JP2007245753A - Controller of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make a hybrid vehicle meet the heating performance and practical fuel consumption required. <P>SOLUTION: In the hybrid vehicle 10, an ECU 100 performs a heating assist process if a heating request is made while an engine 200 is stopped. In the heating assist process, if SOC is higher than a reference value SOCth and if cooling water temperature Tw is equal to or greater than a reference value Twth, the ECU 100 mechanically drives (motors) the engine 200 using the torque of a motor generator MG 1 without burning fuel, and raises the cooling water temperature of the engine 200 using the friction of a piston 203 and the compression heat of intake air. An A/C 700 performs heating by means of the cooling water whose temperature is either raised or maintained by the mechanical drive of the engine 200. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

The present invention relates to a technical field of a hybrid vehicle control device that controls a hybrid vehicle including, for example, an electric motor such as a motor as a power source.

  In this kind of technical field, what improves heating performance is proposed (for example, refer to patent documents 1). According to the hybrid vehicle disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), the determination value is set such that the temperature difference between the set temperature of the air conditioner and the room temperature is higher as the engine water temperature is higher. In the above case, it is said that necessary and sufficient heating performance can be obtained by operating the engine even when the vehicle is stopped or in a mode in which the electric motor runs alone.

  In a field different from heating, a technique for performing motoring for warming up the engine during EV traveling has also been proposed (see, for example, Patent Document 2).

  A technique for performing SOC control based on altitude information of a travel route has also been proposed (see, for example, Patent Document 3).

Japanese Patent Laid-Open No. 9-233601 Japanese Patent Laid-Open No. 10-299527 JP 2001-169408 A

  In the conventional technology, when a heating request is made, the engine operates for the purpose of warming up the engine even under conditions that allow the vehicle to travel by only the electric motor. Therefore, the fuel consumption in actual use (hereinafter referred to as “practical fuel consumption” as appropriate) in the hybrid vehicle may be deteriorated particularly in a cold period such as a winter season in which a heating request is remarkably generated. That is, the conventional technique has a technical problem that it is difficult to achieve both heating performance and practical fuel consumption.

  This invention is made | formed in view of the problem mentioned above, and makes it a subject to provide the control apparatus of the hybrid vehicle which can make heating performance and a practical fuel consumption compatible.

  In order to solve the above-described problems, a control apparatus for a hybrid vehicle according to the present invention can apply an internal combustion engine and a driving force for mechanically driving the internal combustion engine without combustion of fuel to the internal combustion engine. A first electric motor, a heating device capable of at least heating using heat generated by the operation of the internal combustion engine, and a second electric motor different from the first electric motor, wherein at least the second electric motor is used as a power source. A hybrid vehicle control device for controlling the hybrid vehicle, wherein the heating control means controls the heating device so that the heating is performed in response to an input indicating that the heating is requested, and the internal combustion engine The first electric motor is controlled so that the driving force is applied to the internal combustion engine in at least a part of a period in which the fuel supply is stopped and the heating is performed. That is characterized by comprising a motor control unit.

  The internal combustion engine in the control apparatus for a hybrid vehicle according to the present invention includes, for example, a plurality of cylinders and explosive force accompanying the combustion of fuel in each of the plurality of cylinders, for example, through a piston, a connecting rod, a crankshaft, and the like as appropriate. It is a concept that encompasses an engine that can be extracted as motive power, and refers to, for example, a 2-cycle or 4-cycle reciprocating engine.

  A hybrid vehicle according to the present invention includes a first electric motor such as a motor or a motor generator capable of applying a driving force for mechanically driving the internal combustion engine without burning fuel to the internal combustion engine. . For example, the motor or motor generator constituting the motor device or motor generator device provided in the hybrid type power output device can also be used, or by providing such a motor or motor generator exclusively, the first An electric motor can be constructed relatively easily. The first electric motor may be a cell motor configured as a part of a cell motor unit that cranks the internal combustion engine.

  Here, “mechanically driving the internal combustion engine” is a concept representing that at least a part of the internal combustion engine, for example, a piston is operated, for example, reciprocated without at least combustion of fuel. In this case, for example, taking a piston as an example, the first electric motor may directly apply a driving force to the piston in the form of torque or the like, or a connecting rod, a crankshaft or further connected to the piston. For example, a driving force may be applied in the form of a rotational force or the like via another transmission mechanism or the like as appropriate.

  Furthermore, the hybrid vehicle according to the present invention includes a second electric motor configured as, for example, a motor or a motor generator, which is different from the first electric motor. The hybrid vehicle according to the present invention is a concept including at least a vehicle using the second electric motor as a power source. However, the mechanical or electrical configuration of the power source is not limited at all, and the second electric motor and the internal combustion engine are further limited. The power distribution between the engines is not limited at all. For example, the configuration may be such that the power of the internal combustion engine is appropriately assisted (assisted) by the second electric motor, or the vehicle is mainly driven by the second electric motor and the required output cannot be satisfied by the output of the second electric motor such as a transition period. Alternatively, the second motor may be assisted by the power of the internal combustion engine, or only the second motor may be used as a power source, and the internal combustion engine may only generate power to operate the second motor. Also good. Further, even if the second electric motor adopts a so-called motor generator configuration having a function as a generator in addition to the function as an electric motor, the motor generator device including such a motor generator appropriately inputs and outputs power. Good. Furthermore, in this case, the motor generator device may be configured to include a motor generator as the first electric motor according to the present invention for mechanically driving the internal combustion engine.

  According to the control apparatus for a hybrid vehicle of the present invention, when an input indicating that heating is requested is made during operation, various processing units such as an ECU (Electronic Control Unit), various controllers, for example Or the heating apparatus comprised as an air conditioner (generally an air conditioner apparatus) etc. is controlled by the effect | action of the heating control means comprised as various computer systems etc., such as a microcomputer apparatus, for example.

  The “input indicating that heating is required” is, for example, set in common for various devices including a heating function such as an air conditioner installed on a console panel or the like in a vehicle cabin. For example, various electrical, mechanical, or physical signals indicating that various switches such as button switches, dial switches, lever switches, etc., are operated in a predetermined manner, or, for example, the temperature in the passenger compartment (hereinafter referred to as “room temperature” as appropriate) This is a concept that includes various electrical, mechanical, or physical signals that are generated from the above-mentioned various devices and the like regardless of the operation by the user or the like when the temperature is maintained at a set temperature. .

  Here, in particular, the heating device according to the present invention is configured to be able to use the heat generated by the operation of the internal combustion engine, such as the operation related to the combustion process, for example, the water disposed around the cylinder of the internal combustion engine. The temperature of the cooling water flowing in the cooling water piping such as a jacket is raised, and air heated by heat exchange with the raised cooling water can be blown into, for example, the vehicle interior. Therefore, for example, depending on the outside air temperature, the room temperature or the set temperature, or the warming-up state of the internal combustion engine, it may be necessary to supply the fuel to the internal combustion engine to operate the internal combustion engine and thereby warm the internal combustion engine.

  On the other hand, in view of the fact that the hybrid vehicle according to the present invention is equipped with the second electric motor and can function as a power source independently or in cooperation with the internal combustion engine, a period during which the vehicle can run with the power of only the second electric motor or the second electric motor Even when only the power source is used as a power source, there is a period in which the supply of fuel to the internal combustion engine can be stopped, such as a period when it is not necessary to charge a power supply source (for example, a battery) due to the power generation operation of the internal combustion engine. . When the internal combustion engine is operated for the purpose of warming up as described above for such a period, efficient consumption of fuel may be hindered.

  Therefore, according to the control apparatus for a hybrid vehicle according to the present invention, during the operation, the internal combustion engine is operated by the action of electric motor control means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. The first electric motor is controlled such that the aforementioned driving force is applied to the internal combustion engine during at least a part of the period in which the fuel supply to the engine is stopped and the heating is performed.

  By applying the driving force by the first electric motor, for example, the crankshaft or the connecting rod is rotationally driven or the piston is reciprocated, and the internal combustion engine generates heat due to the friction. Further, particularly when the driving force is applied to the reciprocating motion of the piston, air can be sucked in through an intake system such as a throttle valve, an intake pipe, an intake manifold, and an intake valve. By the operation according to the process, the sucked air is compressed, and the heat generated by the compression is used for increasing the temperature of the internal combustion engine.

  Thus, according to the hybrid vehicle control device of the present invention, the internal combustion engine is, for example, at least part of the period during which the supply of fuel to the internal combustion engine is stopped and heating is performed by the action of the electric motor control unit. It becomes possible to maintain a warm-up state sufficient for heating. Therefore, the operation period or the number of operations of the internal combustion engine accompanied by fuel combustion is reduced as compared with the case where at least such control is not performed. That is, according to the hybrid vehicle control device of the present invention, it is possible to achieve both heating performance and practical fuel consumption.

  In one aspect of the control apparatus for an internal combustion engine according to the present invention, the second electric motor can supply power to a drive shaft connected to an axle of the hybrid vehicle, and the internal combustion engine can burn the fuel. The hybrid vehicle includes an input / output shaft capable of outputting power related to the internal combustion engine and inputting the driving force, and the hybrid vehicle receives power output via the input / output shaft and the driving shaft. Power distribution means for distributing to the first motor at a predetermined ratio is further provided, wherein the first motor applies (i) the driving force to the internal combustion engine via the distribution means, and (ii) the distribution. The power generation according to the generated power is possible, and (iii) the power related to the power generation can be supplied to the second electric motor.

  According to this aspect, the power of the internal combustion engine is output via an input / output shaft such as a crankshaft, for example, and is supplied to the drive shaft and the first electric motor at a predetermined ratio by the power distribution means that can be configured as, for example, a planetary gear unit. Distributed. The first electric motor is, for example, a motor generator that also functions as a generator. The first electric motor can generate electric power using the power distributed by the power distribution means, and supply the electric power obtained by the electric power generation to the second electric motor. Configured. The first electric motor is configured to be able to apply the aforementioned driving force to the input / output shaft via the power distribution means.

  On the other hand, the second electric motor can supply power to the drive shaft, and the drive shaft is connected to the axle. Therefore, this aspect employs a configuration in which the power of the internal combustion engine and the power of the second electric motor are supplied to the drive shaft as power for running the hybrid vehicle in cooperation with each other.

  Therefore, according to this aspect, the hybrid vehicle travels efficiently and effectively with the power of the second electric motor and the internal combustion engine, and the electric power is supplied to the second electric motor by the first electric motor, and the heating performance and practical use are achieved. It becomes possible to achieve both fuel efficiency.

  In this aspect, the electric motor control means further includes the hybrid input to the drive shaft via the axle when the hybrid vehicle is in at least one of a predetermined deceleration period and a predetermined downhill period. The first electric motor is controlled such that the rotational force of the vehicle wheel is input to the input / output shaft as the driving force through the distributing means.

  In this case, by controlling the rotational speed or torque of the first electric motor, the rotational force of the wheels of the hybrid vehicle that is input to the drive shaft via the axle during the deceleration period or the downhill period is used as the drive force described above. Since it can be input to the input / output shaft of the internal combustion engine, the internal combustion engine can be mechanically driven by an action equivalent to a so-called engine brake, which is efficient.

  Note that the “predetermined deceleration period” and the “predetermined downhill period” may be any period as long as the vehicle is decelerating and descending. For example, experimentally and empirically in advance. Alternatively, based on simulation or the like, a period during which it can be considered that the internal combustion engine can be warmed up to such an extent that the heating device can sufficiently function practically by the rotational force of the wheels input as the driving force during such a period. May be set.

  In another aspect of the hybrid vehicle control device according to the present invention, the hybrid vehicle control device further includes a storage state specifying unit that specifies at least a storage state of a battery that supplies power to the first electric motor, and the motor control unit is specified. The first electric motor is controlled based on the stored power state.

  According to this aspect, for example, the storage state of the battery that supplies power to at least the first electric motor by the action of the storage state specifying means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, and the like. Identified. The “battery” according to the present invention is a concept that encompasses at least a power supply source configured to be able to supply power to the first electric motor.

  The “battery” according to the present invention is preferably configured to be able to supply power to the second electric motor. For example, in the configuration in which input / output of power (including driving force via the first motor) can be appropriately performed between the first motor, the second motor, and the internal combustion engine via the power distribution unit as described above. The battery may be configured to be able to supply electric power to each of the first electric motor and the second electric motor, and to be appropriately charged by each of them.

  Here, “specific” in the present invention refers to, for example, detecting directly or indirectly as a physical numerical value or an electrical signal corresponding to the physical numerical value via some detection means, appropriate storage means, etc. Selecting or estimating a corresponding numerical value from a map or the like stored in the map, deriving from the detected physical numerical value or electrical signal or the selected or estimated numerical value according to a preset algorithm or calculation formula, Alternatively, this is a broad concept encompassing simply obtaining the value detected, selected, estimated or derived as an electric signal or the like.

  It should be noted that “specifying the storage state” according to the present invention may be specifying some specific index value that is set in advance so as to prescribe the storage state, or simply having a good storage state. For example, it may be possible to specify a qualitative index indicating whether or not.

  According to this aspect, when the electric motor control means is, for example, in an unsatisfactory power storage state or when it can be presumed that it is practically preferable not to apply the driving force by the first electric motor (for example, by the first electric motor) The time when the application of the driving force can be continued is less than a predetermined value, including the case where the driving force cannot be applied by the first electric motor), etc. The first electric motor is controlled based on the storage state. Therefore, both the heating performance and the practical fuel efficiency can be achieved efficiently and effectively.

  In this aspect, the storage state specifying unit specifies an index value associated with the storage amount of the battery as the storage state, and the electric motor control unit has the index value less than a first reference value. In some cases, application of the driving force via the first electric motor may be prohibited.

  In this case, for example, by acquiring the SOC detected by a detection device such as an SOC (State Of Charge) sensor, an index value associated with the amount of charge of the battery is specified. Here, when the index value is less than the first reference value, the electric motor control means prohibits the application of the driving force via the first electric motor. Therefore, overconsumption of the battery is suppressed, the battery can be used efficiently and effectively, and the overall performance of the hybrid vehicle can be ensured.

  In particular, when the hybrid vehicle is configured such that the battery also functions as a power supply source for the second electric motor, it is possible to take out relatively high power from the second electric motor by, for example, turning on the electric power of the battery during a transition period or the like. In the case where over-consumption of the battery is suppressed in this way, for example, since the desired electric power can be quickly supplied to the second electric motor during such a transient period, it is very useful in practice. .

  Note that the first reference value may be a fixed value or a variable value. For example, when the first reference value is a fixed value, the first motor is preliminarily experimentally, empirically, or based on simulation. You may set to the value which can be performed to such an extent that it does not cause excessive consumption of a battery by seeing provision of the driving force practically. If it is variable, for example, it may be made variable stepwise by appropriately selecting from a plurality of preset candidate values, or may be made continuously variable.

  In the aspect in which the first electric motor is controlled based on the first reference value, the driving condition specifying means for specifying the driving condition of the hybrid vehicle, which is set in advance as being correlated with the charged amount, and the specified You may further comprise the 1st reference value setting means which sets the said 1st reference value based on driving | running conditions.

  In this case, for example, the operating conditions of the hybrid vehicle that are set in advance as correlated with the storage amount by the action of the operating condition specifying means configured as various processing units such as an ECU, various controllers, various computer systems such as a microcomputer device, etc. Identified. Further, the first reference value is set based on the specified operating condition by the first reference value specifying means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. .

  Therefore, in this case, in view of the fact that the first reference value can be set to a variable value considering the driving conditions of the hybrid vehicle, and that the driving conditions are set in advance to correlate with the amount of charge of the battery, When the driving condition is expected to increase the amount of power stored in the near future (for example, when the hybrid vehicle is in a downhill period or a deceleration period in which the battery can be charged by energy regeneration by the second electric motor, etc.) On the other hand, the operating conditions are such that the first reference value is low and conversely the amount of power storage is expected to decrease in the near future (for example, the hybrid vehicle is in a transition period or a period in which it is expected to be driven at a high rotation and high load) In such a case, the battery can be used efficiently and effectively by setting the first reference value high.

  In the aspect including the driving condition specifying means, the driving condition specifying means may specify a travel route of the hybrid vehicle and a change in altitude in the travel route as at least a part of the driving condition.

  In this case, as at least a part of the above-described driving conditions, a travel route of the hybrid vehicle and a change in altitude in the travel route are specified through, for example, a car navigation device using GPS (Global Positioning System) or the like. For example, especially when energy regeneration via the second electric motor is taken into account, such a change in travel route and altitude can have a high correlation with the amount of stored electricity. By being set, the battery can be used efficiently and effectively.

  In another aspect of the hybrid vehicle control device according to the present invention, the hybrid vehicle further includes a warm-up state specifying unit that specifies a warm-up state of the internal combustion engine, and the electric motor control unit is based on the specified warm-up state. And controlling the first electric motor.

  According to this aspect, the warm-up state of the internal combustion engine is specified by the action of the warm-up state specifying means configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Here, the warm-up state specified by the warm-up state specifying means is free regardless of whether it is abstract or specific as long as it can at least specify whether or not heating related to the heating device is possible. For example, it may be a step-wise index based on index values such as cooling water temperature and lubricating oil temperature, or these specific index values identified via a cooling water temperature sensor, an oil temperature sensor, etc. There may be.

  On the other hand, the amount of heat that can be obtained by applying the driving force via the first electric motor, of course, tends to be small as compared with the operation of the internal combustion engine that accompanies the combustion of fuel, without the combustion of fuel. Therefore, for example, during a period in which the warm-up state of the internal combustion engine is extremely bad, it may be difficult to perform heating effectively only by applying the driving force through the first electric motor. Therefore, in order to efficiently consume power such as a battery that supplies power to the first electric motor, it is desirable that the internal combustion engine is in a warm-up state sufficient for heating, for example.

  According to this aspect, since the motor control means controls the first motor based on the specified warm-up state, both the heating performance and the practical fuel consumption can be achieved efficiently and effectively. In this case, the driving force applied from the first electric motor may be used, for example, to maintain the warm-up state of the internal combustion engine in accordance with the required degree of heating.

  In this case, it is desirable that the internal combustion engine is quickly operated when the first electric motor is not in a warm-up state in which a driving force should be applied. The amount of control of the internal combustion engine in such a case is not particularly limited. For example, the driving force related to the first electric motor is efficiently and effectively determined from the warm-up state experimentally, empirically, or based on simulation. When the control amount such as engine speed, fuel injection amount, intake air amount, fuel ignition timing, valve timing or valve overlap amount can be determined May be controlled to a state defined by the control amount of the internal combustion engine in the operating state.

  In this aspect, the warm-up state specifying unit specifies the cooling water temperature of the internal combustion engine as an index value that defines the warm-up state, and the electric motor control unit is configured such that the cooling water temperature is equal to or higher than a second reference value. In some cases, the first electric motor may be controlled such that the driving force is applied.

  In this case, the cooling water temperature that can suitably define the warm-up state is specified, and the first electric motor is controlled efficiently and effectively based on the comparison with the second reference value. In this case, the second reference value preferably indicates whether or not the heating of the heating device can be performed without operating the internal combustion engine (in other words, by applying the driving force of the first electric motor). The second reference value is inevitably a value that can vary depending on the outside air temperature, room temperature, set temperature, or the like.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

<Embodiment of the Invention>
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<1: First Embodiment>
<1-1: Configuration of Embodiment>
<1-1-1: Configuration of hybrid vehicle>
First, the configuration of the hybrid vehicle 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram of the hybrid vehicle 10.

  In FIG. 1, a hybrid vehicle 10 includes an axle 11, a wheel 12, an ECU 100, an engine 200, a motor generator MG1 (hereinafter referred to as “MG1” as appropriate), a motor generator MG2 (hereinafter referred to as “MG2” as appropriate), and a power split. A mechanism 300, an inverter 400, a battery 500, an SOC sensor 600, an A / C (air conditioner) 700, a car navigation device (hereinafter referred to as “car navigation device”) 800, a vehicle speed sensor 900, and a brake pedal sensor 1000 are provided. This is an example of a “hybrid vehicle” according to the present invention).

The axle 11 is an axis for transmitting the power output from the engine 200 and the motor generator MG2 to the wheels, and is an example of the “axle” according to the present invention. The wheel 12 is the power transmitted via the axle 11. 1 is shown with one wheel on each side, but in reality, one wheel is provided on each of the front, rear, left and right, and a total of four are provided for the hybrid vehicle 10 as a whole.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like and is configured to be able to control the entire operation of the hybrid vehicle 10. 1 is an example of a “hybrid vehicle control device” according to the invention; The ECU 100 is configured to execute a heating assist process to be described later according to a control program stored in the ROM.

  The engine 200 is a gasoline engine that is an example of an “internal combustion engine” according to the present invention, and functions as a main power source of the hybrid vehicle 10. The detailed configuration of the engine 200 will be described later.

  Motor generator MG1 is an example of the “first electric motor” according to the present invention, and serves as a generator for charging battery 500 or supplying electric power to motor generator MG2, and further assists the driving force of engine 200. It is comprised so that it may function as an electric motor.

  Motor generator MG2 is an example of the “second electric motor” according to the present invention, and is configured to function as an electric motor that assists the power of engine 200 or as a generator for charging battery 500.

  The motor generator MG1 and the motor generator MG2 are configured as, for example, a synchronous motor generator, and include a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. Prepare. However, other types of motor generators may be used.

  The power split mechanism 300 is a planetary gear mechanism configured to be able to distribute the output of the engine 200 to the MG 1 and the axle 11, and is an example of the “power distribution means” according to the present invention.

  Here, a detailed configuration of the power split mechanism 300 will be described with reference to FIG. FIG. 2 is a schematic diagram showing the relationship between the power split mechanism 300 and its peripheral portion. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the power split mechanism 300 is arranged between a sun gear 303 provided at the center, a ring gear 301 provided concentrically on the outer periphery of the sun gear 303, and between the sun gear 303 and the ring gear 301. A plurality of pinion gears 305 that revolve while rotating on the outer periphery of 303 and an end of a crankshaft 205 (that is, an example of an “input / output shaft” according to the present invention) described later, And a planetary carrier 306 that is pivotally supported.

  Further, the sun gear 303 is coupled to the rotor (not shown) of the MG 1 via the sun gear shaft 304, and the ring gear 301 is connected to the ring gear shaft 302 (that is, an example of the “drive shaft” according to the present invention). It is coupled to a rotor (not shown) of MG2. The ring gear shaft 302 is connected to the axle 11, and the power generated by the MG 2 is transmitted to the axle 11 through the ring gear shaft 302, and the rotational force from the wheel 12 is also transmitted through the axle 11. Is input to the MG 2 via the ring gear shaft 302.

  Under such a configuration, the power split mechanism 300 can transmit the power generated by the engine 200 to the sun gear 303 and the ring gear 301 by the planetary carrier 306 and the pinion gear 305 to split the power of the engine 200 into two systems. It is.

  Returning to FIG. 1, the inverter 400 converts the DC power extracted from the battery 500 into AC power, supplies the AC power to the motor generator MG1 and the motor generator MG2, and converts the AC power generated by the motor generator MG1 and the motor generator MG2 to DC. It is configured such that it can be converted into electric power and supplied to the battery 500.

  The battery 500 is a rechargeable storage battery configured to be able to function as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2, and is an example of the “battery” according to the present invention.

  The SOC sensor 600 is a sensor configured to be able to detect the remaining capacity of the battery 500. The SOC sensor 600 is electrically connected to the ECU 100, and the SOC of the battery 500 detected by the SOC sensor 600 is always grasped by the ECU 100.

  A / C 700 is an air conditioner that is an example of a “heating device” according to the present invention that is configured to be capable of adjusting the temperature in the passenger compartment of hybrid vehicle 10. The A / C 700 is particularly configured to perform the heating using the heat generated by the operation of the engine 200 during the heating.

  The car navigation apparatus 800 is a position information system using GPS. The car navigation apparatus 800 uses information related to the current position, altitude, travel route, and the like of the hybrid vehicle 10 (hereinafter, the term “location information” is used as appropriate as a general concept thereof), for example, HDD (Hard Disk Drive) or DVD. Based on map data stored in a large-capacity storage device (not shown), it can be displayed in association with a map or the like displayed on a display screen (not shown) as appropriate. The car navigation apparatus 800 is electrically connected to the ECU 100, and the detected position information related to the current position, altitude, travel route, and the like is configured to be used in a heating assist process described later.

  The vehicle speed sensor 900 is a sensor configured to be able to detect the vehicle speed of the hybrid vehicle 10. The vehicle speed sensor 900 is electrically connected to the ECU 100, and the detected vehicle speed is always grasped by the ECU 100.

  The brake pedal sensor 1000 is configured to detect an operation amount of a brake pedal (not shown) in the hybrid vehicle 10. The brake pedal sensor 1000 is electrically connected to the ECU 100, and the detected operation amount of the brake pedal is always grasped by the ECU 100.

<1-1-2: Detailed configuration of engine>
Next, with reference to FIG. 3, a detailed configuration of the engine 200 will be described together with its basic operation. FIG. 3 is a schematic diagram of the engine 200.

  The engine 200 combusts the air-fuel mixture in the cylinder 201 through the ignition operation of the ignition plug 202, and the reciprocating motion of the piston 203 that occurs in response to the explosive force due to the combustion is applied to the crankshaft 205 through the connecting rod 204. It can be converted into a rotational motion. Below, the principal part structure of the engine 200 is demonstrated with a part of the operation | movement.

  In FIG. 3, the air sucked from the outside passes through the intake pipe 206 and is mixed with the fuel injected from the injector 207 to become the above-mentioned air-fuel mixture. The fuel is stored in the fuel tank 223 and is pumped and supplied to the injector 207 via the delivery pipe by the action of the low pressure pump 225. At this time, the fuel is supplied to the injector 207 in a state where impurities are filtered by a filter 224 provided in the delivery pipe. The injector 207 is electrically connected to the ECU 100 and is configured to be able to inject an amount of fuel into the intake pipe 206 according to the energization time controlled by the ECU 100.

  Incidentally, the form of the injection means for injecting the fuel does not have to adopt a so-called intake port injector configuration as illustrated in FIG. 3. For example, the pressure of the fuel pumped by the low pressure pump 225 is further increased by the high pressure pump. Further, it may have a form such as a so-called direct injection injector configured to be able to directly inject fuel into the high-temperature and high-pressure cylinder 201.

  The communication state between the inside of the cylinder 201 and the intake pipe 206 is controlled by opening and closing the intake valve 208. The exhaust gas that is burned in the cylinder 201 passes through the exhaust valve 209 that opens and closes in conjunction with the opening and closing of the intake valve 208, and is exhausted outside the vehicle (not shown) through the exhaust pipe 210 and the like.

  A cleaner 211 is disposed on the intake pipe 206 to purify air sucked from the outside. In addition, a hot wire type air flow meter 212 is disposed on the downstream side (cylinder side) of the cleaner 211 so that the mass flow rate of the intake air can be directly measured. The intake pipe 206 is provided with an intake air temperature sensor 213 that can detect the temperature of the intake air. Note that the air flow meter 212 and the intake air temperature sensor 213 are electrically connected to the ECU 100, respectively, and an electric signal representing the detected value is always supplied to the ECU 100.

  A throttle valve 214 that adjusts the amount of intake air into the cylinder 201 is disposed downstream of the air flow meter 212 in the intake pipe 206. The opening of the throttle valve 214 (hereinafter referred to as “throttle opening” as appropriate) is detected by the throttle position sensor 215 and is constantly grasped by the ECU 100 electrically connected to the throttle position sensor 215. . The throttle opening is variably controlled by a throttle valve motor 217 electrically connected to the ECU 100.

  On the other hand, the depression amount of the accelerator pedal 226 by the driver is detected by the accelerator position sensor 216 and is continuously grasped by the ECU 100 electrically connected to the accelerator position sensor 216. The ECU 100 normally controls the throttle valve 214 via drive control of the throttle valve motor 217 so that a throttle opening degree corresponding to the depression amount of the accelerator pedal 226 detected by the accelerator position sensor 216 is obtained. However, the throttle valve 214 is an electronically controlled throttle valve that is driven by a throttle valve motor 217. The throttle opening is finally controlled by the ECU 100 according to the intention of the driver (ie, depression of the accelerator pedal 226). It can be variably controlled regardless of the amount.

  A crank position sensor 218 for detecting a crank angle representing the rotation state of the crankshaft 205 is installed in the vicinity of the crankshaft 205. The crank position sensor 218 is electrically connected to the ECU 100, and the ECU 100 grasps the position of the piston 203 based on the crank angle detected by the crank position sensor 218 and controls the ignition timing of the spark plug 202. It is configured to be possible. The ECU 100 is configured to be able to calculate the engine speed Ne of the engine 200 by time-processing the crank angle detected by the crank position sensor 218.

  The cylinder block that houses the cylinder 201 is provided with a knock sensor 219 that can measure the knock strength of the engine 200, and a water jacket in the cylinder block detects the coolant temperature of the engine 200. The water temperature sensor 220 is disposed. Each of these is electrically connected to the ECU 100, and the detected value is constantly grasped by the ECU 100.

  A three-way catalyst 222 is installed in the exhaust pipe 210. The three-way catalyst 222 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. An air-fuel ratio sensor 221 is disposed upstream of the three-way catalyst 222 in the exhaust pipe 210. The air-fuel ratio sensor 221 is configured to be able to detect the air-fuel ratio of the engine 200 from the exhaust gas discharged from the exhaust pipe 210. The air-fuel ratio sensor 221 is electrically connected to the ECU 100, and the actual air-fuel ratio as a detected value is always grasped by the ECU 100.

<1-2: Operation of Embodiment>
<1-2-1: Basic Operation of Hybrid Vehicle 10>
In the hybrid vehicle 10 of FIG. 1, the power distribution of the motor generator MG1 mainly functioning as a generator, the motor generator MG2 mainly functioning as an electric motor, and the engine 200 is controlled by the ECU 100 and the power split mechanism 300, and the traveling state is controlled. Is done. Below, operation | movement of the hybrid vehicle 10 according to several situations is demonstrated.

<1-2-1: At start-up>
For example, when hybrid vehicle 10 is started, motor generator MG1 driven using the electric energy of battery 500 functions as an electric motor. The engine 200 is cranked by this power and the engine 200 is started.

<1-2-1-2: When starting>
At the time of departure, two types of modes can be taken according to the storage state of the battery 500 based on the output signal of the SOC sensor 600. For example, at the time of normal start (that is, SOC is good), since it is not necessary to charge battery 500 by motor generator MG1, engine 200 starts only for warm-up, and hybrid vehicle 10 The vehicle starts with the power of the generator MG2. On the other hand, when the state of charge is not good (that is, the SOC is lowered), motor generator MG1 functions as a generator by the power of engine 200, and battery 500 is charged.

<1-2-1-3: During light load driving>
For example, when the vehicle is traveling at a low speed or down a gentle slope, the efficiency of the engine 200 is relatively poor, so that the fuel injection through the injector 207 is stopped (hereinafter, the fuel supply is stopped in this way). The engine 200 is stopped by appropriately causing the squeezed state to be referred to as an “F / C state”, and the hybrid vehicle 10 travels only with the power from the motor generator MG2. At this time, if the SOC is lowered, engine 200 starts to drive motor generator MG1, and battery 500 is charged by motor generator MG1.

<1-2-1-4: During normal driving>
In an operation region where the efficiency of the engine 200 (for example, combustion efficiency) is relatively good, the hybrid vehicle 10 travels mainly by the power of the engine 200. At this time, the power of the engine 200 is divided into two systems by the power split mechanism 300, one is transmitted to the wheel 12 via the axle 11, and the other is driven by the motor generator MG1 to generate power. Furthermore, motor generator MG2 is driven by the generated electric power, and the power of engine 200 is assisted by motor generator MG2. At this time, if the SOC is lowered, the output of engine 200 is increased, and a part of the electric power generated by motor generator MG1 is charged to battery 500.

<1-2-1-5: During braking>
When deceleration is performed, the motor generator MG2 is rotated by the power transmitted from the wheel 12 via the axle 11 to operate as a generator. Thereby, the kinetic energy of the wheel 12 is converted into electric energy, and so-called “regeneration” is performed in which the battery 500 is charged.

<1-2-2: Basic control of engine 200>
Next, a basic control operation of the engine 200 will be described. ECU 100 repeatedly calculates an engine request output, which is an output required for engine 200, at a constant cycle. At this time, the ECU 100 determines the current accelerator opening and vehicle speed from the map stored in advance in the ROM based on the throttle opening (that is, load) detected by the throttle position sensor 215 and the vehicle speed detected by the vehicle speed sensor 900. Output shaft torque (torque to be output to the axle 11) is calculated.

  Further, the ECU 100 obtains the required power generation amount based on the output signal of the SOC sensor 600, and refers to the required power generation amount and the required amounts of various auxiliary machines (A / C 700, power steering (not shown), etc.). The engine request output is calculated by correcting the output shaft torque. It should be noted that the calculation method of the engine required output may be as executed in a known hybrid vehicle, and the details thereof may be variously changed as necessary.

<1-2-3: Heating operation in A / C 700>
The configuration related to the A / C 700 is a publicly known one, and the detailed configuration is not shown in FIG. 1, but the operation related to the heating control is generally as follows.

  The A / C 700 is provided when a switch for appropriately heating the interior of the vehicle, for example, a console panel in the interior of the hybrid vehicle 10 is operated in a predetermined manner (that is, the “heating” according to the present invention). This is a case where the “input indicating that the request is made” is made, and is hereinafter referred to as “when a heating request is made” as appropriate), so that the interior of the hybrid vehicle 10 is heated.

  Cooling water is circulated between the engine 200 and a heater core (not shown) communicating with the water jacket of the engine 200 via a cooling water pipe by the action of an electric pump (not shown). Therefore, the cooling water warmed by cooling the engine 200 is cooled by heat exchange with the heater core, and is supplied to the engine 200 again.

  On the other hand, in the heater core, the air sucked into the air conditioning duct (not shown) is heated by the heat acquired from the cooling water. The heated air is blown into the passenger compartment from an air-conditioning outlet such as a defroster or a register. In the A / C 700, in the heating operation, the vehicle interior is heated as described above.

  Here, when the heating request is made in a state where the cooling water temperature Tw of the engine 200 is low, the heat supply to the heater core becomes insufficient and the heating efficiency is lowered. Therefore, in such a case, as already described as the basic operation of the hybrid vehicle 10, the engine 200 is operated for warm-up even under conditions where the vehicle can run only with the power of the motor generator MG2. The practical fuel consumption of the hybrid vehicle 10 may be significantly reduced. Thus, in the hybrid vehicle 10 according to the present embodiment, the problem is solved by the ECU 100 executing the heating assist process during the heating operation by the A / C 700.

<1-2-4: Details of heating assist processing>
Here, with reference to FIG. 4, the detail of a heating assistance process is demonstrated. FIG. 4 is a flowchart of the heating assist process. In FIG. 4, it is assumed that the engine 200 satisfies a predetermined F / C condition and a heating request is made in advance. The predetermined F / C condition described here includes, for example, a condition in which the vehicle can travel only with the power of the motor generator MG2 as already described as the basic operation of the hybrid vehicle 10, and at least the engine 200 due to a request other than heating. Suppose that it is a condition that does not need to be operated. Therefore, when it becomes necessary to operate the engine 200 due to a request other than heating, the engine 200 is promptly operated.

  In FIG. 4, ECU 100 obtains the SOC (step A10). When the SOC is acquired, ECU 100 refers to the map stored in the ROM, and determines SOC reference value SOCth (step A11).

  Here, the details of the map relating to the determination of the SOCth will be described with reference to FIG. FIG. 5 is a schematic diagram of a map relating to determination of SOCth.

  In FIG. 5, the vertical axis represents SOCth, and the horizontal axis represents the gradient of the road surface on which the hybrid vehicle 10 is traveling. In FIG. 5, as the slope of the road surface increases in the left direction in the figure (that is, as the slope of the uphill road surface becomes steep), the value of the reference value SOCth increases and the battery 500 is fully charged. Asymptotic to the represented Socmax. On the other hand, as the slope of the road surface increases in the right direction in the figure (that is, as the slope of the downhill road surface becomes steeper), the reference value SOCth decreases.

  That is, the reference value SOCth is set to be small if the energy regeneration amount expected in the near future is large, and conversely, if the energy regeneration amount expected in the near future is small. For example, in the illustrated gradient A (A> 0), the reference value SOCth is set to SOCH, and in the illustrated gradient B (B <0), the reference value SOCth is set to SOCL.

  In the process according to step A11 in FIG. 4, ECU 100 calculates the road surface gradient based on the position information acquired from car navigation device 800, and based on the map shown in FIG. 5, reference value SOCth corresponding to the current gradient is calculated. Is selected to determine the reference value SOCth.

  Returning to FIG. 4, when the reference value SOCth is determined, the ECU 100 determines whether or not the current SOC is larger than the determined SOCth (step A12). When the current SOC is larger than reference value SOCth (step A12: YES), ECU 100 powers motor generator MG1 to motor engine 200 (step A13).

  Here, “motoring engine 200” is conceptually close to cranking of engine 200, and engine 200 that is stopped during the F / C period is caused to burn fuel by the power of motor generator MG1. It means to drive mechanically without accompanying.

  When the engine 200 is motored, the cylinder 201 generates heat due to the friction generated by the reciprocating motion of the piston 203 and the heat generated by compressing the air sucked through the throttle valve 214 and the intake valve 208. Accordingly, the coolant temperature Tw of the engine 200 is raised. Therefore, the temperature of the outside air is suitably raised through the heater core, and the interior of the hybrid vehicle 10 can be suitably heated.

  At this time, the motoring rotational speed (that is, the engine rotational speed) may be any value. For example, at least the cooling related to the engine 200 is experimentally, empirically or based on simulations. It may be a fixed value or a variable value set to a value that does not decrease the water temperature Tw. Further, it may be a variable value determined according to a set temperature, an outside air temperature, a room temperature, or the like related to the heating operation of the A / C 700 at that time or according to a load required for the A / C 700.

  When engine 200 is motored or SOC is equal to or lower than reference value SOCth (step A12: NO), ECU 100 obtains coolant temperature Tw (step A14). Further, the ECU 100 determines a reference value Twth for the cooling water temperature Tw (step A15). Here, the reference value Twth of the cooling water temperature Tw is variable depending on, for example, a set temperature, an outside air temperature, a room temperature, or the like related to the heating operation of the A / C 700 at that time, or a load required for the A / C 700 Is set.

  Next, the ECU 100 determines whether or not the coolant temperature Tw is less than the reference value Twth (step A16). When the coolant temperature Tw is less than the reference value Twth (step A16: YES), the ECU 100 fires the engine 200 (step A17).

  Here, “fire the engine 200” is equivalent to operating the engine 200 for the purpose of warming up. That is, at this time, the ECU 100 injects fuel through the injector 207 and operates the engine 200 for warming up.

  When the engine 200 is fired, the ECU 100 returns the process to step A14 and repeatedly executes the process related to the determination of the coolant temperature Tw. When the coolant temperature Tw becomes equal to or higher than the reference value Twth after an appropriate time has elapsed (step A16: YES), the ECU 100 returns the process to step A10 and repeats a series of processes. That is, ECU 100 controls motor generator MG1 based on the warm-up state of engine 200.

  Here, if the SOC is sufficient in the determination processing according to step A12, the state of engine 200 is controlled to shift from the firing state to the motoring state. Therefore, the engine speed in the motoring according to step A13 is preferably set to a value such that the cooling water temperature Tw raised by the firing does not fall below the reference value Twth.

  As described above, according to the hybrid vehicle 10 according to the present embodiment, when the heating request is made during the period in which the engine 200 is stopped, the engine 200 basically operates as long as the SOC is larger than the reference value. It is motored, and heating related to the A / C 700 can be executed without consumption of fuel related to the engine 200. Further, when cooling water temperature Tw of engine 200 is equal to or lower than reference value Tw, excessive load is prevented from being applied to motor generator MG1, excessive consumption of battery 500 is suppressed, and heating is performed quickly. Thus, the engine 200 is fired.

  Accordingly, the period during which the engine 200 is operated for purposes other than the original purpose, that is, the purpose of traveling the hybrid vehicle 10 and the number of operations thereof are greatly reduced, and fuel consumption is greatly suppressed. That is, according to the present embodiment, both the heating performance and the practical fuel efficiency are suitably achieved.

<2: Second Embodiment>
In the heating assist process according to the first embodiment, the engine 200 is motored by the motor generator MG1 to achieve both the heating performance and the practical fuel consumption. This can also be achieved. Here, with reference to FIG. 6, the heating assistance process which concerns on such 2nd Embodiment of this invention is demonstrated. FIG. 6 is a flowchart of the heating assist process according to the second embodiment of the present invention.

  In FIG. 6, the ECU 100 determines whether or not the hybrid vehicle 10 is going downhill (step B10). Whether or not the hybrid vehicle 10 is descending is determined based on position information acquired via the car navigation device 800 as described in the first embodiment.

  When the hybrid vehicle 10 is not downhill (step B10: NO), the ECU 100 determines whether or not the hybrid vehicle 10 is decelerating (step B11). In the ECU 100, the driver is operating the brake pedal, and the acceleration (a concept including both positive and negative) obtained by time differentiation of the vehicle speed of the hybrid vehicle 10 obtained from the vehicle speed sensor 900 is a negative value (that is, a concept). The vehicle is decelerating), it is determined that the hybrid vehicle 10 is decelerating. For the operation of the brake pedal, the output of the brake pedal sensor 1000 is referred to.

  When the hybrid vehicle 10 is not descending (step B10: NO) and is not decelerating (step B11: NO), the ECU 100 returns the process to step B10 and repeats a series of processes, and the hybrid vehicle 10 descends. If the vehicle is on a slope (step B10: YES) or is in a deceleration period (step B11: YES), motor generator MG1 is locked (step B12).

  Here, “locking the motor generator MG1” refers to controlling the motor generator MG1 so that the rotor of the motor generator MG1 at least apparently stops. For example, the ECU 100 at this time. The motor generator MG1 is controlled so that torque that cancels the torque applied to the rotor of the motor generator MG1 (that is, the torque having the same magnitude but the opposite direction) is generated. Alternatively, the hybrid vehicle 10 may be provided with a mechanism for mechanically sandwiching the sun gear 303 corresponding to the motor generator MG1 in advance, and the rotation of the sun gear 303 may be prevented by the frictional force of the mechanism.

  Since the rotor of motor generator MG1 is coupled to sun gear 303 in power split device 300, rotation of sun gear 303 stops when motor generator MG1 is locked. On the other hand, since the ring gear 301 of the power split mechanism 300 is coupled to the wheels 12 via the axle 11, it rotates as the hybrid vehicle 10 travels.

  In power split device 300, if the number of rotations related to any two gears of sun gear 303, ring gear 301 and planetary carrier 306 is determined, the number of rotations related to the remaining one gear is determined, so motor generator MG1 is locked. In this state, the planetary carrier 306 is rotated according to the rotation of the ring gear 301, and the crankshaft 205 is rotated accordingly, and the piston 203 is reciprocated.

  Therefore, as in the motoring according to the first embodiment, the state of the engine 200 is that the piston 203 reciprocates without combustion of the fuel, and the engine 200 is cooled by the heat generated in the friction and compression processes. The water temperature Tw is raised. Therefore, as in the first embodiment, it is possible to achieve both heating performance and practical fuel consumption.

  Further, according to the second embodiment, it is necessary to drive the motor generator MG1 by controlling the engine 200 to a state in which the engine brake is generated in a period when the hybrid vehicle 10 is descending or decelerating. This makes it possible to reduce the consumption of the battery 500, which is more effective.

  The heating assist process according to the present embodiment can be easily used together with the heating assist process according to the first embodiment. In such a case, the effects according to the first and second embodiments are possible. Due to this interaction, both the heating performance and the practical fuel consumption can be realized more suitably.

  When the motor generator MG1 is locked, the reaction force torque itself to be applied to the motor generator MG1 may be calculated, and the motor generator MG1 may be controlled so that the reaction force torque is applied. By feeding back the current flowing through the stator of motor generator MG1 so that the rotational speed of 303 becomes zero, motor generator MG1 can be locked relatively easily.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and control of a hybrid vehicle involving such changes. The apparatus is also included in the technical scope of the present invention.

1 is a block diagram of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic diagram showing a relationship between a power split mechanism and its peripheral part in the hybrid vehicle of FIG. 1. It is a schematic diagram of the engine in the hybrid vehicle of FIG. It is a flowchart of the heating assistance process which ECU performs. It is a schematic diagram of the map which concerns on determination of SOCth in a heating assistance process. It is a flowchart of the heating assistance process which concerns on 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 100 ... ECU, 200 ... Engine, 201 ... Cylinder, 203 ... Piston, 205 ... Crankshaft, 220 ... Water temperature sensor, 300 ... Power split mechanism, 301 ... Ring gear, 303 ... Sun gear, 306 ... Planetary carrier 500 ... Battery, 600 ... SOC sensor, 700 ... A / C, 800 ... Car navigation system.

Claims (9)

An internal combustion engine, a first electric motor capable of applying a driving force for mechanically driving the internal combustion engine without combustion of fuel to the internal combustion engine, and at least heating using heat generated by the operation of the internal combustion engine A control device for a hybrid vehicle that includes a heating device capable of performing the operation and a second electric motor different from the first electric motor, and controls a hybrid vehicle using at least the second electric motor as a power source,
Heating control means for controlling the heating device so that the heating is performed in response to an input indicating that the heating is requested;
Electric motor control means for controlling the first electric motor so that the driving force is applied to the internal combustion engine during at least a part of a period in which the fuel supply to the internal combustion engine is stopped and the heating is performed. A hybrid vehicle control device. The second electric motor can supply power to a drive shaft connected to an axle of the hybrid vehicle,
The internal combustion engine includes an input / output shaft capable of outputting power related to the internal combustion engine accompanied by combustion of the fuel and inputting the driving force.
The hybrid vehicle further includes power distribution means for distributing power output via the input / output shaft to the drive shaft and the first electric motor at a predetermined ratio,
The first electric motor is capable of (i) applying the driving force to the internal combustion engine via the distribution means, (ii) generating electric power according to the distributed power, and (iii) the first The hybrid vehicle control device according to claim 1, configured to be able to supply electric power related to the power generation to two electric motors. The electric motor control means further includes a rotational force of wheels of the hybrid vehicle input to the drive shaft via the axle when the hybrid vehicle is in at least one of a predetermined deceleration period and a predetermined downhill period. The control apparatus for a hybrid vehicle according to claim 2, wherein the first electric motor is controlled so that the driving force is input to the input / output shaft via the distribution unit. Further comprising a storage state specifying means for specifying a storage state of a battery that supplies power to at least the first motor;
4. The control apparatus for a hybrid vehicle according to claim 1, wherein the electric motor control unit controls the first electric motor based on the specified storage state. 5. The storage state specifying unit specifies an index value associated with the storage amount of the battery as the storage state,
5. The control apparatus for a hybrid vehicle according to claim 4, wherein the motor control unit prohibits application of the driving force via the first motor when the index value is less than a first reference value. 6. . Driving condition specifying means for specifying the driving condition of the hybrid vehicle that is set in advance as being correlated with the charged amount;
The hybrid vehicle control device according to claim 5, further comprising: a first reference value setting unit that sets the first reference value based on the identified driving condition. The control apparatus for a hybrid vehicle according to claim 6, wherein the driving condition specifying means specifies a travel route of the hybrid vehicle and a change in altitude in the travel route as at least a part of the driving condition. Further comprising a warm-up state specifying means for specifying a warm-up state of the internal combustion engine;
The control apparatus for a hybrid vehicle according to any one of claims 1 to 7, wherein the electric motor control unit controls the first electric motor based on the specified warm-up state. The warm-up state specifying means specifies the coolant temperature of the internal combustion engine as an index value that defines the warm-up state,
9. The hybrid vehicle control according to claim 8, wherein the electric motor control unit controls the first electric motor so that the driving force is applied when the coolant temperature is equal to or higher than a second reference value. apparatus.

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