Hybrid vehicle

Abstract

To provide a hybrid vehicle that is able to generate power by using an optimum thermoelectric element according to a travel mode.SOLUTION: A hybrid vehicle having a parallel mode in which a drive wheel is driven by an internal combustion engine, comprises: a plurality of thermoelectric elements provided at positions through which exhaust gas of the internal combustion engine passes and having different heat-resistant temperatures; and a power generation control unit configured to generate power by using any one of the plurality of thermoelectric elements. The power generation control unit switches the plurality of thermoelectric elements according to a temperature of the exhaust gas and switches the thermoelectric elements to a side having a higher heat-resistant temperature when the parallel mode is selected.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to hybrid vehicles. [Background technology]

[0002] Conventionally, a thermoelectric power generation system that generates power by utilizing exhaust heat from an internal combustion engine is known (see, for example, Patent Document 1). In the thermoelectric power generation system of Patent Document 1, a thermoelectric element is disposed in the exhaust passage of the internal combustion engine, and the exhaust heat is applied to the thermoelectric element to convert the exhaust heat energy into electric power. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 6-2540 Summary of the Invention [Problem to be solved by the invention]

[0004] In the thermoelectric power generation system of Patent Document 1, a passage is provided that bypasses the passage in which the thermoelectric element is arranged. In the thermoelectric power generation system of Patent Document 1, when the temperature of the exhaust heat rises, the passage in which the thermoelectric element is arranged is switched to the bypass passage. However, the internal combustion engine mounted on the hybrid vehicle is repeatedly stopped and operated. As a result, the exhaust temperature of the internal combustion engine also changes greatly. For this reason, when using a thermoelectric element in a hybrid vehicle to convert exhaust heat energy into electric power, it is preferable to use an optimal thermoelectric element according to the driving mode of the hybrid vehicle.

[0005] An object of the present disclosure is to provide a hybrid vehicle capable of generating power using an optimal thermoelectric element depending on the driving mode. [Means for solving the problem]

[0006] The hybrid vehicle disclosed herein is a hybrid vehicle having a parallel mode in which the drive wheels are driven by an internal combustion engine, and is equipped with a plurality of thermoelectric elements with different heat resistance temperatures that are provided at a position where the exhaust gas from the internal combustion engine passes through, and a power generation control unit that generates power using one of the plurality of thermoelectric elements, and the power generation control unit switches between the plurality of thermoelectric elements depending on the temperature of the exhaust gas, and when the parallel mode is selected, switches to the thermoelectric element with the higher heat resistance temperature. Effect of the Invention

[0007] According to the present disclosure, when the driving mode is the parallel mode, power can be generated using the thermoelectric element with the highest heat resistance temperature. This makes it possible to provide a hybrid vehicle that can generate power using the optimal thermoelectric element depending on the driving mode. [Brief description of the drawings]

[0008] [Figure 1] 1 is a system diagram of a hybrid vehicle according to one embodiment of the present disclosure. [Diagram 2] 1 is a system diagram of an internal combustion engine according to one embodiment of the present disclosure. [Diagram 3] FIG. 2 is a diagram showing switching of driving modes of a hybrid vehicle according to an embodiment of the present disclosure. [Figure 4] FIG. 4 is a diagram showing characteristics of the first to third thermoelectric elements according to an embodiment of the present disclosure. [Diagram 5] 5 is a flowchart showing a processing procedure of a control device according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings.

[0010] As shown in Fig. 1 and Fig. 2, the hybrid vehicle C includes an internal combustion engine 1, a motor (FrM: an example of a rotating electric machine) 2, a generator (GEN) 4, a drive battery (BT) 6, a transaxle 8, an inverter 12 that controls the motor 2 and the generator 4, an accelerator pedal 14 operated by a user of the hybrid vehicle C, a charger 16 that can be connected to an external power source, a vehicle control device (an example of a power generation control unit) 18, an engine control device 20 that controls the internal combustion engine 1, a thermoelectric element 22, and a DC-DC converter 24. In addition, the hybrid vehicle C may include a power supply device 26 that can supply power to an external device such as a home appliance, a charge button (not shown) that a user instructs to charge, and the like. In this embodiment, the hybrid vehicle C is a plug-in hybrid vehicle (PHEV) that includes external charging that can store power from an external power source in the drive battery 6 by the charger 16, and external power supply that can supply power from the drive battery 6 to an external device by the power supply device 26.

[0011] As shown in Fig. 1, the internal combustion engine 1 is connected to a generator 4 and drives the generator 4. Furthermore, in this embodiment, the internal combustion engine 1 is capable of driving wheels C1 via a transaxle 8. The internal combustion engine 1 in this embodiment is an in-line four-cylinder gasoline engine. The internal combustion engine 1 receives a supply of fuel from a fuel tank 30, and burns and consumes the fuel.

[0012] As shown in FIG. 2, the internal combustion engine 1 has an exhaust passage 40, a first passage 42, a second passage 44, a third passage 46, a bypass passage 48, a switching valve 50, a catalyst 52, and an exhaust temperature sensor 54. Exhaust gas burned in a cylinder 56 passes through the exhaust passage 40. A first thermoelectric element 22a, which will be described later, is provided in the first passage 42. A second thermoelectric element 22b, which will be described later, is provided in the second passage 44. A third thermoelectric element 22c, which will be described later, is provided in the third passage 46. The bypass passage 48 is a passage for bypassing the thermoelectric element 22. The switching valve 50 is a valve for switching the exhaust gas flowing through the exhaust passage 40 to flow through any one of the first passage 42, the second passage 44, the third passage 46, and the bypass passage 48 (hereinafter, sometimes referred to as each passage in the specification). In this embodiment, the switching valve 50 is a rotary type valve. However, the switching valve 50 may be any valve that can allow exhaust gas to flow to one of the passages. The catalyst 52 is provided upstream of the switching valve 50 and purifies the exhaust gas. The exhaust gas temperature sensor 54 is provided immediately before the switching valve 50 and detects the temperature of the exhaust gas flowing through the exhaust passage 40. The exhaust gas temperature sensor 54 may also be provided upstream of the catalyst 52 to estimate the exhaust gas temperature.

[0013] The motor 2 is connected to the wheels C1 via a transaxle 8 and an axle 10, and drives the wheels C1. The motor 2 in this embodiment is a three-phase AC motor having a plurality of coils and a plurality of permanent magnets. The generator 4 is connected to the internal combustion engine 1 and is capable of driving the internal combustion engine 1. The generator 4 performs motoring to drive the internal combustion engine 1 while the internal combustion engine 1 is being powered by electric power from the drive battery 6. On the other hand, the generator 4 is driven by the internal combustion engine 1 to generate electricity while the internal combustion engine 1 is in operation. Therefore, the generator 4 is a motor-generator capable of powering and generating electricity.

[0014] The driving battery 6 outputs electric power to the motor 2 and the generator 4, and also receives electric power generated by the motor 2 and the generator 4. Furthermore, the driving battery 6 receives external electric power via a charger 16. In this embodiment, the driving battery 6 is composed of multiple lithium ion batteries.

[0015] The transaxle 8 has a plurality of gears and a clutch 8a. The internal combustion engine 1 is connected to the generator 4 and the axle 10 via the transaxle 8. When the clutch 8a is in a disengaged state, the transaxle 8 cuts off the power transmission between the internal combustion engine 1 and the axle 10, and when the clutch 8a is in a engaged state, the power of the internal combustion engine 1 is transmitted to the axle 10.

[0016] The inverter 12 converts the DC power supplied from the drive battery 6 into AC power, and adjusts the power supplied to the motor 2, thereby controlling the power running torque of the motor 2. When the motor 2 regenerates, the inverter 12 converts the AC power supplied from the motor 2 into DC power, and adjusts the power supplied to the drive battery 6, thereby controlling the regenerative torque of the motor 2.

[0017] The vehicle control device 18 is electrically connected to the motor 2 via the inverter 12 and controls the motor 2. The motor 2 is actually an ECU (Electronic Control Unit) configured by a microcomputer including a calculation device, a memory, an input / output buffer, etc. The vehicle control device 18 controls the hybrid vehicle C based on the map and the program stored in the memory.

[0018] The vehicle control device 18 of this embodiment is further electrically connected to an engine control device 20. The engine control device 20 is electrically connected to various devices included in the internal combustion engine 1, and controls the internal combustion engine 1. The control of the internal combustion engine 1 may be performed by the vehicle control device 18 in addition to the engine control device 20. The vehicle control device 18 may also be electrically connected to various other devices of the hybrid vehicle C and perform various controls.

[0019] The hybrid vehicle C of this embodiment has driving modes such as an EV mode, a series mode, and a parallel mode. In the EV mode, the hybrid vehicle C drives the motor 2 with electric power from the driving battery 6. In the series mode, the hybrid vehicle C drives the generator 4 with the internal combustion engine 1, and drives the motor 2 with electric power generated by the generator 4. In the parallel mode, the hybrid vehicle C connects the clutch 8a and drives the wheels (an example of a driving wheel) C1 via the axle 10 using the power of the internal combustion engine 1. The hybrid vehicle C may also have a charging mode. In the charging mode, the hybrid vehicle C drives the generator 4 with the internal combustion engine 1, and stores the electric power generated by the generator 4 in the driving battery 6. In the hybrid vehicle C, the vehicle control device 18 switches between each driving mode depending on the depression state of the accelerator pedal 14 and the operation state of the charge button, controls the motor 2 and the generator 4 via the inverter 12, and causes the engine control device 20 to control the internal combustion engine 1.

[0020] As shown in Fig. 3, the hybrid vehicle C of this embodiment runs in EV mode until the charging rate SOC (SOC stands for State Of Charge) of the driving battery 6 falls below a predetermined charging rate SOCt (see time t0 to time t3 in Fig. 3). Note that E in Fig. 3 indicates EV mode, P indicates parallel mode, and S indicates series mode. As shown from time t1 to time t2 in Fig. 3, even in EV mode, the hybrid vehicle C may run in parallel mode when the accelerator pedal 14 is depressed and the speed exceeds a predetermined speed Vt (for example, about 60 km / h).

[0021] 3, when the state of charge SOC becomes equal to or lower than a predetermined state of charge SOCt, the hybrid vehicle C runs in series mode or parallel mode during acceleration and steady running. During deceleration, the hybrid vehicle C runs in EV mode using regeneration of the motor 2 to charge the drive battery 6.

[0022] The thermoelectric element 22 is an element capable of converting thermal energy into electrical energy. In this embodiment, the thermoelectric element 22 is a thermoelectric conversion element, for example, a semiconductor such as a Peltier element. In this embodiment, the hybrid vehicle C is configured with three thermoelectric elements 22 with different performances, a first thermoelectric element 22a, a second thermoelectric element 22b, and a third thermoelectric element 22c (hereinafter, sometimes referred to as each thermoelectric element in the specification).

[0023] As shown in FIG. 4, the performance of each thermoelectric element varies depending on the exhaust temperature. The higher the performance coefficient (also called the figure of merit) of each thermoelectric element in FIG. 4, the higher the thermoelectric conversion efficiency and the higher the performance. The first thermoelectric element 22a has the highest performance coefficient, for example, around 400K, and the allowable temperature is less than 800K. The second thermoelectric element 22b has the highest performance coefficient, for example, around 800K, and the allowable temperature is less than 1000K. The third thermoelectric element 22c has the highest performance coefficient, for example, around 1200K, and the allowable temperature is less than 1400K. That is, among the three thermoelectric elements 22, the allowable temperature (heat-resistant temperature) of the first thermoelectric element 22a is the lowest. The allowable temperature (heat-resistant temperature) of the third thermoelectric element 22c is the highest. However, the performance of each of these thermoelectric elements is merely an example, and is not limited to such values.

[0024] The switching of each thermoelectric element is controlled by the vehicle control device 18. In this embodiment, the vehicle control device 18 controls the switching valve 50 (see FIG. 2) via the engine control device 20, thereby controlling the switching of each thermoelectric element. Specifically, when generating power using the first thermoelectric element 22a, the vehicle control device 18 switches the switching valve 50 to the first passage 42. When generating power using the second thermoelectric element 22b, the vehicle control device 18 switches the switching valve 50 to the second passage 44. When generating power using the third thermoelectric element 22c, the vehicle control device 18 switches the switching valve 50 to the third passage 46. When not using each thermoelectric element and not generating power, the vehicle control device 18 switches the switching valve 50 to the bypass passage 48.

[0025] The DC-DC converter 24 is a device that converts the power generated by the thermoelectric elements 22 into a voltage that can be accepted by the driving battery 6. The DC-DC converter 24 is electrically connected to each thermoelectric element and receives power from each thermoelectric element.

[0026] Next, a control procedure executed by the vehicle control device 18 will be described with reference to the flowchart of Fig. 5. The vehicle control device 18 starts the control procedure when an ignition switch (not shown) is turned on.

[0027] In step S1, the vehicle control device 18 determines whether or not the parallel mode is selected. If the parallel mode is selected (YES in step S1), the vehicle control device 18 advances the process to step S2.

[0028] In step S2, the vehicle control device 18 selects the third thermoelectric element 22c and switches from each thermoelectric element to the third thermoelectric element 22c. As shown from time t1 to time t2, from time t5 to time t6, and from time t7 to time t8 in FIG. 3, in the parallel mode, the rotation speed of the internal combustion engine 1 is likely to be high. As a result, the temperature of the exhaust gas tends to increase more quickly. For this reason, the vehicle control device 18 switches to the third thermoelectric element 22c, which has the highest allowable temperature among the thermoelectric elements and has high performance in the high temperature range. This allows the vehicle control device 18 to efficiently generate power without exceeding the allowable temperature of each thermoelectric element. After executing the process of step S2, the vehicle control device 18 proceeds to the process of step S3.

[0029] Steps S3 to S11 are controls for switching between each thermoelectric element depending on the exhaust temperature T. In step S3, the vehicle control device 18 determines whether the exhaust temperature T is less than a first predetermined exhaust temperature T1. The first predetermined exhaust temperature T1 is the allowable temperature of the first thermoelectric element 22a. In this embodiment, it is 800K. If the vehicle control device 18 determines that the exhaust temperature T is less than the first predetermined exhaust temperature T1 (YES in step S3), the process proceeds to step S4. Note that a waiting time may be provided between switching to the third thermoelectric element 22c in step S2 and determining the exhaust temperature in step S3 to prevent chattering.

[0030] In step S4, the vehicle control device 18 selects the first thermoelectric element 22a and switches from each thermoelectric element to the first thermoelectric element 22a. After switching to the first thermoelectric element 22a, the vehicle control device 18 advances the process to step S5.

[0031] In step S5, the vehicle control device 18 determines whether the parallel mode is continuing or not, and if it is determined that the parallel mode is continuing (step S5: YES), the process proceeds to step S3, where the paths (42, 44, 46) of the thermoelectric elements and the bypass path 48 are switched according to the exhaust temperature T. If the vehicle control device 18 determines that the parallel mode has ended (step S5: NO), the process proceeds to step S1.

[0032] If the vehicle control device 18 determines in step S3 that the exhaust temperature T is equal to or higher than the first predetermined exhaust temperature T1 (step S3 NO), the vehicle control device 18 proceeds to step S6. In step S6, the vehicle control device 18 determines whether the exhaust temperature T is equal to or higher than the first predetermined exhaust temperature T1 and lower than the second predetermined exhaust temperature T2. The second predetermined exhaust temperature T2 is the allowable temperature of the second thermoelectric element 22b. In this embodiment, it is 1000K. If the vehicle control device 18 determines that the exhaust temperature T is equal to or higher than the first predetermined exhaust temperature T1 and lower than the second predetermined exhaust temperature T2 (step S6 YES), the vehicle control device 18 proceeds to step S7.

[0033] In step S7, the vehicle control device 18 selects the second thermoelectric element 22b and switches from each thermoelectric element to the second thermoelectric element 22b. After switching to the second thermoelectric element 22b, the vehicle control device 18 proceeds to step S5. In step S5, the vehicle control device 18 determines whether the parallel mode is continuing or not, and if it is determined that the parallel mode is continuing (step S5: YES), the vehicle control device 18 proceeds to step S3 and switches the paths (42, 44, 46) of each thermoelectric element and the bypass path 48 according to the exhaust temperature T. If the vehicle control device 18 determines that the parallel mode has ended (step S5: NO), the vehicle control device 18 proceeds to step S1.

[0034] If the vehicle control device 18 determines in step S6 that the exhaust temperature T is not equal to or greater than the first predetermined exhaust temperature T1 and less than the second predetermined exhaust temperature T2 (step S6 NO), the vehicle control device 18 proceeds to step S8. In step S8, the vehicle control device 18 determines whether the exhaust temperature T is equal to or greater than the second predetermined exhaust temperature T2 and less than the third predetermined exhaust temperature T3. The third predetermined exhaust temperature T3 is the allowable temperature of the third thermoelectric element 22c. In this embodiment, it is 1200K. If the vehicle control device 18 determines that the exhaust temperature T is equal to or greater than the second predetermined exhaust temperature T2 and less than the third predetermined exhaust temperature T3 (step S8 YES), the vehicle control device 18 proceeds to step S9.

[0035] In step S9, the vehicle control device 18 selects the third thermoelectric element 22c and switches from each thermoelectric element to the third thermoelectric element 22c. After switching to the third thermoelectric element 22c, the vehicle control device 18 advances the process to step S5.

[0036] If the vehicle control device 18 determines in step S8 that the exhaust temperature T is equal to or higher than the second predetermined exhaust temperature T2 and not lower than the third predetermined exhaust temperature T3 (NO in step S8), the vehicle control device 18 proceeds to step S10. In step S10, the vehicle control device 18 determines that the exhaust temperature T is equal to or higher than the third predetermined exhaust temperature T3, and proceeds to step S11.

[0037] In step S11, the vehicle control device 18 switches the passage to the bypass passage 48. After switching the passage to the bypass passage 48, the vehicle control device 18 proceeds to step S5. In step S5, the vehicle control device 18 determines whether the parallel mode is continuing or not, and if it is determined that the parallel mode is continuing (step S5: YES), the process proceeds to step S3, where it switches the passages (42, 44, 46) of the thermoelectric elements and the bypass passage 48 in accordance with the exhaust temperature T. If the vehicle control device 18 determines that the parallel mode has ended (step S5: NO), the process proceeds to step S1.

[0038] When the vehicle control device 18 determines in step S1 that the mode is not the parallel mode (NO in step S1), the vehicle control device 18 advances the process to step S12.

[0039] In step S12, the vehicle control device 18 determines whether the storage rate SOC is greater than a predetermined storage rate SOCt. If the vehicle control device 18 determines that the storage rate SOC is greater than the predetermined storage rate SOCt (YES in step S12), the process proceeds to step S13.

[0040] In step S13, the vehicle control device 18 determines whether the system of the hybrid vehicle C has been suspended. In this embodiment, when the ignition switch is turned off, the vehicle control device 18 determines that the system has been suspended. When the vehicle control device 18 determines that the system of the hybrid vehicle C has been suspended (YES in step S13), the process proceeds to step S14.

[0041] In step S14, the vehicle control device 18 selects the first thermoelectric element 22a and switches from each thermoelectric element to the first thermoelectric element 22a. After switching to the first thermoelectric element 22a, the vehicle control device 18 advances the process to step S1.

[0042] In step S12, when the vehicle control device 18 determines that the storage rate SOC is equal to or lower than the predetermined storage rate SOCt (NO in step S12), the vehicle control device 18 advances the process to step S3 and switches each thermoelectric element according to the exhaust temperature T.

[0043] When the vehicle control device 18 determines in step S13 that the system of the hybrid vehicle C is not in a suspended state (NO in step S13), the vehicle control device 18 advances the process to step S1.

[0044] In this way, when the storage rate SOC is higher than the predetermined storage rate SOCt (the state from time t0 to time t3 in FIG. 3), the vehicle control device 18 selects the third thermoelectric element 22c. As shown from time t1 to time t2 in FIG. 3, the hybrid vehicle C may switch to the parallel mode even in the EV mode. When switching from the EV mode to the parallel mode, the vehicle control device 18 sets the third thermoelectric element 22c, which has the highest heat resistance temperature, in a usable state during the EV mode with a storage rate SOC equal to or higher than the predetermined storage rate SOCt, so that the thermoelectric elements are not damaged due to a response delay of the switching valve 50 or the like.

[0045] On the other hand, when the system is in a suspended state, the EV mode may be switched to the series mode immediately after the vehicle starts moving the next time the ignition is turned on (see, for example, time t2 to time t4). In such a case, the exhaust temperature T of the internal combustion engine 1 is low. For this reason, it is preferable to use the first thermoelectric element 22a. For this reason, the vehicle control device 18 temporarily switches to a state in which power can be generated using the first thermoelectric element 22a, and turns off the ignition in this state.

[0046] As described above, according to the present disclosure, a hybrid vehicle capable of generating power using an optimal thermoelectric element depending on the driving mode can be provided.

[0047] <Other embodiments> Although the embodiment of the present disclosure has been described above, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the gist of the invention. In particular, the multiple modifications described in this specification can be arbitrarily combined as necessary.

[0048] (a) In the above embodiment, three thermoelectric elements 22 whose performance differs according to the exhaust temperature are used, but the present disclosure is not limited to this. As long as two or more thermoelectric elements 22 whose performance differs according to the exhaust temperature are used, any number of thermoelectric elements may be used.

[0049] (b) In the above embodiment, a plug-in hybrid vehicle has been described as an example, but the present disclosure is not limited to this. The hybrid vehicle C may be a hybrid vehicle that does not have the charger 16.

[0050] (c) In the above embodiment, when the mode is switched to the parallel mode, the third thermoelectric element 22c with the highest heat resistance temperature is used, but the second thermoelectric element 22b may be switched to a thermoelectric element with a higher heat resistance temperature instead of the highest thermoelectric element. Also, the first predetermined exhaust temperature T1 at which the first thermoelectric element 22a is switched to the second thermoelectric element 22b and the second predetermined exhaust temperature T2 at which the second thermoelectric element 22b is switched to the third thermoelectric element 22c may be set lower in the parallel mode than in the series mode. In this case, the parallel mode is more likely to switch to a thermoelectric element with a higher heat resistance temperature, and the driving mode is switched from the series mode to the parallel mode, making it easier to select a thermoelectric element with a higher heat resistance temperature. [Explanation of symbols]

[0051] 1: Internal combustion engine, 2: Motor, 6: Drive battery 18: Vehicle control device, 20: Engine control device 22: thermoelectric element, 22a: first thermoelectric element, 22b: second thermoelectric element, 22c: third thermoelectric element 40: Exhaust passage 42: 1st passage, 44: 2nd passage, 46: 3rd passage, 48: Bypass passage 50: Switching valve, 54: Exhaust temperature sensor C: Hybrid car, C1: Wheel SOC: Charging rate, SOCt: Predetermined charging rate T: exhaust temperature, T1: first predetermined exhaust temperature, T2: second predetermined exhaust temperature T3: Third specified exhaust temperature

Claims

1. A hybrid vehicle having a parallel mode in which the drive wheels are driven by an internal combustion engine, A plurality of thermoelectric elements having different heat resistance temperatures, the thermoelectric elements being provided at a position through which exhaust gas from the internal combustion engine passes; a power generation control unit that generates power using any one of the plurality of thermoelectric elements; Equipped with the power generation control unit switches the thermoelectric elements depending on the temperature of the exhaust gas, and when the parallel mode is selected, switches the thermoelectric elements to those with a higher heat resistance temperature. Hybrid car.

2. the power generation control unit, after switching to the parallel mode, switches between the plurality of thermoelectric elements in accordance with the temperature of the exhaust gas. The hybrid vehicle according to claim 1.

3. A motor; a driving battery that supplies power to the motor; Further equipped with when the charging rate of the driving battery is higher than a predetermined charging rate, the power generation control unit switches the thermoelectric element to the thermoelectric element having the highest heat resistance temperature among the plurality of thermoelectric elements. The hybrid vehicle according to claim 1.

4. A motor; a driving battery that supplies power to the motor; a generator that generates electricity using the internal combustion engine; Further equipped with a series mode in which the generator is driven by the internal combustion engine and the drive wheels are driven by the motor; The temperature of the exhaust gas to be switched is set lower in the parallel mode than in the series mode. The hybrid vehicle according to claim 2.

5. the power generation control unit switches to a thermoelectric element having the lowest heat resistance temperature among the plurality of thermoelectric elements when the hybrid vehicle is in a system hibernation state. A hybrid vehicle according to any one of claims 1 to 4.

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