JP2020183716A - vehicle - Google Patents

Abstract

To provide a vehicle enabling an engine to be operated in accordance with an intended condition even when supercharging control cannot be performed normally due to an abnormality of a supercharger.SOLUTION: A control device for a vehicle is configured to control an engine in accordance with control information that determines target engine speed and target engine torque with respect to each engine power output from the engine. The control device is also configured to enable selection of first control information and second control information different from the first control information, as the control information. The control device is configured to control the engine in accordance with the first control information when a WGV is not fixed (NO in S23) and control the engine in accordance with the second control information when the WGV is fixed in the opened state (YES in S23).SELECTED DRAWING: Figure 10

Description

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

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

Japanese Unexamined Patent Publication No. 2015-58924

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

In the conventional engine control, one optimum fuel consumption line created on the assumption that the engine operates normally is used. Therefore, when the engine is not operating normally, the optimum fuel consumption (that is, a desired condition) may not be obtained even if the engine operating point is controlled on the optimum fuel consumption line. In such engine control, if an abnormality occurs in the turbocharger and the engine does not operate normally, fuel efficiency tends to deteriorate.

The present disclosure has been made to solve the above problems, and an object of the present invention is to desire an engine even when an abnormality occurs in the turbocharger and supercharging control cannot be performed normally. It is to provide a vehicle that can be operated under the conditions of.

The vehicle according to the present disclosure includes an engine that generates a traveling driving force and a control device that controls the engine. The engine includes an engine body that burns, 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 (hereinafter, hereafter. Also referred to as "WGV"). The supercharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage. The bypass passage is configured to bypass the turbine and allow exhaust to flow.

The above control device is configured to control the engine according to control information that determines the target rotation speed of the engine and the target torque of the engine for each engine power output from the engine. Further, the control device is configured so that the first control information and the second control information different from the first control information can be selected as the above control information. Further, the control device controls the engine according to the first control information when the WGV is not stuck, and controls the engine according to the second control information when the WGV is stuck in the open state. It is composed of.

The open state of the WGV means a state in which the WGV is not fully closed (that is, a state in which the opening degree is larger than that in 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 above vehicle, the control device is configured to be able to select one control information from a plurality of types of control information (that is, the first control information and the second control information). Since the first control information is the control information used when the WGV is not fixed (that is, when the supercharging control is normally performed), the first control information is when the WGV is not fixed. The recommended operating point of the engine is determined. On the other hand, the second control information is the control information used when the WGV is stuck in the open state (that is, when the supercharging control cannot be performed normally), and therefore the second control information. The recommended operating point of the engine when the WGV is stuck in the open state is defined in. In this way, the WGV is opened by preparing the second control information separately from the normal control information (that is, the first control information) and using the first control information and the second control information properly according to the situation. It is possible to operate the engine under desired conditions even when the supercharging control cannot be normally performed due to sticking in the state.

The first control information may be an optimum fuel consumption line (hereinafter, also referred to as “first optimum fuel consumption line”) when the WGV is not fixed. The second control information may be an optimum fuel consumption line (hereinafter, also referred to as “second optimum fuel consumption line”) when the WGV is fixed in an open state.

According to the above configuration, the engine operates so as to approach the optimum fuel consumption regardless of whether the WGV is not fixed or the WGV is fixed in the open state. When the WGV is not fixed, the control device controls the engine according to the first optimum fuel consumption line, so that the engine operates with good fuel consumption at each time of supercharging execution and supercharging stop. Further, even when the WGV is stuck in the open state, the control device controls the engine according to the second optimum fuel consumption line, so that the engine operates with good fuel consumption.

The above-mentioned control device may be configured to evacuate the vehicle when the WGV is stuck in the open state. When the WGV is stuck in the open state, the control device controls the engine according to the second optimum fuel consumption line, so that the fuel consumption during the evacuation running can be improved. In addition, the distance that can be evacuated can be extended by improving the fuel efficiency during the evacuation travel.

The evacuation running is a running for moving the vehicle to a safe place when an abnormality occurs while the vehicle is running. For example, the vehicle may be evacuated to the side of the road by evacuation running.

The vehicle may further include a WGV actuator that drives the WGV. When the target torque of the engine exceeds the threshold value (hereinafter, also referred to as “threshold value Th”), the above control device instructs the WGV actuator to close the WGV to the first opening (hereinafter, also referred to as “close command”). When the target torque of the engine falls below the threshold value Th, a command (hereinafter, also referred to as “open command”) is issued to the WGV actuator to open the WGV to a second opening larger than the first opening. It may be configured in.

In the above configuration, when the WGV is not fixed, the execution / stop of supercharging can be switched depending on the magnitude of the torque. That is, supercharging is executed when the WGV is closed to the first opening degree, and 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 the driver's accelerator operating amount and control the engine torque to the target torque. For example, the target torque of the engine may increase as the amount of accelerator operation by the driver increases.

The first opening may be a fully closed opening. The above second opening degree may be a fully open opening degree. The above-mentioned second control information may be the optimum fuel consumption line when the WGV is fixed at the fully open opening degree.

In the above configuration, since the first opening degree is the fully closed opening degree, it becomes easy to obtain a large engine power by supercharging. Since the second opening is the fully open opening, it becomes easy to suppress the deterioration of fuel efficiency due to supercharging. Further, in the above control device, when the target torque of the engine falls below the threshold value Th, the WGV is opened to the fully open opening. Therefore, when the WGV is stuck in the open state, the WGV is fully opened. There is a high possibility that it is. When the WGV is fixed at the fully open opening degree, the control device controls the engine according to the second control information described above, so that the engine operates with the optimum fuel consumption. The fully open opening degree of the WGV means the maximum opening degree of the WGV (that is, the opening degree at which the WGV is most opened).

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

As the opening degree of the WGV increases, the intake flow rate of the engine decreases, and the boost pressure of the engine decreases. Therefore, the control device diagnoses whether or not the WGV has moved as instructed by confirming how at least one of the boost pressure and the intake flow rate has changed when the instruction is given to the WGV actuator. Can be done. According to the above configuration, the control device can obtain the result of the sticking diagnosis of WGV by using the detection value of the sensor.

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

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

The vehicle may further include a continuously variable transmission mechanism. The continuously variable transmission mechanism has a first rotation element and a second rotation element, and is configured to be able to continuously change the ratio of the rotation speed of the first rotation element to the rotation speed of the second rotation element. The first rotating element of the continuously variable transmission mechanism may be driven by the engine, and the power output from the second rotating element of the continuously variable transmission mechanism may be transmitted to the drive wheels of the vehicle. In such a configuration, the above ratio (and by extension, 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. Therefore, according to the above configuration, it becomes easy to control the engine operating point to the recommended operating point indicated by the control information.

The continuously variable transmission mechanism may include a planetary gear having a third rotating element in addition to the first rotating element and the second rotating element described above. The vehicle may further include a first motor generator that is mechanically connected to the third rotating element of the planetary gear and a second motor generator that is mechanically connected to the drive wheels. In such a configuration, the torque of the drive wheels can be adjusted by the second motor generator, so that the torque of the engine can be controlled with a high degree of freedom. Therefore, according to the above configuration, it becomes easy to control the engine operating point to the recommended operating point indicated by the control information. It is also possible to generate electricity by the first motor generator and the second motor generator.

According to the present disclosure, it is possible to provide a vehicle capable of operating an engine under desired conditions even when an abnormality occurs in the turbocharger and supercharging control cannot be performed normally. Become.

It is a figure which shows the drive device of the vehicle which concerns on embodiment of this disclosure. It is a figure which shows the engine of the vehicle which concerns on embodiment of this disclosure. It is a figure which shows the control system of the vehicle which concerns on embodiment of this disclosure. It is a collinear diagram which shows an example of the relationship of the rotational speed of each rotating element (sun gear, carrier, ring gear) of a planetary gear during HV running in the vehicle which concerns on embodiment of this disclosure. It is a collinear diagram which shows an example of the relationship of the rotational speed of each rotating element (sun gear, carrier, ring gear) of a planetary gear during EV traveling in the vehicle which concerns on embodiment of this disclosure. FIG. 5 is a collinear diagram showing an example of the relationship between the rotational speeds of each rotating element (sun gear, carrier, ring gear) of the planetary gear while the vehicle is stopped in the vehicle according to the embodiment of the present disclosure. It is a functional block diagram which shows the component of the control device of the vehicle which concerns on embodiment of this disclosure by function. It is a flowchart which shows the processing procedure of supercharging control of the engine which concerns on embodiment of this disclosure. It is a figure for demonstrating the 1st control information and the 2nd control information used in the engine control of the vehicle which concerns on embodiment of this disclosure. It is a flowchart which shows the processing procedure of the WGV open sticking diagnosis executed by the control device of the vehicle which concerns on embodiment of this disclosure.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the figure, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated. Hereinafter, the electronic control unit is also referred to as an "ECU". Further, the hybrid vehicle is also referred to as "HV", and the electric vehicle is also referred to as "EV".

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

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

The battery 18 includes, for example, a secondary battery. As the secondary battery, for example, a lithium ion battery can be adopted. The battery 18 may include an assembled battery composed of a plurality of electrically connected secondary batteries (for example, a lithium ion battery). 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 hydrogen battery). As the battery 18, an electrolytic solution type secondary battery may be adopted, or an all-solid-state type secondary battery may be adopted. As the battery 18, any power storage device can be adopted, and a large-capacity capacitor or the like can also be adopted.

The drive device 10 includes a planetary gear mechanism 20. The engine 13 and MG 14 are connected to the planetary gear mechanism 20. The planetary gear mechanism 20 is a single pinion type planetary gear, and is arranged on the same axis 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 that meshes with the sun gear S and the ring gear R, and a carrier C that holds the pinion gear P so that it can rotate and revolve. Each of the engine 13 and MG 14 is mechanically connected to the drive wheels 24 via the planetary gear mechanism 20. The output shaft 22 of the engine 13 is connected to the carrier C. The rotor shaft 23 of the MG 14 is connected to the sun gear S. The ring gear R is connected to the 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. The carrier C, the ring gear R, and the sun gear S according to this embodiment correspond to examples of the "first rotating element", the "second rotating element", and the "third rotating element" according to the present disclosure, respectively.

The torque output by the engine 13 is input to the carrier C. The planetary gear mechanism 20 is configured to divide and transmit the torque output by the engine 13 to the output shaft 22 into 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 reaction torque due to the MG 14 acts on the sun gear S. The power output from the planetary gear mechanism 20 (planetary gear) (that is, the power output to the output gear 21) is the driven gear 26, the counter shaft 25, the drive gear 27, the differential gear 28, and the drive shaft 32, which will be described below. It is transmitted to the drive wheels 24 via 33.

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 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 drive 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. Further, the drive gear 31 attached to the rotor shaft 30 of the MG 15 also meshes with the driven gear 26. The counter shaft 25 is attached to the driven gear 26 and is arranged parallel to the axis Cnt. The drive gear 27 is attached to the counter shaft 25 and meshes with the ring gear 29 of the differential gear 28. The driven gear 26 acts so as to combine the torque output by the MG 15 to the rotor shaft 30 and the torque output from the ring gear R to the output gear 21. The drive torque thus combined is transmitted to the drive wheels 24 via the drive shafts 32 and 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 provided coaxially with the output shaft 22. The oil pump 36 is driven by the engine 13. The oil pump 36 sends lubricating oil to the planetary gear mechanism 20, MG14, MG15, and the 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 in-vehicle battery (for example, an auxiliary battery) (not shown), and is controlled by an HVECU 62 (see FIG. 3) 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. The lubricating oil sent by each of the oil pump 36 and the electric oil pump 38 has a cooling function.

FIG. 2 is a diagram showing the configuration of the engine 13. With reference to FIG. 2, the engine 13 is, for example, an in-line 4-cylinder spark-ignition internal combustion engine. The engine 13 includes 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" except for the case where they will be described separately.

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 in each cylinder 40, and the exhaust passage 42 is opened and closed by two exhaust valves 44 provided in each cylinder 40. A mixture of air and fuel is generated by adding fuel (for example, gasoline) to the air supplied to the engine body 13a through the intake passage 41. The fuel is injected into the cylinder 40 by, for example, an injector 46 provided for each cylinder 40, and an air-fuel mixture is generated in the cylinder 40. Then, the spark plug 45 provided for each cylinder 40 ignites the air-fuel mixture in the cylinder 40. In this way, combustion is performed in each cylinder 40. The combustion energy generated when the air-fuel mixture is burned 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 above-mentioned in-cylinder injection, and may be a port injection or a combination of the in-cylinder injection and the port injection.

The engine 13 includes a turbocharger 47 that supercharges intake air using exhaust energy. The supercharger 47 is a turbocharger including a compressor 48, a turbine 53, and a shaft 53a. The compressor 48 and the turbine 53 are connected to each other via a shaft 53a and are configured to rotate integrally. The rotational force of the turbine 53, which rotates in response to the flow of exhaust gas discharged from the engine body 13a, is transmitted to the compressor 48 via the shaft 53a. By rotating the compressor 48, the intake air toward the engine body 13a is compressed, 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 sucked into the engine body 13a) by rotating the turbine 53 and the compressor 48 using the exhaust energy. Will be done.

The compressor 48 is arranged in the intake passage 41. An air flow meter 50 is provided at a position upstream of the compressor 48 in the intake passage 41. The air flow meter 50 is configured to output a signal according to the flow rate of air flowing in the intake passage 41. An intercooler 51 is provided at a position downstream of the compressor 48 in the intake passage 41. The intercooler 51 is configured to cool the intake air compressed by the 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 so that the flow rate of the intake air flowing in the intake passage 41 can be adjusted. In this embodiment, a valve whose opening degree can be continuously changed in the range from fully closed to fully open is adopted as the throttle valve 49. The opening degree of the throttle valve 49 is controlled by the HVECU 62 (see FIG. 3) described later. The air flowing into the intake passage 41 is supplied to each cylinder 40 of the engine body 13a through the air flow meter 50, the compressor 48, the intercooler 51, and the throttle valve 49 in this order.

The turbine 53 is arranged in the exhaust passage 42. Further, a start catalyst converter 56 and an aftertreatment device 57 are provided on the downstream side of the exhaust passage 42 with respect to the turbine 53. Further, the exhaust passage 42 is provided with the 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 to adjust the amount of the exhaust gas to be bypassed. The WGV device 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 bypass the turbine 53 to allow exhaust to flow. The bypass passage 510 branches from a portion upstream of the turbine 53 in the exhaust passage 42 (for example, between the engine body 13a and the turbine 53) and downstream of the turbine 53 in the exhaust passage 42 (for example, with the turbine 53). It merges with the start catalyst converter 56).

The WGV 520 is arranged in the bypass passage 510, and is configured so that the flow rate of the exhaust gas guided from the engine main body 13a to the bypass passage 510 can be adjusted. As the flow rate of the exhaust gas led from the engine body 13a to the bypass passage 510 increases, the flow rate of the exhaust gas guided from the engine body 13a to the turbine 53 decreases. The exhaust flow rate (and thus the boost pressure) flowing into the turbine 53 changes depending on the opening degree of the WGV520. As the WGV520 closes (that is, approaches the fully closed state), the exhaust flow rate flowing into the turbine 53 increases, and the pressure of the intake air (that is, the boost pressure) increases.

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

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 adopted as the negative pressure pump 533. When the negative pressure pump 533 operates, a negative pressure acts on the diaphragm 531 to open the WGV520. When the negative pressure pump 533 is stopped, the negative pressure does not act on the diaphragm 531 and the WGV520 closes. The negative pressure pump 533 is configured so that the magnitude of the negative pressure acting on the diaphragm 531 can be adjusted. The negative pressure pump 533 is controlled by an HVECU 62 (see FIG. 3) described later. The HVECU 62 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 body 13a passes through either the turbine 53 or the WGV520, and is released to the atmosphere after the harmful substances are removed by the start catalyst converter 56 and the aftertreatment device 57. The aftertreatment device 57 includes, for example, a three-way catalyst.

The engine 13 is provided with an EGR (Exhaust Gas Recirculation) device 58 that allows 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 connects the portion between the start catalytic converter 56 and the aftertreatment device 57 in the exhaust passage 42 and the portion between the compressor 48 and the air flow meter 50 in the intake passage 41, thereby connecting the exhaust passage 42. A part of the exhaust gas is taken out as EGR gas and led to 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 so that the flow rate of the EGR gas flowing through the EGR passage 59 can be adjusted. The EGR cooler 61 is configured to cool the EGR gas flowing through the EGR passage 59.

FIG. 3 is a diagram showing a vehicle control system according to this embodiment. With reference to FIGS. 1 and 2, the vehicle control system includes an HVECU 62, an MGECU 63, and an engine ECU 64. In addition to the above-mentioned air flow meter 50, the HVECU 62 includes 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, and 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 are connected.

The accelerator sensor 66 outputs a signal to the HVECU 62 according to the accelerator operation amount (for example, the amount of depression of the accelerator pedal (not shown)). The accelerator operation amount is a parameter indicating the acceleration amount required by the driver for the vehicle (hereinafter, also referred to as "required acceleration amount"). The larger the accelerator operation amount, the larger the driver's required acceleration amount. The vehicle speed sensor 67 outputs a signal corresponding to the vehicle speed (that is, the traveling speed of the vehicle) to the HVECU 62. 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 MG 15 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 turbocharger 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 boost pressure sensor 72 is provided in the intake manifold of the intake passage 41, for example, as shown in FIG. 2, and is configured to detect the pressure in the intake manifold.

The SOC sensor 73 outputs a signal to the HVECU 62 according to the SOC (State of Charge), which is the ratio of the remaining charge amount to the full charge amount (that is, the storage capacity) of the battery 18. The MG1 temperature sensor 74 outputs a signal corresponding to the temperature of the MG 14 to the HVECU 62. The MG2 temperature sensor 75 outputs a signal corresponding to the temperature of the MG 15 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 to the HVECU 62 according 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, and an input / output port and a timer (not shown). As the processor 62a, for example, a CPU (Central Processing Unit) can be adopted. The RAM 62b functions as a working memory for temporarily storing data processed by the processor 62a. The storage device 62c is configured to be able to store the stored information. The storage device 62c includes, for example, a ROM (Read Only Memory) and a rewritable non-volatile memory. In addition to the program, the storage device 62c stores information used in the program (for example, maps, mathematical formulas, and various parameters). When the processor 62a executes the program stored in the storage device 62c, various controls of the vehicle are executed. Other ECUs (for example, MGECU 63 and engine ECU 64) also have the same hardware configuration as the HVECU 62. In this embodiment, the HVECU 62, the MGECU 63, and the engine ECU 64 are separated, but one ECU may have these functions.

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

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

The PCU 19 includes a first inverter 16, a second inverter 17, and a converter 65. Each of MG14 and MG15 is electrically connected to PCU19. 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 MG 15. The PCU 19 is configured to supply the electric power stored in the battery 18 to each of the MG 14 and the MG 15, and to supply the electric power generated by each of the MG 14 and the MG 15 to the battery 18. The PCU 19 is configured so that the states of the MGs 14 and 15 can be controlled separately. For example, the MG14 can be put into a regenerative state (that is, a power generation state) while the MG15 is put into a power running state. The PCU 19 is configured to be able to supply the electric power generated by one of the MG 14 and the MG 15 to the other. The MG 14 and MG 15 are configured so that electric power can be exchanged with each other.

The vehicle is configured to perform HV running and EV running. The HV running is a running performed by the engine 13 and the MG 15 while generating a running driving force by the engine 13. The EV running is a running performed by the MG 15 with the engine 13 stopped. When the engine 13 is stopped, combustion in the engine body 13a is not performed. When the combustion in the engine body 13a is stopped, the combustion energy (and thus the traveling driving force of the vehicle) is not generated in the engine 13. The HVECU 62 is configured to switch between EV traveling and HV traveling according to the situation. Further, the planetary gear mechanism 20 shown in FIG. 1 can function as a continuously variable transmission mechanism. The planetary gear mechanism 20 is configured so that the ratio of the rotation speed of the input element (carrier C) to the rotation speed of the output element (ring gear R) can be continuously changed. 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 flowing through the MG 14.

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

FIG. 5 is a collinear diagram showing an example of the relationship between the rotation speeds of the sun gear S, the carrier C, and the ring gear R of the planetary gear mechanism 20 during EV traveling. With reference to FIG. 5, in EV traveling, the engine 13 is stopped and the MG 15 generates a traveling driving force. During EV travel, the HVECU 62 controls the spark plug 45 and the injector 46 to prevent combustion in the engine 13. Since the EV traveling is performed in a state where the engine 13 is not rotating, the rotation speed of the carrier C becomes 0 as shown in FIG.

FIG. 6 is a collinear diagram showing an example of the relationship between the rotation 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. With reference to FIG. 6, the HVECU 62 controls the engines 13 and MGs 14 and 15 to set the rotation speeds of the sun gear S, the carrier C, and the ring gear R to 0, whereby the vehicle stops running and the vehicle moves. It will be stopped.

By the way, as a method for improving the fuel efficiency of an engine, it is known that engine control is performed using an optimum fuel efficiency line. In the known engine control, one optimum fuel consumption line created on the assumption that the engine operates normally is used. Therefore, when the engine is not operating normally, the optimum fuel consumption (that is, desired conditions) may not be obtained even if the engine operating point is controlled on the optimum fuel consumption line. In such engine control, if an abnormality occurs in the turbocharger and the engine does not operate normally, fuel efficiency tends to deteriorate. For example, if the WGV of the supercharger is fixed at the fully open opening degree and the supercharging cannot be executed, the fuel consumption of the engine deteriorates.

On the other hand, since the vehicle according to this embodiment has the configuration described below, even if an abnormality occurs in the supercharger 47 and the supercharging control cannot be performed normally. The engine 13 can be operated under desired conditions.

The vehicle HVECU 62 according to this embodiment controls the engine 13 according to the first control information when the WGV520 is not stuck, and when the WGV520 is stuck in the open state, the second control information. It is configured to control the engine 13 according to the above. The control information (that is, the first control information and the second control information) used in the vehicle according to this embodiment is the target rotation speed of the engine 13 for each engine power output from the engine 13 (hereinafter, "" It is also referred to as "target engine rotation speed") and information that determines the target torque of the engine 13 (hereinafter, also referred to as "target engine torque"). In this embodiment, the first control information is the optimum fuel consumption line when the WGV520 is not fixed, and the second control information is the optimum fuel consumption line when the WGV520 is fixed at the fully open opening degree. The HVECU 62 according to this embodiment corresponds to an example of the "control device" according to the present disclosure.

FIG. 7 is a functional block diagram showing the components of the HVECU 62 by function. With reference to FIG. 7, the HVECU 62 includes a normal travel control unit 621, a WGV diagnosis unit 622, and an evacuation travel control unit 623. The first control information and the second control information are stored in advance in the storage device 62c. Each of the above parts in the HVECU 62 is embodied by, for example, the processor 62a shown in FIG. 3 and the program executed by the processor 62a. However, the present invention is not limited to this, and each of these parts may be embodied by dedicated hardware (electronic circuit).

The vehicle further includes an input device 101 that receives input from the user. The input device 101 is operated by the 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 switch, slide switch, etc.) provided around the driver's seat (for example, steering wheel or instrument panel) can be adopted. However, the present invention is not limited to this, and various pointing devices (mouse, touch pad, etc.), keyboard, touch panel, and the like can also be adopted as the input device 101. The input device 101 may be an operation unit of a mobile device (for example, a smartphone) or an operation unit of a car navigation system.

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

The normal travel control unit 621 is configured to control the travel of the vehicle when the WGV520 is not fixed. The normal travel control unit 621 is configured to switch between EV travel and HV travel depending on the situation. For example, the normal traveling control unit 621 performs EV traveling under low-speed and low-load traveling conditions, and performs HV traveling under high-speed and high-load traveling conditions. The normal traveling control unit 621 obtains the required driving force based on, for example, the accelerator operation amount and the vehicle speed. It is judged that the larger the required driving force, the larger the traveling load.

In HV driving, the normal traveling control unit 621 obtains the required engine power (that is, the power required for the engine 13) based on the required driving force. The normal traveling control unit 621 acquires a target operating point for outputting the required engine power to the engine 13 by referring to the first control information (for example, line L31 shown in FIG. 9 described later) in the storage device 62c. .. The target operating point is an engine operating point defined by the target engine torque and the target engine rotation speed on the coordinate plane of the engine torque and the engine rotation speed (hereinafter, also referred to as "Te-Ne coordinate plane"). Once the target operating point is determined, the target engine torque and target engine speed are determined.

The normal travel control unit 621 cooperatively controls the engines 13, MG14, and MG15 so that the required driving force is output to the drive wheels 24 shown in FIG. In EV traveling, the torque output by MG 15 becomes the traveling driving force. In HV driving, the running driving force is the sum of the torque output by the engine 13 and the torque output by the MG 15. In HV driving, the normal traveling control unit 621 determines the required engine power as described above, and controls the engine 13 according to the first control information in the storage device 62c. The operating point of the engine 13 is controlled to the above-mentioned target operating point. Further, the normal traveling control unit 621 executes the supercharging control described below when the engine 13 is operating.

FIG. 8 is a flowchart showing a processing procedure of supercharging control according to this embodiment. The process shown in this flowchart is when the engine 13 is operating and the WGV520 is not stuck (that is, the period when the WGV diagnostic unit 622 shown in FIG. 7 determines that the WGV520 is not stuck). Is called from the main routine (not shown) and executed repeatedly.

With reference to FIGS. 2 and 7, in step 11 (hereinafter, also simply referred to as “S”) 11, whether or not the target engine torque is equal to or higher than a predetermined threshold value Th is determined by the normal traveling control unit 621. Judged.

When the target engine torque is equal to or higher than the threshold value Th (YES in S11), the normal traveling control unit 621 requests the engine ECU 64 to execute supercharging (that is, close the WGV520 to the first opening) in S12. To do. The engine ECU 64 issues a closing command to the WGV actuator 530 so as to close the WGV 520 to the first opening degree in accordance with the request of the normal traveling control unit 621. In this embodiment, the first opening degree is a fully closed opening degree. When the normal traveling control unit 621 requests the execution of supercharging, the engine ECU 64 issues a stop command (that is, a closing command) to the negative pressure pump 533 of the WGV actuator 530. When the negative pressure pump 533 is stopped, the negative pressure does not act on the diaphragm 531. If the WGV520 is in a normal operating state, the WGV520 is closed and supercharging is executed because the negative pressure does not act on the diaphragm 531. When the WGV actuator 530 closes the WGV520, the WGV520 may be gradually closed from the fully open opening to the fully closed opening.

On the other hand, when the target engine torque is less than the threshold value Th (NO in S11), in S13, the normal running control unit 621 stops supercharging the engine ECU 64 (that is, opens the WGV520 to the second opening). To request. The engine ECU 64 issues an open command to the WGV actuator 530 so as to open the WGV 520 to a second opening degree larger than the first opening degree in accordance with the request of the normal traveling control unit 621. In this embodiment, the second opening degree is the fully open opening degree. When the normal traveling control unit 621 requests the stop of supercharging, the engine ECU 64 issues an operation command (that is, an open command) to the negative pressure pump 533 of the WGV actuator 530. When the negative pressure pump 533 operates, the negative pressure generated by the negative pressure pump 533 acts on the diaphragm 531. If the WGV520 is in a normal operating state, a negative pressure acts on the diaphragm 531 to open the WGV520 and stop supercharging. When the WGV actuator 530 opens the WGV520, the WGV520 may be gradually opened from the fully closed opening to the fully opened opening.

When any of the above S12 and S13 is executed, the process is returned to the main routine. As described above, in the process of FIG. 8, when the target engine torque exceeds the threshold Th, the normal running control unit 621 requests the engine ECU 64 to execute supercharging, and when the target engine torque falls below the threshold Th, the normal running The control unit 621 requests the engine ECU 64 to stop supercharging. The engine ECU 64 opens and closes the WGV 520 by the WGV actuator 530 in accordance with the request from the normal traveling control unit 621.

The process of FIG. 8 can be changed as appropriate. For example, when the target engine torque matches the threshold value Th, the process may proceed to S13 instead of S12. The threshold value Th may be a fixed value or may be variable according to the state of the engine 13 (for example, the engine rotation speed). In order to suppress the frequent opening and closing of the WGV520 (and thus the execution / stop of supercharging), the threshold Th is provided with hysteresis (that is, the threshold Th at the time of supercharging execution and the threshold Th at the time of supercharging stop). It may be different from).

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 depending on the situation. The HVECU 62 may control the WGV520 so that the opening degree of the WGV520 gradually increases as the target engine torque decreases. The HVECU 62 may control the WGV520 so that the opening degree of the WGV520 gradually decreases as the target engine torque increases.

With reference to FIG. 7 again, the WGV diagnostic unit 622 gives an instruction when the normal traveling control unit 621 requests the engine ECU 64 to execute supercharging (and by extension, when the engine ECU 64 issues a closing command to the WGV actuator 530). It is configured to determine whether or not the WGV520 is stuck in the open state based on whether or not the WGV520 has moved as per. When the normal traveling control unit 621 requests the engine ECU 64 to execute supercharging (S12 in FIG. 8), a signal indicating that a closing command is issued to the WGV actuator 530 (hereinafter, also referred to as a “closing commanded signal”). ) Is transmitted to the WGV diagnostic unit 622. When the WGV diagnosis unit 622 receives the signal with the closing command, the WGV diagnosis unit 622 performs a diagnosis as to whether or not the WGV 520 is stuck in the open state.

In this embodiment, the WGV diagnostic unit 622 determines whether or not the WGV 520 has moved as instructed based on the behavior of the boost pressure (for example, the detected value of the boost pressure sensor 72). For example, if the supercharging pressure does not increase even though the normal traveling control unit 621 requests the engine ECU 64 to execute supercharging, the WGV diagnosis unit 622 does not operate the WGV520 as instructed (that is, the WGV520 does not operate. It is judged that it is stuck in the open state). Hereinafter, the fixation in the open state of the WGV520 is also referred to as "open fixation".

When the WGV diagnosis unit 622 determines that the WGV520 is openly stuck, it notifies the driver of the vehicle that an abnormality has occurred through the notification device 102, and records the occurrence of the abnormality in the storage device 62c. It is configured to do.

In this embodiment, the WGV diagnosis unit 622 diagnoses the open sticking of the WGV520 as described above, and if the open sticking does not occur, it is determined that the WGV520 is not stuck. However, the present invention is not limited to this, and the WGV diagnosis unit 622 may be configured to diagnose sticking in a closed state (hereinafter, also referred to as “closed sticking”) in addition to open sticking. The WGV diagnosis unit 622, for example, did the WGV 520 operate as instructed when the normal travel control unit 621 requested the engine ECU 64 to stop supercharging (and by extension, when the engine ECU 64 issued an open command to the WGV actuator 530)? Based on whether or not, it may be determined whether or not the WGV520 is stuck in the closed state. Then, the WGV diagnosis unit 622 may be configured to determine that the WGV 520 is not fixed when neither the open fixation nor the closed fixation occurs.

The WGV diagnosis unit 622 determines whether or not the WGV 520 has moved as instructed based on the behavior of the intake air flow rate (for example, the detected value of the air flow meter 50) in place of or in addition to the boost pressure. It may be configured in.

The WGV diagnosis unit 622 switches the control information used in the engine control from the first control information to the second control information when the WGV 520 is stuck open. More specifically, the WGV diagnosis 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 when the open sticking occurs. Upon receiving the control switching signal, the normal travel control unit 621 instructs the evacuation travel control unit 623 to execute the evacuation travel control. As a result, the control of the engine 13 is switched from the engine control by the normal travel control unit 621 (that is, the engine control according to the first control information) to the engine control by the evacuation travel control unit 623 (that is, the engine control according to the second control information). .. As a result, the control information used in the engine control is switched from the first control information to the second control information.

When the evacuation travel control unit 623 is instructed by the normal travel control unit 621 to execute the evacuation travel control, the evacuation travel control unit 623 controls the engine 13 according to the second control information (for example, line L32 shown in FIG. 9 to be described later) in the storage device 62c. By doing so, the vehicle is evacuated.

FIG. 9 is a diagram for explaining the first control information and the second control information used in the engine control of the vehicle according to this embodiment. Lines L31, L32 and L41, L42 are drawn on the Te-Ne coordinate plane shown in FIG. Each of the line L41 and the line L42 is an equal power line corresponding to the required engine power. The line L41 indicates an equal power line corresponding to a small required engine power, and the line L42 indicates 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.

With reference to FIG. 9, the line L31 is a line corresponding to the first control information (that is, the optimum fuel consumption line when the WGV520 is not fixed) according to this embodiment. During supercharging (that is, when the WGV520 is closed), the thermal efficiency of the engine 13 tends to be optimized with a torque slightly larger than the above-mentioned threshold Th (not shown). The better the thermal efficiency of the engine 13, the better the fuel efficiency. When the HVECU 62 controls the engine 13 according to the line L31, the target operating point is determined according to the line L31. For example, when the power line corresponding to the required engine power becomes the line L41, the intersection E1 between the line L31 and the line L41 becomes the target operating point. When the power line corresponding to the required engine power becomes the line L42, the intersection E2 between the line L31 and the line L42 becomes the target operating point.

The line L32 is a line corresponding to the second control information (that is, the optimum fuel consumption line when the WGV520 is fixed at the fully open opening degree) according to this embodiment. If the WGV520 sticks at the fully open opening, supercharging cannot be executed. 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 indicated by the line L31, or the engine torque is increased to the target operating point indicated by the line L31. Will get worse. Therefore, the torque of the optimum fuel consumption line when the WGV520 is fixed at the fully open opening tends to be smaller than that of the optimum fuel consumption line when the WGV520 is not fixed. Comparing the line L31 and the line L32, the target engine torque for each target engine rotation speed is smaller in the line L32 than in the line L31. That is, when the target engine rotation speed is the same, the target engine torque is smaller on the line L32 than on the line L31.

When the HVECU 62 controls the engine 13 according to the line L32, the target operating point is determined according to the line L32. For example, when the power line corresponding to the required engine power becomes the line L41, the intersection E3 between the line L32 and the line L41 becomes the target operating point. When the power line corresponding to the required engine power becomes the line L42, the intersection E4 between the line L32 and the line L42 becomes the target operating point.

In this embodiment, the engine operating point on the optimum fuel consumption line is set as the recommended operating point, but the recommended operating point can be changed as appropriate. For example, the input device 101 may be configured to receive input of the traveling mode from the user. Then, the user may be able to select either the eco mode or the power mode through the input device 101. The eco mode is a traveling mode in which the engine 13 is operated with priority given to fuel efficiency over output power. The power mode is a traveling mode in which the engine 13 is operated with priority given to output power over fuel consumption. When the eco mode is selected by the user, the above-mentioned optimum fuel consumption line is set as the first control information, while when the power mode is selected by the user, the above-mentioned optimum fuel consumption is set as the first control information. A power line that outputs a torque larger than the line to the engine 13 may be set. Further, as the second control information, control information (for example, power line) other than the above-mentioned optimum fuel consumption line may be set.

FIG. 10 is a flowchart showing a processing procedure of WGV open sticking diagnosis executed by the HVECU 62. The process shown in this flowchart is executed during the HV running of the vehicle.

With reference to FIG. 7 and FIG. 10, in S21, the WGV diagnosis unit 622 determines whether or not the above-mentioned closing command signal has been received. When requesting the engine ECU 64 to execute supercharging in S12 of FIG. 8, the normal travel control unit 621 transmits a signal with a close command to the WGV diagnosis unit 622. That is, the fact that the WGV diagnostic unit 622 receives the signal with the closing command means that the closing command has been issued to the WGV actuator 530. When the WGV diagnostic unit 622 has a close command and does not receive a signal (NO in S21), the process does not proceed to S22 or later, and S21 is repeatedly executed.

When the WGV diagnosis unit 622 receives the signal with the closing command (YES in S21), the WGV diagnosis unit 622 executes a diagnosis of whether or not the WGV520 is open-fixed in S22. For example, the WGV diagnosis unit 622 monitors the detected value of the boost pressure sensor 72 to determine whether or not the boost pressure has risen normally. When the diagnosis is completed, the WGV diagnosis unit 622 determines in S23 whether or not the diagnosis result is open sticking. If the diagnosis result is no open sticking (NO in S23), the process is returned to S21.

On the other hand, when the diagnosis result is open sticking (YES in S23), the control information used in the engine control is switched from the first control information to the second control information in S24. Specifically, the WGV diagnosis unit 622 transmits the above-mentioned control switching signal to the normal travel control unit 621. Further, the WGV diagnosis unit 622 notifies the driver of the vehicle through the notification device 102 that an abnormality has occurred, and records the occurrence of the abnormality in the storage device 62c. The WGV diagnosis unit 622 may notify the user that an abnormality has occurred in the WGV device 500, for example, by turning on the MIL (Malfunction Indicator Light) for the WGV diagnosis.

When the normal travel control unit 621 receives the control switching signal transmitted from the WGV diagnosis unit 622, the normal travel control unit 621 instructs the evacuation travel control unit 623 to execute the evacuation travel control. As a result, the control of the engine 13 is switched from the engine control by the normal travel control unit 621 to the engine control by the evacuation travel control unit 623. As a result, the control information used in the engine control is switched from the first control information to the second control information.

In S25, the evacuation travel control unit 623 evacuates the vehicle to a safe place (for example, the side of the road) by HV travel while controlling the engine 13 according to the second control information in the storage device 62c. The evacuation travel control unit 623 determines in S26 whether or not the vehicle has stopped, and continues the evacuation travel control (S25) until the vehicle stops (that is, while it is determined to be NO in S26). Then, when the vehicle stops (YES in S26), the series of processes shown in FIG. 10 ends.

As described above, in the vehicle according to this embodiment, the HVECU 62 is configured to be able to select one control information from a plurality of types of control information (that is, the first control information and the second control information). The first control information is control information used when the WGV is not fixed (that is, when supercharging control is normally performed), and the first control information is when the WGV 520 is not fixed. The recommended operating point of the engine 13 is determined. On the other hand, the second control information is the control information used when the WGV520 is stuck in the open state (that is, when the supercharging control cannot be performed normally), and the second control information includes the second control information. Determines the recommended operating point of the engine 13 when the WGV520 is stuck in the open state. In this way, the WGV520 is opened by preparing the second control information separately from the normal control information (that is, the first control information) and using the first control information and the second control information properly according to the situation. The engine 13 can be operated under desired conditions even when the supercharging control cannot be normally performed due to sticking in the state.

When the WGV520 is stuck in the open state (YES in S23 of FIG. 10), the HVECU 62 performs the vehicle evacuation running by controlling the engine 13 according to the second optimum fuel consumption line. Therefore, it is possible to improve the fuel efficiency during the evacuation running. In addition, the distance that can be evacuated can be extended by improving the fuel efficiency during the evacuation travel.

In the above embodiment, when the open sticking is found by the WGV diagnosis, the HVECU 62 executes both the notification that the abnormality has occurred and the recording that the abnormality has occurred, but the HVECU 62 performs the notification and the recording that the abnormality has occurred. Only one of the recordings may be performed, or the notification and recording may not be performed.

Each of the air flow meter 50 and the boost pressure sensor 72 used in the WGV diagnosis according to the above embodiment is a sensor used in the engine control of the vehicle, but a sensor for diagnosis is provided separately from these sensors. May be good. A diagnostic sensor provided to acquire data used in the diagnosis (for example, at least one of the boost pressure and the intake flow rate) is used in the WGV diagnosis instead of the air flow meter 50 and the boost pressure sensor 72. May be good.

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

In the above embodiment, binary control is performed such that the execution / stop of supercharging is switched with the threshold Th as a boundary, but the HVECU 62 continuously opens the opening degree of the WGV520 in the range from fully closed to fully open. The boost pressure may be adjusted to a desired magnitude by controlling the pressure.

The negative pressure pump 533 may be a mechanical pump driven by the engine 13. A negative pressure adjusting valve and an air release valve may be provided in the pipe connecting the negative pressure pump 533 and the diaphragm 531. The WGV520 may be a normally open valve. Further, the drive system of the WGV520 is not limited to the negative pressure type, and may be an electric type.

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

In the above embodiment, a gasoline engine is adopted as the engine 13. However, the engine 13 is not limited to this, and an arbitrary internal combustion engine can be adopted, and a diesel engine or the like can also be adopted. Further, in the above embodiment, an example in which the control device for controlling the engine is applied to the hybrid vehicle in the above-described embodiment is shown, but the above is applied to an automobile (that is, a combo vehicle) in which only the internal combustion engine is used as the power source for traveling. Control device may be applied.

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

10 Drive unit, 13 engine, 13a engine body, 14, 15 MG, 16 1st inverter, 17 2nd inverter, 18 battery, 19 PCU, 20 planetary gear mechanism, 21 output gear, 22 output shaft, 23, 30 rotor shaft , 24 drive wheels, 25 counter shafts, 26 driven gears, 27, 31 drive gears, 28 differential gears, 29 ring gears, 32, 33 drive shafts, 36 oil pumps, 38 electric oil pumps, 40, 40a, 40b, 40c, 40d cylinders. , 41 Intake Passage, 42 Exhaust Passage, 43 Intake Valve, 44 Exhaust Valve, 45 Ignition 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 Normal travel control unit, 622 WGV diagnosis unit, 623 Exhaust gas recirculation control unit, C carrier, P pinion gear, R ring gear, S sun gear.

Claims (9)

An engine that generates driving force and
A control device for controlling the engine according to control information that determines a target rotation speed of the engine and a target torque of the engine for each engine power output from the engine is provided.
The engine includes an engine body for 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 provided in the bypass passage. Including with valve
The supercharger includes a compressor provided in the intake passage and a turbine provided in the exhaust passage.
The bypass passage is configured to bypass the turbine and allow exhaust to flow.
The control device is configured so that the first control information and the second control information different from the first control information can be selected as the control information.
The control device controls the engine according to the first control information when the wastegate valve is not stuck, and when the wastegate valve is stuck in the open state, the second control device is used. A vehicle configured to control the engine according to control information. The first control information is an optimum fuel consumption line when the wastegate valve is not fixed.
The vehicle according to claim 1, wherein the second control information is an optimum fuel consumption line when the wastegate valve is fixed in an open state. The vehicle according to claim 2, wherein the control device is configured to evacuate the vehicle when the wastegate valve is stuck in an open state. Further equipped with a WGV actuator for driving the wastegate valve,
When the target torque of the engine exceeds the threshold value, the control device issues a closing command to the WGV actuator so as to close the wastegate valve to the first opening degree, and the target torque of the engine falls below the threshold value. The one according to any one of claims 1 to 3, wherein the wastegate valve is configured to issue an open command to the WGV actuator so as to open the wastegate valve to a second opening degree larger than the first opening degree. vehicle. The first opening degree is a fully closed opening degree, and the second opening degree is a fully open opening degree.
The vehicle according to claim 4, wherein the second control information is an optimum fuel consumption line when the wastegate valve is fixed at a fully opened opening degree. Further comprising at least one of a boost pressure sensor for detecting the boost pressure of the engine and an air flow meter for detecting the intake flow rate of the engine.
The control device uses at least one of the behaviors of the boost pressure and the intake flow rate when the closing command is issued to the WGV actuator to determine whether or not the wastegate valve is stuck in an open state. The vehicle according to claim 4 or 5, which is configured to determine. The vehicle according to any one of claims 4 to 6, wherein the WGV actuator is configured to drive the wastegate valve using negative pressure. Further provided is a continuously variable transmission mechanism having a first rotating element and a second rotating element, which is configured to be capable of continuously changing the ratio of the rotating speed of the first rotating element to the rotating speed of the second rotating element.
The continuously variable transmission mechanism is configured such that the first rotating element is driven by the engine and the power output from the second rotating element is transmitted to the drive wheels of the vehicle. The vehicle according to any one of the above. The continuously variable transmission mechanism includes a planetary gear having a third rotating element in addition to the first rotating element and the second rotating element.
A first motor generator mechanically connected to the third rotating element,
The vehicle according to claim 8, further comprising a second motor generator mechanically connected to the drive wheels.

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