Hybrid vehicles that control the engine when passing a geofence boundary

Abstract

To efficiently suppress an exhaustion amount of exhaust gas while avoiding driving of an engine in a prohibition area when a hybrid vehicle, on which both the engine and a secondary battery are loaded, passes through a suppression area or the prohibition area regarding the exhaustion of exhaust gas.SOLUTION: A hybrid vehicle 1 comprises: a positional information acquisition section 21 which acquires positional information; a map information acquisition section 22 which acquires map information including information on Geo-Fence that is a regulation area of exhaust gas; and a route designation section 23 which designates a predetermined travel route in the map information. When traveling along the predetermined travel route, a control unit 20 executes boundary passage preparation warming-up for starting warming-up of a warming-up target 30 on a stage that a boundary passage for leaving a prohibition area is planned.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This invention relates to the control of a hybrid vehicle equipped with an engine and a secondary battery when passing through areas with different exhaust gas regulations.

Background Art

[0002] As a measure against air pollution to reduce the emission amount of exhaust gas, a suppression area or a prohibition area where the driving of an engine is restricted or prohibited may be set in a specific area. For example, it ranges from a small-scale area such as the surrounding area of a kindergarten or an elementary school to a large-scale area at the local government unit level. It may also be set at the national unit level overseas.

[0003] When a hybrid vehicle travels through such a suppression area or prohibition area, the driving and power generation by the engine are restricted or prohibited, so in some cases, there is a risk of running out of power and being unable to drive. Therefore, it is necessary to drive while suppressing power consumption as much as possible within these areas. However, when restarting the engine after leaving the suppression area or prohibition area, it is necessary to suppress the exhaust gas emission amount at the time of engine restart, and power is required for various parts such as heating of the catalyst and engine warming up, and the power must be secured within the suppression area or prohibition area.

[0004] In Patent Document 1, a method is proposed to disperse the timing of starting the engine for a plurality of vehicles on the route out of the prohibition area for each vehicle to prevent noise and exhaust gas from concentrating at a specific location.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] To reduce exhaust emissions (deterioration of exhaust gas quality) when restarting the engine after leaving restricted or prohibited areas, it is more efficient for each vehicle to implement these measures individually.

[0007] Therefore, the objective of this invention is to efficiently suppress the deterioration of exhaust gas emissions when a hybrid vehicle equipped with both an engine and a secondary battery passes through restricted or prohibited areas where engine operation is limited or prohibited. [Means for solving the problem]

[0008] This invention, as a first solution, A hybrid vehicle having an engine mounted on the vehicle, a motor that drives the drive wheels of the vehicle, and a secondary battery capable of supplying power to the motor, The engine has a warm-up target that can improve the exhaust gas emissions of the engine by warming it up. The aforementioned warming target is equipped with a heater that operates using power supplied from the secondary battery. The unit includes a control unit that controls the heater, The control unit, A map information acquisition unit that obtains map information including information on prohibited areas where exhaust gas emissions are prohibited, The system includes a route designation unit that specifies the planned driving route in the aforementioned map information, The control unit, while traveling along the planned route, performs warm-up control by activating the heater when crossing out of the prohibited area, thereby warming up the vehicle to be warmed up. This hybrid vehicle solves the above problem.

[0009] If the planned driving route is known in map information that includes information on prohibited areas, then when driving along that planned route through a prohibited area, it is possible to know that the boundary where the vehicle will exit the prohibited area is approaching. If the warm-up of components such as exhaust gas purification catalysts is started only after exiting the prohibited area, these components will not be sufficiently warm immediately after crossing the boundary, and their functions cannot be fully utilized. In this invention, by starting the warm-up of components before crossing the boundary to exit the prohibited area, even if the engine is started immediately after crossing the boundary, the components can fully perform their functions, enabling engine operation while suppressing deterioration of exhaust gas conditions.

[0010] Furthermore, in addition to the first solution, this invention also includes: Multiple warm-up targets are provided. The control unit can employ a second solution, which involves estimating the required output of the hybrid vehicle after crossing the border based on the planned driving route, and increasing the number of vehicles to be warmed up if the required output is high. This is because it is desirable for many vehicles to be sufficiently warmed up when high output is required, such as during high-speed driving or uphill driving.

[0011] Furthermore, in addition to the first or second solution, Multiple warm-up targets are provided. The control unit can employ a third solution, which involves controlling the number of vehicles to be warmed up to increase the higher the charge level of the secondary battery immediately before crossing the border. This is because if there is sufficient charge level, warming up more vehicles will better suppress the deterioration of exhaust gas conditions.

[0012] Furthermore, in addition to any of the first to third solutions, The aforementioned map information acquisition unit includes information on restricted areas where exhaust gas emissions are suppressed. The control unit can adopt a fourth solution means of increasing the warm-up target temperature of the warm-up target as the suppression of the exhaust gas emission in the suppression area that enters after crossing the border is stricter. Even if it exits the prohibited area, if the area ahead is a suppression area with restrictions on exhaust gas emissions, the exhaust gas state is likely to deteriorate, but by warming up sufficiently, it becomes possible to cope with this.

[0013] Furthermore, in addition to any of the first to fourth solution means, this invention has a generator capable of motoring the engine by power supply from the secondary battery, and the control unit can adopt a fifth solution means of increasing the motoring rotation speed of the engine as the state of charge of the secondary battery immediately before crossing the border is higher. When heating to the target temperature, air heated by motoring will flow. If there is a margin in the state of charge, by increasing the amount of electric power used for this motoring, efficient warm-up becomes possible.

Advantages of the Invention

[0014] In the hybrid vehicle according to this invention, when traveling across regions with different exhaust gas emission regulations, by performing pre-warm-up for engine start before exiting the prohibited area, deterioration of the exhaust gas state can be suppressed.

Brief Description of the Drawings

[0015] [Figure 1] Functional block diagram of an embodiment of the hybrid vehicle according to this invention [Figure 2] Example diagram showing a planned driving route passing through the prohibited area and the steps at that time [Figure 3] Example flowchart of the process when the hybrid vehicle according to this invention passes through the route in FIG. 2

Mode for Carrying Out the Invention

[0016] An embodiment of the present invention will be described using an example of a functional block diagram of a hybrid vehicle 1 shown in FIG. 1. The present invention relates to a hybrid vehicle 1 having an engine 11, a secondary battery 12, a generator 14 driven by the engine 11 to generate electricity, and a motor 13 driven by power supplied from these and driving drive wheels of the vehicle. The secondary battery 12 may be a plug-in hybrid vehicle (PHEV) that can be charged not only by the power generated by driving the generator 14 by the engine 11 but also by external charging from an external power source. Although not shown, the secondary battery 12 may also be capable of external power supply to supply power to the outside.

[0017] The hybrid vehicle 1 according to the present invention has an EV running mode in which the motor 13 is driven only by power supplied from the secondary battery 12 without driving the engine 11, a series running mode in which the generated power of the generator 14 driven by the output of the engine 11 is supplied to the motor 13 to drive the motor 13, and a parallel running mode in which the engine 11 is driven together with power supplied from the secondary battery 12.

[0018] The engine 11 has various warm-up targets 30. The warm-up targets 30 include, for example, a catalyst 31 provided in the exhaust passage of the engine 11 and used for exhaust gas purification, a sensor 32 (such as a LAFS for obtaining an exhaust air-fuel ratio or an O2 sensor for obtaining an oxygen concentration in the exhaust) for detecting the exhaust concentration of the engine 11, the cooling water 33 and the oil 34 of the engine 11, and the like. The warm-up target 30 of the present embodiment affects the exhaust gas. A heater 35 is provided near these warm-up targets 30. As an example, the heater 35 is provided upstream of the catalyst 31 in the exhaust passage, upstream of the sensor 32 in the exhaust passage, and in the cylinder block of the engine 11. The heater 35 is driven by power supplied from the secondary battery 12.

[0019] The hybrid vehicle 1 according to this invention has a control unit 20 that electronically controls the functions of the hybrid vehicle 1. This control unit has a semiconductor computing device and memory, and in response to output requests from the operation of operating devices such as the accelerator, it sends commands such as drive instructions and output instructions to each part including the engine 11 and motor 13, and acquires data from each part. The control unit 20 has the following parts, which are functions realized by the execution of stored programs and functions by dedicated circuits.

[0020] The control unit 20 has a location information acquisition unit 21 that acquires location information from an antenna 27 that is compatible with a satellite positioning system such as GPS.

[0021] The control unit 20 has a map information acquisition unit 22 that obtains map information including geofence information, which is information on regulated areas that suppress or prohibit exhaust gas emissions. Here, regulated areas include prohibited areas where the operation of internal combustion engines is prohibited, and suppression areas where the output of internal combustion engines is limited to suppress exhaust gas emissions. Suppression areas may include numerical information about exhaust gas emissions, and the degree of restriction may vary. These regulated areas may be recorded in the map information as attribute information indicating whether or not an area is a regulated area at a given address or municipality level on the map, or they may be defined as information that overlaps with the map, specifying that a certain distance from a given point is a regulated area. In other words, the format is not particularly limited as long as it is possible to confirm where on the road the regulated area is located along with the map information. The source for acquiring this map information may be recorded in the map information database 28 owned by the hybrid vehicle 1, or it may be downloaded as appropriate via a mobile communication network. In the following description, the form in which geofence information is recorded in the map information database 28 owned by the hybrid vehicle 1 will be described as the main example, but it is not limited to this.

[0022] The control unit 20 has a route designation unit 23 that specifies the planned driving route in the map information based on input from the driver. The control unit 20 receives instructions regarding the planned driving route to the destination via an input device such as a touch panel (not shown), either by selecting from route candidates presented by a route search function or by manual input by the driver, and then designates the planned driving route and registers it in memory. By comparing this planned driving route with the geofence information described above, it is possible to confirm which sections of the route are prohibited or restricted areas.

[0023] Furthermore, it is preferable that the control unit 20 includes a request output estimation unit 25 that estimates the request output immediately after a border crossing (the moment of entering a regulated area from outside the area, or the moment of entering a different regulated area) based on information such as the gradient of the planned driving route, conditions such as highways, and traffic congestion information.

[0024] The control unit 20 controls the engine 11 by referring to information from the sensor 32. Specifically, it controls the fuel injection amount and intake air amount based on the exhaust gas concentration to control the air-fuel ratio. The control unit 20 also obtains the charge rate of the secondary battery 12. The charge rate of the secondary battery 12 can be estimated from the voltage of the secondary battery 12. Furthermore, the control unit 20 selects the driving mode of the hybrid vehicle 1 (EV driving mode, series driving mode, parallel driving mode) by referring to the request output based on the accelerator operation amount, etc., and the charge rate of the secondary battery 12.

[0025] Next, the control performed by the hybrid vehicle 1 according to this invention while driving will be described. As an example of a planned driving route, arrow α shown in Figure 2, which starts driving from the left end of the figure and exits to the right end of the figure, will be assumed. The starting point and ending point (destination) of the driving are geofence C, which is a restricted area (restricted area: lenient) where regulations on exhaust gas emissions are lax. The planned driving route passes through geofence B, which is a restricted area (restricted area: strict) where regulations on exhaust gas emissions are stricter than those of geofence C. Furthermore, the planned driving route passes through geofence A, which is a prohibited area where exhaust gas emissions are prohibited, midway through (after passing through geofence B). This invention is particularly characterized by the control performed at the stage when crossing out of geofence A is planned (before crossing the boundary).

[0026] An example of the process when traveling this route is explained with the flowchart in Figure 3. First, when starting to drive, the driver inputs the destination to the control unit 20 via an input device, and the route is determined by the route designation unit 23 (S101).

[0027] The vehicle begins driving along the planned route (S102). Initially, it is driving within geofence C, and since the "restriction zone: mild" it has little power restriction on the engine 11. At the stage when crossing from geofence C to geofence B is planned (within geofence C), the engine 11 drives the generator 14 to generate electricity, and at the same time drives the motor 13 with less power than that generated by the generator 14, thereby charging the secondary battery 12 and performing power generation and storage while driving (S11:S111). When the vehicle enters geofence B from geofence C, the power restriction on the engine 11 increases, making it easier for the charge level of the secondary battery 12 to decrease. Therefore, the charge level of the secondary battery 12 is increased in advance within geofence C. The planned crossing can be determined from the geofence information along the planned driving route and the current location information obtained from the location information acquisition unit 21. The timing for starting power generation and storage can be when the distance to geofence B falls below a predetermined distance, or when the planned travel time to enter geofence B falls below a predetermined time. However, the timing for starting power generation and storage may be adjusted as needed, for example, by starting earlier if the current charge level of the secondary battery 12 is low. Once the vehicle crosses the geofence and enters geofence B from geofence C (S112), the control unit 20 controls the output of the engine 11 to suppress the deterioration of the exhaust gas condition (S113).

[0028] Next, the vehicle drives through geofence B along the planned route, and at the stage where it is planned to cross from geofence B to geofence A (while still inside geofence B), preparations are made to stop the engine 11 (S12:S121). Specifically, fuel injection of engine 11 is stopped, and power is supplied from the secondary battery 12 to the generator 14 to motorize the engine 11 and scavenge exhaust gases in the exhaust passage. Once the vehicle enters geofence A from geofence B (S122), it drives using the motor 13 without driving the engine 11 (S123).

[0029] If there is a power supply spot within geofence A, and the charge level of the secondary battery 12 is less than the sum of the power expected to be needed to leave geofence A and the power required for the warm-up control described later, the user is prompted to charge at the power supply spot (S13:S131).

[0030] Subsequently, when driving within geofence A, and when crossing from geofence A to geofence B, leaving the prohibited area, warm-up control is performed by supplying power from the secondary battery 12 to the heater 35 to start warming up the warm-up target 30 (S14:S141). Since warming up requires power, it is not practical to warm up all of the warm-up target 30 in all cases. Therefore, it is desirable to change which of the multiple warm-up target 30 are warmed up depending on the situation. Details on which warm-up target 30 to warm up and to what extent, depending on the situation, will be described later. After the warm-up control, when exiting from geofence A to geofence B (S142), the engine is started (S143). By performing warm-up control, it is possible to suppress the deterioration of exhaust gas conditions when the engine 11 is started after crossing the boundary. Subsequently, upon moving from geofence B to geofence C (S15:S151), the output limit of engine 11 is relaxed, and the driving conditions for engine 11 are eased, allowing for more flexible control (S152). If the destination is within geofence C, the vehicle proceeds and arrives (S191). On the other hand, if the vehicle re-enters geofence A, the process described in S111 to S152 above is repeated. The warm-up control ends when the vehicle to be warmed 30 reaches the target temperature described later. Alternatively, the warm-up control may also end when engine 11 starts.

[0031] In the hybrid vehicle according to this invention, it is desirable for the control unit 20 to make adjustments to the object and target for warm-up control according to the conditions. For each of the warm-up target 30 shown in Figure 1, namely the catalyst 31, sensor 32, coolant 33, and oil 34, the target temperature, the power required for warm-up, and the priority are classified as shown in Table 1 below.

[0032] [Table 1]

[0033] Warming up the catalyst 31 improves exhaust gas purification efficiency and suppresses deterioration of exhaust gas conditions when the engine 11 is running. The catalyst 31 has an activation start temperature at which the catalyst 31 begins to activate and a certain level of exhaust gas purification capacity is secured, and a heating completion temperature at which the catalyst 31's activation is complete and its exhaust gas purification capacity is maximized. Warming up the sensor 32 improves the accuracy of exhaust gas concentration detection and air-fuel ratio control, thereby suppressing deterioration of exhaust gas conditions. The sensor 32 has a measurable temperature at which exhaust gas concentration can be measured and an accuracy guaranteed temperature at which the measurement accuracy of exhaust gas concentration is maximized. Furthermore, warming up the coolant 33 and oil 34 reduces friction when the engine 11 is running and makes it easier for fuel in the cylinders of the engine 11 to vaporize, thereby suppressing deterioration of exhaust gas conditions. The coolant 33 and oil 34 have a warm-up temperature (e.g., 60°C) at which combustion efficiency in the cylinders of the engine 11 is good, and a fully warmed-up temperature (e.g., 80°C) at which sufficient oil circulation and reduced friction can be expected when the engine 11 is running, respectively.

[0034] Of these, it is especially desirable to warm up the sensor 32 as a top priority. This is because it requires less power than the other components 30, allowing for effective warm-up with less power. The next priority for warming up is the catalyst 31. The lowest priority is given to the coolant 33 and oil 34. The coolant 33 and oil 34 require a large amount of power to raise their temperature, which can easily reduce the charge level of the secondary battery 12, thus decreasing the EV driving range.

[0035] Furthermore, the choice of which of the multiple warm-up targets 30 to warm up, and the target temperature to which the warm-up target 30 should be warmed up, may be changed depending on the charge level of the secondary battery 12, the degree of geofence restrictions after crossing the border, and the estimated required output immediately after crossing the border.

[0036] Specifically, the control unit 20 should control the number of vehicles to be warmed up 30 to decrease the lower the charge level of the secondary battery 12 is when crossing a border (when warm-up control starts). Since warm-up control consumes power from the secondary battery 12, reducing the number of vehicles to be warmed up 30 when the charge level of the secondary battery 12 is low suppresses power consumption due to warm-up control and ensures the driving range of EVs.

[0037] Furthermore, the control unit 20 may control the number of warm-up targets 30 to be warmed up according to the estimated request output immediately after crossing out of the prohibited area. If the request output is high, it is preferable to control the number of warm-up targets 30 to be warmed up. If the request output is low, it is preferable to control the number of warm-up targets 30 to be warmed up according to the estimated request output immediately after crossing out of the prohibited area. The estimated request output immediately after crossing out of the area is determined to be (1) high if the road after crossing out along the planned driving route is a highway, and (2) high if the road immediately after crossing out along the planned driving route is uphill. The higher the request output, the more warm-up targets 30 are increased (even the warm-up targets 30 with lower priority are warmed up), and the higher the request output, the higher the target temperature (the highest target temperature in Table 1 is used as the target temperature). In other words, the higher the request output, the worse the exhaust gas condition when the engine 11 is running, so increasing the number of warm-up targets 30 or raising the target temperature of the warm-up targets 30 will further suppress the deterioration of the exhaust gas condition when the engine 11 is running.

[0038] Furthermore, the driving mode immediately after crossing the border changes according to the estimated required power output. If the required power output is high, the driving mode becomes parallel driving mode, and if the required power output is low, the driving mode becomes series driving mode. In other words, the control unit 20 changes which of the multiple warm-up targets 30 to warm up and the target temperature to which the warm-up target 30 should be warmed up, according to the driving mode of the hybrid vehicle 1 immediately after crossing the border to leave the prohibited area.

[0039] Furthermore, the control unit 20 may change which of the multiple warm-up targets 30 to warm up, and the target temperature to which the warm-up targets 30 should be warmed up, depending on the amount of exhaust gas regulation (output limit of the engine 11) of the geofence after crossing the boundary. In Figure 2, arrow α shows exiting from geofence A (prohibited area) to geofence B (restricted area: strict) (S14), and in Figure 2, arrow β shows exiting from geofence A (prohibited area) to geofence C (restricted area: lenient) (S14a). In other words, the amount of exhaust gas regulation of the geofence after crossing the boundary is smaller in the route of arrow β than in the route of arrow α. The smaller the amount of exhaust gas regulation of the geofence after crossing the boundary, the fewer warm-up targets 30 may be reduced (warm-up is cut in order from the warm-up targets 30 with the lowest priority), and the smaller the amount of exhaust gas regulation of the geofence after crossing the boundary, the lower the target temperature may be (the lowest target temperature in Table 1 may be used as the target temperature). In other words, the smaller the emission regulation limit for the geofence after crossing the border, the more tolerable a slight deterioration in exhaust gas conditions when the engine 11 is running. Therefore, by reducing the number of warm-up targets 30 or lowering the target temperature of warm-up targets 30, the power consumption required for warm-up control is suppressed, and the driving range of EVs within geofence A (prohibited area) is extended.

[0040] Below, we will present a specific example of the planned route and explain it in more detail. (1) When the planned route is indicated by arrow α, and the road after crossing the border is a highway or an uphill road. The exhaust gas conditions when engine 11 is running in geofence B (strict restriction zone) are poor, and it is possible that the exhaust gas emissions will significantly exceed the regulated limits for geofence B (strict restriction zone). Therefore, all warm-up targets 30 will be warmed up to their maximum temperature. As this will increase the power consumption of the warm-up control, power supply will be encouraged at power supply spots within geofence A (prohibited zone) as needed.

[0041] (2) When the planned route is indicated by arrow α, and the road after crossing the border is a flat general road. Although the exhaust gas regulations in geofence B (strict restriction zone) are strict, the exhaust gas conditions when the engine 11 is running in geofence B (strict restriction zone) are not expected to deteriorate significantly. Therefore, compared to (1), at least one of the following is implemented: reduce the number of warm-up targets 30, or lower the target temperature. In this embodiment, the sensor 32 and catalyst 31 of the warm-up targets 30 are warmed up, but the coolant 33 and oil 34 are not warmed up. In addition, the target warm-up temperature for the sensor 32 and catalyst 31 is set to the lowest target temperature.

[0042] (3) When the planned route is arrow β and the road after crossing the border is a highway or uphill Although the exhaust gas condition when the engine 11 is running in geofence C (suppression zone: mild), the exhaust gas regulation amount in geofence C (suppression zone: mild) is mild, so, as in (2), at least one of the following is implemented: reduce the number of warm-up targets 30 or lower the target temperature. In this embodiment, the sensor 32 and catalyst 31 of the warm-up targets 30 are warmed up, but the coolant 33 and oil 34 are not warmed up. In addition, the target warm-up temperature for the sensor 32 and catalyst 31 is set to the minimum target temperature. That is, in (3), the relationship between the exhaust gas condition when the engine 11 is running and the exhaust gas regulation amount in the geofence (the difference between the exhaust gas condition and the exhaust gas regulation amount) is the same as in (2), so the same warm-up control as in (2) is performed.

[0043] (4) When the planned route is indicated by arrow β, and the road after crossing the border is a flat general road. In geofence C (suppression zone: mild), the exhaust gas condition when the engine 11 is running does not deteriorate significantly, and the exhaust gas regulation amount in geofence C (suppression zone: mild) is also mild, so minimal warm-up control is performed. In this embodiment, only the sensor 32 among the warm-up targets 30 is warmed up, and the warm-up target temperature of the sensor 32 is set to the minimum target temperature.

[0044] In warm-up control, it is more efficient to generate airflow (in the case of coolant 33 and oil 34, the flow of the coolant 33 and oil 34 themselves) to warm up the warm-up target 30 using the heater 35. Therefore, in this embodiment, during warm-up control, the engine 11 is motored by the generator 14 to generate airflow (the flow of the coolant 33 and oil 34 themselves). However, motoring requires power to be supplied from the secondary battery 12 to the generator 14, which increases the power consumption required for warm-up control. Therefore, in this embodiment, the rotational speed and rotational time of the motoring are controlled according to the charge level of the secondary battery 12 at the time of crossing the threshold (start of warm-up control). Specifically, when the charge level of the secondary battery 12 is high, the rotational speed and rotational time of the motoring are increased to enhance the effect of warm-up control, and the lower the charge level of the secondary battery 12, the lower the rotational speed and rotational time of the motoring are to suppress the power consumption required for warm-up control. Alternatively, the rotational speed of the motor can be kept unchanged while only the rotational time is controlled, or the rotational time of the motor can be kept unchanged while only the rotational speed is controlled.

[0045] The above explanation uses the example of a case where the degree of restriction in the suppression area is divided into two stages, geofence B and geofence C. However, the conditions for the suppression area are not limited to this, and the control unit 20 may adjust the warm-up control content according to a more finely classified degree of restriction. For example, there may be three or more target temperatures, and the target temperature may be changed according to the degree of restriction. In addition, the warm-up control content may be changed according to the difference between the exhaust gas state and the exhaust gas regulation amount (the larger the difference, the more units to warm up 30 and the higher the target temperature). [Explanation of Symbols]

[0046] 1. Hybrid vehicle 11 Engine 12 Secondary battery 13 Motors 14 Generators 20 Control Unit 21 Location information acquisition section 22 Map Information Acquisition Unit 23 Route designation section 25 Requested output estimator 27 Antennas 28. Map Information Database 30 Warm-up target 31 Catalyst 32 sensors 33 Cooling water 34 Oil 35 Heater

Claims

1. A hybrid vehicle having an engine mounted on the vehicle, a motor that drives the drive wheels of the vehicle, and a secondary battery capable of supplying power to the motor, The engine has a warm-up target that can improve the exhaust gas emissions of the engine by warming it up. The aforementioned warming target is equipped with a heater that operates using power supplied from the secondary battery. The unit includes a control unit that controls the heater, The control unit, A map information acquisition unit that obtains map information including information on prohibited areas where exhaust gas emissions are prohibited, The system includes a route designation unit that specifies the planned driving route in the aforementioned map information, The control unit, when traveling along the planned route, performs warm-up control by activating the heater to warm up the vehicle to be warmed up when crossing out of the prohibited area. Multiple warm-up targets are provided. The control unit estimates the requested output of the hybrid vehicle after crossing the border based on the planned driving route, and increases the number of vehicles to be warmed up if the requested output is high, in a hybrid vehicle.

2. A hybrid vehicle having an engine mounted on the vehicle, a motor that drives the drive wheels of the vehicle, and a secondary battery capable of supplying power to the motor, The engine has a warm-up target that can improve the exhaust gas emissions of the engine by warming it up. The aforementioned warming target is equipped with a heater that operates using power supplied from the secondary battery. The unit includes a control unit that controls the heater, The control unit, A map information acquisition unit that obtains map information including information on prohibited areas where exhaust gas emissions are prohibited, The system includes a route designation unit that specifies the planned driving route in the aforementioned map information, The control unit, when traveling along the planned route, performs warm-up control by activating the heater to warm up the vehicle to be warmed up when crossing out of the prohibited area. The aforementioned map information acquisition unit includes information on restricted areas where exhaust gas emissions are suppressed. The control unit increases the target warm-up temperature of the warm-up target as the degree of exhaust gas emission suppression in the suppression zone entered after crossing the border increases.

3. A hybrid vehicle having an engine mounted on the vehicle, a motor that drives the drive wheels of the vehicle, and a secondary battery capable of supplying power to the motor, The engine has a warm-up target that can improve the exhaust gas emissions of the engine by warming it up. The aforementioned warming target is equipped with a heater that operates using power supplied from the secondary battery. The unit includes a control unit that controls the heater, The control unit, A map information acquisition unit that obtains map information including information on prohibited areas where exhaust gas emissions are prohibited, The system includes a route designation unit that specifies the planned driving route in the aforementioned map information, The control unit, when traveling along the planned route, performs warm-up control by activating the heater to warm up the vehicle to be warmed up when crossing out of the prohibited area. The engine has a generator that can be motorized by power supplied from the secondary battery, The control unit increases the motor speed of the engine as the charge level of the secondary battery is higher immediately before crossing the border, in a hybrid vehicle.

4. Multiple warm-up targets are provided. The control unit controls the number of vehicles to be warmed up to increase as the charge level of the secondary battery immediately before crossing the border increases, according to any one of claims 1 to 3.

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