JP2021070353A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of appropriately cooling an internal combustion engine in a hybrid electric vehicle capable of switching between a hybrid travel mode and an engine travel mode.SOLUTION: A control device 100 enables a vehicle to travel in a plurality of travel modes including a hybrid travel mode which causes a generator GEN to generate electric power through power of an engine ENG with a clutch CL disengaged and drives driving wheels DW through the power output by a motor MOT on the basis of at least the electric power supplied by the generator GEN and an engine travel mode which drives the driving wheels DW through the power output at least by the engine ENG with the clutch CL engaged. The control device 100 also increases a rotation speed of the engine ENG when a temperature TeE of the engine ENG is equal to or higher than a predetermined value Th while the vehicle is traveling in the hybrid travel mode.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

In recent hybrid electric vehicles, a generator is generated by the power of an engine with the clutch disengaged, and the drive wheels are driven by the power output by the electric motor at least based on the power supplied from the generator. Some have a plurality of driving modes including a hybrid driving mode and an engine driving mode in which the drive wheels are driven by at least the power output from the engine with the clutch engaged.

Further, in such a hybrid electric vehicle (hereinafter, also referred to as a hybrid vehicle), the engine is cooled by a mechanical pump driven by the power of the engine. In a hybrid vehicle, the temperature of the internal combustion engine is appropriately controlled so as not to cause a malfunction of the internal combustion engine or the like.

For example, in the hybrid vehicle described in Patent Document 1, it is described that the output distribution between the engine and the motor is adjusted before the engine is warmed up (when the water temperature is low).

Japanese Patent No. 4337772

However, Patent Document 1 does not describe any control of the engine at high temperature. In a hybrid vehicle that can switch between hybrid driving mode and engine driving mode, when a mechanical pump is used to cool the engine, the rotation of the mechanical pump depends on the rotation of the drive wheels when the clutch is engaged. On the other hand, when the clutch is open, the rotation of the mechanical pump does not depend on the rotation of the drive wheels.

In the hybrid drive mode, the rotation of the mechanical pump does not depend on the rotation of the drive wheels, so there was room for improvement to cool the engine.

The present invention provides a vehicle control device capable of appropriately cooling an internal combustion engine in a hybrid electric vehicle capable of switching between a hybrid driving mode and an engine driving mode.

The first invention is
With an internal combustion engine
A pump that supplies cooling water to the internal combustion engine by the power of the internal combustion engine,
A generator that generates electricity by the power of the internal combustion engine,
An electric motor that drives the drive wheels based on the electric power supplied from the generator, and
A connecting portion for connecting and disconnecting a power transmission path between the internal combustion engine and the driving wheel is provided.
A first unit in which the generator is generated by the power of the internal combustion engine with the disconnection portion cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode and
A second traveling mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device that can travel in multiple driving modes, including
The internal combustion engine when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is traveling in the first traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value. Increase the number of revolutions of.

The second invention is
With an internal combustion engine
A pump that supplies cooling water to the internal combustion engine by the power of the internal combustion engine,
A generator that generates electricity by the power of the internal combustion engine,
A capacitor that stores the electric power generated by the generator and
An electric motor that drives the drive wheels based on the electric power supplied from the generator, and
A connecting portion for connecting and disconnecting a power transmission path between the internal combustion engine and the driving wheel is provided.
A first unit in which the generator is generated by the power of the internal combustion engine with the disconnection portion cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode and
A second traveling mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device that can travel in multiple driving modes, including
In the second traveling mode, the drive wheels can be driven by adding the power output by the electric motor based on the electric power supplied from the capacitor to the power output by the internal combustion engine.
When the temperature of the internal combustion engine is equal to or higher than a predetermined value, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value.
While the vehicle is traveling in the first traveling mode, the rotation speed of the internal combustion engine is increased.
While the vehicle is traveling in the second traveling mode, the electric power supplied from the capacitor is increased and the output of the internal combustion engine is decreased.

According to the present invention, the internal combustion engine can be appropriately cooled in a hybrid electric vehicle capable of switching between a hybrid driving mode and an engine driving mode.

It is a block diagram which shows the internal structure of the hybrid electric vehicle (vehicle) which can switch between a hybrid driving mode and an engine driving mode. It is a figure which shows the transmission of power and electric power in the 1st hybrid driving mode. It is a figure which shows the transmission of power and electric power in the 2nd hybrid driving mode. It is a figure which shows the transmission of power and electric power in the 1st engine running mode. It is a figure which shows the transmission of power and electric power in the 2nd engine running mode. It is a block diagram which shows the internal structure of the control device which controls a traveling mode. It is a flow chart of engine cooling control.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the hybrid electric vehicle (hereinafter, simply referred to as “vehicle”) of the present embodiment includes an engine ENG, a generator GEN, a motor MOT, a first inverter INV1, and a second inverter INV2. , A battery BAT, a lockup clutch (hereinafter, simply referred to as "clutch") CL, a control device 100, a voltage control device (VCU: Voltage Control Unit) 101, and an engine temperature sensor 106. In FIG. 1, a thick solid line indicates a mechanical connection, a double dotted line indicates a power wiring, and a thin solid line arrow indicates a control signal or a detection signal.

The engine ENG drives the generator GEN with the clutch CL disengaged. On the other hand, when the clutch CL is engaged, the power output by the engine ENG is used as mechanical energy for the vehicle to travel through the clutch CL, the gearbox (not shown), the differential gear 10, the drive shaft 11, and the like. It is transmitted to the drive wheels DW and DW. Here, the gearbox includes a shift stage or a fixed stage, and shifts the power from the engine ENG at a predetermined gear ratio and transmits the power to the drive wheels DW. The gear ratio in the gearbox may be changed according to the instruction from the control device 100.

The generator GEN is driven by the power of the engine ENG to generate electric power.

The motor MOT operates as an electric motor by supplying electric power from at least one of the battery BAT and the generator GEN, and generates power for the vehicle to travel. The power generated by the motor MOT is transmitted to the drive wheels DW and DW via the differential gear 10 and the drive shaft 11. The motor MOT can also operate as a generator when braking the vehicle.

The clutch CL cuts or engages (disconnects) the power transmission path from the engine ENG to the drive wheels DW and DW in response to an instruction from the control device 100. When the clutch CL is in the disengaged state, the power output by the engine ENG is not transmitted to the drive wheels DW and DW. When the clutch CL is connected, the power output by the engine ENG is transmitted to the drive wheels DW and DW.

The battery BAT has a plurality of storage cells connected in series and supplies a high voltage of, for example, 100 to 200 V. The storage cell is, for example, a lithium ion battery or a nickel hydrogen battery.

The voltage control device 101 boosts the output voltage of the battery BAT when the motor MOT operates as an electric motor. Further, the voltage control device 101 lowers the output voltage of the motor MOT when the battery BAT is charged with the regenerative power generated by the motor MOT and converted into direct current when the vehicle is braked. Further, the voltage control device 101 steps down the electric power generated by the generator GEN by driving the engine ENG and converted into direct current. The electric power stepped down by the voltage control device 101 is charged in the battery BAT.

The engine temperature sensor 106 detects the temperature TeE of the engine ENG. A signal indicating the temperature TeE detected by the engine temperature sensor 106 is sent to the control device 100.

The control device 100 is an example of the vehicle control device of the present invention, and is realized by, for example, an ECU (Electronic Control Unit) including a processor, a memory, an interface, and the like. The functional configuration of the control device 100 will be described with reference to FIG. 4. The control device 100 includes an engine temperature acquisition unit 110, a travel mode control unit 120 that controls a travel mode described later, and a travel mode that stores the travel mode. A storage unit 130 is provided. The engine temperature acquisition unit 110 and the traveling mode control unit 120 can realize their functions, for example, by the processor of the ECU that realizes the control device 100 executes a program stored in the memory, or by the interface of the ECU. The travel mode storage unit 130 is, for example, a memory that can be accessed by the ECU.

The engine temperature acquisition unit 110 acquires the temperature TeE of the engine ENG. The engine temperature acquisition unit 110 can acquire the temperature TeE from the signal indicating the temperature TeE sent from the engine temperature sensor 106 to the control device 100. The engine temperature sensor 106 detects, for example, the temperature TeE of the engine ENG in real time, and sends a signal indicating the temperature TeE to the control device 100. As a result, the engine temperature acquisition unit 110 (that is, the control device 100) can acquire the current temperature TeE.

The traveling mode control unit 120 includes an engine control unit 121 that controls the drive of the engine ENG, a motor control unit 122 that controls the output of the motor MOT under the control of the second inverter INV2, and a generator GEN under the control of the first inverter INV1. The generator control unit 123 that controls the output of the engine, the battery control unit 124 that controls the input of electric power to the battery BAT and the output control of the electric power from the battery BAT, and the clutch CL are controlled to be engaged and disconnected (opened / engaged). A clutch control unit 125 is provided.

In addition to the engine temperature TeE sent from the engine temperature acquisition unit 110, the travel mode control unit 120 receives a signal indicating the accelerator pedal opening (AP opening) according to the accelerator pedal operation by the driver of the vehicle, and a vehicle speed. A signal indicating, a signal indicating the rotation speed of the engine ENG, a signal indicating the rotation speed of the motor MOT, a signal indicating the rotation speed of the generator GEN, a signal indicating battery information, and the like are input. The driving mode control unit 120 controls the state of the clutch CL and the outputs of the battery BAT, the engine ENG, the generator GEN, and the motor MOT based on these signals and information to control the driving mode of the vehicle. I do.

The travel mode storage unit 130 receives a signal indicating a travel mode from the travel mode control unit 120, stores the travel mode set by the travel mode control unit 120, and receives a request from the travel mode control unit 120. A signal indicating the stored travel mode is sent to the travel mode control unit 120. As a result, the traveling mode control unit 120 (that is, the control device 100) can acquire the current traveling mode.

[Driving mode]
Next, the traveling mode of the vehicle of the present embodiment will be described. The vehicle can run in the "first hybrid driving mode", the "second hybrid driving mode", the "first engine driving mode", the "second engine driving mode", and the "EV mode", whichever is the case. It runs according to the running mode of.

Hereinafter, the first hybrid driving mode and the second hybrid driving mode may be collectively referred to as a “hybrid driving mode”. Further, hereinafter, the first engine running mode and the second engine running mode may be collectively referred to as an "engine running mode".

[Hybrid driving mode]
The hybrid driving mode is an example of the first driving mode in the present invention. The electric power generated by the generator GEN by the power of the engine ENG is supplied to the motor MOT, and the electric power output by the motor MOT according to the electric power is mainly used for traveling. This is the driving mode.

[1st hybrid driving mode]
As shown in FIG. 2A, in the first hybrid driving mode, the clutch CL is released (that is, the clutch CL is in the disengaged state). Then, the electric power generated by the generator GEN by the power of the engine ENG is supplied to the motor MOT, and the drive wheels DW and DW are driven by the electric power output by the motor MOT according to the electric power, and the vehicle runs.

[Second hybrid driving mode]
The second hybrid driving mode is different from the first hybrid driving mode in that the electric power from the battery BAT is also supplied to the motor MOT. That is, as shown in FIG. 2B, in the second hybrid driving mode, the clutch CL is released as in the first hybrid driving mode. Then, the electric power generated by the generator GEN and the electric power output by the battery BAT are supplied to the motor MOT by the power of the engine ENG, and the drive wheels DW and DW are driven by the electric power output by the motor MOT according to the electric power. The vehicle runs. In the second hybrid driving mode, the electric power output by the battery BAT is also supplied to the motor MOT, so that the driving force that can be output by the vehicle is larger than that in the first hybrid driving mode.

The transition between the first hybrid driving mode and the second hybrid driving mode can be performed only by switching whether or not to supply the electric power from the battery BAT to the motor MOT. That is, the transition between the first hybrid driving mode and the second hybrid driving mode can be easily and quickly performed because the state of the clutch CL does not change.

[Engine driving mode]
The engine running mode is an example of the second running mode in the present invention, and is a running mode in which the power output from the engine ENG is mainly driven.

[1st engine driving mode]
As shown in FIG. 3A, in the first engine running mode, the power of the engine ENG is transmitted to the drive wheels DW and DW by connecting the clutch CL, and the drive wheels DW and DW are driven by the power of the engine ENG. The vehicle runs. Further, in the first engine running mode, the motor MOT is used only as a generator at the time of braking the vehicle, and the electric power generated by the motor MOT is charged to the battery BAT via the second inverter INV2 and the voltage control device 101. ..

[Second engine driving mode]
The second engine running mode is different from the first engine running mode in that the electric power from the battery BAT is supplied to the motor MOT, and the power output by the motor MOT is also transmitted to the drive wheels DW and DW according to the electric power. That is, as shown in FIG. 3B, in the second engine running mode, the power of the engine ENG is transmitted to the drive wheels DW and DW by connecting the clutch CL as in the first engine running mode. Further, the electric power output by the battery BAT is supplied to the motor MOT, and the electric power output by the motor MOT is also transmitted to the drive wheels DW and DW according to the electric power. As a result, in the second engine running mode, the drive wheels DW and DW are driven by the power output by the engine ENG and the power output by the motor MOT according to the power supplied from the battery BAT, and the vehicle runs. To do. In other words, in the second engine running mode, the drive wheels DW and DW can be driven by adding the power output by the motor MOT based on the power supplied from the battery BAT to the power output by the engine ENG. ..

The transition between the first engine running mode and the second engine running mode can be performed only by switching whether or not to supply the electric power from the battery BAT to the motor MOT. That is, the transition between the first engine running mode and the second engine running mode can be easily and quickly performed because the state of the clutch CL does not change.

[Engine cooling mechanism]
As shown in FIG. 1, the engine ENG is cooled by the cooling water circulating in the engine cooling circuit 20. The engine ENG is provided with an auxiliary device driving pulley 13 on the crankshaft 12. The auxiliary belt 14 passed over the auxiliary drive pulley 13 is also passed over the driven pulley 15 for driving the cooling pump 21 of the engine cooling circuit 20, and the number of revolutions of the engine ENG (crankshaft 12) is increased. The cooling pump 21 rotates accordingly. That is, the cooling pump 21 is a mechanical pump, and supplies cooling water to the engine ENG by the power of the engine ENG.

In the engine running mode described above, the power of the engine ENG is transmitted to the drive wheels DW and DW by engaging the clutch CL (connected state). Therefore, the rotation speed of the engine ENG depends on the rotation speeds of the drive wheels DW and DW. On the other hand, in the hybrid traveling mode, since the clutch CL is released (disengaged state), the rotation speed of the engine ENG is arbitrarily set without depending on the rotation speeds of the drive wheels DW and DW.

The engine ENG needs to be cooled properly. For example, in a situation where a high load is required on the vehicle such as when towing another vehicle or when traveling uphill for a long time, the temperature of the engine ENG rises and the engine ENG may be thermally severe.

Therefore, in the present invention, when the temperature of the following engine ENG is equal to or higher than a predetermined value, engine cooling control is executed. Hereinafter, engine cooling control will be described with reference to FIG.

[Engine cooling control]
In the control device 100, first, the engine temperature acquisition unit 110 acquires the temperature TeE of the engine ENG from the signal indicating the temperature TeE detected by the engine temperature sensor 106, and the temperature TeE of the engine ENG is equal to or higher than a predetermined value Th. Whether or not it is determined (S1). The predetermined value Th is a temperature higher than the appropriate temperature of the engine ENG and lower than the temperature at which the output limit of the engine ENG is applied. As a result, when the temperature TeE of the engine ENG is equal to or higher than the predetermined value Th, the traveling mode control unit 120 uses the signal indicating the traveling mode sent from the traveling mode storage unit 130 to indicate that the currently traveling mode is the engine traveling mode. Whether or not it is determined (S2).

As a result, when the currently running mode is the engine running mode (YES in S2), the battery control unit 124 increases the power supplied from the battery BAT (S3). As a result, the engine control unit 121 can reduce the output of the engine ENG. That is, when the engine running mode is the first engine running mode, the mode shifts to the second engine running mode, the power supply from the battery BAT to the motor MOT is started, and the power output by the engine ENG and the power supplied from the battery BAT are supplied. The drive wheels DW and DW are driven by the power output by the motor MOT according to the generated electric power. Even when the drive requirement can be satisfied only by the engine ENG, by using the motor MOT, the output of the engine ENG can be reduced by the output of the motor MOT, and the load of the engine ENG can be reduced.

On the other hand, when the engine running mode is the second engine running mode, the amount of power supplied from the battery BAT to the motor MOT is increased from the current supply amount. As a result, the engine control unit 121 can reduce the output of the engine ENG. Also in this case, by using the motor MOT, the output of the engine ENG can be reduced by the amount that the output of the motor MOT is increased, and the load of the engine ENG can be reduced.

As described above, since the clutch CL is connected in the engine running mode, the rotation speed of the engine ENG is determined according to the rotation speeds of the drive wheels DW and DW. Therefore, when the temperature of the engine ENG is equal to or higher than a predetermined value while the vehicle is running in the engine running mode, the power supplied from the battery BAT is increased and the output of the engine ENG is reduced to reduce the load on the engine ENG. be able to. As a result, the temperature TeE of the engine ENG can be lowered more quickly.

On the other hand, as a result of step S2, when the currently running mode is not the engine running mode (NO in S2), in other words, in the hybrid running mode, the engine control unit 121 increases the rotation speed of the engine ENG (S4). .. Since the clutch CL is disengaged in the hybrid driving mode, the rotation speed of the engine ENG can be arbitrarily set regardless of the rotation speeds of the drive wheels DW and DW. Therefore, when the temperature of the engine ENG is equal to or higher than a predetermined value Th while the vehicle is running in the hybrid driving mode, the engine control unit 121 increases the rotation speed of the engine ENG to drive the cooling pump by the power of the engine ENG. The amount of cooling water supplied from 21 can be increased. As a result, the engine ENG can be appropriately cooled while driving the drive wheels DW and DW with the engine ENG.

At this time, the engine control unit 121 can reduce the torque output by the engine ENG. That is, when the rotation speed of the engine ENG is increased, the torque output by the engine ENG is reduced, so that the engine ENG can be driven at an efficient operating point without changing the output of the engine ENG. Further, by driving the engine ENG with a low load while maintaining the output of the engine ENG, the temperature TeE of the engine ENG can be lowered.

Further, instead of maintaining the output of the engine ENG, the engine control unit 121 may reduce the output of the engine ENG, and the battery control unit 124 may increase the power supplied from the battery BAT. As a result, the engine ENG can be driven with a low load by reducing the amount of power generated by the generator GEN by the power of the engine ENG, and the reduced amount of power can be used by the electric power supplied from the battery BAT. By supplementing, the drive requirement can be satisfied.

That is, when the hybrid driving mode is the first hybrid driving mode, the mode shifts to the second hybrid driving mode, and the power supply from the battery BAT to the motor MOT is started. As a result, the drive wheels DW and DW are driven by the electric power generated by the generator GEN by the power of the engine ENG and the electric power output by the motor MOT according to the electric power output by the battery BAT. At this time, the output of the engine ENG can be reduced by the amount of electric power output by the battery BAT, and the load on the engine ENG can be reduced.

On the other hand, when the hybrid driving mode is the second hybrid driving mode, the amount of power supplied from the battery BAT to the motor MOT is increased from the current supply amount. As a result, the engine control unit 121 can reduce the output of the engine ENG. Also in this case, by driving the engine ENG with a low load, the temperature TeE of the engine ENG can be prevented from increasing or the temperature TeE of the engine ENG can be lowered.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and can be appropriately modified, improved, and the like.
For example, in step S1 described above, the temperature TeE of the engine ENG is acquired from the signal indicating the temperature TeE detected by the engine temperature sensor 106, and it is determined whether or not the temperature TeE of the engine ENG is equal to or higher than a predetermined value Th. However, the present invention is not limited to this, and when it is predicted that the temperature of the engine ENG will exceed a predetermined value of Th, such as when towing or when traveling uphill for a long time, the processing after step S2 may be performed. The traction may be detected by the operation of the operation panel, the switch, etc. by the driver, or may be detected by the sensor. Climbing may be detected from GPS information, an acceleration sensor, or the like.

At least the following matters are described in this specification. The components and the like corresponding to the above-described embodiments are shown in parentheses, but the present invention is not limited thereto.

(1) Internal combustion engine (engine ENG) and
A pump (cooling pump 21) that supplies cooling water to the internal combustion engine by the power of the internal combustion engine.
A generator (generator GEN) that generates electricity by the power of the internal combustion engine, and
An electric motor (motor MOT) that drives the drive wheels (drive wheel DW) based on the electric power supplied from the generator, and
A connecting / disconnecting portion (clutch CL) for connecting / disconnecting a power transmission path between the internal combustion engine and the driving wheels is provided.
A first unit in which the generator is generated by the power of the internal combustion engine in a state where the connection is cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode (hybrid driving mode) and
A second traveling mode (engine traveling mode) in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device (control device 100) capable of traveling in a plurality of driving modes including the above.
When the temperature (temperature TeE) of the internal combustion engine is equal to or higher than a predetermined value (predetermined value Th) while the vehicle is traveling in the first traveling mode, or the temperature of the internal combustion engine may be equal to or higher than the predetermined value. A vehicle control device that increases the number of revolutions of the internal combustion engine when predicted.

According to (1), since the connecting / disconnecting portion is cut in the first traveling mode, the rotation speed of the internal combustion engine can be arbitrarily set regardless of the rotation speed of the drive wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is running in the first traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than a predetermined value, the rotation speed of the internal combustion engine is set. By increasing the amount, the amount of cooling water supplied from the pump driven by the power of the internal combustion engine can be increased. As a result, the internal combustion engine can be appropriately cooled while driving the drive wheels with the internal combustion engine.

(2) The vehicle control device according to (1).
A vehicle control device that reduces the torque output by the internal combustion engine when the number of revolutions of the internal combustion engine is increased.

According to (2), when the number of revolutions of the internal combustion engine is increased, the torque output by the internal combustion engine is reduced, so that the internal combustion engine can be driven at an efficient operating point without changing the output of the internal combustion engine. ..

(3) The vehicle control device according to (1) or (2).
A capacitor (battery BAT) for storing the electric power generated by the generator is further provided.
In the first traveling mode, the driving wheels can be driven by the power output by the electric motor based on the electric power supplied from the generator and the capacitor to drive the vehicle.
The power storage device when the temperature of the internal combustion engine is equal to or higher than the predetermined value or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value while the vehicle is traveling in the first traveling mode. A vehicle control device that increases the electric power supplied from an internal combustion engine and decreases the amount of power generated by the power of the internal combustion engine to generate the generator.

According to (3), the load on the internal combustion engine can be reduced by reducing the amount of power generated by the generator by the power of the internal combustion engine, so that the temperature of the internal combustion engine can be lowered more quickly. On the other hand, the drive requirement can be satisfied by supplementing the reduced amount of power generation with the electric power supplied from the capacitor.

(4) The vehicle control device according to any one of (1) to (3).
A capacitor (battery BAT) for storing the electric power generated by the generator is further provided.
In the second traveling mode, the drive wheels can be driven by the power output by the internal combustion engine and the power output by the electric motor in response to the electric power supplied from the capacitor.
When the temperature of the internal combustion engine is equal to or higher than the predetermined value while the vehicle is traveling in the second traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value, the capacitor is used. A vehicle control device that increases the power supplied from an internal combustion engine and decreases the output of the internal combustion engine.

According to (4), since the connecting / disconnecting portion is connected in the second traveling mode, the rotation speed of the internal combustion engine is determined according to the rotation speed of the drive wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value or when the temperature of the internal combustion engine is predicted to be equal to or higher than a predetermined value while the vehicle is running in the second running mode, the electric power supplied from the capacitor is supplied. By increasing and decreasing the output of the internal combustion engine, the load on the internal combustion engine can be reduced. As a result, the temperature of the internal combustion engine can be lowered more quickly while satisfying the drive requirements.

(5) Internal combustion engine (engine ENG) and
A pump (cooling pump 21) that supplies cooling water to the internal combustion engine by the power of the internal combustion engine.
A generator (generator GEN) that generates electricity by the power of the internal combustion engine, and
A capacitor (battery BAT) that stores the electric power generated by the generator, and
An electric motor (motor MOT) that drives the drive wheels based on the electric power supplied from the generator, and
A connecting / disconnecting portion (clutch CL) for connecting / disconnecting a power transmission path between the internal combustion engine and the driving wheels is provided.
A first unit in which the generator is generated by the power of the internal combustion engine in a state where the connection is cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode (hybrid driving mode) and
A second traveling mode (engine traveling mode) in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device (control device 100) capable of traveling in a plurality of driving modes including the above.
In the second traveling mode, the drive wheels can be driven by adding the power output by the electric motor based on the electric power supplied from the capacitor to the power output by the internal combustion engine.
When the temperature (temperature TeE) of the internal combustion engine is equal to or higher than a predetermined value (predetermined value Th), or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value.
While the vehicle is traveling in the first traveling mode, the rotation speed of the internal combustion engine is increased.
A vehicle control device that increases the electric power supplied from the capacitor and decreases the output of the internal combustion engine while the vehicle is traveling in the second traveling mode.

According to (5), since the connecting / disconnecting portion is cut in the first traveling mode, the rotation speed of the internal combustion engine can be arbitrarily set regardless of the rotation speed of the drive wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is running in the first traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than a predetermined value, the rotation speed of the internal combustion engine is set. By increasing the amount, the amount of cooling water supplied from the pump driven by the power of the internal combustion engine can be increased. On the other hand, in the second traveling mode, since the connecting / disconnecting portion is connected, the rotation speed of the internal combustion engine is determined according to the rotation speed of the drive wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value or when the temperature of the internal combustion engine is predicted to be equal to or higher than a predetermined value while the vehicle is running in the second running mode, the electric power supplied from the capacitor is supplied. By increasing and decreasing the output of the internal combustion engine, the load on the internal combustion engine can be reduced. In this way, by performing appropriate control according to the traveling mode, the internal combustion engine can be appropriately cooled while satisfying the drive requirements.

21 Cooling pump 100 Control device ENG Engine GEN Generator BAT Battery MOT Motor CL Clutch DW Drive wheels

Claims (5)

With an internal combustion engine
A pump that supplies cooling water to the internal combustion engine by the power of the internal combustion engine,
A generator that generates electricity by the power of the internal combustion engine,
An electric motor that drives the drive wheels based on the electric power supplied from the generator, and
A connecting portion for connecting and disconnecting a power transmission path between the internal combustion engine and the driving wheel is provided.
A first unit in which the generator is generated by the power of the internal combustion engine with the disconnection portion cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode and
A second traveling mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device that can travel in multiple driving modes, including
The internal combustion engine when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is traveling in the first traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value. A vehicle control device that increases the number of revolutions of an internal combustion engine. The vehicle control device according to claim 1.
A vehicle control device that reduces the torque output by the internal combustion engine when the number of revolutions of the internal combustion engine is increased. The vehicle control device according to claim 1 or 2.
Further equipped with a capacitor for storing the electric power generated by the generator,
In the first traveling mode, the driving wheels can be driven by the power output by the electric motor based on the electric power supplied from the generator and the capacitor to drive the vehicle.
The power storage device when the temperature of the internal combustion engine is equal to or higher than the predetermined value or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value while the vehicle is traveling in the first traveling mode. A vehicle control device that increases the electric power supplied from an internal combustion engine and decreases the amount of power generated by the power of the internal combustion engine to generate the generator. The vehicle control device according to any one of claims 1 to 3.
Further equipped with a capacitor for storing the electric power generated by the generator,
In the second traveling mode, the drive wheels can be driven by the power output by the internal combustion engine and the power output by the electric motor in response to the electric power supplied from the capacitor.
When the temperature of the internal combustion engine is equal to or higher than the predetermined value while the vehicle is traveling in the second traveling mode, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value, the capacitor is used. A vehicle control device that increases the power supplied from an internal combustion engine and decreases the output of the internal combustion engine. With an internal combustion engine
A pump that supplies cooling water to the internal combustion engine by the power of the internal combustion engine,
A generator that generates electricity by the power of the internal combustion engine,
A capacitor that stores the electric power generated by the generator and
An electric motor that drives the drive wheels based on the electric power supplied from the generator, and
A connecting portion for connecting and disconnecting a power transmission path between the internal combustion engine and the driving wheel is provided.
A first unit in which the generator is generated by the power of the internal combustion engine with the disconnection portion cut, and the drive wheels are driven by the power output by the electric motor based on at least the electric power supplied from the generator. Driving mode and
A second traveling mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connecting / disconnecting portions connected.
A vehicle control device that can travel in multiple driving modes, including
In the second traveling mode, the drive wheels can be driven by adding the power output by the electric motor based on the electric power supplied from the capacitor to the power output by the internal combustion engine.
When the temperature of the internal combustion engine is equal to or higher than a predetermined value, or when the temperature of the internal combustion engine is predicted to be equal to or higher than the predetermined value.
While the vehicle is traveling in the first traveling mode, the rotation speed of the internal combustion engine is increased.
A vehicle control device that increases the electric power supplied from the capacitor and decreases the output of the internal combustion engine while the vehicle is traveling in the second traveling mode.

Images