JP2020093726A - Vehicle control device - Google Patents

Abstract

To inhibit an excessive tensile force from acting on a belt.SOLUTION: A vehicle includes an internal combustion engine serving as a drive source and a motor generator drivably connected to a crank shaft of the internal combustion engine. A fan for cooling a radiator is connected through a belt to the crank shaft of the internal combustion engine. A hydraulic clutch is attached onto a transmission path of rotational torque from the crank shaft to the fan. A tensile force calculation part of a control device applied to the vehicle calculates a tensile force of the belt based on an engine rotation number of the internal combustion engine. If the calculated tensile force of the belt exceeds a determined reference value, a torque control part of the control device controls the internal combustion engine so that engine torque becomes small and controls the motor generator so that motor torque becomes large. Further, a clutch control part of the control device controls the hydraulic clutch so that rotational torque transmitted from the crank shaft to the belt becomes small.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device.

The vehicle of Patent Document 1 includes an internal combustion engine as a drive source. In addition, the vehicle of Patent Document 1 includes a motor generator as a drive source different from the internal combustion engine. The crankshaft of the internal combustion engine and the drive shaft of the motor generator are drivingly connected. By driving the motor generator as a motor, driving of the internal combustion engine can be assisted. A fan for cooling the radiator is drivingly connected to the drive shaft of the motor generator.

Japanese Patent Publication No. 2016-516622

In a vehicle as disclosed in Patent Document 1, a motor generator and a fan may be drivingly connected via a belt. In the case of such a vehicle, for example, when the internal combustion engine is in a high load state, it is necessary to drive the fan at a high rotation speed in order to efficiently cool the cooling water flowing in the radiator. However, when the fan is driven at a high rotation speed, excessive tension may act on the belt.

A control device for a vehicle for solving the above-mentioned problems includes an internal combustion engine as a drive source for the vehicle, a motor generator drivingly connected to a crankshaft of the internal combustion engine, a fan for cooling a radiator, and the crankshaft. Which is applied to a vehicle including a belt for transmitting the rotational torque of the rotary torque to the fan, and a hydraulic clutch provided on a transmission path of the rotational torque from the crankshaft to the fan, the internal combustion engine Torque controller for controlling the engine torque and the motor torque of the motor generator, a clutch controller for controlling the hydraulic pressure supplied to the hydraulic clutch, and the tension of the belt based on the engine speed of the internal combustion engine. If the tension calculated by the tension calculation unit, and the tension calculated by the tension calculation unit exceeds a predetermined reference value as a tension that may cause cutting of the belt, the torque control unit determines that the engine torque is While controlling the internal combustion engine so as to be smaller, controlling the motor generator so as to increase the motor torque, the clutch control unit reduces the rotational torque transmitted from the crankshaft to the belt. Thus, the hydraulic pressure supplied to the hydraulic clutch is controlled.

In the above configuration, the internal combustion engine is controlled so that the engine torque is reduced in the case where the belt may be cut. If the engine torque of the internal combustion engine becomes smaller, the amount of heat generated by the internal combustion engine becomes smaller, so that the rotational speed of the fan for cooling the radiator can be made smaller. According to the above configuration, since the rotational torque transmitted to the fan via the hydraulic clutch is reduced, the tension acting on the belt transmitting the rotational torque to the fan is also reduced.

In the above configuration, the motor torque of the motor generator increases as the engine torque of the internal combustion engine decreases. Therefore, it is possible to prevent the driving torque of the entire internal combustion engine and the motor generator from fluctuating due to the series of processes performed due to the belt tension exceeding the reference value.

Schematic of a hybrid system. The flowchart which shows a series of processes which a control device performs. FIG. 6A is a relationship diagram showing a relationship between engine speed and fan torque. (B) is a relationship diagram showing the relationship between the engine speed and the belt tension. (C) is a relationship diagram showing the relationship between the fan torque and the water temperature. (D) is a relationship diagram showing a relationship between engine torque and water temperature.

Hereinafter, an embodiment will be described with reference to FIGS.
First, the schematic configuration of the hybrid system 10 in a hybrid vehicle will be described.

As shown in FIG. 1, the hybrid system 10 includes an internal combustion engine 20 as a drive source of the vehicle. The internal combustion engine 20 has a plurality of (for example, six) cylinders, and the combustion of the fuel supplied to these cylinders causes the crankshaft 21 to rotate. An input shaft 31a of a torque converter 31 is connected to the crankshaft 21 via a first clutch 22. The first clutch 22 has a "connected state" in which rotational torque can be transmitted between the crankshaft 21 and the input shaft 31a, and a "non-connected state" in which rotational torque cannot be transmitted between the crankshaft 21 and the input shaft 31a. State". When the first clutch 22 is in the connected state, the rotation torque of the crankshaft 21 can be input to the torque converter 31. On the other hand, when the first clutch 22 is in the disengaged state, the rotation torque of the crankshaft 21 cannot be input to the torque converter 31.

The rotating shaft 41 (rotor) of the motor generator 40 is mechanically connected to the input shaft 31 a of the torque converter 31. When the motor generator 40 functions as an electric motor, the output torque of the motor generator 40 is input to the input shaft 31a of the torque converter 31 via the rotation shaft 41. When the motor generator 40 functions as a generator, the rotation torque of the input shaft 31 a of the torque converter 31 is input to the motor generator 40 via the rotation shaft 41. In this embodiment, an inverter is built in the motor generator 40 and is connected to the battery via the inverter or the like. Then, the motor generator 40 exchanges electric power with the battery.

In the torque converter 31, an output shaft 31c is connected to the input shaft 31a via a lockup clutch 31b. The lockup clutch 31b is switched to one of the "directly connected state", the "slip state", and the "released state" by hydraulic pressure. When the lockup clutch 31b is in the "directly connected state", the input shaft 31a and the output shaft 31c of the torque converter 31 are directly connected and both rotate integrally. When the lockup clutch 31b is in the "slip state", the flex lockup control for controlling the slip amount of the lockup clutch 31b is performed, so that the input shaft 31a and the output shaft 31c of the torque converter 31 are relatively moved to some extent. Rotate. When the lockup clutch 31b is in the "released state", the amount of rotation torque transmitted from the input shaft 31a of the torque converter 31 to the output shaft 31c via the lockup clutch 31b becomes zero.

The output shaft 31c of the torque converter 31 is connected to the input shaft 32a of the speed change mechanism 32. The speed change mechanism 32 includes a plurality of gears 32b and a second clutch 32c that is arranged downstream of the gears 32b. When any one of the plurality of gears 32b is selected, the rotation of the input shaft 32a is decelerated at a speed reduction ratio corresponding to the selected gear 32b and is output to the second clutch 32c. The second clutch 32c transmits the rotational torque from the input shaft 32a of the speed change mechanism 32 to the output shaft 32d of the speed change mechanism 32 in a “connected state” and the rotational torque from the input shaft 32a of the speed change mechanism 32 to the speed change state. The output shaft 32d of the mechanism 32 is switched to either the "unconnected state" in which it cannot be transmitted. When the shift lever of the vehicle is in the neutral position (N position), the second clutch 32c is in the "non-connection state". Further, the "non-connected state" of the second clutch 32c may be referred to as the "neutral state".

A shift lock mechanism 33 is mounted on the output shaft 32d of the transmission mechanism 32. The shift lock mechanism 33 is a mechanism that mechanically restricts the rotation of the output shaft 32d of the transmission mechanism 32 when the shift lever is in the parking position. The shift lock mechanism 33 includes a shift gear 33a and a lock pin 33b. The lock pin 33b can be inserted and removed between the teeth of the shift gear 33a. When the lock pin 33b is inserted between the teeth of the shift gear 33a, the rotation of the output shaft 32d of the speed change mechanism 32 is restricted, and the output shaft 32d cannot rotate. When the lock pin 33b is pulled out from between the teeth of the shift gear 33a, the rotation of the output shaft 32d of the speed change mechanism 32 is allowed. In this embodiment, the torque converter 31, the speed change mechanism 32, and the shift lock mechanism 33 constitute the automatic transmission 30. The drive wheel 50 is connected to the output shaft 32d of the speed change mechanism 32 at a stage subsequent to the shift lock mechanism 33 via a differential gear (not shown).

A drive pulley 61 is fixed to the crankshaft 21 of the internal combustion engine 20. An endless (annular) belt 64 is wound around the drive pulley 61. The belt 64 is also wound around the driven pulley 62. A rotary shaft 63 is connected to the driven pulley 62. Therefore, the rotating torque of the crankshaft 21 is transmitted to the rotating shaft 63 via the drive pulley 61, the belt 64, and the driven pulley 62.

The rotating shaft 63 is connected via a hydraulic clutch 65 to a fan 66 for cooling the radiator. The hydraulic clutch 65 is switched to either a “connected state” or a “non-connected state” by the oil pressure of oil introduced into the hydraulic clutch 65 according to electric control. When the hydraulic clutch 65 is in the “connected state”, the rotation torque can be transmitted between the rotation shaft 63 and the fan 66. Specifically, the greater the hydraulic pressure supplied to the hydraulic clutch 65, the greater the rotational torque that can be transmitted from the rotary shaft 63 to the fan 66. When the fan 66 rotates following the rotation of the rotary shaft 63, the fan 66 blows air to the radiator, and the cooling water of the internal combustion engine 20 flowing inside the radiator is cooled. On the other hand, when the hydraulic clutch 65 is in the “non-connected state”, the rotation torque cannot be transmitted between the rotation shaft 63 and the fan 66. The hydraulic clutch 65 may also be referred to as a fan clutch.

Oil is supplied to the hydraulic clutch 65 from an oil pump 67. An oil passage 69 extends from the oil pump 67, and the oil passage 69 is connected to the hydraulic clutch 65. An on-off valve 68 is provided in the middle of the oil passage 69. The hydraulic pressure supplied to the hydraulic clutch 65 is controlled by adjusting the valve opening degree of the opening/closing valve 68. As the hydraulic pressure of the hydraulic clutch 65 decreases and the fan torque transmitted from the crankshaft 21 to the fan 66 via the hydraulic clutch 65 decreases, the rotation speed of the fan 66 decreases.

The internal combustion engine 20, the motor generator 40, and the opening/closing valve 68 described above are controlled by the control device 80. The control device 80 includes a torque control unit 81 that controls the engine torque of the internal combustion engine 20 and a motor torque of the motor generator 40, a clutch control unit 82 that controls the hydraulic clutch 65 by controlling the opening/closing valve 68, and an engine of the internal combustion engine 20. A tension calculator 83 that calculates the tension of the belt 64 based on the number of rotations is provided.

The torque control unit 81 controls the engine torque of the internal combustion engine 20 by outputting a control signal to the throttle valve and the fuel injection valve of the internal combustion engine 20. Further, the torque control unit 81 controls the motor torque of the motor generator 40 by outputting a control signal to the motor generator 40 (inverter). The clutch control unit 82 adjusts the valve opening degree of the on-off valve 68 by outputting a control signal to the on-off valve 68. Then, by adjusting the valve opening degree of the opening/closing valve 68, the hydraulic pressure supplied to the hydraulic clutch 65 is controlled. Further, a signal indicating an accelerator operation amount X1 which is an operation amount of an accelerator pedal operated by the driver is input to the control device 80 from the accelerator opening sensor 71.

Next, a series of processes performed by the control device 80 will be described. The control device 80 is operated by pressing an ignition switch (also referred to as a system ON/OFF switch or the like) of the vehicle to start the control device 80, and then pressing the ignition switch. A series of processing is repeatedly executed at every predetermined control cycle until is completed.

As shown in FIG. 2, when the control device 80 starts a series of processes, it executes the process of step S11. In step S11, the control device 80 rotates the drive wheel 50 by the engine torque Te1 which is the required value of the torque for rotating the drive wheel 50 by the internal combustion engine 20 and the motor generator 40 based on the accelerator operation amount X1 and the like. The motor torque Tm1, which is the required value of the torque for the operation, is calculated. For example, the controller 80 calculates the engine torque Te1 and the motor torque Tm1 to be larger as the accelerator operation amount X1 is larger. Further, the control device 80, based on the accelerator operation amount X1 and the like, the engine rotation speed Ne1 which is a required value of the rotation speed of the crankshaft 21 of the internal combustion engine 20 per predetermined time, and the predetermined rotation speed of the rotation shaft 41 of the motor generator 40. A motor rotation speed Nm, which is a required value of the rotation speed per time, is calculated. For example, the control device 80 calculates the engine speed Ne1 and the motor speed Nm to be larger as the accelerator operation amount X1 is larger. After that, the control device 80 advances the processing to step S12.

In step S12, the control device 80 calculates the fan torque Tf1, which is the torque required to rotate the fan 66, based on the engine speed Ne1. Here, since the load of the internal combustion engine 20 increases as the engine speed increases, the temperature of the cooling water circulating in the internal combustion engine 20 easily rises. When the temperature of the cooling water is high as described above, the temperature of the radiator is also likely to rise, so that it is necessary to increase the fan torque in order to increase the rotation speed of the fan 66. Therefore, as shown in FIG. 3A, the fan torque tends to increase as the engine speed increases. The control device 80 stores a map showing the relationship between the engine speed and the fan torque as shown in FIG. The control device 80 refers to the stored map and calculates the fan torque Tf1 based on the engine speed Ne1. Thereafter, as shown in FIG. 2, the control device 80 advances the process to step S13.

In step S13, the tension calculator 83 in the control device 80 calculates the belt tension Tb, which is the tension acting on the belt 64, based on the engine speed Ne1. As described above, the fan torque generally tends to increase as the engine speed increases. Then, when the fan torque is large, the belt tension becomes large. Therefore, as shown in FIG. 3B, the belt tension tends to increase as the engine speed increases. When the engine speed exceeds a certain speed, the hydraulic clutch 65 slips, so that the belt tension decreases. The control device 80 stores a map showing the relationship between the engine speed and the belt tension as shown in FIG. The tension calculation unit 83 refers to the stored map to calculate the belt tension Tb based on the engine speed Ne1. Then, as shown in FIG. 2, the control device 80 advances the process to step S14.

In step S14, the control device 80 determines whether or not the belt tension Tb is larger than the reference value A. Here, if the tension generated in the belt 64 is excessively large, the belt 64 may be cut while the belt 64 is being used. Therefore, the tension at which the belt 64 is cut is obtained by experiments, and a value slightly smaller than the tension is set as the reference value A at which the belt 64 can be cut. When the belt tension Tb is larger than the reference value A in step S14 (S14: YES), the controller 80 advances the process to step S21. On the other hand, when the belt tension Tb is equal to or less than the reference value A in step S14 (S14: NO), the control device 80 advances the process to step S31.

In step S31, the torque control unit 81 in the control device 80 controls the internal combustion engine 20 according to the engine torque Te1 and the engine speed Ne1 calculated in step S11. Further, the torque control unit 81 controls the motor generator 40 according to the motor torque Tm1 and the motor rotation speed Nm calculated in step S11. Further, the clutch control unit 82 in the control device 80 controls the valve opening degree of the opening/closing valve 68 according to the fan torque Tf1. As a result, the fan 66 rotates at a rotation speed according to the engine rotation speed Ne1 and the fan torque Tf1 of the internal combustion engine 20. After that, the control device 80 ends this series of processing.

On the other hand, when the belt tension Tb is larger than the reference value A in step S14 described above (S14: YES), the controller 80 advances the process to step S21. In step S21, the control device 80 calculates the fan torque assuming that the belt tension Tb is the reference value A as the corrected fan torque Tf2. Specifically, the engine rotation speed Ne2 when the belt tension Tb becomes the reference value A is calculated based on the map showing the relationship between the engine rotation speed and the belt tension as shown in FIG. 3B. Then, the fan torque at the engine speed Ne2 is calculated based on the map showing the relationship between the engine speed and the fan torque as shown in FIG. 3A, and this is set as the corrected fan torque Tf2. Therefore, the corrected fan torque Tf2 calculated in step S14 becomes smaller than the fan torque Tf1 calculated in step S12. After that, the control device 80 advances the processing to step S22.

In step S22, the control device 80 calculates the water temperature of the cooling water of the internal combustion engine 20 on the assumption that the fan 66 is driven by the fan torque Tf1 calculated in step S12 and the corrected fan torque Tf2 calculated in step S21. To do. Here, as described above, the smaller the fan torque transmitted to the fan 66, the smaller the rotational speed of the fan 66. Then, as the rotation speed of the fan 66 decreases, the cooling efficiency of the radiator that cools the cooling water by heat exchange with the outside air decreases. Therefore, as shown in FIG. 3(c), the smaller the fan torque, the higher the temperature of the cooling water circulating in the internal combustion engine 20. The controller 80 stores a map showing the relationship between the fan torque and the cooling water temperature of the internal combustion engine 20, as shown in FIG. In step S22, the control device 80 temporarily determines the cooling water of the internal combustion engine 20 when the internal combustion engine 20 is operated at the engine torque Te1 and the engine speed Ne1 and the hydraulic clutch 65 is controlled by the fan torque Tf1. The water temperature W1 is calculated. Specifically, the control device 80 refers to the stored map, and based on the fan torque Tf1, the water temperature W1 of the cooling water of the internal combustion engine 20 when the fan 66 is driven by the fan torque Tf1. calculate. Similarly, the control device 80 temporarily determines the cooling water of the internal combustion engine 20 when the internal combustion engine 20 is operated at the engine torque Te1 and the engine speed Ne1 and the hydraulic clutch 65 is controlled by the corrected fan torque Tf2. The water temperature W2 is calculated. Specifically, the control device 80 refers to the stored map, and based on the corrected fan torque Tf2, the temperature of the cooling water of the internal combustion engine 20 when the fan 66 is driven by the corrected fan torque Tf2. Calculate W2. After that, the control device 80 advances the processing to step S23.

In step S23, the controller 80 calculates the corrected engine torque Te2 by correcting the engine torque Te1 based on the water temperature W1 and the water temperature W2 calculated in step S22. Here, if the fan torque for driving the fan 66 is constant, as the engine torque of the internal combustion engine 20 becomes smaller, the water temperature of the cooling water circulating through the internal combustion engine 20 becomes lower, as shown in FIG. 3D. Become. The control device 80 stores a map showing the relationship between the engine torque and the cooling water temperature of the internal combustion engine 20 as shown in FIG. In step S23, if the internal combustion engine 20 is operating at the engine speed Ne1 and the hydraulic clutch 65 is controlled by the correction fan torque Tf2, the control device 80 determines that the cooling water temperature of the internal combustion engine 20 is the water temperature. Calculate the engine torque at W1. Specifically, the control device 80 refers to the stored map and calculates the engine torque when the water temperature of the cooling water is the water temperature W1 as the corrected engine torque Te2. As described above, when the internal combustion engine 20 is operated at the engine speed Ne1 and the hydraulic clutch 65 is controlled by the correction fan torque Tf2, the engine torque Te1 is equal to the coolant temperature W2. Is the engine torque.

In step S23, the control device 80 corrects the motor torque Tm1 based on the engine torque Te1 and the corrected engine torque Te2 to calculate the corrected motor torque Tm2. Specifically, the control device 80 calculates the difference between the engine torque Te1 and the corrected engine torque Te2 as the corrected torque amount Z. Then, the control device 80 calculates the corrected motor torque Tm2 by adding the correction torque amount Z to the motor torque Tm1 calculated in step S11. That is, the control device 80 calculates the corrected motor torque Tm2 that is larger than the motor torque Tm1. Since the difference between the engine torque Te1 and the corrected engine torque Te2 and the difference between the motor torque Tm1 and the corrected motor torque Tm2 are both the corrected torque amount Z, the total value of the engine torque Te1 and the motor torque Tm1 is corrected. It is equal to the total value of the engine torque Te2 and the correction motor torque Tm2. After that, the control device 80 advances the process to step S24.

In step S24, the torque control unit 81 in the control device 80 controls the internal combustion engine 20 according to the corrected engine torque Te2 that is smaller than the engine torque Te1. Further, the torque control unit 81 controls the motor generator 40 according to the corrected motor torque Tm2 that is larger than the motor torque Tm1. As described above, the total value of the engine torque Te1 and the motor torque Tm1 is equal to the total value of the corrected engine torque Te2 and the corrected motor torque Tm2. Therefore, theoretically, the engine speed does not change before and after the execution of the process of step S24. Further, the clutch control unit 82 in the control device 80 adjusts the valve opening degree of the opening/closing valve 68 according to the corrected fan torque Tf2. That is, the clutch control unit 82 reduces the hydraulic pressure supplied to the hydraulic clutch 65 by adjusting the valve opening degree of the opening/closing valve 68. As a result, the amount of slip that occurs in the hydraulic clutch 65 increases, and the fan torque decreases from the fan torque Tf1 to the corrected fan torque Tf2. After that, the control device 80 ends this series of processing.

The operation and effect of this embodiment will be described.
When the internal combustion engine 20 is in a high load state, the temperature of the cooling water circulating in the internal combustion engine 20 rises. Therefore, when the internal combustion engine 20 is in a high load state, it is necessary to drive the fan 66 at a high rotation speed in order to efficiently cool the cooling water flowing inside the radiator. However, when the fan 66 is driven at a high rotation speed, an excessively large tension may act on the belt 64.

In the present embodiment, when the belt tension Tb is larger than the reference value A, the clutch control unit 82 sets the opening/closing valve 68 so that the rotational torque transmitted to the fan 66 becomes the corrected fan torque Tf2 smaller than the fan torque Tf1. To control. Then, the rotational torque transmitted from the crankshaft 21 to the fan 66 via the hydraulic clutch 65 becomes small. Therefore, even if the rotation speed of the crankshaft 21 is constant, the tension acting on the belt 64 can be reduced. If the tension acting on the belt 64 can be reduced in this way, it is possible to suppress the belt 64 from being cut even if the belt 64 having a special shape or a special material for securing strength is not used, and the cost of the belt 64 can be reduced. Can contribute to

In the present embodiment, when the belt tension Tb is larger than the reference value A, the clutch control unit 82 controls the hydraulic clutch 65 with the correction fan torque Tf2 such that the belt tension Tb becomes the reference value A. That is, if the series of processes of this embodiment is executed, the belt tension Tb becomes equal to or less than the reference value A. Therefore, it is unlikely that the belt 64 will be cut.

Here, when the rotational torque transmitted to the fan 66 becomes smaller as described above, the rotation speed of the fan 66 becomes smaller. Then, as the rotation speed of the fan 66 decreases, the cooling efficiency of the radiator that cools the cooling water by heat exchange with the outside air decreases. Therefore, the temperature of the cooling water circulating in the internal combustion engine 20 may excessively increase merely by reducing the fan torque.

In this respect, in the present embodiment, the torque control unit 81 controls the internal combustion engine 20 with the corrected engine torque Te2 smaller than the engine torque Te1. Since the amount of heat generated by the internal combustion engine 20 decreases as the load on the internal combustion engine 20 decreases, even if the fan torque is reduced to the correction fan torque Tf2, the water temperature W2 of the cooling water circulating through the internal combustion engine 20 becomes excessive. Never rise to.

Further, if the internal combustion engine 20 is simply controlled with the corrected engine torque Te2 that is smaller than the engine torque Te1 as described above, the drive torque of the entire vehicle for driving the drive wheels 50 will decrease.

In the present embodiment, when controlling the internal combustion engine 20 with the corrected engine torque Te2 smaller than the engine torque Te1, the torque control unit 81 controls the motor generator 40 with the corrected motor torque Tm2 larger than the motor torque Tm1. Therefore, when the internal combustion engine 20 is controlled by the corrected engine torque Te2, it is possible to suppress the driving torque of the entire internal combustion engine 20 and the motor generator 40 from excessively varying.

Moreover, in the present embodiment, the torque control unit 81 corrects the total drive torque of the engine torque Te1 and the motor torque Tm1 and the total drive torque of the corrected engine torque Te2 and the correction motor torque Tm2 to be the same. The motor generator 40 is controlled by the torque Tm2. Therefore, even when the internal combustion engine 20 is controlled by the corrected engine torque Te2, the overall drive torque of the internal combustion engine 20 and the motor generator 40 does not change.

This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
In the above embodiment, the magnitude of the correction fan torque Tf2 controlled by the clutch control unit 82 can be changed. It is preferable that the belt tension when the fan 66 is driven with the corrected fan torque Tf2 be equal to or smaller than the reference value A, but if the corrected fan torque Tf2 is at least smaller than the fan torque Tf1, the belt tension Tb is reduced. Can

In the above embodiment, the magnitude of the corrected engine torque Te2 of the internal combustion engine 20 controlled by the torque control unit 81 can be changed. For example, the corrected engine torque Te2 may be calculated as a value smaller than the engine torque Te1 by a constant value.

In the above embodiment, the magnitude of the corrected motor torque Tm2 of the motor generator 40 controlled by the torque control unit 81 can be changed. For example, irrespective of the value of the difference between the corrected engine torque Te2 and the engine torque Te1, it may be calculated as a value larger than the motor torque Tm1 by a constant value.

-In the above-mentioned embodiment, the position of the hydraulic clutch 65 can be changed. For example, the hydraulic clutch 65 may be interposed between the crankshaft 21 and the drive pulley 61. Also in this case, the rotational torque transmitted from the crankshaft 21 to the fan 66 can be changed by the hydraulic clutch 65.

A...reference value, Ne1...engine speed, Ne2...engine speed, Nm...motor speed, Tb...belt tension, Te1...engine torque, Te2...corrected engine torque, Tf1...fan torque, Tf2...corrected fan torque, Tm1...motor torque, Tm2...corrected motor torque, W1...water temperature, W2...water temperature, X1...accelerator operation amount, Z...corrected torque amount, 10...hybrid system, 20...internal combustion engine, 21...crankshaft, 22...first Clutch, 30... Automatic transmission, 31... Torque converter, 31a... Input shaft, 31b... Lockup clutch, 31c... Output shaft, 32... Transmission mechanism, 32a... Input shaft, 32b... Gear, 32c... Second clutch, 32d... Output shaft, 33... Shift lock mechanism, 33a... Shift gear, 33b... Lock pin, 40... Motor generator, 41... Rotation shaft, 50... Drive wheel, 61... Drive pulley, 62... Followed pulley, 63... Rotation shaft, 64... Belt, 65... Hydraulic clutch, 66... Fan, 67... Oil pump, 68... Open/close valve, 69... Oil passage, 71... Accelerator opening sensor, 80... Control device, 81... Torque control unit, 82... Clutch control unit, 83... Tension calculation unit.

Claims (1)

An internal combustion engine as a drive source of the vehicle,
A motor generator drivingly connected to the crankshaft of the internal combustion engine,
A fan for cooling the radiator,
A belt for transmitting the rotation torque of the crankshaft to the fan,
A control device applied to a vehicle comprising: a hydraulic clutch provided on a transmission path of a rotational torque from the crankshaft to the fan;
A torque control unit that controls the engine torque of the internal combustion engine and the motor torque of the motor generator;
A clutch control unit for controlling the hydraulic pressure supplied to the hydraulic clutch,
A tension calculation unit that calculates the tension of the belt based on the engine speed of the internal combustion engine,
When the tension calculated by the tension calculation unit exceeds a predetermined reference value as a tension at which the belt may be cut, the torque control unit controls the internal combustion engine so that the engine torque becomes small. On the other hand, the motor generator is controlled so that the motor torque increases,
The clutch control unit is a vehicle control device that controls the hydraulic pressure supplied to the hydraulic clutch so that the rotational torque transmitted from the crankshaft to the belt is reduced.