Control System for Electric Vehicle

Abstract

To provide a control system of an electric vehicle that is configured to start an internal combustion engine while suppressing fuel economy from deteriorating.SOLUTION: A control system of an electric vehicle comprises: an internal combustion engine that is mounted on a vehicle; a first rotary electric machine that is used for making the vehicle travel; a second rotary electric machine connected to the internal combustion engine; a battery that stores electric power that is used for the vehicle; and a control device that controls the vehicle. The control device executes starting control by which the internal combustion engine is started in accordance with a charged state of the battery, and when executing the starting control, makes the second rotary electric machine rotationally drive the internal combustion engine and sets an air-fuel ratio of the internal combustion engine to a theoretical air-fuel ratio, and makes the first rotary electric machine make the vehicle travel during the execution of the starting control.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a control system for an electric vehicle.

Background Art

[0002] Conventionally, a control system for an electric vehicle having an internal combustion engine and a motor has been known (see, for example, Patent Document 1). Such a control system for an electric vehicle warms up the internal combustion engine after starting the internal combustion engine when the internal combustion engine is cold-started. Patent Document 1 discloses a control system for an electric vehicle that promotes combustion of the internal combustion engine in order to warm up an exhaust purification device that purifies the exhaust of the internal combustion engine, and drives the internal combustion engine by a generator that cranks the internal combustion engine during warm-up.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in such an electric vehicle, when the internal combustion engine is cold-started immediately after starting to run in EV mode using only the motor, the output of the internal combustion engine is also used as the output for accelerating the electric vehicle. In such a case, the control system of the electric vehicle needs to inject both the fuel injection amount required for cold-starting the internal combustion engine and the fuel injection amount corresponding to the output required for the internal combustion engine. For this reason, there is a risk that the fuel consumption of the vehicle deteriorates.

[0005] An object of the present disclosure is to provide a control system for an electric vehicle that starts an internal combustion engine while suppressing deterioration of fuel consumption.

Means for Solving the Problems

[0006] The control system of the electric vehicle according to the present disclosure includes an internal combustion engine mounted on the vehicle, a first rotating electric machine used for running the vehicle, a second rotating electric machine connected to the internal combustion engine, a battery for storing electric power used for the vehicle, and a control device for controlling the vehicle. The control device executes starting control for starting the internal combustion engine according to the state of charge of the battery. When executing the starting control, the internal combustion engine is rotationally driven by the second rotating electric machine, and the air-fuel ratio of the internal combustion engine is set to the stoichiometric air-fuel ratio. While the starting control is being executed, the vehicle is run by the first rotating electric machine.

[0007] According to this control system of the electric vehicle, when starting the internal combustion engine, the internal combustion engine is rotationally driven by the second rotating electric machine while setting the air-fuel ratio to the stoichiometric air-fuel ratio for starting. During this time, the vehicle is run by the first rotating electric machine. Accordingly, according to this control system of the electric vehicle, the internal combustion engine can be started while suppressing deterioration of fuel consumption.

Advantages of the Invention

[0008] According to the present disclosure, it is possible to provide a control system for an electric vehicle that starts an internal combustion engine while suppressing deterioration of fuel consumption.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Modes for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following specification, the front-rear direction of the vehicle C is denoted as Q in the drawings, and the front is denoted as F. Also, the vehicle width direction of the vehicle C is denoted as P in the drawings, and the right side as viewed from the rear of the vehicle is denoted as R.

[0011] As shown in FIG. 1, the control system 1 of the electric vehicle according to the present embodiment is a control system for a four-wheel drive hybrid vehicle. The vehicle C includes an internal combustion engine (ENG) 2, a front motor (an example of the first rotating electric machine: FrM) 4, a generator (an example of the second rotating electric machine: GEN) 6, a rear motor (RM) 8, a drive battery (BT) 10, a control device (HVECU) 20, and an accelerator pedal 22.

[0012] In the control system 1 of the electric vehicle of the present embodiment, the front motor 4 drives the front wheel drive shaft 12a of the front wheels 12 via the transaxle 16. The rear motor 8 drives the rear wheel drive shaft 14a of the rear wheels 14 via the reduction gear 8c. The front motor 4 is connected to the drive battery 10 via the front inverter 18, and electric power is supplied from the drive battery 10.

[0013] The front inverter 18 includes a front motor control device (FrMCU) 4a and a generator control device (GCU) 6a that controls the generator 6. The front motor control device 4a acquires a signal from the control device 20 and controls the regeneration and power running of the front motor 4 so that the front motor 4 is in a desired operating state. Similarly, the rear motor 8 is connected to the drive battery 10 via the rear inverter 8b, and electric power is supplied from the drive battery 10. The rear inverter 8b includes a rear motor control device (RMCU) 8a. The rear motor control device 8a acquires a signal from the control device 20 and controls the regeneration and power running of the rear motor 8 so that the rear motor 8 is in a desired operating state.

[0014] The internal combustion engine 2 drives the generator 6 via the transaxle 16. The internal combustion engine 2 is driven by the combustion of fuel supplied from the fuel tank (Fuel TANK) 23. In the present embodiment, the internal combustion engine 2 has sensors for acquiring the cooling water temperature Tw, the fuel temperature Tf, the oil temperature Tо, etc. as the temperatures related to the internal combustion engine 2. Further, the internal combustion engine 2 has a fuel heater device (not shown) for warming the fuel supplied from the fuel tank (23). Various devices and various sensors of the internal combustion engine 2 are electrically connected to the engine control unit (ENG-ECU) 2a. The engine control unit 2a acquires a signal from the control device 20 and controls the internal combustion engine 2 so as to be in a desired operating state.

[0015] The transaxle 16 amplifies the rotational speed of the internal combustion engine 2 and transmits it to the generator 6. Further, the transaxle 16 of the present embodiment has a clutch (an example of a disconnecting mechanism) 16a. The clutch 16a transmits and shuts off power between the internal combustion engine 2 and the front motor 4 and between the internal combustion engine 2 and the front wheel drive shaft 12a. The internal combustion engine 2 is connected to the front wheel drive shaft 12a via the clutch 16a of the transaxle 16 and drives the front wheel drive shaft 12a.

[0016] As shown in FIG. 1, the generator 6 is connected to the internal combustion engine 2 and generates electricity by being driven by the internal combustion engine 2. The electric power generated by the generator 6 can charge the drive battery 10 and can be supplied to each motor via the front inverter 18 and the rear inverter 8b. In the present embodiment, the generator 6 is a motor generator, and in addition to generating electricity, it can crank or motor the internal combustion engine 2 by rotationally driving the internal combustion engine 2. When the generator 6 is driven by the internal combustion engine 2, it generates electricity by applying a load to the generator 6. On the other hand, the generator 6 drives the internal combustion engine 2 to crank or motor it by being powered by the drive battery 10. The generator 6 is controlled by a generator control device 6a provided in the front inverter 18. The generator control device 6a is electrically connected to the control device 20, acquires a signal from the control device 20, and controls power generation and power running so that the generator 6 is in a desired operating state.

[0017] The drive battery 10 is composed of a secondary battery such as a lithium-ion battery and has a battery module (not shown) formed by combining a plurality of battery cells. The drive battery 10 functions as a power source for each motor. Further, the drive battery 10 has a battery monitoring unit (BMU) 10a. The battery monitoring unit (BMU) 10a calculates the state of charge (hereinafter referred to as SOC) of the battery module, detects the state of deterioration (state of health, hereinafter referred to as SOH) of the battery module, the voltage Bv of the battery module, and the battery temperature Btmp. The battery monitoring unit 10a acquires the voltage Bv, the state of charge SOC, the state of deterioration SOH, and the battery temperature Btmp of the drive battery 10 and transmits them to the control device 20.

[0018] The control device 20 executes at least control for switching the driving mode, starting control for starting the internal combustion engine 2 by motoring with the generator 6 in each driving mode, and power generation control for causing the generator 6 to generate power.

[0019] In the present embodiment, the control device 20 controls the clutch 16a based on information such as the vehicle speed V, the state of charge SOC, and the accelerator opening Th, and thereby switches to one of the EV driving mode (an example of the first driving mode), the series driving mode (also an example of the first driving mode), and the parallel driving mode (an example of the second driving mode). In the present embodiment, as shown in FIG. 3, each driving mode is switched according to the driver required torque DTq and the vehicle speed V.

[0020] In the EV driving mode, the control device 20 releases the clutch 16a, supplies the power of the drive battery 10 to each motor, and each motor drives the front-wheel drive shaft 12a and the rear-wheel drive shaft 14a (hereinafter referred to as each drive shaft in the specification). The control device 20 executes start control of the internal combustion engine 2 according to the state of the drive battery 10 during the EV driving mode. An example in which the control device 20 executes start control is a case where the power that the drive battery 10 can output is insufficient for the power supplied to each motor. Specifically, in the EV driving mode, the control device 20 calculates a driver demand torque (an example of the required output of the vehicle C) DTq based on the accelerator opening Th. The control device 20 calculates a target motor torque Mtq that is the target for each motor from the driver demand torque DTq. The control device 20 calculates a target power amount Et required to exert the target motor torque Mtq. When the target power amount Et cannot be achieved by the battery output Bp of the drive battery 10, the control device 20 executes start control to start the internal combustion engine 2.

[0021] Another example in which the control device 20 executes start control is a case where the state of charge SOC of the drive battery 10 has decreased. Specifically, in the EV driving mode, when the state of charge SOC of the drive battery 10 becomes equal to or lower than a predetermined state of charge SOCt, the control device 20 executes start control to start the internal combustion engine 2. In the present embodiment, the control device 20 stores a map that determines the state of charge SOC at which the internal combustion engine 2 starts corresponding to the temperature state of the internal combustion engine 2. When the state of charge SOC reaches the value based on the map, the control device 20 executes start control of the internal combustion engine 2.

[0022] In the series driving mode, the control device 20 keeps the clutch 16a in the released state, drives the generator 6 with the internal combustion engine 2, and makes the power generated by the generator 6 available for supply to each motor. In the parallel driving mode, the control device 20 connects the clutch 16a and makes it possible to drive the front-wheel drive shaft 12a by both the internal combustion engine 2 and the front motor 4.

[0023] The control device 20 is actually constituted by a microcomputer including an arithmetic unit, a memory, an input / output buffer, etc. The control device 20 controls each device so that the vehicle C assumes a desired driving state based on signals from each sensor and various devices, as well as maps and programs stored in the memory.

[0024] Also, in the present embodiment, various control devices including the engine control device 2a, the front motor control device 4a, the generator control device 6a, the rear motor control device 8a, and the battery monitoring unit 10a are provided separately from the control device 20. The various control devices are each electrically connected to the control device 20. However, the various control devices may be provided integrally with the control device 20. The various control devices are constituted by a microcomputer including an arithmetic unit, a memory, an input / output buffer, etc., similarly to the control device 20.

[0025] The accelerator pedal 22 is a pedal for controlling the acceleration and deceleration of the vehicle C when depressed by the driver of the vehicle C. The accelerator pedal 22 is provided with an accelerator position sensor 22a for detecting the depressed position. The accelerator position sensor 22a is electrically connected to the control device 20 and transmits the accelerator depression position (accelerator opening Th) to the control device 20.

[0026] Next, the control procedure of the control device 20 of the present embodiment will be described using the flowchart of FIG. 2. The control device 20 starts the control operation when an ignition switch (not shown) is turned on. In the present embodiment, an example of starting the internal combustion engine 2 in a state where the control device 20 has selected the EV driving mode (first driving mode) will be described.

[0027] As shown in FIG. 2, the control device 20 acquires the temperature Teng related to the internal combustion engine 2 in step S1 and proceeds to step S2. The temperature related to the internal combustion engine 2 is, as described above, the coolant temperature Tw, the fuel temperature Tf, the oil temperature Tо, and the like. The temperature related to the internal combustion engine 2 may be any other temperature as long as it can estimate or detect the temperature of the internal combustion engine 2. The internal combustion engine 2 further acquires the state of charge SOC. In the present embodiment, the control device 20 compares the temperature Teng and the state of charge SOC related to the internal combustion engine 2 with the values indicated by the map, and determines whether it is necessary to execute start control for starting the internal combustion engine 2.

[0028] In step S2, the control device 20 determines whether it is necessary to start the internal combustion engine 2. If it is determined in step S2 that it is necessary to start the internal combustion engine 2 (step S2 YES), the control device 20 proceeds to step S3. In step S3, the control device 20 starts motoring for rotationally driving the internal combustion engine 2 by the generator 6 and proceeds to step S4. In step S4, the control device 20 sets the target air-fuel ratio, which is the target mixing ratio of fuel and air supplied to the internal combustion engine 2, to the theoretical air-fuel ratio (stoichiometry) simultaneously with starting motoring. The control device 20 performs feedback control on the fuel injection amount so that the air-fuel ratio of the exhaust gas detected by a linear air-fuel ratio sensor (not shown) via the engine control device 2a becomes the target air-fuel ratio.

[0029] By the way, in the cold start of the internal combustion engine 2 in the control system of a conventional electric vehicle, fuel is increased in consideration of catalyst warm-up and fuel adhesion to the cylinders. Therefore, the air-fuel ratio is in a rich state. However, the control system 1 of the electric vehicle of the present disclosure starts the internal combustion engine 2 while maintaining the target air-fuel ratio in the state of the theoretical air-fuel ratio (stoichiometry). As a result, the fuel consumption of the internal combustion engine 2 is reduced compared to the cold start of the internal combustion engine of a conventional electric vehicle.

[0030] However, warm-up with the stoichiometric air-fuel ratio is affected by the loss of the fuel adhering to the cylinders and the small amount of fuel that can be supplied to the catalyst, and it takes time to warm up the internal combustion engine 2. Further, the internal combustion engine 2 cannot exhibit the engine torque ETq that the internal combustion engine 2 should output based on, for example, the driver required torque (an example of the required output of the vehicle C) DTq.

[0031] Therefore, when the control device 20 of the control system 1 of the electric vehicle of the present disclosure executes the start control for starting the internal combustion engine 2 in a cold state, while causing the vehicle C to travel by each motor, the rotation of the internal combustion engine 2 is assisted by utilizing motoring in which the internal combustion engine 2 is rotationally driven by the generator 6. During this period, each motor and the generator 6 consume the power of the drive battery 10.

[0032] The control device 20 varies and sets the execution time of the start control for starting the internal combustion engine 2 in a cold state based on the temperature Teng acquired in step S1 in consideration of the power consumption during the execution of the start control (step S5). The execution time of the start control is set based on the time until the internal combustion engine 2 can operate independently in a warm-up completed state without receiving assistance for rotation by the generator 6. Specifically, the lower the temperature Teng, the longer it takes for the internal combustion engine 2 to complete warm-up. For this reason, the time for traveling by each motor and assisting the rotation of the internal combustion engine 2 by the generator 6 becomes longer. Therefore, the control device 20 sets a longer execution time of the start control as the temperature Teng is lower.

[0033] On the other hand, even when the temperature Teng is low, for example, when the outside air temperature is high, depending on the starting environment of the internal combustion engine 2, there may be a case where only the fuel temperature Tf is high. Further, in the present embodiment, by using the fuel heater device 24, it is also possible to pre-heat the fuel in a state where the start of the internal combustion engine 2 is expected, such as when the driver required torque DTq is high or the charge rate SOC is low. Thus, when the fuel temperature Tf is high, the fuel atomizes well and less fuel adheres to the inside of the cylinder. As a result, the internal combustion engine 2 can be cold-started with a smaller fuel injection amount. In such a case, compared with the case where both the temperature Teng and the fuel temperature Tf are low, the time for executing the start control may be shortened.

[0034] Also, considering that the power consumption increases as the execution time of the start control becomes longer, the map stored in the control device 20 is set such that the start control is executed at a higher charge rate SOC as the temperature Teng is lower. This prevents the power of the drive battery 10 supplied to each motor and the generator 6 from being insufficient during the start control.

[0035] When the control device 20 sets the time for executing the start control, it determines whether or not switching control to switch to the parallel running mode (second running mode) is to be executed (step S6). Specifically, as shown by the arrow mB in FIG. 3, the control device 20 determines whether or not switching control to switch from the EV running mode to the parallel running mode is to be executed. When the control device 20 determines that the mode is to be switched to the parallel running mode (step S6 YES), it increases the rotational speed of the generator 6 in a state where the clutch 16a is disengaged (step S7). Specifically, when the control device 20 determines that it is necessary to switch to the parallel running mode based on the vehicle speed V or the like, it increases the rotational speed of the generator 6 with the clutch 16a disengaged to increase the rotational speed of the internal combustion engine 2.

[0036] As described above, when the control device 20 executes switching control to switch to the parallel running mode, it becomes necessary to transmit the output of the internal combustion engine 2 to the front wheel drive shaft 12a. For this reason, it is preferable to warm up the internal combustion engine 2 earlier and stop the assistance by the generator 6 earlier. Therefore, when the control device 20 increases the rotational speed of the internal combustion engine 2, it increases the fuel injection amount in accordance with the increase in the rotational speed. Thereby, warm-up is promoted.

[0037] When the control device 20 increases the rotational speed of the internal combustion engine 2 by the generator 6, it determines whether or not to shift to the high load operation region in the parallel running mode (step S8). Whether or not to shift to the high load operation region may be determined based on the driver required torque DTq calculated from the vehicle speed V and the accelerator opening Th.

[0038] When the control device 20 determines that it has shifted to the high load operation region in the parallel running mode (step S8 YES), it connects the clutch 16a and adds the drive torque for the generator 6 to drive the front wheel drive shaft 12a to the torque for the generator 6 to rotationally drive the internal combustion engine 2. Specifically, as shown by the arrow mC in FIG. 3, when the control device 20 causes the vehicle to shift from the EV running mode to the high load operation in the parallel running mode, the drive torque for the generator 6 to drive the front wheel drive shaft 12a is added to the torque for the generator 6 to rotationally drive the internal combustion engine 2. That is, the control device 20 causes a transition to a state in which the vehicle C is driven by the generator 6 and each motor. Thereby, it is possible to suppress a decrease in the acceleration performance of the vehicle C during cold start at the theoretical air-fuel ratio of the internal combustion engine 2.

[0039] After the execution time of the starting control of the internal combustion engine 2 set in step S5 has elapsed, the control device 20 returns the process to step S1. Specifically, when the internal combustion engine 2 is in a state where it can operate independently after warm-up completion after the execution time of the starting control has elapsed, the control device 20 stops assisting the rotation of the internal combustion engine 2 by the generator 6, allows the internal combustion engine 2 to operate independently in the warm-up completed state, and ends the starting control of the internal combustion engine 2. Then, the switching control from the EV driving mode to the parallel driving mode is completed. After that, when it can be switched back to the EV driving mode from the parallel driving mode again, the process of step S1 is started again. In this way, by continuing the starting control until the execution time of the starting control set in step S5 elapses, while avoiding power shortage caused by the decrease in the state of charge SOC of the driving battery 10, the internal combustion engine 2 can be warmed up with the theoretical air-fuel ratio. Thereby, deterioration of fuel consumption can be suppressed.

[0040] When the control device 20 determines that it is not necessary to start the internal combustion engine 2 (step S2 NO), it returns the process to step S1 and continues the EV driving mode. When the control device 20 does not switch to the parallel driving mode (step S6 NO), it proceeds to step S10 and continues the starting control until the execution time of the starting control elapses. Specifically, as shown by the arrow mA in FIG. 3, when the control device 20 executes the switching control to switch from the EV driving mode to the series driving mode, the control device 20 continues the starting control with the clutch 16a disengaged until the execution time of the starting control elapses. When the internal combustion engine 2 is in a state where it can operate independently after warm-up completion after the execution time of the starting control has elapsed, the control device 20 stops assisting the rotation of the internal combustion engine 2 by the generator 6 and completes the starting control. Then, the switching control from the EV driving mode to the series driving mode is completed.

[0041] When the control device 20 does not transition to the high load in the parallel driving mode (step S8 NO), it proceeds to step S10 and continues the starting control until the execution time of the starting control elapses. Also, when the execution time of the starting control has not elapsed (step S10 NO), the control device 20 continues the starting control.

[0042] As described above, according to the present disclosure, when starting the internal combustion engine 2, the internal combustion engine 2 is rotationally driven by the generator 6 while setting the air-fuel ratio to the stoichiometric air-fuel ratio for starting. During this period, the vehicle C is driven by each motor. Accordingly, according to the control system of this electric vehicle, the internal combustion engine can be started while suppressing deterioration of fuel consumption.

[0043] <Other Embodiments> As described above, the embodiments of the present disclosure have been described. However, the present disclosure is not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the invention. In particular, a plurality of modification examples described in this specification can be arbitrarily combined as necessary.

[0044] (a) In the above embodiment, a four-wheel drive hybrid vehicle has been described as an example. However, the present disclosure is not limited to this. The vehicle C may be a front-wheel drive hybrid type and a plug-in hybrid type vehicle (PHEV: Plug-in Hybrid Electric Vehicle). Further, the vehicle C may be a four-wheel drive plug-in hybrid vehicle.

[0045] (b) In the above embodiment, as an example of the connection / disconnection mechanism, an example in which the internal combustion engine 2 and the front-wheel drive shaft 12a are connected using the clutch 16a has been described. However, the present disclosure is not limited to this. As the connection / disconnection mechanism, a mechanism in which the internal combustion engine 2 and the front-wheel drive shaft 12a are connected via a planetary gear may be used.

[0046] (c) In the above embodiment, an example in which the internal combustion engine 2 and the generator 6 are connected by a gear has been described. However, the present disclosure is not limited to this. The internal combustion engine 2 and the generator 6 may be connected via a planetary gear.

Description of Reference Numerals

[0047] 1: Control system, 2: Internal combustion engine, 4: Front motor (an example of the first rotating electric machine) 6: Generator (an example of the second rotating electric machine), 8: Rear motor, 10: Drive battery 12a: Front drive shaft, 16a: Clutch (an example of a disconnection mechanism) 18: Front inverter, 20: Control device, 22: Accelerator pedal 22a: Accelerator position sensor, 24: Fuel heater device C: Vehicle, Teng: Temperature, Th: Accelerator opening

Claims

1. An internal combustion engine mounted on a vehicle, a first rotating electric machine used for running the vehicle, a second rotating electric machine connected to the internal combustion engine, a battery for storing electric power used for the vehicle, a control device for controlling the vehicle, a connection / disconnection mechanism for connecting and disconnecting the power transmission between the internal combustion engine and a drive shaft that drives the vehicle wheels, comprising: the control device performs switching control for switching between a first driving mode in which the vehicle travels by the first rotating electric machine in a state where the connection / disconnection mechanism is disconnected, and a second driving mode in which the connection / disconnection mechanism is connected; starting control for starting the internal combustion engine according to the state of charge of the battery; and executes when executing the starting control, the internal combustion engine is rotationally driven by the second rotating electric machine, the air-fuel ratio of the internal combustion engine is set to the stoichiometric air-fuel ratio, and while the starting control is being executed, the vehicle is driven by the first rotating electric machine; when executing the switching control for switching from the first driving mode to the second driving mode during the starting control, the rotational speed of the second rotating electric machine is increased to increase the rotational speed of the internal combustion engine. A control system for an electric vehicle.

2. An internal combustion engine mounted on a vehicle, a first rotating electric machine used for running the vehicle, a second rotating electric machine connected to the internal combustion engine, a battery for storing electric power used for the vehicle, a control device for controlling the vehicle, a connection / disconnection mechanism for connecting and disconnecting the power transmission between the internal combustion engine and a drive shaft that drives the vehicle wheels, comprising: the control device performs switching control for switching between a first driving mode in which the vehicle travels by the first rotating electric machine in a state where the connection / disconnection mechanism is disconnected, and a second driving mode in which the connection / disconnection mechanism is connected; starting control for starting the internal combustion engine according to the state of charge of the battery; and executes when executing the starting control, the internal combustion engine is rotationally driven by the second rotating electric machine, the air-fuel ratio of the internal combustion engine is set to the stoichiometric air-fuel ratio, and while the starting control is being executed, the vehicle is driven by the first rotating electric machine; when the switching control for switching from the first driving mode to the second driving mode during the starting control is completed, the torque with which the second rotating electric machine rotationally drives the internal combustion engine is increased. A control system for an electric vehicle.

3. when the control device executes the switching control for switching from the first driving mode to a high-load region of the second driving mode, When the switching control is completed during the starting control, the driving torque of the second rotating electrical machine for driving the drive shaft is added to the torque of the second rotating electrical machine for rotationally driving the internal combustion engine. The control system for an electric vehicle according to claim 1 or 2.

4. The control device acquires the temperature of the internal combustion engine when starting the starting control, and varies the time for which the second rotating electrical machine rotationally drives the internal combustion engine according to the temperature. The control system for an electric vehicle according to any one of claims 1 to 3.

5. When the internal combustion engine is in a state where it can operate independently after warm-up completion, the control device completes the starting control. The control system for an electric vehicle according to any one of claims 1 to 4.

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