JP2023022639A - Control device for vehicle - Google Patents

Abstract

To suppress an increase in the generation amount of particulate matter in a cylinder.SOLUTION: A vehicle includes an internal combustion engine, and a first motor generator. The internal combustion engine includes a cylinder that has a space for combusting a fuel, a fuel injection valve for supplying the fuel to the cylinder, and a crankshaft that rotates based on the combustion of the fuel in the cylinder. The first motor generator is connected to the crankshaft and can apply torque to the crankshaft. When a water temperature THW of the internal combustion engine is a predetermined specified temperature A1 or higher and an engine load factor KL of the internal combustion engine is a predetermined specified load factor A2 or higher, the control device of the vehicle applies torque to the crankshaft from the first motor generator to increase the rotation speed of the crankshaft.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device.

The internal combustion engine of Patent Document 1 includes a cylinder, a fuel injection valve, and a crankshaft. A cylinder is a space for burning fuel. The fuel injection valve supplies fuel into the cylinder. The crankshaft rotates based on the combustion of fuel within the cylinder.

JP 2008-279925 A

In an internal combustion engine such as that disclosed in Patent Document 1, from the viewpoint of suppressing the generation of particulate matter due to fuel combustion, it is necessary that the fuel is sufficiently atomized in the cylinder. However, when a large amount of fuel is used for one combustion, it is difficult for the fuel to atomize in the cylinder. Therefore, when a large amount of fuel is used for one combustion, a large amount of particulate matter may be generated.

A control device for a vehicle for solving the above problems includes a cylinder that is a space for burning fuel, a fuel injection valve that supplies fuel to the cylinder, and a crank that rotates based on the combustion of the fuel in the cylinder. A control device applied to a vehicle comprising an internal combustion engine having a shaft, and a motor generator connected to the crankshaft and capable of applying torque to the crankshaft, wherein the water temperature of the internal combustion engine is When the temperature is equal to or higher than a predetermined specified temperature and the engine load factor of the internal combustion engine is equal to or higher than a predetermined specified load factor, torque is applied from the motor generator to the crankshaft to rotate the crank. Increase the rotation speed of the shaft.

According to the above configuration, when the engine load factor is equal to or higher than the specified load factor, that is, when the internal combustion engine requires a large amount of fuel, the rotation speed of the crankshaft increases. As the rotation speed of the crankshaft increases, the number of combustions per unit time increases, but the amount of fuel used for one combustion decreases. Therefore, it is possible to prevent an increase in the amount of particulate matter generated due to a large amount of fuel used for one combustion.

Note that the above-described processing for increasing the rotation speed of the crankshaft is executed in a situation where the water temperature of the internal combustion engine is equal to or higher than a specified temperature. That is, the above process is executed in a situation where fuel atomization is likely to occur to some extent. Therefore, even if the interval from fuel injection to the start of combustion becomes shorter as the rotational speed of the crankshaft increases, the fuel is sufficiently atomized within that interval.

1 is a schematic configuration diagram of a vehicle; FIG. 4 is a flow chart showing adjustment control; FIG. 3 is an explanatory diagram showing the relationship between the water temperature of an internal combustion engine, the amount of particulate matter generated, and the engine speed; FIG. 4 is an explanatory diagram showing the relationship between the water temperature of the internal combustion engine, the engine load factor, and the amount of particulate matter generated;

<General configuration of vehicle>
An embodiment of the present invention will be described below with reference to FIGS. 1 to 4. FIG. First, a schematic configuration of the vehicle 100 will be described.

As shown in FIG. 1, a vehicle 100 has a spark ignition internal combustion engine 10 . Vehicle 100 also includes a first motor-generator 71 and a second motor-generator 72 that function as both an electric motor and a generator. Therefore, vehicle 100 is a so-called hybrid vehicle.

The internal combustion engine 10 includes a plurality of cylinders 11, a crankshaft 12, an intake passage 21, a throttle valve 22, a plurality of fuel injection valves 23, a plurality of ignition devices 24, an exhaust passage 26, a three-way catalyst 27, and a filter 28. there is

The cylinder 11 is a space in which a mixture of fuel and intake air is combusted. The internal combustion engine 10 has four cylinders 11 . The intake passage 21 is connected to the cylinder 11 . A portion of the intake passage 21 including the downstream end is branched into four. Each branched passage is connected to each cylinder 11 . The intake passage 21 introduces intake air into each cylinder 11 from the outside of the internal combustion engine 10 . The throttle valve 22 is positioned upstream of the branched portion of the intake passage 21 . The throttle valve 22 adjusts the amount of intake air flowing through the intake passage 21 .

The fuel injection valve 23 is positioned near the cylinder 11 . The internal combustion engine 10 has four fuel injection valves 23 corresponding to the four cylinders 11 . The fuel injection valve 23 injects fuel supplied from a fuel tank (not shown) into the cylinder 11 . That is, the fuel injection valve 23 can supply fuel into the cylinder 11 . The ignition device 24 is positioned near the cylinder 11 . The internal combustion engine 10 has four ignition devices 24 corresponding to the four cylinders 11 . The ignition device 24 ignites the mixture of fuel and intake air by spark discharge.

The exhaust passage 26 is connected to the cylinder 11 . A portion of the exhaust passage 26 including the upstream end is branched into four. Each branched passage is connected to each cylinder 11 . The exhaust passage 26 discharges the exhaust from each cylinder 11 to the outside of the internal combustion engine 10 .

The three-way catalyst 27 is located downstream of the branched portion of the exhaust passage 26 . The three-way catalyst 27 purifies exhaust gas flowing through the exhaust passage 26 . The filter 28 is located downstream of the three-way catalyst 27 in the exhaust passage 26 . Filter 28 collects particulate matter contained in exhaust gas flowing through exhaust passage 26 .

The crankshaft 12 is connected to a piston (not shown) positioned inside each cylinder 11 . The piston reciprocates as a mixture of fuel and intake air burns in the cylinder 11 . The crankshaft 12 rotates as the piston reciprocates. That is, the crankshaft 12 rotates based on the combustion of the air-fuel mixture in the cylinder 11 .

The vehicle 100 includes a first planetary gear mechanism 40 , a ring gear shaft 45 , a second planetary gear mechanism 50 , a speed reduction mechanism 62 , a differential mechanism 63 and a plurality of drive wheels 64 .
The first planetary gear mechanism 40 has a sun gear 41 , a ring gear 42 , a plurality of pinion gears 43 and a carrier 44 . The sun gear 41 is an external gear. Sun gear 41 is connected to first motor generator 71 . The ring gear 42 is an internal gear and is coaxial with the sun gear 41 . Each pinion gear 43 is positioned between the sun gear 41 and the ring gear 42 . Each pinion gear 43 meshes with both the sun gear 41 and the ring gear 42 . Carrier 44 supports pinion gear 43 . The pinion gear 43 is rotatable and can revolve by rotating together with the carrier 44 . Carrier 44 is connected to crankshaft 12 . Therefore, the first motor generator 71 is connected to the crankshaft 12 of the internal combustion engine 10 via the first planetary gear mechanism 40 .

When the driving force of the internal combustion engine 10 is input to the carrier 44, the driving force of the internal combustion engine 10 is distributed to the sun gear 41 side and the ring gear 42 side. When the driving force of the internal combustion engine 10 transmitted via the sun gear 41 is input to the rotating shaft of the first motor generator 71, the first motor generator 71 functions as a generator.

On the other hand, when the first motor generator 71 functions as an electric motor, the driving force of the first motor generator 71 is input to the sun gear 41 . Then, the driving force of the first motor generator 71 input to the sun gear 41 is distributed to the carrier 44 side and the ring gear 42 side. When the driving force of the first motor generator 71 transmitted through the carrier 44 is input to the crankshaft 12 of the internal combustion engine 10, the crankshaft 12 of the internal combustion engine 10 rotates. Therefore, the first motor generator 71 can apply torque to the crankshaft 12 via the first planetary gear mechanism 40 . Further, the first motor generator 71 can adjust the rotation speed of the crankshaft 12 by applying torque to the crankshaft 12 .

A ring gear shaft 45 is connected to the ring gear 42 . Also, the ring gear shaft 45 is connected to drive wheels 64 via a speed reduction mechanism 62 and a differential mechanism 63 . The reduction mechanism 62 reduces the rotational speed of the ring gear shaft 45 and outputs the result. The differential mechanism 63 allows the left and right drive wheels 64 to have different rotation speeds.

The second planetary gear mechanism 50 has a sun gear 51 , a ring gear 52 , a plurality of pinion gears 53 , a carrier 54 and a case 55 . The sun gear 51 is an external gear. The sun gear 51 is connected to the second motor generator 72 . The ring gear 52 is an internal gear and is coaxial with the sun gear 51 . Ring gear 52 is connected to ring gear shaft 45 . Each pinion gear 53 is positioned between the sun gear 51 and the ring gear 52 . Each pinion gear 53 meshes with both the sun gear 51 and the ring gear 52 . Carrier 54 supports pinion gear 53 . The pinion gear 53 is rotatable. Carrier 54 is fixed to case 55 . Therefore, the pinion gear 53 cannot revolve.

Second motor generator 72 functions as a generator when vehicle 100 is decelerated, and can generate regenerative braking force in vehicle 100 in accordance with the amount of power generated by second motor generator 72 .

On the other hand, when the second motor generator 72 functions as an electric motor, the driving force of the second motor generator 72 is driven through the second planetary gear mechanism 50, the ring gear shaft 45, the speed reduction mechanism 62, and the differential mechanism 63. Input to wheel 64 . Then, the drive wheels 64 are rotated by the driving force of the second motor generator 72 .

Vehicle 100 includes a battery 75 , a first inverter 76 and a second inverter 77 .
The first inverter 76 performs AC/DC power conversion between the first motor generator 71 and the battery 75 . Also, the first inverter 76 adjusts the amount of electric power exchanged between the first motor generator 71 and the battery 75 . The second inverter 77 performs AC/DC power conversion between the second motor generator 72 and the battery 75 . The second inverter 77 adjusts the amount of electric power exchanged between the second motor generator 72 and the battery 75 .

The vehicle 100 includes an airflow meter 81 , a water temperature sensor 82 , an intake air temperature sensor 83 , a crank angle sensor 84 , an accelerator operation amount sensor 85 and a vehicle speed sensor 86 .
The airflow meter 81 is positioned upstream of the throttle valve 22 in the intake passage 21 . The airflow meter 81 detects an intake air amount GA, which is the amount of intake air flowing through the intake passage 21 per unit time. A water temperature sensor 82 detects a water temperature THW, which is the temperature of cooling water flowing through each part of the internal combustion engine 10 . An intake air temperature sensor 83 detects an intake air temperature THA, which is the temperature of intake air flowing through the intake passage 21 . A crank angle sensor 84 detects a crank angle SC, which is the rotation angle of the crankshaft 12 . An accelerator operation amount sensor 85 detects an accelerator operation amount ACC, which is an operation amount of an accelerator pedal operated by a driver. A vehicle speed sensor 86 detects a vehicle speed SP, which is the speed of the vehicle 100 .

Vehicle 100 includes a control device 90 . The control device 90 acquires a signal indicating the intake air amount GA from the airflow meter 81 . The control device 90 acquires a signal indicating the water temperature THW from the water temperature sensor 82 . Control device 90 acquires a signal indicating intake air temperature THA from intake air temperature sensor 83 . Control device 90 acquires a signal indicating crank angle SC from crank angle sensor 84 . The control device 90 acquires a signal indicating the accelerator operation amount ACC from the accelerator operation amount sensor 85 . Control device 90 acquires a signal indicating vehicle speed SP from vehicle speed sensor 86 .

The control device 90 calculates an engine rotation speed NE, which is the rotation speed of the crankshaft 12, based on the crank angle SC. The control device 90 calculates the engine load factor KL based on the engine rotation speed NE and the intake air amount GA. Here, the engine load factor KL is the ratio of the current amount of air flowing into the cylinder to the amount of air flowing into the cylinder when the internal combustion engine 10 is in steady operation with the throttle valve 22 fully open at the current engine speed NE. represent. The cylinder inflow air amount is the amount of intake air that flows into each cylinder 11 during the intake stroke.

Based on the accelerator operation amount ACC and the vehicle speed SP, the control device 90 calculates a vehicle required driving force, which is a required value of the driving force necessary for the vehicle 100 to travel. The control device 90 determines torque distribution of the internal combustion engine 10, the first motor generator 71, and the second motor generator 72 based on the vehicle required driving force. Based on the torque distribution of the internal combustion engine 10, the first motor generator 71, and the second motor generator 72, the control device 90 controls the output of the internal combustion engine 10 and power running and regeneration of the first motor generator 71 and the second motor generator 72. and control. Specifically, the control device 90 calculates a target rotation speed NEA, which is a target value of the engine rotation speed NE, based on the torque distribution of the internal combustion engine 10 . The control device 90 outputs a control signal to the internal combustion engine 10 in accordance with the target engine speed NEA to control the opening of the throttle valve 22, the fuel injection amount from the fuel injection valve 23, the ignition timing of the ignition device 24, and the like. to control. Control device 90 also controls first motor generator 71 via first inverter 76 by outputting a control signal to first inverter 76 . Further, control device 90 controls second motor generator 72 via second inverter 77 by outputting a control signal to second inverter 77 .

Note that the control device 90 can be configured as a circuit including one or more processors that execute various processes according to a computer program (software). Controller 90 may be configured as a circuit including one or more dedicated hardware circuits, such as an application specific integrated circuit (ASIC), or a combination thereof, that performs at least some of the various processes. good. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to perform processes. Memory or computer-readable media includes any media that can be accessed by a general purpose or special purpose computer.

<Adjustment control>
Next, the adjustment control of the engine rotation speed NE performed by the control device 90 will be described. In adjustment control, the control device 90 adjusts the engine rotation speed NE by applying torque from the first motor generator 71 to the crankshaft 12 . The control device 90 repeatedly executes adjustment control while the internal combustion engine 10 is running.

As shown in FIG. 2, when starting the adjustment control, the control device 90 advances the process of step S11. In step S11, the control device 90 determines whether or not the water temperature THW is equal to or higher than a predetermined specified temperature A1. Here, the prescribed temperature A1 is defined as follows. First, as shown in FIG. 3, a specific engine speed NE is set as a first speed NE1, and a specific engine speed NE higher than the first speed NE1 is set as a second speed NE2. In the internal combustion engine 10, the higher the water temperature THW, the easier it is for the fuel supplied into the cylinder 11 to atomize. Therefore, as shown in FIG. 3, the higher the water temperature THW is, the less particulate matter is generated in the cylinder 11 at both the first rotation speed NE1 and the second rotation speed NE2. On the other hand, when the water temperature THW is extremely low, the higher the engine speed NE, the greater the amount of particulate matter generated. Further, the rate of decrease in the amount of particulate matter generated with respect to the increase in water temperature THW is more pronounced as the engine speed NE is higher. Therefore, when the water temperature THW is less than the predetermined water temperature THWX, the first rotation speed NE1 generates less particulate matter, and when the water temperature is equal to or higher than the predetermined water temperature THWX, the second rotation speed NE2 generates more particulate matter. Less material is generated. Further, the predetermined water temperature THWX is approximately the same value regardless of what values are adopted as the first rotation speed NE1 and the second rotation speed NE2. Therefore, the predetermined water temperature THWX is determined by experiments or the like, and the predetermined water temperature THWX is set in advance as the specified temperature A1. An example of the specified temperature A1 is about -10°C to 0°C. As shown in FIG. 2, in step S11, when the control device 90 determines that the water temperature THW is lower than the specified temperature A1 (S11: NO), the process proceeds to step S31.

As shown in FIG. 2, in step S31, the control device 90 executes a lowering process for lowering the engine rotation speed NE. Specifically, control device 90 controls first motor generator 71 via first inverter 76 by outputting a control signal to first inverter 76 . Then, the control device 90 applies a negative torque from the first motor generator 71 to the crankshaft 12 to lower the engine rotation speed NE by a predetermined rotation speed with respect to the target rotation speed NEA. Here, the negative torque is torque that acts in the direction opposite to the direction in which the crankshaft 12 rotates based on the combustion of the mixture of fuel and intake air in the cylinder 11 . Therefore, when the reduction process is executed, torque is input to the first motor generator 71, and the first motor generator 71 functions as a generator. It should be noted that the control device 90 maintains the reduction process when the reduction process has already been executed at the time of the processing of step S31. After that, the control device 90 ends the current adjustment control, and advances the process to step S11 again.

On the other hand, in step S11, when control device 90 determines that water temperature THW is equal to or higher than specified temperature A1 (S11: YES), the process proceeds to step S12.
In step S12, the control device 90 sets a prescribed load factor A2 based on the water temperature THW at the time of processing in step S12. Here, an allowable amount of particulate matter generated in the cylinder 11 is defined as an allowable amount PMA. At this time, as shown in FIG. 4, the higher the water temperature THW, the higher the engine load factor KL that is allowed when generating the allowable amount PMA. Therefore, the relationship between the allowable value of the engine load factor KL that changes according to the water temperature THW is determined by experiments or the like, and the controller 90 stores the determined relationship in advance as a map shown in FIG. For example, as shown in FIG. 4, assume that the water temperature THW at the time of processing in step S12 is the specific water temperature THWA. At this time, the control device 90 applies the specific water temperature THWA to the map of FIG. 4 to obtain the engine load factor KL corresponding to this specific water temperature THWA. Then, the control device 90 sets the engine load factor KL thus derived as the specified load factor A2. Although the specified load factor A2 is a value that varies depending on the water temperature THW, the relationship with the water temperature THW is predetermined in the form of a map. That is, the prescribed load factor A2 is a predetermined fluctuation value. After that, the control device 90 advances the process to step S13.

As shown in FIG. 2, in step S13, the control device 90 determines whether or not the engine load factor KL at the time of processing in step S12 is equal to or greater than a predetermined specified load factor A2. In step S13, when the control device 90 determines that the engine load factor KL at the time of processing in step S12 is less than the specified load factor A2 (S13; NO), the current adjustment control is terminated, and the process returns to step S11. proceed to

In step S13, when the control device 90 determines that the engine load factor KL at the time of processing in step S12 is equal to or greater than the specified load factor A2 (S13: YES), the process proceeds to step S21.

In step S21, the control device 90 executes an increase process for increasing the engine rotation speed NE. Specifically, control device 90 controls first motor generator 71 via first inverter 76 by outputting a control signal to first inverter 76 . Then, the control device 90 applies a positive torque from the first motor generator 71 to the crankshaft 12 to increase the engine rotation speed NE by a predetermined rotation speed with respect to the target rotation speed NEA. Here, the positive torque is torque acting in the direction of rotation of the crankshaft 12 based on the combustion of the mixture of fuel and intake air in the cylinder 11 . Therefore, when the rising process is executed, the first motor generator 71 functions as an electric motor. It should be noted that the control device 90 maintains the raising process if the raising process has already been executed at the time of the processing of step S21. After that, the control device 90 ends the current adjustment control, and advances the process to step S11 again.

<Action of this embodiment>
In the internal combustion engine 10 , particulate matter is generated as fuel is burned in the cylinders 11 . In particular, the higher the engine load factor KL, the more intake air is introduced into the cylinder 11, so the amount of fuel supplied for one combustion in the cylinder 11 also increases. When the amount of fuel supplied for one combustion in the cylinder 11 increases in this way, the possibility of the fuel burning before being sufficiently atomized increases.

<Effects of this embodiment>
(1) In this embodiment, when the engine load factor KL is equal to or higher than the specified load factor A2, the torque is applied from the first motor generator 71 to the crankshaft 12 to increase the engine rotation speed NE. That is, when the required amount of fuel supplied to the cylinder 11 is large, the engine rotation speed NE becomes high. As the engine speed NE increases in this way, the number of times of combustion per unit time increases, but the amount of fuel used for one combustion decreases. Accordingly, it is possible to suppress an increase in the amount of particulate matter generated in the cylinder 11 due to a large amount of fuel used for one combustion.

Note that the process of increasing the engine speed NE is executed when the water temperature THW is equal to or higher than the specified temperature A1. That is, the raising process is executed in a situation where the temperature inside the cylinder 11 is high to some extent and the atomization of the fuel is likely to occur to some extent. Therefore, even if the interval from the fuel injection by the fuel injection valve 23 to the start of fuel combustion by the ignition device 24 becomes shorter as the engine speed NE increases, the fuel is sufficiently atomized within that interval.

(2) In the internal combustion engine 10, the higher the engine speed NE, the shorter the interval from the fuel injection by the fuel injection valve 23 to the start of fuel combustion by the ignition device 24. Further, in the internal combustion engine 10, the lower the water temperature THW, the longer the required interval from the fuel injection by the fuel injection valve 23 to the atomization of the injected fuel. Therefore, for example, as shown in FIG. 3, when the water temperature THW is lower than the specified temperature A1 and the engine rotation speed NE reaches a second rotation speed NE2 higher than the first rotation speed NE1, particulate matter is generated in the cylinder 11. is greater than that at the first rotational speed NE1.

In this embodiment, when the water temperature THW is lower than the specified temperature A1, a lowering process is executed to lower the engine rotation speed NE. As a result, even if the necessary interval from the fuel injection by the fuel injection valve 23 to the atomization of the injected fuel becomes longer due to the lower water temperature THW, the fuel injection by the fuel injection valve 23 to the ignition can be prevented. The interval until the device 24 starts burning fuel can be lengthened. As a result, it is possible to more reliably secure the necessary interval from the fuel injection by the fuel injection valve 23 to the atomization of the injected fuel.

<Change example>
This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.

- In the above embodiment, the adjustment control may be changed.
For example, the method of adjusting the engine speed NE in step S21 may be changed. As described above, in the internal combustion engine 10, the higher the engine load factor KL, the more the amount of particulate matter generated in the cylinder 11 tends to increase. Therefore, the control device 90 may increase the engine rotation speed NE by a constant rate instead of increasing the engine rotation speed NE by the predetermined rotation speed. In this example, the higher the engine rotation speed NE before execution of the increase processing, the greater the increase amount of the engine rotation speed NE in the increase processing.

・Similarly, the method of adjusting the engine speed NE in step S31 may be changed. For example, the control device 90 may reduce the engine rotation speed NE by a constant rate instead of lowering the engine rotation speed NE by a predetermined rotation speed.

- For example, the process of step S31 may be omitted. As a specific example, depending on the environment in which vehicle 100 is used, water temperature THW may not drop below specified temperature A1. In this case, the process of step S31 may be omitted. In the above configuration, the process of step S11 is also omitted, and the control device 90 may execute the process of step S12 when the adjustment control is started.

- For example, the specified temperature A1 does not need to be a fixed value, and a value calculated according to the operating state of the internal combustion engine 10 may be used. As a specific example, in the internal combustion engine 10, even if the water temperature THW is the same, the required interval from fuel injection by the fuel injection valve 23 to atomization of the injected fuel changes according to the intake air temperature THA. be. Therefore, the control device 90 may calculate the specified temperature A1 according to the intake air temperature THA, and use the calculated specified temperature A1 in the process of step S11.

- For example, as the specified load factor A2, a fixed value may be used instead of a value that changes according to the operating state of the internal combustion engine 10. As a specific example, first, the minimum value of the water temperature THW assumed in the environment in which the vehicle 100 is used is obtained by experiments or the like. Further, based on the minimum value of the water temperature THW, an engine load factor KL that is allowed when generating the allowable amount PMA is determined. Then, the control device 90 may preset the obtained engine load factor KL as a fixed prescribed load factor A2.

- In the above embodiment, other configurations of the vehicle 100 may be changed. As a specific example, the internal combustion engine 10 may have three or less cylinders 11 or five or more cylinders 11 .

A1... Specified temperature A2... Specified load factor KL... Engine load factor NE... Engine speed THW... Water temperature 10... Internal combustion engine 11... Cylinder 12... Crankshaft 21... Intake passage 22... Throttle valve 23... Fuel injection valve 24... Ignition device 26 Exhaust passage 27 Three-way catalyst 28 Filter 40 First planetary gear mechanism 50 Second planetary gear mechanism 62 Reduction mechanism 63 Differential mechanism 64 Drive wheel 71 First motor generator 72 Second motor GENERATOR 75 BATTERY 76 FIRST INVERTER 77 SECOND INVERTER 82 WATER TEMPERATURE SENSOR 90 CONTROL DEVICE 100 VEHICLE

Claims (1)

An internal combustion engine having a cylinder that is a space for burning fuel, a fuel injection valve for supplying fuel to the cylinder, and a crankshaft that rotates based on the combustion of fuel in the cylinder;
a motor generator coupled to the crankshaft and capable of applying torque to the crankshaft;
A control device applied to a vehicle comprising
When the water temperature of the internal combustion engine is equal to or higher than a predetermined specified temperature and the engine load factor of the internal combustion engine is equal to or higher than the predetermined specified load factor, the torque is applied from the motor generator to the crankshaft. A control device for a vehicle that increases the rotation speed of the crankshaft by applying the torque.

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