JP6729131B2 - Hybrid car - Google Patents

Description

The present invention relates to hybrid vehicles.

Conventionally, a hybrid vehicle of this type has been proposed that includes an engine that outputs power for traveling and a motor that outputs power for traveling (see, for example, Patent Document 1). In this hybrid vehicle, when an abnormality occurs in the output of the engine during hybrid traveling (engine traveling) in which the vehicle is driven by the power from the engine and the power from the motor, the engine is stopped and only the power from the motor is used. The vehicle is shifting to electric traveling (EV traveling).

JP, 2010-111291, A

In the above-described hybrid vehicle, the ignition timing may be retarded (retarded) from the basic ignition timing in the engine ignition control. Then, in this case, an erroneous retardation may occur in which the retardation amount from the basic ignition timing is erroneously increased. For example, if the knock sensor that detects the vibration associated with the knocking of the engine is erroneously detected as the occurrence of knocking, the ignition timing may be erroneously delayed from the basic ignition timing despite the fact that knocking has not occurred. There is. When such an erroneous retardation of the ignition timing occurs and the output of the engine significantly decreases, it is determined that the output of the engine has an abnormality, and the operation shifts to electric running. It is desirable to suppress such a shift to the electric running, because the amount of stored electricity in the battery decreases and, further, when the amount of stored electricity falls below a predetermined amount, the vehicle cannot travel.

The main purpose of the hybrid vehicle of the present invention is to suppress the shift to electric running due to an incorrect ignition timing retard.

The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine that outputs power for running,
A motor that can input and output power for running,
When an abnormality occurs in the output of the engine during hybrid traveling in which the power from the engine and the power from the motor are used, the engine is stopped and only the power from the motor is used. A control device for controlling the engine and the motor so as to shift to traveling electric traveling;
A hybrid vehicle comprising:
The control device is configured such that, during the hybrid traveling, the retard amount of the ignition timing of the engine from the basic ignition timing is a predetermined amount or more, and the operation is determined from the engine speed and the load factor of the engine. When the point is within a predetermined region where an erroneous retardation of the ignition timing is likely to occur, the engine is controlled so that the throttle opening of the engine is equal to or less than a guard value.
That is the summary.

In the hybrid vehicle of the present invention, during hybrid travel, the retard amount of the ignition timing of the engine from the basic ignition timing is a predetermined amount or more, and the operating point determined from the engine speed and the engine load factor. Is within a predetermined range where the ignition timing is likely to be erroneously retarded, the engine is controlled so that the throttle opening of the engine becomes equal to or less than the guard value. Here, "retard" means to delay the ignition timing in the ignition timing control of the engine. As a result, the engine can be operated at a low load and a change in torque with respect to the ignition timing of the engine can be reduced as compared with a case where the throttle opening of the engine is larger than the guard value. Therefore, it is possible to suppress a significant decrease in the output of the engine when the ignition timing is erroneously retarded, and it is possible to suppress the shift to the electric running due to the occurrence of the ignition timing lag. Here, the "predetermined amount" is a threshold value for determining whether or not the ignition timing is significantly retarded from the basic ignition timing. Further, the "guard value" is a predetermined value as the throttle opening degree in which the amount of change in torque with respect to the ignition timing becomes small.

In such a hybrid vehicle of the present invention, the control device may retard the ignition timing when knocking has occurred in the engine, as compared to when it has not occurred.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as a 1st Example of this invention. It is a block diagram which shows the outline of a structure of the engine 22. 5 is a flowchart showing an example of a target throttle opening degree setting routine executed by the engine ECU 24. It is explanatory drawing which shows an example of a predetermined area. The relationship between the ignition timing and the torque Te of the engine 22 when the engine speed Ne of the engine 22 is relatively low Ne2 (for example, 1200 rpm) and the load factor KL is a relatively low value KL2 (for example, 35%). It is an explanatory view for explaining. FIG. 8 is an explanatory diagram for explaining a relationship between an ignition timing of the engine 22 and a torque Te when the rotation speed of the engine 22 is a rotation speed Ne2 and the load factor is a value KL3 higher than the value KL2 (for example, 50%). .. 8 is a flowchart showing an example of a target throttle opening degree setting routine executed by the engine ECU 24 of the second embodiment. 9 is a flowchart showing an example of a correction amount learning routine executed by an engine ECU 24 of the third embodiment. It is explanatory drawing which shows an example of driving area Ap, A1-A5.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown, the hybrid vehicle 20 of the first embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter, "HVECU"). 70) and.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as fuel. FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. As shown in the figure, the engine 22 draws in the air cleaned by the air cleaner 122 through a throttle valve 124 arranged in an intake port 123 and injects the fuel from a fuel injection valve 126 to mix the air and the fuel. To do. Then, this air-fuel mixture is sucked into the combustion chamber (in the cylinder) via the intake valve 128. Then, the sucked air-fuel mixture is explosively burned by an electric spark from the ignition plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the combustion chamber (in the cylinder) is passed through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is discharged to the atmosphere. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter, referred to as “engine ECU”) 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. ..

Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. As signals from various sensors, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22, and the throttle valve 124 A throttle opening TH from a throttle valve position sensor 146 that detects a position, an intake air amount Qa from an air flow meter 148 attached to an intake pipe, and a knock that is attached to a cylinder block and detects a vibration caused by knocking. The knock signal Ks from the sensor 172 can be mentioned.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. Examples of various control signals include a drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal to the fuel injection valve 126, and a drive control signal to an ignition coil 138 integrated with an igniter. You can

The engine ECU 24 is connected to the HVECU 70 via a communication port, and controls the operation of the engine 22 by a control signal from the HVECU 70. Further, the engine ECU 24 outputs data regarding the operating state of the engine 22 to the HVECU 70 as needed. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22, based on the crank angle θcr. Further, the engine ECU 24 loads the engine 22 based on the intake air amount Qa from the air flow meter 148 and the rotation speed Ne of the engine 22 (actual intake is performed in one cycle with respect to the stroke volume of the engine 22 per cycle). The air volume ratio) KL is calculated.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is connected to the drive wheels 38a and 38b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG1 and MG2, and are also connected to battery 50 via power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for motor (hereinafter referred to as “motor ECU”) 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input/output port, and a communication port. .. The motor ECU 40 has signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of rotors of the motors MG1 and MG2. , Θm2, etc. are input through the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. Motor ECU 40 calculates rotational speeds Nm1 and Nm2 of motors MG1 and MG2 based on rotational positions θm1 and θm2 of rotors of motors MG1 and MG2 from rotational position detection sensors 43 and 44.

The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery, and is connected to the inverters 41 and 42 via a power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input/output port, and a communication port. .. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. The signals input to the battery ECU 52 include, for example, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50, the battery current Ib from the current sensor 51b installed at the output terminal of the battery 50, and the battery 50. The battery temperature Tb from the temperature sensor 51c attached to the can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the charge ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The charge ratio SOC is the ratio of the capacity of the electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include, for example, an ignition signal from the ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal that detects the depression amount of the accelerator pedal 83. The accelerator opening Acc from the position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like can be mentioned. The HVECU 70 outputs a lighting signal to a warning lamp 90 for informing an occupant that an output of the engine 22 is abnormal. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

The hybrid vehicle 20 of the first embodiment thus configured travels in the hybrid travel (HV travel) mode or the electric travel (EV travel) mode. Here, the HV drive mode is a mode in which the engine 22 is driven while the engine 22 is being driven, and the EV drive mode is a mode in which the engine 22 is not driven.

In the HV running mode, the HVECU 70 first sets the required torque Td* required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and sets the required torque Td* to the rotational speed Np of the drive shaft 36. The required power Pd* required for the drive shaft 36 is calculated by multiplying by. Here, as the rotation speed Np of the drive shaft 36, for example, the rotation speed Nm2 of the motor MG2 or the rotation speed obtained by multiplying the vehicle speed V by a conversion coefficient can be used. Then, the required power Pe* required for the vehicle is calculated by subtracting the charge/discharge required power Pb* (a positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the required power Pd*. Then, the target rotation speed Ne* and the target torque Te* of the engine 22 and the torques of the motors MG1 and MG2 are output so that the required torque Td* is output to the drive shaft 36 while the power based on the required power Pe* is output from the engine 22. Set commands Tm1* and Tm2*. Then, the target rotation speed Ne* and the target torque Te* of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. Upon receiving the target rotation speed Ne* and the target torque Te* of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. , Fuel injection control, ignition control, etc.

Here, various controls performed by the engine ECU 24 will be described.

In the intake air amount control, the target throttle opening TH* of the engine 22 is set, and the throttle motor 136 is drive-controlled so that the throttle opening TH becomes the target throttle opening TH*. The setting of the target throttle opening TH* will be described later.

In the ignition control, the basic ignition timing θb is set based on the target rotation speed Ne* and the volume efficiency KL, and the target ignition timing θf is set by adding the correction value (learning value) dθc to the basic ignition timing θb. The ignition coil 138 is driven and controlled so that ignition is performed at θf. The correction value dθc is a value set by learning for each of a plurality of operating regions based on the target rotation speed Ne* and the load factor KL, for each octane number of fuel, and for each deposit amount of deposits adhering to a piston ring (not shown) of the engine 22. Is. In this learning, when it is further determined that knocking has not occurred based on the knock signal Ks from the knock sensor 172, the correction value dθc is updated to the advanced value, and it is determined that knocking has occurred. Sometimes, the correction value dθc is updated to a delayed value. When advancing the ignition timing, the correction value dθc is updated to a value obtained by adding a predetermined value dθ1 to the already set correction value dθc. When retarding the ignition timing, the correction value dθc is updated by subtracting the predetermined value dθ1 from the already set correction value dθc. Here, “advance” and “retard” with respect to the ignition timing mean that the ignition timing is advanced and the ignition timing is delayed, respectively.

Since the fuel injection control does not form the core of the present invention, detailed description thereof will be omitted.

Upon receiving the torque commands Tm1*, Tm2* of the motors MG1, MG2, the motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. Do. In this HV traveling mode, when the stop condition of the engine 22 is satisfied, such as when the required power Pe* reaches the stop threshold Pstop or less, the operation of the engine 22 is stopped and the EV traveling mode is entered.

In the EV traveling mode, the HVECU 70 sets the required torque Td* of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm1* of the motor MG1 to the value 0, and sets the required torque Td*. The torque command Tm2* of the motor MG2 is set, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. Upon receiving the torque commands Tm1*, Tm2* of the motors MG1, MG2, the motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. Do. In this EV running mode, when the required condition Pe* calculated in the same manner as in the HV running mode reaches the starting threshold value Pstart which is larger than the stopping threshold value Pstop or more, the engine 22 is started when the starting condition is satisfied. 22 is started to shift to the HV traveling mode.

In the hybrid vehicle 20 of the first embodiment, the HVECU 70 has a large difference between the required power Pe* of the engine 22 and the output power Pe actually output from the engine 22 while traveling in the HV traveling mode. If (for example, the ratio of the output power Pe to the required power Pe* is less than a predetermined ratio (for example, 18%, 20%, 22%, etc.)), an abnormality occurs in the output of the engine 22. When it is determined that the warning light 90 is turned on, the warning light 90 is transmitted to turn on the warning light 90, and the engine 22 and the motors MG1 and MG2 are controlled so as to shift to the EV traveling mode. As a result, the occupant is informed of the output abnormality of the engine 22 and the evacuation traveling in the EV traveling mode is performed. The output power Pe is obtained by multiplying the estimated output torque Teast estimated as the output torque from the engine 22 by the rotation speed Ne of the engine 22. The estimated output torque Test is a torque estimated as an output torque from the engine 22 using the torque (torque command Tm1*) output from the motor MG1 and the gear ratio ρ of the planetary gear 30.

Teest=-(1+ρ)・Tm1*/ρ (1)

Next, the operation of the thus configured hybrid vehicle 20 of the first embodiment, particularly the operation when setting the target throttle opening TH* will be described. FIG. 3 is a flowchart showing an example of a target throttle opening degree setting routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, several msec) while traveling in the HV traveling mode.

When this routine is executed, the engine ECU 24 executes a process of inputting the basic ignition timing θb, the retard amount dθ, the target rotation speed Ne*, and the target torque Te* (step S100). Here, as the basic ignition timing θb, the value set in the learning of the ignition timing described above is input. As the retard angle amount dθ, the retard angle amount (correction amount dθc set to the retard angle side) from the basic ignition timing θb of the target ignition timing θf in the above-described ignition timing learning is input. As the target rotation speed Ne* and the target torque Te*, those set by the HVECU 70 in the above-described HV traveling mode are input by communication.

Subsequently, it is determined whether or not the retard amount dθ is equal to or greater than the predetermined value dθref1 (step S110). Here, the predetermined value dθref1 is a threshold value for determining whether the ignition timing is significantly retarded from the basic ignition timing θb.

When the retard amount dθ is less than the predetermined value dθref1, the basic opening THb is set to the target throttle opening TH* (step S120), and this routine ends. When the target throttle opening TH* is set, in the intake air amount control, the throttle motor 136 is drive-controlled so that the throttle opening TH becomes the target throttle opening TH*. The basic opening THb is set according to the target torque Te* and the target rotation speed Ne* as a throttle opening when the engine 22 is efficiently operated at the target torque Te* and the target rotation speed Ne*. With such control, the engine 22 is operating efficiently.

When the retard amount dθ is greater than or equal to the predetermined value dθref1, it is subsequently determined whether or not the operating region of the engine 22 defined by the rotation speed Ne of the engine 22 and the load factor KL is within the predetermined region (step S130). ). The predetermined region is a region determined in advance by experiments, analysis, etc., as a region in which knock sensor 172 is likely to erroneously detect the occurrence of knocking due to noise of engine 22 and the ignition timing is erroneously retarded. FIG. 4 is an explanatory diagram showing an example of the predetermined area. In the embodiment, as shown in the drawing, the predetermined region is a region where the engine speed Ne of the engine 22 is relatively low and the load factor KL is medium or less. For example, the engine speed Ne of the engine 22 is the engine speed Ne1 (for example, , 1800 rpm, 2000 rpm, 2200 rpm, etc.) and the load factor KL is a ratio KL1 (eg, 48%, 50%, 52%, etc.) or less.

When the operating region of the engine 22 is outside the predetermined region, the basic opening THb is set to the target throttle opening TH* (step S120), and this routine ends. When the target throttle opening TH* is set, the throttle motor 136 is drive-controlled so that the throttle opening TH becomes the target throttle opening TH*.

When the operating region of the engine 22 is within the predetermined region, the smaller one of the basic opening THb and the guard value THmax is set as the target throttle opening TH* (step S140), and this routine is ended. .. The guard value THmax is a throttle opening that allows the engine 22 to operate at a relatively low load at the target rotation speed Ne*, for example, the load factor KL becomes a predetermined load factor KLref (for example, 32%, 35%, 38%). It is predetermined as the throttle opening. By setting the opening TH* for the target slot in this manner, the throttle opening TH* of the engine 22 can be made equal to or less than the guard value THmax, and the engine 22 can be operated at a relatively low load.

Here, the reason why the engine 22 is operated at a relatively low load when the retard amount dθ is equal to or greater than the predetermined value dθref1 and the operation region of the engine 22 is within the predetermined region will be described. FIG. 5 shows the ignition timing and torque of the engine 22 when the rotation speed Ne of the engine 22 is relatively low Ne2 (for example, 1200 rpm) and the load factor KL is a relatively low value KL2 (for example, 35%). It is explanatory drawing for demonstrating the relationship with Te. FIG. 6 is a graph for explaining the relationship between the ignition timing of the engine 22 and the torque Te when the rotation speed of the engine 22 is the rotation speed Ne2 and the load factor is a value KL3 higher than the value KL2 (for example, 50%). FIG. As shown in FIGS. 5 and 6, when the ignition timing changes in the retarding direction (for example, when the ignition timing changes from the value θ2 to the value θ1), when the load factor KL is low compared to when it is high. As a result, the decrease amount of the torque Te of the engine 22, that is, the decrease amount of the output power Pe actually output from the engine 22 decreases. When the decrease amount of the output power Pe of the engine 22 is large, the difference between the required power Pe* and the output power Pe becomes large. Therefore, the HVECU 70 sends a lighting signal to the warning light 90 to light the warning light 90, and The engine 22 and the motors MG1 and MG2 are controlled so as to shift to the EV traveling mode. In the embodiment, when the retard angle amount dθ is equal to or greater than the predetermined value dθref1 and the operating range of the engine 22 is within the predetermined range, that is, although the engine 22 does not actually have an abnormality such as knocking. When it is considered that the ignition timing is erroneously retarded, the engine 22 is operated at a low load. Therefore, even when the ignition timing is retarded, the torque Te of the engine 22 decreases, that is, the output power Pe decreases. Can be made smaller. Accordingly, it is possible to suppress the lighting of the warning light 90 and the shift to the retreat traveling due to the EV traveling.

According to the hybrid vehicle of the first embodiment described above, the retard angle amount dθc from the basic ignition timing θb of the ignition timing of the engine 22 is the predetermined amount dθref or more and the engine speed Ne during the HV traveling. When the operating point defined by the load factor KL and the load factor KL is within the predetermined range, the engine 22 is controlled so that the throttle opening TH of the engine 22 becomes equal to or less than the guard value THmax, thereby shifting to the evacuation traveling by EV traveling. Can be suppressed.

Next, the hybrid vehicle of the second embodiment will be described. The configuration of the hybrid vehicle of the second embodiment is the same as that of the first embodiment except that the target throttle opening degree setting process illustrated in FIG. 7 is executed instead of the target throttle opening degree setting process illustrated in FIG. It has the same hardware configuration and control as the hybrid vehicle 20. Therefore, in the configuration of the second embodiment, the same hardware configuration and control as those of the hybrid vehicle 20 of the first embodiment are designated by the same reference numerals as those of the hybrid vehicle 20 of the first embodiment, and the description thereof is omitted. ..

FIG. 7 is a flowchart showing an example of a target throttle opening degree setting routine executed by the engine ECU 24 of the second embodiment. This routine is repeatedly executed every predetermined time (for example, several msec) during traveling in the HV traveling mode.

When this routine is executed, the engine ECU 24 executes processing for inputting the retard angle amount dθ and the target rotation speed Ne* (step S200). Here, as the retard angle amount dθ, the retard angle amount (correction amount dθc set on the retard angle side) from the basic ignition timing θb of the target ignition timing θf in the above-described ignition timing learning is input. The target rotation speed Ne*, which is set during traveling in the above-described HV traveling mode, is input from the HVECU 70 by communication.

Then, the target throttle opening TH* is set using the retardation amount dθ and the target rotation speed Ne* (step S210), and this routine is ended. Here, the relationship among the retard angle amount dθ, the target rotation speed Ne*, the load factor KL, and the torque fluctuation amount dTe of the engine 22 is stored in a ROM (not shown) as a torque fluctuation map, and the delay angle amount dθ and the target rotation speed are stored. The load factor KL with the smallest torque fluctuation amount dTe is calculated from the number Ne*, and the throttle opening TH corresponding to the calculated load factor KL is set as the target throttle opening TH*. When the target throttle opening TH* is set in this way, the throttle motor 136 is drive-controlled so that the throttle opening TH becomes the target throttle opening TH*. By such control, the torque fluctuation of the engine 22, that is, the fluctuation of the output power Pe can be suppressed. Accordingly, it is possible to suppress the lighting of the warning light 90 and the shift to EV running.

In the hybrid vehicle of the second embodiment described above, the load factor KL with the smallest torque fluctuation is determined from the retard amount dθ and the target rotational speed Ne*, and the throttle opening TH corresponding to the determined load factor KL is targeted. Since the throttle opening 136 is set to TH* and the throttle motor 136 is driven and controlled so that the throttle opening TH becomes the target throttle opening TH*, the torque fluctuation of the engine 22 is suppressed and the warning light 90 is turned on. The shift to EV running can be suppressed.

Next, the hybrid vehicle of the third embodiment will be described. The configuration of the hybrid vehicle of the third embodiment is the same as that of the first embodiment except that the target throttle opening setting routine illustrated in FIG. 3 is not executed and the correction amount learning routine illustrated in FIG. 8 is executed. It has the same hardware configuration and control as the hybrid vehicle 20. Therefore, of the configurations and controls of the third embodiment, the same hardware configurations and controls as those of the hybrid vehicle 20 of the first embodiment are designated by the same reference numerals as those of the hybrid vehicle 20 of the first embodiment, and their description will be given. Omit it.

In the third embodiment, in controlling the intake air amount of the engine 22, the engine ECU 24 sets the target throttle opening TH* based on the target rotation speed Ne* of the engine 22, the target torque Te*, and the target throttle opening setting map. To do. The target throttle opening setting map is a map in which the relationship between the target rotational speed Ne* of the engine 22, the target torque Te*, and the target throttle opening TH* has been obtained in advance by experiments or analysis. Then, the throttle motor 136 is drive-controlled so that the throttle opening TH becomes the target throttle opening TH*.

Next, the operation of the hybrid vehicle of the third embodiment, particularly the setting of the correction amount dθc in the learning of the ignition timing when an erroneous retard angle occurs will be described. FIG. 8 is a flowchart showing an example of a correction amount learning routine executed by the engine ECU 24 of the third embodiment. This routine is repeatedly executed every predetermined time (for example, several msec) while traveling in the HV traveling mode.

When this routine is executed, the engine ECU 24 executes a process of inputting the retardation amounts dθ and dθ1 to dθ5 (step S300). The retard amount dθ is the retard amount (correction amount dθc set on the retard side) from the basic ignition timing θb of the target ignition timing θf set in the current operation region Ap in the above-described ignition timing learning. You are typing. The retard amounts dθ1 to dθ5 are the retard amounts of the target ignition timing θf from the basic ignition timing θb in each of the five operating regions A1 to A5 adjacent to the current operating region Ap (the correction amount dθc set on the retard side). ) Have been entered respectively. FIG. 9 shows an example of the operating regions Ap and A1 to A5.

Then, it is determined whether or not the retard amount dθ is greater than or equal to the predetermined value dθref2 (step S310). Here, the predetermined value dθref2 is a threshold value for determining whether or not the ignition timing in the current operating region Ap is significantly retarded from the basic ignition timing θb.

When the retard amount dθ is less than the predetermined value dθref2, it is determined that the ignition timing in the current operating region Ap is not significantly retarded from the basic ignition timing θb, and the retard amount dθ is set as it is as the correction amount dθc. Then (step S320), the present routine ends. When the learning value is set in this manner, the correction value dθc is added to the basic ignition timing θb to set the target ignition timing θf, and the ignition coil 138 is drive-controlled so that the ignition is performed at the target ignition timing θf.

When the retard amount dθ is equal to or greater than the predetermined value dθref2, it is determined that the ignition timing in the current operating region Ap is significantly retarded from the basic ignition timing θb, and the retard amount dθ and the other five operating regions are determined. The absolute values (|d[theta]-d[theta]1|, |d[theta]-d[theta]2|, etc.) of the differences from the retard amounts d[theta]1 to d[theta]5 at A1 to A5 are compared with the predetermined value dref (step S330). Here, the predetermined value dref is a threshold value for determining whether or not the retard amount dθ in the current operating region Ap is significantly different from the retard amounts dθ1 to dθ5 in the other operating regions A1 to A5. ..

When the absolute value of the difference between the retard angle amount dθ and each of the retard angle amounts dθ1 to dθ5 in the other five operation regions A1 to A5 is less than the predetermined value dref, the erroneous retard angle does not occur, and It is determined that the retard amount dθ in the operating region Ap is a proper value, the retard amount dθ is set to the correction value dθc of the current operating region Ap (step S320), and this routine is ended. When the correction value dθ is set in this way, the correction value dθc is added to the basic ignition timing θb to set the target ignition timing θf, and the ignition coil 138 is drive-controlled so that the ignition is performed at the target ignition timing θf.

When the absolute value of the difference between the retard angle amount dθ and each of the retard angle amounts dθ1 to dθ5 in the other five operation regions A1 to A5 is equal to or greater than the predetermined value dref, an erroneous retard angle occurs and the current operation It is determined that the retard amount dθ in the region Ap is not an appropriate value, and one of the other five operating regions A1 to A5 (for example, the region A3 in which the load factor KL is the same as the current operating region Ap) ) Is set to the correction value dθc of the current operating region Ap (step S340), and this routine ends. When the correction value dθc is set in this manner, the target ignition timing θf is set by adding the value obtained by subtracting the correction value dθc from the basic ignition timing θb, and the ignition coil 138 is drive-controlled so that the ignition is performed at the target ignition timing θf. In this way, by setting the retard amount dθ of one of the other five operating regions A1 to A5 to the correction value dθc in the current operating region Ap, an incorrect value is set as the correction value dθc. Is set to, and a large retardation of the ignition timing is suppressed. As a result, it is possible to prevent the output power Pe from the engine 22 from significantly lowering with respect to the target power Pe* due to the occurrence of the erroneous retard, and to suppress the lighting of the warning light 90 and the transition to the escape travel due to the EV travel. can do.

In the hybrid vehicle of the third embodiment described above, when the retard amount dθ is equal to or greater than the predetermined value dθref1, the retard amount dθ and the retard amounts dθ1 to dθ5 in the other five driving regions A1 to A5, respectively. When the absolute value of the difference between and is greater than or equal to the predetermined value dref, one of the other five operation areas A1 to A5 is set as the learning value of the correction value dθ of the current operation area Ap. Therefore, it is possible to suppress the shift to the retreat traveling by the EV traveling due to the occurrence of the erroneous retard.

In the hybrid vehicles of the first to third embodiments, the difference between the required power Pe* of the engine 22 and the output power Pe actually output from the engine 22 becomes large while traveling in the HV traveling mode. Occasionally, it is determined that the engine 22 has an abnormal output reduction, and a lighting signal is transmitted to the warning light 90 to turn on the warning light 90, and at the same time, the engine 22 and the motor MG1, so as to shift to the EV traveling mode. Control MG2. However, when the difference between the target torque Te* of the engine 22 and the estimated output torque Teast estimated as the output torque from the engine 22 becomes large (for example, the ratio of the estimated output torque Teast to the target torque Te* is a predetermined ratio ( For example, when it becomes less than 18%, 20%, 22%, etc.), it is determined that the engine 22 has an abnormality that the output is reduced, and a lighting signal is transmitted to the warning light 90 to send the warning light. The engine 22 and the motors MG1 and MG2 may be controlled so as to turn on 90 and shift to the EV traveling mode.

The hybrid vehicles according to the first to third embodiments include the engine ECU 24, the motor ECU 40, and the HVECU 70. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

In the first to third embodiments, the hybrid vehicle 20 includes the engine 22, the planetary gear 30, the motors MG1 and MG2, and the battery 50. However, a so-called one-motor hybrid vehicle including an engine, one motor and a battery may be used.

Correspondence between the main elements of each embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In each embodiment, the engine 22 corresponds to an “engine”, the motor MG2 corresponds to a “motor”, and the engine ECU 24, the motor ECU 40, and the HVECU 70 correspond to a “control device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is that the embodiment implements the invention described in the section of means for solving the problem. Since this is an example for specifically explaining the mode for carrying out the invention, it does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

The embodiments for carrying out the present invention have been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the hybrid vehicle manufacturing industry and the like.

20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor) ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 70 hybrid electronic Control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 warning light, 122 air cleaner, 123 intake port, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 146 throttle valve position sensor 148 air flow meter, 172 knock sensor, MG1, MG2 motor.

Claims (1)

An engine that outputs power for running,
A motor that can input and output power for running,
When an abnormality occurs in the output of the engine during hybrid traveling in which the power from the engine and the power from the motor are used, the engine is stopped and only the power from the motor is used. A control device for controlling the engine and the motor so as to shift to traveling electric traveling;
A hybrid vehicle comprising:
Knock sensor for detecting vibrations caused by knocking of the engine
Equipped with
When the control device determines that knocking of the engine is occurring based on the signal from the knock sensor, the ignition timing of the engine is further retarded from the basic ignition timing. Updated,
It said controller, during the hybrid traveling, the retard amount is equal to or greater than a predetermined amount, and the rotational speed and the engine load factor and the low load operating point defined is in a predetermined low rotational speed from the engine When it is within the range , the engine is controlled so that the throttle opening of the engine is equal to or less than a guard value.
Hybrid car.

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