JP6504092B2 - Hybrid car - Google Patents

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

JP, 2009-143356, A

  By the way, some hybrid vehicles, especially hybrid vehicles that can charge the battery using power from an external power supply when the system is off, travel by switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode. Here, the CD mode is a mode which gives higher priority to the electric traveling as compared to the CS mode among the hybrid traveling traveling with the operation of the engine and the electric traveling traveling without the operation of the engine. Assuming that the racing operation is performed regardless of the CD mode or the CS mode when the shift position is the parking position and the accelerator pedal is depressed, the engine needs to be started in the CD mode. There are many things. In the CD mode, when the user mistakenly depresses the accelerator pedal while the engine is stopped with the shift position at the parking position, there is a possibility that the user may feel discomfort when the engine is started (CD mode feeling is lost) is there.

  The hybrid vehicle of the present invention has as its main object to suppress a sense of discomfort (a feeling of CD mode being impaired) to the user in the CD mode.

  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
With the engine,
Motor,
A battery capable of supplying power to the motor;
Control means for controlling the engine and the motor so as to travel by switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode;
A hybrid vehicle comprising
The control means controls the engine such that the engine is operated with no load at a rotational speed corresponding to the accelerator opening when in the CS mode when the shift position is the parking position and the accelerator pedal is depressed. It is a means that executes control and does not execute the racing control when in the CD mode,
Make it a gist.

  In the hybrid vehicle according to the present invention, when the shift position is the parking position and the accelerator pedal is depressed, the engine is controlled such that the engine is operated at no load at a rotational speed corresponding to the accelerator opening in the CS mode. Executes racing control, and does not execute racing control in the CD mode. As a result, it is possible to prevent the engine from being started when the user mistakenly depresses the accelerator pedal while the engine is stopped at the shift position at the parking position in the CD mode. As a result, it is possible to suppress the user from feeling uncomfortable (the CD mode feeling is impaired). Naturally, in the CS mode, it is possible to make the user feel an empty feeling.

  In the hybrid vehicle of the present invention, the control means does not start the engine when the engine is stopped during the CD mode when the shift position is the parking position and the accelerator pedal is depressed. The racing control may not be executed, and the racing control may be executed when the engine is in operation. As a result, when the engine is stopped, it is possible to prevent the engine from being started, and when the engine is being operated, it is possible to make the user feel a sense of runaway.

  In the hybrid vehicle according to the present invention of this aspect, the control means is different from the depression of the accelerator pedal when the engine is at rest in the CD mode when the shift position is the parking position and the accelerator pedal is depressed. The racing control may be performed when the engine is started by the satisfaction of the starting condition. In this way, it is possible to make the user feel an empty feeling. Here, as the “starting conditions different from the depression of the accelerator pedal”, the conditions of component protection, the condition of the heating request of the passenger compartment, and the like can be mentioned.

FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flow chart which shows an example of a racing demand flag setting routine performed by HVECU 70 of an example. FIG. 6 is an explanatory view showing an example of a relationship between an accelerator opening Acc, a travel mode, a racing request flag Fr, and the state of the engine 22 when the shift position SP is at the parking position. FIG. 6 is an explanatory view showing an example of a relationship between an accelerator opening Acc, a travel mode, a racing request flag Fr, and the state of the engine 22 when the shift position SP is at the parking position. FIG. 6 is an explanatory view showing an example of a relationship between an accelerator opening Acc, a travel mode, a racing request flag Fr, and the state of the engine 22 when the shift position SP is at the parking position. FIG. 13 is an explanatory view showing 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 of the modification is the parking position. FIG. 13 is an explanatory view showing 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 of the modification is the parking position. FIG. 13 is an explanatory view showing 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 of the modification is the parking position. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 of a modification.

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

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like 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 processing programs, 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 to control the operation of the engine 22, for example, a crank angle θcr from a crank position sensor 23 for detecting the rotational position of the crankshaft 26 of the engine 22 via an input port. Has been input. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the 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 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 a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The 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, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. 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 centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. . The motor ECU 40 receives signals from various sensors necessary to drive and control the motors MG1 and MG2, for example, the rotational position θm1 from the rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. Switching control signals to the plurality of switching elements (not shown) of the inverters 41 and 42 are output from the motor ECU 40 via the 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 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 as, for example, a lithium ion secondary battery or a nickel hydrogen 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 processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . In the battery ECU 52, 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, a current sensor attached to the output terminal of the battery 50 The current Ib from 51b is input through the input port. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the 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.

  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, and when the power plug 61 is connected to an external power supply 69 such as a household power supply or an industrial power supply, a battery using power from the external power supply 69 It is configured to be able to charge 50. The charger 60 supplies power from the external power supply 69 to the battery 50 by being controlled by the HVECU 70 when the power supply plug 61 is connected to the external power supply 69.

  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 a signal input to the HVECU 70, for example, a connection signal from the connection switch 62 attached to the power supply plug 61 to determine whether the power supply plug 61 is connected to the external power supply 69, an ignition signal from the ignition switch 80 , Shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the like. Further, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, and a vehicle speed from the vehicle speed sensor 88 V etc. can also be mentioned. Furthermore, a traveling mode Md from the mode changeover switch 89 for instructing switching between the CD (Charge Depleting) mode and the CS (Charge Sustaining) can be mentioned. The CD mode is a mode in which EV traveling is given higher priority than the CS mode in hybrid traveling (HV traveling) or electric traveling (EV traveling). The HV traveling is a mode in which the vehicle travels with the operation of the engine 22. The EV travel is a mode in which the vehicle travels without the operation of the engine 22. Control signals to the charger 60 and the like are output from the HVECU 70 via the 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 configured as described above, the HV traveling or the EV traveling is performed in the CD mode or the CS mode. When the power supply plug 61 is connected to the external power supply 69 while the system is off (system stop) and stopped at a charging point such as a home or a charging station, the battery 50 is charged using power from the external power supply 69 Control the charger 60 as it does. When the storage ratio SOC of the battery 50 is larger than the threshold Shv1 (for example, 45%, 50%, 55%, etc.) when the system is turned on (system startup), the storage ratio SOC for the battery 50 is the threshold Shv2 (for example 25%) (E.g., 30%, 35%, etc.), the vehicle travels in the CD mode, and after the storage ratio SOC of the battery 50 reaches the threshold Shv2 or less, the vehicle travels in the CS mode until the system is turned off. When the system is switched on and the storage ratio SOC of the battery 50 is less than or equal to the threshold Shv1, the vehicle travels in the CS mode until the system is switched off. Furthermore, when the mode switch 89 is operated, the current mode is switched to another mode out of the CD mode and the CS mode.

  In the hybrid vehicle 20 of the embodiment, when the shift position SP is the parking position (P position) and the accelerator pedal 83 is depressed, a racing request is being made (a racing request flag Fr described later has a value 1 In this case, racing control is performed to control the engine 22 so that the engine 22 is not loaded at the rotational speed Nid according to the accelerator opening Acc, and a racing request is made. If not (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 Acc is larger than when it is small. Specifically, the rotational speed Nid may be set so as to increase linearly or in a curve as the accelerator opening Acc increases, or as the rotational speed Nid increases, two, three, four stages, The number of steps may be set to increase in stages.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, the operation when setting the racing request flag Fr will be described. FIG. 2 is a flowchart showing 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, as the accelerator opening Acc, a value detected by the accelerator pedal position sensor 84 is input. The travel mode is a mode in which the travel mode currently set among the CD mode and the CS mode is input. The engine operation flag Fe is inputted from the engine ECU 24 by communication from the value set by the engine operation flag setting routine. In the engine operation flag setting routine, the engine ECU 24 sets the value 1 to the engine operation flag Fe when the engine 22 is operated, and sets the value 0 to the engine operation flag Fe when the engine 22 is stopped. Do.

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

  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), and when it is determined that the traveling mode is the CS mode, a racing request flag The value 1 is set to Fr (step S150), and this routine ends. In this case, racing control will be performed. As a result, it is possible to make the user feel an empty feeling.

  When it is determined in step S120 that the traveling mode is the CD mode, it is determined whether the engine operation flag Fe is the value 0 or the value 1 (step S130), and when it is determined that the engine operation flag Fe is the value 0 It is determined that the engine 22 is stopped, the racing request flag Fr is set to a value of 0 (step S140), and this routine is ended. In this case, racing control will not be performed. Now, considering that the engine 22 is stopped, the engine 22 will not be started.

  As described above, the CD mode is a mode in which EV traveling is given higher priority than the CS mode in hybrid traveling (HV traveling) or electric traveling (EV traveling). Therefore, in order to execute racing control, it is often necessary to start the engine 22. In the CD mode, when the user erroneously depresses the accelerator pedal 83 while the shift position is the parking position and the operation of the engine 22 is stopped, the user may feel discomfort when the engine 22 is started (CD mode feeling is lost) there is a possibility. Based on this, in the embodiment, racing control is not performed by not starting the engine 22. Thereby, when the user accidentally depresses the accelerator pedal 83, it is possible to prevent the engine 22 from being started. Furthermore, when warm-up is not completed when engine 22 is started and operation is started, operation of engine 22 is continued regardless of whether or not other stop conditions are satisfied until warm-up is completed. In the CD mode, it can be avoided that the engine 22 is started and operated for a certain period of time in the CD mode. As a result of these, it is possible to suppress the user from feeling uncomfortable (the CD mode feeling is impaired).

  When the engine operation flag Fe is 1 at step S130, it is determined that the engine 22 is operated, the racing request flag Fr is set to 1 (step S150), and this routine is ended. In this case, racing control will be performed. As a result, even in the CD mode, when the engine 22 is operated, the user can feel a sense of runaway. When the shift position SP is in the parking position, the engine 22 is operated under conditions such as protection of parts and heating of the passenger compartment as the engine 22 is operated under conditions other than depression of the accelerator pedal 83 in the CD mode. Can be mentioned when

  FIGS. 3 to 5 are explanatory views showing 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 at the parking position.

  As shown in FIG. 3, the accelerator pedal 83 is not depressed (the accelerator opening Acc has a value of 0), the traveling mode is a CD mode, the racing request flag Fr has a value of 0, and the engine 22 is stopped. When the accelerator pedal 83 is depressed (increased from the value 0 from the accelerator opening Acc) (time t11), the racing request flag Fr is held at the value 0 and the engine 22 is not started (racing control Do not run). As a result, it is possible to avoid the start of the engine 22 when the user accidentally depresses the accelerator pedal 83, and it is possible to suppress the user from feeling uncomfortable (the CD mode feeling is impaired). Subsequently, when the accelerator pedal 83 is depressed, the traveling mode is the CD mode, the racing request flag Fr has a value of 0, and the engine 22 is stopped, conditions other than depression of the accelerator pedal 83 (component protection And when the engine 22 is started (at time t12), the racing request flag Fr is switched from the value 0 to the value 1 to execute the racing control. As a result, it is possible to make the user feel an empty feeling.

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

  As shown in FIG. 5, the accelerator pedal 83 is depressed after the accelerator pedal 83 is not depressed and the running mode is in the CS mode, and the racing request flag Fr has a value of 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, and the engine 22 is started to execute the racing control. As a result, it is possible to make the user feel an empty feeling. Subsequently, from the state where the accelerator pedal 83 is depressed and the traveling mode is the CS mode, the racing request flag Fr is the value 1 and the engine 22 is operated, the mode switching switch 89 is operated and the traveling mode is CS 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. In this way, it is possible to continue making the user feel a sense of emptiness. Then, the accelerator pedal 83 is released from the state where the accelerator pedal 83 is depressed, the traveling mode is the CD mode, the racing request flag Fr is the value 1, and the engine 22 is operated (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 ended, and the operation of the engine 22 is stopped. Thereafter, the accelerator pedal 83 is not depressed (the accelerator opening Acc has a value of 0), the traveling mode is a CD mode, the racing request flag Fr has 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 the value 0, and the engine 22 is not started (racing control is not performed), as at time t11.

  In the hybrid vehicle 20 of the embodiment described above, the engine 22 is not started when the travel mode is the CD mode and the engine 22 is stopped when the shift position SP is the parking position and the accelerator pedal 83 is depressed. (Does not execute racing control). Thereby, when the shift position SP is the parking position, the traveling mode is the CD mode, and the operation of the engine 22 is stopped, the start of the engine 22 when the user erroneously depresses the accelerator pedal 83 can be avoided. Thus, the user can be prevented from feeling uncomfortable (the CD mode feeling is impaired).

  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 travel mode is the CS mode or the travel mode is the CD mode and the engine 22 is operated. At times, racing control is performed. As a result, it is possible to make the user feel an empty feeling.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 3, 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. From the above, when the engine 22 is started under the conditions other than 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 traveling 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 the value 0, and racing control may not be performed. Even in this case, as in the embodiment, the accelerator pedal 83 is not depressed, the traveling 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 performed). That is, in this modification, when the traveling mode is the CD mode, 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 traveling mode is the CD mode, the racing request flag Fr is 0, and the engine 22 is stopped. From the above, 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 racing control. However, as shown in FIG. 7, the traveling mode is the CD mode from the state where the accelerator pedal 83 is depressed, the traveling mode is the CD mode, the racing request flag Fr has a value of 0, and the engine 22 is stopped. When the mode is switched to the CS mode (time t23), the racing request flag Fr may be held at the value 0, and racing control may not be performed. In this case, the accelerator pedal 83 is depressed after the accelerator pedal 83 is not depressed, the traveling 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, from the state where the accelerator pedal 83 is depressed, the traveling mode is the CS mode, the racing request flag Fr is the value 1, and the engine 22 is operated. When the mode switching switch 89 is operated to switch the running mode 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 and the travel mode is the CS mode, the racing request flag Fr is the value 1, and the engine 22 is operated, the mode switch 89 is operated. When the traveling 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, and the execution of racing control may be ended to stop the operation of the engine 22. .

  In the hybrid vehicle 20 of the embodiment, the planetary gear 30 is connected to the drive shaft 36 connected 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 hybrid vehicle 220 of the modification of FIG. 9, the motor MG is connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 230 and the clutch 229 is connected to the rotation shaft of the motor MG. The engine 22 may be connected via the connection.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to an "engine", the motor MG2 corresponds to a "motor", the battery 50 corresponds to a "battery", and the HVECU 70, the engine ECU 24 and the motor ECU 40 correspond to "control means". .

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. 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 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.

  20 hybrid vehicles, 22 engines, 23 crank position sensors, 24 electronic control units for engines (engine ECU), 26 crankshafts, 28 dampers, 30 planetary gears, 36 drive shafts, 37 differential gears, 38a, 38b drive wheels, 40 motors Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational 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)

With the engine,
Motor,
A battery capable of supplying power to the motor;
Control means for controlling the engine and the motor so as to travel by switching between a CD (Charge Depleting) mode and a CS (Charge Sustaining) mode;
A hybrid vehicle comprising
The control means controls the engine such that the engine is operated with no load at a rotational speed corresponding to the accelerator opening when in the CS mode when the shift position is the parking position and the accelerator pedal is depressed. The control is performed, and the racing control is not performed by not starting the engine when the engine is stopped in the CD mode, and the racing control is performed when the engine is operating in the CD mode It is a means,
Hybrid car.

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