JP2005147050A - Automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To promote space heating by using the heat of an internal combustion engine while promoting heating of the internal combustion engine. <P>SOLUTION: When charging a secondary battery having a low residual capacity (SOC) in the condition wherein the heater for heating inside a passenger room by using the heat of the engine is turned on and while cooling water temperature tw of the engine is less than the predetermined temperature twre, a target charge/discharge quantity PB* smaller than charge quantity, which can more efficiently operate the engine as the indoor temperature tin is lower in relation to the set temperature tset, is set (S150) to control the engine and a motor. With this structure, since a sudden rise of SOC can be restricted, the motor can apply load to the engine for a relatively long time to propel heating of the engine. As a result, sufficient heating effect can be obtained. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automobile, and more particularly to an automobile equipped with an internal combustion engine.

Conventionally, as this type of automobile, an automobile having an air conditioner that heats the passenger compartment by using heat generated by an engine capable of intermittent operation has been proposed (for example, see Patent Document 1). In this automobile, when the temperature in the passenger compartment is lower than the set temperature set by the driver and it is necessary to promote heating, the engine is operated even when the engine is stopped, thereby promoting the heat generation of the engine. Heating can be promoted.
Japanese Patent Laid-Open No. 9-233601

  In addition to this promotion of heating, if power is generated by the generator using the power from the engine, a relatively large load can be applied to the engine, so that the heat generation of the engine can be further promoted and the heating performance can be further improved. Can be improved. However, in this case, it is necessary to manage a power storage device such as a secondary battery that stores electric power generated by the generator. For example, if the engine is operated at a high load with high efficiency and power is generated by a generator, charging of the power storage device is completed early and the overall heat generation of the engine is small, so that a sufficient heating effect is obtained. It may not be possible.

  An object of the automobile of the present invention is to solve these problems and to further improve the performance of a heating device that uses heat generated by an internal combustion engine by more appropriately managing a power storage device. Another object of the automobile of the present invention is to further improve the performance of the heating device while preventing overcharging of the power storage device. Furthermore, it is an object of the automobile of the present invention to perform heating by the heating device more quickly.

  The automobile of the present invention has taken the following means in order to achieve at least a part of the above-mentioned object.

The automobile of the present invention
An automobile equipped with an internal combustion engine,
A heating device for heating the passenger compartment by heat generated from the internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
Power storage means capable of charging the power generated by the power generation means;
When promotion of heating by the heating device is requested, heating promotion control is performed to drive and control the internal combustion engine and the power generation means so that the amount of heat generated by the internal combustion engine increases within the range of the power storage capacity of the power storage means. Control means;
It is a summary to provide.

  In the automobile according to the present invention, when it is required to promote heating by a heating device that uses the heat generated by the internal combustion engine, the internal combustion engine and the power generation means are configured so that the heat generation amount of the internal combustion engine increases within the range of the power storage capacity of the power storage means. To control. Therefore, since the load can be applied to the internal combustion engine within the range of the power storage capability of the power storage means, heat generation of the internal combustion engine can be promoted while appropriately managing the power storage means. As a result, the performance of the heating device can be further improved. Here, “the amount of heat generated by the internal combustion engine increases” means that the power generation means applies a relatively large load to the internal combustion engine to increase the heat generation itself, and the power generation means increases the heat generation amount. In addition, a device that increases the amount of heat generated by continuously generating heat by applying a relatively small load continuously for a relatively long time is also included.

  In such an automobile of the present invention, when the charging of the power storage means is requested, the control means is configured to charge the power storage means with a charging efficiency that is lower than normal as the heating promotion control. It can also be a means for controlling the power generation means. In this way, the load can be continuously applied to the internal combustion engine for a relatively long time, so the amount of heat generated by the internal combustion engine can be increased, and a sufficient heating effect can be obtained.

  The vehicle of the present invention further includes an indoor temperature detecting means for detecting the temperature in the passenger compartment, and the control means is set by the operator as the heating promotion control when charging of the power storage means is required. A target charge amount is set based on a deviation between the set temperature and the detected temperature in the passenger compartment, and the internal combustion engine and the power generation means are charged so that the power storage means is charged with the set target charge amount. It can also be a means for controlling. In this way, heating of the passenger compartment can be promoted as necessary. In the vehicle of this aspect of the present invention, the heating promotion control means may be means for setting the target charge amount so as to decrease as the deviation increases.

  Further, in the automobile of the present invention, the power generation means is a generator motor means capable of outputting power to the axle with discharge from the power storage means, and the internal combustion engine is an engine capable of outputting power to the axle. And when the discharge from the power storage means is requested, the control means sets a target discharge amount that increases a discharge amount from the normal time as the heating promotion control, and the power storage with the set target discharge amount The means may be a means for controlling the internal combustion engine and the generator motor means so that the required power required for the axle is output to the axle while being discharged. By doing so, the capacity of the power storage means can be increased, so that the chance of applying a load to the internal combustion engine by the power generation of the power generation means can be increased and the amount of heat generated by the internal combustion engine can be increased. Further, the required power required for the axle can be output. The vehicle according to the present invention of this aspect includes an indoor temperature detecting means for detecting the temperature in the passenger compartment, and the control means sets the set temperature set by the operator as the heating promotion control and the detected passenger compartment temperature. It may be a means for setting the target discharge amount based on a deviation from temperature. In this way, heating of the passenger compartment can be promoted as necessary. Furthermore, in the vehicle of the present invention according to this aspect, the control means may be means for setting the target discharge amount so as to increase as the deviation increases.

  Alternatively, in the automobile of the present invention, the power generation means is means capable of regenerating the power of the axle to charge the power storage means, and the control means is usually used as the heating promotion control when a regeneration request is made. It may be a means for controlling the power generation means so that regeneration is limited more than time. By doing so, it is possible to ensure that the capacity of the power storage means is free, so that it is possible to increase the chance of applying a load to the internal combustion engine by the power generation of the power generation means and increase the amount of heat generated by the internal combustion engine. Can do. In this aspect of the present invention, the vehicle includes a transmission capable of shifting the power output from the internal combustion engine with a changeable gear ratio and transmitting the power to the axle, and the control means controls the axle by controlling the accelerator off. When the power is required, the transmission is configured so that the requested braking force is output to the axle as a sum of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regenerative control of the power generation means as normal. And the electric motor, and as the heating promotion control, the distribution of the braking force due to the rotational resistance of the internal combustion engine is made larger than the normal time so that the requested braking force is output to the axle. And means for controlling the electric motor. In this way, when the promotion of heating is not required, the power storage means can be charged by regeneration by the power generation means to improve the energy efficiency, and when the promotion of heating is required, the capacity of the power storage means is secured. Then, the opportunity to apply a load to the internal combustion engine by power generation by the power generation means can be increased thereafter, and the amount of heat generated by the internal combustion engine can be increased. Further, the required braking force can be output to the axle regardless of whether or not the promotion of heating is required. Here, it is preferable to use a continuously variable transmission as the “transmission”.

  In the automobile of the present invention, the power generation means is a generator motor means capable of outputting power to the axle with discharge from the power storage means, and the internal combustion engine is an engine capable of outputting power to the axle. And the control means controls the internal combustion engine and the generator motor means so that the power required for the axle can be efficiently output under normal conditions, and the power required for the axle as the heating promotion control. While being output, the internal combustion engine and the generator motor are controlled with priority given to the discharge from the power storage means over the efficiency, and after the control, the charge to the power storage means is given priority over the efficiency. It is also possible to control the internal combustion engine and the generator motor means. In this way, the vehicle can be operated efficiently when the promotion of heating is not required, and the heating performance can be improved by promoting the heat generation of the internal combustion engine when the promotion of heating is required. The vehicle according to the aspect of the present invention includes a storage amount detection unit that detects a storage amount of the storage unit, and the control unit includes the control unit when the detected storage amount is equal to or greater than a first value. The internal combustion engine and the generator motor means are controlled so that the power required for the axle is efficiently output, and when the detected storage amount is less than the first value, the storage amount is greater than the first value. The internal combustion engine and the generator motor unit are controlled with priority given to charging the power storage unit over the efficiency until the second value increases, and the detected storage amount is the heating promotion control. When the charged amount is not less than the third value less than the first value, the internal combustion engine and the motor power generating means are controlled with priority given to the discharge from the power storing means over the efficiency, and after the control, the second Value of 2 or the second value The internal combustion engine and the generator motor means are controlled in preference to charging the power storage means over the efficiency until the amount of power storage reaches a fourth value, or the detected power storage amount is When the value is equal to or greater than the first value, the internal combustion engine and the generator motor means are controlled in preference to the discharge from the power storage means over the efficiency, and the amount of power stored is greater than the second value after the control. It may be a means for controlling the internal combustion engine and the generator motor means with priority given to charging of the power storage means over the efficiency until a value of 4 is reached.

  In the automobile of the present invention, the control means may be means for performing the heating promotion control when the voltage of the power storage means is equal to or higher than a predetermined lower limit as the state of the power storage means. In this way, the storage means can be protected.

  The automobile of the present invention further includes engine temperature detecting means for detecting the temperature of the internal combustion engine, and the control means is means for performing the heating promotion control when the temperature of the internal combustion engine is lower than a predetermined temperature. It can also be.

  In the automobile of the present invention, the internal combustion engine may be an engine capable of intermittent operation.

  In the automobile of the present invention, the power generation means may be a generator motor that functions as a power generator that generates power by the power from the internal combustion engine and also functions as a motor that outputs power to the axle. The power generation means may be a means that includes a generator that generates electric power from the internal combustion engine and an electric motor that can output power to the axle.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30 connected to a crankshaft 24 as an output shaft of the engine 22, a motor 40 capable of generating electricity connected to the planetary gear 30, and the planetary gear 30. And a CVT 50 as a continuously variable transmission connected to the drive wheels 66a and 66b through the differential gear 64, a heating device 70 for heating the passenger compartment using the heat of the engine 22, and the entire device. And a hybrid electronic control unit 80 for controlling.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil. The crankshaft 24 of the engine 22 generates electric power to be supplied to an auxiliary machine (not shown) and starts the engine 22. A starter motor 26 is attached. Operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter referred to as engine ECU) 29. The engine ECU 29 receives a signal necessary for controlling the operation of the engine 22, for example, a cooling water temperature tw from a temperature sensor 75 that detects the temperature of the cooling water circulating in the engine 22. Further, the engine ECU 29 communicates with the hybrid electronic control unit 80, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 80, and uses the data regarding the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 80.

  The planetary gear 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a first pinion gear 33 meshing with the sun gear 31, the first pinion gear 33, the ring gear 32, and the like. A meshing second pinion gear 34, and a carrier 35 that holds the first pinion gear 33 and the second pinion gear 34 so as to rotate and revolve freely, and perform differential action with the sun gear 31, the ring gear 32, and the carrier 35 as rotational elements. . The crankshaft 24 of the engine 22 is connected to the sun gear 31 of the planetary gear 30, and the rotating shaft 41 of the motor 40 is connected to the carrier 35. The output of the engine 22 is input from the sun gear 31 and the motor 40 is connected via the carrier 35. And output can be exchanged. The carrier 35 can be connected to the input shaft 51 of the CVT 50 by the clutch C1 and the ring gear 32 by the clutch C2. By connecting the clutch C1 and the clutch C2, the sun gear 31, the ring gear 32, and the carrier 35 are connected. The differential by the two rotating elements is prohibited, and the crankshaft 24 of the engine 22, the rotary shaft 41 of the motor 40, and the input shaft 51 of the CVT 50 are made a single rotary body. The planetary gear 30 is also provided with a brake B1 that fixes the ring gear 32 to the case 39 and prohibits its rotation.

  The motor 40 is configured, for example, as a known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the secondary battery 44 via an inverter 43. The motor 40 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 49. The motor ECU 49 manages signals necessary for driving and controlling the motor 40 and the secondary battery 44. Necessary signals, for example, a signal from a rotational position detection sensor 45 for detecting the rotational position of the rotor of the motor 40, a phase current applied to the motor 40 detected by a current sensor (not shown), and a terminal of the secondary battery 44 The voltage between terminals from the installed voltage sensor 46, the charge / discharge current from the current sensor 47 attached to the power line from the secondary battery 44, the battery temperature from the temperature sensor 48 attached to the secondary battery 44, etc. The motor ECU 49 outputs a switching control signal to the inverter 43. The motor ECU 49 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 47 in order to manage the secondary battery 44. The motor ECU 49 is in communication with the hybrid electronic control unit 80, and controls the drive of the motor 40 by a control signal from the hybrid electronic control unit 80, and the operation state of the motor 40 and the secondary battery 44 as necessary. Is output to the hybrid electronic control unit 80.

  The CVT 50 includes a primary pulley 53 that can be changed in groove width and connected to the input shaft 51, a secondary pulley 54 that is also changeable in groove width and connected to an output shaft 52 as a drive shaft, and a primary pulley 53 and a secondary pulley. 54, a first pulley 56 and a second actuator 57 that change the groove width of the primary pulley 53 and the secondary pulley 54, and the primary pulley 53 is provided by the first actuator 56 and the second actuator 57. By changing the groove width of the secondary pulley 54, the power of the input shaft 51 is steplessly changed and output to the output shaft 52. Control of the transmission ratio of the CVT 50 is performed by a CVT electronic control unit (hereinafter referred to as CVTECU) 59. The CVTECU 59 receives the rotational speed of the input shaft 51 from the rotational speed sensor 61 attached to the input shaft 51 and the rotational speed of the output shaft 52 from the rotational speed sensor 62 attached to the output shaft 52. A drive signal to the first actuator 56 and the second actuator 57 is output from the CVTECU 59. The CVTECU 59 is in communication with the hybrid electronic control unit 80, controls the transmission ratio of the CVT 50 by a control signal from the hybrid electronic control unit 80, and transmits data regarding the operating state of the CVT 50 as necessary. Output to the control unit 80.

  The heating device 70 includes a blower 76 that blows air into the passenger compartment, and air that is blown by the blower 76 and cooling water that flows in the circulation path 74 connected to the cooling flow path formed in the engine 22. And a heat exchanger 72 for performing heat exchange, and are driven and controlled by the electronic control unit 80 so that the temperature in the passenger compartment is adjusted.

  The hybrid electronic control unit 80 is configured as a microprocessor centered on the CPU 82. In addition to the CPU 82, a ROM 84 that stores processing programs, a RAM 86 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 80 includes a shift position sensor 91 that detects the rotational speed Ni of the input shaft 51 from the rotational speed sensor 61, the rotational speed No of the output shaft 52 from the rotational speed sensor 62, and the operating position of the shift lever 90. Shift position SP from the vehicle, accelerator pedal position Acc from the accelerator pedal position sensor 93 that detects the amount of depression of the accelerator pedal 92, brake pedal position BP from the brake pedal position sensor 95 that detects the amount of depression of the brake pedal 94, vehicle speed sensor The vehicle speed V from 96, the room temperature tin from the temperature sensor 97 for detecting the temperature in the passenger compartment, the heating switch 98 for instructing the operation of the heating device 70 and the set temperature at the time of operation, etc. are input via the input port. ing. Further, the hybrid electronic control unit 80 outputs a drive signal to the clutch C1 and the clutch C2, a drive signal to the brake B1, and the like via an output port. As described above, the hybrid electronic control unit 80 is connected to the engine ECU 29, the motor ECU 49, and the CVTECU 59 via the communication port, and exchanges various control signals and data with the engine ECU 29, the motor ECU 49, and the CVTECU 59. ing.

  When the hybrid vehicle 20 of the embodiment thus configured is traveling forward, that is, when the shift position SP is in the D range or the B range, the clutch C1 is brought into a connected state, and the clutch C2 and the brake B1 are brought into a disconnected state. The motor 22 is driven with only power from the motor 40, and the clutch C1 and the clutch C2 are both connected and the brake B1 is disconnected and the planetary gear 30 is an integral rotating body. Engine motor traveling that travels with the remaining power while generating a part of the power of the engine 22 with the motor 40 or travels by adding the power of the motor 40 to the power from the engine 22 Mode, clutch C2 is engaged and clutch C1 and brake B Preparative reaction force torque from the engine 22 runs by any torque amplification mode in which the vehicle travels by amplifying the engine torque while charge by the motor 40 as a connection release state. During reverse travel, that is, when the shift position SP is in the R range, the clutch C1 is engaged and the clutch C2 and the brake B1 are disengaged, and the vehicle travels in the reverse motor travel mode in which the vehicle travels only with the power from the motor 40. When the driving force exceeding the predetermined driving force is requested, or when the SOC of the secondary battery 44 falls below the predetermined value, the brake B1 is connected to the clutch C1 and the power of the engine 22 is transmitted to the drive shafts 66a and 66b. The vehicle travels in the reverse engine travel mode. When the shift position SP is stopped in the P range, when the SOC of the secondary battery 44 falls below a predetermined value, both the clutch C1 and the clutch C2 are disengaged to disconnect the planetary gear 30 and the input shaft 51 of the CVT 50 and to release the brake B1. As a connected state, the secondary battery 44 is charged in a stop-time power generation mode in which the motor 40 is generated by the power of the engine 22.

  The operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when the operation of the heating device 70 is instructed when traveling in the above-described engine motor traveling mode will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 80 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) when traveling in the engine motor traveling mode.

  When the drive control routine is executed, the CPU 82 of the hybrid electronic control unit 80 first inputs the accelerator opening Acc from the accelerator pedal position sensor 93, the vehicle speed V from the vehicle speed sensor 96, and the inputs from the rotation speed sensors 61 and 62. The number of revolutions Ni and No of the shaft 51 and the output shaft 52, the indoor temperature tin from the temperature sensor 97, the operation signal from the heating switch 98, the set temperature tset during operation, and the engine detected by the temperature sensor 75 and transmitted by the engine ECU 29 The data required for control of the cooling water temperature tw 22 and the SOC of the secondary battery 44 calculated and transmitted by the motor ECU are input (step S100), and the driving wheel 66a is based on the input accelerator opening Acc and vehicle speed V. , 66b and the required torque T * to be output Setting the word P * (step S110). In the embodiment, the required torque T * is stored in advance in the ROM 84 as a required torque setting map, and the accelerator opening Acc and the vehicle speed V are given. If so, the corresponding required torque is derived from the required torque setting map. An example of the required torque setting map is shown in FIG. Further, the required power P * can be calculated by multiplying the set required torque T * by the number of rotations of the drive wheels 66a and 66b (converted from the vehicle speed V).

  Next, it is determined whether or not the heating device 60 is in an ON state, whether or not the cooling water temperature tw of the engine 22 is lower than a predetermined temperature twref, that is, whether or not the heat generation of the engine 22 is insufficient (step S120). ). When it is determined that the heating device 60 is in the OFF state, or when it is determined that the cooling water temperature tw of the engine 22 is equal to or higher than the predetermined temperature twref, it is determined that the promotion of heating is not necessary, and normal control is performed. . That is, the target charge / discharge amount Pb * to be charged / discharged to / from the secondary battery 44 is set based on the SOC of the secondary battery 44 (step S130). In the embodiment, the target charge / discharge amount Pb * is basically set so that the SOC of the secondary battery 44 becomes the SOC center SC as a reference value, and the vehicle travels such as the accelerator opening Acc as necessary. It is set in consideration of the state and the driving efficiency of the hybrid vehicle 20. A value obtained by adding the required power P *, the target charge / discharge amount Pb *, and the loss (Loss) is set as the engine required power Pe * to be output from the engine 22 (step S160), and the set engine required power Pe * is set. Are set as the target torque Te * of the engine 22 and the target rotational speed Ni * of the input shaft 51 (step S170). As described above, since the clutch C1 and the clutch C2 are in the connected state, the planetary gear 30 rotates with the sun gear 31, the ring gear 32, and the carrier 35 integrally. Therefore, since the input shaft 51 rotates integrally with the crankshaft 24, the target rotational speed Ni * is also the target rotational speed of the engine 22 and the target rotational speed of the motor 40. FIG. 4 shows how the target rotational speed Ni * and the target torque Te * are set based on the engine required power Pe *. As shown in the figure, the target rotational speed Ni * and the target torque Te * can be set as a point of intersection between an optimal fuel efficiency operation line where the fuel efficiency of the engine 22 is optimal and a curve where the engine required power Pe * is constant. . Subsequently, the target torque Tm * of the motor 40 is set by dividing the target charge / discharge amount Pb * by the target rotational speed Ni * of the input shaft 51 (step S180), and the set target torque Te *, target torque Tm *, target A process for driving the heating device 60 in accordance with the set temperature tset and the room temperature tin is performed while transmitting the rotational speed Ni * to the engine ECU 29, the motor ECU 49, and the CVTECU 59, respectively, and the routine is terminated. The engine ECU 29 that has received the target torque Te * performs intake air amount adjustment control, combustion injection control, and ignition control so that the engine 22 operates at the target torque Te *. The motor ECU 49 that has received the target torque Tm * outputs a switching control signal to the inverter 43 so that the motor 40 operates at the target torque Tm *. The CVTECU 59 that has received the target rotational speed Ni * outputs a drive signal to the first and second actuators 56 and 57 so that the input shaft 51 rotates at the target rotational speed Ni *.

  If it is determined in step S120 that the heating device 60 is in the ON state and the cooling water temperature tw of the engine 22 is lower than the predetermined temperature twref, it is determined that heating needs to be promoted, and step S130 is performed. Instead of setting the target charge / discharge amount Pb *, the temperature difference Δt is calculated by subtracting the indoor temperature tin from the input set temperature tset (step S140), and the secondary battery is based on the calculated temperature difference Δt and the SOC. 44 sets the target charge / discharge amount Pb * to be charged / discharged (step S150). In the embodiment, the target charge / discharge amount Pb * is when the SOC is low with respect to the SOC center SC and the secondary battery 44 needs to be charged and when the SOC is high with respect to the SOC center SC. Each time when 44 discharges are required, the relationship between the temperature difference Δt and the target charge / discharge amount Pb * is obtained in advance and stored in the ROM 84 as a target charge / discharge amount setting map, and the temperature difference Δt and SOC are given. When set, the target charge / discharge amount Pb * is derived from the target charge / discharge amount setting map corresponding to the SOC. An example of this target charge / discharge amount setting map is shown in FIG. As shown in the figure, when the SOC is low, the target charge / discharge amount Pb * is set such that the charge amount tends to decrease as the temperature difference Δt increases (the indoor temperature tin becomes lower than the set temperature tset). When the SOC is high, the map is created so that the target charge / discharge amount Pb * is set such that the discharge amount increases as the temperature difference Δt increases. Note that when the temperature difference Δt is less than the predetermined temperature tref, the heating is not required, and the map is created so that the target charge / discharge amount Pb * is the same as the target charge / discharge amount Pb * set in step S130. . Consider a case where the SOC is low and the secondary battery 44 is charged. The engine 22 can output power more efficiently when operated at a relatively high load, and its heat generation is also large. For this reason, if the target charge / discharge amount Pb * at which the charge amount is relatively large is set and the power output from the engine 22 is increased, the engine 22 is operated at a high load and the secondary battery 44 is charged. Efficiency is improved. However, in this case, since the SOC increases in a short time, the charging of the secondary battery 44 is completed before the engine 22 sufficiently generates heat, and a sufficient heating effect may not be obtained. The target charge / discharge amount Pb * is set so that the charge amount decreases as the temperature difference Δt increases when the secondary battery 44 is charged. This is because the heat generation time of the engine 22 is increased so that the load continues to act, and the engine 22 is sufficiently heated. Next, a case where the secondary battery 44 is in a high SOC state and the secondary battery 44 is discharged will be considered. At this time, if the target charge / discharge amount Pb * with a relatively large discharge amount is set, the load on the motor 40 is increased and the load on the engine 22 is reduced. Therefore, the load acting on the engine 22 is temporarily reduced. The fever is also reduced. However, since the SOC of the secondary battery 44 can be lowered in a short time, the SOC becomes low after that, and a free capacity can be secured when the secondary battery 44 is charged. The target charge / discharge amount Pb * is set such that the discharge amount decreases as the temperature difference Δt increases when the secondary battery 44 is discharged. This is because a load is applied to the engine 22 by power generation to cause the engine 22 to sufficiently generate heat. When the target charge / discharge amount Pb * is set in this way, the above-described steps S160 to S190 are performed, and this routine is terminated.

  FIG. 6 shows a state in which heating by the heating device 60 is promoted when the SOC of the secondary battery 44 is low, and FIG. 7 shows the state by the heating device 60 when the SOC of the secondary battery 44 is high. Shows how heating is promoted. When it is necessary to promote heating by the heating device 70 and the SOC of the secondary battery 44 is low, the heating device 60 is turned on and the indoor temperature tin is subtracted from the set temperature tset as shown in FIG. The target charge / discharge amount Pb is compared to the time when heating is not required to be accelerated from time t1 when the calculated temperature difference Δt is equal to or greater than the predetermined temperature difference tref to time t2 when the temperature difference Δt is less than the predetermined temperature difference tref. * Is set to a value that reduces the amount of charge. As a result, the increase in the SOC of the secondary battery 44 is suppressed, and the engine 22 is continuously subjected to the load applied by the motor 40 for a relatively long time. When the SOC of the secondary battery 44 is high, as shown in FIG. 7, the secondary battery 44 needs to be charged from the time t1 when the heating device 60 is turned on and the temperature difference Δt becomes equal to or greater than the predetermined temperature difference tref. A value that increases the discharge amount is set as the target charge / discharge amount Pb * until time t2. When the SOC is lowered at time t2 due to the discharge of the secondary battery 44 at this time, a charge-side value is set as the target charge / discharge amount Pb * until time t3 when the temperature difference Δt becomes less than the predetermined temperature difference tref. As a result, a load is applied to the engine 22 by the motor 40 and heat generation of the engine 22 is promoted.

  According to the hybrid vehicle 20 of the embodiment described above, when it is necessary to promote heating by the heating device 70, when the SOC is low and the secondary battery 44 is to be charged, when heating is not necessary. Since the engine 22 and the motor 40 are controlled by reducing the amount of charge charged in the secondary battery 44, the time during which the load is applied to the engine 22 by the motor 40 can be increased while suppressing the increase in SOC. And the engine 22 can sufficiently generate heat. As a result, the heating performance of the heating device 60 that uses the heat of the engine 22 can be further improved. Further, when the secondary battery 44 is to be discharged because the SOC is high, the amount of discharge to discharge the secondary battery 44 is increased to control the engine 22 and the motor 40 as compared with the case where promotion of heating is not necessary. Therefore, the SOC can be lowered in a short time to make the SOC low, and charging of the secondary battery 44 can be started, and the motor 40 can promote the heat generation of the engine 22. In addition, as the temperature difference Δt obtained by subtracting the room temperature tin from the set temperature tset is larger, the charge amount of the secondary battery 44 is decreased or the discharge amount is increased, so that heating can be promoted as necessary. Of course, the required power P * can be output by the engine 22 and the motor 40.

  In the hybrid vehicle 20 of the embodiment, the operation when the engine motor travel mode is selected at the position where the shift position SP can travel forward is selected. However, when the SOC is low and the secondary battery 44 should be charged. Further, the present invention can be applied even when the shift position SP is stopped in the P range and the stop-time power generation mode is selected. In this case, when the heating device 60 is in an ON state and the coolant temperature tw of the engine 22 is lower than the predetermined temperature twref, a map similar to the target charge / discharge amount setting map on the charging side illustrated in FIG. 4 is used. The target charge / discharge amount Pb * may be set and the engine 22 and the motor 40 may be controlled. Even in this case, since a load is applied to the engine 22 by the motor 40 and the heat generation of the engine 22 can be promoted, a sufficient heating effect can be obtained.

  Next, the operation of the hybrid vehicle 20 of the embodiment when applying the braking force when the accelerator is off during traveling in the engine motor traveling mode will be described. FIG. 8 is a flowchart illustrating an example of an accelerator-off drive control routine executed by the hybrid electronic control unit 80 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) when the accelerator is off during traveling in the engine motor traveling mode.

  When the accelerator-off drive control routine is executed, the CPU 82 of the hybrid electronic control unit 80 first starts the shift position SP and the vehicle speed V from the shift position sensor 91, and the rotational speeds Ni and No of the input shaft 51 and the output shaft 52. , The coolant temperature tw, the operation signal of the heating device 60, the set temperature tset during operation, the indoor temperature tin, and other data are input (step S200), and the drive wheels 66a and 66b are input based on the input shift position SP and vehicle speed V. The required braking power P * to be output to is calculated (step S210). In the embodiment, the required braking power P * is calculated in advance as a deceleration torque on the output shaft 52 in accordance with the shift position SP and the vehicle speed V, and stored in the ROM 84 as a map. A torque corresponding to SP can be derived, and the derived torque can be multiplied by the rotational speed No of the output shaft 52.

  When the required braking power P * is set, the braking force acting by the rotational resistance such as the frictional force and pumping loss of the engine 22 from the required braking power P *, that is, the braking power Pe * shared by the engine 22 and the regeneration control by the motor 40. Is set, that is, the braking power Pm * shared by the motor 40 (step S220). In the embodiment, the braking power Pe * and the braking power Pm * increase the efficiency of the hybrid vehicle 20 while satisfying the condition (P * = Pe * + Pm *) where the sum of the braking powers of both is equal to the required braking power P *. In order to improve, it was set to obtain regenerative power as much as possible.

  Next, it is determined whether or not the heating device 60 is in an ON state and whether or not the cooling water temperature tw of the engine 22 is lower than a predetermined temperature (step S230). When it is determined that the heating device 60 is in an OFF state, or when it is determined that the cooling water temperature tw of the engine 22 is equal to or higher than the predetermined temperature tref, the rotational speed at which the friction power of the engine 22 becomes the braking power Pe * is determined. 51 is set to the target rotational speed Ni * (step S270), the braking power Pm * is divided by the target rotational speed Ni * to set the target torque Tm * of the motor 40 (step S280), and a fuel cut command is issued to the engine. The target torque Tm * is transmitted to the motor ECU 49, the target rotational speed Ni * is transmitted to the CVTECU 59 (step S290), and this routine is terminated.

  When it is determined in step S230 that the heating device 60 is ON and the cooling water temperature tw of the engine 22 is lower than the predetermined temperature twref, the temperature difference Δt is calculated by subtracting the indoor temperature tin from the set temperature tset. (Step S240), it is determined whether or not the calculated temperature difference Δt is equal to or higher than a predetermined temperature tref (Step S250). If it is determined that the temperature difference Δt is less than the predetermined temperature tref, the processing of steps S270 to S290 described above is performed with the braking power Pe * and braking power Pm * set in step S220, and this routine is terminated. On the other hand, when it is determined that the temperature difference Δt is equal to or higher than the predetermined temperature tref, the braking power Pe * and the braking power Pm * set in the process of step S220 satisfy the above-described condition of P * = Pe * + Pm *. The brake power Pe * and the brake power Pm * are corrected so as to reduce the proportion shared by the motor 40, that is, to limit the regenerative power by the motor 40 (step S260), and this corrected brake power Pe Processing of steps S270 to S290 is performed by * and braking power Pm *, and this routine is terminated. As described above, when the temperature difference Δt is equal to or higher than the predetermined temperature tref and the heating of the heating device 60 needs to be promoted, the regenerative control by the motor 40 is restricted to suppress the increase in the SOC and thereafter the secondary battery 44. It is necessary to secure a free space when charging the battery. Accordingly, when the secondary battery 44 is subsequently charged by executing the drive control routine of FIG. 2, a load is applied to the engine 22 by the motor 40 to promote heat generation of the engine 22. Can be obtained. The correction of the braking power Pe * and the braking power Pm * can be performed by decreasing the ratio of the braking force shared by the motor 40 as the temperature difference Δt increases, or the predetermined value can be braked regardless of the temperature difference Δt. It can also be performed by subtracting from the power Pm * and adding to the braking power Pe *.

  According to the hybrid vehicle 20 of the embodiment described above, the target braking power P * when the accelerator is off is shared by the engine 22 when the heating force of the heating apparatus 70 is not required to be accelerated when the braking force is applied when the accelerator is off. Braking power Pe so that regenerative power of the motor 40 is obtained as much as possible while satisfying a condition (P * = Pe * + Pm *) that is equal to the sum of the braking power Pe * and the braking power Pm * shared by the motor 40 * And braking power Pm * are set to control the engine 22, the motor 40, and the CVT 50, and when the heating of the heating device 70 needs to be promoted, the braking power Pe * is applied in the direction in which the regenerative power of the motor 40 is limited. And the braking power Pm * are corrected to control the engine 22, the motor 40, and the CVT 50. The regenerative power of the motor 40 can be increased to improve the energy efficiency of the entire vehicle, and when the heating needs to be promoted, the regenerative power of the motor 40 is decreased to secure the capacity of the secondary battery 44. Then, when the secondary battery 44 is subsequently charged, heat generation of the engine 22 can be promoted to obtain a sufficient heating effect. In addition, when the heating needs to be promoted, the distribution of the braking power P * shared by the engine 22 is increased, so that heat generation due to the friction of the engine 22 can be promoted, and the heating effect due to this frictional heat can also be expected. . Of course, the braking force when the accelerator is off can be applied to the drive wheels 66a and 66b by the braking power Pe * and the braking power Pm *.

  In the hybrid vehicle 20 of the embodiment, when it is necessary to promote heating, it is necessary to promote heating so that the time during which the load is applied to the engine 22 by the motor 40 is increased when the secondary battery 44 should be charged depending on the SOC state. The target charge / discharge amount Pb * is set so that the charge amount is smaller than when the battery is not, and when the secondary battery 44 is to be discharged, the discharge of the secondary battery 44 is terminated early and the subsequent charging is started early. The target charge / discharge amount Pb * is set so that the discharge amount is larger than when heating is not required to be performed. However, as shown in the target charge / discharge amount setting processing routine of the modified example illustrated in FIG. In addition, the secondary battery 44 may be positively discharged and charging may be started after the discharge to promote heat generation of the engine 22 so that a sufficient heating effect can be obtained.

  In the target charge / discharge amount setting processing routine of FIG. 9, first, data such as the SOC and battery voltage Vb of the secondary battery 44, the operation signal of the heating device 70, the set temperature tset at the time of operation, and the room temperature tin are input (step). S300). Then, the value of the charge flag F is checked (step S310), and if it is determined that the charge flag F is 0, it is determined whether or not the SOC of the input secondary battery 44 is equal to or greater than the lower limit SL (step). S320). Here, the lower limit value SL is set in advance, for example, as 45% or 40% as the SOC that needs to prioritize charging of the secondary battery 44 over efficient driving of the vehicle. If it is determined that the SOC of the secondary battery 44 is equal to or greater than the lower limit value SL, it is determined whether or not the heating device 70 is in an ON state and whether or not the cooling water temperature tw of the engine 22 is lower than a predetermined temperature twref. In addition, when the heating device 70 is in the ON state and the cooling water temperature tw is lower than the predetermined temperature tref, the temperature difference Δt is calculated by subtracting the indoor temperature tin from the input set temperature tset (step S340). ), It is determined whether or not the calculated temperature difference Δt is equal to or higher than the predetermined temperature tref, that is, whether or not it is necessary to promote heating by the heating device 70 (step S350). Hereinafter, in the setting process of the target charge / discharge amount Pb * when it is determined that promotion of heating is not necessary and the setting process of the target charge / discharge amount Pb * when it is determined that promotion of heating is necessary Are described separately.

  When it is determined that heating promotion is not necessary, the charging flag F is set to a value 0 (step S360), and the SOC center SC is set to a value SC1 (for example, 60%) (step S370). Target charge / discharge amount Pb * is set such that secondary battery 44 is charged / discharged at SOC center SC (step S380). Here, the target charge / discharge amount Pb * is basically set so that the SOC becomes the SOC center SC, as in the process of step S130 of the routine of FIG. 2, but it acts on the drive wheels 66a and 66b. It is set in consideration of the correspondence to the required power P * and the efficient driving of the hybrid vehicle 20 at the same time. After the target charge / discharge amount Pb * is set, the same processing as steps S160 to S190 of the drive control routine of FIG. 2 is performed based on the required power P * set based on the accelerator opening Acc and the vehicle speed V. The engine 22, the motor 40, the CVT 50, etc. are controlled. When it is determined in step S310 that the charge flag F is 1 or when it is determined in step S320 that the SOC of the secondary battery 44 is less than the lower limit value SL, the charge flag F is set to 1 (step 1). S390), until the SOC becomes the SOC center SC (step S400), the charge-side value P1 is set as the target charge / discharge amount Pb * (step S410). For example, when the SOC of the secondary battery 44 falls below the lower limit SL, for example, when the driver depresses the accelerator pedal 92 and outputs power from the motor 40 to the drive wheels 66a and 66b, the SOC becomes the SOC center SC. Until the secondary battery 44 is charged. When the SOC reaches the SOC center SC, the charge flag F is returned to the value 0 (step S360), and the control returns to the charge / discharge control of the secondary battery 44 based on the SOC center SC (steps S370, S380).

  On the other hand, when it is determined that promotion of heating is necessary, it is determined whether or not the battery voltage V of the secondary battery 44 is equal to or higher than the predetermined voltage Vref, that is, whether or not the state of the secondary battery 44 is good. Determination is made (step S420). If it is determined that the battery voltage V is equal to or higher than the predetermined voltage Vref, the SOC center SC is set to a value SC2 (for example, 65%) larger than the value SC1 (step S430), and the target charge / discharge amount Pb * is set. A value P2 on the discharge side is set (step S440). When the secondary battery 44 is discharged by repeating such processing and the SOC of the secondary battery 44 falls below the lower limit value SL in step S320, the charge flag F is set to 1 (step S390), and the SOC is greater than the value SC1. The target charge / discharge amount Pb * is set to the charge-side value P1 (step S410) until the SOC center SC is set to the value SC2 which is also a larger value (step S400). If the battery voltage V is less than the predetermined voltage Vref and it is determined that the state of the secondary battery 44 is not good, it is determined that the secondary battery 44 needs to be protected, and heating in steps S360 to S380 is performed. The process is returned to the process when it is not necessary to promote the process, and the process of returning the SOC of the secondary battery 44 to the SOC center SC is performed.

  FIG. 10 is an explanatory diagram for explaining a state in which the target charge / discharge amount Pb * is set when it is necessary to promote heating by the heating device 70. As shown in FIG. 10, when the heating device 70 is in the ON state at time t1 and the temperature difference Δt between the set temperature tset and the room temperature tin becomes equal to or higher than the predetermined temperature tref, the target charge / discharge amount Pb * is set on the discharge side. When the value P1 is set and the secondary battery 44 is discharged, and when the secondary battery 44 is discharged and the SOC falls below the lower limit value SL at time t3, the SOC is larger than the normal value (value SC1). The charge side value P2 is set as the target charge / discharge amount Pb * until the center SC (value SC2) is reached, and the secondary battery 44 is charged. At this time, the engine 22 is in a state in which a load is applied by the motor 40 as the secondary battery 44 is charged, so that heat generation of the engine 22 is promoted. Note that, as shown by a one-dot chain line in the figure, when the battery voltage V falls below a predetermined voltage Vref at time t2 during the charging of the secondary battery 44, it is necessary to protect the secondary battery 44. When the discharge is stopped, charging is started.

  By such processing, when it is not necessary to promote heating by the heating device 70, basically, the secondary battery 44 is charged and discharged so that the SOC of the secondary battery 44 becomes the SOC center SC set to the value SC1, When the SOC falls below the lower limit value SL, the target charge / discharge amount Pb * is set by giving priority to the charging of the secondary battery 44 until reaching the SOC center SC, and when the heating device 70 needs to promote heating, The target charge / discharge amount Pb * is set with priority given to the discharge of the secondary battery 44 until the SOC of the battery 44 falls below the lower limit value SL. When the SOC falls below the lower limit value SL, the value SC2 is set to a value SC2 larger than the value SC1. The target charge / discharge amount Pb * is set by giving priority to the charging of the secondary battery 44 until the SOC center SC is reached. Thereby, when promotion of the heating by the heating apparatus 70 is requested | required, a load can be made to act on the engine 22 by the motor 40, the heat_generation | fever of the engine 22 can be accelerated | stimulated, and sufficient heating effect can be acquired.

  In this modification, the secondary battery 44 is charged until it reaches the SOC center SC when the SOC falls below the lower limit value SL whether or not the heating device 70 needs to promote heating. However, when it is not necessary to promote heating, the secondary battery 44 is charged until the SOC reaches the SOC center SC when the value falls below the lower limit value SL. When promotion of heating is necessary, the charge is smaller than the lower limit value SL. The secondary battery 44 may be charged until the SOC becomes the SOC center SC when the value falls below the value SL1. In this way, since the secondary battery 44 can be charged over a relatively long period when heating is required to be accelerated, a load is applied to the engine 22 by the motor 40 and the heat generated in the engine 22 is increased. Can be promoted, and a sufficient heating effect can be obtained. Further, in the modified example, when the SOC is below the lower limit value, the charging of the secondary battery 44 is started and then the charging is terminated. The value SC1 is set according to whether or not the heating device 70 needs to promote heating. , Value SC2 as different SOC centers SC, but may be the same value. Moreover, it is good also as a value different from SOC center SC, if it is a value larger than the lower limit which starts the preferential charge of the secondary battery 44. FIG.

  In the hybrid vehicle 20 of the embodiment, the motor 40 is connected to the crankshaft 26 of the engine 22 via the planetary gear 30. However, the motor 40 may be connected not via the planetary gear 30. In the hybrid vehicle 20 of the embodiment, the motor 40 is configured as a generator motor that can be driven as a generator and can be driven as an electric motor. However, the generator 40 and the drive wheels 66a and 66b generate power by the power from the engine 22. It is good also as what provides the electric motor to output separately.

  In the hybrid vehicle 20 of the embodiment, the CVT 50 as a continuously variable transmission is mounted. However, the transmission is not limited to a continuously variable transmission, and may be applied to a stepped transmission. Further, instead of such a transmission, a planetary gear connected to the engine, a first motor capable of generating power connected to the planetary gear, and a second motor connected to the planetary gear and connected to the drive shaft (drive wheel). It is good also as a structure provided with these. In this case, the accelerator off-time drive control routine of FIG. 8 cannot be performed, but the power from the engine is torque-converted by the first motor, the second motor, and the planetary gear while the secondary battery is charged and discharged. Therefore, the same processing as the drive control routine of FIG. 2 and the target charge / discharge amount setting processing routine of FIG. 9 should be performed. Can do.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 80 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that target rotation speed Ni * and target torque Te * are set. It is explanatory drawing which shows an example of the map for target charging / discharging amount setting. It is explanatory drawing which shows a mode that the heating by the heating apparatus 70 is accelerated | stimulated when the secondary battery 44 should be charged. It is explanatory drawing which shows a mode that the heating by the heating apparatus 70 is accelerated | stimulated when the secondary battery 44 should be discharged. It is a flowchart which shows an example of the drive control routine at the time of accelerator off performed by the hybrid electronic control unit 80 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the target charging / discharging amount setting process routine of a modification. It is explanatory drawing explaining a mode that the secondary battery 44 is discharged and it charges after discharge, and promotes the heating by the heating apparatus.

Explanation of symbols

20 hybrid vehicle, 22 engine, 24 crankshaft, 26 starter motor, 29 electronic control unit (engine ECU) for engine, 30 planetary gear, 31 sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier, 39 case , 40 Motor, 41 Rotating shaft, 43 Inverter, 44 Secondary battery, 45 Rotation position detection sensor, 46 Voltage sensor, 47 Current sensor, 48 Temperature sensor, 49 Motor electronic control unit (motor ECU), 50 CVT, 51 Input Shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55 belt, 56 first actuator, 57 second actuator, 59 CVT electronic control unit (CVTECU), 61 Rotational speed sensor, 62 Rotational speed sensor, 64 Differential gear, 66a, 66b Drive wheel, 70 Heating device, 72 Heat exchanger, 74 Circulation path, 75 Temperature sensor, 76 Blower, 80 Hybrid electronic control unit, 82 CPU, 84 ROM, 86 RAM, 90 shift lever, 91 shift position sensor, 92 accelerator pedal, 93 accelerator pedal position sensor, 94 brake pedal, 95 brake pedal position sensor, 96 vehicle speed sensor, 97 temperature sensor, 98 heating switch, B1 brake, C1 , C2 clutch.

Claims (16)

An automobile equipped with an internal combustion engine,
A heating device for heating the passenger compartment by heat generated from the internal combustion engine;
Power generation means capable of generating power using at least part of the power from the internal combustion engine;
Power storage means capable of charging the power generated by the power generation means;
When promotion of heating by the heating device is requested, heating promotion control is performed to drive and control the internal combustion engine and the power generation means so that the amount of heat generated by the internal combustion engine increases within the range of the power storage capacity of the power storage means. Control means;
Automobile equipped with.   The control means controls the internal combustion engine and the power generation means so that the power storage means is charged at a charging efficiency that is lower than normal as the heating promotion control when charging of the power storage means is required. The automobile according to claim 1, which is means. The automobile according to claim 1 or 2,
An indoor temperature detecting means for detecting the temperature in the passenger compartment;
When charging to the power storage means is requested, the control means sets a target charge amount based on a deviation between a set temperature set by an operator and the detected temperature in the passenger compartment as the heating promotion control. An automobile which is a means for setting and controlling the internal combustion engine and the power generation means so that the power storage means is charged with the set target charge amount.   4. The automobile according to claim 3, wherein the control means is means for setting the target charge amount so as to decrease as the deviation increases. The automobile according to any one of claims 1 to 4,
The power generation means is a generator motor means capable of outputting power to an axle with a discharge from the power storage means,
The internal combustion engine is an engine capable of outputting power to the axle;
When the discharge from the power storage means is requested, the control means sets a target discharge amount that increases a discharge amount from the normal time as the heating promotion control, and the power storage means uses the set target discharge amount to An automobile which is means for controlling the internal combustion engine and the generator motor means so that the required power required for the axle is output to the axle while being discharged. The automobile according to claim 5,
An indoor temperature detecting means for detecting the temperature in the passenger compartment;
The control means is a means for setting the target discharge amount based on a deviation between a set temperature set by an operator as the heating promotion control and the detected temperature in the passenger compartment.   The automobile according to claim 6, wherein the control means is means for setting the target discharge amount so as to increase as the deviation increases. The automobile according to any one of claims 1 to 7,
The power generation means is means capable of regenerating power of the axle and charging the power storage means,
The control means is an automobile that controls the power generation means so that when the regeneration request is made, the regeneration promotion is restricted more than usual as the heating promotion control. The automobile according to claim 8,
A transmission capable of shifting the power output from the internal combustion engine with a changeable gear ratio and transmitting it to the axle;
When the braking force due to the accelerator off is requested for the axle, the control means is normally configured to calculate the requested braking force by the sum of the braking force due to the rotational resistance of the internal combustion engine and the braking force due to the regeneration control of the power generation means. The transmission and the electric motor are controlled so that power is output to the axle, and as the heating promotion control, the distribution of the braking force due to the rotational resistance of the internal combustion engine is made larger than that in the normal time, and the requested control is performed. An automobile which is means for controlling the transmission and the electric motor so that power is output to the axle. The automobile according to any one of claims 1 to 9,
The power generation means is a generator motor means capable of outputting power to an axle with a discharge from the power storage means,
The internal combustion engine is an engine capable of outputting power to the axle;
The control means controls the internal combustion engine and the generator motor means so that the power required for the axle can be efficiently output under normal conditions, and the power required for the axle is output as the heating promotion control. While temporarily controlling the internal combustion engine and the generator motor means with priority given to the discharge from the power storage means over the efficiency, the charge to the power storage means is given priority over the efficiency after the control. An automobile which is a means for controlling an internal combustion engine and the electric generator / electric means. The automobile according to claim 10,
A power storage amount detecting means for detecting a power storage amount of the power storage means,
The control means controls the internal combustion engine and the generator motor means so that the power required for the axle is efficiently output when the detected storage amount is equal to or greater than a first value as normal time, When the detected amount of electricity stored is less than the first value, the internal combustion engine is prioritized to charge the electricity storage means over the efficiency until it reaches a second value that has a larger amount of electricity stored than the first value. And the power generation motor means, and as the heating promotion control, when the detected storage amount is equal to or more than a third value that is less than the first value, The internal combustion engine and the motor generator are controlled with priority on discharge, and after the control, the second value or the fourth value having a larger amount of charge than the second value is reached. Prioritizing charging of the power storage means with respect to the internal combustion The internal combustion engine and the generator / motor means in preference to the discharge from the power storage means over the efficiency when the detected charge amount is equal to or greater than the first value. And controlling the internal combustion engine and the generator / motor unit in priority to charging the power storage unit over the efficiency until a fourth value having a larger storage amount than the second value is reached after the control. Is a means of controlling automobiles.   The automobile according to any one of claims 1 to 11, wherein the control means is means for performing the heating promotion control when a voltage of the power storage means is equal to or higher than a predetermined lower limit as a state of the power storage means. The automobile according to any one of claims 1 to 12,
Engine temperature detecting means for detecting the temperature of the internal combustion engine;
The vehicle is a vehicle that performs the heating promotion control when the temperature of the internal combustion engine is lower than a predetermined temperature.   The automobile according to any one of claims 1 to 13, wherein the internal combustion engine is an engine capable of intermittent operation.   The automobile according to any one of claims 1 to 14, wherein the power generation means is a generator motor that functions as a generator that generates power by power from the internal combustion engine and also functions as a motor that outputs power to an axle. The automobile according to any one of claims 1 to 14, wherein the power generation means is a means that includes a generator that generates electric power using power from the internal combustion engine and an electric motor that can output power to an axle.

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