JP7183928B2 - vehicle - Google Patents

Description

TECHNICAL FIELD The present disclosure relates to vehicles, and more particularly to engine start control in vehicles.

Japanese Patent Laying-Open No. 2015-58924 (Patent Document 1) discloses a hybrid vehicle including a turbocharger.

JP 2015-58924 A

By the way, in a car (generally called a "conveyor car") that uses only an engine as a power source for running, the engine starts in the state when the engine is stopped or in the initialized state. However, with such engine start control, the engine may not always start in a manner suitable for the situation at the time of engine start. Further, in Patent Literature 1, sufficient consideration is not made as to what state it is desirable to start an engine equipped with a turbocharger in a hybrid vehicle.

The present disclosure has been made to solve the above problems, and an object thereof is to provide a vehicle capable of starting the engine in a suitable manner according to the situation at the time of starting the engine.

A vehicle according to the present disclosure includes an engine that generates driving force, and a control device that controls the engine. An engine includes an engine body that performs combustion, an intake passage and an exhaust passage connected to the engine body, a supercharger, a bypass passage connected to the exhaust passage, and a waste gate valve (hereinafter referred to as a waste gate valve) provided in the bypass passage. (also referred to as "WGV"). The turbocharger includes a compressor provided in an intake passage and a turbine provided in an exhaust passage. The bypass passage is configured to channel the exhaust around the turbine. The control device performs first start control for starting the engine with the WGV opened to a first opening, and second start control for starting the engine with the WGV closed to a second opening that is smaller than the first opening. is configured to be able to control and

In the above vehicle, the control device is configured to be able to execute the first start control and the second start control. In the first start control, the engine is started with the WGV opened to the first opening. As a result, the supercharging of the engine becomes weaker (that is, the supercharging pressure becomes lower), and the exhaust resistance becomes smaller, thereby reducing the amount of fuel consumed when starting the engine. On the other hand, in the second start control, the engine is started with the WGV closed to the second degree of opening (more specifically, the degree of opening smaller than the first degree of opening). As a result, the boost pressure rises more quickly after the engine is started, and the torque rises more quickly when the engine is started, thereby improving the acceleration of the vehicle. The above-described vehicle can start the engine in a suitable manner according to the conditions at the time of engine start-up by selectively using the first start-up control and the second start-up control according to the conditions at the time of engine start-up.

The above control device may be configured to start the engine by the first start control during normal acceleration and to start the engine by the second start control during rapid acceleration. In such a configuration, during normal acceleration (for example, when a predetermined rapid acceleration condition is not satisfied), the engine is started with the WGV opened to the first opening, so that the fuel consumption rate at engine start (hereinafter referred to as , also referred to as “fuel consumption”) can be improved. Further, during rapid acceleration (for example, when a predetermined rapid acceleration condition is satisfied), the engine is started with the WGV closed to the second degree of opening, thereby improving acceleration of the vehicle at engine start. be able to. In this manner, the control device in the vehicle can start the engine in a manner suitable for the situation at the time of engine start.

The above vehicle may further include an electric motor that generates driving force. When the control device shifts from EV running (that is, running by the electric motor with the engine stopped) to HV running (that is, running by the engine and the electric motor), the first start control and the second It may be configured to select and execute any of the starting controls.

During the transition from EV driving to HV driving (hereinafter also simply referred to as "during HV transition"), a shock to the vehicle body due to engine start-up (hereinafter referred to as "starting shock") is likely to occur. When the control device starts the engine by the first start control at the time of such HV shift, the exhaust resistance at the time of starting the engine becomes small, so that the starting shock can be reduced. The above-described control device can reduce the start shock by the first start control when shifting to the HV, and can also rapidly accelerate the vehicle by the second start control when shifting to the HV. The above-described control device selects and executes either the first start control or the second start control at the time of transition to HV, so that the engine can be started in a manner suitable for the situation at the time of engine start.

By executing the second start control in a situation where rapid acceleration of the vehicle is requested, the vehicle can be rapidly accelerated in response to the request for rapid acceleration. More specifically, the control device described above may be configured to execute the second start-up control when the following requirements are satisfied during transition to HV.

The vehicle described above may further include an accelerator sensor that detects an amount of acceleration requested by the user (for example, the amount of depression of an accelerator pedal). The above control device selects the second start control when the required acceleration amount is equal to or greater than a threshold value (hereinafter also referred to as "requirement (A)") when shifting from EV travel to HV travel. may be configured.

The above-described control device selects the second start-up control when power to be output to the engine is equal to or greater than a threshold (hereinafter also referred to as "requirement (B)") when transitioning from EV travel to HV travel. It may be configured as

The above-described control device may be configured to perform HV travel in a plurality of types of travel modes including a first travel mode and a second travel mode in which the engine can output greater power than in the first travel mode. . The control device selects the second start-up control when it satisfies that the traveling mode of the vehicle is the second traveling mode (hereinafter also referred to as "requirement (C)") when shifting from EV traveling to HV traveling. may be configured to

Any one of the above requirements (A) to (C) may be adopted, two requirements selected from requirements (A) to (C) may be adopted, or requirements (A) to All of (C) may be employed. Note that adopting all of the requirements (A) to (C) means that the control device selects the second start control when at least one of the requirements (A) to (C) is satisfied at the time of transition to HV. means that

The control device described above may be configured to control the running of the vehicle in a preset running mode. The control device may be configured to include a storage device that stores information indicating a running mode (hereinafter also referred to as "mode information"), and to identify the running mode of the vehicle by referring to the mode information in the storage device. good. The vehicle described above may further include an input device that receives user input. The input device may be configured to set the driving mode input by the user to the control device, among the plurality of driving modes.

The vehicle described above may further include a motor generator (hereinafter also referred to as a "first motor generator"). The electric motor that generates the traveling driving force described above may be a motor generator (hereinafter also referred to as a "second motor generator"). Each of the engine and the first motor generator may be mechanically coupled to drive wheels of the vehicle via planetary gears. The planetary gear and the second motor generator may be configured such that the power output from the planetary gear and the power output from the second motor generator are combined and transmitted to the driving wheels. With such a configuration, the rotational speed and torque of the driving wheels can be adjusted by the first motor generator and the second motor generator. Therefore, it is possible to change the opening of the WGV with a high degree of freedom when shifting from EV running to HV running. Also, it is possible to generate power by the first motor generator and the second motor generator.

The control device described above may be configured to open the WGV to the first degree of opening when the torque of the engine falls below the threshold after executing the second start control. In such a configuration, supercharging is continued when the torque of the engine is large after executing the second start control. Supercharging makes it easier to increase the torque of the engine.

The above control device may be configured to determine the target torque based on the amount of accelerator operation by the driver, and control the engine torque to the target torque. In such a configuration, the torque of the engine changes according to the accelerator operation amount of the driver. The torque of the engine increases as the amount of accelerator operation by the driver increases.

The first degree of opening may be a fully open degree. The above-mentioned second degree of opening may be a fully closed degree of opening. By setting the first degree of opening to the full-open degree, it becomes easier to improve the fuel consumption rate when the engine is started by the first start control. Since the second degree of opening is the fully closed degree of opening, acceleration of the vehicle is likely to be improved when the engine is started by the second start control.

Advantageous Effects of Invention According to the present disclosure, it is possible to provide a vehicle that can start the engine in a manner that is suitable for the situation at the time of starting the engine.

1 is a diagram showing a vehicle drive system according to an embodiment of the present disclosure; FIG. 1 is a diagram showing a vehicle engine according to an embodiment of the present disclosure; FIG. 1 is a diagram showing a vehicle control system according to an embodiment of the present disclosure; FIG. FIG. 4 is a collinear diagram showing an example of the relationship between rotational speeds of rotating elements (sun gear, carrier, ring gear) of planetary gears during HV running in the vehicle according to the embodiment of the present disclosure; FIG. 4 is a nomographic diagram showing an example of the relationship between rotational speeds of rotating elements (sun gear, carrier, ring gear) of planetary gears during EV running in the vehicle according to the embodiment of the present disclosure; FIG. 4 is a nomographic chart showing an example of the relationship between rotational speeds of rotating elements (sun gear, carrier, ring gear) of planetary gears while the vehicle is stopped in the vehicle according to the embodiment of the present disclosure; FIG. 2 is a diagram for explaining supercharging control of an engine mounted on a vehicle according to the embodiment of the present disclosure; FIG. 1 is a functional block diagram showing components of a vehicle control device according to an embodiment of the present disclosure by function; FIG. 4 is a flowchart showing a processing procedure of engine start control executed by the vehicle control device according to the embodiment of the present disclosure;

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated. Hereinafter, the electronic control unit is also referred to as "ECU". Moreover, a hybrid vehicle (Hybrid Vehicle) is also called "HV" and an electric vehicle (Electric Vehicle) is also called "EV."

FIG. 1 is a diagram showing a vehicle drive system according to this embodiment. In this embodiment, a front-wheel-drive four-wheeled vehicle (more specifically, a hybrid vehicle) is assumed, but the number of wheels and drive system can be changed as appropriate. For example, the drive system may be four-wheel drive.

Referring to FIG. 1, a vehicle drive device 10 includes an engine 13 and MGs (Motor Generators) 14 and 15 as power sources for running. Each of the MGs 14 and 15 is a motor generator that has both a function as a motor that outputs torque when supplied with drive power and a function as a generator that generates generated power when torque is applied. . AC motors (for example, permanent magnet synchronous motors or induction motors) are used as each of MGs 14 and 15 . MG 14 is electrically connected to battery 18 via an electric circuit including first inverter 16 . MG 15 is electrically connected to battery 18 via an electric circuit including second inverter 17 . The first inverter 16 and the second inverter 17 are included in a PCU 19 (see FIG. 3) which will be described later. MGs 14, 15 have rotor shafts 23, 30, respectively. The rotor shafts 23, 30 correspond to the rotation shafts of the MGs 14, 15, respectively. MG14 and MG15 according to this embodiment correspond to examples of a "first motor generator (MG1)" and a "second motor generator (MG2)" according to the present disclosure, respectively.

Battery 18 includes, for example, a secondary battery. A lithium ion battery, for example, can be used as the secondary battery. The battery 18 may include an assembled battery composed of a plurality of electrically connected secondary batteries (for example, lithium ion batteries). In addition, the secondary battery that constitutes the battery 18 is not limited to the lithium ion battery, and may be another secondary battery (for example, a nickel metal hydride battery). As the battery 18, an electrolyte secondary battery may be adopted, or an all-solid secondary battery may be adopted. Any storage device can be used as the battery 18, and a large-capacity capacitor or the like can also be used.

Drive device 10 includes a planetary gear mechanism 20 . Engine 13 and MG 14 are connected to planetary gear mechanism 20 . The planetary gear mechanism 20 is a single pinion type planetary gear, and is arranged on the same axis line Cnt as the output shaft 22 of the engine 13 .

The planetary gear mechanism 20 has a sun gear S, a ring gear R arranged coaxially with the sun gear S, a pinion gear P meshing with the sun gear S and the ring gear R, and a carrier C holding the pinion gear P so that it can rotate and revolve. Each of the engine 13 and MG 14 is mechanically connected to drive wheels 24 via a planetary gear mechanism 20 . An output shaft 22 of the engine 13 is connected to the carrier C. As shown in FIG. A rotor shaft 23 of the MG 14 is connected to the sun gear S. Ring gear R is connected to output gear 21 .

The planetary gear mechanism 20 has three rotating elements, namely an input element, an output element and a reaction force element. In the planetary gear mechanism 20, the carrier C is an input element, the ring gear R is an output element, and the sun gear S is a reaction force element. Torque output from the engine 13 is input to the carrier C. As shown in FIG. The planetary gear mechanism 20 is configured to divide and transmit the torque output from the engine 13 to the output shaft 22 to the sun gear S (and thus the MG 14) and the ring gear R (and thus the output gear 21). The ring gear R outputs torque to the output gear 21, and the sun gear S receives reaction torque from the MG14. The power output from the planetary gear mechanism 20 (planetary gear) (that is, the power output to the output gear 21) is driven by a driven gear 26, a counter shaft 25, a drive gear 27, a differential gear 28, and a drive shaft 32, which will be described below. 33 to drive wheels 24 .

The drive device 10 further comprises a countershaft 25, a driven gear 26, a drive gear 27, a differential gear 28, a drive gear 31 and drive shafts 32,33. The differential gear 28 corresponds to a final reduction gear and includes a ring gear 29 .

The planetary gear mechanism 20 and the MG 15 are configured such that the power output from the planetary gear mechanism 20 and the power output from the MG 15 are combined and transmitted to the driving wheels 24 . Specifically, the output gear 21 connected to the ring gear R of the planetary gear mechanism 20 meshes with the driven gear 26 . A drive gear 31 attached to the rotor shaft 30 of the MG 15 also meshes with the driven gear 26 . The countershaft 25 is attached to the driven gear 26 and arranged parallel to the axis Cnt. The drive gear 27 is attached to the countershaft 25 and meshes with the ring gear 29 of the differential gear 28 . Driven gear 26 acts to combine torque output from MG 15 to rotor shaft 30 and torque output from ring gear R to output gear 21 . The drive torque thus synthesized is transmitted to the drive wheels 24 via drive shafts 32 and 33 extending left and right from the differential gear 28 .

The drive device 10 further comprises a mechanical oil pump 36 and an electric oil pump 38 . The oil pump 36 is provided coaxially with the output shaft 22 . Oil pump 36 is driven by engine 13 . Oil pump 36 delivers lubricating oil to planetary gear mechanism 20, MG14, MG15, and differential gear 28 when engine 13 is operating. The electric oil pump 38 is driven by power supplied from the battery 18 or another vehicle-mounted battery (for example, an auxiliary battery) (not shown), and controlled by an HVECU 62 (see FIG. 3), which will be described later. The electric oil pump 38 sends lubricating oil to the planetary gear mechanism 20, MG14, MG15, and the differential gear 28 when the engine 13 is stopped. Lubricating oil delivered by each of oil pump 36 and electric oil pump 38 has a cooling function.

FIG. 2 is a diagram showing the configuration of the engine 13. As shown in FIG. Referring to FIG. 2, engine 13 is, for example, an in-line four-cylinder spark ignition internal combustion engine. The engine 13 has an engine body 13a including four cylinders 40a, 40b, 40c and 40d. In the engine body 13a, four cylinders 40a, 40b, 40c and 40d are arranged in one direction. Hereinafter, each of the cylinders 40a, 40b, 40c, and 40d will be referred to as "cylinder 40" unless otherwise specified.

An intake passage 41 and an exhaust passage 42 are connected to each cylinder 40 of the engine body 13a. The intake passage 41 is opened and closed by two intake valves 43 provided for each cylinder 40 , and the exhaust passage 42 is opened and closed by two exhaust valves 44 provided for each cylinder 40 . By adding fuel (for example, gasoline) to the air supplied to the engine body 13a through the intake passage 41, a mixture of air and fuel is generated. Fuel is injected into the cylinder 40 by an injector 46 provided for each cylinder 40 , for example, and an air-fuel mixture is generated within the cylinder 40 . A spark plug 45 provided for each cylinder 40 ignites the air-fuel mixture in the cylinder 40 . Thus, combustion is performed in each cylinder 40 . Combustion energy generated when the air-fuel mixture is combusted in each cylinder 40 is converted into kinetic energy by a piston (not shown) in each cylinder 40 and output to the output shaft 22 (FIG. 1). The fuel supply method is not limited to the in-cylinder injection, and may be port injection or a combination of in-cylinder injection and port injection.

The engine 13 includes a turbocharger 47 that supercharges intake air using exhaust energy. The supercharger 47 is a turbocharger that includes a compressor 48, a turbine 53, and a shaft 53a. The compressor 48 and the turbine 53 are configured to be connected to each other via a shaft 53a and rotate integrally. The rotational force of the turbine 53 that rotates in response to the exhaust flow discharged from the engine body 13a is transmitted to the compressor 48 via the shaft 53a. The rotation of the compressor 48 compresses intake air directed toward the engine body 13a, and the compressed air is supplied to the engine body 13a. The supercharger 47 is configured to supercharge the intake air (that is, increase the density of the air taken into the engine body 13a) by rotating the turbine 53 and the compressor 48 using exhaust energy. be done.

The compressor 48 is arranged in the intake passage 41 . An air flow meter 50 is provided upstream of the compressor 48 in the intake passage 41 . The airflow meter 50 is configured to output a signal corresponding to the flow rate of air flowing through the intake passage 41 . An intercooler 51 is provided at a position downstream of the compressor 48 in the intake passage 41 . Intercooler 51 is configured to cool intake air compressed by compressor 48 . A throttle valve (intake throttle valve) 49 is provided at a position downstream of the intercooler 51 in the intake passage 41 . The throttle valve 49 is configured to be able to adjust the flow rate of intake air flowing through the intake passage 41 . In this embodiment, the throttle valve 49 employs a valve whose degree of opening can be changed continuously within a range from fully closed to fully open (hereinafter also referred to as a “continuously variable valve”). The degree of opening of the throttle valve 49 is controlled by an HVECU 62 (see FIG. 3), which will be described later. Air flowing into the intake passage 41 passes through the airflow meter 50, the compressor 48, the intercooler 51, and the throttle valve 49 in this order, and is supplied to each cylinder 40 of the engine body 13a.

The turbine 53 is arranged in the exhaust passage 42 . A start catalytic converter 56 and an aftertreatment device 57 are provided downstream of the turbine 53 in the exhaust passage 42 . Further, the exhaust passage 42 is provided with a WGV device 500 described below.

The WGV device 500 is configured to allow the exhaust gas discharged from the engine body 13a to flow around the turbine 53 and adjust the amount of bypassed exhaust gas. The WGV device 500 includes a bypass passage 510 , a wastegate valve (WGV) 520 and a WGV actuator 530 .

A bypass passage 510 is connected to the exhaust passage 42 and configured to flow exhaust around the turbine 53 . The bypass passage 510 branches from a portion of the exhaust passage 42 upstream of the turbine 53 (for example, between the engine main body 13a and the turbine 53), and extends from a portion of the exhaust passage 42 downstream of the turbine 53 (for example, between the turbine 53 and the turbine 53). start catalytic converter 56).

The WGV 520 is arranged in the bypass passage 510 and configured to be able to adjust the flow rate of the exhaust gas guided from the engine body 13 a to the bypass passage 510 . As the flow rate of exhaust gas guided from the engine body 13a to the bypass passage 510 increases, the flow rate of exhaust gas guided from the engine body 13a to the turbine 53 decreases. The opening of WGV 520 changes the flow rate of exhaust gas flowing into turbine 53 (and thus the boost pressure). The closer the WGV 520 is closed (that is, the closer it is to the fully closed state), the more the flow rate of the exhaust gas flowing into the turbine 53 and the higher the pressure of the intake air (that is, the supercharging pressure).

WGV 520 is a negative pressure valve driven by WGV actuator 530 . The WGV actuator 530 includes a negative pressure driven diaphragm 531 and a negative pressure pump 533 . Diaphragm 531 is connected to WGV 520 , and WGV 520 is driven by negative pressure introduced to diaphragm 531 . In this embodiment, the WGV 520 is a normally closed valve, and the opening of the WGV 520 increases as the negative pressure acting on the diaphragm 531 increases.

The negative pressure pump 533 is connected to the diaphragm 531 via piping. In this embodiment, an electric pump that generates negative pressure is employed as the negative pressure pump 533 . When the negative pressure pump 533 operates, negative pressure acts on the diaphragm 531 and the WGV 520 opens. When the negative pressure pump 533 stops, the negative pressure no longer acts on the diaphragm 531 and the WGV 520 closes. The negative pressure pump 533 is configured to be able to adjust the magnitude of the negative pressure acting on the diaphragm 531 . The negative pressure pump 533 is controlled by an HVECU 62 (see FIG. 3) which will be described later. The HVECU 62 can adjust the magnitude of the negative pressure acting on the diaphragm 531 by controlling the drive amount of the negative pressure pump 533 .

Exhaust gas discharged from the engine main body 13a passes through either the turbine 53 or the WGV 520, and after harmful substances are removed by the start catalytic converter 56 and the aftertreatment device 57, it is released to the atmosphere. Aftertreatment device 57 includes, for example, a three-way catalyst.

The engine 13 is provided with an EGR (Exhaust Gas Recirculation) device 58 that causes exhaust gas to flow into the intake passage 41 . The EGR device 58 has an EGR passage 59 , an EGR valve 60 and an EGR cooler 61 . The EGR passage 59 connects a portion of the exhaust passage 42 between the starter catalytic converter 56 and the aftertreatment device 57 and a portion of the intake passage 41 between the compressor 48 and the air flow meter 50, thereby opening the exhaust passage 42. A part of the exhaust gas is taken out as EGR gas from the intake passage 41 and guided to the intake passage 41 . An EGR valve 60 and an EGR cooler 61 are provided in the EGR passage 59 . The EGR valve 60 is configured to be able to adjust the flow rate of EGR gas flowing through the EGR passage 59 . The EGR cooler 61 is configured to cool EGR gas flowing through the EGR passage 59 .

FIG. 3 is a diagram showing a vehicle control system according to this embodiment. 3 together with FIGS. 1 and 2, the vehicle control system includes an HVECU 62, an MGECU 63, and an engine ECU 64. As shown in FIG. The HVECU 62 includes an accelerator sensor 66, a vehicle speed sensor 67, an MG1 rotational speed sensor 68, an MG2 rotational speed sensor 69, an engine rotational speed sensor 70, a turbine rotational speed sensor 71, a boost pressure sensor 72, an SOC sensor 73, and an MG1 temperature sensor 74. , MG2 temperature sensor 75, INV1 temperature sensor 76, INV2 temperature sensor 77, catalyst temperature sensor 78, and supercharger temperature sensor 79 are connected.

Accelerator sensor 66 outputs a signal to HVECU 62 according to the amount of accelerator operation (for example, the amount of depression of an accelerator pedal (not shown)). The accelerator operation amount is a parameter that indicates the amount of acceleration that the driver requests of the vehicle (hereinafter also referred to as "requested acceleration amount"). The greater the amount of accelerator operation, the greater the amount of acceleration requested by the driver. The vehicle speed sensor 67 outputs to the HVECU 62 a signal corresponding to the vehicle speed (that is, the running speed of the vehicle). The MG1 rotation speed sensor 68 outputs a signal corresponding to the rotation speed of the MG 14 to the HVECU 62 . The MG2 rotation speed sensor 69 outputs a signal corresponding to the rotation speed of the MG15 to the HVECU 62 . The engine rotation speed sensor 70 outputs a signal corresponding to the rotation speed of the output shaft 22 of the engine 13 to the HVECU 62 . The turbine rotation speed sensor 71 outputs a signal corresponding to the rotation speed of the turbine 53 of the supercharger 47 to the HVECU 62 . The boost pressure sensor 72 outputs a signal corresponding to the boost pressure of the engine 13 to the HVECU 62 . The supercharging pressure sensor 72 is provided in the intake manifold of the intake passage 41, for example, as shown in FIG. 2, and configured to detect the pressure in the intake manifold.

The SOC sensor 73 outputs to the HVECU 62 a signal corresponding to the SOC (State of Charge), which is the ratio of the remaining charge amount to the full charge amount (that is, storage capacity) of the battery 18 . The MG1 temperature sensor 74 outputs to the HVECU 62 a signal corresponding to the temperature of the MG14. The MG2 temperature sensor 75 outputs a signal corresponding to the temperature of the MG15 to the HVECU 62 . The INV1 temperature sensor 76 outputs a signal corresponding to the temperature of the first inverter 16 to the HVECU 62 . The INV2 temperature sensor 77 outputs a signal corresponding to the temperature of the second inverter 17 to the HVECU 62 . The catalyst temperature sensor 78 outputs a signal corresponding to the temperature of the aftertreatment device 57 to the HVECU 62 . The supercharger temperature sensor 79 outputs to the HVECU 62 a signal corresponding to the temperature of a predetermined portion of the supercharger 47 (for example, the temperature of the turbine 53).

The HVECU 62 includes a processor 62a, a RAM (Random Access Memory) 62b, a storage device 62c, an input/output port and a timer (not shown). A CPU (Central Processing Unit), for example, can be employed as the processor 62a. The RAM 62b functions as a working memory that temporarily stores data processed by the processor 62a. The storage device 62c is configured to be able to save the stored information. The storage device 62c includes, for example, ROM (Read Only Memory) and rewritable nonvolatile memory. The storage device 62c stores programs as well as information used in the programs (for example, maps, formulas, and various parameters). Various controls of the vehicle are executed by the processor 62a executing programs stored in the storage device 62c. Other ECUs (for example, the MGECU 63 and the engine ECU 64) also have the same hardware configuration as the HVECU 62. Although the HVECU 62, the MGECU 63, and the engine ECU 64 are separate in this embodiment, one ECU may have these functions.

HVECU 62 is configured to output a command for controlling engine 13 to engine ECU 64 . Engine ECU 64 is configured to control throttle valve 49 , spark plug 45 , injector 46 , WGV actuator 530 and EGR valve 60 according to instructions from HVECU 62 . The HVECU 62 can perform engine control through the engine ECU 64 .

HVECU 62 is configured to output commands for controlling each of MG 14 and MG 15 to MGECU 63 . The vehicle further includes a PCU (Power Control Unit) 19 . MGECU 63 is configured to control MG 14 and MG 15 through PCU 19 . The MGECU 63 generates a current signal (for example, a signal indicating the magnitude and frequency of the current) corresponding to the target torque of each of the MG 14 and the MG 15 according to a command from the HVECU 62 and outputs the generated current signal to the PCU 19. Configured. The HVECU 62 can perform motor control through the MGECU 63 .

The PCU 19 has a first inverter 16 , a second inverter 17 and a converter 65 . Each of MG14 and MG15 is electrically connected to PCU19. First inverter 16 and converter 65 are configured to perform power conversion between battery 18 and MG 14 . Second inverter 17 and converter 65 are configured to perform power conversion between battery 18 and MG 15 . PCU 19 is configured to supply power accumulated in battery 18 to each of MG 14 and MG 15 and to supply power generated by each of MG 14 and MG 15 to battery 18 . The PCU 19 is configured to be able to control the states of the MGs 14 and 15 separately. For example, the MG 15 can be brought into the power running state while the MG 14 is brought into the regenerative state (that is, the power generation state). PCU 19 is configured to be able to supply electric power generated by one of MG 14 and MG 15 to the other. MG14 and MG15 are configured to be able to exchange power with each other.

The vehicle is configured to perform HV running and EV running. HV travel is travel performed by the engine 13 and the MG 15 while the engine 13 is generating travel driving force. EV travel is travel performed by MG 15 with engine 13 stopped. When the engine 13 is stopped, combustion in the engine main body 13a is stopped. When the combustion in the engine main body 13a stops, the engine 13 no longer generates combustion energy (and thus driving force for driving the vehicle). The HVECU 62 is configured to switch between EV running and HV running depending on the situation. Also, the planetary gear mechanism 20 shown in FIG. 1 can function as a continuously variable transmission mechanism. The planetary gear mechanism 20 is configured to be able to continuously change the ratio of the rotation speed of the input element (carrier C) to the rotation speed of the output element (ring gear R). The rotation speed of the engine 13 can be adjusted by the HVECU 62 controlling the rotation speed of the MG 14 . The HVECU 62 can arbitrarily control the rotation speed of the MG 14 according to the magnitude and frequency of the current that flows through the MG 14 .

FIG. 4 is a collinear chart showing an example of the relationship between the rotational speeds of the sun gear S, the carrier C, and the ring gear R of the planetary gear mechanism 20 during HV running. Referring to FIG. 4, in an example of HV running, when torque output from engine 13 (that is, torque input to carrier C) is transmitted to drive wheels 24, reaction force is applied by MG 14 to planetary gear mechanism 20. of the sun gear S. Therefore, the sun gear S functions as a reaction force element. In HV running, the MG 14 is caused to output reaction torque with respect to the target engine torque in order to apply torque to the driving wheels 24 according to the target engine torque based on the acceleration request. This reaction torque can be used to cause the MG 14 to perform regenerative power generation.

FIG. 5 is a nomographic chart showing an example of the relationship between the rotational speeds of the sun gear S, the carrier C, and the ring gear R of the planetary gear mechanism 20 during EV running. Referring to FIG. 5, in EV traveling, engine 13 is stopped and MG 15 generates traveling driving force. During EV running, the HVECU 62 controls the spark plug 45 and the injector 46 so that the engine 13 does not perform combustion. Since the EV traveling is performed while the engine 13 is not rotating, the rotational speed of the carrier C becomes 0 as shown in FIG.

FIG. 6 is a collinear chart showing an example of the relationship between the rotational speeds of the sun gear S, the carrier C, and the ring gear R of the planetary gear mechanism 20 while the vehicle is stopped. Referring to FIG. 6, HVECU 62 controls engine 13 and MGs 14 and 15 to set the rotational speeds of sun gear S, carrier C, and ring gear R to 0, thereby stopping the vehicle from running. the car will come to a stop.

2 and 3, the HVECU 62 requests the engine ECU 64 to perform supercharging when the engine torque exceeds a predetermined threshold (hereinafter also referred to as "torque threshold"), and the engine torque exceeds the torque threshold. , the engine ECU 64 is requested to stop supercharging. Engine ECU 64 opens and closes WGV 520 by WGV actuator 530 according to a request from HVECU 62 . It should be noted that the degree of opening of WGV 520 may gradually increase as the engine torque decreases when WGV 520 opens. The degree of opening of WGV 520 may gradually decrease as the engine torque increases when WGV 520 closes. In order to suppress frequent opening and closing of the WGV 520 (and thus execution/stopping of supercharging), the torque threshold is provided with hysteresis (that is, the torque threshold when supercharging is executed and the torque threshold when supercharging is stopped). may be different).

FIG. 7 is a diagram for explaining supercharging control of the engine 13 mounted on the vehicle according to this embodiment. In FIG. 7, lines L1 to L3 and L41, L42 drawn on a coordinate plane of engine torque (vertical axis) and engine rotation speed (horizontal axis) (hereinafter also referred to as "Te-Ne coordinate plane") The operating state of the engine 13 is shown. The engine operating point is the operating state of the engine 13 defined by the engine rotation speed and the engine torque. A line L1 is a line indicating the maximum torque that the engine 13 can output. A line L2 is a line indicating the boundary (that is, the torque threshold) between the supercharging state and the NA state (naturally aspirated state). A line L3 is a line indicating the recommended operating point of the engine 13 . In this embodiment, the recommended operating point is the engine operating point on the optimum fuel efficiency line. The optimum fuel consumption line is a line connecting engine operating points at which fuel consumption is the lowest for each engine power on the Te-Ne coordinate plane. Note that the engine power corresponds to the product of the engine rotation speed and the engine torque.

1 to 3 and FIG. 7, HVECU 62 obtains the required driving force based on, for example, a driving mode (for example, either standard mode or power mode, which will be described later), accelerator opening, and vehicle speed. The engine 13, the MG 14, and the MG 15 are cooperatively controlled so that the driving force is output to the driving wheels 24. In HV running, the torque obtained by adding the torque output by the engine 13 and the torque output by the MG 15 is the running driving force. In EV running, the torque output by the MG 15 becomes the running driving force. Further, the HVECU 62 obtains the required engine power (that is, the power required for the engine 13) based on the required driving force, and determines the target operating point based on the required engine power. In FIG. 7, lines L41 and L42 are equal power lines corresponding to the required engine power. A line L41 indicates an equal power line corresponding to a small required engine power, and a line L42 indicates an equal power line corresponding to a large required engine power.

When the equal power line corresponding to the required engine power is the line L41, the intersection point E1 between the line L3 and the line L41 becomes the target operating point. In this case, the HVECU 62 controls the engine 13 through the engine ECU 64 so that the engine operating point becomes the intersection point E1. On the other hand, when the equal power line corresponding to the required engine power is the line L42, the intersection point E2 between the line L3 and the line L42 becomes the target operating point. In this case, the HVECU 62 controls the engine 13 through the engine ECU 64 so that the engine operating point becomes the intersection point E2.

In the Te-Ne coordinate plane shown in FIG. 7, the area where the engine torque is smaller than the line L2 corresponds to the NA state (that is, the state where supercharging is not performed), and the area where the engine torque is larger than the line L2 is overcharged. It corresponds to the charging state (that is, the state in which supercharging is performed). In this embodiment, HVECU 62 controls WGV 520 to a fully closed state when supercharging is performed, and controls WGV 520 to a fully open state when supercharging is not performed. The fully closed state of WGV 520 corresponds to a state in which circulation of exhaust gas in bypass passage 510 is blocked. The fully open state of WGV 520 corresponds to the state in which WGV 520 is most open (that is, the state in which WGV 520 has the maximum opening degree).

When the engine torque exceeds the torque threshold (line L2 in FIG. 7) while the supercharging is stopped, the HVECU 62 requests the engine ECU 64 to perform supercharging (that is, close the WGV 520). When the engine ECU 64 stops the vacuum pump 533 of the WGV actuator 530 according to this request, the vacuum stops acting on the diaphragm 531 . As a result, WGV 520 is closed and supercharging is performed. When the engine ECU 64 closes the WGV 520, the WGV 520 may be gradually closed from the fully opened opening to the fully closed opening.

When the engine torque falls below the torque threshold (line L2 in FIG. 7) during supercharging, the HVECU 62 requests the engine ECU 64 to stop supercharging (that is, open WGV 520). When the engine ECU 64 operates the negative pressure pump 533 of the WGV actuator 530 according to this request, the negative pressure generated by the negative pressure pump 533 acts on the diaphragm 531 . This opens the WGV 520 to stop supercharging. In addition, when the engine ECU 64 opens the WGV 520, the WGV 520 may be gradually opened from the fully closed opening to the fully open opening.

By the way, in the conventional engine start control, the engine may not always start in a manner suitable for the situation at the time of engine start. Therefore, the vehicle according to this embodiment has the configuration described below, thereby making it possible to start the engine in a manner suitable for the situation at the time of engine start.

The HVECU 62 performs a first start control to start the engine 13 with the WGV 520 opened to a first opening, and a second start control to start the engine 13 with the WGV 520 closed to a second opening smaller than the first opening. Startup control is configured to be executable. In this embodiment, the HVECU 62 is configured to select and execute either the first start-up control or the second start-up control when shifting from EV driving to HV driving (that is, when shifting to HV). . The HVECU 62 according to this embodiment corresponds to an example of the "control device" according to the present disclosure. The first degree of opening and the second degree of opening can be arbitrarily set within a range in which the second degree of opening is smaller than the first degree of opening. The opening is the fully closed opening.

FIG. 8 is a functional block diagram showing components of the HVECU 62 by function. Referring to FIG. 8 , HVECU 62 includes a travel control portion 621 , a sudden acceleration determination portion 622 , a first start control portion 623 and a second start control portion 624 . Each of the units in the HVECU 62 is embodied by, for example, the processor 62a shown in FIG. 3 and a program executed by the processor 62a. However, the present invention is not limited to this, and each of these units may be embodied by dedicated hardware (electronic circuit).

Travel control unit 621 is configured to control the travel of the vehicle so as to output the required driving force to drive wheels 24 shown in FIG. 1 while switching between EV travel and HV travel depending on the situation. For example, running control unit 621 performs EV running under low-speed, low-load running conditions, and HV running under high-speed, high-load running conditions. It is determined that the greater the required driving force, the greater the running load. Travel control unit 621 controls the travel of the vehicle by cooperatively controlling engine 13, MG14, and MG15. Further, the traveling control unit 621 executes the above-described supercharging control (see FIG. 7) while the engine 13 is operating.

Sudden acceleration determination unit 622 is configured to determine whether or not a situation requires rapid acceleration of the vehicle. In this embodiment, sudden acceleration determination unit 622 makes the above determination when EV running is shifted to HV running. Sudden acceleration determination unit 622 determines whether or not a situation requires rapid acceleration of the vehicle based on, for example, the driving mode of the vehicle, which will be described later.

The first start control unit 623 is configured to execute the first start control when the rapid acceleration determination unit 622 determines that the vehicle does not require rapid acceleration. The first start control according to this embodiment is engine start control for starting the engine 13 by fully opening the WGV 520 .

Second start control unit 624 is configured to execute second start control when sudden acceleration determination unit 622 determines that the vehicle is in a situation where rapid acceleration is required. The second start control according to this embodiment is engine start control for starting the engine 13 with the WGV 520 fully closed.

The vehicle further includes an input device 101 that receives input from the user. The input device 101 is operated by a user and outputs a signal corresponding to the user's operation to the HVECU 62 . For example, the user can input a predetermined instruction or request to the HVECU 62 or set a parameter value to the HVECU 62 through the input device 101 . The communication method may be wired or wireless. As the input device 101 , for example, various switches (push button switches, slide switches, etc.) provided around the driver's seat (eg, steering wheel or instrument panel) can be employed. However, the input device 101 is not limited to this, and various pointing devices (mouse, touch pad, etc.), keyboard, touch panel, etc. can be adopted as the input device 101 . The input device 101 may be an operation unit of a mobile device (for example, a smart phone) or an operation unit of a car navigation system.

The vehicle further includes a notification device 102 . Notification device 102 is configured to perform predetermined notification processing to a user (for example, a driver) when requested by HVECU 62 . Examples of notification device 102 include a display device (for example, a meter panel or head-up display), a speaker, and a lamp. The notification device 102 may be a display unit of a mobile device (for example, a smart phone) or a display unit of a car navigation system.

The input device 101 is configured to receive a travel mode input from the user. A user can switch the running mode of the vehicle through the input device 101 . In this embodiment, a standard mode and a power mode are adopted as running modes. The standard mode is a driving mode in which the engine 13 is operated while maintaining a balance between output power and fuel efficiency. The power mode is a driving mode in which the engine 13 is operated with priority given to output power over fuel efficiency. The standard mode and the power mode according to this embodiment respectively correspond to examples of the "first running mode" and the "second running mode" according to the present disclosure. Note that the running mode is not limited to the standard mode and the power mode. For example, an eco mode may be adopted as the running mode. The eco mode is a driving mode in which the engine 13 is operated with priority given to fuel efficiency over output power.

The input device 101 is configured to set the HVECU 62 to the driving mode input by the user, out of the standard mode and the power mode. The storage device 62c stores mode information. The mode information is information indicating the running mode of the vehicle (and thus the running mode set in the HVECU 62). The input device 101 can set a new driving mode for the HVECU 62 by rewriting the mode information. Travel control unit 621 is configured to perform travel control of the vehicle in a preset travel mode. More specifically, travel control unit 621 refers to the mode information in storage device 62c to specify the travel mode of the vehicle, and performs travel control of the vehicle in that travel mode.

When the running mode of the vehicle is the standard mode, the HVECU 62 determines the required driving force (and thus the required engine power) so as not to deteriorate the fuel consumption. Therefore, when the amount of acceleration requested by the driver becomes large, the output power of the engine 13 may be restricted in order to prevent deterioration of fuel consumption. On the other hand, when the running mode of the vehicle is the power mode, restrictions on the output power for fuel efficiency are relaxed. The HVECU 62 prioritizes the amount of acceleration requested by the driver to determine the requested driving force (and thus the requested engine power). Therefore, when the amount of acceleration requested by the driver increases, there is a high possibility that torque corresponding to the amount of acceleration requested will be output to the drive wheels 24 . Thus, in the power mode, the engine 13 can output more power than in the standard mode.

The HVECU 62 may be configured to cause the notification device 102 to notify the driving mode indicated by the mode information in the storage device 62c. The HVECU 62 may display the running mode on the meter panel, for example. Further, the HVECU 62 may be configured to cause the notification device 102 to notify the open/closed state (supercharging state/NA state) of the WGV 520 . The HVECU 62 may display the open/closed state of the WGV 520, for example, on the meter panel. Since the notification device 102 notifies the open/closed state of the WGV 520, the user can grasp which of the first start control and the second start control is executed when the engine is started.

FIG. 9 is a flow chart showing a procedure of engine start control executed by the HVECU 62. As shown in FIG. The processing shown in this flowchart is engine start control for switching from EV running to HV running, and is executed when EV running is terminated and HV running is started. In EV running, the vehicle runs with the engine 13 stopped.

Referring to FIG. 9 together with FIGS. 2 and 8, in step (hereinafter also simply referred to as "S") 10, a sudden acceleration determination unit 622 determines whether or not rapid acceleration of the vehicle is requested. . More specifically, rapid acceleration determination unit 622 determines that rapid acceleration of the vehicle is requested when a predetermined requirement (hereinafter also referred to as “rapid acceleration requirement”) is satisfied. In this embodiment, if the running mode of the vehicle is the power mode, the rapid acceleration requirement is met, and if the running mode of the vehicle is not the power mode, the rapid acceleration requirement is not met. The sudden acceleration determination unit 622 checks the mode information in the storage device 62c and determines whether or not the running mode of the vehicle is the power mode.

When rapid acceleration of the vehicle is not requested (NO in S10), in S21, the first start control unit 623 controls the WGV actuator 530 to fully open the WGV 520, and then in S22, the first start Control unit 623 starts engine 13 . In S22, the first start control unit 623 controls the throttle valve 49, the spark plug 45, and the injector 46 through the engine ECU 64 to start combustion in the engine 13. The engine 13 is thereby started.

On the other hand, if rapid acceleration of the vehicle is requested (YES in S10), in S31, second start control unit 624 controls WGV actuator 530 to fully close WGV 520, and in S32, The second start control section 624 starts the engine 13 . In S32, the second start control unit 624 controls the throttle valve 49, the spark plug 45, and the injector 46 through the engine ECU 64 to start combustion in the engine 13. The engine 13 is thereby started.

As described above, in the vehicle according to this embodiment, the HVECU 62 selectively uses the first start control and the second start control according to the situation (for example, driving mode) when the engine is started. When rapid acceleration of the vehicle is not requested (NO in S10), the first start control is selected, and when rapid acceleration of the vehicle is requested (YES in S10), the second start control is selected. be done. When the engine 13 is started by the first start control (S21, S22), the supercharging of the engine 13 is weakened (that is, the supercharging pressure is low), and the exhaust resistance is reduced. less quantity. In addition, when the engine 13 is started by the first start control, the exhaust resistance is reduced, and gas is smoothly discharged from the cylinders 40 of the engine body 13a, thereby reducing start-up shock. On the other hand, when the engine 13 is started by the second start control (S31, S32), the boost pressure rises quickly from the time of engine start, and the torque rises quickly at the time of engine start, thereby improving the acceleration of the vehicle. improves. According to the process of FIG. 9, when the running mode of the vehicle is the standard mode (NO in S10), the engine 13 is started by the first starting control (S21, S22), while the running mode of the vehicle is the power mode. mode (YES in S10), by starting the engine 13 by the second start control (S31, S32), the engine 13 can be started in a manner suitable for the situation at the time of engine start. .

After the engine is started, the above-described supercharging control (see FIG. 7) is performed. When the engine 13 is started by the first start control (S21, S22), the travel control unit 621 successively determines whether or not the torque of the engine 13 exceeds the torque threshold after the engine is started. Then, when the torque of the engine 13 exceeds the torque threshold, the travel control unit 621 controls the WGV actuator 530 to bring the WGV 520 into the fully closed state. On the other hand, when the engine 13 is started by the second start control (S31, S32), the traveling control unit 621 successively determines whether or not the torque of the engine 13 is below the torque threshold after the engine is started. Then, when the torque of the engine 13 falls below the torque threshold, the travel control unit 621 controls the WGV actuator 530 to bring the WGV 520 into the fully open state. In such a configuration, supercharging is continued when the torque of the engine 13 is large after executing the second start control. Supercharging makes it easier to increase the torque of the engine 13 .

In the vehicle described above, each of the engine 13 and the MG 14 is mechanically coupled to drive wheels 24 of the vehicle via a planetary gear mechanism 20 (planetary gear) (see FIG. 1). The planetary gear mechanism 20 and the MG 15 are configured such that the power output from the planetary gear mechanism 20 and the power output from the MG 15 are combined and transmitted to the drive wheels 24 (see FIG. 1). With such a configuration, the rotational speed and torque of the driving wheels 24 can be adjusted by MG14 and MG15. Therefore, it is possible to move the opening of WGV 520 with a high degree of freedom when shifting from EV running to HV running. It is also possible to generate power by MG14 and MG15.

The rapid acceleration requirement shown in the above embodiment is merely an example. In the above embodiment, the following requirement (C) is adopted as the rapid acceleration requirement, but instead of or in addition to requirement (C), at least one of the following requirements (A) and (B) is adopted. good too.
(A) The requested acceleration amount is equal to or greater than a threshold (hereinafter also referred to as "first threshold") when transitioning from EV travel to HV travel.
(B) The power that the HVECU 62 causes the engine 13 to output when transitioning from EV running to HV running is equal to or greater than a threshold (hereinafter also referred to as "second threshold").
(C) The driving mode of the vehicle is the power mode when shifting from EV driving to HV driving.

Each of the first threshold value and the second threshold value may be a fixed value, or may be variable according to vehicle conditions (for example, driving mode). Since the HVECU 62 is configured to output the requested engine power to the engine 13, it determines whether or not the requirement (B) is satisfied based on whether or not the requested engine power is equal to or greater than the second threshold value. good too.

The HVECU 62 may execute the process of FIG. 9 only when shifting to HV, or may execute the process of FIG. 9 during all engine start-up including when shifting to HV. When starting the engine while the vehicle is in a parked state, the engine 13 is started by the second start control regardless of whether or not there is a demand for rapid acceleration, because a starting shock is less likely to occur than when the vehicle is moving to HV while the vehicle is running. good too.

The configuration of the engine 13 is not limited to the configuration shown in FIG. 2, and can be changed as appropriate. For example, the position of throttle valve 49 in intake passage 41 may be between air flow meter 50 and compressor 48 . Also, the cylinder layout is not limited to a straight type, and may be a V type or a horizontal type. The number of cylinders and the number of valves can also be changed arbitrarily.

In the above-described embodiment, binary control is performed to switch execution/stop of supercharging with a torque threshold value (line L2 in FIG. 7) as a boundary. to fully open to adjust the supercharging pressure to a desired magnitude. WGV 520 may be a normally open valve. Furthermore, the driving method of the WGV 520 is not limited to the negative pressure type, and may be an electric type.

In the above embodiment, the first degree of opening is the fully open degree and the second degree of opening is the fully closed degree of opening, but each of the first degree of opening and the second degree of opening can be set arbitrarily. For example, the first degree of opening is greater than 50% and less than the fully open degree, and the second degree of opening is greater than the fully closed degree of opening and less than 50%. may

In the above embodiment, a gasoline engine is used as the engine 13 . However, the engine 13 is not limited to this, and any internal combustion engine can be adopted as the engine 13, and a diesel engine or the like can also be adopted. Further, in the above embodiment, an example in which the control device capable of executing the first start control and the second start control is applied to a hybrid vehicle has been described. Conveyor car) may be applied to the above control device.

The embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present invention is indicated by the scope of the claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

10 drive unit 13 engine 13a engine body 14, 15 MG 16 first inverter 17 second inverter 18 battery 19 PCU 20 planetary gear mechanism 21 output gear 22 output shaft 23, 30 rotor shaft , 24 drive wheel, 25 countershaft, 26 driven gear, 27, 31 drive gear, 28 differential gear, 29 ring gear, 32, 33 drive shaft, 36 oil pump, 38 electric oil pump, 40, 40a, 40b, 40c, 40d cylinder , 41 intake passage, 42 exhaust passage, 43 intake valve, 44 exhaust valve, 45 spark plug, 46 injector, 47 supercharger, 48 compressor, 49 throttle valve, 50 air flow meter, 51 intercooler, 53 turbine, 53a shaft, 56 start catalytic converter, 57 aftertreatment device, 58 EGR device, 59 EGR passage, 60 EGR valve, 61 EGR cooler, 62 HVECU, 62a processor, 62b RAM, 62c storage device, 63 MGECU, 64 engine ECU, 65 converter, 66 accelerator sensor, 67 vehicle speed sensor, 68 MG1 rotation speed sensor, 69 MG2 rotation speed sensor, 70 engine rotation speed sensor, 71 turbine rotation speed sensor, 72 boost pressure sensor, 73 SOC sensor, 74 MG1 temperature sensor, 75 MG2 temperature sensor , 76 INV1 temperature sensor, 77 INV2 temperature sensor, 78 catalyst temperature sensor, 79 supercharger temperature sensor, 101 input device, 102 notification device, 500 WGV device, 510 bypass passage, 520 waste gate valve, 530 WGV actuator, 531 diaphragm , 533 negative pressure pump, 621 traveling control unit, 622 sudden acceleration determination unit, 623 first start control unit, 624 second start control unit, C carrier, P pinion gear, R ring gear, S sun gear.

Claims (6)

an engine that generates driving force;
a control device that controls the engine ;
an electric motor that generates a running driving force;
and an accelerator sensor that detects the amount of acceleration requested by the user ,
The engine includes an engine body that performs combustion, an intake passage and an exhaust passage connected to the engine body, a supercharger, a bypass passage connected to the exhaust passage, and a waste gate provided in the bypass passage. a valve;
The turbocharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage,
the bypass passage is configured to flow exhaust around the turbine;
The control device provides first start control for starting the engine with the wastegate valve opened to a first opening, and closing the wastegate valve to a second opening that is smaller than the first opening. and a second start control for starting the engine in a state ,
The control device performs any one of the first start control and the second start control when shifting from EV running performed by the electric motor with the engine stopped to HV running performed by the engine and the electric motor. is configured to run by selecting
The vehicle, wherein the control device is configured to select the second start-up control if the required acceleration amount is equal to or greater than a threshold when shifting from the EV travel to the HV travel. an engine that generates driving force;
a control device that controls the engine ;
and an electric motor that generates a running driving force ,
The engine includes an engine body that performs combustion, an intake passage and an exhaust passage connected to the engine body, a supercharger, a bypass passage connected to the exhaust passage, and a waste gate provided in the bypass passage. a valve;
The turbocharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage,
the bypass passage is configured to flow exhaust around the turbine;
The control device provides first start control for starting the engine with the wastegate valve opened to a first opening, and closing the wastegate valve to a second opening that is smaller than the first opening. and a second start control for starting the engine in a state ,
The control device performs any one of the first start control and the second start control when shifting from EV running performed by the electric motor with the engine stopped to HV running performed by the engine and the electric motor. is configured to run by selecting
The vehicle, wherein the control device is configured to select the second start-up control if power to be output to the engine is equal to or greater than a threshold when transitioning from EV running to HV running. an engine that generates driving force;
a control device that controls the engine ;
A vehicle comprising an electric motor that generates a driving force ,
The engine includes an engine body that performs combustion, an intake passage and an exhaust passage connected to the engine body, a supercharger, a bypass passage connected to the exhaust passage, and a waste gate provided in the bypass passage. a valve;
The turbocharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage,
the bypass passage is configured to flow exhaust around the turbine;
The control device provides first start control for starting the engine with the wastegate valve opened to a first opening, and closing the wastegate valve to a second opening that is smaller than the first opening. and a second start control for starting the engine in a state ,
The control device performs any one of the first start control and the second start control when shifting from EV running performed by the electric motor with the engine stopped to HV running performed by the engine and the electric motor. is configured to run by selecting
The control device is configured to perform the HV running in a plurality of types of running modes including a first running mode and a second running mode in which the engine can output a power greater than that in the first running mode,
The vehicle, wherein the control device is configured to select the second start-up control if the traveling mode of the vehicle is the second traveling mode when shifting from the EV traveling to the HV traveling. further comprising a first motor generator,
the electric motor is a second motor generator,
each of the engine and the first motor generator is mechanically coupled to drive wheels of the vehicle via planetary gears;
4. The planetary gear and the second motor generator are configured such that the power output from the planetary gear and the power output from the second motor generator are combined and transmitted to the drive wheels. The vehicle according to any one of 1. an engine that generates driving force;
A control device that controls the engine,
The engine includes an engine body that performs combustion, an intake passage and an exhaust passage connected to the engine body, a supercharger, a bypass passage connected to the exhaust passage, and a waste gate provided in the bypass passage. a valve;
The turbocharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage,
the bypass passage is configured to flow exhaust around the turbine;
The control device provides first start control for starting the engine with the wastegate valve opened to a first opening, and closing the wastegate valve to a second opening that is smaller than the first opening. and a second start control for starting the engine in a state ,
The vehicle, wherein the control device is configured to open the wastegate valve to the first degree of opening when torque of the engine falls below a threshold after executing the second start control. The vehicle according to any one of claims 1 to 5 , wherein the first degree of opening is a fully open degree and the second degree of opening is a fully closed degree.

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