JP6787280B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle.

Conventionally, as a hybrid vehicle of this type, one that detects gas shortage based on the road surface gradient from the gradient sensor when the fuel level from the fuel level sensor is 0 has been proposed (for example, Patent Document 1). reference). In this automobile, when the road surface gradient from the gradient sensor is equal to or higher than the threshold when the fuel level is 0, it is determined that the fuel level is no longer detected due to the road surface gradient, and when the fuel level is 0, the gradient sensor is used. When the road surface gradient from the vehicle is less than the threshold value, it is determined that the engine has run out of fuel due to fuel consumption. In addition, in this automobile, the system startup is permitted only in the motor operation mode within the range where the number of system startups is less than the threshold value while the remaining amount of fuel continues to be less than the predetermined remaining amount indicating the gas shortage state. , When the number of system startups exceeds the threshold value while the remaining amount of fuel continues to be less than the specified amount, the system startup is prohibited, which allows the system startup to be permitted more appropriately. There is.

Japanese Unexamined Patent Publication No. 2008-284972

As a fuel level sensor, a sender gauge that detects the liquid level of fuel by using a float is generally used, but this sender gauge has a float in the fuel tank due to vibration of the vehicle due to running when the fuel is extremely low. In order to suppress the generation of tapping sound by hitting the bottom surface, it is installed in a slightly floating state so that there is a slight gap between the floating surface and the bottom surface. For this reason, when the fuel level sensor shows a value of 0, it becomes difficult to judge whether some fuel remains in the fuel tank or no fuel remains, and it is possible to properly judge whether or not the engine can be started. Can not. Further, in a hybrid vehicle, even if a gas shortage occurs, the vehicle can be driven by the motor running, but it is also desired to increase the mileage at that time.

The main object of the hybrid vehicle of the present invention is to more appropriately determine whether or not the engine can be started when the gas is exhausted, and to increase the mileage when the gas is exhausted.

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

The hybrid vehicle of the present invention
An engine driven by fuel supplied by a fuel pump that has a suction port at a predetermined location near the bottom of the fuel tank.
A generator that uses the power from the engine to generate electricity,
A motor that outputs power for driving and
A power storage device that exchanges electric power with the generator and the motor,
The engine and the generator according to a driving mode selected from a plurality of driving modes including a motor driving priority mode in which driving by motor driving is prioritized and a charging driving priority mode in which charging of the power storage device is prioritized. And the control device that controls the motor,
It is a hybrid car equipped with
When the gas shortage occurs, the control device
(A) Set the motor running priority mode and set
(B) The index value derived by applying the acceleration to the index value map that defines the relationship between the acceleration and the index value of the ease of sucking fuel at the suction port of the fuel tank is the index when gas shortage occurs. When it is easier to suck fuel than the value, the engine is started and the charging running priority mode is set, and when it is difficult to suck fuel compared to the index value when gas shortage occurs, the motor running priority mode is set. To do,
The gist is that.

The hybrid vehicle of the present invention corresponds to a driving mode selected from a plurality of driving modes including a motor driving priority mode in which driving by motor driving is prioritized and a charging driving priority mode in which charging of a power storage device is prioritized. Controls the engine, generator, and motor. When the gas runs out, the motor running priority mode is set for running. While driving in the motor driving priority mode when there is no gas, the relationship between the acceleration and the index value of the ease of sucking fuel at the suction port of the fuel pump of the fuel tank is determined in advance and the acceleration is applied to the index value map. Compare the derived index value with the index value when gas shortage occurs. If the index value is large enough to easily suck in fuel, when the index value is larger than the index value when the gas runs out, it is easier to suck in the fuel than when the gas runs out. Therefore, the fuel pump is used to enter the fuel tank. It can be determined that it is possible to supply the remaining fuel to the engine and start the engine. Therefore, while driving in the motor running priority mode when the gas runs out, when the index value is easier to suck in fuel than the index value when the gas runs out, the engine is started and the charging running priority mode is set. By setting, the mileage when out of gas can be lengthened. On the other hand, when the index value is smaller than the index value when the gas runs out, it is more difficult to suck the fuel than when the gas runs out, so it is difficult to supply the fuel remaining in the fuel tank to the engine by the fuel pump. Therefore, it can be determined that the engine cannot be started. Therefore, when it is difficult to suck fuel as compared with the index value when the gas shortage occurs, the motor running priority mode can be set to suppress power consumption due to wasteful engine start. As a result, it is possible to more appropriately determine whether or not the engine can be started when the gas is out, and it is possible to lengthen the mileage when the gas is 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 such a hybrid vehicle of the present invention, when the control device determines that the output of the engine is reduced after starting the engine after the gas shortage occurs, the output of the engine is reduced before the gas shortage occurs. The gas shortage confirmation time as the time until the gas shortage is confirmed may be shortened as compared with the case where it is determined that the value is low. In a hybrid vehicle, when it is determined that the output of the engine is low, the engine is often motorized by a starter or a generator in order to prevent engine stall. When it is determined that the output of the engine after starting the engine after the out of gas has occurred, it is highly possible that the cause is out of gas. Therefore, by shortening the time for determining the gas shortage, the motoring for preventing the engine stall can be stopped promptly, and the waste of energy can be suppressed.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as one Example of this invention. It is a flowchart which shows an example of the running mode setting routine executed by HVECU 70. It is a flowchart which shows an example of the running mode setting routine at the time of lack of gas executed by HVECU 70. It is explanatory drawing which shows an example of the index value setting map when the bottom surface of a fuel tank is a square shape. It is explanatory drawing which shows an example of the index value setting map when the bottom surface of a fuel tank is rectangular shape, and the longitudinal direction is a vehicle front-rear direction. It is a flowchart which shows an example of the gas shortage detection processing routine executed by HVECU 70. It is explanatory drawing which shows an example of the time-series operation at the time of lack of gas.

Next, a mode for carrying out the present invention will be described with reference to examples.

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, and an electronic control unit for hybrid (hereinafter referred to as "HVECU"). 70 and.

The engine 22 is configured as an internal combustion engine that outputs power by using gasoline, light oil, or the like stored in the fuel tank 27 and supplied by the fuel pump 28 as fuel. The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter, referred to as "engine ECU") 24. The suction port 28a of the fuel pump 28 is arranged on the rear right side of the fuel tank 27 in the vehicle front-rear direction below the lower limit position of the float 29a 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 has 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. Be prepared. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via the input port. The signals input via the input port include, for example, a crank position from a crank position sensor (not shown) that detects the rotational position of the crankshaft 26, and a water temperature sensor (not shown) that detects the temperature of the cooling water of the engine 22. The cooling water temperature Tw and the like can be mentioned. Further, 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 via the output port. The control signal output via the output port includes, 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, and the like. Can be mentioned. Further, a drive signal to the fuel pump 28 and the like can also be mentioned. The engine ECU 24 also calculates the rotation speed of the crankshaft 26, that is, the rotation 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 a drive shaft 36 connected to the drive wheels 38a and 38b via a differential gear 37 and a rotor of the motor MG2. 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, in this motor MG1, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor. In this motor MG2, as described above, the rotor 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 an electronic control unit for a motor (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. .. Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input port. Examples of signals from various sensors include the following. Rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 that detect the rotational position of the rotors of the motors MG1 and MG2. The phase current from the current sensor that detects the current flowing in each phase of the motors MG1 and MG2. From the motor ECU 40, switching control signals and the like to switching elements (not shown) of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 drives and controls the motors MG1 and MG2 by a control signal from the HVECU 70. Further, the motor ECU 40 outputs data regarding the driving states of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44.

The battery 50 is configured as, for example, 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 an electronic control unit for batteries (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. .. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via 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 and the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50 (from the battery 50). (Positive value when discharging), the battery temperature Tb from the temperature sensor 51c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data regarding the state of the battery 50 to the HVECU 70 as needed. 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 the ratio of the capacity of electric 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 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. Signals from various sensors are input to the HVECU 70 via input ports. The signals from the various sensors include the power supply Ph from the power sensor 62 that detects the power supply power of the external power supply by the external power supply device 60, the ignition signal from the ignition switch 80, and the shift position that detects the operation position of the shift lever 81. The shift position SP from the sensor 82 and the like can be mentioned. Further, the accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the like can also be mentioned. .. Further, the vehicle speed V from the vehicle speed sensor 88, the acceleration Gy in the vehicle front-rear direction from the G sensor 89 that detects the acceleration, the acceleration Gx in the vehicle left-right direction, and the like can also 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 a 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 configured in this way, the required driving force of the drive shaft 36 is set based on the accelerator opening degree Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. The engine 22 and the motors MG1 and MG2 are operated and controlled so that the storage ratio SOC of the battery 50 falls within the control range centered on the target storage ratio SOC *. As the running mode, the motor running priority mode that gives priority to the motor running that runs only by the power from the motor MG2 with the operation of the engine 22 stopped, and the running with the running of the engine 22 and the charging / discharging of the battery 50. Examples include a hybrid driving priority mode in which hybrid driving is prioritized, and a charging priority mode in which charging of the battery 50 is prioritized and traveling with the operation of the engine 22. In the charge priority mode, for example, the engine 22 is operated at an operation point where the engine 22 can be operated efficiently, and the battery 50 is charged with the charging power corresponding to the power output from the engine 22 minus the power used for traveling. It is a mode to control to charge.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when a gas shortage is detected will be described. FIG. 2 is a flowchart showing an example of a running mode setting routine executed by the HVECU 70, and FIG. 3 is an example of a running mode setting routine executed by the HVECU 70 after the occurrence of gas shortage is detected. It is a flowchart which shows. The traveling mode setting routine of FIG. 2 is repeatedly executed at predetermined time intervals (for example, every several tens of msec) until the occurrence of gas shortage is detected. The running mode setting routine at the time of gas shortage of FIG. 3 is repeatedly executed at predetermined time intervals (for example, every several tens of msec) from the detection of the occurrence of gas shortage to the cancellation of the gas shortage determination.

When the run mode setting routine is executed, the HVECU 70 first determines whether or not a gas shortage has occurred (step S100). It is determined that the gas shortage occurs, for example, when the fuel level Lf from the fuel level sensor 29 is 0 and the output of the operating engine 22 is reduced due to insufficient fuel supply after a predetermined time has elapsed. be able to. The gas shortage 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, the motor MG1 controls the motoring for a predetermined time so as not to cause the engine to stall. When such control is not performed, it is determined that the gas shortage occurs when the fuel level Lf from the fuel level sensor 29 is 0 and the operating engine 22 is stopped due to insufficient fuel supply. It may be a thing. 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 terminated. ..

When it is determined in step S100 that a gas shortage has occurred, the acceleration Gy in the vehicle front-rear direction and the acceleration Gx in the vehicle left-right direction are input from the G sensor 89 (step S120), and the input accelerations Gx and Gy and the index value are set. The index value Idx0 of the ease of sucking fuel when a gas shortage occurs is set and stored using the map (step S130). FIG. 4 shows an example of an index value setting map when the bottom surface of the fuel tank is square, and FIG. 5 shows an example of an index value setting map when the bottom surface of the fuel tank is rectangular and the longitudinal direction is the vehicle front-rear direction. Is shown. In the figure, the hatched circles indicate the arrangement of the suction ports 28a of the fuel pump 28. In addition, the numbers indicate the index value Idx of the ease of sucking fuel by the suction port 28a. In the embodiment, the index value Idx is set so as to be so large that the fuel can be 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 experiments or the like. In the embodiment, the index value Idx0 of the ease of sucking fuel when a gas shortage occurs is set by applying the accelerations Gx and Gy to the index value setting map and deriving the corresponding index value Idx. When the index value Idx0 is set in this way, the motor running priority mode is set to the running mode (step S140), and this routine is terminated.

When a gas shortage occurs, the running mode is set by the running mode setting routine at the time of gas shortage illustrated in FIG. When the gas shortage running 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 to perform the acceleration Gx and Gy. The fuel suction ease index value Idx is set (step S210). Subsequently, it is determined whether or not 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 when the gas shortage occurs, it is determined that the fuel is more easily sucked than when the gas shortage occurs, the gas shortage determination is canceled (step S230), and the engine 22 is started (step S240). ), The charge priority mode is set (step S250), and this routine is terminated.

Here, the detection of gas shortage will be described. The gas shortage detection is performed by the gas shortage detection processing routine shown in FIG. This routine is repeatedly executed at predetermined time intervals while the engine 22 is being operated by the HVECU 70. When the gas shortage detection routine is executed, the HVECU 70 first determines whether or not the fuel level Lf from the fuel level sensor 29 is a value 0 (step S300). When it is determined that the fuel level Lf is not a value 0, it is determined that the fuel level is not out of gas, and this routine is terminated. When it is determined that the fuel level Lf is a value 0, it is determined whether or not the output of the engine 22 is reduced (step S310). The decrease in the output 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 equal to or less than the threshold value. 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 engine is not out of gas, and this routine is terminated.

When it is determined in step S310 that the output of the engine 22 is low, it is determined whether or not there is a gas shortage history (step S320). The gas shortage history is stored in step S360 described later in this routine, and is canceled when refueling is performed. When there is no gas shortage history, the normal predetermined time Tset1 is set in the gas shortage fixed time Tg (step S330), and when there is a gas shortage history, the gas shortage fixed time Tg is set to the predetermined time Tset2 shorter than the normal predetermined time Tset1. Set (step S340). Then, it is determined whether or not the state in which the fuel level Lf is a value 0 and the output of the engine 22 continues to decrease has elapsed by the gas shortage determination time Tg (step S350). When it is determined that the gas shortage confirmation time Tg has not elapsed, it is determined that the gas shortage cannot be confirmed yet, and this routine is terminated. On the other hand, when it is determined that the gas shortage confirmation time Tg has elapsed, the gas shortage detection is confirmed (step S360), the gas shortage history is stored (step S360), and this routine is terminated.

FIG. 7 is an explanatory diagram showing an example of time-series operation when gas is exhausted. In FIG. 7, in order from the top, the acceleration Gx, the acceleration Gy, the index value Idx of the ease of sucking fuel, the operating state of the engine 22, the presence / absence of a decrease in the output of the engine 22, and the cranking (motoring) of the engine 22 by the motor MG1. , Judgment of out-of-gas occurrence, presence / absence of out-of-gas history, and time change of driving mode are shown. For ease of explanation, the acceleration Gx in the left-right direction of the vehicle is set to a constant value. At time T1, the output of the engine 22 decreases due to insufficient fuel supply, and cranking (motoring) of the engine 22 by the motor MG1 is started in order to avoid engine stall. At this time, since there is no gas shortage history yet, the normal predetermined time Tset1 is set for the gas shortage confirmation time Tg. As the predetermined time Tset1, for example, 10 seconds or 15 seconds can be used. It is determined that a gas shortage has occurred at the time T2 when the gas shortage confirmation time Tg (normal predetermined time Tset1) has elapsed from the time T1, the gas shortage history is stored, the engine 22 is stopped, and the motor running priority mode (FIG. 7). Medium, EV priority) is set. Then, the index value Idx is set as the index value Idx0 at the time of gas shortage for the ease of sucking fuel at this time. The engine 22 is started at the time T3 when the index value Idx of the ease of sucking fuel becomes larger than the index value Idx0 when the gas shortage occurs 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 mileage when the battery is out of gas is lengthened. When the output of the engine 22 decreases due to insufficient fuel supply at the time T4 when the index value Idx of the ease of sucking fuel becomes small due to fuel consumption 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 confirmation time Tg. As the predetermined time Tset2, for example, 3 seconds or 5 seconds can be used. It is determined that the gas shortage has occurred at the time T5 when the gas shortage confirmation time Tg (predetermined time Tset2) has elapsed from the time T4, the engine 22 is stopped, and the motor running priority mode is set. Therefore, the cranking (motoring) by the motor MG1 due to the decrease in the output of the engine 22 is also stopped. Since the gas shortage confirmation time Tg is set to the predetermined time Tset2 shorter than the normal predetermined time Tset1, the cranking (motoring) by the motor MG1 due to the decrease in the output of the engine 22 can be quickly stopped, which is useless. Energy consumption can be suppressed.

In the hybrid vehicle 20 of the embodiment described above, when a gas shortage occurs, the index value Idx0 at the time of the gas shortage is set and stored using the accelerations Gx and Gy and the index value setting map, and the motor running is prioritized. Set the mode. As a result, the evacuation run can be performed even when the gas runs out. After that, when the index value Idx obtained by 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 and the charge priority mode is set. As a result, the storage ratio SOC of the battery 50 can be increased, and the mileage when the battery is out of gas can be lengthened.

Further, in the hybrid vehicle 20 of the embodiment, cranking (motoring) by the motor MG1 due to a decrease in the output of the engine 22 can be quickly stopped, and wasteful energy consumption can be suppressed. The gas shortage determination time Tg is set to a predetermined time Tset2 shorter than the normal predetermined time Tset1 to determine the gas shortage. As a result, it is possible to promptly determine the gas shortage after starting the engine after the gas shortage occurs, and to quickly stop the cranking (motoring) by the motor MG1 due to the decrease in the output of the engine 22, which is a waste of energy. Consumption can be suppressed.

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 so-called one-motor hybrid vehicle may be configured in which a motor is connected to a drive shaft connected to the drive wheels via a transmission and an engine is connected to the rotation shaft of the motor via a clutch. In this case, one motor may be considered to serve as both a "generator" and an "electric motor". Further, a so-called series hybrid vehicle may be configured in which a traveling motor is connected to a drive shaft connected to the drive wheels and a power generation motor that exchanges electric power with the traveling motor is connected to the output shaft of the engine.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

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

20 hybrid vehicle, 22 engine, 24 electronic control unit for engine (engine ECU), 26 crank shaft, 27 fuel tank, 28 fuel pump, 28a suction port, 29 fuel level sensor, 29a float, 30 planetary gear, 36 drive shaft, 37 Differential gear, 38a, 38b drive wheels, 40 motor electronic control unit (motor ECU), 41,42 inverter, 43,44 rotation 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 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 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 that has a suction port at a predetermined location near the bottom of the fuel tank.
A generator that uses the power from the engine to generate electricity,
A motor that outputs power for driving and
A power storage device that exchanges electric power with the generator and the motor,
The engine and the generator are selected according to a driving mode selected from a plurality of driving modes including a motor driving priority mode in which driving is prioritized by motor driving and a charging priority mode in which charging of the power storage device is prioritized. A control device that controls the motor and
It is a hybrid car equipped with
When the gas shortage occurs, the control device
(A) The motor running priority mode is set, and the motor running priority mode is set.
(B) The index value derived by applying the acceleration to the index value map that defines the relationship between the acceleration and the index value of the ease of sucking fuel at the suction port of the fuel tank is the index when gas shortage occurs. When the fuel is easily sucked in compared to the value, the determination that the gas shortage has occurred is canceled, the engine is started, the charge priority mode is set until the gas shortage occurs again , and the index when the gas shortage occurs. When it is difficult to suck fuel compared to the value, set the motor running priority mode.
Hybrid car. The hybrid vehicle according to claim 1.
When the control device determines that the output of the engine has decreased after the start of the engine after canceling the determination that the gas shortage has occurred after the gas shortage has occurred, before the gas shortage occurs. Compared with the time when it is determined that the output of the engine is low, the gas shortage confirmation time as the time until the gas shortage is confirmed is shortened.
Hybrid car.

Images