JP2005201177A - Drive unit and hybrid automobile mounting the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify a device necessary to preheat an engine and more promptly start the engine while preheating it. <P>SOLUTION: A circulation pipe passage 61 forming a circulation passage of a heat exchange medium is provided with a heat storage tank 65 warming and holding the heat exchange medium heated by the engine 22 and a water pump 62 of which rotational shaft is mechanically connected to a crankshaft of the engine 22 for circulating the heat exchange medium inside the circulation pipe passage 61 and driven by rotational force of the crankshaft. When start of the engine 22 is instructed, if engine water temperature from a temperature sensor 23 is below predetermined temperature, cranking of the engine 22 is continued for predetermined time to preheat the engine 22. After the predetermined time passes, fuel injection and ignition are started to start the engine 22. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a drive device and a hybrid vehicle equipped with the drive device, and more particularly to a drive device including an internal combustion engine and cranking means capable of cranking an output shaft of the internal combustion engine, and a hybrid vehicle equipped with the drive device.

Conventionally, as this type of drive device, there has been proposed one that preheats the engine by supplying the engine with cooling water kept warm by a heat accumulator before starting the engine (see, for example, Patent Document 1). In this device, when the start of the engine is instructed when the temperature of the cooling water in the engine is higher than the temperature of the cooling water in the regenerator by a predetermined temperature or more, the electric pump is driven by the control device to Since the engine before starting is preheated by supplying cooling water to the engine, it is said that the characteristics of engine rotation and exhaust characteristics immediately after starting can be improved.
JP 2002-122061 A

  In the drive device described above, the cooling water in the regenerator is supplied to the engine using an electric pump, so a drive circuit and its control device for driving the electric pump are required, and the device becomes complicated and large. End up.

  The drive device of the present invention and a hybrid vehicle equipped with the drive device have an object to solve these problems and simplify a device necessary for preheating the engine. Another object of the drive device of the present invention and a hybrid vehicle equipped with the drive device is to start the engine more quickly while preheating the engine.

  The drive device of the present invention and a hybrid vehicle equipped with the drive device adopt the following means in order to achieve at least a part of the above object.

The drive device of the present invention is
A drive device comprising an internal combustion engine and cranking means capable of cranking the output shaft of the internal combustion engine,
Heat storage means for storing, as heat, a heat exchange medium capable of exchanging heat with the internal combustion engine;
A pump that is driven in conjunction with the rotational force of the output shaft of the internal combustion engine, and supplies the heat exchange medium stored in the heat storage means to the internal combustion engine as the pump is driven to add the internal combustion engine; A heating means capable of heating;
When the start of the internal combustion engine is instructed when a predetermined heating condition is satisfied, the cranking means is driven and controlled to crank the output shaft of the internal combustion engine, and the internal combustion engine is controlled by the heating means. And a warming start control means for performing warming start control for driving and controlling the internal combustion engine so as to start the internal combustion engine at the end of warming.

  In the drive device of the present invention, the internal combustion engine has a pump driven by the rotational force of the output shaft of the internal combustion engine, and supplies the heat exchange medium stored as heat in the heat storage means to the internal combustion engine as the pump is driven. Heating means for heating the crankshaft so as to crank the output shaft of the internal combustion engine when the start of the internal combustion engine is instructed when a predetermined heating condition is satisfied. The internal combustion engine is driven and controlled so as to warm the internal combustion engine by the heating means and start the internal combustion engine when the heating is completed. Therefore, it is possible to heat the internal combustion engine using a pump that is driven in conjunction with the rotational force by cranking the output shaft of the internal combustion engine, so that the pump is electrically driven to warm the internal combustion engine. The apparatus can be simplified as compared with those using the above. Further, since the internal combustion engine is heated by cranking the output shaft of the internal combustion engine, the internal combustion engine can be started more quickly when the heating is completed. Here, the “cranking means” includes a generator motor capable of generating power in addition to the motor. Further, the “predetermined heating condition” includes that the temperature of the heat exchange medium stored in the heat storage means is equal to or higher than the predetermined temperature, the temperature of the internal combustion engine is lower than the predetermined temperature, and the like.

  In such a driving apparatus of the present invention, the warming start control means may be means for driving and controlling the cranking means so as to crank the output shaft of the internal combustion engine over a predetermined time.

  In the driving device of the present invention, cooling means capable of cooling the heat exchange medium and supplying the cooled heat exchange medium to the internal combustion engine as the pump is driven to cool the internal combustion engine; It is possible to provide switching means capable of switching between heating of the internal combustion engine by the heating means and cooling of the internal combustion engine by the cooling means. In this way, the internal combustion engine can be heated and cooled with a single pump, and the apparatus can be downsized.

  Alternatively, in the drive device of the present invention, the cranking means is connected to an output shaft and a drive shaft of the internal combustion engine, and at least part of the power from the internal combustion engine is input to the drive shaft by input and output of electric power and power. It is also possible to provide a power transmission means capable of transmitting to the drive shaft and an electric motor capable of inputting / outputting power to the drive shaft. In this aspect of the drive device of the present invention, the power transmission means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the third rotation shaft, and inputs and outputs to any two of the three shafts. A three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the power to be driven is determined, and a rotating shaft motor capable of inputting / outputting power to / from the third rotating shaft. The power transmission means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. It may be a means having a counter-rotor motor that transmits at least part of the power from the internal combustion engine to the drive shaft by electromagnetic action.

  In the driving device of the present invention in which the cranking means is a power transmission means, the warming start control means outputs from the electric motor a power corresponding to a required power required for the drive shaft as the warming start control. It can also be a means for driving and controlling the electric motor. In this way, the required power can be output to the drive shaft while the internal combustion engine is being heated.

The hybrid vehicle of the present invention
A driving apparatus according to any one of the above-described embodiments, that is, a driving apparatus basically including an internal combustion engine and cranking means capable of cranking an output shaft of the internal combustion engine, the internal combustion engine and the heat Heat storage means for storing a replaceable heat exchange medium as heat, and a pump driven in conjunction with the rotational force of the output shaft of the internal combustion engine, and heat exchange stored in the heat storage means as the pump is driven A heating means capable of heating the internal combustion engine by supplying a medium to the internal combustion engine, and an output of the internal combustion engine when a start of the internal combustion engine is instructed when a predetermined heating condition is satisfied Heating start control for driving and controlling the cranking means to crank the shaft and heating the internal combustion engine by the heating means to start the internal combustion engine at the end of heating. Perform warming start And summarized in that for mounting the drive device and a control means.

  Since the hybrid vehicle of the present invention is equipped with the drive device of the present invention, the same effects as the drive device of the present invention, for example, the effect of simplifying the device and the start of the internal combustion engine can be performed more quickly. The effect which can be produced can be produced.

  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 equipped with a drive device as one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire drive device.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the temperature control device 60 of the engine 22. The temperature adjustment device 60 is configured as a device that adjusts the temperature of the engine 22 using a heat exchange medium. As shown in the figure, circulation of cooling water (LLC) as a heat exchange medium that exchanges heat with the engine 22 is performed. A circulation pipe 61 forming a path, a water pump 62 mechanically connected to the crankshaft 26 and driven by the rotational force of the crankshaft 26 to circulate the heat exchange medium in the circulation pipe 61, and heat A radiator 63 that cools the exchange medium with outside air, a heat storage tank 65 that retains the heat exchange medium as heat, and a heater 66 that serves as a heat exchanger for heating a passenger compartment (not shown) using the heat of the heat exchange medium. With. A temperature sensor 23 that detects the temperature of the heat exchange medium that has passed through the engine 22 is attached to the vicinity of the outlet of the engine 22 in the circulation line 61.

  The radiator 63 is configured as a heat exchanger that cools the heat exchange medium by exchanging heat with the outside air, and the heat exchange medium flows through the radiator 63 or bypasses the radiator 63 by a thermostat valve 64 provided in the circulation pipe 61. Depending on the temperature of the heat exchange medium flowing through the thermostat valve 64, the flow of the bypass pipe 61a formed as a flow path is switched.

  A heater supply pipe 66a for supplying the heat exchange medium that has passed through the engine 22 to the heater 66 branches in the circulation pipe 61, and a three-way valve 68 is attached to the branch point. The three-way valve 68 switches whether the heat exchange medium flows only to the heat storage tank 65, only the heater 66, flows to both the heat storage tank 65 and the heater 66, or does not flow to either the heat storage tank 65 or the heater 66. It is supposed to be. Therefore, the heat exchange medium heated by the operation of the engine 22 can be recovered as heat in the heat storage tank 65 or used for heating the passenger compartment by the heater 66. The heater supply pipe 66 a is provided with an electric water pump 67 for supplying a heat exchange medium to the heater 66. A temperature sensor 65 a that detects the temperature of the heat exchange medium that has flowed out of the heat storage tank 65 is attached in the vicinity of the heat storage tank 65 of the circulation pipe 61.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the gear mechanism 36 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an engine water temperature Te as a cooling water temperature of the engine 22 from the temperature sensor 23, a water temperature of the heat storage tank 65 from the temperature sensor 65a, an ignition signal from the ignition switch 80, and an operation position of the shift lever 81. The shift position SP from the shift position sensor 82 that detects the depression, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 The brake pedal position BP, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the electric water pump 67, a drive signal to the three-way valve 68, and the like via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation of adjusting the temperature when the engine 22 is started will be described. FIG. 3 is a flowchart illustrating an example of an engine start control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of the embodiment. This routine is executed when the start of the engine 22 is instructed by turning on the ignition switch 80. During the execution of the engine start control routine, the torque required for the motor MG2 is obtained by dividing the required torque to be output to the ring gear shaft 32a by the gear ratio Gr of the reduction gear 35 (the rotational speed of the motor MG2 / the rotational speed of the ring gear shaft 32a) The motor MG2 is driven and controlled as a command value. Therefore, torque corresponding to the required torque is output to the ring gear shaft 32a even during execution of the engine start control routine.

  When the engine start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first executes a process of starting cranking of the crankshaft 26 of the engine 22 (step S100). More specifically, this process outputs the torque necessary for cranking the crankshaft 26 of the engine 22 from the motor MG1, and the motor MG2 applies the reaction force acting on the ring gear shaft 32a as the torque is output by the motor MG1. This is done by transmitting torque command values of the motors MG1 and MG2 to the motor ECU 40 so as to handle them. The torque command value of the motor MG2 can be obtained by the sum of the torque necessary for outputting the required power to the ring gear shaft 32a and the torque necessary for handling the reaction force.

  Subsequently, the engine water temperature Te as the cooling water temperature of the engine 22 is read from the temperature sensor 23 (step S102), and it is determined whether or not the read engine water temperature Te is lower than the threshold Teref (step S104). Here, the threshold value Teref is a threshold value for determining whether or not the engine 22 needs to be preheated, and is determined by the engine 22. If it is determined that the engine water temperature Te is not lower than the threshold Teref, it is determined that preheating of the engine 22 is not necessary, and a control signal is transmitted to the engine ECU 24 to start fuel injection and ignition of the engine 22 as it is (step S110). The process waits until the engine 22 is completely detonated (step S112), and this routine is finished.

  On the other hand, if it is determined that the engine coolant temperature Te is lower than the threshold Teref, a heating circuit is formed (step S106), and a predetermined time ts has elapsed after the heating circuit is formed (step S106). Step S108). The heating circuit is formed by the hybrid electronic control unit 70 so that the heat exchange medium circulates in the order of the heat storage tank 65, the thermostat valve 64, the water pump 62, the engine 22, the three-way valve 68, and the heat storage tank 65. It is performed by switching. As described above, since the rotating shaft of the water pump 62 is mechanically coupled to the crankshaft 26 of the engine 22, by forming a heating circuit in a state where the crankshaft 26 is cranked, The heat exchange medium maintained in the heat storage tank 65 can be supplied to the engine 22 by the water pump 62, and the engine 22 can be heated. Here, the predetermined time ts is a time required to warm the engine 22 immediately after starting to a good state, and in the embodiment, a preset time (for example, 10 sec) is used. The time ts is not limited to the time using a preset time, but may be set according to the state of the engine 22 or the state of the battery 50. When the predetermined time ts has elapsed, fuel injection and ignition of the engine 22 are started (step S110), and the routine is terminated after the engine 22 is completely detonated (step S112).

  According to the hybrid vehicle 20 of the embodiment described above, the heat exchange medium maintained in the heat storage tank 65 by the water pump 62 having the rotating shaft mechanically coupled to the crankshaft 26 of the engine 22 is supplied to the engine 22. Since the engine 22 is supplied, the engine 22 can be preheated by cranking the engine 22. As a result, the apparatus can be simplified as compared with the apparatus that uses an electric water pump for preheating the engine 22, and the apparatus can be downsized. In addition, since the engine 22 is preheated by cranking the crankshaft 26, fuel injection and ignition of the engine 22 can be started immediately after the end of preheating, and the engine 22 can be started more quickly. Further, even during the cranking for preheating of the engine 22, power can be output to the ring gear shaft 32a as the drive shaft by the motor MG2, so that required power can be dealt with.

  In the hybrid vehicle 20 of the embodiment, the crankshaft 26 of the engine 22 is cranked so that the engine 22 is heated for a predetermined time ts, but the crankshaft 26 is cranked for the predetermined time ts. The crankshaft 26 may be cranked until the temperature of the heat exchange medium kept in the heat storage tank 65 detected by the temperature sensor 65a is less than a predetermined temperature, or may be detected by the temperature sensor 23. The crankshaft 26 may be cranked until the engine water temperature Te is equal to or higher than a predetermined temperature, or until the heat exchange medium stored in the heat storage tank 65 is used up (the amount of heat exchange medium flowing out of the heat storage tank 65). Until the capacity of the heat storage tank 65 is reached) It may be intended to King.

  In the hybrid vehicle 20 of the embodiment, water is used as the heat exchange medium. However, any fluid may be used as long as the fluid functions as the heat exchange medium.

  In the hybrid vehicle 20 of the embodiment, the radiator 63 is configured as a heat exchanger that performs heat exchange with the outside air, but may be any as long as the heat exchange medium can be cooled.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 4) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In addition to the hybrid vehicle described above, a motor (battery) that can crank the crankshaft 26 so that a pump whose rotation shaft is mechanically coupled to the crankshaft 26 of the engine 22 can be continuously driven to the extent that the engine can be preheated. As long as it is equipped with any drive device.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the drive device as one Embodiment of this invention. FIG. 2 is a configuration diagram showing an outline of a configuration of a temperature control device 60 of an engine 22. It is a flowchart which shows an example of the engine starting control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 temperature sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35 reduction gear, 36 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor , 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 temperature control device, 61 circulation line, 61a bypass line, 62 water pump, 63 radiator 64, thermostat valve, 65 heat storage tank, 65a temperature sensor, 66 heater, 66a heater supply pipe, 67 electric water pump, 68 three-way valve, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor .

Claims (8)

A drive device comprising an internal combustion engine and cranking means capable of cranking the output shaft of the internal combustion engine,
Heat storage means for storing, as heat, a heat exchange medium capable of exchanging heat with the internal combustion engine;
A pump that is driven in conjunction with the rotational force of the output shaft of the internal combustion engine, and supplies the heat exchange medium stored in the heat storage means to the internal combustion engine as the pump is driven to add the internal combustion engine; A heating means capable of heating;
When the start of the internal combustion engine is instructed when a predetermined heating condition is satisfied, the cranking means is driven and controlled to crank the output shaft of the internal combustion engine, and the internal combustion engine is controlled by the heating means. And a warming start control means for performing warming start control for driving and controlling the internal combustion engine so as to start the internal combustion engine at the end of warming.   2. The driving apparatus according to claim 1, wherein the warming start control means is means for drivingly controlling the cranking means so as to crank the output shaft of the internal combustion engine over a predetermined time. The drive device according to claim 1 or 2,
Cooling means capable of cooling the heat exchange medium and supplying the cooled heat exchange medium to the internal combustion engine as the pump is driven to cool the internal combustion engine;
And a switching unit capable of switching between heating of the internal combustion engine by the heating unit and cooling of the internal combustion engine by the cooling unit. The drive device according to any one of claims 1 to 3,
The cranking means is a power transmission means connected to the output shaft and the drive shaft of the internal combustion engine and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. ,
A drive device comprising an electric motor capable of inputting and outputting power to the drive shaft.   The power transmission means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and when the power input / output to any two of the three shafts is determined, the remaining power is determined. 5. The drive according to claim 4, further comprising: a three-axis power input / output means for determining power input / output to / from one axis; and a rotary shaft motor capable of inputting / outputting power to / from the third rotary shaft. apparatus.   The power transmission means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and transmits power from the internal combustion engine by electromagnetic action. The drive device according to claim 4, wherein the drive device includes a counter-rotor motor that transmits at least a part of the drive shaft to the drive shaft.   7. The heating start control means is means for driving and controlling the electric motor so that power corresponding to required power required for the drive shaft is output from the electric motor as the warming start control. Or the drive device according to any one of the above.   A hybrid vehicle equipped with the driving device according to claim 1.

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