hybrid vehicle

Abstract

Hybrid vehicle (20), which is characterized by a heat engine (22) having a particulate filter (25) configured to remove particulate matter in an exhaust system of the heat engine (22); a motor (MG2) configured to output power for driving the hybrid vehicle (20); an electric power storage device (50) configured to exchange electric power with the motor (MG2); and an electronic control unit (24, 40) which is designed: (i) to control the heat engine (22) and the motor (MG2), (ii) when an increase in the temperature of the particulate matter filter (25) is requested to regenerate the particulate matter filter (25), executing oscillation control to execute control such that an air-fuel ratio of the heat engine (22) is repeatedly switched between a rich state and a lean state, and (iii) when the vibration control is carried out, to carry out control such that the heat engine (22) is operated at an operating point (P2) with a lower torque (Te2) compared to a case in which the vibration control is not carried out and at a higher speed (N2) compared to the case in which the vibration control is not carried out, such that the increase in the temperature of the particulate filter (25) is promoted and the power output from the heat engine (22) can be maintained compared to the case in which the vibration control is not carried out.

Description

Background of the invention 1. Field of the invention

[0001] The present invention relates to a hybrid vehicle, in particular to a hybrid vehicle having a heat engine which has a particulate filter configured to remove particulate matter in an exhaust system. 2. Description of the state of the art

[0002] In related art, as one such type of technique, a technique is proposed in which, when regeneration of the particulate matter filter is requested, an air-fuel mixture having an air-fuel ratio richer than a stoichiometric air-fuel ratio is supplied to a first cylinder, and an air-fuel mixture having an air-fuel ratio leaner than a stoichiometric air-fuel ratio is supplied to the second, third, and fourth cylinders (see, for example, JP 2009-156100 A). In the technique with such control, oxygen is supplied to the particulate matter filter to combust particulate matter, and gas having the stoichiometric air-fuel ratio is caused to flow into a downstream catalyst, thereby regenerating the particulate matter filter without causing an increase in the amount of nitrogen oxide discharged.

[0003] With respect to a vehicle in which a heat engine is mounted which has a particulate matter filter configured to remove particulate matter in an exhaust system, in order to quickly raise the temperature of the particulate matter filter to be higher than or equal to a temperature at which regeneration is possible, a technique is proposed (see, for example, JP 2012 - 219 732 A) in which oscillation control is carried out, which is a control in which the air-fuel ratio of the heat engine is repeatedly switched between a rich state and a lean state.

[0004] A method for heating a catalyst and / or particulate filter arranged in an exhaust system of a diesel internal combustion engine of a vehicle, as well as a corresponding catalyst, are disclosed, for example, in DE 103 41 930 A1. Summary of the invention

[0005] In order to quickly raise the temperature of the particulate matter filter to a temperature greater than or equal to a regeneration-enabled temperature, as in the hybrid vehicle described above, even when oscillation control, that is, the control of repeatedly switching the air-fuel ratio of the heat engine between the rich state and the lean state, is performed, time elapses for the temperature of the particulate matter filter to rise to the regeneration-enabled temperature, and more time than necessary may elapse for the regeneration of the particulate matter filter. For this reason, it is desirable to quickly raise the temperature of the particulate matter filter.

[0006] In view of the above-described problem, the invention provides a hybrid vehicle which rapidly carries out an increase in the temperature of the particulate matter filter.

[0007] One aspect of the invention relates to a hybrid vehicle comprising a heat engine, a motor, an electrical power storage device, and an electronic control unit. The heat engine includes a particulate filter configured to remove particulate matter in an exhaust system of the heat engine. The motor is configured to output power for driving. The electrical power storage device is configured to exchange electrical power with the motor.The electronic control unit is configured as follows: That is, the electronic control unit is configured to (i) control the heat engine and the motor, (ii) when an increase in the temperature of the particulate matter filter is requested in order to regenerate the particulate matter filter, execute oscillation control to execute control such that an air-fuel ratio of the heat engine is repeatedly switched between a rich state and a lean state, and (iii) when the oscillation control is executed, execute control such that the heat engine is operated at an operating point in which the increase in the temperature of the particulate matter filter is promoted, among operating points in which the power output from the heat engine can be maintained.

[0008] In the hybrid vehicle according to the aspect of the invention as described above, when an increase in the temperature of the particulate matter filter is requested to regenerate the particulate matter filter, the vibration control is executed to perform control such that the air-fuel ratio of the heat engine is repeatedly switched between the rich state and the lean state.Then, when vibration control is performed, control is performed such that the heat engine is operated at an operating point with a lower torque than when vibration control is not performed and at a higher speed than when vibration control is not performed, so that the temperature increase of the particulate matter filter is promoted and the power output of the heat engine can be maintained compared to when vibration control is not performed. Thus, it is possible to quickly increase the temperature of the particulate matter filter without changing the power output of the heat engine.

[0009] In the hybrid vehicle according to the aspect of the invention, the electronic control unit may be configured as follows: That is, the electronic control unit may be configured to (i) execute control such that the heat engine is operated at an operating point on a predetermined operating line for optimal fuel efficiency when vibration control is not performed, and (ii) execute control such that the heat engine is operated at an operating point where the increase in the temperature of the particulate matter filter is optimal among the operating points at which the power output from the heat engine can be maintained, when vibration control is performed. With the hybrid vehicle, it is possible to increase the temperature of the particulate matter filter more quickly. Brief description of the drawings

[0010] In the following, features, advantages as well as the technical and industrial significance of the exemplary embodiments of the invention are described with reference to the accompanying drawings in which like elements are designated by like reference numerals. Fig. 1 is a configuration drawing showing an overview of a configuration of a hybrid vehicle according to an embodiment of the invention; Fig. 2 is a flowchart showing an exemplary operating point setting routine of the hybrid vehicle; and Fig. 3 is an explanatory view showing, as an example, a mode in which a target operating point of a heat engine is set by using an optimal operating line and an operating line for vibration control in the hybrid vehicle. Detailed description of embodiments

[0011] Next, a possibility of carrying out the invention will be described using an embodiment.

[0012] Fig. 1 is a configuration diagram showing an overview of a configuration of a hybrid vehicle 20 according to an embodiment of the invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes a heat engine 22, a planetary gear 30, a first motor MG1, a second motor MG2, a first inverter 41, a second inverter 42, a battery 50 which is an electric power storage device, and a hybrid vehicle electronic control unit (hereinafter referred to as HVECU 70) which is part of an electronic control unit.

[0013] The heat engine 22 is configured as an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel. The operation of the heat engine 22 is controlled by an electronic control unit for heat engines (hereinafter referred to as heat engine ECU 24). An exhaust control device 23 and a particulate matter filter (hereinafter referred to as PMF) 25 are connected to the exhaust system of the heat engine 22. The exhaust control device 23 is provided with a catalyst 23a that removes unburned fuel, nitrogen oxides, or the like in the exhaust gas. The PMF 25 is configured as a porous filter made of ceramic, stainless steel, or the like and traps particulate matter (PM) such as soot.

[0014] Although not shown, the heat engine ECU 24 includes a microprocessor mounted on a CPU, and the heat engine ECU 24 includes, in addition to the CPU, a read-only memory (ROM) that stores a processing program, a random access memory (RAM) that temporarily stores data, an input / output port, and a communication port. Signals from various sensors necessary for controlling the operation of the heat engine 22 are input to the heat engine ECU 24 via the input port. As signals from the various sensors, for example, a crank position from a crank position sensor (not shown) that detects a rotational position of a crankshaft 26, a coolant temperature Tw from a coolant temperature sensor (not shown) that detects a temperature of a coolant of the heat engine 22, and the like can be exemplified.A throttle valve opening degree TH from a throttle valve position sensor (not shown) that detects a position of a throttle valve, an intake air amount Qa from an air flow meter (not shown) connected to the intake pipe, an intake air temperature Ta from a temperature sensor (not shown) connected to the intake pipe, and the like can also be exemplified. An air-fuel ratio A / F from an air-fuel ratio sensor 23b connected to the exhaust system upstream of the exhaust control device 23, an oxygen signal O2 from an oxygen sensor 23c connected downstream of the exhaust control device 23, and pressures P1 and P2 from a first pressure sensor 25a connected upstream of the PMF 25 and a second pressure sensor 25b connected downstream of the PMF 25 can also be exemplified.Various control signals for controlling the operation of the heat engine 22 are output from the heat engine ECU 24 via the output port. As various control signals, for example, a control signal for a fuel injection valve, a control signal for a throttle motor that controls a position of the throttle valve, and a control signal for an ignition coil integrated with an igniter can be cited as examples. The heat engine ECU 24 is connected to the HVECU 70 via the communication port. The heat engine ECU 24 controls the operation of the heat engine 22 according to the control signal from the HVECU 70. As needed, the heat engine ECU 24 outputs data regarding an operating state of the heat engine 22 to the HVECU 70. The heat engine ECU 24 calculates a rotational speed of the crankshaft 26, that is, a rotational speed Ne of the heat engine 22, based on a crank angle θcr.The heat engine ECU 24 also calculates a volumetric efficiency (a ratio of the volume of air actually sucked per cycle to the displacement of the heat engine 22 per cycle) KL based on the intake air amount Qa from the air flow meter and the rotational speed Ne of the heat engine 22. The heat engine ECU 24 calculates a particulate matter accumulation amount Qpm as an estimated accumulation amount of particulate matter trapped by the PMF 25 based on a differential pressure ΔP (ΔP = P1 - P2) of the pressure P1 from the first pressure sensor 25a and the pressure P2 from the second pressure sensor 25b, or calculates a filter temperature Tf as an estimated temperature of the PMF 25 based on an operating state of the heat engine 22.

[0015] The planetary gear 30 is configured as a single-stage planetary gear mechanism, and a rotor of the first motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36, coupled to drive gears 38a and 38b via a differential gear 37, is connected to a ring gear of the planetary gear 30. The crankshaft 26 of the heat engine 22 is connected to the carrier of the planetary gear 30.

[0016] The first motor MG1 is configured as a known synchronous motor generator with a rotor incorporating a permanent magnet and a stator winding with three-phase coils. As described above, the rotor is connected to the sun gear of the planetary gear set 30. The second motor MG2, like the first motor MG1, is configured as a synchronous motor generator, and the rotor is connected to the drive shaft 36. The first motor MG1 and the second motor MG2 are controlled by a motor ECU 40, which controls the first inverter 41 and the second inverter 42. The first inverter 41 and the second inverter 42 are connected to an electric power line 54, to which the battery 50 is connected. Both the first inverter 41 and the second inverter 42 are configured as a known inverter with six transistors and six diodes.Since the first inverter 41 and the second inverter 42 share the electric power line 54, it is possible to supply electric power generated by the first motor MG1 and the second motor MG2, respectively, to the second motor MG2 and the first motor MG1, respectively.

[0017] Although not shown, the engine ECU 40 includes a microprocessor mounted on a CPU. In addition to the CPU, the engine ECU 40 includes a read-only memory (ROM) that stores a processing program, a random access memory (RAM) that temporarily stores data, an input / output port, and a communication port. Signals from various sensors necessary for controlling the drive of the first motor MG1 and the second motor MG2 are input to the engine ECU 40 via the input port.As signals from various sensors, for example, rotational positions θm1, θm2 from rotational position detection sensors (not shown) that detect the rotational positions of the rotors of the first motor MG1 and the second motor MG2, phase currents from current sensors that detect currents flowing in the phases of the first motor MG1 and the second motor MG2, a voltage VL of a capacitor 46 (electric power line 54) from a voltage sensor (not shown) connected between the terminals of the capacitor 46, and the like can be exemplified. A circuit control signal to the transistors of the first inverter 41 and the second inverter 42 for controlling the drive of the first motor MG1 and the second motor MG2 and the like are output from the engine ECU 40 via the output terminal. The engine ECU 40 is connected to the HVECU 70 via the communication terminal.The engine ECU 40 controls the driving of the first motor MG1 and the second motor MG2 according to a control signal from the HVECU 70. As needed, the engine ECU 40 outputs data regarding driving states of the first motor MG1 and the second motor MG2 to the HVECU 70. The engine ECU 40 calculates a rotational speed Nm1 of the first motor MG1 and a rotational speed Nm2 of the second motor MG2 based on the rotational positions θm1, θm2 of the rotors of the first motor MG1 and the second motor MG2.

[0018] The battery 50 is configured, for example, as a lithium-ion secondary cell or a nickel-hydrogen secondary cell and exchanges electrical power with the first motor MG1 and the second motor MG2 via the first inverter 41 and the second inverter 42. The battery 50 is controlled by a battery electronic control unit (hereinafter referred to as battery ECU) 52.

[0019] Although not shown, the battery ECU 52 includes a microprocessor mounted on a CPU, and, in addition to the CPU, the battery ECU 52 includes a read-only memory (ROM) that stores a processing program, a random access memory (RAM) that temporarily stores data, an input / output port, and a communication port. Signals necessary for controlling the drive of the battery 50 are input to the battery ECU 52 via the input port, and data regarding an operating state of the battery 50 is output to the HVECU 70 via the communication port as needed.As signals input via the input terminal, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) provided between the terminals of the battery 50, a charging and discharging current Ib from a voltage sensor (not shown) connected to the electric power line 54 connected to an output terminal of the battery 50, a battery temperature Tb from a temperature sensor (not shown) connected to the battery 50, and the like can be exemplified. The battery ECU 52 calculates a state of charge (hereinafter referred to as SOC), an input limit Win, and an output limit Wout to control the battery 50.The SOC is a ratio of the electric power capacity that can be drawn from the battery 50 to the total capacity and is calculated based on an integrated value of the charging current and discharging current Ib detected by the current sensor. The input limit Win and the output limit Wout are the maximum allowable electric power during charging and discharging of the battery 50 and are calculated based on the calculated SOC and the battery temperature Tb.

[0020] Although not shown, the HVECU 70 includes a microprocessor mounted on a CPU, and, in addition to the CPU, the HVECU 70 includes a read-only memory (ROM) that stores a processing program, a random access memory (RAM) that temporarily stores data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. As signals from various sensors, for example, an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects an operating position of a shift lever 81 can be cited as examples.An accelerator pedal depression amount (accelerator pedal depression amount) Acc from an accelerator pedal position sensor 84 that detects a depression amount of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects a depression amount of a brake pedal 85, a vehicle speed V from a vehicle speed sensor 88, and the like can also be cited as examples. As described above, the HVECU 70 is connected to the heat engine ECU 24, the engine ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 exchanges various control signals or data with the heat engine ECU 24, the engine ECU 40, and the battery ECU 52.

[0021] The hybrid vehicle 20 of the embodiment configured as described above runs in a hybrid running mode (HV running mode) in which running is permitted with the heat engine 22 operating, or in an electric running mode (EV running mode) in which running is permitted while the operation of the heat engine 22 is stopped.

[0022] When traveling in the HV traveling mode, the HVECU 70 first sets a traveling request torque Tr* (to be output to the drive shaft 36) based on the accelerator pedal operation amount Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Then, by multiplying the set requested torque Tr* by a rotational speed Nr of the drive shaft 36, a traveling power Pdrv* is calculated, which is requested for traveling. As the rotational speed Nr of the drive shaft 36, a rotational speed obtained by multiplying the rotational speed Nm2 of the second motor MG2 or the vehicle speed V by a conversion coefficient can be used.Then, a requested power Pe* required for driving the vehicle is set by subtracting a requested charging and discharging power Pb* of the battery 50 (a positive value when electric power is drawn from the battery 50) from the calculated power Pdrv* for driving. The requested charging and discharging power Pb* of the battery 50 is set based on the difference ΔSOC between the SOC and the target SOC of the battery 50 so that an absolute value of the difference ΔSOC becomes small. Next, a target operating point (target rotational speed Ne*, target torque Te*) of the heat engine 22, a target torque Tm1* of the first motor MG1, and a target torque Tm2* of the second motor MG2 are set so that the requested power Pe* is output from the heat engine 22 and the requested torque Tr* is output to the drive shaft 36.A target operating point (target speed Ne*, target torque Te*) of the heat engine 22 is set by determining an optimal operating line for optimal fuel efficiency in advance along operating points (speed, torque) of the heat engine 22, taking noise, vibration, and the like into account, and obtaining an operating point (speed, torque) on the optimal operating line corresponding to the requested power Pe*. The target operating point (target speed Ne*, target torque Te*) of the heat engine 22 is transmitted to the heat engine ECU 24. The torque command Tm1* of the first motor MG1 and the torque command Tm2* of the second motor MG2 are transmitted to the engine ECU 40.The heat engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the heat engine 22 so that the heat engine 22 operates based on the target operating point. The engine ECU 40 performs switching control of the transistors of the first inverter 41 and the second inverter 42 so that the first motor MG1 is driven according to the torque command Tm1* and the second motor MG2 is driven according to the torque command Tm2*.

[0023] When driving in the EV driving mode, the HVECU 70 first sets the requested torque Tr* based on the accelerator pedal operation amount Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and calculates the power Pdrv* for driving by multiplying the requested torque Tr* by the rotational speed Nr of the drive shaft 36. Subsequently, a value of zero is set as the torque command Tm1* of the first motor MG1, and the torque command Tm2* of the second motor MG2 is set so that the requested torque Tr* (the power Pdrv* for driving) is output to the drive shaft 36. The torque command Tm1* of the first motor MG1 and the torque command of the second motor MG2 are transmitted to the engine ECU 40. As described above, the engine ECU 40 controls the first inverter 41 and the second inverter 42.

[0024] Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly an operation in the case of promoting the regeneration of the PMF 25 in which particulate matter (PM) is accumulated, will be described. Regeneration of the PMF 25 is performed when the particulate matter accumulation amount Qpm, estimated based on the differential pressure ΔP (ΔP = P1 - P2) between the pressures P1 and P2 from the first pressure sensor 25a and the second pressure sensor 25b, is greater than or equal to a predetermined accumulation amount, and when a regeneration request is transmitted from the heat engine ECU 24.The regeneration of the PMF 25 is carried out by raising the temperature of the PMF 25 to be higher than or equal to a temperature at which regeneration is possible (for example, 600°C or the like), and in this temperature state, the heat engine 22 is operated with an air-fuel ratio in a lean state (a state in which the fuel amount is smaller than the fuel amount at a stoichiometric air-fuel ratio) or in a state in which fuel injection is stopped, air (oxygen) is supplied to the PMF 25, and the particulate matter accumulated in the PMF is burned.If the temperature of the PMF 25 is to be raised to be greater than or equal to the regeneration-enabled temperature, the heat engine ECU 24 executes vibration control in which the heat engine 22 is operated by executing fuel injection such that the air-fuel ratio of the heat engine 22 repeatedly switches between a rich state (a state in which the fuel amount is greater than the fuel amount at a stoichiometric air-fuel ratio) and the lean state to quickly execute the temperature increase. Accordingly, the regeneration request from the heat engine ECU 24 becomes an execution request for vibration control.

[0025] In the hybrid vehicle 20 of the embodiment, in the case of promoting the regeneration of the PMF 25 as a process, a Fig. 2 is executed by the heat engine ECU 24. The routine is executed at a predetermined interval (for example, every tenth of a millisecond or the like).

[0026] If the operating point setting routine is executed, the heat engine ECU 24 first determines whether or not there is an execution request for vibration control (step S100). As described above, the execution request for vibration control has the same meaning as the regeneration request for the PMF 25. If the heat engine ECU 24 determines that there is no execution request for vibration control, the heat engine ECU determines that normal control needs to be executed and executes control such that the heat engine 22 is operated at an operating point on the optimal operation line (step S120). Then, the routine ends. If the heat engine ECU 24 determines that there is an execution request for vibration control, the heat engine ECU 24 determines whether or not vibration control is being executed (step S110).If the heat engine ECU 24 determines that the vibration control is not being executed, the heat engine ECU 24 determines that normal control needs to be executed because the temperature increase of the PMF 25 has not yet been executed, and executes control such that the heat engine 22 is operated at the operating point on the optimal operating line (step S120). Then, the routine ends.

[0027] When the heat engine ECU 24 determines that vibration control is being executed, the heat engine ECU 24 changes the operating point so that the heat engine 22 operates at an optimal operating point to promote the increase in temperature of the PMF 25 in a state where the output of the heat engine 22 is maintained (step S130). Then, the routine ends.

[0028] Fig. 3 is an explanatory view showing, as an example, a mode in which the operating point is changed from an operating point on the optimal operating line to an optimal operating point for promoting the increase in temperature of the PMF 25. In the drawing, a thick solid line indicates the optimal operating line. A curve of a convex downward solid line indicates a curve in which the power from the heat engine 22 is constant. A one-dot chain line indicates a contour line of a degree of promoting the increase in temperature of the PMF 25. The degree of promoting the increase in temperature of the PMF 25 is set, as indicated by the white arrow in the drawing, such that the degree of promotion becomes greater in the upper right direction. Note that the relationship of Fig.3 can be obtained by an experiment or the like. As shown in the drawing, if the operating point of the heat engine 22 is changed from an operating point P1 (rotational speed Ne1, torque Te1) on the optimal operating line to an operating point P2 (rotational speed Ne2, torque Te2) with the same power, the degree of promoting the increase in the temperature of the PMF 25 becomes greater. Accordingly, if the heat engine 22 is operated at the operating point P2, it is possible to promote the increase in the temperature of the PMF 25 compared to the case where the heat engine 22 is operated at the operating point P1.In the embodiment, the power and the optimal operating point for promoting the increase in temperature of the PMF 25 are determined in advance within a range in which the heat engine can be operated taking into account noise, vibration or the like, and stored in the form of a map, and if the power is given, a corresponding operating point is derived and set from the map.

[0029] In the hybrid vehicle 20 of the above-described embodiment, when the vibration control execution request is made and the vibration control is executed, control is performed such that the heat engine 22 is operated at an optimal operating point for promoting the increase in the temperature of the PMF 25 among the operating points at which the power output of the heat engine 22 can be maintained. Thus, it is possible to increase the temperature of the PMF 25 more quickly. Consequently, it is possible to quickly perform the regeneration of the PMF 25.

[0030] In the above-described embodiment, when the vibration control execution request is made and the vibration control is executed, control is performed such that the heat engine 22 is operated at an optimal operating point for promoting the increase in the temperature of the PMF 25 among the operating points at which the power output of the heat engine 22 can be maintained. However, control may be performed such that the heat engine 22 is operated at an operating point at which the increase in the temperature of the PMF 25 is promoted to some extent among the operating points at which the power output of the heat engine 22 can be maintained.

[0031] In the embodiment, the invention is applied to a hybrid vehicle of a type in which the heat engine 22, the first motor MG1, and the second motor MG2 are connected to the planetary gear set 30; however, the invention can also be applied to various types of hybrid vehicles including a heat engine with a particulate matter filter (PMF) configured to remove particulate matter in an exhaust system, a motor configured to output power for traveling, and an electric power storage device configured to exchange power with the motor. In the embodiment, the battery 50 corresponds to an electric power storage device; however, any device, such as a capacitor, can be used as an electric power storage device as long as the device can store electric charge.

[0032] Although one way of carrying out the invention has been described above in connection with the embodiment, the invention is not limited to the embodiment and can of course be carried out in various ways without departing from the spirit and scope of the invention.

[0033] The invention can be used in the hybrid vehicle manufacturing industry or the like.

Claims

[1] Hybrid vehicle (20), which is characterized by a heat engine (22) having a particulate filter (25) configured to remove particulate matter in an exhaust system of the heat engine (22); a motor (MG2) configured to output power for driving the hybrid vehicle (20); an electric power storage device (50) configured to exchange electric power with the motor (MG2); and an electronic control unit (24, 40) which is designed: (i) to control the heat engine (22) and the motor (MG2), (ii) when an increase in the temperature of the particulate matter filter (25) is requested to regenerate the particulate matter filter (25), executing oscillation control to execute control such that an air-fuel ratio of the heat engine (22) is repeatedly switched between a rich state and a lean state, and (iii) when the vibration control is carried out, to carry out control such that the heat engine (22) is operated at an operating point (P2) with a lower torque (Te2) compared to a case in which the vibration control is not carried out and at a higher speed (N2) compared to the case in which the vibration control is not carried out, such that the increase in the temperature of the particulate filter (25) is promoted and the power output from the heat engine (22) can be maintained compared to the case in which the vibration control is not carried out. [2] Hybrid vehicle (20) according to claim 1, characterized by that the electronic control unit (24, 40) is designed (i) when the vibration control is not carried out, to carry out a control such that the heat engine (22) is operated at an operating point on a predetermined operating line for optimum fuel efficiency, and (ii) when the vibration control is carried out, to carry out control such that the heat engine (22) is operated at an operating point at which the increase in the temperature of the particulate filter (25) is optimal, among the operating points at which the power output from the heat engine (22) can be obtained.

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