JP2006242070A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle provided with a heat accumulation system keeping temperature of an engine combustion chamber appropriate while suppressing drop of output. <P>SOLUTION: A vehicle has a heat accumulation tank 310 for heat insulation and storage of part of cooling water and a circulation part for circulating cooling water in the heat accumulation tank 310 between an engine and the heat accumulation tank 310 mounted thereon. A control device is provided with a temperature sensor 120 detecting temperature of cooling water flowing in a passage provided in the engine, a heat accumulation tank temperature sensor 320 detecting temperature of cooling water in the heat accumulation tank 310 and an engine ECU. The engine ECU changes a drive condition of the circulation part according to output of the temperature sensor 120 and the heat accumulation tank temperature sensor 320 to keep temperature of the engine combustion chamber in an appropriate range, and controls the engine with estimating optimum ignition timing of the engine based on output of the temperature sensor 120 and the heat accumulation tank temperature sensor 320 and the drive condition of the circulation part after change. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle control apparatus equipped with a heat storage system that temporarily stores a liquid medium while maintaining the temperature, and more particularly, to control a vehicle that controls the temperature of the internal combustion engine by supplying the liquid medium to the internal combustion engine. Relates to the device.

  When an internal combustion engine mounted on an automobile or the like is started in a cold state, the wall surface temperature of an intake port, a combustion chamber, or the like is lowered. For this reason, it becomes difficult for the fuel to atomize and flame extinction is likely to occur at the peripheral portion of the combustion chamber, thereby inducing startability deterioration and exhaust emission deterioration.

  In order to solve such problems, a water-cooled internal combustion engine is provided with a heat storage device that retains high-temperature cooling water, and the internal combustion engine is supplied with cooling water stored in the heat storage device when the internal combustion engine is started. Techniques have been proposed for increasing the temperature of the engine to improve startability and speed up warm-up.

  For example, an internal combustion engine provided with a heat storage device disclosed in Japanese Patent Application Laid-Open No. 2003-184553 (Patent Document 1) is formed in a cylinder head of the internal combustion engine, and a heat medium flow passage through which a heat medium flows, and a heat medium flow A heat storage device that retains and stores a part of the heat medium flowing through the passage, a first heat medium passage that guides the heat medium from the heat storage device to the heat medium flow passage, and a second that guides the heat medium from the heat medium flow passage to the heat storage device And a passage switching means for selectively conducting the first heat medium passage and the second heat medium passage.

  According to the internal combustion engine provided with this heat storage device, the passage switching means causes the first heat medium passage to conduct, so that the high-temperature heat medium stored in the heat storage device through the first heat medium passage passes through the first heat medium passage. While being directly supplied to the heat medium flow passage, the passage switching means causes the second heat medium passage to conduct, so that the high-temperature heat medium in the heat medium flow passage directly passes through the second heat medium passage. Is supplied to the heat storage device.

When the heat medium is directly exchanged between the heat medium flow passage and the heat storage device in this way, heat loss when supplying the heat medium from the heat storage device to the heat medium flow passage is minimized. At the same time, heat loss when supplying the heat medium from the heat medium flow path to the heat storage device is also minimized. As a result, even when the heat medium in the heat medium flow passage has a small amount of heat, the small amount of heat is efficiently stored in the heat storage device.
JP 2003-184553 A

  In recent years, a technology has been developed to improve the fuel consumption by maintaining the temperature of the combustion chamber at a higher temperature than before by controlling the cooling water to a high temperature. By increasing the combustion room temperature, heat loss is reduced, the lubricating oil temperature is increased, and friction is reduced.

  Such high-temperature water control has a problem that knocking is likely to occur when the engine load increases. However, in the internal combustion engine provided with the heat storage device disclosed in Patent Document 1, only attention is paid to the temperature rise of the internal combustion engine, and the use of the heat storage device for preventing knocking is not considered.

  In addition, it is known that increasing the retard amount of the ignition timing of the engine is effective in preventing the occurrence of knocking. However, if the retard amount is excessively increased, the output decreases and the fuel consumption deteriorates. End up.

  The objective of this invention is providing the control apparatus of a vehicle provided with the thermal storage system which maintains the combustion room temperature of an engine at an appropriate temperature, suppressing a fall in output.

  In summary, the present invention provides a storage unit for keeping a part of a liquid medium circulating in a flow path provided in an internal combustion engine, and a circulation for circulating the liquid medium in the storage unit between the internal combustion engine and the internal combustion engine. A control device for a vehicle equipped with a first detection unit for detecting a temperature of a liquid medium flowing through a flow path provided in the internal combustion engine, and a temperature of the liquid medium in the storage unit. The detection state of the second detection unit and the driving state of the circulation unit are changed according to the outputs of the first and second detection units to keep the temperature of the internal combustion engine within an appropriate range, and the first and second detection units And a control unit that controls the internal combustion engine by predicting the optimal ignition timing of the internal combustion engine based on the output of the unit and the drive state after the change of the circulation unit.

  Preferably, the control device further includes a third detection unit that detects a load state of the internal combustion engine. When the control unit detects that the load state has changed to a high load state with a higher load than the normal load state based on the output of the third detection unit, the control unit performs retard control of the ignition timing of the internal combustion engine and circulates Is instructed to inject the liquid medium in the storage unit into the internal combustion engine, and the ignition timing angle that was retarded according to the amount of liquid medium injected into the internal combustion engine is returned.

  More preferably, a 3rd detection part detects a load state based on the temperature of the liquid medium which passed the internal combustion engine.

  More preferably, the third detection unit detects the load state based on the intake amount of the internal combustion engine.

  More preferably, a 3rd detection part detects a load state based on the rotation speed of an internal combustion engine.

  More preferably, the third detection unit detects the load state based on the throttle opening of the internal combustion engine.

  More preferably, the control unit supplies the liquid medium collected from the flow path in the storage unit when the internal combustion engine is started to the internal combustion engine when a high load state is detected.

  Preferably, before the change in the driving state of the circulation unit is reflected in the output of the first detection unit, the control unit corresponds to the combination of the output values of the first and second detection units and the driving time in advance. The ignition timing of the internal combustion engine is controlled based on the determined retard amount.

  According to the present invention, when the high load operation is performed, the combustion chamber temperature is appropriately suppressed, and the ignition timing retarding control is optimized to prevent the occurrence of knocking while reducing the output and the fuel efficiency. Can be suppressed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The same or corresponding parts are denoted with the same reference numerals, and description thereof will not be repeated.

  FIG. 1 is a control block diagram of a heat storage system that is a control target of the control device according to the present embodiment.

  With reference to FIG. 1, the vehicle is equipped with a heat storage tank 310 for keeping a part of the cooling water to be kept warm, and a circulation unit for circulating the cooling water in the heat storage tank 310 between the engine. The The vehicle control device includes a temperature sensor 120 that detects the temperature of cooling water flowing through a flow path provided in the engine, a heat storage tank temperature sensor 320 that detects the temperature of cooling water in the heat storage tank 310, an engine ECU, Is provided.

  The engine ECU changes the driving state of the circulation unit according to the outputs of the temperature sensor 120 and the heat storage tank temperature sensor 320 to keep the temperature of the combustion chamber of the engine within an appropriate range, and the temperature sensor 120 and the heat storage tank temperature sensor 320. The engine is controlled by predicting the optimum ignition timing of the engine based on the output of the engine and the driving state after the change of the circulation portion.

  The heat storage system shown in FIG. 1 is applied to a vehicle equipped with an internal combustion engine (engine). This vehicle may be a vehicle equipped only with an engine or a hybrid vehicle equipped with an engine and a motor driven by a battery.

  As shown in FIG. 1, this heat storage system keeps a part of cooling water flowing through a cooling water flow path provided in a cylinder head (hereinafter referred to as a head) 100 and a cylinder block 110 in a heat storage tank 310. The cooling water is stored and supplied to the head 100 and the cylinder block 110 from the heat storage tank 310 as necessary.

  Cooling water is circulated by the mechanical water pump 200 between the head 100 and the cylinder block 110 and the radiator 400 or the radiator bypass passage 410. The flow rate control valve 430 controls which of the radiator 400 and the radiator bypass passage 410 passes through.

  Cooling water is supplied from the heat storage tank 310 to the head 100 and the cylinder block 110 by the electric water pump 300. By driving the electric water pump 300, the cooling water (hot water or cold water) in the heat storage tank 310 is supplied to the head 100, the cylinder block 110, the heater core 500, etc. via the three-way valve 600. .

  The three-way valve 600 is in a fully closed state, a fully open state (port A, port B, and port C are in communication), port A and port B are in communication, port A and port C are in communication, port B and port C Can be realized in five different states.

  The heat storage system includes a temperature sensor 120, a heat storage tank temperature sensor 320, and a radiator water temperature sensor 420 as temperature sensors.

  The temperature sensor 120 is provided in the head 100 and detects an engine coolant temperature that changes according to the temperature of the head 100. The heat storage tank temperature sensor 320 detects the temperature of the cooling water provided and stored in the heat storage tank 310. The radiator water temperature sensor 420 is provided in the radiator 400 and detects a cooling water temperature that changes according to the temperature of the cooling water sent from the engine and the heat dissipation capability of the radiator 400. Signals from these temperature sensors are input to an engine ECU (Electronic Control Unit) 1000.

  The heat storage system further includes a throttle opening sensor 150 that detects the opening of the throttle valve, an intake air sensor 140 that detects the intake air amount of the engine, and a rotation speed sensor 130 that detects the engine speed. Signals from these sensors are also input to engine ECU 1000.

  Engine ECU 1000 controls electric water pump 300, three-way valve 600, and flow control valve 430. The flow rate control valve 430 can control the flow rate of the cooling water flowing through the radiator 400 and the flow rate of the cooling water flowing through the radiator bypass passage 410 by changing the control duty.

  At this time, the flow control valve 430 can flow the cooling water only to the radiator 400, can flow the cooling water only to the radiator bypass passage 410, and can supply the cooling water to both the radiator 400 and the radiator bypass passage 410. It can flow.

  When flow control valve 430 receives a radiator selection command signal from engine ECU 1000, flow control valve 430 controls the flow rate so that the entire amount of cooling water flows to radiator 400. In addition, when the flow rate control valve 430 receives a bypass selection command signal from the engine ECU 1000, the flow rate control valve 430 controls the flow rate so that the entire amount of cooling water flows through the radiator bypass passage 410. Further, the flow control valve 430 can receive a command signal from the engine ECU 1000 and control the flow rate so that a part of the cooling water flows to the radiator 400 and the remaining cooling water flows to the radiator bypass passage 410. .

  Further, engine ECU 1000 can control the discharge rate of electric water pump 300 by changing the control duty of the motor that drives electric water pump 300 to control the number of revolutions of the motor. Further, this control may be performed by making the voltage of the motor of the electric water pump 300 variable. Further, by changing the energization time of the motor of the electric water pump 300, the driving time of the electric water pump 300 is controlled to control the total amount of cooling water discharged from the electric water pump 300. Good.

  FIG. 2 is a flowchart for illustrating control of a program executed by engine ECU 1000 of FIG. This flowchart is called and executed from a main routine of engine control every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 2, when the process is started, head portion water temperature Th is detected from the output of temperature sensor 120, and heat storage tank water temperature Tt is detected from the output of heat storage tank temperature sensor 320 (step S1). ).

  Subsequently, in step S2, it is determined whether or not the engine is starting. For example, when the ignition key switch or the power switch is turned on, it is determined that the engine is in the starting state.

  If it is determined in step S2 that the engine is starting, the process proceeds to step S3. If it is determined that the engine is not starting, the process proceeds to step S7.

  In steps S3 to S6, a process for preheating the combustion chamber of the engine with the hot water stored in the heat storage tank 310 at the time of starting is performed.

  First, in step S3, engine ECU 1000 transmits a control signal to three-way valve 600 so that port A and port B are in communication. Thereby, a path from the heat storage tank 310 to the head 100 is formed. When the process of step S3 ends, the process proceeds to step S4.

  Subsequently, in step S4, engine ECU 1000 outputs a fully closed command to flow control valve 430. When the fully closed command is received, the flow rate control valve 430 does not flow the cooling water, so that the cooling water does not flow through the radiator 400 and the bypass passage 410. As a result, a path from the head 100 to the electric water pump 300 via the cylinder block 110 and the mechanical water pump 200 is formed. Since the mechanical water pump 200 is not operating when the engine is stopped, the cooling water can flow backward. When the process of step S4 ends, the process proceeds to step S5.

  In step S5, engine ECU 1000 outputs a drive command to the motor that drives electric water pump 300. At this time, the engine ECU 1000 controls the control duty, voltage, or energization time of the motor that drives the electric water pump 300 to control the total amount of cooling water discharged from the electric water pump 300. Then, the hot water stored in the heat storage tank 310 is discharged, whereby the head 100 and the cylinder block 110 are preheated. Instead, the cooling water in the head 100 and the cylinder block 110 that has been cooled is taken into the heat storage tank 310.

  FIG. 3 is a diagram for explaining the flow of cooling water in the heat storage system.

  Referring to FIG. 3, the hot water discharged from heat storage tank 310 is injected into head 100 through path P3. A portion of the warm water that has passed through the head 100 flows back through the paths P1 and P6 and is injected into the water jacket space (W / J spacer) of the cylinder block 110. In the path P1, the mechanical water pump 200 is stopped when the engine is stopped, and the cooling water can flow backward. The other part of the hot water that has passed through the head 100 passes through the heater core 500 as indicated by a path P7.

  Then, the cooling water passes through the path P 4, and the cooling water extruded from the head 100, the cylinder block 110, and the heater core 500 is taken into the heat storage tank 310.

  Referring to FIGS. 1 and 2 again, when head 100 and cylinder block 110 are preheated in step S5 and the replacement of cooling water in heat storage tank 310 is completed, the process proceeds to step S6. In step S6, engine ECU 1000 stops driving electric water pump 300. Then, the process proceeds to step S13, and the control returns to the main routine.

  On the other hand, if it is determined in step S2 that the engine is not at the start and the process proceeds to step S7, it is determined whether or not a high load state of the engine is detected. For example, when it is detected that the engine temperature has suddenly increased by the output of the temperature sensor 120 attached to the head 100, when the engine speed exceeds a predetermined value, the throttle opening degree is suddenly increased by the output of the throttle opening degree sensor 150. Is detected, the engine is determined to be in a high load state when it is detected that the intake air amount has suddenly increased by the output of the intake air amount sensor 140 or a combination of these conditions.

  When engine ECU 1000 detects that the load state of the engine has changed to a high load state with a higher load than the normal load state based on the outputs of these sensors, engine ECU 1000 performs retarding control of the ignition timing and Is instructed to inject the cold water into the internal combustion engine, and the ignition timing angle that has been retarded according to the amount of cold water injected into the head 100 is returned.

  If it is determined in step S7 that the engine is not in a high load state, the process proceeds to step S13, and the control returns to the main routine.

  On the other hand, if it is determined in step S7 that the engine is in a high load state, the process proceeds to step S8.

  In steps S8 to S12, a process for cooling the combustion chamber of the engine with cold water stored in the heat storage tank 310 is performed.

  That is, the engine ECU 1000 stops supplying the liquid medium in the heat storage tank 310 to the engine and stopping the supply so that the combustion chamber temperature of the internal combustion engine does not reach a predetermined threshold temperature based on the engine temperature. The electric water pump 300, the flow control valve 430, and the three-way valve 600 are controlled so as to be performed.

  Engine ECU 1000 supplies cold water collected from the flow path in heat storage tank 310 when the engine is started to the engine when a high load state is detected.

  First, in step S8, engine ECU 1000 transmits a control signal to three-way valve 600 so that port A and port B are in communication. Thereby, a path from the heat storage tank 310 to the head 100 is formed. When the process of step S8 ends, the process proceeds to step S9.

  Subsequently, in step S9, engine ECU 1000 outputs a command to flow control valve 430. When this command is received, the flow control valve 430 does not circulate the cooling water through the bypass passage 410, and the cooling water flows into the radiator 400. As a result, a path from the head 100 to the electric water pump 300 via the radiator 400 is formed. The mechanical water pump 200 sends cooling water toward the cylinder block 110 when the engine is operating. When step S9 ends, the process proceeds to step S10.

  In step S10, engine ECU 1000 outputs a drive command to the motor that drives electric water pump 300. At this time, the engine ECU 1000 controls the control duty, voltage, or energization time of the motor that drives the electric water pump 300 to control the total amount of cooling water discharged from the electric water pump 300. The cold water stored in the heat storage tank 310 is discharged, and the head 100 is cooled by this cold water. Thereby, the occurrence of knocking due to the high temperature of the combustion chamber at the time of high load is prevented.

  As shown in FIG. 3, the cold water discharged from the heat storage tank 310 cools the head 100 through the path P3. A portion of the cooling water that has passed through the head 100 passes through the radiator 400 as indicated by a path P2. The other part of the cooling water that has passed through the head 100 is diverted through the heater core 500 as shown in the path P7 and as shown in the paths P4 and P6.

  The cooling water divided into the path P4 is accommodated in the heat storage tank 310 via the electric water pump 300. On the other hand, the cooling water divided into the path P6 merges with the cooling water flowing through the path P2, and cools the water jacket space of the cylinder block 110 by the mechanical water pump 200 as shown in the path P1.

  Referring to FIG. 2 again, when the discharge of cold water in heat storage tank 310 is started in step S10, the process proceeds to step S11.

  In step S11, predetermined ignition timings corresponding to the head portion water temperature Th, the heat storage tank water temperature Tt, and the driving time Td of the electric water pump 300 are obtained with reference to the map, and the retard control amount is optimized accordingly. Is done. Then, after the electric water pump 300 is driven for a predetermined time, the process proceeds to step S12.

  In step S12, engine ECU 1000 stops driving electric water pump 300. Thereby, the discharge of the cold water in the heat storage tank 310 is completed. Then, the process proceeds to step S13, and the control returns to the main routine.

  FIG. 4 is a graph showing an example of the retard control amount map used in step S11.

  The horizontal axis in FIG. 4 is the drive time Td of the electric water pump 300, and the vertical axis indicates the retard control amount Δθ. This retard control amount Δθ is determined for each combination of the head portion water temperature Th and the heat storage tank water temperature Tt, and in FIG. 4, there are three ways of Th-Tt = T0, Th-Tt = T1, and Th-Tt = T2. The case is shown as an example.

  The case where Th-Tt = T0 will be described as a representative example. The retard control amount Δθ is set to a crank angle that is θ0 later from the original ignition timing until the drive time Δt1 elapses after the high load is detected. . This prevents knocking in the engine.

  However, when the drive time Td of the electric water pump 300 elapses, cold water is injected into the cooling water flow path of the head 100 and the temperature of the combustion chamber gradually decreases. However, there is a certain time delay until the temperature sensor 120 detects this decrease in temperature.

  On the other hand, when the ignition is delayed from the original ignition timing, the torque generated by the engine is reduced and the fuel consumption is also deteriorated. If the temperature of the combustion chamber decreases due to the cold water from the heat storage tank 310, knocking does not occur. Therefore, it is preferable to quickly return the ignition timing to the original timing when the condition for causing knocking is resolved.

  Therefore, when the drive time Δt1 of the electric water pump 300 elapses, it is predicted that the combustion chamber temperature will decrease accordingly, and the return of the retard amount from θ0 is started. For example, as shown in FIG. 4, the retard amount is linearly returned from θ0 to 0 gradually during time Δt2.

  In this manner, by returning the retard amount before the temperature sensor 120 detects this temperature decrease, it is possible to minimize the decrease in the torque generated in the engine at a high load. it can.

  In FIG. 4, the horizontal axis is the drive time Td. However, when the cooling water discharge from the electric water pump 300 is controlled to change with time, the horizontal axis is set as the integrated amount of discharge. Also good. In this case, the integrated amount of the discharge amount is calculated in FIG. 2, and the map is referred to according to the integrated amount instead of the driving time Td.

  FIG. 5 is an operation waveform diagram for explaining a change in the retard control amount by the heat storage system to which the present invention is applied.

  Referring to FIG. 5, normal operation is performed until time t1. In normal operation, engine control is performed at the original ignition timing optimized to maximize the engine torque. The retard control amount at this time is set to zero.

  At time t1, a transition from normal operation to high load operation is performed. For example, high-load operation is performed when sudden acceleration is performed for overtaking or when a steep uphill is reached. At this time, for example, it is detected by engine speed sensor 130 that engine speed has exceeded NE0 and engine ECU 1000 recognizes that high-load operation is performed.

  For example, when detecting that the engine temperature has suddenly increased due to the output of the temperature sensor 120 attached to the head 100, the throttle opening is suddenly increased by the output of the throttle opening sensor 150. This may be determined by detecting that the intake air amount has suddenly increased by the output of the intake air amount sensor 140 or by a combination of these conditions.

  Since the high load operation is detected at time t1, the processes of steps S8 to S10 in FIG. 2 are performed. In step S11, the retard control amount is optimized with reference to the map of FIG. Hereinafter, the case where the temperature difference between the head water temperature Th and the tank water temperature Tt is T0 will be described as an example.

  From time t1 to time t2 after Δt1, the drive time Td in the map of FIG. 4 has not elapsed Δt1, so the engine is operated with the retarded control amount Δθ = −θ0 of the ignition timing.

  At time t2, since the drive time Td in the map of FIG. 4 has elapsed Δt1, control for returning the ignition timing retard control amount Δθ from −θ0 is started.

  From time t2 to time t3 after Δt2, the map of FIG. 4 is referred to, and the engine is operated by the ignition timing retardation control amount Δθ corresponding to the drive time Td.

  After time t3, the retard control amount Δθ is returned to zero.

  By such control, the amount of retardation can be returned before the temperature sensor 120 detects a decrease in temperature due to the injection of cold water. For this reason, it is possible to suppress the decrease in the torque generated in the engine and the deterioration of the fuel consumption at the time of high load to the minimum necessary.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the heat storage system which is a control object of the control apparatus which concerns on this Embodiment. It is a flowchart for demonstrating control of the program performed by engine ECU1000 of FIG. It is a figure for demonstrating the flow of the cooling water in a thermal storage system. It is the figure which showed an example of the map of the retard control amount used by step S11 with the graph. It is an operation | movement waveform diagram for demonstrating the change of the retard control amount by the thermal storage system to which this invention was applied.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 100 Head, 110 Cylinder block, 120 Temperature sensor, 130 Rotational speed sensor, 140 Intake amount sensor, 150 Throttle opening sensor, 200 Mechanical water pump, 300 Electric water pump, 310 Thermal storage tank, 320 Thermal storage tank temperature sensor, 400 Radiator, 410 Bypass passage, 420 Radiator water temperature sensor, 430 Flow control valve, 500 Heater core, 600 Three-way valve, A to C port, 1000 Engine ECU, P1 to P4 route.

Claims (8)

A storage unit for keeping a part of the liquid medium circulating through a flow path provided in the internal combustion engine is kept warm, and a circulation unit for circulating the liquid medium in the storage unit between the internal combustion engine and the internal combustion engine. Vehicle control device,
The controller is
A first detector for detecting the temperature of the liquid medium flowing through the flow path provided in the internal combustion engine;
A second detection unit for detecting the temperature of the liquid medium in the storage unit;
The driving state of the circulating unit is changed in accordance with the outputs of the first and second detection units to keep the temperature of the internal combustion engine within an appropriate range, and the outputs of the first and second detection units and the And a control unit that controls the internal combustion engine by predicting an optimal ignition timing of the internal combustion engine based on a drive state after changing the circulation unit. The controller is
A third detector for detecting a load state of the internal combustion engine;
When the control unit detects that the load state has changed to a high load state having a higher load than the normal load state based on the output of the third detection unit, the control for retarding the ignition timing of the internal combustion engine is performed. The angle of the ignition timing was instructed to inject the liquid medium in the storage unit into the internal combustion engine to the circulation unit, and was retarded according to the injection amount of the liquid medium into the internal combustion engine. The vehicle control device according to claim 1, wherein   The vehicle control device according to claim 2, wherein the third detection unit detects the load state based on a temperature of the liquid medium that has passed through the internal combustion engine.   The vehicle control device according to claim 2, wherein the third detection unit detects the load state based on an intake air amount of the internal combustion engine.   The vehicle control device according to claim 2, wherein the third detection unit detects the load state based on a rotational speed of the internal combustion engine.   The vehicle control device according to claim 2, wherein the third detection unit detects the load state based on a throttle opening of the internal combustion engine.   The vehicle according to claim 2, wherein the control unit supplies the liquid medium collected from the flow path in the storage unit when the internal combustion engine is started to the internal combustion engine when the high load state is detected. Control device.   The control unit responds to the combination of the output values of the first and second detection units and the drive time before the change in the driving state of the circulation unit is reflected in the output of the first detection unit. The vehicle control device according to claim 1, wherein the ignition timing of the internal combustion engine is controlled based on a predetermined retardation amount.

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