CN111907526B

CN111907526B - Vehicle with a vehicle body having a vehicle body support

Info

Publication number: CN111907526B
Application number: CN202010365074.0A
Authority: CN
Inventors: 板垣宪治
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2019-05-07
Filing date: 2020-04-30
Publication date: 2024-03-26
Anticipated expiration: 2040-04-30
Also published as: JP2020183716A; CN111907526A; JP7143811B2

Abstract

A control device (62) for a vehicle is configured to control an engine (13) in accordance with control information that determines a target rotational speed of the engine (13) and a target torque of the engine (13) for each engine power output from the engine (13). The control device (62) is configured to be able to select, as the control information, first control information and second control information different from the first control information. The control device (62) is configured to control the engine (13) in accordance with the first control information when the WGV (520) is not stuck (NO in S23), and to control the engine (13) in accordance with the second control information when the WGV (520) is stuck in an open state (YES in S23).

Description

Vehicle with a vehicle body having a vehicle body support

Technical Field

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

Background

Japanese patent laying-open No. 2015-58924 discloses a hybrid vehicle provided with a turbocharger.

Disclosure of Invention

In order to operate the engine under a desired condition, engine control may be performed using control information indicating a recommended engine operation point (hereinafter, also referred to as "recommended operation point"). For example, it is known to perform engine control using an optimal fuel consumption line as control information in order to improve fuel consumption rate (hereinafter, also referred to as "fuel consumption"). The engine operation point indicated by the optimal burn-up line corresponds to an example of the recommended operation point.

In the conventional engine control, 1 optimal fuel consumption line, which is produced on the premise of normal engine operation, is used. Therefore, even if the engine operating point is controlled to the optimal fuel consumption line when the engine is not operating normally, the optimal fuel consumption (i.e., the desired condition) may not be achieved. In such engine control, if the supercharger is abnormal and the engine is no longer operating normally, fuel consumption is liable to deteriorate.

The present disclosure has been made to solve the above-described problems, and an object thereof is to provide a vehicle capable of operating an engine under a desired condition even when a supercharger is abnormal and supercharging control cannot be performed normally.

The vehicle of the present disclosure is provided with an engine that generates a running driving force and 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 wastegate valve (hereinafter, also referred to as "WGV") provided in the bypass passage. The supercharger includes a compressor provided in an intake passage and a turbine provided in an exhaust passage. The bypass passage is configured to allow exhaust gas to flow around the turbine.

The control device is configured to control the engine in accordance with control information for determining a target rotational speed of the engine and a target torque of the engine for each engine power output from the engine. The control device is configured to be able to select, as the control information, the first control information and the second control information different from the first control information. The control device is configured to control the engine in accordance with the first control information when the WGV is not stuck, and to control the engine in accordance with the second control information when the WGV is stuck (fixed) in an open state.

The WGV open state means a state other than the fully closed state (i.e., a state in which the opening degree is larger than the fully closed state). The fully closed state of the WGV means a state in which the WGV cuts off the flow of exhaust gas in the bypass passage.

In the vehicle described above, the control device is configured to be able to select 1 piece of control information from a plurality of pieces of control information (i.e., the first control information and the second control information). The first control information is control information used in a case where the WGV is not stuck (i.e., in a case where the supercharging control is normally performed), and thus a recommended operating point of the engine in a case where the WGV is not stuck is determined in the first control information. On the other hand, the second control information is control information used when the WGV is stuck in an open state (i.e., when the supercharging control becomes unable to be normally performed), and therefore, the recommended operating point of the engine when the WGV is stuck in an open state is determined in the second control information. By preparing the second control information separately from the control information at normal time (i.e., the first control information) in this way, the first control information and the second control information are used separately according to the situation, and therefore, even when the WGV is stuck in an open state and the supercharging control cannot be performed normally, the engine can be operated under a desired condition.

The first control information may be an optimal burn-up line (hereinafter, also referred to as a "first optimal burn-up line") in the case where the WGV is not stuck. The second control information may be an optimal burn-up line (hereinafter, also referred to as "second optimal burn-up line") in the case where the WGV sticks in an open state.

According to the above-described structure, the engine operates in a manner close to the optimum burnup, both in the case where the WGV is not stuck and in the case where the WGV is stuck in an open state. When the WGV is not stuck, the control device controls the engine according to the first optimal fuel consumption line, and the engine performs a good fuel consumption operation in all regions including the time of supercharging and the time of stopping. When the WGV is stuck in an open state, the engine is controlled by the control device in accordance with the second optimum burn-up line, and the engine also performs a good burn-up operation.

The control device may be configured to cause the vehicle to travel in a retracted state when the WGV is stuck in an open state. When the WGV is stuck in an open state, the control device controls the engine in accordance with the second optimal fuel consumption line, so that fuel consumption during the limp-home running can be improved. Further, the fuel consumption during the travel in the retracted mode is improved, and the distance that can be used for the travel in the retracted mode can be extended.

The limp-home running is running for moving the vehicle to a safe place when an abnormality occurs in the running of the vehicle. For example, the vehicle may be retracted to the road side by the retraction travel.

The vehicle may further include a WGV actuator that drives the WGV. The control device may be configured to issue a command to the WGV actuator (hereinafter, also referred to as "closing command") so as to close the WGV to a first opening degree when the target torque of the engine exceeds a threshold value (hereinafter, also referred to as "threshold value Th"), and issue a command to the WGV actuator (hereinafter, also referred to as "opening command") so as to open the WGV to a second opening degree larger than the first opening degree when the target torque of the engine is lower than the threshold value Th.

In the above configuration, when the WGV is not stuck, the execution/stop of the supercharging can be switched by the magnitude of the torque. That is, the supercharging is performed when the WGV is closed to the first opening degree, and the supercharging is stopped when the WGV is opened to the second opening degree.

The control device may be configured to determine a target torque based on an accelerator operation amount by a driver, and control the torque of the engine to the target torque. For example, the larger the accelerator operation amount by the driver, the larger the target torque of the engine may be.

The first opening degree may be a full-closed opening degree. The second opening degree may be a full opening degree. The second control information described above may be an optimal burn-up line in the case where the WGV is stuck at the full-open degree.

In the above configuration, since the first opening is the full-closed opening, a large engine power can be easily obtained by supercharging. When the second opening degree is the full opening degree, deterioration of fuel consumption due to supercharging is easily suppressed. Further, since the control device opens the WGV to the full-open degree when the target torque of the engine is lower than the threshold Th, there is a high possibility that the WGV will become the full-open degree when the WGV is stuck in the open state. When the WGV is stuck at the full opening, the control device controls the engine in accordance with the second control information, and the engine operates at the optimum fuel consumption. The full opening degree of the WGV means the maximum opening degree of the WGV (i.e., the opening degree at which the WGV is opened to the maximum degree).

The vehicle may further include at least one of a boost pressure sensor that detects a boost pressure of the engine and an air flow meter that detects an intake air flow rate of the engine. The control device may be configured to determine whether or not the WGV is stuck in an open state using at least one of a boost pressure and an intake air flow rate when a closing command is issued to the WGV actuator.

The larger the opening degree of the WGV, the smaller the intake air flow rate of the engine, and the lower the supercharging pressure of the engine. Thus, the control device can diagnose whether or not the WGV is operating as instructed by confirming how at least one of the boost pressure and the intake air flow rate changes when an instruction is issued to the WGV actuator. According to the above configuration, the control device can obtain the adhesion diagnosis result of the WGV using the detection value of the sensor.

As each of the boost pressure sensor and the air flow meter, a sensor used for controlling an engine of a vehicle can be used, for example. However, the present invention is not limited to this, and each of the boost pressure sensor and the air flow meter may be a diagnostic sensor provided at a position where data used for diagnosis can be obtained with high sensitivity.

The WGV actuator described above may be configured to drive the WGV by negative pressure. The negative pressure type WGV tends to cause the adhesion more easily than the electric type WGV. The WGV actuator described above may be configured to include a negative pressure pump that generates negative pressure. The negative pressure pump may be a mechanical pump driven by the engine or may be an electric pump.

The vehicle may further include a continuously variable transmission mechanism. The continuously variable transmission mechanism includes a first rotating element and a second rotating element, and is configured to continuously change a ratio of a rotational speed of the first rotating element to a rotational speed of the second rotating element. The first rotation element of the continuously variable transmission mechanism may be driven by the engine, and the power output from the second rotation element of the continuously variable transmission mechanism may be transmitted to the driving wheels of the vehicle. In such a configuration, the above-described ratio (further, the gear ratio between the engine and the drive wheels) can be continuously changed, so that the rotation speed of the engine can be controlled with a high degree of freedom. Thus, according to the above configuration, the engine operating point can be easily controlled to the recommended operating point indicated by the control information.

The continuously variable transmission mechanism may include a planetary gear having a third rotation element in addition to the first rotation element and the second rotation element. The vehicle may further include a first motor generator mechanically connected to the third rotating element of the planetary gear and a second motor generator mechanically connected to the driving wheel. In such a configuration, the torque of the drive wheel can be adjusted by the second motor generator, so that the torque of the engine can be controlled with a high degree of freedom. Thus, according to the above configuration, the engine operating point can be easily controlled to the recommended operating point indicated by the control information. Further, the first motor generator and the second motor generator can be used to generate electric power.

The above and other objects, features, aspects and advantages of the present invention will become apparent from the following detailed description of the present invention when taken in conjunction with the accompanying drawings.

Drawings

Fig. 1 is a diagram showing a driving device of a vehicle according to an embodiment of the present disclosure.

Fig. 2 is a diagram showing an engine of a vehicle according to an embodiment of the present disclosure.

Fig. 3 is a diagram showing a control system of a vehicle according to an embodiment of the present disclosure.

Fig. 4 is an alignment chart showing an example of a relationship between rotational speeds of respective rotational elements (sun gear, carrier, ring gear) of a planetary gear during HV traveling in the vehicle according to the embodiment of the present disclosure.

Fig. 5 is an alignment chart showing an example of a relationship between rotational speeds of respective rotational elements (sun gear, carrier, ring gear) of a planetary gear in EV running in the vehicle according to the embodiment of the present disclosure.

Fig. 6 is an alignment chart showing an example of a relationship between rotational speeds of respective rotational elements (sun gear, carrier, ring gear) of a planetary gear during parking in the vehicle according to the embodiment of the present disclosure.

Fig. 7 is a functional block diagram showing components of the control device of the vehicle according to the embodiment of the present disclosure in a functional manner.

Fig. 8 is a flowchart showing a processing procedure of supercharging control of the engine according to the embodiment of the present disclosure.

Fig. 9 is a diagram for explaining first control information and second control information used in engine control of a vehicle according to an embodiment of the present disclosure.

Fig. 10 is a flowchart showing a process sequence of WGV open adhesion diagnosis performed by a control device of a vehicle of an embodiment of the present disclosure.

Detailed Description

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

Fig. 1 is a diagram showing a driving device of a vehicle of this embodiment. In this embodiment, a 4-wheel vehicle (more specifically, a hybrid vehicle) having front-wheel drive is assumed, and the number of wheels and the drive system can be appropriately changed. For example, the driving method may be 4-wheel driving.

Referring to fig. 1, a vehicle drive device 10 includes an engine 13 and MG (Motor Generator) 14, 15 as power sources for running. Each of the MGs 14 and 15 is a motor generator having both a function as a motor that outputs torque by receiving supply of drive power and a function as a generator that generates generated power by receiving application of torque. As each of the MGs 14 and 15, an alternating current motor (for example, a permanent magnet synchronous motor or an induction motor) is used. MG14 is electrically connected to battery 18 via an electrical circuit including first inverter 16. MG15 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 PCU19 (see fig. 3) described later. The 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. The MG14 and the MG15 of this embodiment correspond to an example of "the first motor generator (MG 1)" "the second motor generator (MG 2)" of the present disclosure, respectively.

The battery 18 is configured to include a secondary battery, for example. As the secondary battery, for example, a lithium ion battery can be used. The storage battery 18 may also include a battery pack composed of a plurality of secondary batteries (e.g., lithium ion batteries) electrically connected. The secondary battery constituting 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 type secondary battery may be used, or an all-solid type secondary battery may be used. As the battery 18, any power storage device may be used, and a capacitor having a large capacity may be used.

The drive device 10 includes a planetary gear mechanism 20. The engine 13 and the MG14 are coupled to the planetary gear mechanism 20. The planetary gear mechanism 20 is a single pinion type planetary gear, and is disposed on the same axis Cnt as the output shaft 22 of the engine 13.

The planetary gear mechanism 20 includes a sun gear S, a ring gear R disposed 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 that holds the pinion gear P so as to be rotatable and revolvable. Each of the engine 13 and the MG14 is mechanically coupled to a drive wheel 24 via a planetary gear mechanism 20. The output shaft 22 of the engine 13 is coupled to the carrier C. The rotor shaft 23 of the MG14 is coupled to the sun gear S. The ring gear R is coupled to the output gear 21.

The planetary gear mechanism 20 has 3 rotation elements, i.e., an input element, an output element, and a reaction force element. In the planetary gear mechanism 20, the carrier C serves as an input element, the ring gear R serves as an output element, and the sun gear S serves as a reaction force element. The carrier C, the ring gear R, and the sun gear S of this embodiment correspond to an example of "first rotational element", "second rotational element", "third rotational element" of the present disclosure, respectively.

Torque output from the engine 13 is input to the carrier C. The planetary gear mechanism 20 is configured to divide and transmit torque output from the engine 13 to the output shaft 22 to the sun gear S (further, MG 14) and the ring gear R (further, the output gear 21). The ring gear R outputs torque to the output gear 21, and the reaction torque of the MG14 acts on the sun gear S. The power output from the planetary gear mechanism 20 (planetary gear) (i.e., the power output to the output gear 21) is transmitted to the drive wheels 24 via a driven gear 26, a counter shaft 25, a drive gear 27, a differential gear 28, and drive shafts 32 and 33, which will be described below.

The drive device 10 further includes a counter shaft 25, a driven gear 26, a drive gear 27, a differential gear 28, a drive gear 31, and drive shafts 32 and 33. The differential gear 28 corresponds to a final speed reducer and is configured to include a ring gear 29.

The planetary gear mechanism 20 and the MG15 are configured such that the power output from the planetary gear mechanism 20 and the power output from the MG15 are transmitted together to the drive wheels 24. Specifically, the output gear 21 coupled to the ring gear R of the planetary gear mechanism 20 is meshed with the driven gear 26. In addition, a drive gear 31 mounted on the rotor shaft 30 of the MG15 is also meshed with the driven gear 26. The counter shaft 25 is attached to the driven gear 26 and is disposed parallel to the axis Cnt. The drive gear 27 is mounted on the counter shaft 25 and meshes with a ring gear 29 of the differential gear 28. The driven gear 26 functions to synthesize the torque output from the MG15 to the rotor shaft 30 and the torque output from the ring gear R to the output gear 21. The thus-combined drive torque is transmitted to the drive wheels 24 via the drive shafts 32, 33 extending from the differential gear 28 to the left and right.

The drive device 10 further includes a mechanical oil pump 36 and an electric oil pump 38. The oil pump 36 is disposed coaxially with the output shaft 22. The oil pump 36 is driven by the engine 13. The oil pump 36 delivers lubricating oil to the planetary gear mechanisms 20, MG14, MG15 and differential gear 28 when the engine 13 is operating. The electric oil pump 38 is driven by electric power supplied from the battery 18 or another vehicle-mounted battery (for example, an auxiliary battery) not shown, and is controlled by an HVECU62 (see fig. 3) described later. The electric oil pump 38 delivers lubricating oil to the planetary gear mechanisms 20, MG14, MG15 and differential gear 28 when the engine 13 is stopped. The lubricating oil fed by each of the oil pump 36 and the electric oil pump 38 has a cooling function.

Fig. 2 is a diagram showing a structure of the engine 13. Referring to fig. 2, engine 13 is, for example, an in-line 4-cylinder type spark ignition internal combustion engine. The engine 13 includes an engine main body 13a including 4 cylinders 40a, 40b, 40c, 40 d. In the engine main body 13a, 4 cylinders 40a, 40b, 40c, 40d are arranged in one direction. Hereinafter, each of the cylinders 40a, 40b, 40c, 40d will be referred to as "cylinder 40" unless otherwise stated.

An intake passage 41 and an exhaust passage 42 are connected to each cylinder 40 of the engine main body 13a. The intake passage 41 is opened and closed by 2 intake valves 43 provided in each cylinder 40, and the exhaust passage 42 is opened and closed by 2 exhaust valves 44 provided in each cylinder 40. The mixture of air and fuel is generated by adding fuel (e.g., gasoline) to air supplied to the engine main body 13a through the intake passage 41. The fuel is injected into the cylinders 40 by, for example, an injector 46 provided for each cylinder 40, and a mixture is generated in the cylinders 40. The spark plugs 45 provided for the respective cylinders 40 ignite the mixture in the cylinders 40. In this way, combustion is performed in each cylinder 40. Combustion energy generated when the 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 described above, and may be port injection, or may be a combination of in-cylinder injection and port injection.

The engine 13 includes a turbo supercharger 47 that supercharges intake air by using exhaust energy. The supercharger 47 is a turbocharger provided with a compressor 48, a turbine 53, and a shaft 53 a. The compressor 48 and the turbine 53 are coupled to each other via a shaft 53a and configured to rotate integrally. The rotational force of the turbine 53 that rotates in response to the flow of the exhaust gas discharged from the engine main body 13a is transmitted to the compressor 48 via the shaft 53 a. By the rotation of the compressor 48, the intake air to the engine main body 13a is compressed, and the compressed air is supplied to the engine main body 13 a. The supercharger 47 is configured to boost the intake air (i.e., to increase the density of the air taken into the engine main body 13 a) by rotating the turbine 53 and the compressor 48 by the exhaust energy.

The compressor 48 is disposed in the intake passage 41. An air flow meter 50 is provided in the intake passage 41 on the upstream side of the compressor 48. The airflow meter 50 is configured to output a signal corresponding to the flow rate of the air flowing through the intake passage 41. An intercooler 51 is provided in the intake passage 41 on the downstream side of the compressor 48. The intercooler 51 is configured to cool the intake air compressed by the compressor 48. A throttle valve (intake throttle valve) 49 is provided in the intake passage 41 on the downstream side of the intercooler 51. The throttle valve 49 is configured to be able to adjust the flow rate of the intake air flowing through the intake passage 41. In this embodiment, a valve whose opening degree can be continuously changed in a range from fully closed to fully open is employed as the throttle valve 49. The opening degree of the throttle valve 49 is controlled by an HVECU62 (see fig. 3) described later. The air flowing into the intake passage 41 is supplied to each cylinder 40 of the engine main body 13a through an airflow meter 50, a compressor 48, an intercooler 51, and a throttle valve 49 in this order.

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

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

The bypass passage 510 is connected to the exhaust passage 42, and is configured to allow exhaust gas to flow 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 merges into a portion of the exhaust passage 42 downstream of the turbine 53 (for example, between the turbine 53 and the start-up catalytic converter 56).

The WGV520 is disposed in the bypass passage 510, and is configured to be able to adjust the flow rate of exhaust gas guided from the engine main body 13a to the bypass passage 510. The flow rate of the exhaust gas guided from the engine main body 13a to the bypass passage 510 increases, and the flow rate of the exhaust gas guided from the engine main body 13a to the turbine 53 decreases. The flow rate of the exhaust gas flowing into the turbine 53 (and thus the boost pressure) changes according to the opening degree of the WGV 520. The more the WGV520 is closed (i.e., the closer to the fully closed state), the more the flow rate of exhaust gas flowing into the turbine 53, the higher the pressure of intake air (i.e., the boost pressure).

The WGV520 is a negative pressure type valve driven by a WGV actuator 530. The WGV actuator 530 includes a negative pressure driven diaphragm 531 and a negative pressure pump 533. The diaphragm 531 is connected to the WGV520, and the WGV520 is driven by negative pressure introduced into the diaphragm 531. In this embodiment, the WGV520 is a normally closed valve, and the opening degree of the WGV520 increases as the negative pressure acting on the diaphragm 531 increases.

The negative pressure pump 533 is connected to the diaphragm 531 via a pipe. In this embodiment, an electric pump that generates negative pressure is employed as the negative pressure pump 533. When the negative pressure pump 533 is operated, a negative pressure acts on the diaphragm 531, and the WGV520 opens. If the negative pressure pump 533 is stopped, no negative pressure acts on the diaphragm 531, and the WGV520 is closed. The negative pressure pump 533 is configured to be capable of adjusting the magnitude of the negative pressure acting on the diaphragm 531. The negative pressure pump 533 is controlled by an HVECU62 (see fig. 3) described later. The HVECU62 can adjust the magnitude of the negative pressure acting on the diaphragm 531 by controlling the driving amount of the negative pressure pump 533.

The exhaust gas discharged from the engine main body 13a passes through either the turbine 53 or the WGV520, and is discharged to the atmosphere after removing harmful substances by the start-up catalytic converter 56 and the aftertreatment device 57. Aftertreatment device 57 includes, for example, a three-way catalyst.

The engine 13 is provided with an EGR (Exhaust Gas Recirculation: exhaust gas recirculation) device 58 that causes exhaust gas to flow into the intake passage 41. The EGR device 58 includes an EGR passage 59, an EGR valve 60, and an EGR cooler 61. The EGR passage 59 is configured to take out a part of the exhaust gas from the exhaust passage 42 as EGR gas and guide it to the intake passage 41 by connecting a portion between the start-up catalytic converter 56 and the aftertreatment device 57 in the exhaust passage 42 and a portion between the compressor 48 and the air flow meter 50 in the intake passage 41. The EGR passage 59 is provided with an EGR valve 60 and an EGR cooler 61. The EGR valve 60 is configured to be able to adjust the flow rate of the EGR gas flowing through the EGR passage 59. The EGR cooler 61 is configured to cool the EGR gas flowing through the EGR passage 59.

Fig. 3 is a diagram showing a control system of the vehicle of the embodiment. Referring to fig. 1, 2 and 3, the control system of the vehicle includes HVECU62, MGECU63 and engine ECU64. The HVECU62 is connected to an accelerator sensor 66, a vehicle speed sensor 67, an MG1 rotation speed sensor 68, an MG2 rotation speed sensor 69, an engine rotation speed sensor 70, a turbine rotation speed sensor 71, a boost pressure sensor 72, an SOC sensor 73, an MG1 temperature sensor 74, an MG2 temperature sensor 75, an INV1 temperature sensor 76, an INV2 temperature sensor 77, a catalyst temperature sensor 78, and a supercharger temperature sensor 79, in addition to the aforementioned air flow meter 50.

The accelerator sensor 66 outputs a signal corresponding to an accelerator operation amount (for example, an accelerator pedal depression amount, not shown) to the HVECU 62. The accelerator operation amount is a parameter indicating an amount of acceleration required by the driver to the vehicle (hereinafter, also referred to as "required acceleration amount"). The larger the accelerator operation amount is, the larger the driver's required acceleration amount is. The vehicle speed sensor 67 outputs a signal corresponding to the vehicle speed (i.e., the running speed of the vehicle) to the HVECU 62. The MG1 rotation speed sensor 68 outputs a signal corresponding to the rotation speed of the MG14 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 speed sensor 70 outputs a signal corresponding to the rotational 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. For example, as shown in fig. 2, a boost pressure sensor 72 is provided in the intake manifold of the intake passage 41, and is configured to detect the pressure in the intake manifold.

The SOC sensor 73 outputs a signal corresponding to SOC (State of Charge) which is a ratio of the remaining Charge amount of the battery 18 to the full Charge amount (i.e., the storage capacity) to the HVECU 62. The MG1 temperature sensor 74 outputs a signal corresponding to the temperature of the MG14 to the HVECU 62. 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 a signal corresponding to the temperature of a predetermined portion (for example, the temperature of the turbine 53) in the supercharger 47 to the HVECU 62.

The HVECU62 includes a processor 62a, a RAM (Random Access Memory: random access memory) 62b, a storage device 62c, and an input/output port and a timer, which are not shown. As the processor 62a, for example, a CPU (Central Processing Unit: central processing unit) can be used. The RAM62b functions as a job memory that temporarily stores data processed by the processor 62 a. The storage device 62c is configured to store the stored information. The storage device 62c includes, for example, a ROM (Read Only Memory) and a rewritable nonvolatile Memory. The storage device 62c stores information (e.g., maps, formulas, and various parameters) used in the program in addition to the program. Various controls of the vehicle are executed by the processor 62a executing programs stored in the storage device 62 c. The other ECUs (e.g., the MGECU63 and the engine ECU 64) also have the same hardware configuration as the HVECU 62. In this embodiment, HVECU62, MGECU63 and engine ECU64 are separate, but 1 ECU may have their functions.

HVECU62 is configured to output instructions for controlling engine 13 to engine ECU 64. Engine ECU64 is configured to control throttle valve 49, spark plug 45, injector 46, WGV actuator 530, and EGR valve 60 in accordance with a command from HVECU 62. The HVECU62 can perform engine control by the engine ECU 64.

The HVECU62 is configured to output instructions for controlling each of the MG14 and the MG15 to the MGECU 63. The vehicle further includes a PCU (Power Control Unit: power control unit) 19. The MGECU63 is configured to control the MG14 and the MG15 by the PCU 19. The MGECU63 is configured to generate a current signal (e.g., a signal indicating the magnitude and frequency of the current) corresponding to the target torque of each of the MG14 and the MG15 in accordance with a command from the HVECU62, and to output the generated current signal to the PCU 19. The HVECU62 can perform motor control by the MGECU 63.

The PCU19 includes a first inverter 16, a second inverter 17, and a converter 65.MG14 and MG15 are electrically connected to PCU 19. The first inverter 16 and the converter 65 are configured to perform power conversion between the battery 18 and the MG 14. The second inverter 17 and the converter 65 are configured to perform power conversion between the battery 18 and the MG15. The PCU19 is configured to supply electric power stored in the battery 18 to each of the MG14 and the MG15, and to supply electric power generated by each of the MG14 and the MG15 to the battery 18. The PCU19 is configured to be able to control the states of the MGs 14 and 15, respectively, and is capable of bringing the MG14 into a regenerative state (i.e., a power generation state) and bringing the MG15 into a power running state, for example. The PCU19 is configured to be able to supply electric power generated by one of the MG14 and the MG15 to the other. MG14 and MG15 are configured to be able to mutually transmit and receive electric power.

The vehicle is configured to perform HV travel and EV travel. The HV travel is travel by the engine 13 and the MG15 while generating a travel driving force by the engine 13. The EV running is running by the MG15 in a state where the engine 13 is stopped. In a state where the engine 13 is stopped, combustion in the engine main body 13a is no longer performed. When combustion in the engine main body 13a is stopped, combustion energy (and thus, running driving force of the vehicle) is no longer generated in the engine 13. The HVECU62 is configured to switch EV running and HV running according to the situation. 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 continuously change the ratio of the rotational speed of the input element (carrier C) to the rotational speed of the output element (ring gear R). The rotation speed of the engine 13 can be adjusted by controlling the rotation speed of the MG14 by the HVECU 62. The HVECU62 can arbitrarily control the rotation speed of the MG14 according to the magnitude and frequency of the current flowing to the MG 14.

Fig. 4 is an alignment chart showing an example of the relationship between the rotational speeds of the sun gear S, carrier C, and ring gear R of the planetary gear mechanism 20 during HV traveling. Referring to fig. 4, in an example of HV traveling, when torque output from engine 13 (i.e., torque input to carrier C) is transmitted to drive wheels 24, a reaction force is applied to sun gear S of planetary gear mechanism 20 by MG 14. Thus, the sun gear S functions as a reaction force element. In HV traveling, in order to cause torque corresponding to the target engine torque based on the acceleration request to act on the drive wheels 24, the MG14 is caused to output reaction force torque with respect to the target engine torque. The MG14 can be caused to perform regenerative power generation using the reaction torque.

Fig. 5 is an alignment chart showing an example of the relationship between the rotational speeds of the sun gear S, carrier C, and ring gear R of the planetary gear mechanism 20 during EV running. Referring to fig. 5, during EV running, engine 13 is stopped and a running driving force is generated by MG 15. During EV running, HVECU62 controls spark plug 45 and injector 46 so that combustion is not performed in engine 13. Since EV running is performed without rotation of the engine 13, the rotation speed of the carrier C becomes 0 as shown in fig. 5.

Fig. 6 is an alignment chart showing an example of the relationship between the rotational speeds of the sun gear S, carrier C, and ring gear R of the planetary gear mechanism 20 during parking. Referring to fig. 6, hvecu62 controls engine 13 and MG14 and 15 so that the rotational speeds of sun gear S, carrier C, and ring gear R are 0, and the vehicle stops running, and the vehicle is in a stopped state.

As a method for improving the burnup of an engine, it is known to use an optimal burnup line for engine control. In the known engine control, 1 optimum fuel consumption line, which is produced on the premise of normal engine operation, is used. Therefore, even if the engine operating point is controlled to the optimal fuel consumption line when the engine is not operating normally, the optimal fuel consumption (i.e., the desired condition) may not be achieved. In such engine control, if the supercharger is abnormal and the engine is no longer operating normally, fuel consumption is liable to deteriorate. For example, if the WGV of the supercharger sticks at the full-open degree and the supercharging cannot be performed, the fuel consumption of the engine deteriorates.

In contrast, the vehicle of this embodiment has a configuration described below, and thus can operate the engine 13 under desired conditions even when the supercharger 47 is abnormal and the supercharging control cannot be performed.

The HVECU62 of the vehicle according to the embodiment is configured to control the engine 13 according to the first control information when the WGV520 is not stuck, and to control the engine 13 according to the second control information when the WGV520 is stuck in an open state. The control information (i.e., the first control information and the second control information) used in the vehicle of the embodiment is information for determining a target rotational speed of the engine 13 (hereinafter, also referred to as "target engine rotational speed") and a target torque of the engine 13 (hereinafter, also referred to as "target engine torque") for each engine power output from the engine 13. In this embodiment, the first control information is an optimal burn-up line in the case where the WGV520 is not stuck, and the second control information is an optimal burn-up line in the case where the WGV520 is stuck at a full-open degree. The HVECU62 of this embodiment corresponds to an example of the "control device" of the present disclosure.

Fig. 7 is a functional block diagram showing the constituent elements of the HVECU62 in function. Referring to fig. 7, hvecu62 includes a normal running control unit 621, a WGV diagnostic unit 622, and a retracted running control unit 623. The first control information and the second control information are stored in the storage device 62c in advance. The above-described portions of the HVECU62 are embodied by, for example, the processor 62a shown in fig. 3 and a program executed by the processor 62 a. However, these portions may be embodied by dedicated hardware (electronic circuits), not limited thereto.

The vehicle further includes an input device 101 that receives an input from a user. The input device 101 is operated by a user, and outputs a signal corresponding to the operation by the user to the HVECU 62. For example, the user can input a predetermined instruction or request to the HVECU62 or set a value of a parameter to the HVECU62 through the input device 101. The communication mode can be wired or wireless. As the input device 101, various switches (push-button switches, slide switches, etc.) provided around the driver's seat (for example, steering wheel or instrument panel) can be used. However, not limited to this, various pointing devices (a mouse, a touch pad, etc.), a keyboard, a touch panel, etc. can be employed as the input device 101. The input device 101 may be an operation unit of a portable device (for example, a smart phone), or an operation unit of a car navigation system.

The vehicle is further provided with a reporting device 102. The reporting device 102 is configured to perform a predetermined reporting process to a user (for example, a driver) when a request is generated from the HVECU 62. Examples of the reporting device 102 include a display device (for example, an instrument panel or a head-up display), a speaker, and a lamp. The reporting device 102 may be a display unit of a portable device (for example, a smart phone), or may be a display unit of a car navigation system.

The normal running control unit 621 is configured to perform running control of the vehicle when the WGV520 is not stuck. The normal travel control unit 621 is configured to switch EV travel and HV travel according to the situation. For example, normal travel control unit 621 performs EV travel under low-speed and low-load travel conditions and performs HV travel under high-speed and high-load travel conditions. The normal running control unit 621 obtains the required driving force based on, for example, the accelerator operation amount and the vehicle speed. The larger the required driving force is, the larger the running load is determined.

During HV traveling, normal traveling control unit 621 obtains a requested engine power (i.e., a power requested from engine 13) based on the requested driving force. The normal running control unit 621 refers to the first control information (for example, a line L31 shown in fig. 9 described later) in the storage device 62c to obtain a target operating point for the engine 13 to output the requested engine power. The target operating point is an engine operating point defined by the target engine torque and the target engine speed on a coordinate plane of the engine torque and the engine speed (hereinafter, also referred to as a "Te-Ne coordinate plane"). If the target operating point is determined, the target engine torque and the target engine speed are determined.

The normal running control unit 621 cooperatively controls the engine 13, the MG14, and the MG15 so as to output the required driving force to the driving wheels 24 shown in fig. 1. In EV running, the torque output by MG15 becomes the running driving force. In HV traveling, the torque obtained by adding the torque output from the engine 13 and the torque output from the MG15 becomes the traveling driving force. During HV traveling, the normal traveling control unit 621 determines the required engine power as described above, and controls the engine 13 in accordance with the first control information in the storage device 62 c. The operating point of the engine 13 is controlled to the target operating point described above. The normal running control unit 621 executes supercharging control described below when the engine 13 is operating.

Fig. 8 is a flowchart showing a processing procedure of the supercharging control of this embodiment. The processing shown in this flowchart is called up from a main routine (not shown) and repeatedly executed when the engine 13 is operating and the WGV520 is not stuck (i.e., when the WGV diagnostic unit 622 shown in fig. 7 determines that the WGV520 is not stuck).

Referring to fig. 2, 7, and 8, in step (hereinafter, also simply referred to as "S") 11, the normal running control unit 621 determines whether or not the target engine torque is equal to or greater than a predetermined threshold value Th.

When the target engine torque is equal to or greater than the threshold Th (yes in S11), the normal running control unit 621 requests the engine ECU64 to execute supercharging (that is, closes the WGV520 to the first opening degree) in S12. The engine ECU64 issues a closing command to the WGV actuator 530 so as to close the WGV520 to the first opening degree, as requested by the normal running control unit 621. In this embodiment, the first opening degree is set to the full-close opening degree. When execution of supercharging is requested from the normal running control portion 621, the engine ECU64 issues a stop instruction (i.e., a closing instruction) to the negative pressure pump 533 of the WGV actuator 530. If the negative pressure pump 533 is stopped, no negative pressure acts on the diaphragm 531. If the WGV520 is in a normal operation state, the negative pressure is not applied to the diaphragm 531, and the WGV520 closes to perform pressurization. When the WGV actuator 530 closes the WGV520, the WGV520 may be gradually closed from the full open degree to the full closed degree.

On the other hand, when the target engine torque is lower than the threshold Th (no in S11), in S13, the normal running control unit 621 requests the engine ECU64 to stop the supercharging (i.e., opens the WGV520 to the second opening degree). The engine ECU64 issues an opening command to the WGV actuator 530 so as to open the WGV520 to a second opening degree larger than the first opening degree, as requested by the normal running control unit 621. In this embodiment, the second opening degree is set to the full opening degree. When the stop of the supercharging is requested from the normal running control portion 621, the engine ECU64 issues an operation command (i.e., an opening command) to the negative pressure pump 533 of the WGV actuator 530. When the negative pressure pump 533 is operated, negative pressure generated by the negative pressure pump 533 acts on the diaphragm 531. If the WGV520 is in a normal operation state, negative pressure acts on the diaphragm 531, and the WGV520 opens to stop the supercharging. When the WGV actuator 530 opens the WGV520, the WGV520 may be gradually opened from the full-closed opening degree to the full-open opening degree.

After executing any one of S12 and S13 described above, the process returns to the main routine. As described above, in the process of fig. 8, if the target engine torque exceeds the threshold Th, the normal running control unit 621 requests the engine ECU64 to perform the supercharging, and if the target engine torque is lower than the threshold Th, the normal running control unit 621 requests the engine ECU64 to stop the supercharging. The engine ECU64 opens and closes the WGV520 by the WGV actuator 530 in response to a request from the normal running control unit 621.

The process of fig. 8 can be modified as appropriate. For example, in the case where the target engine torque coincides with the threshold Th, the process may also proceed to S13 instead of S12. The threshold Th may be a fixed value or may be variable according to the state of the engine 13 (for example, the engine speed). In order to suppress frequent opening and closing of the WGV520 (and further, execution/stop of the supercharging), the threshold Th may be retarded (that is, the threshold Th at the time of execution of the supercharging and the threshold Th at the time of stop of the supercharging may be made different).

Each of the first opening degree and the second opening degree can be arbitrarily set within a range in which the second opening degree is larger than the first opening degree. Each of the first opening degree and the second opening degree may be a fixed value or may be variable according to the situation. The HVECU62 may control the WGV520 so that the opening degree of the WGV520 gradually increases as the target engine torque decreases. The HVECU62 may control the WGV520 so that the opening degree of the WGV520 gradually decreases as the target engine torque increases.

Referring again to fig. 7, WGV diagnostic unit 622 is configured to determine whether WGV520 is stuck in an open state based on whether WGV520 is operated as instructed when normal running control unit 621 requests execution of a boost (further, when engine ECU64 issues a closing command to WGV actuator 530). When execution of supercharging is requested to the engine ECU64 (S12 in fig. 8), the normal running control unit 621 transmits a signal indicating that a closing instruction is issued to the WGV actuator 530 (hereinafter, also referred to as a "closing instruction signal") to the WGV diagnostic unit 622. Upon receiving the closing command signal, the WGV diagnostic unit 622 performs a diagnosis of whether or not the WGV520 is stuck in an open state.

In this embodiment, the WGV diagnostic unit 622 determines whether or not the WGV520 is operating as instructed based on the behavior of the boost pressure (e.g., the detected value of the boost pressure sensor 72). For example, if the boost pressure does not rise although the normal running control unit 621 requests the engine ECU64 to perform the boost, the WGV diagnostic unit 622 determines that the WGV520 is not operating as instructed (i.e., the WGV520 is stuck in an open state). Hereinafter, blocking in a state where the WGV520 is opened is also referred to as "open blocking".

The WGV diagnostic unit 622 is configured to report the occurrence of an abnormality to the driver of the vehicle by the reporting device 102 and to record the occurrence of an abnormality to the storage device 62c when it is determined that an open adhesion of the WGV520 has occurred.

In this embodiment, the WGV diagnostic unit 622 performs the diagnosis of the open adhesion of the WGV520 as described above, and determines that the WGV520 is not adhered when the open adhesion is not generated. However, the WGV diagnostic unit 622 may be configured to diagnose adhesion (hereinafter, also referred to as "close adhesion") in a state where the WGV520 is closed, in addition to opening adhesion. The WGV diagnostic unit 622 may determine whether or not the WGV520 is stuck in a closed state, based on whether or not the WGV520 is operated as instructed when the normal running control unit 621 requests the engine ECU64 to stop the supercharging (further, when the engine ECU64 issues an opening command to the WGV actuator 530), for example. The WGV diagnostic unit 622 may be configured to determine that the WGV520 is not stuck when neither an open stick nor a close stick is generated.

The WGV diagnostic unit 622 may be configured to determine whether or not the WGV520 is operating as instructed based on the behavior of the intake air flow rate (for example, the detected value of the air flow meter 50), instead of or in addition to the boost pressure.

When the open sticking of the WGV520 occurs, the WGV diagnostic unit 622 switches control information used for engine control from the first control information to the second control information. More specifically, when an open adhesion occurs, the WGV diagnostic unit 622 transmits a signal indicating that an abnormality has occurred (hereinafter also referred to as a "control switching signal") to the normal travel control unit 621. Upon receiving the control switching signal, the normal travel control unit 621 instructs the retraction travel control unit 623 to execute the retraction travel control. Thus, the control of the engine 13 is switched from the engine control performed by the normal running control portion 621 (i.e., the engine control according to the first control information) to the engine control performed by the limp-home running control portion 623 (i.e., the engine control according to the second control information). As a result, the control information used for engine control is switched from the first control information to the second control information.

When the execution of the retraction travel control is instructed from the normal travel control unit 621, the retraction travel control unit 623 controls the engine 13 in accordance with second control information (for example, a line L32 shown in fig. 9 described later) in the storage device 62c to perform retraction travel of the vehicle.

Fig. 9 is a diagram for explaining first control information and second control information used for engine control of the vehicle according to the embodiment. Lines L31, L32 and L41, L42 are drawn on the te—ne coordinate plane shown in fig. 9. Each of the lines L41 and L42 is an equal power line corresponding to the required engine power. Line L41 represents an equal power line corresponding to a small required engine power, and line L42 represents an equal power line corresponding to a large required engine power. The engine power corresponds to the product of the engine speed and the engine torque.

Referring to fig. 9, a line L31 corresponds to a line of the first control information of this embodiment (i.e., an optimal burn-up line in the case where the WGV520 is not stuck). During the supercharging operation (that is, when the WGV520 is closed), the thermal efficiency of the engine 13 tends to be optimal at a torque slightly larger than the threshold Th (not shown). The better the thermal efficiency of the engine 13, the more improved the burn-up. When the HVECU62 controls the engine 13 on the line L31, the target operating point is determined on the line L31. For example, when the equal power line corresponding to the required engine power is the line L41, the intersection E1 of the line L31 and the line L41 becomes the target operating point. When the equal power line corresponding to the required engine power is the line L42, the intersection E2 of the line L31 and the line L42 becomes the target operating point.

Line L32 is a line corresponding to the second control information of this embodiment (i.e., the optimal burn-up line in the case where WGV520 sticks at the full opening). If the WGV520 is stuck at the full opening, supercharging cannot be performed. In this case, the engine torque is mainly adjusted by the throttle valve 49 or the like, and the engine torque cannot be increased to the target operating point shown by the line L31, or if the engine torque is increased to the target operating point shown by the line L31, the fuel consumption is deteriorated. Thus, the optimal burnup line in the case where the WGV520 is stuck at the full opening tends to have a smaller torque than the optimal burnup line in the case where the WGV520 is not stuck. If the line L31 and the line L32 are compared, the target engine torque at each target engine speed is smaller than the line L31 by the line L32. That is, when the target engine speed is the same, the line L32 becomes smaller in the target engine torque than the line L31.

When the HVECU62 controls the engine 13 on the line L32, the target operating point is determined on the line L32. For example, when the equal power line corresponding to the required engine power is the line L41, the intersection E3 of the line L32 and the line L41 becomes the target operating point. When the equal power line corresponding to the required engine power is the line L42, the intersection E4 of the line L32 and the line L42 becomes the target operating point.

In this embodiment, the engine operation point on the optimal fuel consumption line is set to the recommended operation point, but the recommended operation point can be changed as appropriate. For example, the input device 101 may be configured to accept an input of a travel mode from a user. Further, the user may select any one of the eco mode and the power mode by using the input device 101. The eco-mode is a running mode in which the engine 13 is operated with priority over the fuel consumption. The power mode is a running mode in which the engine 13 is operated with priority over the power output over the burn-up. The optimal fuel consumption line may be set as the first control information when the eco-mode is selected by the user, and the power line for causing the engine 13 to output a torque larger than the optimal fuel consumption line may be set as the first control information when the power mode is selected by the user. As the second control information, control information (for example, a power line) other than the optimum fuel consumption line may be set.

Fig. 10 is a flowchart showing a processing procedure of the WGV open blocking diagnosis executed by the HVECU 62. The processing shown in this flowchart is executed during HV travel of the vehicle.

Referring to fig. 7 and 10, in S21, the WGV diagnostic unit 622 determines whether or not the shutdown command signal is received. When execution of supercharging is requested to the engine ECU64 in S12 of fig. 8, the normal running control unit 621 transmits a closing instruction signal to the WGV diagnostic unit 622. That is, the WGV diagnostic unit 622 receiving the closing instruction signal means that a closing instruction is issued to the WGV actuator 530. If the WGV diagnostic unit 622 does not receive the closing command signal (no in S21), the process proceeds to S22, and thereafter, S21 is repeatedly executed.

When the WGV diagnostic unit 622 receives the closing instruction signal (yes in S21), the WGV diagnostic unit 622 performs a diagnosis of whether or not the open adhesion of the WGV520 has occurred in S22. For example, the WGV diagnostic portion 622 monitors the detection value of the boost pressure sensor 72 and determines whether the boost pressure is rising normally. After the diagnosis is completed, the WGV diagnosis section 622 determines in S23 whether or not the diagnosis result is that there is an open adhesion. If the diagnosis result is that there is no open adhesion (no in S23), the process returns to S21.

On the other hand, when the diagnosis result is that there is an open adhesion (yes in S23), in S24, the control information used in the engine control is switched from the first control information to the second control information. Specifically, the WGV diagnostic unit 622 transmits the control switching signal to the normal travel control unit 621. The WGV diagnostic unit 622 reports the occurrence of an abnormality to the driver of the vehicle by the reporting device 102, and records the occurrence of an abnormality to the storage device 62 c. The WGV diagnostic unit 622 may report to the user that an abnormality has occurred in the WGV apparatus 500 by, for example, lighting an MILs (Malfunction Indicator Light: malfunction indicator lamp) for WGV diagnosis.

When the normal running control unit 621 receives the control switching signal sent from the WGV diagnostic unit 622, the normal running control unit 621 instructs the retraction running control unit 623 to execute the retraction running control. Thus, the control of the engine 13 is switched from the engine control performed by the normal running control unit 621 to the engine control performed by the retracted running control unit 623. As a result, the control information used for engine control is switched from the first control information to the second control information.

In S25, the retraction travel control unit 623 retracts the vehicle to a safe place (e.g., a road side) by HV travel while controlling the engine 13 in accordance with the second control information in the storage device 62 c. The retraction travel control unit 623 determines whether or not the vehicle has stopped in S26, and continues the retraction travel control until the vehicle stops (i.e., until the determination in S26 is no) (S25). When the vehicle is stopped (yes in S26), the series of processing in fig. 10 ends.

As described above, in the vehicle of this embodiment, the HVECU62 is configured to be able to select 1 piece of control information from a plurality of pieces of control information (i.e., the first control information and the second control information). The first control information is control information used when the WGV is not stuck (i.e., when the supercharging control is performed normally), and a recommended operating point of the engine 13 when the WGV520 is not stuck is determined in the first control information. On the other hand, the second control information is control information used when the WGV520 is stuck in an open state (that is, when the supercharging control becomes unable to be normally performed), and the recommended operating point of the engine 13 when the WGV520 is stuck in an open state is determined from the second control information. By preparing the second control information separately from the control information at normal time (i.e., the first control information) in this way, the first control information and the second control information are used separately according to the situation, and thus, even when the WGV520 sticks in an open state and the supercharging control becomes unable to be performed normally, the engine 13 can be operated under a desired condition.

When the WGV520 is stuck in an open state (yes in S23 of fig. 10), the HVECU62 controls the engine 13 according to the second optimal fuel consumption line to perform the retracted travel of the vehicle. Thus, fuel consumption during the limp-home running can be improved. Further, the fuel consumption during the travel in the retracted mode is improved, and the distance that can be used for the travel in the retracted mode can be extended.

In the above embodiment, when the open adhesion is found by the WGV diagnosis, the HVECU62 executes both the report that the abnormality has occurred and the record that the abnormality has occurred, but the HVECU62 may execute only one of the report and the record, or may not execute the report and the record.

The air flow meter 50 and the boost pressure sensor 72 used in the WGV diagnosis of the above embodiment are each a sensor used for engine control of the vehicle, but a sensor for diagnosis may be provided separately from them. A diagnostic sensor provided for acquiring data (for example, at least one of the boost pressure and the intake air flow rate) used for diagnosis may be used for WGV diagnosis instead of the air flow meter 50 and the boost pressure sensor 72.

The structure of the engine 13 is not limited to that shown in fig. 2, and may be changed as appropriate. For example, the position of the throttle valve 49 in the intake passage 41 may be between the airflow meter 50 and the compressor 48. The cylinder layout is not limited to the inline type, and may be V-type or horizontal type. The number of cylinders and the number of valves can be arbitrarily changed.

In the above embodiment, the control of switching the 2-value performance of the execution/stop of the supercharging is performed by the threshold Th as a boundary, but the HVECU62 may be configured to adjust the supercharging pressure to a desired magnitude by continuously controlling the opening degree of the WGV520 in a range from full closed to full open.

The negative pressure pump 533 may be a mechanical pump driven by the engine 13. A negative pressure adjusting valve and an atmosphere opening valve may be provided in a pipe connecting the negative pressure pump 533 and the diaphragm 531. The WGV520 may also be a normally open valve. The driving method of the WGV520 is not limited to the negative pressure type, and may be any type.

In the above embodiment, the first opening degree is set to the full-close opening degree and the second opening degree is set to the full-open opening degree, but each of the first opening degree and the second opening degree can be arbitrarily set. For example, the first opening may be an opening larger than the full-close opening and smaller than 50%, and the second opening may be an opening larger than 50% and smaller than the full-close opening.

In the above embodiment, a gasoline engine is used as the engine 13. However, the present invention is not limited thereto, and any internal combustion engine, a diesel engine, or the like may be used as the engine 13. In the above embodiment, the control device for controlling the engine in the above embodiment is applied to the hybrid vehicle, but the control device may be applied to an automobile (that is, a conventional automobile) in which only the internal combustion engine is used as a power source for running.

While the embodiments of the present invention have been described, it should be understood that the embodiments disclosed herein are illustrative in all respects and not restrictive. The scope of the present invention is indicated by the claims, and all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein.

Claims

1. A vehicle is provided with:

a driving wheel;

a planetary gear mechanism having a first rotating element, a second rotating element, and a third rotating element;

an engine that generates a running driving force so as to drive the first rotating element;

a first motor generator mechanically connected to the third rotating element;

a second motor generator that drives the drive wheel; and

A control device that controls the engine in accordance with control information that determines a target rotational speed of the engine and a target torque of the engine for each engine power output from the engine,

the planetary gear mechanism is configured to distribute and transmit the torque output from the engine to the second rotating element and the third rotating element,

the planetary gear mechanism and the second motor generator are configured to transmit the power output from the second rotating element and the power output from the second motor generator to the driving wheel together,

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 wastegate valve provided in the bypass passage,

the supercharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage,

the bypass passage is configured to flow exhaust gas bypassing the turbine,

the control device is configured to be able to select, as the control information, first control information and second control information different from the first control information,

the control device is configured to control the engine in accordance with the first control information when the wastegate valve is not stuck, to control the engine in accordance with the second control information when the wastegate valve is stuck in an open state,

the first control information is an optimal burn-up line in the case where the wastegate valve is not stuck,

the second control information is an optimal fuel consumption line in the case where the wastegate valve sticks in an open state, the wastegate valve sticking being wastegate valve fixed.

2. The vehicle according to claim 1,

The control device is configured to cause the vehicle to execute limp-home running for moving the vehicle to a safe place when an abnormality occurs in the running of the vehicle when the wastegate valve is stuck in an opened state.

3. The vehicle according to claim 1 or 2,

a wastegate valve actuator for actuating the wastegate valve is also provided,

the control device is configured to issue a closing command to the wastegate valve actuator so as to close the wastegate valve to a first opening degree when the target torque of the engine exceeds a threshold value, and issue an opening command to the wastegate valve actuator so as to open the wastegate valve to a second opening degree that is larger than the first opening degree when the target torque of the engine is lower than the threshold value.

4. A vehicle according to claim 3,

the first opening is a full-closed opening, the second opening is a full-open opening,

the second control information is an optimal fuel consumption line in the case where the wastegate valve sticks at a full opening.

5. A vehicle according to claim 3,

further comprising at least one of a boost pressure sensor for detecting a boost pressure of the engine and an air flow meter for detecting an intake air flow rate of the engine,

The control device is configured to determine whether or not the wastegate valve is stuck in an open state using at least one of the boost pressure and the intake air flow rate when the closing command is issued to the wastegate valve actuator.

6. A vehicle according to claim 4,

7. A vehicle according to claim 3,

the wastegate valve actuator is configured to actuate the wastegate valve using negative pressure.