JP2017171023A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid automobile that can restrain a user from receiving an unnatural feeling (a feeling of a CD mode is impaired) when the automobile is in the CD mode.SOLUTION: When a shift position is a parking position and when an accelerator pedal is stepped on (S110), when a travel mode is a CD mode and operation of an engine is stopped (S120 and S130), the engine is not started (racing control is not executed). Thus, the start of the engine when a user steps on the accelerator pedal by mistake can be avoided, when the shift position is the parking position and the travel mode is the CD mode and when the operation of engine is stopped, so that it is possible to restrain the user from receiving an unnatural feeling (a feeling of the CD mode is impaired).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine, a motor, and a battery.

  Conventionally, this type of hybrid vehicle has been proposed that includes an engine and a motor, and performs a racing operation when an accelerator pedal is depressed while the shift position is a parking position (see, for example, Patent Document 1).

JP 2009-143356 A

  By the way, some hybrid vehicles, particularly hybrid vehicles capable of charging a battery using electric power from an external power source when the system is off, run while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. Here, the CD mode is a mode in which the electric driving is more preferential than the CS mode among the hybrid driving that runs with the operation of the engine and the electric driving that runs without the operation of the engine. If the racing position is set to the parking position and the accelerator pedal is depressed, regardless of whether the driving mode is the CD mode or the CS mode, the racing (blank) operation is performed. In the CD mode, the engine needs to be started. There are many cases. When the engine is started when the user accidentally steps on the accelerator pedal while the engine is stopped in the parking position when the shift position is the parking position in the CD mode, the user may feel uncomfortable (the CD mode feeling is impaired). is there.

  The main purpose of the hybrid vehicle of the present invention is to prevent the user from feeling uncomfortable in the CD mode (the CD mode feeling is impaired).

  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
Engine,
A motor,
A battery capable of supplying power to the motor;
Control means for controlling the engine and the motor so as to run while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode;
A hybrid vehicle comprising:
In the CS mode, when the shift position is the parking position and the accelerator pedal is depressed, the control means controls the engine so that the engine is operated with no load at a rotational speed corresponding to the accelerator opening. The control is executed, and in the CD mode, the racing control is not executed.
This is the gist.

  In the hybrid vehicle of the present invention, when the shift position is the parking position and the accelerator pedal is depressed, and in the CS mode, the engine is controlled so that the engine is operated at no load at a rotation speed corresponding to the accelerator opening. The racing control is executed, and the racing control is not executed in the CD mode. Accordingly, it is possible to prevent the engine from being started when the user depresses the accelerator pedal accidentally while the shift position is the parking position in the CD mode and the engine is stopped. As a result, it is possible to prevent the user from feeling uncomfortable (the CD mode feeling is impaired). Of course, in the CS mode, it is possible to make the user feel empty.

  In such a hybrid vehicle of the present invention, the control means does not start the engine when the engine is stopped in the CD mode when the accelerator pedal is depressed when the shift position is the parking position. The racing control may not be executed, and the racing control may be executed when the engine is in operation. Thereby, when the engine is stopped, it can be avoided that the engine is started, and when the engine is operated, the user can feel a feeling of vacancy.

  In this aspect of the hybrid vehicle of the present invention, the control means is different from the depression of the accelerator pedal when the engine is stopped in the CD mode when the shift position is the parking position and the accelerator pedal is depressed. When the engine is started by satisfying a start condition, the racing control may be executed. In this way, it is possible to make the user feel a feeling of vacancy. Here, examples of the “starting conditions different from the depression of the accelerator pedal” include parts protection conditions and heating requirement conditions in the passenger compartment.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the racing request flag setting routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the relationship between the accelerator opening Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP is a parking position. It is explanatory drawing which shows an example of the relationship between the accelerator opening Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP is a parking position. It is explanatory drawing which shows an example of the relationship between the accelerator opening Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP is a parking position. It is explanatory drawing which shows an example of the relationship between the accelerator opening degree Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP of a modification is a parking position. It is explanatory drawing which shows an example of the relationship between the accelerator opening degree Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP of a modification is a parking position. It is explanatory drawing which shows an example of the relationship between the accelerator opening degree Acc, driving mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP of a modification is a parking position. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  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 includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, and an electronic control unit for hybrid (hereinafter, referred to as a hybrid vehicle). 70) (referred to as “HVECU”).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 via an input port. Have been entered. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG 1 and MG 2, and are connected to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 includes signals from various sensors necessary for managing the battery 50, for example, a voltage Vb from the voltage sensor 51a attached between the terminals of the battery 50, and a current sensor attached to the output terminal of the battery 50. The current Ib and the like from 51b are input via the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates power storage rate SOC based on the integrated value of current Ib from current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  The charger 60 is connected to the power line 54. The charger 60 is a charging point such as a home or a charging station. When the power plug 61 is connected to an external power source 69 such as a household power source or an industrial power source, a battery using the power from the external power source 69 is used. It is comprised so that 50 can be charged. The charger 60 supplies power from the external power source 69 to the battery 50 by being controlled by the HVECU 70 when the power plug 61 is connected to the external power source 69.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. As a signal input to the HVECU 70, for example, a connection signal from the connection switch 62 that determines whether or not the power plug 61 is connected to the external power source 69 and an ignition signal from the ignition switch 80 is attached to the power plug 61. , A shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and the like. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the vehicle speed from the vehicle speed sensor 88. V etc. can also be mentioned. Furthermore, a driving mode Md from a mode changeover switch 89 for instructing switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) can also be mentioned. The CD mode is a mode in which the EV traveling is more preferential than the CS mode among the hybrid traveling (HV traveling) or the electric traveling (EV traveling). The HV traveling is a mode that travels with the operation of the engine 22. EV traveling is a mode in which the vehicle travels without the engine 22 being operated. A control signal to the charger 60 is output from the HVECU 70 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  Here, as the shift position SP, a parking position (P position), a reverse position (R position), a neutral position (N position), a drive position (D position), and the like are prepared.

  In the hybrid vehicle 20 of the embodiment thus configured, HV traveling or EV traveling is performed in the CD mode or the CS mode. When the power plug 61 is connected to the external power source 69 while the vehicle is stopped at a charging point such as at home or a charging station (system is stopped), the battery 50 is charged using the power from the external power source 69. The charger 60 is controlled as described above. When the power storage ratio SOC of the battery 50 is larger than a threshold value Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system activation), the power storage ratio SOC of the battery 50 is a threshold value Shv2 (for example, 25%). , 30%, 35%, etc.) or less), and in the CS mode until the system is turned off after the storage ratio SOC of the battery 50 reaches the threshold value Shv2. When the system is turned on and the storage ratio SOC of the battery 50 is less than or equal to the threshold value Shv1, the vehicle travels in the CS mode until the system is turned off. Further, when the mode switch 89 is operated, the current mode is switched from the current mode to the other mode among the CD mode and the CS mode.

  Further, in the hybrid vehicle 20 of the embodiment, when the racing request is made when the shift position SP is the parking position (P position) and the accelerator pedal 83 is depressed (the racing request flag Fr described later has a value of 1). ), Racing control is performed to control the engine 22 so that the engine 22 is operated without load at a rotational speed Nid corresponding to the accelerator opening degree Acc, and a racing request is made. When there is no racing (when the racing request flag Fr is 0), the racing control is not executed. Here, the racing request flag Fr is set by a racing request flag setting routine described later. Further, the rotational speed Nid is set to be larger when the accelerator opening degree Acc is large than when it is small. Specifically, the rotational speed Nid may be set so as to increase linearly or curvilinearly as the accelerator opening degree Acc is larger, or as the rotational speed Nid is larger, the second, third, fourth, It is good also as what is set so that it may become large in steps by the number of steps, such as.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when setting the racing request flag Fr will be described. FIG. 2 is a flowchart illustrating an example of a racing request flag setting routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed when the shift position SP is the parking position (P position).

  When the racing request flag setting routine is executed, the HVECU 70 first inputs data such as the accelerator opening Acc, the travel mode (CD mode, CS mode), and the engine operation flag Fe (step S100). Here, the value detected by the accelerator pedal position sensor 84 is input as the accelerator opening Acc. As the travel mode, the currently set travel mode is input from the CD mode and the CS mode. As the engine operation flag Fe, the value set by the engine operation flag setting routine is input from the engine ECU 24 by communication. In the engine operation flag setting routine, the engine ECU 24 sets a value 1 to the engine operation flag Fe when the engine 22 is operating, and sets a value 0 to the engine operation flag Fe when the engine 22 is stopped. To do.

  When the data is thus input, it is determined whether or not the accelerator pedal 83 is depressed based on the input accelerator opening Acc (step S110). If it is determined that the accelerator pedal 83 is not depressed, the racing request flag is determined. A value of 0 is set in Fr (step S140), and this routine is terminated.

  When it is determined in step S110 that the accelerator pedal 83 is depressed, it is determined whether the traveling mode is the CD mode or the CS mode (step S120). When it is determined that the traveling mode is the CS mode, the racing request flag is determined. A value of 1 is set in Fr (step S150), and this routine is terminated. In this case, racing control is executed. Thereby, it is possible to make the user feel a feeling of vacancy.

  When it is determined in step S120 that the travel mode is the CD mode, it is determined whether the engine operation flag Fe is 0 or 1 (step S130), and when it is determined that the engine operation flag Fe is 0, It is determined that the operation of the engine 22 has been stopped, the value 0 is set in the racing request flag Fr (step S140), and this routine is terminated. In this case, the racing control is not executed. Since the engine 22 is considered to be stopped, the engine 22 is not started.

  As described above, the CD mode is a mode in which the EV traveling is more prioritized than the CS mode in the hybrid traveling (HV traveling) or the electric traveling (EV traveling). For this reason, it is often necessary to start the engine 22 in order to execute the racing control. When the engine 22 is started when the user accidentally steps on the accelerator pedal 83 while the shift position is the parking position and the engine 22 is stopped in the CD mode, the user feels uncomfortable (the CD mode feeling is impaired). there is a possibility. Based on this, in the embodiment, the racing control is not executed by not starting the engine 22. As a result, it is possible to avoid starting the engine 22 when the user depresses the accelerator pedal 83 by mistake. Further, when the engine 22 is started and the operation is started, if the warm-up is not completed, the operation of the engine 22 is continued regardless of whether other stop conditions are satisfied until the warm-up is completed. In the CD mode, it is possible to avoid the engine 22 being started and operated for a certain period of time. As a result, it is possible to prevent the user from feeling uncomfortable (the CD mode feeling is impaired).

  If the engine operation flag Fe is 1 in step S130, it is determined that the engine 22 is operating, the value 1 is set in the racing request flag Fr (step S150), and this routine is terminated. In this case, racing control is executed. Thereby, even in the CD mode, when the engine 22 is operated, it is possible to make the user feel empty. Note that when the engine 22 is being operated in the CD mode under conditions other than the depression of the accelerator pedal 83 when the shift position SP is the parking position, the engine 22 may be used under conditions such as parts protection and passenger compartment heating requirements. Can be mentioned when is driving.

  3 to 5 are explanatory diagrams illustrating an example of the relationship among the accelerator opening Acc, the travel mode, the racing request flag Fr, and the state of the engine 22 when the shift position SP is the parking position.

  As shown in FIG. 3, the accelerator pedal 83 is not depressed (the accelerator opening degree Acc is 0), the driving mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped. When the accelerator pedal 83 is depressed from the state in which the accelerator pedal 83 is depressed (accelerator opening Acc increases from the value 0) (time t11), the racing request flag Fr is held at the value 0 and the engine 22 is not started (racing control is performed). Do not run). Thereby, starting of the engine 22 when the user accidentally depresses the accelerator pedal 83 can be avoided, and the user can be prevented from feeling uncomfortable (the CD mode feeling is impaired). Subsequently, from the state where the accelerator pedal 83 is depressed, the traveling mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped, conditions other than the depression of the accelerator pedal 83 (part protection) When the engine 22 is started under the condition of the heating request in the passenger compartment (time t12), the racing request flag Fr is switched from the value 0 to the value 1 to execute the racing control. Thereby, it is possible to make the user feel a feeling of vacancy.

  As shown in FIG. 4, when the accelerator pedal 83 is depressed, the running mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped, the storage ratio SOC of the battery 50 is When the driving mode is switched from the CD mode to the CS mode due to the threshold value Shv2 or less or when the mode switch 89 is operated (time t13), the racing request flag Fr is switched from the value 0 to the value 1, and the engine 22 is started. And execute racing control. Thereby, it is possible to make the user feel a feeling of vacancy.

  As shown in FIG. 5, the accelerator pedal 83 is depressed from a state where the accelerator pedal 83 is not depressed, the driving mode is the CS mode, the racing request flag Fr is 0, and the engine 22 is stopped. Sometimes (time t15), the racing request flag Fr is switched from the value 0 to the value 1, the engine 22 is started, and the racing control is executed. Thereby, it is possible to make the user feel a feeling of vacancy. Subsequently, when the accelerator pedal 83 is depressed, the traveling mode is the CS mode, the racing request flag Fr is 1 and the engine 22 is operated, the mode changeover switch 89 is operated to change the traveling mode to the CS mode. When the mode is switched to the CD mode (time t16), the racing request flag Fr is held at the value 1, and the execution of the racing control is continued. Thereby, it is possible to continue making the user feel a feeling of vacancy. Then, when the accelerator pedal 83 is depressed, the driving mode is the CD mode, the racing request flag Fr is 1 and the engine 22 is operated, the depression of the accelerator pedal 83 is released (accelerator opening degree). When Acc reaches the value 0 (time t17), the racing request flag Fr is switched from the value 1 to the value 0, the execution of the racing control is terminated, and the engine 22 is stopped. Thereafter, the accelerator pedal 83 is not depressed (accelerator opening Acc is a value of 0), the driving mode is the CD mode, the racing request flag Fr is a value of 0, and the engine 22 is stopped. When the accelerator pedal 83 is depressed (time t18), the racing request flag Fr is held at 0 as in the above-described time t11, and the engine 22 is not started (racing control is not executed).

  In the hybrid vehicle 20 of the above-described embodiment, when the shift position SP is the parking position and the accelerator pedal 83 is depressed, the engine 22 is not started when the traveling mode is the CD mode and the engine 22 is stopped. (Racing control is not executed). Thereby, when the shift position SP is the parking position, the traveling mode is the CD mode, and the engine 22 is stopped, it is possible to avoid starting the engine 22 when the user accidentally depresses the accelerator pedal 83. It is possible to prevent the user from feeling uncomfortable (the CD mode feeling is impaired).

  Further, in the hybrid vehicle 20 of the embodiment, when the shift position SP is the parking position and the accelerator pedal 83 is depressed, the traveling mode is the CS mode, or the traveling mode is the CD mode and the engine 22 is operated. Sometimes racing control is executed. Thereby, it is possible to make the user feel a feeling of vacancy.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 3, the accelerator pedal 83 is depressed, the running mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped. Thus, when the engine 22 is started under conditions other than the depression of the accelerator pedal 83 (time t12), the racing request flag Fr is switched from the value 0 to the value 1 to execute the racing control. However, as shown in FIG. 6, when the accelerator pedal 83 is depressed, the running mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped, the accelerator pedal 83 is depressed. When the engine 22 is started under other conditions (time t22), the racing request flag Fr may be held at a value of 0, and the racing control may not be executed. Even in this case, as in the embodiment, the accelerator pedal 83 is not in the state where the accelerator pedal 83 is depressed, the driving mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped. Is depressed (time t11 in FIG. 3 and time t21 in FIG. 6), the racing request flag Fr is held at the value 0, and the engine 22 is not started (racing control is not executed). That is, in this modification, when the traveling mode is the CD mode, the racing control is not executed when the accelerator pedal 83 is depressed regardless of whether the engine 22 is operated.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 4, the accelerator pedal 83 is depressed, the running mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped. Therefore, when the running mode is switched from the CD mode to the CS mode (time t13), the racing request flag Fr is switched from the value 0 to the value 1, and the engine 22 is started to execute the racing control. However, as shown in FIG. 7, when the accelerator pedal 83 is depressed, the running mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped, the running mode is the CD mode. When switching from the CS mode to the CS mode (time t23), the racing request flag Fr may be held at a value of 0, and the racing control may not be executed. In this case, after that, the accelerator pedal 83 is depressed from the state where the accelerator pedal 83 is not depressed, the driving mode is the CS mode, the racing request flag Fr is 0, and the engine 22 is stopped. Sometimes (time t24), the racing request flag Fr may be switched from the value 0 to the value 1, and the engine 22 may be started to execute the racing control.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 5, the accelerator pedal 83 is depressed, the driving mode is the CS mode, the racing request flag Fr is the value 1, and the engine 22 is being operated. When the mode changeover switch 89 is operated and the running mode is switched from the CS mode to the CD mode (time t16), the racing request flag Fr is held at the value 1 and the execution of the racing control is continued. However, as shown in FIG. 8, when the accelerator pedal 83 is depressed, the driving mode is the CS mode, the racing request flag Fr is the value 1, and the engine 22 is operated, the mode changeover switch 89 is operated. When the driving mode is switched from the CS mode to the CD mode (time t26), the racing request flag Fr may be switched from the value 1 to the value 0, the execution of the racing control may be terminated, and the engine 22 may be stopped. .

  In the hybrid vehicle 20 of the embodiment, the planetary gear 30 is connected to the drive shaft 36 coupled to the engine 22, the motor MG1, and the drive wheels 38a and 38b, and the motor MG2 is connected to the drive shaft 36. However, as shown in the modified hybrid vehicle 220 of FIG. 9, the motor MG is connected to the drive shaft 36 connected to the drive wheels 38a, 38b via the transmission 230, and the clutch 229 is connected to the rotation shaft of the motor MG. It is good also as a structure which connects the engine 22 via.

  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 22 corresponds to “engine”, the motor MG2 corresponds to “motor”, the battery 50 corresponds to “battery”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to “control means”. .

  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 problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  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 Engine, 23 Crank Position Sensor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel, 40 For Motor Electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Charger , 61 Power plug, 62 Connection switch, 69 External power supply, 70 Hybrid positron control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 8 An accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 89 mode switch, 220 a hybrid vehicle, 229 clutches, 230 transmission, MG, MG1, MG2 motor.

Claims (1)

Engine,
A motor,
A battery capable of supplying power to the motor;
Control means for controlling the engine and the motor so as to run while switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode;
A hybrid vehicle comprising:
In the CS mode, when the shift position is the parking position and the accelerator pedal is depressed, the control means controls the engine so that the engine is operated with no load at a rotational speed corresponding to the accelerator opening. The control is executed, and in the CD mode, the racing control is not executed.
Hybrid car.

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