JP7157724B2 - vehicle controller - Google Patents

Description

The present invention relates to a vehicle control device.

In a recent hybrid electric vehicle (Hybrid Electrical Vehicle), the power of the engine is used to generate power by a generator with the clutch disengaged, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the generator. Some vehicles 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 by the engine with the clutch engaged.

In some hybrid electric vehicles (hereinafter also referred to as hybrid vehicles), 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 properly controlled so as not to cause troubles in the internal combustion engine.

For example, in a 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 anything about control when the engine is at a high temperature. In a hybrid vehicle capable of switching between a hybrid driving mode and an 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. In contrast, when the clutch is released, the rotation of the mechanical pump does not depend on the rotation of the drive wheels.

In hybrid driving mode, the rotation of the mechanical pump does not depend on the rotation of the drive wheels, so there is room for improvement in cooling 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 running mode and an engine running mode.

The first invention is
an internal combustion engine;
a pump that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator that generates power from the power of the internal combustion engine;
a storage device that stores the power generated by the generator;
an electric motor that drives drive wheels based on the electric power supplied from the generator;
a connecting/disconnecting portion that connects/disconnects a power transmission path between the internal combustion engine and the drive wheels,
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. driving mode and
a second driving mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device for a vehicle capable of traveling in a plurality of traveling modes including
In the first travel mode, the vehicle can travel by driving the drive wheels with the power output by the electric motor based on the electric power supplied from the generator and the storage device,
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 internal combustion engine is increased , the power supplied from the capacitor is increased, and the amount of power generated by the power generator by the power of the internal combustion engine is decreased .

The second invention is
an internal combustion engine;
a pump that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator that generates power from the power of the internal combustion engine;
a storage device that stores the power generated by the generator;
an electric motor that drives drive wheels based on the electric power supplied from the generator;
a connecting/disconnecting portion that connects/disconnects a power transmission path between the internal combustion engine and the drive wheels,
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. driving mode and
a second driving mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device for a vehicle capable of traveling in a plurality of traveling modes including
In the second traveling mode, the drive wheels can be driven by adding the power output by the internal combustion engine and the power output by the electric motor based on the power supplied from the storage battery,
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,
increasing the rotation speed of the internal combustion engine while the vehicle is running in the first running mode;
While the vehicle is running in the second running mode, the electric power supplied from the battery is increased and the output of the internal combustion engine is decreased.

According to the present invention, it is possible to appropriately cool the internal combustion engine in a hybrid electric vehicle capable of switching between a hybrid running mode and an engine running mode.

1 is a block diagram showing the internal configuration of a hybrid electric vehicle (vehicle) capable of switching between a hybrid running mode and an engine running mode; FIG. FIG. 4 is a diagram showing transmission of power and electric power in a first hybrid travel mode; FIG. 4 is a diagram showing power and electric power transmission in a second hybrid travel mode; FIG. 4 is a diagram showing transmission of power and electric power in the first engine running mode; It is a figure which shows the transmission of the power and electric power in a 2nd engine driving mode. 2 is a block diagram showing the internal configuration of a control device that controls travel modes; FIG. FIG. 4 is a flowchart of engine cooling control;

An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the hybrid electric vehicle (hereinafter simply referred to as "vehicle") of this 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 unit (VCU: Voltage Control Unit) 101, and an engine temperature sensor 106. In FIG. 1, thick solid lines indicate mechanical connections, double dotted lines indicate power wiring, and thin solid arrows indicate control signals or detection signals.

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 converted into mechanical energy for running the vehicle through the clutch CL, the gearbox (not shown), the differential gear 10, the drive shaft 11, etc. It is transmitted to the drive wheels DW, DW. Here, the gearbox includes a gear stage or a fixed stage, and transmits the power from the engine ENG to the driving wheels DW after shifting the power from the engine ENG at a predetermined gear ratio. The gear ratio in the gearbox may be changed according to instructions 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 being supplied with power from at least one of the battery BAT and the generator GEN, and generates power for the vehicle to run. Power generated by the motor MOT is transmitted to the drive wheels DW, DW via the differential gear 10 and the drive shaft 11 . Also, the motor MOT can operate as a generator during braking of the vehicle.

Clutch CL disconnects or engages (disconnects) a power transmission path from engine ENG to driving wheels DW, DW in accordance with an instruction from control device 100 . When the clutch CL is disengaged, the power output from the engine ENG is not transmitted to the drive wheels DW, DW. If the clutch CL is in the engaged state, the power output by the engine ENG is transmitted to the drive wheels DW, DW.

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

Voltage control device 101 boosts the output voltage of battery BAT when motor MOT operates as an electric motor. Further, the voltage control device 101 reduces the output voltage of the motor MOT when charging the battery BAT with the regenerative electric power generated by the motor MOT and converted into direct current during braking of the vehicle. Furthermore, 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 power stepped down by voltage control device 101 is charged in battery BAT.

Engine temperature sensor 106 detects temperature TeE of engine ENG. A signal indicative of temperature TeE detected by engine temperature sensor 106 is sent to controller 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. A storage unit 130 is provided. The functions of the engine temperature acquisition unit 110 and the running mode control unit 120 can be realized, for example, by the processor of the ECU that implements the control device 100 executing a program stored in a memory, or by an interface of the ECU. The driving mode storage unit 130 is, for example, a memory that can be accessed by the ECU.

Engine temperature acquisition unit 110 acquires temperature TeE of 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 . Note that 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 . Thereby, 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 driving of the engine ENG, a motor control unit 122 that controls the output of the motor MOT by controlling the second inverter INV2, and a generator GEN by controlling the first inverter INV1. A generator control unit 123 that controls the output of the battery BAT, a battery control unit 124 that controls the power input to the battery BAT and the output of power from the battery BAT, and the connection/disengagement (release/engagement) control of the clutch CL. and a clutch control unit 125 .

In addition to the engine temperature TeE sent from the engine temperature acquisition unit 110, the driving mode control unit 120 receives a signal indicating the accelerator pedal opening (AP opening) corresponding to the accelerator pedal operation by the driver of the vehicle, and the vehicle speed. A signal indicating the number of rotations of the engine ENG, a signal indicating the number of rotations of the motor MOT, a signal indicating the number of rotations of the generator GEN, a signal indicating the battery information, and the like are input. Based on these signals and information, 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, thereby controlling the driving mode of the vehicle. I do.

Running mode storage unit 130 receives a signal indicating the running mode from running mode control unit 120, stores the running mode set by running mode control unit 120, and receives a request from running mode control unit 120. A signal indicating the stored driving mode is sent to driving mode control unit 120 . Thereby, the driving mode control unit 120 (that is, the control device 100) can acquire the current driving mode.

[Driving mode]
Next, the running modes of the vehicle of this embodiment will be described. The vehicle can run in a "first hybrid running mode", a "second hybrid running mode", a "first engine running mode", a "second engine running mode", and an "EV mode", any of which drive mode.

In addition, hereinafter, the first hybrid running mode and the second hybrid running mode may be collectively referred to simply as the "hybrid running mode". Moreover, hereinafter, the first engine running mode and the second engine running mode may be collectively referred to simply as the "engine running mode".

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

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

[Second hybrid driving mode]
The second hybrid running mode differs from the first hybrid running mode in that electric power from the battery BAT is also supplied to the motor MOT. That is, as shown in FIG. 2B, in the second hybrid running mode, the clutch CL is released as in the first hybrid running mode. Electric power generated by the generator GEN by the power of the engine ENG and electric power output by the battery BAT are supplied to the motor MOT. the vehicle runs. In the second hybrid running mode, the electric power output by the battery BAT is also supplied to the motor MOT, so that the driving force that the vehicle can output is also greater than in the first hybrid running mode.

The transition between the first hybrid running mode and the second hybrid running mode can be performed simply by switching whether or not to supply electric power from the battery BAT to the motor MOT. That is, the transition between the first hybrid running mode and the second hybrid running mode is not accompanied by a change in the state of the clutch CL, so it can be easily and quickly performed.

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

[First engine running mode]
As shown in FIG. 3A, in the first engine driving mode, the power of the engine ENG is transmitted to the driving wheels DW and DW by connecting the clutch CL, and the driving wheels DW and DW are driven by the power of the engine ENG. and the vehicle will run. Further, in the first engine running mode, the motor MOT is used only as a generator during braking of 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 running mode]
The second engine running mode differs from the first engine running mode in that electric power from the battery BAT is supplied to the motor MOT, and the power output by the motor MOT according to the electric power is also transmitted to the drive wheels DW, DW. 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, DW by connecting the clutch CL, as in the first engine running mode. Furthermore, the electric power output by the battery BAT is supplied to the motor MOT, and the power output by the motor MOT according to the electric power is also transmitted to the drive wheels DW, DW. As a result, in the second engine running mode, the driving 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. 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 engine ENG and the power output by the motor MOT based on the power supplied from the battery BAT. .

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

[Engine cooling mechanism]
As shown in FIG. 1, engine ENG is cooled by cooling water circulating in engine cooling circuit 20 . The engine ENG is provided with an accessory drive pulley 13 on the crankshaft 12 . The accessory belt 14 stretched over the accessory drive pulley 13 is also stretched over a driven pulley 15 for driving the cooling pump 21 of the engine cooling circuit 20, and varies depending on the rotation speed of the engine ENG (crankshaft 12). 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 above-described engine running mode, the power of the engine ENG is transmitted to the driving wheels DW, DW by connecting (connected state) the clutch CL. Therefore, the rotation speed of the engine ENG depends on the rotation speeds of the driving wheels DW, DW. On the other hand, in the hybrid drive mode, the clutch CL is released (disengaged), so the rotation speed of the engine ENG is arbitrarily set without depending on the rotation speeds of the driving wheels DW, DW.

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

Therefore, in the present invention, engine cooling control is executed when the temperature of the engine ENG described below is equal to or higher than a predetermined value. Engine cooling control will be described below 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. (S1). Note that the predetermined value Th is a temperature that is higher than the proper temperature of the engine ENG and lower than the temperature at which the output of the engine ENG is restricted. As a result, when the temperature TeE of the engine ENG is equal to or higher than the predetermined value Th, the running mode control unit 120 determines that the current running mode is the engine running mode based on the signal indicating the running mode sent from the running mode storage unit 130. (S2).

As a result, if the current running mode is the engine running mode (YES in S2), battery control unit 124 increases the power supplied from 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 engine running mode is shifted 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. The driving wheels DW and DW are driven by the power output by the motor MOT in accordance with the electric power obtained. Even when the drive demand 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 on the engine ENG can be reduced.

On the other hand, if the engine running mode is the second engine running mode, the amount of electric power supplied from the battery BAT to the motor MOT is increased from the current 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 of the increase in the output of the motor MOT, and the load on the engine ENG can be reduced.

As described above, in the engine running mode, the clutch CL is connected, so the rotational speed of the engine ENG is determined according to the rotational speeds of the drive wheels DW, 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 decreased, thereby reducing 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, if the current running mode is not the engine running mode as a result of step S2 (NO in S2), in other words, if it is 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 running mode, the rotation speed of the engine ENG can be arbitrarily set without being limited to the rotation speeds of the driving wheels 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 running mode, the engine control unit 121 increases the rotation speed of the engine ENG, thereby increasing the cooling pump driven 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 the driving wheels DW, DW are driven by the engine ENG.

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

Alternatively, instead of maintaining the output of engine ENG, engine control unit 121 may reduce the output of engine ENG, and battery control unit 124 may increase the power supplied from battery BAT. As a result, the engine ENG can be driven at a low load by reducing the amount of power generated by the generator GEN by the power of the engine ENG. By supplementing, it is possible to satisfy the drive demand.

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

On the other hand, if the hybrid running mode is the second hybrid running mode, the amount of electric power supplied from the battery BAT to the motor MOT is increased from the current 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 at a low load, it is possible to prevent the temperature TeE of the engine ENG from increasing or to lower the temperature TeE of the engine ENG.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and can be modified, improved, and the like as appropriate.
For example, in step S1 described above, the temperature TeE of the engine ENG is obtained 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 process from step S2 onward may be performed when the temperature of the engine ENG is expected to exceed a predetermined value Th, such as when the vehicle is towed or when the vehicle is traveling uphill for a long time. Traction may be detected by the driver's operation of an operation panel, switches, or the like, or may be detected by a sensor. Uphill traveling may be detected from GPS information, an acceleration sensor, or the like.

This specification describes at least the following matters. In addition, although the parenthesis shows the components corresponding to the above-described embodiment, the present invention is not limited to this.

(1) an internal combustion engine (engine ENG);
a pump (cooling pump 21) that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator (generator GEN) that generates power from the power of the internal combustion engine;
an electric motor (motor MOT) that drives the driving wheels (driving wheels DW) based on the electric power supplied from the generator;
a connecting/disconnecting portion (clutch CL) connecting/disconnecting a power transmission path between the internal combustion engine and the driving wheels;
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. a driving mode (hybrid driving mode);
a second driving mode (engine driving mode) in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device (control device 100) for a vehicle capable of traveling in a plurality of traveling modes including
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 become equal to or higher than the predetermined value. A control device for a vehicle that increases the speed of the internal combustion engine when predicted.

According to (1), since the connecting/disconnecting portion is disconnected in the first driving mode, the rotation speed of the internal combustion engine can be arbitrarily set without being limited to the rotation speed of the driving wheels. Therefore, 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 expected to be equal to or higher than a predetermined value, the rotational speed of the internal combustion engine is reduced. By increasing it, 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 the drive wheels are driven by the internal combustion engine.

(2) The vehicle control device according to (1),
A control device for a vehicle, which reduces torque output from the internal combustion engine when increasing the rotational speed of the internal combustion engine.

According to (2), when the rotational speed of the internal combustion engine is increased, by reducing the torque output by the internal combustion engine, 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),
Further comprising a storage device (battery BAT) for storing the power generated by the generator,
In the first travel mode, the vehicle can travel by driving the drive wheels with the power output by the electric motor based on the electric power supplied from the generator and the 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, the electric storage device a control device for a vehicle, which increases the electric power supplied from the internal combustion engine and reduces the amount of power generated by the generator by the power of the internal combustion engine.

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

(4) The vehicle control device according to any one of (1) to (3),
Further comprising a storage device (battery BAT) for storing the power generated by the generator,
In the second travel 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 accordance with the power supplied from the battery,
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 second traveling mode, the capacitor A control device for a vehicle, which increases the electric power supplied from the 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 driving mode, the rotational speed of the internal combustion engine is determined according to the rotational speed of the driving wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is traveling in the second traveling mode, or when the temperature of the internal combustion engine is expected to be equal to or higher than a predetermined value, the electric power supplied from the battery is reduced. 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 driving demand.

(5) an internal combustion engine (Engine ENG);
a pump (cooling pump 21) that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator (generator GEN) that generates power from the power of the internal combustion engine;
a storage device (battery BAT) that stores the power generated by the generator;
an electric motor (motor MOT) that drives the drive wheels based on the electric power supplied from the generator;
a connecting/disconnecting portion (clutch CL) connecting/disconnecting a power transmission path between the internal combustion engine and the driving wheels;
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. a driving mode (hybrid driving mode);
a second driving mode (engine driving mode) in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device (control device 100) for a vehicle capable of traveling in a plurality of traveling modes including
In the second traveling mode, the drive wheels can be driven by adding the power output by the internal combustion engine and the power output by the electric motor based on the power supplied from the storage battery,
When the temperature of the internal combustion engine (temperature TeE) 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,
increasing the rotation speed of the internal combustion engine while the vehicle is running in the first running mode;
A control device for a vehicle, which increases electric power supplied from the storage battery and reduces output of the internal combustion engine while the vehicle is running in the second running mode.

According to (5), since the connecting/disconnecting portion is disconnected in the first driving mode, the rotation speed of the internal combustion engine can be arbitrarily set without being limited to the rotation speed of the driving wheels. Therefore, 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 expected to be equal to or higher than a predetermined value, the rotational speed of the internal combustion engine is reduced. By increasing it, 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 driving mode, the connecting/disconnecting portion is connected, so the rotation speed of the internal combustion engine is determined according to the rotation speed of the driving wheels. Therefore, when the temperature of the internal combustion engine is equal to or higher than a predetermined value while the vehicle is traveling in the second traveling mode, or when the temperature of the internal combustion engine is expected to be equal to or higher than a predetermined value, the electric power supplied from the battery is reduced. By increasing and decreasing the output of the internal combustion engine, the load on the internal combustion engine can be reduced. In this manner, by performing appropriate control according to the driving mode, it is possible to appropriately cool the internal combustion engine while satisfying the drive demand.

21 cooling pump 100 control device ENG engine GEN generator BAT battery MOT motor CL clutch DW driving wheel

Claims (4)

an internal combustion engine;
a pump that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator that generates power from the power of the internal combustion engine;
a storage device that stores the power generated by the generator;
an electric motor that drives drive wheels based on the electric power supplied from the generator;
a connecting/disconnecting portion that connects/disconnects a power transmission path between the internal combustion engine and the drive wheels,
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. driving mode and
a second driving mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device for a vehicle capable of traveling in a plurality of traveling modes including
In the first travel mode, the vehicle can travel by driving the drive wheels with the power output by the electric motor based on the electric power supplied from the generator and the storage device,
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 internal combustion engine is increased , the electric power supplied from the electric storage device is increased, and the amount of power generated by the generator by the power of the internal combustion engine is decreased . A control device for a vehicle according to claim 1,
A control device for a vehicle, which reduces torque output from the internal combustion engine when increasing the rotational speed of the internal combustion engine. The vehicle control device according to claim 1 or 2 ,
In the second travel 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 accordance with the power supplied from the battery,
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 second traveling mode, the capacitor A control device for a vehicle, which increases the electric power supplied from the internal combustion engine and decreases the output of the internal combustion engine. an internal combustion engine;
a pump that supplies cooling water to the internal combustion engine by power of the internal combustion engine;
a generator that generates power from the power of the internal combustion engine;
a storage device that stores the power generated by the generator;
an electric motor that drives drive wheels based on the electric power supplied from the generator;
a connecting/disconnecting portion that connects/disconnects a power transmission path between the internal combustion engine and the drive wheels,
The power generator is caused to generate power by the power of the internal combustion engine in a state in which the connecting/disconnecting portion is disconnected, and the drive wheels are driven by the power output by the electric motor based on at least the power supplied from the power generator. driving mode and
a second driving mode in which the drive wheels are driven by at least the power output from the internal combustion engine with the connection/disconnection portion connected;
A control device for a vehicle capable of traveling in a plurality of traveling modes including
In the second traveling mode, the drive wheels can be driven by adding the power output by the internal combustion engine and the power output by the electric motor based on the power supplied from the storage battery,
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,
increasing the rotation speed of the internal combustion engine while the vehicle is running in the first running mode;
A control device for a vehicle, which increases electric power supplied from the storage battery and reduces output of the internal combustion engine while the vehicle is running in the second running mode.

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