JP6268993B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device applied to a vehicle including an internal combustion engine with a supercharger and a rotating electrical machine connected to the internal combustion engine so as to be able to transmit rotation and transmit power.

  There is known a hybrid vehicle including an internal combustion engine and a motor / generator (rotary electric machine) connected to the internal combustion engine so as to be able to transmit rotation and transmit power. As such a vehicle control device, there is known a device that limits a target driving force to a value that does not cause an overspeed in which the rotation speed of a motor / generator exceeds a preset threshold value (see Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

JP 2007-296937 A JP 2006-170273 A Japanese Patent No. 3846223

  An internal combustion engine with a turbocharger is known as an internal combustion engine mounted on a vehicle. As is well known, a turbocharger drives a turbine with exhaust energy and drives a compressor with the turbine to increase the amount of intake air. And in this internal combustion engine with a supercharger, when the supercharging by the compressor is started and a supercharging state is entered, the torque rises sharply. In the device of Patent Document 1, such a change in torque in the internal combustion engine with a supercharger is not taken into consideration. Therefore, when applied to a vehicle equipped with an internal combustion engine with a supercharger, the torque of the internal combustion engine may exceed a target value and the rotational speed of the rotating electrical machine may increase.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control device capable of suppressing an increase in the number of rotations of a rotating electrical machine connected to an internal combustion engine with a supercharger so as to be able to transmit rotation.

The control device of the present invention is a control device applied to a vehicle including an internal combustion engine with a supercharger and a rotating electrical machine connected to the internal combustion engine so as to be able to transmit rotation and transmit power. When the engine is operated in a supercharged state in a predetermined high load region, the engine includes an ascending speed limiting means for controlling the rotating electrical machine so as to limit the increasing speed of the rotational speed of the internal combustion engine. When operated in a supercharged state outside the high load region, a positive torque is output from the rotating electrical machine so as to prevent the inertia of the rotating electrical machine from hindering an increase in the rotational speed of the internal combustion engine, Estimating the maximum number of revolutions that is expected to be the number of revolutions of the rotating electrical machine due to the increase control after the end of the increase control of the number of revolutions of the internal combustion engine, and the estimated maximum number of revolutions Above the internal combustion engine Rotational speed of the rotary electric machine after the control end is based actually on the maximum number of revolutions has reached that further comprise an abnormality judging means for judging the presence or absence of abnormality of the intake and exhaust system of the internal combustion engine (claim 1).

When the internal combustion engine is operated in a high load region, the torque output from the internal combustion engine is large. When the internal combustion engine is operated in a supercharged state, the torque rises sharply. For this reason, when the rotational speed of the internal combustion engine is increased, the torque of the internal combustion engine becomes excessively large and the rotational speed of the rotating electrical machine tends to increase. According to the control device of the present invention, in such a case, the speed of increase of the rotational speed of the internal combustion engine is limited, so that the torque rise of the internal combustion engine can be moderated. Therefore, it can suppress that the rotation speed of a rotary electric machine becomes large. When the rotational speed of the internal combustion engine is increased, the rotational speed of the rotating electrical machine is increased as the rotational speed of the internal combustion engine is increased. And the rotation speed of a rotary electric machine becomes large, so that the maximum torque of an internal combustion engine after completion | finish of rotation speed increase control is large. The maximum torque of the internal combustion engine is determined according to the speed of increase of the rotational speed when the rotational speed is increased. Specifically, the maximum torque decreases as the ascent speed decreases. For example, as is well known, a turbocharger performs supercharging using exhaust energy. Therefore, when there is an abnormality in the intake / exhaust system of the internal combustion engine, the change in torque during the rotation speed increase control differs from that when the intake / exhaust system is normal. Therefore, the maximum torque at the end of the rotation speed increase control also changes, and the maximum rotation speed that the rotation speed of the rotating electrical machine actually reaches also changes. Therefore, it becomes a value different from the maximum rotational speed estimated from the ascending speed. The control device of the present invention uses this relationship to determine whether there is an abnormality in the intake / exhaust system of the internal combustion engine based on the maximum rotational speed of the rotating electrical machine estimated from the rising speed and the actual maximum rotational speed of the rotating electrical machine. To do. In this case, a sensor for detecting an abnormality can be omitted.

In one embodiment of the control apparatus of the present invention, the increase rate limiting means, when the internal combustion engine is operated in a boost condition in the high load region, thereby limiting the rate of rise in the rotating electrical machine The torque of the internal combustion engine may be reduced (claim 2). According to this aspect, since the speed of increase in the rotational speed is limited and the torque is reduced, the torque rise of the internal combustion engine can be further moderated. Therefore, it can further suppress that the rotation speed of a rotary electric machine becomes large.

In one embodiment of the control apparatus of the present invention, the rotating electrical machine is capable of functioning as a generator, the vehicle further includes an electric rotating machine and electrically connected to the battery, the rotational speed increase of the internal combustion engine And further comprising a power generation control means for causing the rotating electrical machine to generate power so as to suppress an increase in the rotational speed of the rotating electrical machine due to the rotational speed increase control after the end of the control. The ascending speed may be reduced as the chargeable amount of is smaller. The amount of power that can be generated by the rotating electrical machine is limited as the chargeable amount indicating how much the battery can be charged is smaller. Therefore, the torque that can be generated from the rotating electrical machine after the end of the rotation speed increase control of the internal combustion engine is limited. In this embodiment, as the chargeable amount of the battery is smaller, the rising speed is reduced. Therefore, the rotating electrical machine can generate electric power that can suppress the increase in the rotating speed of the rotating electrical machine after the end of the rotational speed increasing control. Therefore, it can suppress appropriately that the rotation speed of a rotary electric machine becomes large.

In one embodiment of the control apparatus of the present invention, the increase rate limiting means may be as the operation amount of the accelerator pedal of the vehicle is greater smaller the increase rate (claim 4). When the amount of operation of the accelerator pedal is large, the required driving force for the vehicle is large, so that the internal combustion engine is operated at a high load. Therefore, the rotation speed of the rotating electrical machine tends to increase. In this embodiment, the higher the accelerator pedal operation amount is, the lower the rising speed is, so that it is possible to appropriately moderate the rise of the torque of the internal combustion engine when the rotational speed of the internal combustion engine is increased. Therefore, it can suppress appropriately that the rotation speed of a rotary electric machine becomes large.

In one embodiment of the control apparatus of the present invention, the increase rate limiting means may reduce the increase rate as the rotation speed is closer to the internal combustion engine to the target rotational speed in the rotational speed of the increase control of the internal combustion engine (Claim 5). The closer the engine speed is to the target engine speed, the closer the end timing of the engine speed increase control is. In this embodiment, the speed of increase is decreased as the rotational speed of the internal combustion engine is closer to the target rotational speed, so that it is possible to suppress an excessive increase in the torque of the internal combustion engine after the end of the rotational speed increase control. Therefore, it can suppress appropriately that the rotation speed of a rotary electric machine becomes large.

  As described above, according to the control device of the present invention, when the internal combustion engine is operated in a supercharged state in a high load region, the speed of increase in the rotational speed is limited. It can suppress becoming large.

The figure which shows roughly the vehicle incorporating the control apparatus which concerns on the 1st form of this invention. The figure which showed the detailed structure of the internal combustion engine mounted in the vehicle. The block diagram which showed the control system of the vehicle. The collinear diagram which shows an example of a change of the rotation speed and torque of an internal combustion engine, 1st MG, and 2nd MG when increasing the output of an internal combustion engine. The figure which shows an example of the responsiveness of the torque in an internal combustion engine. The flowchart which shows the raise speed limit control routine which HVECU performs. The figure which shows an example of the relationship between the rotation speed to target rotation speed, and rotation speed raise speed. The figure which shows an example of the relationship between an accelerator opening and a rotation speed increase speed. The figure which shows an example of the relationship between the chargeable amount of a battery, and rotation speed increase speed. When the rotational speed of the internal combustion engine is increased, the rotational speed of the internal combustion engine, the torque of the internal combustion engine, the accelerator opening, the rotational speed of the first MG, the torque of the first MG, the rotational speed of the second MG, and the torque of the second MG The figure which shows an example of a time change. The flowchart which shows the abnormality determination routine which HVECU performs. The figure which shows an example of the relationship between the estimated maximum rotational speed and the actual maximum rotational speed, and the presence or absence of abnormality. The figure which shows schematically the other vehicle in which the control apparatus which concerns on the 1st form of this invention is integrated. The figure which shows the whole structure of the vehicle to which the control apparatus which concerns on the 2nd form of this invention was applied.

(First form)
FIG. 1 schematically shows a vehicle in which a control device according to a first embodiment of the present invention is incorporated. The vehicle 1A is configured as a hybrid vehicle combining a plurality of power sources. The vehicle 1A includes an internal combustion engine (hereinafter may be referred to as an engine) 10, a first motor / generator (hereinafter may be abbreviated as a first MG) 30, and a second motor / generator (hereinafter referred to as a first motor / generator). 2MG.) 31).

  FIG. 2 schematically shows the engine 10. As shown in this figure, the engine 10 is configured as an in-line four-cylinder spark ignition internal combustion engine in which four cylinders 11 are arranged in one direction. Each cylinder 11 is provided with a spark plug (not shown) for igniting the air-fuel mixture introduced into the cylinder 11. An intake passage 12 and an exhaust passage 13 are connected to each cylinder 11. The engine 10 is provided with a turbocharger 14 that supercharges using exhaust energy. The turbocharger 14 corresponds to a supercharger according to the present invention. The intake passage 12 is provided with a compressor 14 a of a turbocharger 14. An intake throttle valve 15 capable of adjusting the flow rate of intake air flowing through the intake passage 12 is provided in the intake passage 12 upstream of the compressor 14a. An air flow meter 16 that outputs a signal corresponding to the flow rate of air flowing through the intake passage 12 is provided in the intake passage 12 upstream of the intake throttle valve 15. An intercooler 17 for cooling the intake air pressurized by the compressor 14a is provided in the intake passage 12 downstream of the compressor 14a.

  In the exhaust passage 13, a turbine 14 b of the turbocharger 14 is provided. The exhaust passage 13 is provided with a waste gate valve mechanism 18 that bypasses the exhaust upstream of the turbine 14b downstream of the turbine 14b. The waste gate valve mechanism 18 is provided with a waste gate valve 19 capable of adjusting the flow rate of exhaust gas guided to the turbine 14b. Therefore, by controlling the opening degree of the waste gate valve 19, the exhaust gas flow rate flowing into the turbine 14b is adjusted, so that the supercharging pressure of the engine 10 is adjusted. The exhaust gas that has passed through the turbine 14b or the waste gate valve 19 is released into the atmosphere after harmful substances are removed by the start converter 20 and the aftertreatment device 21.

  The engine 10 is provided with an EGR device 22 that extracts a part of the exhaust gas from the exhaust passage 13 and recirculates it as EGR gas in the intake passage 12. The EGR device 22 includes an EGR passage 23 that extracts a part of exhaust gas from the exhaust passage 13 as EGR gas and guides it to the intake passage 12, an EGR valve 24 that can adjust the flow rate of the EGR gas that flows through the EGR passage 23, and the EGR passage 23. And an EGR cooler 25 that cools the flowing EGR gas. The EGR passage 23 connects the exhaust passage 13 between the start converter 20 and the aftertreatment device 21 and the intake passage 12 between the compressor 14 a and the intake throttle valve 15.

  Returning to FIG. 1, the description of the vehicle 1A will be continued. The first MG 30 and the second MG 31 are well-known motor generators that function as an electric motor and a generator. The first MG 30 includes a rotor 30b that rotates integrally with the output shaft 30a, and a stator 30c that is coaxially disposed on the outer periphery of the rotor 30b and fixed to a case (not shown). Similarly, the second MG 31 includes a rotor 31b that rotates integrally with the output shaft 31a, and a stator 31c that is coaxially disposed on the outer periphery of the rotor 31b and fixed to the case.

  The output shaft 10 a of the engine 10 and the output shaft 30 a of the first MG 30 are connected to the power split mechanism 32. The power split mechanism 32 is also connected to an output unit 33 for transmitting power to the drive wheels 2 of the vehicle 1A. The output unit 33 includes a first drive gear 34, a counter gear 36 that meshes with the first drive gear 34 and is fixed to the output shaft 35, and an output gear 37 that is fixed to the output shaft 35. The output gear 37 meshes with a ring gear 38 a provided in the case of the differential mechanism 38. The differential mechanism 38 is a known mechanism that distributes the power transmitted to the ring gear 38 a to the left and right drive wheels 2. In FIG. 1, only one of the left and right drive wheels 2 is shown.

  The power split mechanism 32 includes a planetary gear mechanism 39 as a differential mechanism. The planetary gear mechanism 39 is a single pinion type planetary gear mechanism, and includes a sun gear S, a ring gear R, a pinion gear P, and a carrier C. The sun gear S is an external gear. The ring gear R is an internal gear disposed coaxially with the sun gear S. The pinion gear P meshes with each of the sun gear S and the ring gear R. The carrier C holds the pinion gear P so that it can rotate and can revolve around the sun gear S. Sun gear S is coupled to output shaft 30a of first MG 30. The carrier C is connected to the output shaft 10 a of the engine 10. The ring gear R is connected to the first drive gear 34.

  A second drive gear 40 is provided on the output shaft 31 a of the second MG 31. The second drive gear 40 meshes with the counter gear 36. The first MG 30 and the second MG 31 are electrically connected to the battery 41 via an inverter and a boost converter (not shown).

  As shown in FIG. 3, the control of each part of the vehicle 1A is controlled by various electronic control units (ECUs). Each ECU is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The HVECU 50 receives signals from various sensors. For example, the HVECU 50 includes a vehicle speed sensor 51 that outputs a signal corresponding to the vehicle speed of the vehicle 1A, an accelerator opening sensor 52 that outputs a signal corresponding to an accelerator pedal depression amount (not shown), that is, an accelerator opening, and rotation of the first MG 30. MG1 rotational speed sensor 53 that outputs a signal according to the speed, MG2 rotational speed sensor 54 that outputs a signal according to the rotational speed of the second MG 31, and an output shaft rotational speed sensor that outputs a signal according to the rotational speed of the output shaft 35 55, a turbine speed sensor 56 that outputs a signal according to the rotational speed of the turbine 14b of the turbocharger 14, a supercharging pressure sensor 57 that outputs a signal according to the supercharging pressure of the engine 10, and a charge amount of the battery 41 SOC sensor 58 that outputs the detected signal, MG1 temperature sensor 59 that outputs the signal according to the temperature of the first MG 30, and the second MG MG2 temperature sensor 60 that outputs a signal corresponding to the temperature of 1, INV1 temperature sensor 61 that outputs a signal corresponding to the temperature of the inverter (not shown) of the first MG 30, and temperature of the inverter (not shown) of the second MG 31 INV2 temperature sensor 62 that outputs a signal, catalyst temperature sensor 63 that outputs a signal according to the temperature of the aftertreatment device 33, turbine temperature sensor 64 that outputs a signal according to the temperature of the turbine 14b of the turbocharger 14, and the engine 10 An output signal from the engine speed sensor 65 or the like that outputs a signal corresponding to the speed is input. The output signal of the air flow meter 16 is also input to the HVECU 50. Various sensors other than these are connected to the HVECU 50, but these are not shown.

  The HVECU 50 calculates the torque to be generated by the first MG 30 and the second MG 31 and outputs a command to the MGECU 70 for the torque to be generated. Further, the HVECU 50 determines the operating condition of the engine 10 and outputs a command to the engine ECU 71 regarding the operating condition of the engine 10. Note that. In addition to this, the HVECU 50 controls other control objects provided in the vehicle 1 </ b> A, but their illustration is omitted.

  The MGECU 70 calculates a current corresponding to the torque generated in the first MG 30 and the second MG 31 based on the command input from the HVECU 50, and outputs the current to the motor generators 30 and 31. The engine ECU 71 performs various controls on each part of the engine 10 such as the intake throttle valve 15, the spark plug, and the waste gate valve 19 based on a command input from the HVECU 50.

  Hereinafter, a part of the control performed by the HVECU 50 will be described. The vehicle 1A is provided with a plurality of travel modes. As the plurality of travel modes, an EV travel mode in which the drive wheels 2 are driven only by the second MG 31, an engine travel mode in which the drive wheels 2 are driven by the engine 10 and the second MG 31, and the like are provided. The HVECU 50 switches between these travel modes according to the driving force required for the vehicle 1A. For example, the HVECU 50 switches the travel mode to the EV travel mode when the required drive force to the vehicle 1A is less than a predetermined determination drive force, such as when the vehicle 1A is traveling at a low speed or down a hill. .

  On the other hand, the HVECU 50 switches the traveling mode to the engine traveling mode when the required driving force for the vehicle 1A is equal to or greater than the determination driving force. When the acceleration pedal is stepped on and the required driving force to the vehicle 1A is increased when the acceleration of the vehicle 1A is requested in the engine traveling mode or when the vehicle is climbing a hill, the HVECU 50 Increase the output of. At this time, the HVECU 50 first calculates the target torque to be output from the engine 10 and the target rotational speed of the engine 10 based on the change in the accelerator opening. Then, the engine 10 is controlled such that the torque of the engine 10 becomes the target torque and the rotational speed of the engine 10 becomes the target rotational speed.

  FIG. 4 is an alignment chart showing an example of changes in the rotational speed and torque of the engine 10, the first MG 30, and the second MG 31 when the output of the engine 10 is thus increased. In this figure, “MG1” indicates the first MG30, “ENG” indicates the engine 10, “MG2” indicates the second MG31, and “OUT” indicates the output shaft 35. Each arrow in this figure represents torque, “Te” represents the torque of the engine 10, “Tg” represents the torque of the first MG 30, and “Tm” represents the torque of the second MG 31. An upward arrow indicates a positive torque, and a downward arrow indicates a negative torque.

  The diagram on the left side of FIG. 4 shows a nomographic chart of the vehicle 1A before the required driving force to the vehicle 1A increases. As shown in this figure, in this state, positive torque is generated from the engine 10 and the second MG 31, and negative torque is generated from the first MG 30. Then, the reaction force is generated by the negative torque of the first MG 30 to output the torque of the engine 10 to the output shaft 35. The negative torque of the first MG 30 is generated by generating power with the first MG 30. Note that the electric power generated by the first MG 30 is consumed by the second MG 31.

  When the accelerator pedal is stepped on from this state and the required driving force to the vehicle 1A increases, the HVECU 50 increases the rotational speed of the engine 10 to increase the output of the engine 10. The center diagram of FIG. 4 shows a nomographic chart of the vehicle 1A at this time. In this case, the torque Te of the engine 10 increases as the rotational speed of the engine 10 increases. Therefore, HVECU 50 generates positive torque Tg from first MG 30 so as to cancel the inertia of first MG 30. In this case, since the first MG 30 functions as an electric motor and powers, the second MG 31 powers with the electric power from the battery 41.

  Thereafter, when the rotational speed of the engine 10 comes before the target rotational speed, the HVECU 50 generates a negative torque Tg from the first MG 30. This suppresses an excessive increase in the rotational speed of the engine 10. The diagram on the right side of FIG. 4 shows a nomographic chart of the vehicle 1A at this time. Also at this time, the first MG 30 generates power and generates negative torque. By controlling the first MG 30 in this way, the HVECU 50 functions as the power generation control means of the present invention.

  As described above, the engine 10 includes the turbocharger 14. As is well known, the turbocharger 14 drives the turbine 14b with exhaust energy, and drives the compressor 14a with the turbine 14b to increase the intake air amount. As described above, since the turbocharger 14 performs supercharging using exhaust energy, it takes time until the intake air amount increases in the compressor 14a after the rotation speed of the engine 10 increases. Then, when the compressor 14a starts to operate and the engine 10 is supercharged, the torque rises steeply. FIG. 5 shows an example of torque response in the engine 10. This figure also shows an example of torque response in a naturally aspirated (NA) internal combustion engine as a comparative example. The broken line in this figure indicates the torque response of the engine 10, and the solid line indicates the torque response of the internal combustion engine of NA. As shown in this figure, in the engine 10, it takes time until the torque rises as compared with the NA internal combustion engine, but the torque rises sharply. Therefore, the torque may overshoot more than the upper limit torque. Such an overshoot is likely to occur particularly when the engine 10 is operated near the maximum torque.

  As shown in FIG. 1, the first MG 30 is connected to the engine 10 via a power split mechanism 32 so as to be able to transmit rotation and transmit power. Therefore, when the torque of the engine 10 overshoots in this way, the rotational speed of the first MG 30 may exceed the preset upper limit of the use range.

  Therefore, when such an engine 10 is operated in a supercharged state in a predetermined high load region, the HVECU 50 restricts the speed of increase in the rotational speed of the engine 10 to a lower direction, thereby rotating the first MG 30. Suppresses the number from increasing. FIG. 6 shows an ascending speed limit control routine executed by the HVECU 50 to control the engine 10 in this way. This control routine is repeatedly executed at a predetermined cycle during operation of the engine 10.

  In the control routine of FIG. 6, the HVECU 50 first acquires the state of the vehicle 1A in step S11. As the state of the vehicle 1A, for example, the accelerator opening, the rotational speed of the engine 10, the intake air amount of the engine 10, the rotational speed of the turbine 14b, the charge amount of the battery 14, and the like are acquired. In this process, the torque of the engine 10 is acquired based on the intake air amount. In this process, in addition to these, various information related to the state of the vehicle 1A is acquired. In the next step S12, the HVECU 50 determines whether or not the control for increasing the rotational speed of the engine 10 is in progress. This determination may be performed based on, for example, a change in the rotational speed of the engine 10 over time. If it is determined that the engine speed increase control is not being performed, the current control routine is terminated.

  On the other hand, if it is determined that the engine speed increase control is being performed, the process proceeds to step S13, where the HVECU 50 determines whether the engine 10 is operating in a supercharged state in a predetermined high load region. As described above, the torque overshoot of the engine 10 is likely to occur near the maximum torque. Therefore, when the engine 10 is operated in a high load region where the torque of the engine 10 is equal to or higher than a preset determination torque, the speed of increase in the rotational speed of the engine 10 is limited. Thus, the high load region is an operation region where the torque of the engine 10 is equal to or greater than the determination torque. Therefore, whether or not the engine 10 is operating in the high load region may be determined based on the torque of the engine 10. Whether the engine 10 is in a supercharged state may be determined based on the rotational speed of the turbine 14b. Specifically, what is necessary is just to determine with the engine 10 being a supercharged state, when the rotational speed of the turbine 14b is more than the preset determination rotational speed. When it is determined that the engine 10 is not operating in the supercharged state in the high load region, the current control routine is terminated.

  On the other hand, if it is determined that the engine 10 is operating in a supercharged state in the high load region, the process proceeds to step S14, and the HVECU 50 calculates the speed of increase in the rotational speed of the engine 10. At this time, the HVECU 50 reduces the speed of increase of the rotational speed smaller than when the torque of the engine 10 is less than the determination torque, thereby limiting the speed of increase of the rotational speed to be lower. As described above, in the engine 10, there is a time difference between the increase in the rotational speed and the increase in the intake air amount. Therefore, the torque overshoot is more likely to occur as the current rotational speed is closer to the target rotational speed. Therefore, as shown in FIG. 7 as an example, the smaller the difference between the rotational speed up to the target rotational speed, that is, the current rotational speed of the engine 10 and the target rotational speed is, the smaller the increase speed is. Further, since the torque rises more steeply as the accelerator opening is larger, torque overshoot is likely to occur. Therefore, as shown in FIG. 8, as the accelerator opening is larger, the rising speed is decreased. As shown in the diagram on the right side of FIG. 4, power generation is performed by the first MG 30 to suppress an excessive increase in the rotational speed of the engine 10. The power that can be generated by the first MG 30 decreases as the chargeable amount of the battery 41 decreases. The chargeable amount is a value indicating how much the battery 41 can be charged. Therefore, a value obtained by subtracting the current charge amount from the charge amount when the battery 41 is full is the chargeable amount. Therefore, the negative torque of the first MG 30 decreases as the chargeable amount of the battery 41 decreases. Therefore, overshooting is more likely to occur as the chargeable amount of the battery 41 is smaller. Therefore, as shown in FIG. 9, as the chargeable amount of the battery 41 is smaller, the rising speed is decreased. The relationship shown in FIGS. 7 to 9 may be obtained in advance through experiments, numerical calculations, etc., and stored in the ROM of the HVECU 50 as a map. And HVECU50 should just calculate a raise speed with reference to these maps.

  In the next step S15, the HVECU 50 executes a limiting process for limiting the speed of increase in the rotational speed of the engine 10. In this limiting process, the operation of the first MG 30 is controlled so that the increasing speed of the rotational speed of the engine 10 becomes the calculated increasing speed. Specifically, the magnitude of the electric power generated by the first MG 30 is adjusted, and thereby the speed of increase in the rotational speed of the engine 10 is adjusted. Thereafter, the current control routine is terminated.

  FIG. 10 shows the engine 10 rotation speed, engine 10 torque, accelerator opening, first MG 30 rotation speed, first MG 30 torque, second MG 31 rotation speed when the speed of increase of the engine 10 rotation speed is thus limited. An example of the time change of the rotation speed and the torque of the second MG 31 is shown. In the example shown in this figure, the accelerator pedal is stepped on at time t1. At this time, since the torque of the engine 10 increases, the rotational speed of the engine 10 and the rotational speed of the first MG 30 increase as shown in the figure. However, since the rotational speed of the engine 10 is low at this time, the increase in the torque of the engine 10 is small. Thereafter, at time t2, the control for increasing the rotational speed of the engine 10 is started. At this time, a positive torque is output from the first MG 30 as shown in the center diagram of FIG. This prevents the inertia of first MG 30 from hindering the increase in the rotational speed of engine 10. When the torque of engine 10 becomes equal to or higher than determination torque T1 at time t3, it is determined that engine 10 is operating in the high load region, and the above-described restriction process is executed. Therefore, at time t3, the speed of increase in the rotational speed of engine 10 is limited to a direction that decreases. That is, the rate of change of the ascending speed is lowered at time t3. Therefore, the inclination of the rotational speed increase has fallen from time t3. Thereafter, when the rotational speed of the engine 10 reaches the target rotational speed at time t4, the rotational speed increase control ends. At this time, negative torque is output from the first MG 30, thereby causing the rotational speed of the engine 10 to follow the target rotational speed.

  In addition to the control described above, the HVECU 50 determines whether there is an abnormality in the intake / exhaust system of the engine 10 using the ascending speed set in the restriction process. As shown in FIG. 4, in the rotation speed increase control, the rotation speed of the first MG 30 increases as the rotation speed of the engine 10 increases. Then, the maximum rotation speed at which the rotation speed of the first MG 30 reaches after the rotation speed increase control ends changes according to the maximum torque of the engine 10 after the rotation speed increase control ends. Specifically, as is apparent from the diagram on the right side of FIG. 4, the higher the maximum torque of the engine 10 after the end of the rotation speed increase control is, the higher the rotation speed of the first MG 30 is. The maximum torque of the engine 10 at this time is determined according to the speed of increase of the rotational speed during the rotational speed increase control. Therefore, the HVECU 50 estimates the maximum rotation speed of the first MG 30 after the end of the rotation speed increase control based on the increase speed set in the restriction process. Specifically, the maximum rotational speed increases as the ascent speed increases. Then, the estimated maximum rotation speed is compared with the maximum rotation speed at which the rotation speed of the first MG 30 actually becomes after the end of the rotation speed increase control. As a result, when the difference between these maximum rotational speeds is almost the same, or when the estimated maximum rotational speed is larger than the actual maximum rotational speed, it is considered that the engine 10 is properly controlled. Therefore, in this case, it can be determined that the intake / exhaust system of the engine 10 is normal. On the other hand, when the actual maximum rotational speed is larger than the estimated maximum rotational speed, it is considered that the engine 10 is not properly controlled. For example, when there is an abnormality in the intake throttle valve 15 and the opening degree of the intake throttle valve 15 is larger than the control target value, the maximum torque of the engine 10 increases. In addition, when the waste gate valve 19 is abnormal and the valve opening control of the waste gate valve 19 is executed during the rotation speed increase control, the maximum torque of the engine 10 can be obtained even when the valve 19 is not actually opened. Becomes larger.

  FIG. 11 shows an abnormality determination routine executed by the HVECU 50 to determine whether there is an abnormality in the intake / exhaust system of the engine 10 in this way. This routine is repeatedly executed at a predetermined cycle during operation of the engine 10. This routine is executed in parallel with other routines executed by the HVECU 50.

  In this routine, the HVECU 50 first determines whether or not the restriction process described above has been executed in step S21. If it is determined that the restriction process has not been executed, the current routine is terminated. On the other hand, if it is determined that the limiting process has been executed, the process proceeds to step S22, and the HVECU 50 estimates the maximum rotation speed of the first MG 30 that is expected to be after the end of the rotation speed increase control. As described above, the maximum rotational speed may be estimated based on the ascent speed. It should be noted that the relationship between the ascending speed and the maximum rotational speed may be obtained in advance by experiments, numerical calculations, etc., and stored in the ROM of the HVECU 50 as a map. Then, the maximum rotational speed may be estimated based on this map and the ascending speed.

  In the next step S23, the HVECU 50 determines whether or not the engine speed increase control has been completed. If it is determined that the rotation speed increase control has not ended, this process is repeatedly executed until the rotation speed increase control ends. On the other hand, if it is determined that the rotation speed increase control has been completed, the process proceeds to step S24, and the HVECU 50 acquires the maximum rotation speed at which the actual first MG 30 is achieved. In subsequent step S25, the HVECU 50 executes abnormality determination processing. In this process, whether there is an abnormality in the intake / exhaust system of the engine 10 is determined based on the estimated maximum rotational speed and the actual maximum rotational speed. This determination may be performed based on, for example, the map shown in FIG. This map may be obtained in advance by experiments, numerical calculations, etc., and stored in the ROM of the HVECU 50. When it is determined that there is an abnormality in the intake / exhaust system of the engine 10, for example, an abnormality lamp in the instrument panel of the vehicle 1A is turned on. Thereafter, the current routine is terminated.

  As described above, according to the control device of the present invention, when the engine 10 is operated in a supercharged state in a high load region, the speed of increase in the speed of the engine 10 is limited. It is possible to prevent the torque of the engine 10 from overshooting after the end of the control. In addition, the amount of overshooting from the target torque can be reduced even if overshooting occurs. Therefore, it can suppress that the rotation speed of 1st MG30 becomes large.

  Further, the speed of increase at the time of limiting is set according to the number of revolutions up to the target number of revolutions, the accelerator opening, and the chargeable amount of the battery 41, so that the torque overshoot of the engine 10 can be appropriately suppressed.

  The parameters used when setting the ascending speed are not limited to these. When the engine 10 and the first MG 30 are connected to separate rotating elements of a differential mechanism having three or more rotating elements as in the vehicle 1A, the rotating elements that are not connected to the differential mechanisms. The rising speed may be set according to the number of rotations. That is, in the vehicle 1 </ b> A, the ascent speed may be set based on the rotation speed of the ring gear Ri of the planetary gear mechanism 39. As apparent from FIG. 4, the rotational speed of the first MG 30 tends to increase as the rotational speed of the ring gear Ri decreases. That is, the rotation speed of the first MG 30 tends to increase. Therefore, the rising speed may be decreased as the rotation speed of the ring gear Ri is lower.

  In the control device of the present invention, the presence / absence of abnormality in the intake / exhaust system of the engine 10 is determined based on the ascending speed, so that the abnormality determination sensor can be omitted. Therefore, cost can be reduced.

  In the limiting process described above, the overshoot of the torque of the engine 10 is suppressed by limiting the speed of increase in the rotational speed. However, in this limiting process, the torque of the engine 10 can be reduced in addition to the limit of the rising speed. Good. This reduction in torque may be realized, for example, by opening the waste gate valve 19 or may be realized by retarding the ignition timing. When the torque of the engine 10 is reduced in this way, the air-fuel ratio may be made richer than the stoichiometric state and the ignition timing may be advanced when the engine speed is increased. Thereby, the width of the torque reduction due to the retard of the ignition timing can be increased.

  The amount of torque reduction may be set appropriately so that torque overshoot can be suppressed. For example, the amount of torque reduction may be set in accordance with the number of revolutions up to the target number of revolutions, the accelerator opening, and the chargeable amount of the battery 41, similarly to the rising speed. For example, the reduction amount is increased as the accelerator opening degree is larger. Further, the reduction amount is increased as the chargeable amount of the battery 41 is smaller. Furthermore, the reduction amount is increased as the rotational speed up to the target rotational speed is smaller.

  Further, the reduction in the torque of the engine 10 may be performed when it is predicted that the increase in the rotation speed of the first MG 30 cannot be appropriately suppressed only by limiting the increase speed of the rotation speed of the engine 10. By executing in this way, useless reduction of the torque of the engine 10 can be suppressed.

  FIG. 13 shows another vehicle 1B in which the control device according to the first embodiment of the present invention is incorporated. In FIG. 13, parts common to FIG. In the vehicle 1B, the output shaft 10a of the engine 10 is provided with a brake 80 that can fix and release the output shaft 10a. An oil pump 81 is provided coaxially with the output shaft 10 a of the engine 10. The brake 80 is configured as a meshing brake in order to reduce drag loss when the engine 10 is driven. Of course, the brake 80 can be changed to a friction brake.

  Also in this vehicle 1B, by executing the above-described increase speed limit control, it is possible to suppress overshooting of the torque of the engine 10 after completion of the rotation speed increase control of the engine 10, or to reduce the amount of excess from the target torque. can do. Therefore, it can suppress that the rotation speed of 1st MG30 becomes large. Further, by performing the abnormality determination process described above, it is possible to determine whether there is an abnormality in the intake / exhaust system of the engine 10.

  In the form described above, the first MG 30 corresponds to the rotating electrical machine of the present invention. By executing the control routine of FIG. 6, the HVECU 50 functions as the rising speed limiting means of the present invention. By executing the routine of FIG. 11, the HVECU 50 functions as an abnormality determination unit of the present invention.

(Second form)
Next, a 2nd form is demonstrated with reference to FIG. The second form is the same as the first form except for the physical structure such as the vehicle structure and the power train. That is, the same control as in the first embodiment is executed in the second embodiment. Hereinafter, the same reference numerals are given to the same components as those in the first embodiment, and description thereof will be omitted. Although the illustration of the control system of the vehicle 1C is omitted in this figure, this vehicle 1C is also provided with a control system similar to the vehicle 1A of the first embodiment.

  The vehicle 1C according to the second embodiment is configured as a hybrid vehicle in which the engine 10, the first MG 30, and the second MG 31 are arranged coaxially. A first clutch 91 is provided between the engine 10 and the first MG 30, and a second clutch 92 is provided between the first MG 30 and the second MG 31. Each torque of the engine 10, the first MG 30, and the second MG 31 is distributed to the left and right drive wheels 2 via the differential mechanism 93.

  The first clutch 91 can operate between an engaged state that allows power transmission between the engine 10 and the first MG 30 and a released state that blocks the power transmission. Therefore, the first clutch 91 corresponds to the clutch means of the present invention. The second clutch 92 can operate between an engaged state that allows power transmission between the first MG 30 and the second MG 31 and a released state that blocks the power transmission. The vehicle 1C realizes a plurality of travel modes by switching the states of the two clutches 91 and 92. For example, when the engine is traveling, so-called parallel traveling can be performed by operating the two clutches 91 and 92 to the engaged state. In this case, since each motor / generator 30, 31 can apply a driving force to the driving wheel 2, the shortage of output torque of the engine 10 can be assisted by each motor / generator 30, 31.

  Further, the first clutch 91 is engaged and the second clutch 92 is disengaged while the engine 10 is operating, so that the vehicle 1C is driven by the second MG 31 while the first MG 30 functions as a generator. You can switch to running. Further, the EV traveling with the engine 10 stopped is performed by switching the first clutch 91 to the released state or switching the second clutch 92 to the released state.

  When the driver depresses the accelerator pedal during the series travel described above, the second clutch 92 is operated from the released state to the engaged state to switch to parallel travel. Then, the output of the engine 10 is increased.

  Also in this embodiment, the ascending speed limit control shown in FIG. 6 is executed as in the first embodiment. Therefore, when the engine 10 is operated in a supercharged state in a high load region when the engine speed increase control is executed, the speed of increase of the engine speed is limited.

  As described above, since the ascent speed limit control is also executed in this form, it is possible to prevent the torque of the engine 10 from overshooting after the end of the speed increase control of the engine 10 or to increase the amount exceeding the target torque. It can be made smaller. Therefore, it can suppress that the rotation speed of 1st MG30 becomes large.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the engine of the vehicle to which the control device of the present invention is applied is not limited to a spark ignition type engine, but may be a fuel self-ignition type diesel engine. Further, the supercharger provided in the engine is not limited to the turbocharger. The supercharger may be a supercharger or an electric supercharger. Although two motors / generators are mounted on the vehicles of the above-described forms, the present invention can be implemented in a form in which a single motor / generator is mounted. In this case, for example, the second MG is omitted from the vehicle of the first form.

1A, 1B, 1C Vehicle 10 Internal combustion engine 14 Turbocharger (supercharger)
30 First motor / generator (rotary electric machine)
41 battery 50 HVECU (rising speed limiting means, power generation control means, abnormality determination means)
91 1st clutch (clutch means)

Claims (5)

In a control device applied to a vehicle including an internal combustion engine with a supercharger, and a rotating electrical machine connected to the internal combustion engine so as to be able to transmit rotation and transmit power,
When the internal combustion engine is operated in a supercharged state in a predetermined high load region, the engine includes an ascending speed limiting means for controlling the rotating electrical machine so as to limit the increasing speed of the rotational speed of the internal combustion engine,
When the internal combustion engine is operated in a supercharged state outside the high load region, a positive torque is generated from the rotary electric machine so as to prevent inertia of the rotary electric machine from hindering an increase in the rotation speed of the internal combustion engine. to output,
Estimating the maximum number of revolutions that is expected to be the number of revolutions of the rotating electrical machine due to the increase control after the end of the increase control of the number of revolutions of the internal combustion engine, and the estimated maximum number of revolutions speed actually reaches the maximum rotation speed and further comprising optionally that controls the abnormality determining means for determining the presence or absence of abnormality of the intake and exhaust system of the internal combustion engine on the basis of the rotating electric machine after the end of the rise control of the internal combustion engine apparatus.   The rising speed limiting means limits the rising speed by the rotating electrical machine and reduces the torque of the internal combustion engine when the internal combustion engine is operated in a supercharged state in the high load region. The control device according to 1. The rotating electrical machine can function as a generator,
The vehicle further includes a battery electrically connected to the rotating electrical machine,
Further comprising power generation control means for causing the rotating electrical machine to generate power so as to suppress an increase in the rotational speed of the rotating electrical machine resulting from the rotational speed increasing control after the end of the rotational speed increasing control of the internal combustion engine;
The control device according to claim 1, wherein the ascending speed limiting unit decreases the ascending speed as the chargeable amount of the battery decreases.   The control device according to any one of claims 1 to 3, wherein the ascent speed limiting means decreases the ascent speed as the operation amount of an accelerator pedal of the vehicle increases.   The control according to any one of claims 1 to 4, wherein the increase speed limiting means decreases the increase speed as the rotation speed of the internal combustion engine is closer to a target rotation speed in the increase control of the rotation speed of the internal combustion engine. apparatus.

Images