JP2018177184A - Hybrid motorcar - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine ability of starting an engine under a situation of running out of gasoline more appropriately and to elongate travelable distance under a situation of running out of gasoline.SOLUTION: In occurrence of running out of gasoline, motor traveling priority mode is set initially. Then, in a case where an indicator value obtained by applying acceleration to an indicator value map in which a relationship between an acceleration and an indicator value representing easiness of withdrawing fuel by an inlet port of a fuel pump is defined denotes that fuel is more easily withdrawn than an indicator value of a case of occurrence of running out of gasoline, the engine is started and battery charge priority mode is set. In addition, in a case where the indicator value denotes that fuel is more hardly withdrawn than an indicator value of a case of occurrence of running out of gasoline, a motor traveling priority mode is set.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle.

  Heretofore, as this type of hybrid vehicle, there has been proposed one that detects a gas shortage based on the road surface gradient from the gradient sensor when the fuel level from the fuel level sensor is the value 0 (for example, Patent Document 1) reference). In this car, when the fuel level is 0 and the road surface slope from the slope sensor is above the threshold, it is determined that the fuel level is not detected due to the road surface slope, and the fuel level is 0 when the fuel level is 0 When the road surface gradient from the vehicle is less than the threshold value, it is determined that the gas consumption has been reached due to the fuel consumption of the engine. Moreover, in this car, while the number of remaining times of the system start is less than the threshold while the fuel remaining amount continues to be less than the predetermined remaining amount indicating the out-of-gas condition, the system operation is permitted by limiting to the motor operation mode. When the number of times of system activation reaches a threshold or more while continuing the amount of remaining fuel less than the predetermined amount, system activation is prohibited, and thereby, permission of system activation is properly performed. There is.

JP 2008-284972 A

  As a fuel level sensor, it is common to use a sender gauge that detects the liquid level of the fuel using float, but when the fuel is extremely low, the float of the fuel tank is caused by the vibration of the vehicle due to traveling. In order to suppress the generation of a tapping sound due to hitting the bottom, it is installed in a slightly floating state so that a slight gap is left between the float and the bottom. For this reason, when the fuel level sensor indicates a value of 0, it becomes difficult to determine whether there is a little or no fuel remaining in the fuel tank, and it is possible to properly determine whether or not the engine can be started. Can not. Further, in the hybrid vehicle, even if the gas runs out, it is possible to travel by the motor travel, but it is also desired to increase the travelable distance at that time.

  The hybrid vehicle according to the present invention has as its main object to more appropriately determine whether or not to start the engine at the time of gas exhaustion and to increase the travelable distance at the time of gas exhaustion.

  The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine driven by fuel supplied by a fuel pump having a suction port at a predetermined location near the bottom surface of the fuel tank;
A generator that generates electricity using power from the engine;
A motor that outputs driving power,
A storage device that exchanges power with the generator and the motor;
The engine and the generator according to a traveling mode selected from a plurality of traveling modes including a motor traveling priority mode in which traveling is prioritized by motor traveling and a charging traveling priority mode in which the charging of the power storage device is prioritized and travels. And a controller for controlling the motor and the motor;
A hybrid vehicle comprising
When the controller runs out of gas,
(A) set the motor travel priority mode;
(B) An index value derived by applying acceleration to an index value map that defines a relationship between acceleration and an index value of ease of fuel intake at the suction port of the fuel tank is an index when a gas shortage occurs. The engine is started to set the charge travel priority mode when it is easy to suck in fuel compared to the value, and the motor travel priority mode is set when it is difficult to suck in fuel as compared to the index value at the time of gas shortage. Do,
Make it a gist.

  In the hybrid vehicle of the present invention, according to the travel mode selected from the plurality of travel modes including the motor travel priority mode which gives priority to travel by motor travel and the charge travel priority mode which travels with priority given to charging of the storage device. Control the engine, generator and motor. When a gas shortage occurs, the motor travel priority mode is set and the vehicle travels. During traveling in the motor travel priority mode at the time of this gas shortage, the relationship between the acceleration and the index value of the ease of intake of fuel at the intake port of the fuel pump of the fuel tank is determined in advance and acceleration is applied to the index value map The derived index value is compared with the index value at the time of gas shortage. If the index value is set to a large value so that it is easy to suck in the fuel, it will be easier to suck in the fuel than when the gas runs out if the index value is larger than the index value when the gas runs out. It can be determined that the remaining fuel can be supplied to the engine to start the engine. For this reason, during traveling in the motor travel priority mode at the time of this gas shortage, the engine is started to start the charge travel priority mode when the fuel is easily sucked in as compared to the index value at the time of gas shortage occurring. By setting, it is possible to increase the travelable distance when gas runs out. On the other hand, when the index value is smaller than the index value at the time of gas shortage, it is difficult to suck in the fuel compared to the time of gas shortage, so it is difficult to supply the fuel remaining in the fuel tank by the fuel pump to the engine. Therefore, it can be determined that the engine can not be started. For this reason, when it is difficult for the index value to suck fuel compared to the index value at the time of gas shortage, by setting the motor travel priority mode, it is possible to suppress the consumption of power due to useless engine start. As a result of these, it is possible to more appropriately determine whether or not to start the engine when the gas runs out, and it is possible to increase the travelable distance when the gas runs out. As the acceleration, one or both of the acceleration in the front-rear direction of the vehicle and the acceleration in the left-right direction of the vehicle can be used.

  In the hybrid vehicle of the present invention, when it is determined that the output of the engine is reduced after the start of the engine after the out of gas occurs, the output of the engine is before the out of gas occurs. The gas shortage determination time as the time until the gas shortage is determined may be shortened compared to when it is determined that the pressure is decreasing. In a hybrid vehicle, when it is determined that the output of the engine is reduced, the engine is often motorized by a starter or a generator to prevent an engine stall. When it is determined that the output of the engine after the start of the engine after the occurrence of the gas shortage has decreased, there is a high possibility that it is due to the gas shortage. Therefore, by shortening the time for determining the gas shortage, it is possible to quickly stop the motoring for preventing the engine stall and to suppress the waste of energy.

FIG. 1 is a block diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of a traveling mode setting routine executed by the HVECU 70. FIG. 6 is a flowchart showing an example of an out-of-gas travel mode setting routine executed by the HVECU 70. FIG. It is an explanatory view showing an example of a map for index value setup in case a bottom of a fuel tank is square-like. FIG. 6 is an explanatory view showing an example of an index value setting map when the bottom surface of the fuel tank has a rectangular shape and the longitudinal direction is the front-rear direction of the vehicle. 6 is a flowchart showing an example of a gas shortage detection processing routine executed by the HVECU 70. It is explanatory drawing which shows an example of time-sequential operation | movement at the time of gas exhaustion.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment has an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as "HVECU"). And 70.

  The engine 22 is configured as an internal combustion engine that outputs power by using gasoline or light oil stored in the fuel tank 27 and supplied by the fuel pump 28 as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. The suction port 28 a of the fuel pump 28 is disposed on the rear right side of the fuel tank 27 in the vehicle front-rear direction below the lower limit position of the float 29 a of the fuel level sensor 29 attached to the fuel tank 27.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port and a communication port Prepare. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 through input ports. As a signal input through the input port, for example, a crank position from a crank position sensor (not shown) for detecting a rotational position of the crankshaft 26 or a water temperature sensor (not shown) for detecting a temperature of cooling water of the engine 22 The cooling water temperature Tw etc. can be mentioned. The fuel level Lf from the fuel level sensor 29 attached to the fuel tank 27 can also be mentioned. Further, various control signals for driving the engine 22 are output from the engine ECU 24 through the output port. As a control signal output via the output port, for example, a drive signal to a fuel injection valve (not shown), a drive signal to a throttle valve (not shown), a control signal to an ignition coil (not shown) integrated with an igniter, etc. Can be mentioned. Also, a drive signal to the fuel pump 28 can be mentioned. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on the crank position from a crank position sensor (not shown).

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to the drive shaft 36 connected to the drive wheels 38 a and 38 b via the differential gear 37 and the rotor of the motor MG 2. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as, for example, a synchronous generator motor. As described above, the rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor. As described above, the rotor of the motor MG2 is connected to the drive shaft 36. The inverters 41 and 42 are connected to the power line 54 together with the battery 50. The motors MG1 and MG2 are rotationally driven 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 processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. The following can be mentioned as a signal from various sensors. Rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 for detecting rotational positions of the rotors of the motors MG1 and MG2, respectively. Phase current from a current sensor that detects current flowing to each phase of the motors MG1 and MG2. A switching control signal or the like to switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 in accordance with a control signal from the HVECU 70. In addition, motor ECU 40 outputs data on the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured, for example, as a lithium ion secondary battery, and is connected to the power line 54 together with the inverters 41 and 42 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 with a central CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. As signals from various sensors, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50 (from the battery 50 The battery temperature Tb from the temperature sensor 51 c attached to the battery 50 can be cited as a positive value when discharging. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the 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.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, besides the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port and a communication port. Signals from various sensors are input to the HVECU 70 through input ports. As signals from various sensors, feed power Ph from the power sensor 62 for detecting feed power of external feed by the external feed device 60, an ignition signal from the ignition switch 80, and a shift position for detecting the operation position of the shift lever 81 The shift position SP from the sensor 82 can be mentioned. In addition, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the amount of depression of the accelerator pedal 83, and the brake pedal position BP from the brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85 can be mentioned. . Furthermore, the vehicle speed V from the vehicle speed sensor 88, the acceleration Gy in the longitudinal direction of the vehicle from the G sensor 89 for detecting acceleration, and the acceleration Gx in the lateral direction of the vehicle can be mentioned. 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. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36 The operation control of the engine 22 and the motors MG1 and MG2 is performed so that the storage ratio SOC of the battery 50 is in the control range centered on the target storage ratio SOC *. The traveling mode includes a motor traveling priority mode in which priority is given to motor traveling that travels with only power from the motor MG2 in a state where operation of the engine 22 is stopped, and traveling with operation of the engine 22 and charge and discharge of the battery 50. A hybrid travel priority mode in which hybrid travel is prioritized, a charge priority mode in which travel with priority is given to charging of the battery 50 with the operation of the engine 22, and the like can be mentioned. In the charge priority mode, for example, the battery 50 is operated by the charge power corresponding to the motive power output from the engine 22 minus the motive power used for traveling. Control mode to charge the battery.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when gas shortage is detected, will be described. FIG. 2 is a flow chart showing an example of a traveling mode setting routine executed by the HVECU 70, and FIG. 3 shows an example of a traveling mode setting routine for out of gas executed by the HVECU 70 after the occurrence of out of gas is detected. It is a flowchart shown. The traveling mode setting routine of FIG. 2 is repeatedly executed every predetermined time (for example, every several tens of msec) until occurrence of gas shortage is detected. The out-of-gas travel mode setting routine of FIG. 3 is repeatedly executed every predetermined time (for example, every several tens of msec) from the occurrence of out-of-gassing until the out-of-gassing determination is canceled.

  When the traveling mode setting routine is executed, the HVECU 70 first determines whether a gas shortage has occurred (step S100). The absence of gas is determined, for example, when the fuel level Lf from the fuel level sensor 29 has a value of 0 and the engine 22 in operation has a reduced output due to insufficient fuel supply for a predetermined time period. be able to. The out-of-gas detection process will be described later. In the hybrid vehicle 20 of the embodiment, when a decrease in the output of the engine 22 is detected, control is performed to motor the motor MG1 for a predetermined time to prevent engine stall. When such control is not performed, it is determined that the gas shortage has occurred when the fuel level Lf from the fuel level sensor 29 has a value of 0 and the operating engine 22 is stopped due to insufficient fuel supply. It is good also as things. When it is determined in step S100 that no gas shortage has occurred, a normal process of setting the traveling mode based on the accelerator opening Acc, the vehicle speed V, the storage ratio SOC, etc. is performed (step S110), and this routine is ended. .

  When it is determined in step S100 that gas shortage has occurred, acceleration Gy in the vehicle longitudinal direction from the G sensor 89 and acceleration Gx in the lateral direction of the vehicle are input (step S120), and the inputted accelerations Gx, Gy and index value setting The index value Idx0 of the easiness of fuel intake at the time of the gas shortage occurrence is set and stored using the map for and (step S130). FIG. 4 shows an example of the index value setting map when the bottom of the fuel tank is square, and FIG. 5 shows an example of the index value setting map when the bottom of the fuel tank is rectangular and the longitudinal direction is the vehicle longitudinal direction. Indicates In the figure, the hatched circle indicates the arrangement of the suction port 28 a of the fuel pump 28. Also, the numbers indicate index value Idx of the ease of fuel intake by the intake port 28a. In the embodiment, the index value Idx is set to be a larger value as the fuel is easily sucked by the suction port 28a. These index value setting maps can be determined by examining the relationship between the accelerations Gx and Gy and the index value Idx by experiment or the like. In the embodiment, the index value Idx0 of the ease of intake of fuel at the time of gas shortage occurrence is set by applying the accelerations Gx and Gy to the index value setting map to derive the corresponding index value Idx. When the index value Idx0 is thus set, the motor travel priority mode is set to the travel mode (step S140), and this routine is ended.

  When out of gas occurs, the traveling mode is set by the out-of-gas traveling mode setting routine illustrated in FIG. 3. When the out-of-gas traveling mode setting routine is executed, the HVECU 70 first inputs the accelerations Gx and Gy from the G sensor 89 (step S200), and uses the accelerations Gx and Gy and the index value setting map. A fuel easiness index value Idx for the time of fuel is set (step S210). Subsequently, it is determined whether the set index value Idx is larger than the index value Idx0 at the time of gas shortage (step S220). When the index value Idx is larger than the index value Idx0 at the time of the gas shortage, it is judged that the fuel is more easily sucked in than at the time of the gas shortage, the gas shortage determination is canceled (step S230), and the engine 22 is started (step S240) ), The charging priority mode is set (step S250), and this routine ends.

  Here, detection of gas shortage will be described. The out-of-gas detection is performed by the out-of-gas detection processing routine shown in FIG. This routine is repeatedly executed at predetermined time intervals when the engine 22 is operated by the HVECU 70. When the out-of-gassing detection routine is executed, the HVECU 70 first determines whether the fuel level Lf from the fuel level sensor 29 is the value 0 (step S300). If it is determined that the fuel level Lf is not 0, it is determined that the gas is not out, and the present routine is ended. When it is determined that the fuel level Lf is the value 0, it is determined whether the output of the engine 22 is decreasing (step S310). The output reduction of the engine 22 can be determined, for example, when the torque Te output from the engine 22 is smaller than the target torque Te * and less than or equal to a threshold. The torque Te output from the engine 22 can be calculated from the torque Tm1 of the motor MG1. When it is determined that the output of the engine 22 has not decreased, it is determined that the gas is not out, and this routine is ended.

  If it is determined in step S310 that the output of the engine 22 is decreasing, it is determined whether there is a gas shortage history (step S320). The out-of-gas history is stored in step S360, which will be described later, of this routine, and is released when it is refueled. When there is no gas shortage history, the normal predetermined time Tset1 is set as the gas absence determination time Tg (step S330), and when there is a gas absence history, the gas absence determination time Tg is a predetermined time Tset2 shorter than the normal predetermined time Tset1. It sets (step S340). Then, it is determined whether or not the state in which the fuel level Lf is 0 and the output decrease of the engine 22 continues continues for the gas shortage determination time Tg (step S350). When it is determined that the gas shortage determination time Tg has not elapsed, it is determined that the gas shortage can not be determined yet, and the present routine is ended. On the other hand, when it is determined that the gas shortage determination time Tg has elapsed, the detection of the gas shortage is determined (step S360), the gas shortage history is stored (step S360), and this routine is ended.

  FIG. 7 is an explanatory view showing an example of time-series operation at the time of out of gas. In FIG. 7, from top to bottom, acceleration Gx, acceleration Gy, index value Idx of ease of fuel intake, operating state of engine 22, presence or absence of output reduction of engine 22, cranking of engine 22 by motor MG1 (motoring) These figures show the determination of the out-of-gas condition, the presence or absence of out-of-gas history, and the time change of the traveling mode. In order to facilitate the description, the acceleration Gx in the left-right direction of the vehicle is a constant value. At time T1, the output of the engine 22 decreases due to the lack of fuel supply, and cranking (motoring) of the engine 22 by the motor MG1 is started to avoid an engine stall. At this time, since there is no gas shortage history, a normal predetermined time Tset1 is set as the gas shortage determination time Tg. As predetermined time Tset1, 10 seconds, 15 seconds, etc. can be used, for example. It is determined that gas shortage has occurred at time T2 when gas shortage determination time Tg (normal predetermined time Tset1) has elapsed from time T1, gas shortage history is stored, the engine 22 is stopped, and motor travel priority mode (FIG. 7). Set the priority to EV). Then, the index value Idx is set as the index value Idx0 at the time of gas shortage occurrence for the ease of fuel intake at this time. The engine 22 is started at time T3 in which the index value Idx of the ease of intake of fuel becomes larger than the index value Idx0 at the time of gas shortage due to the change of the acceleration Gy, and the charge priority mode is set. As a result, the storage ratio SOC of the battery 50 is increased, and the travelable distance at the time of gas shortage is increased. When the output of the engine 22 is reduced due to the fuel supply shortage at time T4 when the index value Idx of the ease of suction of fuel decreases due to the consumption of fuel or acceleration Gy, cranking (motoring) is performed by the motor MG1. At this time, since there is a gas shortage history, a predetermined time Tset2 shorter than the normal predetermined time Tset1 is set as the gas shortage determination time Tg. For example, 3 seconds or 5 seconds can be used as the predetermined time Tset2. It is determined that the gas shortage has occurred at time T5 when the gas shortage determination time Tg (predetermined time Tset2) has elapsed from time T4, and the engine 22 is stopped to set the motor travel priority mode. For this reason, cranking (motoring) by the motor MG1 accompanying the output reduction of the engine 22 is also stopped. Since the predetermined time Tset2 shorter than the normal predetermined time Tset1 is set to the gas shortage determination time Tg, cranking (motoring) by the motor MG1 can be promptly stopped with the decrease in the output of the engine 22, which is useless. Energy consumption can be suppressed.

  In the hybrid vehicle 20 of the embodiment described above, when out-of-gassing occurs, the index value Idx0 at the time of out-of-gassing occurrence is set and stored using accelerations Gx and Gy and the index value setting map, and motor traveling priority Set the mode. As a result, even when a gas shortage occurs, evacuation and traveling can be performed. After that, when the index value Idx obtained using the accelerations Gx and Gy and the index value setting map is larger than the index value Idx0 at the time of gas shortage, the engine 22 is started to set the charge priority mode. As a result, the storage ratio SOC of the battery 50 can be increased, and the travelable distance when gas runs out can be increased.

  Further, in the hybrid vehicle 20 of the embodiment, cranking (motoring) by the motor MG1 can be promptly stopped with the decrease in the output of the engine 22, and wasteful energy consumption can be suppressed. A gas shortage is determined by setting a predetermined time Tset2 shorter than the normal predetermined time Tset1 to the gas shortage determination time Tg. As a result, it is possible to promptly determine the gas shortage after the start of the engine after the gas shortage has occurred, and to immediately stop the cranking (motoring) by the motor MG1 accompanying the output reduction of the engine 22, and waste energy Consumption can be reduced.

  In the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a motor may be connected to the drive shaft connected to the drive wheel via the transmission, and an engine may be connected to the rotary shaft of the motor via the clutch. In this case, it may be considered that one motor serves as a "generator" and a "motor". In addition, a drive motor connected to a drive wheel may be connected to a drive motor, and a power generation motor for exchanging power with the drive motor may be connected to an output shaft of the engine.

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

  The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

  Reference Signs List 20 hybrid vehicle, 22 engine, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 27 fuel tank, 28 fuel pump, 28a suction port, 29 fuel level sensor, 29a floating, 30 planetary gear, 36 drive shaft, 37 Differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery Electronic control unit (battery ECU), 54 power line, 70 electronic control unit for hybrid (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 G sensor, MG1, MG2 motor.

Claims (2)

An engine driven by fuel supplied by a fuel pump having a suction port at a predetermined location near the bottom surface of the fuel tank;
A generator that generates electricity using power from the engine;
A motor that outputs driving power,
A storage device that exchanges power with the generator and the motor;
The engine and the generator according to a traveling mode selected from a plurality of traveling modes including a motor traveling priority mode in which traveling is prioritized by motor traveling and a charging priority mode in which the charging of the power storage device is prioritized and traveling. A control device that controls the motor;
A hybrid vehicle comprising
When the controller runs out of gas,
(A) set the motor travel priority mode;
(B) An index value derived by applying acceleration to an index value map that defines a relationship between acceleration and an index value of ease of fuel intake at the suction port of the fuel tank is an index when a gas shortage occurs. The engine is started to set the charge priority mode when it is easy to suck in fuel compared to the value, and the motor travel priority mode is set when it is difficult to suck in the fuel compared to the index value at the time of gas shortage. ,
Hybrid car. The hybrid vehicle according to claim 1,
When the control device determines that the output of the engine is decreasing after the start of the engine after the occurrence of the gas shortage, and determines that the output of the engine is decreasing before the occurrence of the gas deficiency. To reduce the gas shortage determination time as the time until the gas shortage is determined,
Hybrid car.

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