are input. Communicating with 46 equipped with the hybrid electronic control unit 50 for controlling the entire vehicle, a.

  As illustrated in FIG. 2, the engine 32 is suspended from the vehicle body by engine mounts 60 and 62 attached to both side surfaces of the engine 32. The planetary gear 38, the motors 41 and 42, and the inverters 43 and 44 are attached to the front of the transmission case 66 in a state of being housed in the transmission case 66 attached to the front of the engine 32, and are suspended from the vehicle body by the transmission mount 64. Has been. Note that when the engine 32 and the transmission case 66 are suspended in the horizontal direction of the vehicle (sideways), as illustrated in FIG. 3, the engine 32 includes one side surface and the other side surface of the engine 32. Is suspended from the vehicle body by engine mounts 60 to 162 attached to the front side of the other side and the back side of the other side, and a transmission case 66 is attached to the other side of both sides of the engine 32. The transmission case 66 is suspended from the vehicle body by a transmission mount 164 attached to the side surface opposite to the side on which the engine 32 is attached, on both side surfaces of the transmission case 66.

  Engine mounts 60 and 62 (in FIG. 3, engine mounts 160 to 162) have an elastic body such as rubber for absorbing vibrations therein, and vibrations estimated to occur when the engine 32 is operated. The dynamic spring constant is configured to be a relatively small predetermined value Kref over almost the entire frequency band. By suspending the engine 32 on the vehicle body using the engine mounts 60 and 62 configured in this way, it is possible to suppress vibration and noise associated with the operation of the engine 32 from being transmitted to the vehicle body, and the engine 32 that can be heard in the passenger compartment. It is possible to reduce the vehicle interior noise accompanying the driving.

  FIG. 4 is an explanatory diagram for explaining an outline of the configuration of a transmission mount 64 (in FIG. 3, the transmission mount 164) that suspends the transmission case 66 from the vehicle body. The transmission mount 64 is configured as a liquid seal mount in which liquid is sealed. The mounting bracket 70 attached to the transmission case 66, the mounting bracket 72 attached to the vehicle body, the mounting bracket 70, and the mounting bracket 72. And the space between the vibration isolating rubber 74 and the diaphragm 76 is divided into a pressure receiving chamber 78 on the vibration isolating rubber 74 side and an equilibrium chamber 80 on the diaphragm 76 side, and the pressure receiving chamber 78 and the equilibrium chamber 80. A negative pressure chamber communicating with the negative pressure chamber 86 and a partition member 82 formed with an idle orifice 82a and a shake orifice 82b that communicate with each other, a negative pressure chamber 86 having a pressing member 84 that presses the central portion of the diaphragm 76, and a negative pressure chamber 86 88 and a coil spring 9 that is grounded in the negative pressure chamber 86 and biases the pressing fitting 84 toward the diaphragm 76. It comprises a negative pressure actuator 94 having an air supply unit 92 for supplying air to the negative pressure port 88, a. Oil is sealed in the pressure receiving chamber 78 and the equilibrium chamber 80, respectively. In the transmission mount 64 configured as described above, the air supply device 92 of the negative pressure actuator 94 adjusts the atmospheric pressure in the negative pressure chamber 86 so that both the idle orifice 82a and the shake orifice 82b are opened or the idle orifice 82a is opened. The total opening cross-sectional area, which is the sum of the cross-sectional area of the open portion of the idle orifice 82a and the cross-sectional area of the open portion of the shake orifice 82b, is adjusted. Thus, the dynamic spring constant (hereinafter referred to as “the dynamic spring constant of the transmission mount 64”) when the entire transmission mount 64 is formed as one elastic body is adjusted. That is, when the atmospheric pressure in the negative pressure chamber 86 becomes atmospheric pressure, the pressing fitting 84 is pressed in the direction of the diaphragm 76 by the biasing force of the coil spring 90, the diaphragm 76 closes the idle orifice 82a and the shake orifice 82b opens. The state (the total opening cross-sectional area is a value S1 that is the cross-sectional area of the shake orifice 82b), and the enclosed oil moves between the pressure receiving chamber 78 and the equilibrium chamber 80 only through the shake orifice 82b. In this state, the movement resistance of the oil moving between the pressure receiving chamber 78 and the equilibrium chamber 80 becomes relatively large, and the dynamic spring constant of the transmission mount 64 becomes a relatively small value (hereinafter, this state is referred to as “mount characteristics”). A state ”). Further, when the atmospheric pressure in the negative pressure chamber 86 becomes a negative pressure lower than the atmospheric pressure, the pressing fitting 84 and the diaphragm 76 are sucked away from the idle orifice 82a, and both the idle orifice 82a and the shake orifice 82b are opened. (The total opening cross-sectional area is the sum of the value S1 which is the cross-sectional area of the shake orifice 82b and the value S2 which is the cross-sectional area of the idle orifice 82a). Between the pressure receiving chamber 78 and the equilibrium chamber 80. In this state, the movement resistance of the oil moving between the pressure receiving chamber 78 and the equilibrium chamber 80 becomes relatively small, and the dynamic spring constant of the transmission mount 64 becomes relatively large with respect to the vibration in a specific frequency range (hereinafter referred to as “the vibration spring constant”). This state is referred to as the “mount characteristic B” state ”). The transmission mount 64 has a dynamic spring constant that is less than a predetermined value Kref in almost all of the vibration frequency range of the transmission case 66 in the state of the mount characteristic A, and out of the frequency range of vibration of the transmission mount 64 in the state of the mount characteristic B. The cross-sectional areas of the idle orifice 82a and the shake orifice 82b are adjusted so that the dynamic spring constant in the frequency range fref of the vibration generated as the motor 42 is driven is larger than a predetermined value Kref. FIG. 5 is an explanatory diagram showing the relationship between the frequency of vibration generated in the transmission case 66 and the dynamic spring constant of the transmission mount 64 in the mount characteristics A and B states. In the figure, the broken line indicates the relationship between the vibration frequency of the transmission case 66 in the state of the mount characteristic A and the dynamic spring constant of the transmission mount 64, and the solid line indicates the vibration of the transmission case 66 in the state of the mount characteristic B. The relationship between the frequency and the dynamic spring constant of the transmission mount 64 is shown. Here, the predetermined value Kref is a dynamic spring constant capable of reducing the volume of the vehicle interior sound generated by the vibration propagating from the transmission case 66 to the vehicle body to such an extent that the passenger feels relatively quiet. Values obtained by analysis etc. were used. The negative pressure actuator 94 is controlled by the hybrid electronic control unit 50.

  The hybrid vehicle 20 of the embodiment basically travels with the intermittent operation of the engine 32 by the drive control described below executed by the hybrid electronic control unit 50. Hereinafter, for convenience of explanation, traveling using power output from the engine 32 and power input / output from the motor 42 is referred to as hybrid traveling, and traveling using only power input / output from the motor 42 is electrically driven. That's it. First, the hybrid electronic control unit 50 sets and sets the required torque required for the drive shaft 22 for traveling according to the accelerator opening from the accelerator pedal position sensor 54 and the vehicle speed V from the vehicle speed sensor 58. The travel power required for travel is calculated by multiplying the required torque by the rotational speed of the drive shaft 22 (for example, the rotational speed obtained by multiplying the rotational speed of the motor 42 or the vehicle speed V by the conversion factor). Subsequently, the correction power for charging / discharging the battery 48 obtained according to the storage ratio SOC, which is the ratio of the stored power stored in the battery 48 to the total capacity from the calculated traveling power (when discharging from the battery 48) Is set to an engine command power as a power to be output from the engine 32. Then, the set engine command power is compared with a start threshold value for starting the engine 32 and a stop threshold value for stopping the operation of the engine 32, and the engine command power is calculated when the operation of the engine 32 is stopped. When the engine command power is equal to or greater than the stop threshold value when the start threshold value is exceeded or when the engine 32 is being operated, that is, when an instruction for travel by hybrid travel is given, the engine 32 is halted. Sometimes the engine 32 is started, and when the engine 32 is operating, the operation of the engine 32 is continued. Here, the starting threshold is a predetermined power as the power in the vicinity of the lower limit of the power region where the engine 32 can be efficiently operated, and the stopping threshold is a power slightly smaller than the starting threshold. The specified power was used. When the operation of the engine 32 is continued or after the engine 32 is started, an operation line (for example, fuel efficiency) that can efficiently output the engine command power from the engine 32 and the relationship between the rotational speed of the engine 32 and the torque. The target operation point consisting of the target engine speed and target torque of the engine 32 is set using the optimum operation line), and within the range of the input / output limitation as the maximum power that can charge / discharge the battery 48, A torque command as a torque to be output from the motor 41 is set by the rotational speed feedback control so that the rotational speed becomes the target rotational speed, and when the motor 41 is driven by the torque command, the drive shaft is connected via the planetary gear 38. Torque obtained by subtracting the torque acting on the motor 22 from the required torque and the torque command of the motor 42 Set Te. The set target rotational speed and target torque of the engine 32 are transmitted to the engine electronic control unit 36, and torque commands for the motors 41 and 42 are transmitted to the motor electronic control unit 46. The engine electronic control unit 36 that has received the target rotational speed and the target torque executes intake air amount control, fuel injection control, ignition control, etc. of the engine 32 so that the engine 32 is operated by the target rotational speed and the target torque. The motor electronic control unit 46 that has received the torque commands of the motors 41 and 42 performs switching control of the switching elements of the inverters 43 and 44 so that the motors 41 and 42 are driven by the torque commands. By such control, the hybrid vehicle 20 can be driven by hybrid driving.

  The set engine command power is compared with a start threshold value for starting the engine 32 and a stop threshold value for stopping the operation of the engine 32. When the engine 32 is operating, the engine command power is set to the stop threshold value. When the engine command power is below the starting threshold when the engine power is lower or when the operation of the engine 32 is stopped, that is, when an instruction for electric driving is given, the engine electronic control is performed to stop the operation of the engine 32. An engine operation stop command is transmitted to the unit 36. The engine electronic control unit 36 that has received the engine operation command stops the operation of the engine 32 when the engine 32 is operated, and continues to stop the operation of the engine 32 when the operation of the engine 32 is stopped. . When the operation stop of the engine 32 is continued or after the operation of the engine 32 is stopped, a value 0 is set in the torque command of the motor 41 and the required torque is set in the torque command of the motor 42. , 42 is transmitted to the motor electronic control unit 46. The motor electronic control unit 46 that has received the torque commands of the motors 41 and 42 performs switching control of the switching elements of the inverters 43 and 44 so that the motors 41 and 42 are driven by the torque commands. By such control, the hybrid vehicle 20 can be driven by electric driving.

  Further, as shown in FIG. 6, the hybrid electronic control unit 50 switches the characteristics of the transmission mount 64 in accordance with the operating state of the engine 32. That is, as shown in the figure, when the hybrid running instruction is given and the engine 32 is in operation (step S100), the negative pressure actuator 94 is controlled so that the transmission mount 64 is in the mount characteristic A state (step S110). When the electric running instruction is given and the engine 32 is stopped (step S100), the negative pressure actuator 94 is controlled so that the transmission mount 64 is in the mount characteristic B state (step S120). FIG. 7 is an explanatory diagram showing the relationship between the vehicle speed V and the volume of the vehicle interior sound generated in the vehicle interior due to the primary component of the vibration generated in the transmission case 66 as the motor 42 is driven. As shown in the figure, when the engine 32 is stopped, the transmission mount 64 is in the mount characteristic B state, so that vibration propagating from the transmission case 66 to the vehicle body as the motor 42 is driven is in the mount characteristic A state. It can be made louder at a certain time, and the sound of the motor 42 that can be heard in the passenger compartment can be made louder. As described above, when the engine 32 is operating, that is, when the vehicle is running in a hybrid manner, the transmission mount 64 is in the mount characteristic A state, and the dynamic spring constant is almost the entire frequency range of the vibration generated in the transmission case 66. On the other hand, the vibration propagating from the transmission case 66 to the vehicle body can be reduced by making it less than the predetermined value Kref. Thereby, a vehicle interior sound can be made small and a ride quality can be improved. Further, when the operation of the engine 32 is stopped, that is, when the vehicle is electrically driven, the vibration in the frequency range Δf among the vibrations generated in the transmission case 66 by setting the transmission mount 64 to the mount characteristic B state. Can be propagated largely from the transmission case 66 to the vehicle body, and vibrations with frequencies other than the frequency range Δf can be propagated small from the transmission case 66 to the vehicle body. As a result, it is possible to increase the vibration generated in the vehicle interior as the motor 42 is driven and the vehicle interior sound heard by the driver. Can be suppressed from feeling uncomfortable. Also. With respect to vibrations outside the frequency range Δf, propagation to the vehicle body is suppressed, so that ride comfort can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, the dynamic spring constant of the transmission mount 64 is less than the predetermined value tref over almost the entire frequency range of vibration generated in the transmission case 66 when the hybrid traveling is instructed (mount characteristics). By controlling the negative pressure actuator 94 of the transmission mount 64 so that the total opening cross-sectional area becomes the value S1), the vibration propagating from the transmission mount 64 to the vehicle body can be reduced. Improvements can be made. When the electric running is instructed, the dynamic spring constant of the transmission mount 64 in the frequency range Δf of the vibration generated as the motor 42 is driven out of the vibration generated in the transmission case 66 is greater than or equal to a predetermined value tref (the state of the mount characteristic B, That is, by controlling the negative pressure actuator 94 of the transmission mount 64 so that the total opening cross-sectional area of the orifice becomes a value larger than the value S1 (S1 + S2), the frequency range Δf in the vibration propagating from the transmission case 66 to the vehicle body is controlled. It is possible to increase the vibration in the vehicle interior by increasing the vibration, and to suppress the passenger from feeling uncomfortable due to the low sound in the vehicle interior.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 32 corresponds to the “internal combustion engine”, the motor 42 corresponds to the “electric motor”, the battery 48 corresponds to the “secondary battery”, the transmission case 66 corresponds to the “storage case”, and the engine The mounts 60 and 62 and the transmission mount 64 correspond to “a plurality of mounts”, and the transmission mount 64 corresponds to “a mount mounted on the storage case among the plurality of mounts”. A process of setting the target rotational speed and target torque of the engine 32 so as to travel by traveling and transmitting them to the engine electronic control unit 36 and setting torque commands of the motors 41 and 42 to transmit to the motor electronic control unit 46 Engine operation so that the vehicle can be driven by electric driving when instructed to The stop command is transmitted to the engine electronic control unit 36, the value 0 is set in the torque command of the motor 41, and the torque command of the motors 41, 42 set by setting the required torque in the torque command of the motor 42 is used as the motor electronic. When the processing to be transmitted to the control unit 46 and hybrid running are instructed, the dynamic spring constant of the transmission mount 64 is less than a predetermined value tref over almost the entire frequency range of vibration generated in the transmission case 66 (the state of the mount characteristic A, that is, The process of controlling the negative pressure actuator 94 of the transmission mount 64 so that the total opening cross-sectional area becomes the value S1), of the vibration generated in the transmission case 66 among the vibrations generated in the transmission case 66 when the electric running is instructed. The tiger in the frequency range Δf The negative pressure actuator 94 of the transmission mount 64 is adjusted so that the dynamic spring constant of the transmission mount 64 is equal to or greater than a predetermined value tref (the state of the mount characteristic B, that is, the total opening cross-sectional area of the orifice is greater than the value S1 (S1 + S2)). Control the intake air amount, fuel injection control, ignition control, etc. of the engine 32 so that the engine 32 is operated by the hybrid electronic control unit 50 that executes the control processing, the target rotational speed and the target torque, or stops the engine operation. An engine electronic control unit 36 for executing a process of stopping the operation of the engine 32 in response to the command, and a motor electronic control unit 46 for switching control of the switching elements of the inverters 43 and 44 so that the motors 41 and 42 are driven by the torque command; Corresponds to “control means”.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 drive shaft, 24 differential gear, 26a, 26b drive wheel, 32 engine, 33 temperature sensor, 34 crankshaft, 36 engine electronic control unit, 38 planetary gear, 41, 42 motor, 43, 44 inverter, 46 Electronic control unit for motor, 48 battery, 49 temperature sensor, 50 electronic control unit for hybrid, 52 shift position sensor, 54 accelerator pedal position sensor, 56 brake pedal position sensor, 58 vehicle speed sensor, 60, 62, 160-162 engine mount 64,164 Transmission mount, 66 Transmission case, 70, 72 Mounting bracket, 74 Anti-vibration rubber, 76 Diaphragm, 78 Pressure receiving chamber, 80 Equilibrium chamber, 2 partition member, 82a idle orifice, 82b shake orifice, 84 press fitting, 86 the negative pressure chamber 88 negative pressure port, 90 a coil spring, 92 an air supply device, 94 the negative pressure actuator.

Claims (1)

An internal combustion engine capable of outputting power for traveling, an electric motor capable of inputting / outputting power for traveling, a secondary battery capable of exchanging electric power with the electric motor, and the electric motor attached to and internal to the internal combustion engine Using a stored storage case, a plurality of mounts in which the internal combustion engine and the storage case are suspended from a vehicle body and at least one is attached to the storage case, power from the internal combustion engine, and power from the motor When the hybrid running to be run is instructed, the internal combustion engine and the electric motor are controlled to run by the hybrid running, and the running from the electric motor is performed with the operation of the internal combustion engine stopped. Control means for controlling the internal combustion engine and the electric motor to run by the electric running when In the hybrid automobile including,
Among the plurality of mounts, the mount attached to the storage case is formed by connecting a storage case mounting portion attached to the storage case and a vehicle body mounting portion attached to the vehicle body by a connecting rubber. Working oil is sealed in a second oil chamber separated from the first oil chamber by a first oil chamber composed of the connecting rubber and a partition wall formed with an orifice. A mount that can change the degree of vibration propagating from the storage case to the vehicle body by changing the opening cross-sectional area that is open,
Among the plurality of mounts, the mount attached to the storage case includes a storage case attachment portion attached to the storage case, a vehicle body attachment portion attached to the vehicle body, the storage case attachment portion, and the vehicle body attachment portion. And a first oil chamber in which a part of the wall is made of the connection rubber and filled with working oil, and the working oil is separated from the first oil chamber by a partition wall formed with an orifice. A mount capable of changing the degree of vibration propagating from the storage case to the vehicle body by changing an open sectional area of the orifice in the sectional area of the orifice. Yes,
The control means controls the mount so that an opening sectional area of the orifice becomes a predetermined predetermined sectional area when the hybrid traveling is instructed, and an opening sectional area of the orifice when the electric traveling is instructed. A hybrid vehicle which is means for controlling the mount so that is larger than the predetermined cross-sectional area.

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