JP2015147430A - vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a fuel economy while suppressing torque fluctuation upon changing over of a combustion mode of an engine in a hybrid vehicle.SOLUTION: A vehicle control device is mounted on a hybrid vehicle (1) including as driving sources, an engine (10) having a supercharger (23) and constituted in such a way that a plurality of combustion modes can be changed over, and a motor generator (MG2) capable of performing power running and regeneration. The vehicle control device includes control means (31, 32, 33) performing at least one of retard control of spark advance for retarding an ignition timing of the engine and regeneration control regenerating the motor regenerator, in order to suppress torque level difference caused when the combustion mode is changed from a first combustion mode out of the plurality of combustion modes to a second combustion mode. The control means performs the retard control of spark advance prior to others when responsiveness of the supercharging pressure of the supercharger is required upon changing of the combustion mode.

Description

  The present invention relates to a vehicle control device for a hybrid vehicle, and more particularly, to a technical field of a vehicle control device for a hybrid vehicle equipped with an engine having a supercharger and capable of switching a plurality of combustion modes.

  As an apparatus of this type, for example, a rich spike operation for switching the engine operating air-fuel ratio from a lean air-fuel ratio to a rich air-fuel ratio for a short time is performed, and torque fluctuation is prevented when returning from the rich spike to the lean air-fuel ratio operation. In addition, a device has been proposed in which the engine is operated at the theoretical air-fuel ratio during the period from the start of air-fuel ratio switching until the engine intake air amount reaches a predetermined value, and the ignition timing is retarded as necessary (Patent Document). 1).

  Alternatively, in a hybrid vehicle, there has been proposed a device that absorbs a torque level difference that may occur when performing enrichment control that makes the air-fuel ratio of the engine rich (see Patent Document 2).

  Alternatively, in the hybrid vehicle, when the engine operation mode is switched between the lean combustion operation mode and the stoichiometric combustion operation mode, the electric motor so that the total output of the engine output and the electric motor output is constant. Has been proposed (see Patent Document 3).

JP 2005-069029 A JP 2005-163667 A JP 2008-068802 A

  The technique described in Patent Document 1 has a technical problem that the combustion efficiency of the engine may decrease as the ignition timing is retarded. On the other hand, the techniques described in Patent Documents 2 and 3 have a technical problem in that the increase in the supercharging pressure becomes relatively slow and the fuel consumption may be reduced.

  The present invention has been made in view of, for example, the above problems, and in a hybrid vehicle equipped with an engine having a supercharger, vehicle control capable of improving fuel efficiency while suppressing torque fluctuation at the time of combustion mode switching. It is an object to provide an apparatus.

  In order to solve the above problems, a vehicle control apparatus of the present invention drives an engine having a supercharger and configured to be able to switch between a plurality of combustion modes, and a motor / generator capable of power running and regeneration. A vehicle control device mounted on a hybrid vehicle provided as a source, wherein the first combustion mode among the plurality of combustion modes is changed to a second combustion mode different from the first combustion mode among the plurality of combustion modes. Control means for performing at least one of ignition retard control for retarding the ignition timing of the engine and regenerative control for regenerating the motor / generator in order to suppress a torque step generated when the combustion mode is changed When the combustion mode is changed and the responsiveness of the supercharging pressure related to the supercharger is required, the control means favors the ignition delay control. To be carried out.

  According to the vehicle control device of the present invention, the vehicle control device is mounted on the hybrid vehicle. The hybrid vehicle includes an engine having a supercharger and a motor / generator capable of power running and regeneration as drive sources. The engine is configured to be able to switch between a plurality of combustion modes such as a supercharged lean combustion mode, a supercharged stoichiometric combustion mode, a nonsupercharged lean combustion mode, and a nonsupercharged stoichiometric combustion mode.

  For example, the control means including a memory, a processor, etc., performs ignition for the engine in order to suppress a torque step generated when the combustion mode is changed from the first combustion mode to the second combustion mode among the plurality of combustion modes. At least one of ignition retard control for retarding timing and regeneration control for regenerating the motor / generator is performed.

  Here, according to the inventor's research, the following matters have been found. That is, when the ignition retard control is performed, the supercharging pressure can be raised relatively early as the exhaust energy increases. However, if ignition retard control is performed, the combustion efficiency of the engine may be reduced. On the other hand, if regenerative control is used to regenerate the engine torque increase (surplus) that accompanies the change in the combustion mode by the motor / generator, the torque difference at the time of the change in the combustion mode is suppressed while being recovered as electric energy and combustion is performed. A decrease in efficiency can be prevented. However, if regenerative control is performed without performing ignition retard control, the increase in boost pressure (or intake air amount) is relatively slow, and the combustion mode switching time is relatively long. As a result, fuel consumption may eventually decrease.

  The control means is, for example, ignition retard control so that the fuel consumption is minimized, for example, based on the fuel consumption due to a decrease in combustion efficiency of the engine due to ignition retard control and the fuel consumption due to regenerative control. And / or regenerative control.

  Here, the fuel consumption amount related to the regeneration control is determined in consideration of the amount that the hybrid vehicle can travel using the recovered electric energy. That is, the fuel consumption amount related to the regenerative control is subtracted from the fuel amount consumed due to the regenerative control when the combustion mode is changed, corresponding to the amount that the hybrid vehicle can travel by the recovered electric energy. Is required. It should be noted that various known modes can be applied to the method for calculating the amount of consumed fuel, and a detailed description thereof will be omitted.

  Specifically, for example, the control means suppresses the torque step generated when the combustion mode is changed by ignition retard control to some extent so that the fuel consumption is minimized, and regenerates the engine torque by regenerative control. The ignition delay control and the regenerative control are performed so that the torque step is recovered.

  Alternatively, the control means performs at least one of ignition retard control and regenerative control in accordance with the battery state in addition to the fuel consumption when the combustion mode is changed. Specifically, for example, when the charge amount of the battery is sufficient, the control means performs only the ignition delay control in order to suppress the torque step generated when the combustion mode is changed. If comprised in this way, the electric circuit containing a battery can be protected appropriately and it is very advantageous practically.

  Alternatively, when the combustion mode is changed, the control means performs at least one of ignition retard control and regenerative control in accordance with restrictions on the catalyst temperature and the turbocharger turbine temperature in addition to the fuel consumption. Specifically, for example, when the catalyst temperature or the turbine temperature is relatively high, regenerative control is performed while reducing the degree of retardation in order to prevent further increase in the catalyst temperature or turbine temperature by ignition retardation control. To implement. If comprised in this way, a catalyst and a supercharger can be protected appropriately and it is very advantageous practically.

  As a result, according to the vehicle control device of the present invention, it is possible to improve fuel efficiency while suppressing torque fluctuation at the time of switching the combustion mode.

  Particularly in the present invention, the control means prioritizes the ignition delay control when the responsiveness of the supercharging pressure relating to the supercharger is required when the combustion mode is changed.

  “When supercharging pressure responsiveness is required” is, for example, a so-called sports mode (specifically, for example, a traveling mode in which the engine speed is maintained relatively high or engine braking is generated during deceleration). Is in the ON state, the accelerator opening is suddenly increased, the longitudinal acceleration is relatively large, and the like.

  As described above, since the ignition retard control can raise the boost pressure relatively early, the combustion mode can be changed relatively early. As a result, it is possible to suppress a decrease in fuel consumption while improving drivability, which is very advantageous in practice.

  In one aspect of the vehicle control apparatus of the present invention, the control means is required to be responsive to the supercharging pressure related to the supercharger when the combustion mode is changed, and the greater the gear ratio of the transmission unit of the hybrid vehicle is, The ignition retard control is performed with priority.

  Since the engine torque deficiency associated with the change in the combustion mode is multiplied by the gear ratio, the driver of the hybrid vehicle may feel uncomfortable as the gear ratio of the transmission unit increases (that is, the gear is closer to the lower gear). It has been found by research by the present inventors.

  Therefore, as described above, the supercharging pressure can be increased relatively quickly by the control means if the ignition delay control is prioritized as the gear ratio of the transmission unit increases when the combustion mode is changed (that is, The responsiveness of the supercharging pressure can be maintained or improved), and the decrease in the responsiveness of the torque can be suppressed. At this time, the control means may be configured to control the motor / generator so that the assist torque is output from the motor / generator without performing the regeneration control.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

It is a conceptual diagram which shows the structure of the hybrid vehicle which concerns on embodiment. It is an example of the combustion mode map about the engine which concerns on embodiment. It is an example of the relationship between the retard amount of ignition timing and engine efficiency. It is an example of the relationship between an air fuel ratio and engine efficiency. (A) It is a conceptual diagram which shows the concept of the relationship between the retard amount or regeneration amount of ignition timing, and engine fuel consumption. (B) It is a conceptual diagram which shows the concept of the relationship between the retard amount or regeneration amount of ignition timing, and a supercharging pressure response time. It is an example of the time chart at the time of switching from stoichiometric combustion to lean combustion. It is a flowchart which shows the combustion mode switching control which concerns on embodiment. It is a flowchart which shows the combustion mode switching control which concerns on the modification of embodiment.

  An embodiment according to a vehicle control device of the present invention will be described with reference to the drawings.

(Configuration of hybrid vehicle)
First, the structure of the hybrid vehicle which concerns on embodiment is demonstrated with reference to FIG. FIG. 1 is a conceptual diagram illustrating a configuration of a hybrid vehicle according to an embodiment.

  In FIG. 1, the hybrid vehicle 1 includes an engine 10 and motor / generators MG1 and MG2 connected to the engine 10 via a power distribution mechanism 14, respectively. The motor / generator MG1 is mainly used for control of the engine 10 and power generation. On the other hand, motor generator MG2 is mainly used for power running and regenerative braking of hybrid vehicle 1.

  The power distribution mechanism 14 includes a planetary gear mechanism. The crankshaft of the engine 10 is connected to the carrier of the planetary gear mechanism. The rotation shaft of the motor / generator MG1 is connected to the sun gear of the planetary gear mechanism. The rotation shaft of the motor / generator MG2 is connected to an output shaft from which the rotational power of the ring gear of the planetary gear mechanism is output.

  The power distribution mechanism 14, the motor / generator MG1, and the motor / generator MG2 constitute a continuously variable transmission. The hybrid vehicle 1 is disposed in a power transmission path between the continuously variable transmission unit and drive wheels (not shown), and is connected in series via an output shaft of the continuously variable transmission unit. It has. Since various known modes can be applied to the stepped transmission unit 15, the detailed description thereof is omitted. In addition, various known modes can be applied to the control methods of the continuously variable transmission unit and the stepped transmission unit 15, and thus the detailed description thereof is omitted.

  The engine 10, the motor / generator MG1, the motor / generator MG2, the power distribution mechanism 14, and the stepped transmission unit 15 are actually arranged on the same axis. However, in FIG. Etc. are not arranged on the same axis.

  An intake passage 11 and an exhaust passage 12 are connected to the engine 10. In the intake passage 11, an air flow meter 21, an intake throttle valve 22, a compressor 23 c of a turbocharger 23 and an intercooler 24 are provided. In the exhaust passage 12, a turbine 23 t of the turbocharger 23, a start converter 25 and an aftertreatment device 26 are provided.

  Further, the exhaust passage 12 is provided with a bypass passage having a wastegate valve 27 that communicates between the upstream of the turbine 23t and between the turbine 23t and the start converter 25. Since the wastegate valve 27 is configured so that the opening area of the valve can be changed linearly, the exhaust amount passing through the bypass path can be controlled linearly.

  The engine 10 is further provided with a low pressure EGR device that recirculates a part of the exhaust gas flowing in the exhaust passage 12 to the intake passage 11 at a low pressure. The low pressure EGR device communicates the downstream side of the start converter 25 in the exhaust passage 12 and the upstream side of the aftertreatment device 26 with the downstream side of the intake throttle valve 22 and the upstream side of the compressor 23c in the intake passage 11. A passage 13 is provided. The low pressure EGR passage 13 is provided with an EGR cooler 17 and an EGR valve 28.

  The hybrid vehicle 1 further includes an engine ECU (Electronic Control Unit) 32 that controls the engine 10, an MGECU 33 that controls the motor generators MG 1 and MG 2, and outputs of various sensors provided in the hybrid vehicle 1. And the HVECU 31 that controls the engine ECU 32 and the MGECU 33 in an integrated manner.

(Engine operation)
Next, the operation of the engine 10 will be described with reference to FIG. FIG. 2 is an example of a combustion mode map in which the horizontal axis represents the engine speed and the vertical axis represents the engine torque.

  As shown in FIG. 2, the engine 10 according to the embodiment employs various combustion modes according to the power required for the engine 10 (hereinafter, referred to as “engine required power” as appropriate).

  Specifically, in the low load range, the catalyst temperature does not rise sufficiently, so the non-supercharging stoichiometric combustion mode (see “NA stoichiometric”) is set. In the non-supercharged stoichiometric combustion mode and the non-supercharged lean combustion mode (see “NA lean”), the wastegate valve 27 is opened, and exhaust does not flow into the turbine 23t. Accordingly, in the non-supercharged stoichiometric combustion mode and the non-supercharged lean combustion mode, the intake air amount is controlled only by the opening of the intake throttle valve 22 (that is, the throttle).

  When it becomes difficult to achieve the maximum amount of air required for lean combustion without supercharging, the opening of the wastegate valve 27 is decreased and the operation proceeds to the supercharging lean combustion mode (see “supercharging lean”). To do. When the load further increases, the maximum amount of air required for lean combustion cannot be achieved, and therefore, the transition is made to the non-supercharged stoichiometric combustion mode or the supercharged stoichiometric combustion mode (see “supercharging stoichiometric”).

  The engine ECU 32 basically controls the engine 10 according to the engine required power. At this time, the combustion mode is appropriately switched according to the position of the operating point of the engine 10 on the combustion mode map.

(Combustion mode switching control)
Next, switching of the combustion mode in the engine 10 will be described. In the present embodiment, as an example, switching from the non-supercharged stoichiometric combustion mode to the supercharged lean combustion mode is given (see FIG. 2).

  In the transition period from the stoichiometric combustion to the lean combustion, the intake air amount gradually increases. At this time, if the fuel injection amount is constant, the air-fuel ratio changes, for example, the amount of NOx increases. Therefore, the engine ECU 32 increases the fuel injection amount as the intake air amount increases so as to keep the air-fuel ratio constant. To do. When the intake air amount reaches a predetermined amount required for lean combustion, the engine ECU 32 reduces the fuel injection amount to make lean combustion.

  By the way, immediately after switching of the air-fuel ratio (here, immediately after switching from stoichiometric combustion to lean combustion), the fuel injection amount is reduced, and unless any countermeasure is taken, the torque of the engine 10 is reduced ( That is, a torque step is generated).

  In order to suppress the occurrence of a torque step, for example, a method of retarding the ignition timing related to the engine 10 (hereinafter referred to as “ignition retarding control” as appropriate) has been proposed. By retarding the ignition timing, the exhaust energy can be increased, and the boost pressure (intake air amount) can be raised relatively early (that is, the combustion can be switched from stoichiometric combustion to lean combustion relatively early). . On the other hand, if the ignition timing is retarded, for example, as shown in FIG. 3, the engine combustion efficiency decreases (see “Point A → Point B” in FIG. 3).

  Note that “MBT (Minimum Advance for Best Torque)” in FIG. 3 means the most retarded ignition timing at which the torque becomes maximum when only the ignition timing is changed under the same operating conditions.

  By switching from stoichiometric combustion to lean combustion, the engine combustion efficiency is improved as shown in FIG. 4, for example, as shown in FIG. 4 due to a reduction in pumping loss and an increase in specific heat ratio (“Point A → Point C” in FIG. 4). reference).

  Thus, if the ignition timing is retarded, the fuel consumption in the transition period of the combustion mode switching increases as the engine combustion efficiency decreases, but the occurrence of a torque step during the transition transition of the combustion mode can be suppressed, and supercharging is performed. Since the pressure (intake air amount) can be increased relatively early, it is possible to shift to lean combustion with high engine fuel efficiency relatively early.

  Alternatively, when switching from stoichiometric combustion to lean combustion, as described above, the intake air amount is increased and the fuel injection amount is increased in order to keep the air-fuel ratio constant, and excessive engine torque is generated. For this reason, in a hybrid vehicle, in order to suppress the occurrence of a torque step, for example, a method of regenerative control of a motor / generator has been proposed.

  In the regenerative control, it is possible to suppress the occurrence of a torque step while avoiding a decrease in engine combustion efficiency during the transition period of the combustion mode switching. On the other hand, the supercharging pressure (intake air amount) is unlikely to increase, and the shift to lean combustion with good engine combustion efficiency may be delayed, resulting in a reduction in fuel consumption.

  FIG. 5 is a conceptual diagram showing the characteristics of the ignition retard control and the regenerative control described above. FIG. 5A is a conceptual diagram showing the concept of the relationship between the retard amount or regeneration amount of the ignition timing and the engine fuel consumption. FIG. 5B is a conceptual diagram showing the concept of the relationship between the retard amount or regeneration amount of the ignition timing and the boost pressure response time.

  As can be seen from FIG. 5A, in order to minimize the fuel consumption, both the ignition retard control and the regenerative control may be appropriately performed. On the other hand, as can be seen from FIG. 5B, in order to shorten the supercharging pressure response time (that is, to switch the combustion mode early), the regeneration control is performed while retarding the ignition timing as much as possible. Should be reduced as much as possible.

  Next, a comparison between the case where the combustion mode is switched while suppressing the generation of the torque step only by the ignition retard control and the case where the combustion mode is switched while suppressing the generation of the torque step only by the regenerative control will be described with reference to FIG. This will be described with reference to the time chart. In FIG. 6, the solid line indicates a case where the combustion mode is switched only by the ignition retard control, and the dotted line indicates a case where the combustion mode is switched only by the regenerative control.

  It is assumed that switching from the stoichiometric combustion mode to the lean combustion mode is started at time t1 in FIG. At this time, the HVECU 31 controls the engine ECU 32 so that the opening degree of the waste gate valve (WGV) 27 is reduced (that is, the waste gate valve 27 is closed).

  As a result, the boost pressure starts increasing at time t2 in FIG. 6 with a certain time lag. At this time, the HVECU 31 controls the engine ECU 32 to increase the fuel injection amount in accordance with the increase in the supercharging pressure and retard the ignition timing (“supercharging pressure”, “fuel injection amount”, “ignition”). Refer to the solid line of “Time”). Here, in particular, the engine combustion efficiency decreases with the retard of the ignition timing.

  Alternatively, the HVECU 31 controls the engine ECU 32 and the MGECU 33 so as to increase the fuel injection amount as the supercharging pressure increases and to cause the motor / generator MG2 to output an assist torque. This is because the increase rate of the supercharging pressure is slow and the engine torque does not reach the target value (see dotted lines of “engine torque”, “supercharging pressure”, “fuel injection amount”, “MG2 torque”). The HVECU 31 controls the MGECU 33 so as to start the regeneration control of the motor / generator MG2 when surplus engine torque occurs.

  In the ignition retard control, the supercharging pressure reaches a predetermined amount required for lean combustion at time t3 in FIG. At this time, the HVECU 31 controls the engine ECU 32 so as to reduce the fuel injection amount and change the ignition timing. As a result, the air-fuel ratio is switched stepwise from stoichiometric to lean. In addition, the engine combustion efficiency is improved due to the shift to the lean combustion mode.

  On the other hand, in the case of regenerative control, the supercharging pressure reaches a predetermined amount required for lean combustion at time t4 in FIG. At this time, the HVECU 31 controls the engine ECU 32 and the MGECU 33 so as to reduce the fuel injection amount and stop the regenerative control of the motor / generator MG2. As a result, the air-fuel ratio is switched stepwise from stoichiometric to lean. In addition, the engine combustion efficiency is improved due to the shift to the lean combustion mode.

  As described above, when the combustion mode is switched while suppressing the generation of the torque step only by the regenerative control, the timing at which the engine combustion efficiency increases is significantly delayed as compared with the ignition retard control.

  Next, the combustion mode switching control according to the present embodiment will be described with reference to the flowchart of FIG.

  In FIG. 7, first, the HVECU 31 determines whether or not switching from stoichiometric combustion to lean combustion has been started (step S101). Specifically, for example, the HVECU 31 determines whether or not the operating point of the engine 10 has transitioned from the stoichiometric combustion mode region to the lean combustion mode region on the combustion mode map shown in FIG. When it is determined that the switching has not been started (step S101: No), the HVECU 31 enters a standby state and performs the process of step S101 again after a predetermined time.

  When it is determined that the switching has started (step S101: Yes), the HVECU 31 determines whether or not it is in the sport mode state (step S102). In addition, what is necessary is just to determine whether it is a sport mode state by, for example, whether the switch concerning a sport mode is an ON state.

  When it is determined that the state is not the sport mode state (step S102: No), the HVECU 31 calculates the retard amount of the ignition timing that minimizes the fuel consumption (step S103). Subsequently, the HVECU 31 sends an instruction to the engine ECU 32 to start switching from stoichiometric combustion to lean combustion while controlling the ignition timing so that the calculated retardation amount is obtained (step S105). At this time, the HVECU 31 controls the MGECU 32 so as to perform the regeneration control of the motor / generator MG2 so as to absorb the surplus engine torque generated by the switching as necessary.

  Next, the HVECU 31 determines whether or not switching from stoichiometric combustion to lean combustion has been completed (step S106). When it is determined that the switching has not been completed (step S106: No), the HVECU 31 performs the process of step S105. On the other hand, when it is determined that the switching has been completed (step S106: Yes), the process returns.

  On the other hand, if it is determined in step S102 that the state is the sport mode state (step S102: Yes), the HVECU 31 increases the supercharging pressure relatively quickly (that is, the retard amount becomes relatively large). Thus, the retard amount of the ignition timing is calculated (step S104). Subsequently, the HVECU 31 performs the process of step S105.

  Specifically, for example, the HVECU 31 is based on, for example, the traveling state of the hybrid vehicle 1 so that the engine fuel consumption in FIG. To calculate the retard amount. As a result, only the ignition retard control may be performed, or the ignition retard control and the regeneration control may be performed. In any case, the ignition retard control is performed with priority over the regeneration control.

  The “HVECU 31”, “engine ECU 32”, and “MG ECU 33” according to the present embodiment are examples of the “control unit” according to the present invention.

<Modification>
Next, a modification of the vehicle control device according to the embodiment will be described with reference to the flowchart of FIG. In FIG. 8, the same reference numerals are given to the same portions as those in the flowchart of FIG.

  In FIG. 8, when it is determined that the switching from the stoichiometric combustion to the lean combustion is started in the process of step S101 described above (step S101: Yes), the HVECU 31 determines whether or not the vehicle speed of the hybrid vehicle 1 is less than the threshold value. Determination is made (step S111). When it is determined that the vehicle speed is less than the threshold (step S111: Yes), the HVECU 31 calculates a retard amount of the ignition timing so that the supercharging pressure increases relatively quickly (step S113). Subsequently, the HVECU 31 performs the process of step S105 described above.

  On the other hand, when it is determined in step S111 that the vehicle speed is equal to or higher than the threshold (step S111: No), the HVECU 31 determines whether the opening degree of the intake throttle valve 22 is larger than the threshold (step S112). . When it is determined that the opening degree of the intake throttle valve 22 is larger than the threshold value (step S112: Yes), the HVECU 31 performs the process of step S113.

  When it is determined that the opening degree of the intake throttle valve 22 is equal to or smaller than the threshold value (step S112: No), the HVECU 31 calculates a retard amount of the ignition timing that minimizes the fuel consumption (step S114). Subsequently, the HVECU 31 performs the process of step S105 described above.

  Here, according to the research of the present inventor, since the engine torque deficiency accompanying the air-fuel ratio switching is multiplied by the gear ratio, the greater the gear ratio of the transmission unit, the more uncomfortable the driver of the hybrid vehicle 1 is. It has been found that there is a possibility.

  Therefore, in this modification, as the gear ratio increases, the retard amount of the ignition timing is positively increased, and the supercharging pressure is quickly increased. In other words, in the present modification, the ignition retard control is performed with priority over the regeneration control as the gear ratio increases. For this reason, the threshold value related to the vehicle speed and the threshold value related to the opening degree of the intake throttle valve 22 are preliminarily set as fixed values, as values for determining whether or not the low speed gear stage having a relatively large gear ratio is selected, or It is set as a variable value according to some physical quantity or parameter.

  Therefore, according to this modification, it is possible to suppress the driver from feeling uncomfortable with the air-fuel ratio switching.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  In the above-described embodiment, switching from stoichiometric combustion to lean combustion is taken as an example. However, the present invention can also be applied to switching from rich combustion to lean combustion, for example.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Engine, 11 ... Intake passage, 12 ... Exhaust passage, 13 ... Low pressure EGR passage, 14 ... Power distribution mechanism, 15 ... Stepped transmission part, 21 ... Air flow meter, 22 ... Intake throttle valve, 23 ... turbocharger, 25 ... start converter, 26 ... post-processing device, 27 ... wastegate valve, 31 ... HVECU, 32 ... engine ECU, 33 ... MGECU, MG1, MG2 ... motor generator

Claims (3)

A vehicle control device mounted on a hybrid vehicle including a supercharger and an engine configured to be able to switch between a plurality of combustion modes, and a motor / generator capable of power running and regeneration, as a drive source,
In order to suppress a torque step generated when the combustion mode is changed from the first combustion mode of the plurality of combustion modes to the second combustion mode different from the first combustion mode of the plurality of combustion modes. Control means for performing at least one of ignition retardation control for retarding the ignition timing related to the engine and regeneration control for regenerating the motor / generator;
When the combustion mode is changed and the responsiveness of the supercharging pressure related to the supercharger is required, the control means preferentially implements the ignition retardation control. .   The case where the responsiveness of the supercharging pressure related to the supercharger is required when the combustion mode is changed is a case where a predetermined sports mode is selected. The vehicle control device described.   When the combustion mode is changed, the control means is required to be responsive to the supercharging pressure related to the supercharger, and the ignition delay angle control is prioritized as the speed ratio of the transmission portion of the hybrid vehicle increases. The vehicle control device according to claim 1, wherein:

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