JP7563153B2 - Hybrid Vehicles - Google Patents

Description

The present invention relates to a hybrid vehicle, and more specifically, to a hybrid vehicle equipped with an engine, a motor, an electricity storage device, and a charger.

Conventionally, a hybrid vehicle of this type has been proposed that includes an engine, a motor, a power storage device (battery), and a charger (see, for example, Patent Document 1). The power storage device exchanges power with the motor. The charger charges the power storage device using power from an external power source. In this hybrid vehicle, the vehicle runs by switching between a first mode (CD mode) in which the motor running is prioritized among hybrid running, which runs using power from the engine and the motor so that the storage rate (SOC) of the storage device decreases, and motor running, which runs using power from the motor with the engine stopped, and a second mode (CS mode) in which the hybrid running and motor running are switched to run while maintaining the storage rate within a predetermined range. Then, when the driver switches the running mode from the first mode to the second mode when the storage rate is higher than the upper limit value of the control center value in the second mode, the start of the engine is restricted more than when the driver switches the running mode from the first mode to the second mode when the storage rate is equal to or lower than the upper limit value. This optimizes the control of the hybrid vehicle when the driver switches the driving mode from the first mode to the second mode.

JP 2018-100049 A

In some hybrid vehicles, the engine is started when both a first condition based on the vehicle speed and a second condition different from the first condition are met. In this case, if the first condition is met while driving in the first mode, and the second condition is met when switching from the first mode to the second mode, the engine will start immediately. Users often do not expect the engine to start in this way, which can be a strange experience for the user.

The primary objective of the hybrid vehicle of the present invention is to reduce discomfort felt by the user.

The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main objective.

The hybrid vehicle of the present invention is
The engine,
A motor;
a power storage device that exchanges power with the motor;
a charger that charges the power storage device using power from an external power supply;
a control device that controls the engine and the motor to run the vehicle by switching between a plurality of modes including a first mode in which a hybrid running mode in which the vehicle runs using power from the engine and power from the motor so as to reduce a power storage ratio of the power storage device and a motor running mode in which the vehicle runs using power from the motor with the engine stopped are prioritized, and a second mode in which the vehicle runs by switching between the hybrid running mode and the motor running mode so as to maintain the power storage ratio within a predetermined range;
A hybrid vehicle comprising:
a mode switch for switching at least the first mode and the second mode;
The control device includes:
During the motor traveling in the first mode, the engine is started when a second condition for starting the hybrid traveling in the first mode is satisfied without determining whether a first condition based on a vehicle speed is satisfied.
The gist of the present invention is that the engine is started when the first condition and the second condition are satisfied after the mode switch switches from the first mode to the second mode, or after the first mode switches to the second mode because the storage ratio is equal to or lower than a predetermined value.

In the hybrid vehicle of the present invention, a mode switch is provided for switching at least between the first mode and the second mode. During motor driving in the first mode, the engine is started when the second condition for starting hybrid driving in the first mode is satisfied without determining whether the first condition based on the vehicle speed is satisfied. After the first mode is switched to the second mode by the mode switch, or after the first mode is switched to the second mode because the charge storage ratio is equal to or less than a predetermined value, the engine is started when the first and second conditions are satisfied. When the vehicle is driving on the motor in the first mode, it is not determined whether the first condition is satisfied, so that it is possible to avoid switching from the first mode to the second mode when the first condition is satisfied. Therefore, when the vehicle is switched from the first mode to the second mode, both the first and second conditions are satisfied, and the engine is prevented from being started. As a result, it is possible to suppress the user's discomfort.

In such a hybrid vehicle of the present invention, the first condition may be that the vehicle speed is equal to or greater than a predetermined vehicle speed. Here, the "predetermined vehicle speed" may be a vehicle speed that is equal to or within a predetermined range including the vehicle speed at which creep occurs in a vehicle equipped with an engine and an automatic transmission that changes the power from the engine. In this case, the second condition may be that at least one of the following is true: the power required of the engine is equal to or greater than a predetermined power, and the vehicle speed during the motor running is equal to or greater than a predetermined high vehicle speed that is higher than the predetermined vehicle speed.

1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention; 4 is a flowchart showing an example of an engine start routine executed by an HVECU 70. 4 is a timing chart showing an example of time changes in vehicle speed V, flag F, driving mode (CD mode, CS mode), establishment state of the HV transition condition, and operating state of the engine 22.

Next, we will explain how to implement the present invention using examples.

Figure 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to 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 "HVECU") 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, or other fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as the "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered around a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, input/output ports, and communication ports.

The engine ECU 24 receives signals from various sensors required for controlling the operation of the engine 22 through input ports. Examples of signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 23a that detects the rotational position of the crankshaft 26 of the engine 22, the throttle opening TH from the throttle valve position sensor that detects the position of the throttle valve, and the catalyst temperature Tc from the temperature sensor 23b that detects the temperature of the purification catalyst of a purification device that has a purification catalyst (three-way catalyst) that is attached to the exhaust system and purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of control signals output from the engine ECU 24 include a control signal to a throttle motor that adjusts the position of the throttle valve, a control signal to a fuel injection valve, and a control signal to an ignition coil integrated with an igniter.

The engine ECU 24 is connected to the HVECU 70 via a communication port, and controls the operation of the engine 22 according to control signals from the HVECU 70, and outputs data on the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, i.e., the rotation 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 which is connected to drive wheels 38a, 38b via a differential gear 37. The carrier of the planetary gear 30 is connected to the crankshaft 26 of the engine 22 via a damper 28.

Motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of planetary gear 30. Motor MG2 is configured, for example, as a synchronous generator motor, and the rotor is connected to drive shaft 36. Inverters 41, 42 are connected to battery 50 via power line 54. Motors MG1, MG2 are rotationally driven by motor electronic control unit (hereinafter referred to as "motor ECU") 40, which controls the switching of multiple switching elements (not shown) of inverters 41, 42.

The motor ECU 40 is configured as a microprocessor centered around a CPU (not shown), and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, input/output ports, and communication ports.

Signals from various sensors required for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via an input port. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents from current sensors that detect the currents flowing in each phase of the motors MG1 and MG2.

The motor ECU 40 outputs switching control signals and the like to multiple switching elements (not shown) of the inverters 41, 42 via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port, and drives and controls the motors MG1, MG2 using control signals from the HVECU 70, and outputs data on the drive status of the motors MG1, MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

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

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port.

Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include the battery voltage Vb from a voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from a current sensor 51b attached to the output terminal of the battery 50, and the battery temperature Tb from a temperature sensor 51c attached to the battery 50.

The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the power storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The power storage ratio SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50. The battery ECU 52 also calculates input/output limits Win, Wout based on the calculated power storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input/output limits Win, Wout are the maximum allowable power that may be charged or discharged from the battery 50.

The charger 60 is connected to the power line 54, and is configured to be able to charge the battery 50 using power from the external power source 69 when the power plug 61 is connected to an external power source 69 such as a household power source. The charger 60 includes an AC/DC converter and a DC/DC converter. The AC/DC converter converts AC power from the external power source 69, supplied via the power plug 61, into DC power. The DC/DC converter converts the voltage of the DC power from the AC/DC converter and supplies it to the battery 50. When the power plug 61 is connected to the external power source 69, the charger 60 supplies power from the external power source 69 to the battery 50 by controlling the AC/DC converter and the DC/DC converter by the HVECU 70.

Although not shown, the HVECU 70 is configured as a microprocessor centered around a CPU, and in addition to the CPU, it also has a ROM for storing processing programs, a RAM for temporarily storing data, input/output ports, and communication ports.

Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, and a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85. Other examples include a vehicle speed V from a vehicle speed sensor 88, and a mode instruction signal Smd from a mode switch 89 that indicates a CS (Charge Sustaining) mode, or a CD (Charge Depleting) mode that prioritizes EV driving over the CS mode, between hybrid driving (HV driving) in which the vehicle drives with the engine 22 in operation and electric driving (EV driving) in which the vehicle drives without the engine 22 in operation. Another example is a connection signal SWC from a connection switch 62 that is attached to the power plug 61 and determines whether the power plug 61 is connected to an external power source 69.

The HVECU 70 outputs control signals and the like to the charger 60 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, motor ECU 40, and battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, motor ECU 40, and battery ECU 52.

The hybrid vehicle 20 of this embodiment configured in this manner runs as an HV or an EV in the CD or CS driving mode.

In the embodiment, when the power plug 61 is connected to the external power source 69 while the vehicle is parked at a charging point such as a home or a charging station with the system off (system stopped), the HVECU 70 controls the charger 60 so that the battery 50 is charged using power from the external power source 69. When the battery 50's charge ratio SOC is greater than the threshold Shv1 (e.g., 45%, 50%, 55%, etc.) when the system is on (system started), the vehicle runs in CD mode until the battery 50's charge ratio SOC reaches or falls below the threshold Shv2 (e.g., 25%, 30%, 35%, etc.), and after the battery 50's charge ratio SOC reaches or falls below the threshold Shv2, the vehicle runs in CS mode until the system is off. When the battery 50's charge ratio SOC is equal to or less than the threshold Shv1 when the system is on, the vehicle runs in CS mode until the system is off. Furthermore, when the mode switch 89 is operated while the vehicle is running in CD mode, the vehicle runs in CS mode. If the mode switch 89 is operated to switch to CS mode while driving, and the mode switch 89 is then operated again, the vehicle will switch to CD mode.

During HV driving, the driving control is basically performed as follows. First, the HV ECU 70 sets the required torque Td* required for driving (to be output to the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V. Next, the set required torque Td* is multiplied by the rotation speed Nd of the drive shaft 36 to calculate the driving power required Pd* required by the driver for driving. Here, the rotation speed Nd of the drive shaft 36 can be the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion coefficient. Then, the charging/discharging power required Pb* of the battery 50 (a positive value when discharging from the battery 50) is subtracted from the calculated driving power required Pd* to set the engine power required Pe* required for the vehicle. Next, the target revolution speed Ne* and target torque Te* of the engine 22 and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the engine required power Pe* is output from the engine 22 and the required torque Td* is output to the drive shaft 36 within the range of the input/output limits Win and Wout of the battery 50. The target revolution speed Ne* and target torque Te* of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, etc. of the engine 22 so that the engine 22 is operated based on the target revolution speed Ne* and the target torque Te*. The motor ECU 40 performs switching control of each transistor of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*. During this HV driving, when the engine power requirement Pe* falls below the threshold Pref, it is determined that the engine 22 stop condition is met, and the operation of the engine 22 is stopped and the vehicle transitions to EV driving.

During EV driving, driving control is basically performed as follows. First, the HVECU 70 sets the required torque Td* using the same process as during HV driving described above. Next, the torque command Tm1* for the motor MG1 is set to a value of 0. Then, the torque command Tm2* for the motor MG2 is set so that the required torque Td* is output to the drive shaft 36 within the range of the input/output limits Win, Wout of the battery 50. The torque commands Tm1*, Tm2* for the motors MG1, MG2 are sent to the motor ECU 40. The motor ECU 40 controls the inverters 41, 42 as described above.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the engine 22, will be described. FIG. 2 is a flowchart showing an example of an engine start routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals (e.g., every few msec) during EV driving.

When this routine is executed, the CPU (not shown) of the HVECU 70 executes a process to input necessary data such as the vehicle speed V and the required engine power Pe* (step S100). The vehicle speed V is input as detected by the vehicle speed sensor 88. The required engine power Pe* is input as calculated in the same way as when driving in HV driving mode.

When the data is input in this way, it is determined whether or not the CS mode is selected (step S100). When the CS mode is not selected, i.e., when the CD mode is selected, it is determined whether or not the HV transition condition is satisfied (step S120). The HV transition condition is a condition for transitioning from EV driving to HV driving. Examples of the HV transition condition include at least one of the following: the engine required power Pe* is equal to or greater than a predetermined power Phv, and the vehicle speed V is equal to or greater than a predetermined vehicle speed Vh. The predetermined power Phv is the upper limit of the power that can be output from the battery 50, and is set based on the power storage ratio SOC, the temperature of the battery 50, and the like. The predetermined vehicle speed Vth is a vehicle speed that is predetermined as the maximum vehicle speed during EV driving, and examples of which include 125 km/h, 130 km/h, and 135 km/h.

If the HV transition condition is not met in step S120, the engine 22 is not started and this routine is terminated. If the HV transition condition is met, the engine 22 is started (step S160) and this routine is terminated. The engine 22 is started by increasing the rotation speed Ne of the engine 22 with the motor MG1, and when the rotation speed Ne reaches or exceeds the start-up rotation speed Nst, operation control such as fuel injection control of the engine 22 is initiated. After the engine 22 is started in this manner, a transition is made to HV driving. If the engine 22 is not started, EV driving will continue.

When the vehicle is in CS mode in step S110, it is determined whether the vehicle speed V is equal to or greater than a predetermined vehicle speed Vcl (step S130). The predetermined vehicle speed Vcl is the same as the vehicle speed when creeping occurs or is within a predetermined range including the vehicle speed in a conventional vehicle equipped with an engine and an automatic transmission with a torque converter, i.e., a vehicle equipped with an engine and an automatic transmission that changes the speed of the power from the engine.

If the vehicle speed V is equal to or greater than the predetermined vehicle speed Vcl in step S130, the flag F is set to a value of 1 (step S140) and the process proceeds to step S150. If the vehicle speed V is less than the predetermined vehicle speed Vcl, the value of the flag F is maintained and the process proceeds to step S150. The flag F is a flag that determines whether or not to permit the initial start of the engine 22 after the ignition switch 80 is turned on, and is set to a value of 0 as an initial value, and is set to a value of 0 when the ignition switch 80 is turned off.

Next, it is determined whether the HV transition condition is met and flag F is equal to the value 1 (step S150). If the HV transition condition is not met or if flag F is not equal to the value 1, the engine 22 is not started and this routine is terminated. In this case, EV driving will continue.

If the HV transition condition is met in step S150 and flag F is set to a value of 1, the engine 22 is started (step S160) and this routine ends.

Figure 3 is a timing chart showing an example of the time changes in the vehicle speed V, flag F, driving mode (CD mode, CS mode), the establishment state of the HV transition condition, and the operating state of the engine 22. In the figure, the dashed lines show an example of the time changes in the flag F and the operating state of the engine 22 in a comparative hybrid vehicle in which the flag F is set to a value of 1 when the vehicle speed V is equal to or greater than a predetermined vehicle speed Vcl, regardless of whether the vehicle is in CD mode or CS mode.

In the comparative example, when EV driving in CD mode is started and the vehicle speed V becomes equal to or greater than a predetermined vehicle speed Vcl, the flag F becomes 1 (time t0). Then, after driving a certain amount of EV driving in CD mode, if the charge storage ratio SOC of the battery 50 falls below the threshold Shv2 or the mode switch 89 is operated, the vehicle transitions to driving in CS mode (time t1). At this time, if the HV transition condition is met, since the flag F is 1, it is determined that the initial start of the engine 22 is permitted, and the engine 22 is started to transition to HV driving. Users often expect driving that does not require starting the engine 22 as much as possible and improvement in the energy efficiency of the entire vehicle. In the comparative example, the engine 22 is started as soon as the vehicle transitions to driving in CS mode, which gives the user a sense of discomfort and reduces energy efficiency.

In the embodiment, in the CD mode, it is not determined whether the vehicle speed V is equal to or greater than the predetermined vehicle speed Vcl, and therefore the flag F is maintained at the initial value of 0. Therefore, the engine 22 is not started immediately when the vehicle transitions to driving in the CS mode. Then, when the vehicle speed V is equal to or greater than the predetermined vehicle speed Vcl, the flag F is set to the value 1, and in step S150, it is determined that the HV transition condition is met and the flag F is equal to the value 1, and the engine 22 is started (time t2). In this way, the engine 22 is prevented from being started immediately when the vehicle transitions to the CS mode, which suppresses discomfort felt by the user and improves energy efficiency.

The hybrid vehicle 20 of the embodiment described above is provided with a mode switch 89 for switching between CD mode and CS mode. During EV driving in CD mode, the engine 22 is started when the HV transition condition is met without determining whether the vehicle speed V is equal to or greater than the predetermined vehicle speed Vcl. By switching (transitioning) from CD mode to CS mode by the mode switch 89, or after switching from CD mode to CS mode because the power storage ratio SOC is less than the threshold value Shv2, the engine 22 is started when both the condition that the vehicle speed V is equal to or greater than the predetermined vehicle speed Vcl and the HV transition condition are met. This can reduce discomfort felt by the user.

In the hybrid vehicle 20 of the embodiment, in step S130 of the engine start routine illustrated in FIG. 2, it is determined whether the vehicle speed V is equal to or greater than a predetermined vehicle speed Vcl. However, it may also be determined whether other conditions based on the vehicle speed V are satisfied.

In the hybrid vehicle 20 of the embodiment, the HV transition condition in steps S120 and S150 of the engine start routine illustrated in FIG. 2 is that at least one of the following is satisfied: the engine required power Pe* is equal to or greater than a predetermined power Phv, and the vehicle speed V is equal to or greater than a predetermined vehicle speed Vh. However, the HV transition condition may be that the engine required power Pe* is equal to or greater than a predetermined power Phv without considering the vehicle speed V, or that the vehicle speed V is equal to or greater than a predetermined vehicle speed Vh without considering the engine required power Pe*.

In the hybrid vehicle 20 of the embodiment, the mode switch 89 switches between the CD mode and the CS mode. However, the hybrid vehicle 20 may be configured to run by switching between a plurality of modes including the CD mode, the CS mode, and other modes, and the mode switch 89 may be configured to switch between the CD mode, the CS mode, and other modes.

In the hybrid vehicle 20 of the embodiment, a battery 50 is used as the power storage device, but any power storage device capable of storing electricity, such as a capacitor, may be used.

In the hybrid vehicle 20 of the embodiment, the engine 22 and motor MG1 are connected to the drive shaft 36 connected to the drive wheels 38a, 38b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a third motor may be connected to a drive shaft connected to a drive wheel other than the drive wheels 38a, 38b. Also, a motor capable of generating electricity may be connected to the drive shaft 36 connected to the drive wheels 38a, 38b, and the engine 22 may be connected to the rotating shaft of the motor via a clutch.

In the embodiment, the present invention is illustrated as being applied to a hybrid vehicle 20. However, the present invention may also be applied to hybrid vehicles such as trains and mobile construction equipment.

The following describes the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "motor", the battery 50 corresponds to the "electricity storage device", the engine ECU 24, the motor ECU 40, and the HVECU 70 correspond to the "control device", and the mode switch 89 corresponds to the "mode switch".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the invention.

The present invention can be used in the hybrid vehicle manufacturing industry, etc.

20 Hybrid vehicle, 22 Engine, 23 Crank position sensor, 23b, 51c Temperature sensor, 24 Engine electronic control unit (engine ECU), 26 Crankshaft, 28 Damper, 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 Rotational position detection sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 52 Battery electronic control unit (battery ECU 52), 54 Power line, 60 Charger, 61 Power plug, 62 Connection switch, 69 External power source, 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 mode switch, MG1, MG2 motors.

Claims (1)

The engine,
A motor;
a power storage device that exchanges power with the motor;
a charger that charges the power storage device using electric power from an external power supply;
a control device that controls the engine and the motor to run the vehicle by switching between a plurality of modes including a first mode in which a hybrid running mode in which the vehicle runs using power from the engine and power from the motor so as to reduce a power storage ratio of the power storage device and a motor running mode in which the vehicle runs using power from the motor with the engine stopped are prioritized, and a second mode in which the vehicle runs by switching between the hybrid running mode and the motor running mode so as to maintain the power storage ratio within a predetermined range;
A hybrid vehicle comprising:
a mode switch for switching at least the first mode and the second mode;
The control device includes:
During the motor traveling in the first mode, without determining whether or not a first condition based on a vehicle speed is satisfied, the engine is started when a second condition for starting the hybrid traveling in the first mode is satisfied, and the engine is not started when the second condition is not satisfied;
When the first mode is switched to the second mode by the mode switch or when the power storage ratio is equal to or less than a predetermined value, the engine is started when the first condition and the second condition are satisfied , and the engine is not started when at least one of the first condition and the second condition is not satisfied.
Hybrid vehicle.

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