JP2011051479A - Controller for series hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent heat damage of an engine and its periphery while suppressing fuel consumption in deceleration. <P>SOLUTION: The series hybrid vehicle 1 includes: an engine 10; a generator 20 connected to the output shaft of the engine 10; a battery 40 to be charged with a power generated by the generator 20; and a motor 60 driven by at least one of the generated power of the generator 20 or a power from the battery 40 to drive driving wheels. When a decelerating state is detected by driving state detection means 115 and 116, when the temperature detected by temperature detection means 111 and 112 is equal to or less than a predetermined temperature, the engine 10 is stopped. When the temperature detected by the temperature detection means 111 and 112 is higher than the predetermined temperature, power is supplied from the battery 40 to the generator 20, to control the engine 10 is controlled so as to motor the engine 10 by the generator 20. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a series hybrid vehicle including a traveling motor and an engine for generating driving power for the traveling motor.

  A so-called series-type hybrid vehicle includes an engine, a generator coupled to the output shaft of the engine, and a traveling motor.

  In a series hybrid vehicle, when the engine is driven, power is generated by a generator, and the generated power of the generator is supplied to the travel motor directly or via a battery, thereby driving the travel motor.

  By the way, in this type of hybrid vehicle, energy regeneration is generally performed by a traveling motor during deceleration, and a battery is charged by electric power obtained by the regeneration. Patent Document 1 discloses a technique for motoring an engine by a generator by supplying regenerative power generated by a traveling motor to the generator in order to perform waste power when the battery is in a fully charged state. It is disclosed.

  On the other hand, Patent Document 2 discloses an invention related to engine control during deceleration, in addition to the energy regeneration. The invention of Patent Document 2 is to stop the engine at the time of deceleration with respect to the series hybrid vehicle, thereby preventing unnecessary fuel consumption.

JP-A-8-79914 JP 2008-54408 A

  However, as in the technique of Patent Document 2, when the engine is stopped uniformly at the time of deceleration, high-temperature gas stays in the exhaust system of the engine, or the cooling water of the engine is not circulated and the high-temperature cooling water is supplied to the cooling system. If the engine stays in, the engine becomes in a heat storage state, causing thermal damage such as deterioration of the catalyst device installed in the exhaust system, deterioration of the insulator supporting the engine, deterioration of the spark plug, deterioration of the battery, etc. There are things to do.

  SUMMARY OF THE INVENTION Accordingly, it is a basic object of the present invention to provide a control device for a series hybrid vehicle that can prevent heat damage to the engine and its surroundings while suppressing fuel consumption during deceleration.

In order to solve the above-described problem, a control device for a series hybrid vehicle according to claim 1 of the present application includes:
Engine,
A generator capable of operating as a motor connected to the output shaft of the engine;
A battery that is charged by the power generated by the generator;
A control device for a series hybrid vehicle, comprising: a motor driven by at least one of the generated power of the generator or the power from the battery to drive the drive wheels;
Temperature detecting means for detecting a temperature associated with the engine;
Driving state detecting means for detecting the driving state;
When a deceleration state is detected by the detection means, the engine is stopped when the temperature detected by the temperature detection means is equal to or lower than a predetermined temperature, and when the temperature detected by the temperature detection means is higher than the predetermined temperature. And control means for motoring the engine by the generator by supplying electric power from the battery to the generator.

A control device for a series hybrid vehicle according to claim 2 of the present application is the invention according to claim 1,
Charging state detecting means for detecting the charging state of the battery;
When the deceleration state is detected by the operating state detection unit and the temperature detected by the temperature detection unit is higher than the predetermined temperature, the control unit sets the remaining charge amount of the battery to a predetermined amount by the charge state detection unit. The engine is motored by the generator only when a higher value is detected.

A control device for a series hybrid vehicle according to claim 3 of the present application is the invention according to claim 2,
When the engine is motored by the generator, the control means increases the motoring rotational speed as the remaining charge amount of the battery detected by the charge state detection means increases.

A control device for a series hybrid vehicle according to claim 4 of the present application is the invention according to claim 2 or 3,
When the deceleration state is detected by the operation state detection unit and the temperature detected by the temperature detection unit is higher than the predetermined temperature, the control unit determines the remaining charge amount of the battery by the charge state detection unit. When it is detected that the amount is below the fixed amount, the engine is idling.

A control device for a series hybrid vehicle according to claim 5 of the present application is the invention according to claim 4,
The control means supplies fuel to the engine so that the air-fuel ratio becomes lean when the engine is idling.

A control device for a series hybrid vehicle according to claim 6 of the present application is the invention according to claim 4 or 5,
The engine is a dual fuel engine to which either one of a first fuel and a second fuel having a combustion exhaust temperature under the same output lower than that of the first fuel is selectively supplied.
The control means supplies the second fuel to the engine when the engine is idling.

A control device for a series hybrid vehicle according to claim 7 of the present application is the invention according to any one of claims 1 to 6,
The temperature detecting means detects an exhaust temperature of the engine.

The control apparatus for a series hybrid vehicle according to claim 8 of the present application is the invention according to any one of claims 1 to 7,
The series hybrid vehicle includes a water pump that circulates cooling water of the engine by being driven by the engine,
The temperature detecting means detects the temperature of the cooling water.

  According to the invention of claim 1 of the present application, when a deceleration state is detected for a series hybrid vehicle, unnecessary fuel consumption is prevented by stopping the engine when the temperature of the engine is relatively low. When the temperature of the engine is relatively high, motoring the engine with a generator prevents unnecessary fuel consumption and discharges high-temperature gas that has accumulated in the exhaust system of the engine, or circulates cooling water with a water pump. For example, it is possible to prevent the occurrence of heat damage such as deterioration of the catalyst device installed in the exhaust system, deterioration of the insulator supporting the engine, deterioration of the spark plug, deterioration of the battery, and the like.

  According to the invention of claim 2 of the present application, since the motoring of the engine by the generator is performed only when the remaining charge amount of the battery is higher than a predetermined amount, the remaining charge amount of the battery is reduced too much, Inconveniences such as hindrance to running and engine starting and deterioration of the battery are avoided.

  According to the invention of claim 3 of the present application, since the motoring of the engine by the generator is performed such that the rotational speed becomes higher as the remaining charge amount of the battery is larger, the above-described problems can be reliably avoided. However, heat damage can be effectively prevented.

  According to the invention of claim 4 of the present application, when the remaining charge amount of the battery is equal to or less than a predetermined amount, idling with a low combustion temperature in a low rotation and no load state instead of the motoring of the engine by the generator described above. Since the operation is performed, the temperature of the exhaust system can be lowered by the relatively low temperature exhaust gas.

  According to the invention of claim 5 of the present application, since the air-fuel ratio at the idling operation is set to lean, the combustion temperature is further suppressed to be lower than that of the invention of claim 4.

  According to the invention of claim 6 of the present application, when the engine is a dual fuel engine, fuel having a low combustion exhaust gas temperature is supplied to the engine during the idling operation. it can. In particular, by implementing this invention in the invention of claim 5, it is possible to obtain a higher thermal damage suppressing effect.

  According to the invention of claim 7 of the present application, since the control by the control means is performed based on the detection of the exhaust temperature of the engine, in particular, heat such as catalyst deterioration due to residence of high-temperature gas in the exhaust system of the engine. The occurrence of harm can be effectively prevented.

  According to the invention of claim 8 of the present application, since the control by the control means is performed based on detection of the temperature of the cooling water of the engine, the heat damage caused by the stay of the high-temperature cooling water, for example, in the vicinity of the engine. It is possible to effectively prevent the occurrence of heat damage such as deterioration of the battery and insulator, or deterioration of the spark plug.

1 is a block diagram showing an overall configuration of a series hybrid vehicle according to an embodiment of the present invention. It is a control system figure of the vehicle shown in FIG. It is a map which divides the running area of vehicles. It is a flowchart which shows an example of the concrete control action which the control unit of a vehicle performs. It is a graph which shows the relationship between the remaining charge amount of a battery, and the engine speed at the time of motoring. 5 is a time chart showing an example of changes over time of various elements when the control shown in FIG. 4 is performed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  First, the overall configuration of the series hybrid vehicle 1 according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 1 includes an engine 10, a generator 20 that can operate as a motor connected to the output shaft of the engine 10, and a high voltage that is charged by electric power generated by the generator 20. A battery 40 and a motor 60 that is driven by at least one of the generated power of the generator 20 or the power from the battery 40 and that can operate as a generator that drives the drive wheels 71 and 72 are provided. A first inverter 30 is provided between the generator 20 and the battery 40, and a second inverter 50 is provided between the battery 40 and the motor 60. Furthermore, the vehicle 1 is equipped with a mechanical water pump 75. The water pump 75 is driven by the engine 10 to circulate the cooling water of the engine 10.

  The drive source of the vehicle 1 is exclusively a motor 60. The driving force of the motor 60 is transmitted to the left and right driving wheels (front wheels in the embodiment) 71 and 72 via the differential device 70, whereby the vehicle 1 travels.

  The driving force of the engine 10 is used for power generation by the generator 20. The engine 10 is a dual fuel engine in which gasoline as liquid fuel stored in a gasoline fuel tank 80 and hydrogen as gaseous fuel stored in a hydrogen fuel tank 90 are selectively supplied. Here, when gasoline fuel is used and when hydrogen fuel is used, the combustion exhaust temperature under the same output is lower for hydrogen fuel than for gasoline fuel. Therefore, it is advantageous to use hydrogen fuel from the viewpoint of suppressing heat damage in the engine 10 and its surroundings.

  Next, the control system of the vehicle 1 will be described with reference to FIG.

  As shown in FIG. 2, the engine 10 according to the present embodiment is a twin rotor type rotary engine, and the rotor 12 that contacts the trochoidal surface of the rotor housing 11 at three points and defines three working chambers rotates. As a result, the eccentric shaft 13 as the output shaft is rotationally driven. An intake passage 14 and an exhaust passage 16 are connected to the rotor housing 11, a throttle valve 15 and a gasoline fuel injection valve 102 are disposed in the intake passage 14, and an exhaust purification catalyst 17 is disposed in the exhaust passage 16. ing. The hydrogen fuel injection valve 103 and the spark plug 104 are attached to the rotor housing 11 so as to face the working chamber of the rotor housing 11. In FIG. 2, the arrows shown in the intake passage 14 and the exhaust passage 16 indicate the flow of intake or exhaust.

  The vehicle 1 includes an engine cooling water temperature sensor 111 that detects the temperature of the cooling water of the engine 10, an engine exhaust temperature sensor 112 that detects the temperature of the exhaust gas of the engine 10, the current flowing in and out of the battery 40, and the battery 40. A battery voltage / current sensor 113 for detecting the voltage; a fuel changeover switch 114 for switching between fuel supplied to the engine 10 by operation of an occupant between gasoline fuel and hydrogen fuel; and vehicle speed (traveling speed of the vehicle 1). A vehicle speed sensor 115 for detecting engine speed, an accelerator opening sensor 116 for detecting an accelerator opening (depressing amount of an accelerator pedal) as a vehicle load, and an engine rotation sensor 117 for detecting the number of revolutions of the engine 10. Yes. Among the above sensors, the engine coolant temperature sensor 111 and the engine exhaust temperature sensor 112 correspond to “temperature detecting means” in the claims, and the vehicle speed sensor 115 and the accelerator opening sensor 116 are in the claims. The battery voltage / current sensor 113 corresponds to “operation state detection means” and corresponds to “charge state detection means” in the claims.

  These engine coolant temperature sensor 111, engine exhaust temperature sensor 112, battery voltage / current sensor 113, fuel changeover switch 114, vehicle speed sensor 115, accelerator opening sensor 116, and engine rotation sensor 117 output signals are control means. Are input to the control unit 100.

  The control unit 100 also outputs control signals to the first inverter 30, the second inverter 50, the gasoline fuel injection valve 102, the hydrogen fuel injection valve 103, and the spark plug 104.

  As shown in FIG. 3, in the control unit 100, the traveling region of the vehicle 1 defined by the vehicle speed and the vehicle load (accelerator opening) is divided into region A, region B, and region C and set in advance. The control unit 100 performs control so that the power supply source to the motor 60 is appropriately switched depending on which of the above-described regions A to C the traveling state of the vehicle 1 belongs to.

  Specifically, when the traveling state of the vehicle 1 belongs to the region A, that is, during low load traveling, electric power is supplied from the battery 40 to the motor 60 via the second inverter 50 so that only the battery 40 is discharged. Based on the motor running.

  On the other hand, when the traveling state of the vehicle 1 belongs to the region C, that is, when traveling at a high load and a low vehicle speed, the generated power of the generator 20 generated by driving the engine 10 and the power from the battery 40 are supplied to the motor 60. Thus, motor traveling based on power generation by driving the engine 10 and discharging of the battery 60 is performed.

  Further, when the traveling state of the vehicle 1 belongs to the region B, that is, when traveling in a region of mainly medium load other than the regions A and C, the generated power of the generator 20 generated by driving the engine 10 is the first and first By being supplied to the motor 60 via the two inverters 30 and 50, the motor traveling based only on the power generation by driving the engine 10 is performed.

  When the generator 20 generates power by driving the engine 10, surplus power generated by the generator 20 is supplied to the battery 40 via the first inverter 30, so that the battery 40 is charged. The battery 40 is also charged by supplying regenerative power generated by operating the motor 60 as a generator during deceleration of the vehicle 1 to the battery 40 via the second inverter 50.

  Next, an example of a specific control operation performed by the control unit 100 will be described with reference to FIG.

  First, in step S1, various signals are read. Specifically, the signals of the coolant temperature Tw of the engine 10, the exhaust temperature Te of the engine 10, the accelerator opening, the vehicle speed, the voltage / current value of the battery 40, and the fuel selected by the fuel selector switch 114 are read.

  In the next step S2, the remaining charge amount SOC of the battery 40 is calculated based on the voltage / current value of the battery 40 read in step S1.

  In the subsequent step S3, it is determined whether or not the travel region of the vehicle 1 has entered the region A in FIG. 3 due to deceleration, that is, a decrease in the load (accelerator opening).

  As a result of the determination in step S3, when the traveling region of the vehicle 1 is not in the region A of FIG. 3 due to deceleration, the fuel (gasoline fuel or hydrogen fuel) selected by the occupant is selected (step S4). Then, a normal driving according to the travel region of the vehicle 1, that is, a driving according to the map of FIG. 3 is performed (step S5).

  On the other hand, as a result of the determination in step S3, when the traveling area of the vehicle 1 enters the area A in FIG. 3 due to deceleration, the process proceeds to step S6.

  In step S6 and step S7, the temperature related to the engine 10 is determined. Specifically, in step S6, it is determined whether the exhaust temperature Te of the engine 10 is higher than a predetermined temperature Te1, and in step S7, it is determined whether the cooling water temperature Tw of the engine 10 is higher than a predetermined temperature Tw1. Determined.

  If the exhaust temperature Te is equal to or lower than the predetermined temperature Te1 and the cooling water temperature Tw is equal to or lower than the predetermined temperature Tw1 as a result of the determination in steps S6 to S7, the engine 10 is stopped in step S8. Thereby, useless fuel consumption can be suppressed when the vehicle is in a traveling state that does not require power generation by driving the engine 10.

  On the other hand, when the exhaust temperature Te or the cooling water temperature Tw is higher than the predetermined temperatures Te1 and Tw1 as a result of the determination in steps S6 to S7, the process proceeds to step S9, and depending on the determination result in step S9, the motoring of the engine 10 is performed. Processing (step S10 and step S11) is performed.

  In the present embodiment, if one of the exhaust temperature Te or the cooling water temperature Tw is higher than the predetermined temperature Te1, Tw1, even if the other is equal to or lower than the predetermined temperature Te1, Tw1, the processing (steps related to motoring of the engine 10) Control is performed so that S10 and step S11) can be performed.

  In step S9, it is determined whether or not the remaining charge amount SOC of the battery 40 is larger than the predetermined amount SOC1, and only when the remaining charge amount SOC is larger than the predetermined amount SOC1, a process related to motoring of the engine 10 (step S10 and step S10). Step S11) is performed. As a result, the remaining charge amount SOC of the battery 40 is reduced too much, causing troubles such as traveling by the motor 60 and starting of the engine 10, speeding up the deterioration of the battery, and causing malfunction of the in-vehicle device. Avoided.

  In step S10, the motoring rotational speed is set according to the remaining charge amount SOC of the battery 40. More specifically, as shown in FIG. 5, the motoring rotational speed is set higher as the remaining charge amount SOC of the battery 40 increases. By performing motoring of the engine 10 in the next step S11 based on such settings, it is possible to effectively prevent thermal damage while reliably avoiding the above-mentioned problems.

  In the subsequent step S11, electric power is supplied from the battery 40 to the generator 20 in place of fuel supply to the engine 10, whereby the engine 10 is motored by the generator 20. Thereby, while preventing unnecessary fuel consumption, it is possible to discharge the high-temperature gas accumulated in the exhaust system of the engine 10 or to circulate the cooling water by the water pump 75, for example, deterioration of the exhaust purification catalyst 17, It is possible to prevent the occurrence of heat damage such as the deterioration of the insulator that supports the engine 10, the deterioration of the spark plug 104, and the deterioration of the battery 40.

  On the other hand, as a result of the determination in step S9, when the remaining charge amount SOC of the battery 40 is equal to or less than the predetermined amount SOC1, hydrogen fuel is forcibly selected regardless of the occupant's selected fuel in step S12. The engine 10 is idling while the air-fuel ratio is lean. Thus, when the engine 10 cannot be motored by the generator 20 due to a shortage of the remaining charge SOC of the battery 40, the idling operation of the engine 10 using hydrogen fuel having a relatively low combustion exhaust temperature is performed. The temperature of the exhaust system can be lowered by the relatively low temperature exhaust gas. In addition, at this time, since the air-fuel ratio is set to lean, the combustion temperature is further suppressed to be low.

  In the present embodiment, the idling operation is performed after the hydrogen fuel is forcibly selected even when gasoline fuel is selected by the occupant's intention regarding the processing of step S12 to step S13. The present invention does not prevent the idling operation from being continued in a state where the gasoline fuel is selected when the gasoline fuel is selected by the occupant's intention. The idling operation in this case is preferably performed after the air-fuel ratio is set to lean, as in the present embodiment, and the exhaust system of the engine 10 is appropriately used even when gasoline fuel is used at the lean air-fuel ratio. It is preferable to provide a catalyst capable of purifying exhaust gas.

  Next, an example of changes over time of various elements when the control operation of FIG. 5 is performed will be described with reference to the time chart of FIG.

  The “deceleration flag” shown in FIG. 6 is set to “1” when the traveling area enters the area A shown in FIG. 3 due to deceleration, and the traveling area is changed from the area A to another area. Indicates a flag reset to “0”.

  In the initial state of FIG. 6, the exhaust temperature Te of the engine 10 is higher than the predetermined temperature Te1, the cooling water temperature Tw of the engine 10 is higher than the predetermined temperature Tw1, and the remaining charge amount SOC of the battery 40 is larger than the predetermined amount SOC1. The gasoline fuel is selected by the occupant, and the motor is running based on the power generation by driving the engine 10 using the gasoline fuel. That is, in the initial state of FIG. 6, the traveling state of the vehicle 1 belongs to the region B shown in FIG. 3, and the deceleration flag is set to “0”.

  In this initial state, when the traveling region of the vehicle 1 enters the region A shown in FIG. 3 due to deceleration, that is, when the deceleration flag is set to “1”, the fuel supply to the engine 10 is stopped and the battery Switching to motor running based on 40 discharges. At the same time, motoring of the engine 10 by the generator 20 is started.

  When motoring of the engine 10 is performed, the relatively low temperature outside air is taken into the engine 10 and the exhaust system of the engine 10 so that the exhaust temperature Te and the cooling water temperature Tw of the engine 10 gradually decrease. When both the exhaust temperature Te of the engine 10 and the cooling water temperature Tw are equal to or lower than the predetermined temperatures Te1, Tw1, the motoring of the engine 10 is finished.

  Thereafter, when the traveling region of the vehicle 1 returns from the region A to the region B in FIG. 3, motor traveling based on power generation by driving the engine 10 using gasoline fuel is started again.

  On the other hand, the middle state of FIG. 6 is a state similar to the initial state of FIG. 6 except that the remaining charge SOC of the battery 40 is equal to or less than the predetermined amount SOC1.

  In the middle state of FIG. 6, when the travel region of the vehicle 1 enters the region A shown in FIG. 3 due to deceleration, the motor travels based on the discharge of the battery 40 and the hydrogen fuel is forcibly selected. The engine 10 is idling so that the air-fuel ratio becomes lean. In the present invention, the idling operation may be performed with the air-fuel ratio lean while the gasoline fuel is selected.

  By this idling operation, the exhaust temperature Te and the cooling water temperature Tw of the engine 10 gradually decrease. When both the exhaust temperature Te and the cooling water temperature Tw become equal to or lower than the predetermined temperatures Te and Tw, the idling operation is ended.

  Unlike the case shown in FIG. 6, when hydrogen fuel is selected by the occupant, hydrogen fuel is always used when the engine 10 is driven, including during idling operation, and the air-fuel ratio becomes lean only during idling operation. Is set.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, the engine used in the present invention is not limited to the rotary engine 10 as in the above-described embodiment, and may be a reciprocating engine.

  Further, in the above-described embodiment, the configuration in which gasoline fuel is used as the first fuel and hydrogen fuel is used as the second fuel has been described. However, in the present invention, the combustion exhaust temperature under the same output is higher than that of the first fuel. If the condition that the second fuel is lower is satisfied, it does not prevent the use of a fuel other than gasoline fuel as the first fuel or the use of fuel other than hydrogen fuel as the second fuel.

  Furthermore, the present invention can be applied not only to a vehicle equipped with a dual fuel engine that is selectively supplied with two types of fuel, but also to a vehicle equipped with an engine that uses only one type of fuel.

1: vehicle, 10: engine, 20: generator, 40: battery, 60: motor, 75: water pump, 100: control unit, 111: engine cooling water temperature sensor, 112: engine exhaust temperature sensor, 113: battery voltage Current sensor, 114: fuel changeover switch, 115: vehicle speed sensor, 116: accelerator opening sensor, 117: engine rotation sensor.

Claims (8)

Engine,
A generator capable of operating as a motor connected to the output shaft of the engine;
A battery that is charged by the power generated by the generator;
A control device for a series hybrid vehicle, comprising: a motor driven by at least one of the generated power of the generator or the power from the battery to drive the drive wheels;
Temperature detecting means for detecting a temperature associated with the engine;
Driving state detecting means for detecting the driving state;
When a deceleration state is detected by the detection means, the engine is stopped when the temperature detected by the temperature detection means is equal to or lower than a predetermined temperature, and when the temperature detected by the temperature detection means is higher than the predetermined temperature. And a control means for motoring the engine by the generator by supplying electric power from the battery to the generator. Charging state detecting means for detecting the charging state of the battery;
When the deceleration state is detected by the operating state detection unit and the temperature detected by the temperature detection unit is higher than the predetermined temperature, the control unit sets the remaining charge amount of the battery to a predetermined amount by the charge state detection unit. 2. The series hybrid vehicle control device according to claim 1, wherein the motoring of the engine by the generator is performed only when it is detected that the output voltage is higher than the upper limit.   3. The control unit according to claim 2, wherein when the engine is motored by the generator, the motoring rotational speed is increased as the remaining charge amount of the battery detected by the charging state detection unit increases. The control device of the described series hybrid vehicle.   When the deceleration state is detected by the operation state detection unit and the temperature detected by the temperature detection unit is higher than the predetermined temperature, the control unit determines the remaining charge amount of the battery by the charge state detection unit. 4. The series hybrid vehicle control device according to claim 2, wherein the engine is idled when it is detected that the amount is not more than a fixed amount. 5.   5. The control apparatus for a series hybrid vehicle according to claim 4, wherein the control means supplies fuel to the engine so that the air-fuel ratio becomes lean when the engine is idling. The engine is a dual fuel engine to which either one of a first fuel and a second fuel having a combustion exhaust temperature under the same output lower than that of the first fuel is selectively supplied.
6. The control apparatus for a series hybrid vehicle according to claim 4, wherein the control means supplies the second fuel to the engine when the engine is idling.   The series hybrid vehicle control device according to claim 1, wherein the temperature detection unit detects an exhaust temperature of the engine. The series hybrid vehicle includes a water pump that circulates cooling water of the engine by being driven by the engine,
The control device for a series hybrid vehicle according to any one of claims 1 to 7, wherein the temperature detecting means detects a temperature of the cooling water.

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