Abstract: A maximum output line during HV backward running accompanying actuation of an engine is on a side of lower torque than a maximum output line in EV backward running in an engine stop state. Reverse drive torque during EV backward running is set in accordance with the sum of base torque suppressed within a range not higher than maximum output torque during HV backward running and correction torque added at the time when a reverse drive torque request from a driver is great in accordance with a running state.

Abstract: A control method and system for a hybrid vehicle with a DCT is provided. The method includes monitoring whether clutch stuck off is sensed and requesting prohibition of regenerative braking by a driving motor and requesting braking control using mechanical braking force to a higher controller when clutch stuck off is sensed. A driving mode is then changed into a single clutch driving mode, in which a vehicle is driven in gear stages realized by a clutch other than the clutch in which the clutch stuck off occurred and the higher controller is requested to prohibit regenerative braking by the driving motor, when clutch stuck off has occurred. Additionally, the higher controller is requested to obtain the braking force for the vehicle from mechanical braking force is response to determining that single clutch shifting has been performed and braking is required.

Abstract: A power transmission apparatus for a vehicle may include a first input shaft adapted to selectively receive torque of an engine, a second input shaft disposed without rotational interference with the first input shaft, a third input shaft disposed in a row with the second input shaft and without rotational interference with the first input shaft, a planetary gear set including a first rotation element, a second rotation element directly connected to the third input shaft, and a third rotation element directly connected to the first input shaft, a motor/generator directly connected to the first rotation element, a first speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque, and a second speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque.

Abstract: A powertrain of a hybrid vehicle may include a planetary gear set, a first motor unit and a second motor unit. The planetary gear set may include three rotary members in which one rotary member is connected to an engine and another rotary member is connected to a front driveshaft. The first motor unit is connected to the remaining rotary member in the three rotary members, and the second motor unit is connected to a rear driveshaft and supplying power to the rear driveshaft.

Abstract: A method of managing an operating state of an electrified powertrain includes a controller identifying a plurality of available operating regions defined by at least one available operating state of the powertrain, each operating region representing a distinct range of operating conditions. The available operating regions include an avoidance region defining a plurality of unwanted operating conditions and separating a first allowable operating region from a second allowable operating region such that the first and second allowable operating regions are noncontiguous. The method identifies at least one ideal operating condition in each of the available operating regions, determines a preferability factor and stabilization factor for each of a current and each of the ideal operating conditions, and arbitrates the factors to identify one of the current and ideal operating conditions as an optimized operating condition to produce a required parameter value.

Abstract: A hybrid transmission for a vehicle may include an input shaft configured to receive a power of an engine transferred thereto, an input clutch configured to connect the input shaft to the engine or to intercept connection of the input shaft to the engine, a motor directly connected to the input shaft, a first output shaft and a second output shaft provided with a plurality of driven gears that are tooth-engaged with a plurality of drive gears installed on the input shaft to form a plurality of gear shift stages, and a power control device provided to switch the power of the engine that is transferred to the first output shaft or the second output shaft.

Abstract: Electrical battery apparatus embodiments are presented that generally involve incorporating sensing, computing, and communication capabilities into the one common component that a vast number of electronic devices employ—namely batteries. By integrating these capabilities into disposable and/or rechargeable batteries, new functionality and intelligence can be provided to otherwise stand-alone devices.

Abstract: A drivetrain from a drive source to drive wheel is provided with a motor-generator for implementing regeneration during deceleration and an automatic transmission having an engaging clutch as a shifting element. The electric vehicle has a gear shifting controller that is programmed to assess whether to grant gear shifting permission based on whether a deceleration grade difference occurring as a result of a reengagement gear shifting is less than a prescribed acceptable deceleration fluctuation when a reengagement gear shift request involving disengaging or engaging the meshing clutch is made during deceleration or regeneration. Shifting is initiated according to the gear-shift request if a decision to grant gear shifting permission is made.

Abstract: A control signal output unit (a drive control unit) executes control to retain a gear position corresponding to a motor generator during deceleration of a vehicle and regeneration executed by the motor generator.

Abstract: A transmission control system for a hybrid-power driving system includes at least a gear shifting actuation module to control engagement of specific gearwheels and a clutch actuation module to control a clutch that couples an engine to the transmission. Gear shifts are required for each of the engine and the electric motor in the hybrid-power driving system. The control system minimizes power loss when a gear shift is occurring for the engine or the electric motor. By selectively controlling the clutch and engagement of specific gearwheels, power loss associated with a gear shift for one of these power sources can be directly offset by using the other power source.

Abstract: A vehicular control apparatus that includes a switched reluctance motor and an electronic control unit is provided. The switched reluctance motor has a rotor and a stator and is mounted as a travel drive source in a vehicle. The electronic control unit executes current control of the switched reluctance motor. The electronic control unit executes first current control for causing the rotor to rotate in a reverse direction from a rotational direction in which the vehicle is started in the case where the vehicle is not started even when the switched reluctance motor outputs maximum torque within an allowable range, and executes control for causing the rotor to rotate in the rotational direction in which the vehicle is started after the rotor rotates in the reverse direction by the first current control to a rotation position at which torque for enabling a start of the vehicle can be output.

Abstract: The invention relates to a method for providing predefined desired drive characteristics (38, 50) in an aircraft, characterized by the following steps: —driving a thrust generation element of the aircraft by means of an electric motor that has actual drive characteristics (34) which include at least some of the desired drive characteristics (38, 50) but are also partly different therefrom; and—having a control device adjust operating points of the electric motor exclusively according to the desired drive characteristics (38, 50).

Abstract: A shift control method for preventing a starting stage implementation failure of a hybrid electric vehicle may include operating a driving motor included in the hybrid electric vehicle to have an RPM of the driving motor in a predetermined range, operating an automatic manual transmission (AMT) included in the vehicle to implement a starting stage, and operating the driving motor to allow the AMT to implement a neutral stage and a clutch gear restricted to an input shaft of the AMT to rotate up to one gear tooth when the starting stage is not implemented.

Abstract: A hybrid system torque control method and hybrid automobile using same, the method comprising the following steps: (1) analyzing the torque required by a driver; (2) allocating and coordinating the multiple-source torque. The method ensures a consistent driving feel within the range of real-time power source torque capacity, and facilitates hybrid system matching.

Abstract: A control apparatus includes, for example, an input unit to which a plurality of pieces of voltage information related to a voltage of an electric storage unit upon discharge are input, and a determination unit configured to use the voltage information in an early stage of the discharge and determine the presence or absence of a deterioration of the electric storage unit.

Abstract: A vehicle and a drive control method for the same are provided. The vehicle includes an engine unit, a transmission unit configured to selectively coupled with the engine unit, a first motor generator coupled with the transmission unit, an output unit configured to transmit a power transmitted by the transmission unit to at least one of front and rear wheels of the vehicle, a power switching device configured to adjust a power transmission between the transmission unit and the output unit, a second motor generator configured to drive the at least one of the front and rear wheels, and a power battery coupled with the first and second motor generators respectively. The drive control method includes: acquiring an operation parameter of the vehicle; and performing a drive control of the vehicle based on the operation parameter and an operation mode selected from operation modes of the vehicle.

Abstract: Systems and methods for assisted direct start control are provided. An example method varies engine torque, forward clutch engagement pressure, and wheel brake pressure during a vehicle launch responsive to longitudinal vehicle grade to improve launch performance.

Abstract: A control device of a hybrid vehicle causing a first electric motor to apply an engine reduction torque for reducing a rotation speed of an engine at the time of stopping a rotation of the engine, when it is determined that an output torque of a second electric motor is in a predetermined torque range near zero including zero during transition to stopping the rotation of the engine with the engine reduction torque applied by a first electric motor at the time of stopping the rotation of the engine being set to a predetermined engine reduction torque, the engine reduction torque is changed from the predetermined engine reduction torque.

Abstract: A method for controlling a powertrain system includes deactivating a motor disconnect clutch during vehicle operation. Motor speed is decreased to a first inactive speed threshold and an inverter circuit is controlled to an inactive state while monitoring the motor speed. The inverter circuit is deactivated, and when the motor speed decreases to a second inactive speed threshold, the inverter circuit is pulse-activated to operate the electric machine to increase motor speed to the first inactive speed threshold, and then deactivated. The inverter circuit is activated to increase the motor speed to synchronize with speed of the driveline prior to activating the motor disconnect clutch.

Abstract: A drivetrain for a hybrid vehicle has at least one ground engaging element, a torque transmission shaft operatively connected thereto, an electric motor, a transmission having an input shaft and an output shaft, and an internal combustion engine operatively connected to the input shaft of the transmission. The electric motor and the output shaft are operatively connected to the torque transmission shaft. The transmission has a neutral shift position, a first shift position, and at least one higher shift position including a highest shift position. The transmission is capable of shifting directly from the neutral shift position to the first shift position and directly from the neutral shift position to the highest shift position. A vehicle having the drivetrain is also disclosed. A method of starting an internal combustion engine in a hybrid vehicle is also disclosed.

Abstract: A wireless charger equipped with an auxiliary power supply includes a power input unit which is connected to an external power supply, a wireless power transmission unit which wirelessly transmits electrical power to an electronic device through a magnetic field, and an auxiliary power unit which charges a battery provided therein with electrical power supplied from the power input unit, or charges the battery and, at the same time, provides the electrical power to the wireless power transmission unit, and provides the electrical power of the battery provided therein to the wireless power transmission unit when the power supply from the power input unit is stopped.

Abstract: A control device of a vehicle includes a first electric motor; a differential mechanism having a rotating element coupled to the first electric motor, a rotating element that is an output rotating member coupled to drive wheels in a power transmittable manner, and a rotating element coupled to a non-rotating member by actuation of a lock mechanism; and a second electric motor coupled to the drive wheels in a power transmittable manner. During motor running for running with output torques from the first electric motor and the second electric motor used together in an actuated state of the lock mechanism, a drive torque shared by the first electric motor is made smaller in a requested drive torque when a rotation speed of a pinion making up the differential mechanism is higher.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device stops a rotation of the engine by using the clutch or the brake when an engine speed is reduced for making a shift from an engine drive mode in which the engine is driven for running to a motor drive mode; engages the clutch or the brake to reduce the engine speed to zero after the first electric motor is used for reducing the engine speed.

Abstract: A control device for a hybrid vehicle, including a mode whereby the vehicle runs using a motor only, and a mode whereby the vehicle uses both the motor and an engine. When the motor temperature of an MG(2) exceeds a threshold temperature, an ECU moves from a running mode that uses the MG(2) only, to a running mode that limits the load on the MG(2). The ECU performs control in accordance with the charging state of the battery for running, such that the work rate of an electric pump for cooling the MG(2) is increased when the charging state is higher, and the running mode that uses the MG(2) only is maintained.

Abstract: A shift control method for a vehicle with a Dual Clutch Transmission (DCT) may include determining whether power-on up-shifting has been initiated, performing torque handover control by controlling release-side and engage-side clutches by repeatedly calculating control torques of the release-side clutch and the engage-side clutch over time, when the power-on up-shifting is started and a torque handover period is entered, determining whether tip-out is generated during the performing of torque handover control, obtaining a remaining updating time by recalculating a remaining time until the end of the torque handover period in accordance with a decrease in engine torque, when it is determined that tip-out has been generated, and controlling the release-side and the engage-side clutches on the basis of the control torques for the release-side and the engage-side clutches that are made different in accordance with the calculated remaining updating time during a remaining torque handover period.

Abstract: A hybrid vehicle determines whether or not the drive mode thereof is shifted from a series drive to an engine direct coupled drive with a power transmission engaging/disengaging portion applied, derives a rotational speed at a drive wheel side of the power transmission engaging/disengaging portion which corresponds to a driving speed as an applying rotational speed of an internal combustion engine at which the power transmission engaging/disengaging portion is applied, and applies the power transmission engaging/disengaging portion by controlling the operation of the internal combustion engine when a difference in rotational speed between the rotational speed of the internal combustion engine and the applying rotational speed becomes equal to or smaller than a predetermined value after the shift to the engine direct coupled drive is determined.

Abstract: An electrical architecture of a hybrid motor vehicle including a combustion engine driving an alternator that recharges a low-voltage on-board battery connected to a starter of and to a vehicle on-board network, an electric traction machine powered by a high-voltage traction battery, and a hybrid transmission including a coupling mechanism that can occupy at least a first position in which the combustion engine is uncoupled from the drive train connecting the electric machine to vehicle wheels, a second position in which the wheels are driven by the combustion engine with or without top-up from the electric machine, and a third position in which the combustion engine and the electric machine are coupled to combine their respective torques, bound for the wheels. The combustion engine and the alternator constitute an electricity generator configured to supply energy requirements of the traction electric machine in an electric mode.

Abstract: A vehicle drive device having a control device making another first planetary gear device constituent member and a second planetary gear device constituent member non-rotatable by a brake to perform electric motor running for running with power of a second electric motor while an engine is put into a non-drive state, when the engine is started during the electric motor running the control device causing a first electric motor to rotate the engine while the other first planetary gear device constituent member and the one second planetary gear device constituent member are kept non-rotatable by the brake, and when the brake is released after start of the engine, the control device controlling the first electric motor before release of the brake so a torque applied to the brake due to power of the engine reaches a magnitude balancing with a torque applied to the brake due to a running load.

Abstract: A power-source apparatus for a vehicle comprises a generator driven by an engine and generating power, a power-storage device storing the power generated by the generator thereat and supplying the power stored thereat to an electric load, and a control device configured to detect a deterioration state of the power-storage device and change a voltage of the power-storage device during a soak in accordance with the deterioration state of the power-storage device detected. Thereby, the improvement of the fuel economy can be achieved and also the necessary durability of the power-storage device can be ensured.

Abstract: A control system for a vehicle capable of changing a deceleration by changing a shift range, includes: a PM-ECU for controlling a powertrain of the vehicle; and a start switch operated by a driver to start and stop the PM-ECU. When the start switch is operated during travel of the vehicle, the PM-ECU stops control of the powertrain. When the PM-ECU stops control of the powertrain and thereafter the start switch is operated again during travel of the vehicle, the PM-ECU controls the shift range in accordance with an elapsed time since the PM-ECU stopped control of the powertrain.

Abstract: A transmission system for a hybrid vehicle includes a primary input shaft for receiving drive from a primary vehicle drive motor, such as an internal combustion engine. A secondary input shaft receives drive from a secondary vehicle drive motor, such as an electric motor. An output shaft of the system is connected to drive a final drive unit. A multi-speed gearbox is provided to connect the primary input shaft to the output shaft at one of a plurality of gear ratios. An input selection mechanism, in a first mode, connects the secondary input shaft to drive the output shaft and, in a second mode, connects the secondary input shaft to drive the primary input shaft. A clutch may be provided that can selectively connect or disconnect drive between the primary drive motor and the gearbox.

Abstract: A control apparatus for a hybrid vehicle drive system, which permits effective reduction of deterioration of the drivability of the hybrid vehicle. The control apparatus includes a drive mode switching portion 60 configured to switch the hybrid vehicle drive system from a hybrid drive mode to a first EV drive mode if an electric energy amount stored in a battery is smaller than a predetermined threshold value ? or if a vehicle drive force required to be generated by the hybrid vehicle drive system is smaller than a predetermined threshold value ?, and to a second EV drive mode if the electric energy amount stored in the battery is equal to or larger than the threshold value ? and if the drive force required to drive the hybrid vehicle is equal to or larger than the threshold value ?, when the drive mode switching portion has determined that the hybrid vehicle drive system should be switched from the hybrid drive mode to the first or second EV drive mode.

Abstract: A vehicle having at least one electric machine capable of propelling the vehicle is provided. An oil circulation path is provided that circulates oil through the electric machines. A controller commands the electric machines to fulfill torque demands. The controller utilizes the oil temperature in the oil circulation path in order to control the commanded torque output by the electric machines. In the event of a failure or fault in the oil temperature sensors, the controller estimates the oil temperature from the temperature of coils within the electric machine. The estimated oil temperature is utilized instead of the sensed oil temperature to control the torque outputs to maintain torque demands.

Abstract: A method and system for controlling an engine clutch of a hybrid vehicle that may effectively select an engagement way of the engine clutch according to a state of the hybrid vehicle and a running state includes: detecting driver's demand torque; calculating sync speed torque that the motor outputs at a predetermined target speed for the sync engagement; detecting a state of charge (SOC) of a battery of the hybrid vehicle; calculate charging torque of an integrated starter-generator (ISG) operated by power of the engine; performing the sync engagement when speed of the motor is greater than the predetermined target speed for the sync engagement; and performing the sync engagement or the launch slip engagement based on the driver's demand torque, the sync speed torque of the motor, the SOC, and the charging torque when speed of the motor is less than the predetermined target speed for the sync engagement.

Abstract: A control device for a hybrid vehicle automatic transmission. The hybrid vehicle being capable of EV travel in which drive wheels are driven by only a rotary electric machine with the internal combustion engine stopped. The control device having an electric oil pump control device to drive an electric oil pump that supplies oil to the friction engagement element. A neutral control device performs disengagement control on the friction engagement element. A drag determination device determines whether conditions under which drag of the friction engagement element occurs are met because of a shortage in amount of oil to be supplied to a cancellation oil chamber of the friction engagement element by the electric oil pump during the EV travel started from a state in which the hybrid vehicle is stationary. Drag elimination control device provides a command to start the internal combustion engine.

Abstract: An engine clutch control system for a hybrid vehicle has a power source including an engine and a motor, an engine clutch between the engine and the motor, a traveling information detector that detects traveling information including at least one of the vehicle speed, shift gear, displacement of the accelerator pedal, and displacement of the brake pedal, and a hybrid controller that selects an EV mode or HEV mode by controlling disengagement or engagement of the engine clutch. A method of controlling the engine clutch includes determining whether there is a request for changing into the HEV mode from the EV mode; determining a reference speed from traveling inertia of the vehicle and inertia of the engine and the motor; determining a desired speed for controlling the determined reference speed; and calculating transmission torque of the engine clutch.

Abstract: A method and system for controlling a hybrid electric vehicle include controlling torque in a traction motor in response to a provisional motor torque that has been adjusted based on a difference between a measured traction motor speed and a calculated vehicle speed and filtered to attenuate a resonant driveline frequency.

Abstract: A control device of a hybrid vehicle has an engine and an electric motor, the hybrid vehicle being configured to perform motor running using only the electric motor for running and engine running using at least the engine for running, the control device comprising: a first starting portion starting the engine by using the electric motor; and a second starting portion starting the engine without using the electric motor, the control device being configured to expand a range of performing the motor running when the engine is started by the second starting portion as compared to when the engine is started by the first starting portion.

Abstract: A technique for controlling engine starting while shifting a hybrid vehicle is provided that minimizes fuel consumption of the engine by determining an improved engine starting time and drivability when a current operating state of the hybrid vehicle requests a kick down shift required to start the engine and coupling of the engine clutch. In particular, the technique controls engine starting while shifting a hybrid vehicle by employing an information detector configured to detect a current operating state of the hybrid electric vehicle, and a controller configured to control an operation of a transmission, a motor, an engine, and an engine clutch based on output signals from the operating information detector.

Abstract: An ECU executes a program including the steps of adding a prescribed value when a brake pedal has been pressed down, calculating an amount of change in pressing force of the brake pedal, performing first motoring processing when the brake pedal has been released, adding a prescribed value to a brake OFF counter, calculating an amount of change in stroke when an accelerator pedal has been pressed down, calculating a first rate target value in accordance with a pedal switching speed, calculating a second rate target value in accordance with a speed of pressing-down of the accelerator pedal, determining a final rate target value, and controlling a first MG in accordance with the determined rate target value.

Abstract: An apparatus that both prevents excessive engine speed and satisfies a driver's requested drive torque. A control apparatus provides torque control to a hybrid electric vehicle and uses a calculated engine speed final target, and engine speed temporary target, which may not exceed an upper limit. In addition the control recalculates an engine operating point target based on the calculated engine speed final target and calculates an engine power final target based on the recalculated engine operating point target. An electrical power target is calculated based on the calculated engine power final target. Engine torque is controlled based on the calculated engine operating point target (especially the engine torque final target). In addition, motor generators are controlled to operate in power running mode or regenerating mode, based on the calculated engine operating point target and electrical power target.

Abstract: Provided is a control system of a vehicle equipped with first and second motors/generators, and a differential device including a ring gear and a sun gear individually connected to the first and second motors/generators and a carrier connected to a driving wheel side, wherein at the time an SOC of a battery exceeds a predetermined threshold value during regenerative driving operations of the first and second motors/generators, a power driving operation of any one of the first and second motors/generators is selectively performed.

Abstract: Provided is a control system for a hybrid vehicle capable of achieving engine startup while minimizing shock. In the control system for a hybrid vehicle, in response to an engine startup request, upon engagement of a clutch between a motor generator and a drive wheel and startup of the engine by the motor generator, engine startup is allowed when the engine startup request is present and the absolute value of the motor/generator output torque assumes a predetermined value or less.

Abstract: An auxiliary hydraulic pressurization system for use with a vehicle including a transmission having a hydraulic reservoir, a hydraulic circuit, and a main pump is disclosed herein. The auxiliary hydraulic pressurization system includes an auxiliary pump and a controller. The auxiliary pump has a low side adapted to be coupled to the hydraulic reservoir and a high side adapted to be coupled to the hydraulic circuit. The controller is electrically connectable to the auxiliary pump and is configured to turn on the auxiliary pump in response to receipt of a signal indicating that the vehicle is in a stop condition to maintain hydraulic pressurization of the hydraulic circuit of the transmission when the vehicle is in the stop condition.

Abstract: A method for selecting an engine operating point in a multi-mode powertrain system includes monitoring a desired axle torque based on an operator torque request and vehicle speed. When an aftertreatment device used to purify regulated constituents within an exhaust gas feedstream output from the engine is determined to require an exhaust gas feedstream temperature to be increased to a predetermined temperature, an intrusive engine operation mode is enabled to increase the exhaust gas feedstream temperature to the predetermined temperature. A plurality of engine power is retrieved, wherein each engine power loss corresponds to respective ones of a plurality of intrusive engine operation points each achieving the predetermined temperature of the exhaust gas feedstream. A desired engine operation point is selected corresponding to one of the intrusive engine operation points having a lowest total power loss.

Abstract: Embodiments described herein relate to control apparatuses for hybrid vehicles which permit starting the engine and a shift-down action of the transmission while assuring not only a reduction of the heat generated by a clutch, but also an improvement in the response of the vehicle to an operator's desire for high drivability. In one embodiment, the control apparatus controls the hybrid vehicle such that when the transmission is required to be shifted down while the hybrid vehicle is switched from a motor drive mode to an engine drive mode, a time of initiation of the shift-down action of the transmission is delayed by a longer length of time when a temperature of the clutch upon initiation of an engine starting control to start the engine is relatively high than when the temperature is relatively low. Various other embodiments of control apparatuses for hybrid vehicles are also described.

Abstract: A system and method for controlling a hybrid electric vehicle powertrain having an engine, a generator, and a motor connected via a planetary gear set to detect lockup in the planetary gear set and control the powertrain in response. When torque is distributed in an electric mode of operation with the engine disabled, the generator is disabled based at least upon a difference between actual generator speed and an expected generator speed exceeding a threshold, indicating a lockup in the planetary gear set. When the engine is activated and distributes torque through the powertrain, the engine and the generator are disabled based at least upon a difference between engine acceleration and an expected engine acceleration exceeding a first threshold, and a difference between engine speed and ring gear speed being less than a second threshold.

Abstract: A method for controlling shifting between a plurality of operating modes in a hybrid vehicle includes the steps of obtaining a plurality of throttle position values, generating a comparison between a first throttle position value of the plurality of throttle position values and a second throttle position value of the plurality of throttle position values, and selectively allowing a shift between at least two of the plurality of operating modes, based at least in part on the comparison between the first and second throttle position values.

Abstract: A vehicle having an engine, an electric machine, a traction battery configured to supply power to the electric machine; and at least one controller is provided. The at least one controller is programmed to apply a filter to a requested engine power. The filter has a filter effect responsive to a difference between an actual and filtered driver demand such that the filter effect increases as the difference decreases to reduce rates of change in engine power output to satisfy the actual driver demand.

Abstract: The invention relates to a control device of a hybrid system. The control device selectively performs first and second modes for concomitantly using an EV mode for operating the electric motor (12) with the engine operation being stopped and an HV mode for selectively operating the engine and stopping the engine operation with the electric motor being operated by switching the EV and HV modes according to a predetermined switching condition set such that a proportion of an engine operation time in the first mode is smaller than that in the second mode. When an actual acceleration pedal manipulation amount is smaller than a first manipulation amount, an amount of the hybrid system power increased according to the increasing of the actual acceleration pedal manipulation amount in the first mode is made larger than that in the second mode.