JP2007125920A - Hybrid vehicle control device and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve comfortableness in a hybrid vehicle. <P>SOLUTION: In this hybrid vehicle 10, an ECU 100 can operate an engine 200 at its lean limit or combustion limit by performing MG1 feedback control. On the other hand, when a shift position of a shift lever is in an N-range and the MG1 feedback control is performed, the ECU 100 makes MG2 to output motor torque Tm corresponding to generator torque Tg outputted for suppressing a torque reaction of the engine 200. Thereby, torque Tep in an opposing direction to that of the generator torque Tg applied to a ring gear shaft 302 and motor torque Tm are offset, and such a problem that power is transmitted to an axle 11 connected to the ring gear shaft 302 in spite of the N-range can be solved. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle control apparatus that controls a hybrid vehicle including at least an internal combustion engine and an electric motor as a power source, and a technical field of the hybrid vehicle.

  As this type of control device, one that operates an engine in a lean burn region has been proposed (see, for example, Patent Document 1). According to the lean burn engine vehicle control device disclosed in Patent Document 1 (hereinafter referred to as conventional technology), the engine combustion pressure fluctuation amount detected via the pressure sensor in the cylinder of the engine has a predetermined amount. Since the generator motor is controlled so that the torque fluctuation of the engine is suppressed when it exceeds, it is said that the engine can be operated in the lean region as much as possible.

  A technique for controlling the motor generator so that the rotational speed of the motor generator does not exceed the allowable rotational speed when the non-driving state is selected has also been proposed (see, for example, Patent Document 2).

JP-A-9-195812 JP-A-10-295003

  In this way, when the torque fluctuation of the engine is suppressed by the generator motor, depending on the configuration of the hybrid vehicle, the driving force may be transmitted to the axle even when the shift position of the shift lever is in the N range. The driver's intention expressed is not necessarily reflected as the state of the vehicle. In other words, the conventional technology has a technical problem that the comfort of the hybrid vehicle may decrease due to the behavior contrary to the driver's intention.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a hybrid vehicle control device and a hybrid vehicle that can improve comfort.

  In order to solve the above-described problems, a control apparatus for a hybrid vehicle according to the present invention provides an internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, and supplies electric power to the electric motor. A generator, power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio, and the output of the generator according to the torque reaction force transmitted through the power distribution means The torque is controlled, a value corresponding to the torque fluctuation of the internal combustion engine is specified from the output torque of the generator, and a prescribed condition is defined to control the combustion state in the internal combustion engine based on the specified value. A control device for a hybrid vehicle that controls a hybrid vehicle including a combustion control unit that executes a combustion control of the shift lever, and a shift position specifying unit that specifies a shift position of the shift lever When the combustion control is executed and the shift position is a non-driving position defined as not transmitting power to the axle, the power is transmitted to the driving shaft via the power distribution means as the power. Electric motor control means for controlling the electric motor so that the output torque of the generator is offset.

  The “internal combustion engine” in the present invention is a concept that encompasses an engine that converts combustion of fuel into motive power, and preferably refers to an engine that uses gasoline, light oil, LPG, or the like as fuel.

  The hybrid vehicle according to the present invention includes at least an electric motor as a power source in addition to the internal combustion engine. The electric motor according to the present invention can supply power to the drive shaft connected to the axle by converting the electrical energy supplied from the power storage means such as a battery or the generator according to the present invention into mechanical energy. Configured.

  In addition to the power supply function, the electric motor according to the present invention functions as a generator that supplies electric power to (for example, charges) a battery or the like by converting mechanical energy into electric energy. May be provided. In this case, the electric motor according to the present invention adopts an aspect called a motor generator.

  The output of the internal combustion engine is distributed at a predetermined ratio to the drive shaft and the generator by the power distribution means. Such power distribution means is, for example, a gear mechanism including a planetary gear (planetary gear mechanism), and preferably a shaft corresponding to a generator, a shaft corresponding to an electric motor (that is, a drive shaft), A shaft corresponding to the internal combustion engine (that is, an output shaft) is used as a power input / output shaft. By such an action of the power distribution means, in the hybrid vehicle according to the present invention, for example, the generator is driven by the output of the internal combustion engine distributed to the generator, and the electric energy is supplied to the electric motor. Power is supplied to the drive shaft by the electric motor that has received the supply. In other words, so-called parallel control is suitably performed in which the internal combustion engine can be appropriately assisted by an electric motor.

  The control mode of the internal combustion engine and the electric motor is not limited to this. For example, when the load required for the hybrid vehicle is relatively light, only the power of the electric motor may be supplied to the axle. In this case, the output of the internal combustion engine may be used only for driving the generator in accordance with the SOC (State Of Charge) of the power storage means such as a battery. Such power distribution is performed in advance so that the internal combustion engine, the electric motor, and the generator are used most efficiently according to various vehicle conditions at that time, based on experiments, experience, or simulation. It may be determined.

  In the hybrid vehicle according to the present invention, predetermined combustion control is executed by the combustion control means. Here, the combustion control in the present invention preferably refers to control for operating the internal combustion engine at its lean limit or combustion limit. In other words, it refers to control for operating the internal combustion engine at an air-fuel ratio set on the lean side so that at least misfire does not occur.

  When such combustion control is executed, the combustion state is likely to become unstable as the air-fuel ratio shifts to the lean side, so that some index for defining the combustion state is required. Here, since the instability of the combustion state appears as instability of the torque, such combustion control can be performed by using the torque fluctuation of the internal combustion engine as such an index.

  The combustion control means executes combustion control based on a value corresponding to torque fluctuation. There are, of course, many techniques for detecting torque fluctuations. For example, a combustion pressure sensor such as an in-cylinder pressure sensor for detecting the combustion pressure in the combustion chamber of the internal combustion engine may be installed. However, when a separate detection means is provided in this way, the apparatus configuration becomes complicated and it is not economical. On the other hand, since the output torque of the internal combustion engine is transmitted as a torque reaction force to the generator via the power distribution means, the generator side outputs a torque corresponding to this torque reaction force (torque for suppressing the torque reaction force). By doing so, torque fluctuations can be detected indirectly.

  Since “torque fluctuation” is an abstract concept, a value corresponding to torque fluctuation is used in actual combustion control. Here, the value corresponding to the torque fluctuation may be the torque output by the generator to suppress the torque reaction force or the rotational speed of the generator itself correlated with the torque of the generator. It may be an index value derived in accordance with a calculation formula, algorithm, or the like that can be suitably expressed experimentally, empirically, or based on simulation or the like. For example, it may be the degree of variation in torque (rotation speed) over a certain period, or it may be variation in torque (rotation speed) for each rotation of the internal combustion engine. The combustion control means preferably feeds back a value corresponding to these torque fluctuations, and controls the combustion state to a lean limit or a combustion limit or a lean combustion state that can be regarded as the limit.

  In particular, in view of the configuration of the hybrid vehicle of the present invention, the torque whose output is controlled to suppress the torque reaction force on the generator side is transmitted to the drive shaft via the power distribution means. That torque is transmitted to the drive shaft means that power for driving the hybrid vehicle is supplied to the axle. However, if such control of the generator (in view of its intended purpose, that is, the combustion control described above) and the driver does not intend to run the vehicle, for example, the operation position of the shift lever is in the neutral range. If it is executed when it is shifted to (hereinafter referred to as “N range” as appropriate), the driver's intention and the behavior of the vehicle are in a contradictory relationship, which may reduce comfort. More specifically, such combustion control is remarkably effective to reduce emissions, particularly at start-up, idling or cold, where the emission of the internal combustion engine is reduced, and is relatively high. The vehicle is stopped with a probability. Accordingly, such inconsistencies that are likely to occur in practice can be a problem that cannot be left unattended.

  Therefore, the hybrid vehicle control apparatus according to the present invention includes shift position specifying means and electric motor control means, and solves the related problems by operating as follows. That is, according to the control apparatus for a hybrid vehicle of the present invention, the shift position of the shift lever is specified by the shift position specifying means during the operation.

  Here, the shift lever according to the present invention refers to a lever that is operated by a driver and for selecting a gear ratio of the transmission at least for the driver's sense. In the hybrid vehicle according to the present invention, the operating point of the internal combustion engine (a point defined as a combination of the engine speed and the output torque) is brought to a desired position by cooperatively controlling the power distribution means, the electric motor, and the generator. Since they are controllable, they can function as a transmission as a whole. Therefore, there is often no transmission like a normal vehicle, but at least for the driver's sense, it is equivalent to a normal shift lever for selecting a gear ratio, and its mode is a floor shift, column shift or steering Various forms such as a shift can be adopted. In the present invention, “identify” means not only direct or indirect detection by a physical, mechanical, mechanical or electrical detection means, but also derived from these detected values according to some algorithm. This means that the detected value is simply acquired as an electric signal. That is, the shift position specifying means may be a sensor such as a shift position sensor or an ECU (Electronic Control Unit). A processing unit such as a unit) may be used.

  When the combustion control is executed and the specified shift position is the non-drive position, the motor control means cancels the output torque of the generator described above that is transmitted to the drive shaft via the power distribution means. The motor is controlled so that Here, the non-drive position is a position defined as not transmitting power to the axle, and typically refers to the N range.

  Thus, according to the hybrid vehicle control device of the present invention, the power transmitted to the drive shaft when the combustion control is executed and the shift position is the non-drive position is offset by the output torque of the electric motor. , Preferably zero. Therefore, the behavior of the vehicle against the driver's intention is suppressed, and the comfort can be improved. “To be canceled” means that the torque of the generator is not strictly limited as long as the torque transmitted to the drive shaft is considerably reduced as compared with the case where such cancellation control is not performed. The torque of the motor does not have to cancel out.

  In one aspect of the hybrid vehicle control device according to the present invention, the electric motor control means is configured such that when the hybrid vehicle stops and the shift position is the non-drive position, the rotation speed of the electric motor becomes zero. The output torque of the generator is canceled by controlling the electric motor as described above.

  According to this aspect, when the hybrid vehicle is stopped, the electric motor is controlled so that the rotation speed of the electric motor becomes zero, that is, zero rotation feedback is executed. Therefore, it is possible to easily maintain the state where the vehicle is stopped.

  In order to solve the above-described problem, another hybrid vehicle control device according to the present invention includes an internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, and electric power to the electric motor. A generator to be supplied; power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio; and the generator according to a torque reaction force transmitted through the power distribution means The output torque of the internal combustion engine is specified from the output torque of the generator, the value corresponding to the torque fluctuation of the internal combustion engine is specified, and the combustion state in the internal combustion engine is controlled based on the specified value. A hybrid vehicle control device for controlling a hybrid vehicle comprising combustion control means for executing predetermined combustion control, wherein the shift position of the shift lever is identified. And the step, characterized by comprising a prohibiting means for the shift position is prohibited the combustion control in the case of a non-driving position, which is defined as that does not transmit power to the axle.

  According to another hybrid vehicle control device of the present invention, when the shift position of the shift lever is the non-driving position, the combustion control is prohibited by the prohibiting means. In other words, since the torque for suppressing the torque reaction force according to the torque fluctuation of the internal combustion engine is not output from the generator, the power against the intention of the driver is not transmitted to the drive shaft, and the comfort is improved. Can do.

  In order to solve the above-described problem, still another hybrid vehicle control apparatus according to the present invention includes an internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, and electric power to the electric motor. , A power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio, and the power generation according to a torque reaction force transmitted through the power distribution means It is specified that the output torque of the engine is controlled, the value corresponding to the torque fluctuation of the internal combustion engine is specified from the output torque of the generator, and the combustion state in the internal combustion engine is controlled based on the specified value A hybrid vehicle control device for controlling a hybrid vehicle comprising combustion control means for executing predetermined combustion control, wherein the shift position specifies a shift position of the shift lever And a stopping means for stopping the internal combustion engine when the combustion control is executed and the shift position is a non-driving position defined as not transmitting power to the axle. To do.

  According to still another hybrid vehicle control device of the present invention, when combustion control is executed and the shift position is the non-drive position, the internal combustion engine is controlled to stop by the stop means. Therefore, the necessity of combustion control is inevitably eliminated, and a decrease in comfort caused by transmitting the torque of the generator as power to the drive shaft is prevented.

  In still another aspect of the hybrid vehicle control apparatus according to the present invention, the stop means stops the internal combustion engine when a predetermined period has elapsed after the shift position reaches the non-drive position.

  Depending on the configuration of the shift lever, there may be a non-drive position on the path from the start position (for example, P range) of the internal combustion engine to the normal travel control position (for example, D range). In particular, in a general automatic transmission, there is an N range as an example of a non-drive position between the P range (axle fixed position) and the R range (reverse travel position) and the D range (normal travel position). As a result of specifying the shift position specifying means, a non-driving position can frequently occur. Regardless of the actual intention of the driver, if the internal combustion engine is controlled to stop each time it simply passes through the non-driving position, emission may be deteriorated.

  According to this aspect, since the stop means stops the internal combustion engine when a predetermined period has elapsed after the shift position reaches the non-drive position, it is extremely advantageous in practice. The predetermined period may be set in advance to a time when it can be considered that the non-driving position is selected based on the driver's intention, experimentally, empirically, or based on simulation. For example, the value may be approximately several seconds.

  In order to solve the above-described problem, still another hybrid vehicle control apparatus according to the present invention includes an internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, and electric power to the electric motor. , A power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio, and the power generation according to a torque reaction force transmitted through the power distribution means It is specified that the output torque of the engine is controlled, the value corresponding to the torque fluctuation of the internal combustion engine is specified from the output torque of the generator, and the combustion state in the internal combustion engine is controlled based on the specified value A hybrid vehicle control device for controlling a hybrid vehicle comprising combustion control means for executing predetermined combustion control, wherein the shift position specifies a shift position of the shift lever A constant section, when the shift position is the axle fixed position defined as being mechanically securing said axle, characterized by comprising a start inhibiting means for inhibiting the starting of the internal combustion engine.

  According to still another hybrid vehicle control device of the present invention, during the operation, the start of the internal combustion engine is prohibited by the start prohibiting means when the shift position is an axle fixed position different from the non-drive position described above. The

  Here, the axle fixed position is a concept corresponding to the P range referred to as a general shift lever, and is a shift position where the axle is mechanically fixed. Normally, the internal combustion engine is prohibited from starting outside this axle fixed position. Accordingly, when the internal combustion engine is started to shift to normal running (that is, the selected shift position is a shift position corresponding to the D range or the like), the non-driving position must be passed.

  However, in the hybrid vehicle according to the present invention, the electric motor can be replaced with an internal combustion engine, and it is possible to run with only the electric motor in a range where the load is relatively light (usually, the light load is at the start). Therefore, when the ignition indicating the driver's intention to start is turned on, it is only necessary to prepare the operation of the motor, and even if the internal combustion engine is cranked and started after the shift position has passed the non-driving position, there will be no problem in practice. Absent.

  In other words, the operation of the start prohibiting means prevents the generation of power at the non-driving position and the transmission to the axle, thereby improving the comfort.

  Of course, when the combustion control is not executed, the internal combustion engine may be started before the shift lever passes through the non-driving position. However, in view of the purpose of the combustion control, the combustion control is It is remarkably effective that it is executed in an operating condition where the emission is easily deteriorated at least at the time of starting or cold. Therefore, it is possible to effectively improve comfort by prohibiting starting at the axle fixed position.

  In this case, regarding the control after the internal combustion engine is started, various modes described above, for example, torque cancellation by the electric motor, prohibition of combustion control, or stop of the internal combustion engine may be executed. These combinations can further improve comfort.

In another aspect of the control apparatus for a hybrid vehicle according to the present invention, the hybrid vehicle further includes an outside air temperature specifying means for specifying an outside air temperature of the hybrid vehicle, and the start prohibiting means is the internal combustion engine according to the outside air temperature. Prohibit starting of the engine.

  There is a case where a request for starting the internal combustion engine is made for purposes other than traveling, for example, for the purpose of operating an air conditioner. In such a case, since the shift operation from the axle fixed position to the non-drive position is not performed, it is not necessary to dare to prohibit the start of the internal combustion engine.

  According to this aspect, since the start of the internal combustion engine is prohibited in accordance with the outside air temperature specified by the outside air temperature specifying means, it is limited to the case where the internal combustion engine is started for the purpose of traveling, that is, in the non-driving position. The start of the internal combustion engine at the axle fixed position is prohibited only when power transmission can occur. Therefore, comfort is ensured efficiently and effectively.

  It should be noted that the threshold value of the outside air temperature, which is a judgment criterion for performing such control, is set in advance to a value that can be judged as other than the traveling purpose experimentally, empirically, or based on simulations. Also good.

  In order to solve the above-described problems, a hybrid vehicle according to the present invention includes an internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, and a generator for supplying electric power to the electric motor. , Power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio, and output torque of the generator controlled according to torque reaction force transmitted through the power distribution means And a predetermined combustion control that is defined as specifying a value corresponding to the torque fluctuation of the internal combustion engine from the output torque of the generator and controlling a combustion state in the internal combustion engine based on the specified value A combustion control means for executing the following, a shut-off means arranged on the axle or the drive shaft and capable of shutting off power transmission between the axle and the drive shaft, and a shift position of the shift lever. Shift position specifying means to be fixed, and the shut-off means so that the power transmission is cut off when the combustion control is executed and the shift position is a non-drive position defined as not transmitting power to the axle And a shut-off control means for controlling the operation.

  According to the hybrid vehicle of the present invention, the blocking means is disposed between the axle and the drive shaft. Here, the shut-off means is a concept including a mechanism, device or system capable of mechanically or electrically shutting off power transmission between the axle and the drive shaft, and preferably refers to a clutch.

  The shut-off control means controls the shut-off means so that power transmission between the axle and the drive shaft is shut off when the shift position is the non-drive position. Therefore, even if the torque output on the generator side to execute the combustion control is transmitted to the drive shaft, the power transmission to the axle is interrupted by the shut-off means, so the vehicle is contrary to the driver's intention. The situation which shows a behavior is prevented and comfort can be improved. Furthermore, in this case, it is advantageous because the combustion state of the internal combustion engine can be suitably maintained by the combustion control regardless of the shift position.

  Such an operation and other advantages of the present invention will be clarified by embodiments described below.

Hereinafter, various preferred embodiments of the present invention will be described with reference to the drawings as appropriate.
<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. Mechanism 300, inverter 400, and battery 500. An SOC sensor 600 and a shift position sensor 700 are provided.

  The axle 11 is a part of a power transmission system that transmits the power of the engine 200 and the MG 2 to the wheels 12. The wheels 12 are wheels of the hybrid vehicle 10, and only the left and right front wheels are particularly shown in FIG.

  The ECU 100 is an electronic control unit that includes an unshown CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory), and controls the entire operation of the hybrid vehicle 10. 1 is an example of a “vehicle control device”.

  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.

  MG1 is an example of a “generator” according to the present invention, and is configured to function mainly as a generator for charging battery 500 or supplying electric power to MG2.

  The MG 2 is an example of the “electric motor” according to the present invention, and is configured to mainly function as an electric motor that assists the output of the engine 200.

  In addition, these MG1 and MG2 are comprised as a synchronous motor generator, for example, and are provided with the rotor which has a some permanent magnet in the outer peripheral surface, and the stator by which the three-phase coil which forms a rotating magnetic field was wound.

  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 portion of a crankshaft 205 (that is, an example of the “output shaft” according to the present invention) described later are connected to the rotation shaft of each pinion gear. And a planetary carrier 306 to be 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. On the other hand, the power split mechanism 300 is configured to transmit the rotation of the engine 200 to the sun gear 303 and the ring gear 301 by the planetary carrier 306 and the pinion gear 305 so that the power of the engine 200 can be split into two systems. .

  Returning to FIG. 1, the inverter 400 is a DC / AC converter that controls input / output of electric power between the battery 500 and MG <b> 1 and MG <b> 2. For example, the inverter 400 converts DC power extracted from the battery 500 into AC power, or supplies AC power generated by the MG1 to the MG2 and converts AC power generated by the MG1 into DC power. Thus, the battery 500 can be supplied.

  Battery 500 is a rechargeable storage battery configured to be able to function as a power source for driving MG1 and MG2.

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

  The shift position sensor 700 is disposed in the passenger compartment of the hybrid vehicle 10 and can detect an operation position of a shift lever (not shown) operated by a driver (that is, an example of the “shift position” according to the present invention). It is the sensor comprised in this. The shift position sensor 700 is electrically connected to the ECU 100, and the shift position in the hybrid vehicle 10 is always grasped by the ECU 100. In this embodiment, the shift lever is equivalent to a shift lever of a general automatic transmission, and “P”, “R”, “N”, “D”, “3”, “2”, “1” Are arranged in this order.

<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.

  In FIG. 3, the engine 200 causes the air-fuel mixture to explode in the cylinder 201 by the spark plug 202 and converts the reciprocating motion of the piston 203 generated according to the explosive force into the rotational motion of the crankshaft 205 via the connection rod 204. It is configured to be able to. Below, the principal part structure of the engine 200 is demonstrated with operation | movement.

  When the fuel is burned in the cylinder 201, 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 injector 207 is supplied with fuel (gasoline) from a fuel tank (not shown), and the injector 207 is configured to be able to inject the supplied fuel into the intake pipe 206 according to the control of the ECU 100. Yes.

  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 air-fuel mixture burned in the cylinder 201 becomes exhaust gas, passes through the exhaust valve 209 that opens and closes in conjunction with opening and closing of the intake valve 208, and is exhausted through the exhaust pipe 210.

  A cleaner 211 is disposed on the intake pipe 206 to purify air sucked from the outside. An air flow meter 212 is disposed on the downstream side (cylinder side) of the cleaner 211. The air flow meter 212 has a form called a hot wire type, and is configured to be able to directly measure the mass flow rate of the inhaled air. The intake pipe 206 is further provided with an intake air temperature sensor 213 for detecting the temperature of the intake air.

  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 throttle valve 214 is configured to be opened and closed by a driving force of a throttle valve motor 217 serving as an electric actuator, and its opening degree is detected by a throttle position sensor 215. On the other hand, the opening of an accelerator pedal (not shown) (hereinafter referred to as “accelerator opening” as appropriate) is detected by an accelerator position sensor 216 electrically connected to the ECU 100. The ECU 100 normally controls the throttle valve motor 217 in accordance with the accelerator opening, and as a result, the opening of the throttle valve 214 is in accordance with the accelerator opening.

  A crank position sensor 218 that detects the rotational position of the crankshaft 205 is provided in the vicinity of the crankshaft 205. The crank position sensor 218 is configured to be able to acquire the position of the piston 203 inside the cylinder 201 based on the rotation state of the crankshaft 205. In addition, a knock sensor 219 for detecting the knock strength of the engine 200 is disposed in the cylinder block that accommodates the cylinder 201, and the coolant temperature of the engine 200 is placed in a water jacket in the cylinder block. A water temperature sensor 220 for detecting the water temperature is provided.

  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.

<1-2: Operation of Embodiment>
<1-2-1: Basic operation of hybrid vehicle>
In hybrid vehicle 10 in FIG. 1, power distribution between MG 2 that mainly functions as an electric motor and engine 200 is controlled by ECU 100 and power split mechanism 300. Below, operation | movement of the hybrid vehicle 10 according to several situations is demonstrated.

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

<1-2-1-2: When starting>
At the time of departure, two types of modes can be adopted depending on the SOC of the battery 500. When the SOC is good, it is not necessary to charge the battery 500 with the MG1, so the engine 200 starts only for warming up, and the hybrid vehicle 10 starts with the driving force of the MG2. On the other hand, when the SOC is not good, 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 on a gentle hill, the efficiency of the engine 200 is relatively poor, so the engine 200 is stopped and the hybrid vehicle 10 travels only with the driving force of MG2. At this time, if the SOC is not good, the engine 200 starts to drive MG1, and the battery 500 is charged by MG1.

<1-2-1-4: During normal driving>
In an operating region where the efficiency of the engine 200 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, and one is output to the axle 11 via the ring gear shaft 302 as a drive shaft to drive the wheels 12. On the other hand, MG1 is driven as a generator via the sun gear shaft 304 to generate power. Further, the generated electric power is supplied to MG 2 via inverter 400, and MG 2 supplies power to ring gear shaft 302. That is, the power of engine 200 is assisted by MG2. At this time, if the SOC is not good, the output of the engine 200 is increased (that is, the actual operation output greater than the required output is output), and a part of the electric power generated by the MG 1 is supplied to the battery 500. Charged.

<1-2-1-5: During braking>
When deceleration is performed, the MG 2 is rotated by the power transmitted from the wheels 12 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 Operation of Engine in Embodiment>
Next, basic control of the engine 200 will be described. The ECU 100 repeatedly calculates an engine request output, which is an output required for the engine 200, at a constant cycle. The ECU 100 acquires the accelerator opening and the vehicle speed based on the output signals of the accelerator position sensor 216 and a vehicle speed sensor (not shown), for example, an output shaft torque corresponding to the accelerator opening and the vehicle speed with reference to a map recorded in the ROM. (Torque to be output to the axle 11) is obtained. Further, ECU 100 obtains the required power generation amount based on the output signal of SOC sensor 600. The engine required output is obtained by correcting the output shaft torque with reference to the required power generation amount and the required amounts of various auxiliary machines (A / C, power steering, etc.). 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: MG1 feedback control>
In the hybrid vehicle 10, the engine 200 can be operated at its lean limit or combustion limit by using the MG1 as a torque sensor. In the following description, such control is appropriately referred to as “MG1 feedback control”.

  When the air-fuel ratio of the engine 200 is set to the lean side, the fuel becomes relatively short and the combustion state tends to deteriorate, and misfire is likely to occur. Such deterioration of the combustion state appears as torque fluctuation of the engine 200. The torque of engine 200 is distributed to MG1 by power split mechanism 300 at a predetermined ratio (specifically, a ratio based on the ratio between the number of gear teeth of sun gear 303 and the number of gear teeth of ring gear 301). A torque reaction force corresponding to the torque fluctuation is applied to the sun gear shaft 304. Therefore, when executing the MG1 feedback control, the ECU 100 controls the MG1 so that the generator torque Tg for suppressing the torque reaction force is applied to the sun gear shaft 304.

  On the other hand, the ECU 100 calculates a predetermined feedback control value representing the torque fluctuation of the engine 200 based on the variation in the generator torque Tg (or the rotation speed of the MG1), and based on the feedback control value, Controls fuel injection timing. The above is the outline of the MG1 feedback control, and this MG1 feedback control makes it possible to operate the engine 200 at its lean limit or combustion limit, particularly in a use situation where the combustion efficiency is likely to decrease, such as at the time of starting or idling. The environmental performance of the hybrid vehicle 10 is suitably secured.

  However, at the time of idling or starting, the driver may operate the shift lever to the non-driving position, that is, the N range in this embodiment. The N range in the hybrid vehicle 10 is defined as not transmitting power to the axle 11.

  However, torque Tg output by MG 1 to suppress the torque reaction force of engine 200 is transmitted as power to axle 11 via ring gear shaft 302 in power split mechanism 300. Therefore, when the MG1 feedback control described above is executed in a situation where the shift position is in the N range, the hybrid vehicle 10 does not reflect the driver's intention, resulting in a decrease in comfort. Therefore, in the present embodiment, the ECU 100 executes the system control described below to suitably solve the problem.

  Here, the details of the system control will be described with reference to FIG. FIG. 4 is a flowchart of system control.

  In FIG. 4, ECU 100 refers to the sensor output of shift position sensor 700 to determine whether or not the shift position of the shift lever is in the N range (step A10). When the shift position is not in the N range (step A10: NO), the ECU 100 calculates the motor torque Tm to be output from the MG2 as usual (step A12).

  On the other hand, when the shift position is the N range (step A10: YES), the ECU 100 determines whether or not the MG1 feedback control is currently being executed (step A11). When the MG1 feedback control is not being executed (step A11: NO), the ECU 100 controls the MG2 so that the motor torque Tm to be output from the MG2 becomes zero (step A14).

  When the shift position is in the N range and the MG1 feedback control is being executed (step A11: YES), the ECU 100 reads the torque Tg currently output by the MG1 (step A13). Here, with reference to FIG. 5, the power distribution when the shift position is in the N range and the MG1 feedback control is being executed will be described. FIG. 5 is an alignment chart during the N range and MG1 feedback control.

  In FIG. 5, the vertical axis represents the rotational speeds of the gears (sun gear 303, ring gear 301, and planetary carrier 305) constituting power split mechanism 300, that is, the rotational speeds of MG1, engine 200, and MG2. On the other hand, the horizontal axis represents the gear ratio of each gear. When the number of teeth of the sun gear 303 with respect to the number of teeth of the ring gear 301 is ρ, the position on the horizontal axis corresponding to the planetary carrier 306 is a coordinate position that divides the sun gear 303 and the ring gear 301 into 1: ρ (illustrated). (C point). Note that the positions on the horizontal axis corresponding to the sun gear 303 and the ring gear 301 are the S point and R point in the figure, respectively.

  Engine torque Te, which is the torque of engine 200, is represented as an upward arrow at a position corresponding to point C in the alignment chart. Since the shift position is in the N range, the engine torque Te does not act as power for the outside world. The fluctuation component (AC component) of the engine torque Te acts as a torque reaction force upward at a position corresponding to the point S in the nomograph. In order to suppress this torque reaction force, a downward generator torque Tg is applied to a position corresponding to the S point.

  On the other hand, when the generator torque Tg is applied to the position corresponding to the point S in the nomograph, the torque Tep having the opposite sign to the generator torque Tg related to the ring gear shaft 302 corresponding to the point R in the nomograph is applied. . This torque Tep is transmitted to the axle as power.

  Therefore, in the process according to step A13 in FIG. 4, the torque Tg of MG1 is read so that the motor torque Tm (Tm = Tep) having the same magnitude and the same sign as the torque Tep is applied. As a result, at the position corresponding to point R in the nomograph, the torque Tep is canceled by the motor torque Tm, and the power supply to the ring gear shaft 302 is stopped.

  Returning to FIG. 4, when the motor torque Tm is determined in step A12 or step A13, the ECU 100 controls the MG2 so that the determined motor torque Tm is output (step A15). When the process according to step A12 or step A15 is executed, the process returns to step A10, and a series of processes is repeated.

  Thus, in the hybrid vehicle 10 according to the first embodiment, when the MG1 feedback control is being executed and the shift position is in the N range, the MG1 transmitted to the axle 11 via the power split mechanism 300. Is offset by the torque of MG2. Therefore, a situation in which power is transmitted to the axle despite the N range is prevented, and comfort is improved.

Note that, in the situation where the hybrid vehicle 10 is stopped, for example, at the time of start-up, in addition to canceling out the torque Tep by the motor torque Tm, the same applies by executing the rotation speed control so that the rotation speed of the MG2 becomes zero. Effects can be obtained. In other words, while the vehicle is stopped, the rotation speed of the ring gear shaft 302 connected to the axle 11 is ideally zero, and thus the transmission of power to the axle 11 is stopped by such zero rotation feedback. It is done.
<2. Second Embodiment>
The above-mentioned problem due to the execution of MG1 feedback control and the shift position in the N range can be suitably solved by other methods. Here, the system control according to the second embodiment of the present invention will be described with reference to FIG. FIG. 6 is a flowchart of system control according to the second embodiment of the present invention. In the figure, the same reference numerals are given to the same portions as those in FIG. 5, and the description thereof will be omitted as appropriate.

  In FIG. 6, when the shift position is in the N range and MG1 feedback control is being performed (step A11: YES), the ECU 100 stops the MG1 feedback control and shifts the engine 200 to the autonomous operation (step B10). By stopping the MG1 feedback control, the generator torque Tg for suppressing the torque reaction force applied to the sun gear shaft 304 from the MG1 is not output, and the power supply to the axle 11 via the ring gear shaft 302 is stopped. Is done.

  When MG1 feedback control is stopped, ECU 100 reflects the immediately preceding learned value in the operation state control of engine 200 (step B11). Here, the immediately preceding learned value is a control value calculated based on the variation in the generator torque Tg immediately before the MG1 feedback control is stopped, and the combustion state of the engine 200 is reflected by reflecting the learned value. It can be stabilized at least to the extent that misfire does not occur. As described above, in the system control according to the second embodiment, since the MG1 feedback control is prohibited when the shift position is in the N range, there is no possibility that power transmission contrary to the driver's intention occurs, and comfort is improved. Will improve.

Note that it is also possible to estimate the amount of fluctuation in the rotation of the engine 200 (for example, racing or stalling) based on the torque reaction force on the sun gear shaft 304 immediately before the MG1 feedback is stopped. For example, the opening degree of the throttle valve 215 and the ignition timing of the spark plug 202 may be controlled so that the rotational fluctuation can be suppressed. Alternatively, when the hybrid vehicle 10 is provided with a variable valve system such as VVT (Variable Valve Timing), the rotation fluctuation may be suppressed by controlling the opening / closing timing of the intake and exhaust valves.
<3. Third Embodiment>
The above-described problem due to the MG1 feedback control being executed and the shift position being in the N range can be suitably solved by another method. Here, with reference to FIG. 7, system control according to a third embodiment of the present invention will be described. FIG. 7 is a flowchart of system control according to the third embodiment of the present invention. In the figure, the same reference numerals are given to the same portions as those in FIG. 5, and the description thereof will be omitted as appropriate.

  In FIG. 7, the ECU 100 first determines whether or not the shift position is fixed in the N range (step C10). Here, in the determination processing according to step C10, unlike in the first and second embodiments, it is determined whether or not the state where the shift position is in the N range has continued for a preset elapsed time. The elapsed time is set in advance so that it can be determined experimentally, empirically, or based on simulations that the N range is not a simple passing point but a shift position selected as the driver's intention. Yes. For example, in this embodiment, the value is set to about 3 seconds.

  When it is determined that the shift position is in the N range (step C10: YES), it is determined whether or not MG1 feedback control is being performed (step A11). When the MG1 feedback control is being performed (step A11: YES), the ECU 100 stops the engine 200 (step C11). By stopping the engine 200, it is not necessary to execute the MG1 feedback control and the torque fluctuation of the engine 200 is also eliminated, so that a situation where power is transmitted to the axle 11 against the intention of the driver is prevented.

  On the other hand, if the MG1 feedback control is not being performed (step C10: NO), the ECU 100 may determine whether or not the engine 200 is stopped because the engine 200 may have already stopped due to the processing related to step C11 or the like. (Step C12). When engine 200 is not stopped (step C12: NO), the output torque of MG2 is calculated (step A12) as described above, and when engine 200 is stopped (step C12: YES). The ECU 100 starts the engine 200 (step C13) and shifts the processing to the processing related to step A12.

As described above, according to the system control according to the third embodiment, the engine 200 is stopped if MG1 feedback is being performed when the shift position is determined in the N range. Therefore, power transmission to the axle 11 does not occur, and comfort is improved.
<4. Fourth Embodiment>
The above-described problem due to the MG1 feedback control being executed and the shift position being in the N range can be suitably solved by another method. Here, with reference to FIG. 8, system control according to the fourth embodiment of the present invention will be described. FIG. 8 is a flowchart of system control according to the fourth embodiment of the present invention.

  In FIG. 8, ECU 100 determines whether or not there is a request for starting engine 200 (step D10). When there is no start request (step D10: NO), the ECU 100 controls the process to a standby state, while when there is a start request (step D10: YES), the ECU 100 indicates that the shift position of the shift lever mechanically moves the axle 11. It is determined whether or not the P range is fixed to (step D11).

  When the shift position is not in the P range (step D11: NO), the ECU 100 returns the process to step D10 and holds the start request. The start request is a predetermined operation (typically, an ignition key operation by the driver). However, in the hybrid vehicle 10, the ignition control based on the start request (that is, the ignition on) is not executed at the shift position other than the P range. Therefore, when the shift position is not in the P range, start control for running the hybrid vehicle 10 is not performed.

  When the shift position is in the P range (step D11: YES), the ECU 100 determines whether or not the hybrid vehicle 10 needs power because the conditions for starting control are satisfied (step D12). When the hybrid vehicle 10 does not require power (step D12: NO), the ECU 100 waits for processing without starting both the engine 200 and the MG2. On the other hand, when the hybrid vehicle 10 needs power (step D12: YES), the ECU 100 determines whether or not the required power can be covered by MG2 (step D13).

  When the power required by MG2 can be output (step D13: YES), ECU 100 causes hybrid vehicle 10 to travel only by the power of MG2 (step D14) and returns the process to step D12 to Repeat the process. When it is determined that the required power for MG2 cannot be covered (step D13: NO), ECU 100 starts engine 200 (step D15). When the engine 200 is started, the ECU 100 ends the system control according to the present embodiment.

  Here, regardless of whether or not the required power can be covered by MG2, when the processing according to step D13 is executed, the shift position of the shift lever is at least for driving the vehicle. There is a high possibility that the shift position, preferably the D range existing on the opposite side of the P range from the N range is set. Therefore, in the system control according to the present embodiment, the possibility that the shift lever passes the N range after the engine 200 is started is clearly reduced, and the power may be transmitted to the axle 11 against the driver's intention. Becomes lower. That is, comfort is improved.

  In addition, since the system control according to the fourth embodiment is a control at the time of starting the hybrid vehicle 10, it is remarkably effective when used in combination with the various embodiments described above. For example, when the three-way catalyst 222 does not require warm-up, the necessity for MG1 feedback control is relatively reduced. In such a case, instead of starting the engine 200, execution of MG1 feedback is performed. May be prohibited (see the second embodiment).

Note that there may be a case where the engine 200 is requested to start in a situation where the hybrid vehicle 10 does not require power. For example, when the outside air temperature is low or high, the engine 200 may be required to start for the purpose of operating auxiliary equipment such as an air conditioner. In such a case, since the possibility that the shift position is operated to the N range is low, the necessity of prohibiting the start of the engine 200 is low. Therefore, in such a case, for example, when the outside air temperature is lower than a predetermined value or higher than a predetermined value, the engine 200 may be allowed to start.
<5. Fifth Embodiment>
In the first to fourth embodiments described above, the system control by the ECU 100, that is, by software, MG1 when the shift position is operated to the N range during execution of the MG1 feedback control or when the shift position is the N range. Although the problem due to the start of the feedback control is solved, such a problem can be preferably solved also by a hardware configuration. Here, with reference to FIG. 9, the structure of the hybrid vehicle 20 which concerns on 5th Embodiment of this invention is demonstrated. FIG. 9 is a schematic diagram showing the relationship between the power split mechanism 300 and its peripheral part. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.

  In FIG. 9, the hybrid vehicle 20 includes a clutch mechanism 307 on the axle 11. The clutch mechanism 307 is an electromagnetic open / close type clutch mechanism that is electrically connected to the ECU 100 and includes two clutch plates that are appropriately fastened or separated according to the control of the ECU 100.

  In actual system control, when the shift position is in the N range and MG1 feedback control is being executed, the clutch mechanism 307 is controlled so that the two clutch plates are separated. Therefore, even if the generator torque Tg output from MG1 is transmitted as power to the ring gear shaft 302, power transmission to the axle 11 or at least power transmission to the wheels 12 is blocked. Therefore, it is possible to operate the engine 200 at the lean limit or the combustion limit, and it is also possible to prevent a situation where power is transmitted to the axle 11 against the intention of the driving vehicle. That is, it is remarkably effective in improving comfort.

  The present invention is not limited to the above-described embodiment, 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 a change. The apparatus and the hybrid vehicle are 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. FIG. 2 is a collinear diagram when the hybrid vehicle in FIG. 1 is in N range and MG1 feedback control. 2 is a flowchart of system control executed by an ECU in the hybrid vehicle of FIG. It is a flowchart of system control concerning a 2nd embodiment of the present invention. It is a flow chart of system control concerning a 3rd embodiment of the present invention. It is a flowchart of the system control which concerns on 4th Embodiment of this invention. It is a schematic diagram which shows the relationship between the power split mechanism and its peripheral part in the hybrid vehicle which concerns on 5th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 11 ... Axle, 12 ... Wheel, 20 ... Hybrid vehicle, 100 ... ECU, 200 ... Engine, MG1 ... Motor generator, MG2 ... Motor generator, 300 ... Power split mechanism, 400 ... Inverter, 500 ... Battery, 600 ... SOC sensor, 700 ... Shift position sensor.

Claims (8)

An internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, a generator for supplying electric power to the electric motor, and an output of the internal combustion engine to the drive shaft and the generator A power distribution means that distributes at a ratio of: and an output torque of the generator according to a torque reaction force transmitted through the power distribution means, and from the output torque of the generator to a torque fluctuation of the internal combustion engine A hybrid that controls a hybrid vehicle that includes a combustion control means that specifies a corresponding value and executes predetermined combustion control defined as controlling a combustion state in the internal combustion engine based on the specified value A control device for a vehicle,
Shift position specifying means for specifying the shift position of the shift lever;
When the combustion control is executed and the shift position is a non-drive position defined as not transmitting power to the axle, the power generation is transmitted as power to the drive shaft via the power distribution means. A control device for a hybrid vehicle, comprising: motor control means for controlling the motor so that the output torque of the machine is offset. When the hybrid vehicle is stopped and the shift position is the non-driving position, the electric motor control means controls the electric motor so that the number of rotations of the electric motor becomes zero. The controller for a hybrid vehicle according to claim 1, wherein: An internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, a generator for supplying electric power to the electric motor, and an output of the internal combustion engine to the drive shaft and the generator A power distribution means that distributes at a ratio of: and an output torque of the generator according to a torque reaction force transmitted through the power distribution means, and from the output torque of the generator to a torque fluctuation of the internal combustion engine A hybrid that controls a hybrid vehicle that includes a combustion control means that specifies a corresponding value and executes predetermined combustion control defined as controlling a combustion state in the internal combustion engine based on the specified value A control device for a vehicle,
Shift position specifying means for specifying the shift position of the shift lever;
A control apparatus for a hybrid vehicle, comprising: prohibiting means for prohibiting the combustion control when the shift position is a non-driving position defined as not transmitting power to the axle. An internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, a generator for supplying electric power to the electric motor, and an output of the internal combustion engine to the drive shaft and the generator A power distribution means that distributes at a ratio of: and an output torque of the generator according to a torque reaction force transmitted through the power distribution means, and from the output torque of the generator to a torque fluctuation of the internal combustion engine A hybrid that controls a hybrid vehicle that includes a combustion control means that specifies a corresponding value and executes predetermined combustion control defined as controlling a combustion state in the internal combustion engine based on the specified value A control device for a vehicle,
Shift position specifying means for specifying the shift position of the shift lever;
And a stop means for stopping the internal combustion engine when the combustion control is performed and the shift position is a non-drive position defined as not transmitting power to the axle. Control device. The control device for a hybrid vehicle according to claim 4, wherein the stop means stops the internal combustion engine when a predetermined period elapses after the shift position reaches the non-drive position. An internal combustion engine, an electric motor capable of supplying power to a drive shaft connected to an axle, a generator for supplying electric power to the electric motor, and an output of the internal combustion engine to the drive shaft and the generator A power distribution means that distributes at a ratio of: and an output torque of the generator according to a torque reaction force transmitted through the power distribution means, and from the output torque of the generator to a torque fluctuation of the internal combustion engine A hybrid that controls a hybrid vehicle that includes a combustion control means that specifies a corresponding value and executes predetermined combustion control defined as controlling a combustion state in the internal combustion engine based on the specified value A control device for a vehicle,
Shift position specifying means for specifying the shift position of the shift lever;
A hybrid vehicle control device comprising start prohibiting means for prohibiting start of the internal combustion engine when the shift position is an axle fixed position defined as mechanically fixing the axle. . Further comprising an outside air temperature specifying means for specifying the outside air temperature of the hybrid vehicle,
The hybrid vehicle control device according to claim 6, wherein the start prohibiting unit prohibits the start of the internal combustion engine in accordance with the outside air temperature. An internal combustion engine;
An electric motor capable of supplying power to a drive shaft connected to an axle;
A generator for supplying power to the motor;
Power distribution means for distributing the output of the internal combustion engine to the drive shaft and the generator at a predetermined ratio;
The output torque of the generator is controlled according to the torque reaction force transmitted through the power distribution means, and a value corresponding to the torque fluctuation of the internal combustion engine is specified from the output torque of the generator, and the specification Combustion control means for executing predetermined combustion control defined as controlling the combustion state in the internal combustion engine based on the obtained value;
A shut-off means arranged on the axle or the drive shaft and capable of shutting off power transmission between the axle and the drive shaft;
Shift position specifying means for specifying the shift position of the shift lever;
Shut-off control means for controlling the shut-off means so that the power transmission is shut off when the combustion control is performed and the shift position is a non-driving position defined as not transmitting power to the axle. A hybrid vehicle comprising:

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