JP6733409B2 - 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. In this case, an erroneous retardation may occur in which the retardation amount from the basic ignition timing is erroneously increased. For example, if a knock sensor that detects vibrations associated with engine knocking erroneously detects the occurrence of knocking, the ignition timing will be greatly delayed from the basic ignition timing even though knocking has not occurred. 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, the operation of the engine is stopped, and the operation shifts to the 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 first hybrid vehicle of the present invention is
An engine that outputs power for traveling,
A motor that can input and output power for running,
During the hybrid traveling in which the power from the engine and the power from the motor are used for traveling, when an abnormality occurs in the output of the engine, the operation of 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 such that the operating point is outside the predetermined region while outputting required power from the engine,
That is the summary.

In the first hybrid vehicle of the present invention, the amount of retardation of the ignition timing of the engine from the basic ignition timing is a predetermined amount or more during hybrid traveling, and is determined from the engine speed and the load factor of the engine. When the operating point to be set is within a predetermined range where the ignition timing is likely to be erroneously retarded, the engine is controlled so that the operating point is outside the predetermined range while outputting the required power from the engine. Here, "retard" means to delay the ignition timing in the ignition timing control of the engine. Since the operating point is outside the predetermined range, it is possible to suppress the occurrence of an erroneous retard angle and suppress a large decrease in the output of the engine. As a result, it is possible to suppress the shift to the electric travel due to the occurrence of the erroneous retard. Here, the "predetermined amount" is a threshold value for determining whether or not the ignition timing is significantly retarded from the basic ignition timing.

In the first hybrid vehicle of the present invention, the control device may further include: during the hybrid traveling, the retard amount is equal to or greater than the predetermined amount, and the operating point is within the predetermined region. When the accumulated amount of foreign matter adhering to the engine is equal to or greater than a predetermined amount, the engine is controlled so that the engine speed becomes equal to or higher than a predetermined speed while outputting the required power from the engine. Good. Here, the "predetermined number of revolutions" is a relatively high number of revolutions at which foreign matter adhering to the engine can be removed. This makes it possible to remove foreign matter adhering to the engine and suppress the occurrence of an erroneous retard. Therefore, it is possible to suppress a large decrease in the output of the engine, and it is possible to suppress the shift to electric running.

Further, in the first hybrid vehicle of the present invention, three rotating elements are connected to three axes of a first motor, an output shaft of the engine, a rotation shaft of the first motor and a drive shaft connected to the axle. And a second motor as the motor capable of inputting and outputting power to and from the drive shaft. The control device uses power from the engine and power from the second motor. When an abnormality occurs in the output of the engine during hybrid traveling, the engine and the engine are stopped so as to stop the operation of the engine and shift to electric traveling using only the power from the second motor. The first motor and the second motor are controlled, and further, during the hybrid traveling, when the retard angle amount is equal to or greater than a predetermined amount and the operating point is within the predetermined region, The engine and the first motor may be controlled so that the operating point is outside the predetermined region while outputting the required power.

The second hybrid vehicle of the present invention is
An engine that outputs power for traveling,
A motor that can input and output power for running,
During the hybrid traveling in which the power from the engine and the power from the motor are used for traveling, when an abnormality occurs in the output of the engine, the operation of 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:
During the hybrid traveling, the control device outputs the required power from the engine and determines that the engine rotation speed is equal to or higher than a predetermined rotation speed when the accumulation amount of the foreign matter adhering to the engine is a predetermined rotation speed or more. To control the engine to
That is the summary.

In the second hybrid vehicle of the present invention, during hybrid travel, when the amount of foreign matter adhering to the engine is equal to or greater than a predetermined amount, the engine rotational speed is the predetermined rotational speed while outputting the required power from the engine. The engine is controlled as described above. Here, the "predetermined number of revolutions" is a relatively high number of revolutions at which foreign matter adhering to the engine can be removed. This makes it possible to remove foreign matter adhering to the engine and suppress the occurrence of an erroneous retard. Therefore, it is possible to suppress a large decrease in the output of the engine, and it is possible to suppress the shift to electric running.

In such a second hybrid vehicle of the present invention, three rotating elements are connected to the three axes of the first motor, the output shaft of the engine, the rotation shaft of the first motor, and the drive shaft connected to the axle. A planetary gear mechanism and a second motor as the motor capable of inputting and outputting power to and from the drive shaft are provided, and the control device travels using power from the engine and power from the second motor. When an abnormality occurs in the output of the engine during hybrid travel, the engine and the first engine are stopped so as to stop the operation of the engine and shift to electric travel that uses only the power from the second motor to travel. The first motor and the second motor are controlled, and further, when the amount of accumulation of the foreign matter is equal to or more than the predetermined amount during the hybrid traveling, the engine speed is predetermined while the required power is output from the engine. You may control the said engine and the said 1st motor so that it may become rotation speed or more.

Further, in the first and second hybrid vehicles of the present invention, the control device retards the ignition timing of the engine when knocking occurs in the engine, compared to when it does not occur. May be.

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. FIG. 6 is an explanatory diagram for explaining an example of an operation line of the engine 22 and how a target rotation speed Ne* and a target torque Te* are set. 6 is a flowchart showing an example of an engine target value setting routine executed by the HVECU 70. It is explanatory drawing which shows an example of the erroneous delay angle generation area|region. It is explanatory drawing which shows a mode when increasing required power Pe*. It is a flowchart which shows an example of the engine target value setting routine of a modification.

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 purifying device 134 having a purifying catalyst (three-way catalyst) for purifying harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is discharged into 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 are set based on the required power Pe*. This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe*. FIG. 3 shows an example of the operation line of the engine 22 and how the target rotation speed Ne* and the target torque Te* are set. As shown in the figure, the target rotation speed Ne* and the target torque Te* can be obtained from the intersection of the operation line and the curve where the required power Pe*(Ne*×Te*) is constant. When the target rotation speed Ne* and the target torque Te* are set in this way, the motors MG1, MG2 are operated so that the required torque Td* is output to the drive shaft 36 while operating the engine 22 at the target rotation speed Ne* and the target torque Te*. Torque commands Tm1* and Tm2* are set. 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, the ignition control performed by the engine ECU 24 will be described.

In the ignition control, the basic ignition timing θb is set based on the engine speed Ne and the volumetric efficiency KL of the engine 22, and the target ignition timing is set by adding a correction value (learning value) dθc to the basic ignition timing θb. The ignition coil 138 is driven and controlled so that the ignition is performed at. The correction value dθc is learned for each of a plurality of operating regions based on the rotation speed Ne of the engine 22 and the load factor KL, for each octane number of fuel, and for each accumulated amount Dep of foreign matter (deposit) adhering to a piston ring (not shown) of the engine 22. It is set by. In this learning, when it is determined that knocking has not occurred based on the knock signal Ks from the knock sensor 172, the correction value dθc is updated to an advanced value, and when it is determined that knocking has occurred, The correction value dθc is updated to a delayed value. Here, “advance” and “retard” with respect to the ignition timing mean that the ignition timing is advanced and the ignition timing is delayed, respectively. Further, the amount of foreign matter (deposit) deposition Dep is calculated based on the difference Δdθ between the set correction value dθ and the initial value dθ1 of this correction value. The deposition amount Dep is set to increase as the difference Δdθ increases. This is based on the fact that the larger the difference Δdθ, the greater the change in the engine 22 from the initial state, the greater the degree of aging, and the greater the amount of foreign matter (deposit) deposited.

Since the intake air amount control and the fuel injection control do 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 hybrid vehicle 20 of the first embodiment configured in this way, particularly the operation when suppressing an erroneous retard, will be described. Here, “erroneous retard” means that the knock sensor 172 is erroneously detected as knocking due to noise of the engine 22 or the like, and the ignition timing is erroneously retarded. FIG. 4 is a flowchart showing an example of an engine target value setting routine executed by the HVECU 70. 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 HVECU 70 executes processing for inputting the engine speed Ne, the retardation amount dθ, the load factor KL, the target engine speed Ne*, the target torque Te*, and the required power Pe* of the engine 22 ( Step S100). Here, the rotational speed Ne of the engine 22 is input from the engine ECU 24 via communication, which is calculated based on the crank angle θcr. The retard angle amount dθ is the retard angle amount dθ, which is 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 communicated from the engine ECU 24 in the above-described ignition timing learning. Are typing through. The load factor KL is calculated from the intake air amount Qa from the air flow meter 148 and the rotation speed Ne of the engine 22 and is input from the engine ECU 24 via communication. The target rotational speed Ne*, the target torque Te*, and the required power Pe* are input as those set during traveling in the above-described HV traveling mode.

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 target rotation speed Ne* and the target torque Te* are transmitted to the engine ECU 24 without being changed (step S140), and this routine is ended. The engine ECU 24, which has received the target rotation speed Ne* and the target torque Te*, controls the intake air amount of the engine 22 and the fuel injection control so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. Ignition control is performed. As a result, the engine 22 is operated efficiently and the required power Pe* is output from the engine 22.

When the retard amount dθ is equal to or greater than the predetermined value dθref1, it is subsequently determined whether or not the operating point of the engine 22, which is determined by the engine speed Ne of the engine 22 and the load factor KL, is within the erroneous retarding region. (Step S120). The erroneous retard angle generation region is a region determined in advance by an experiment or analysis as a region in which the knock sensor 172 is likely to erroneously detect the occurrence of knocking due to noise of the engine 22 and the ignition timing is apt to be erroneously retarded. FIG. 5 is an explanatory diagram showing an example of an erroneous retard angle occurrence region. In the embodiment, as shown in the figure, the erroneous retard angle generation 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 Ne. It is set to a region of Ne1 (eg, 1800 rpm, 2000 rpm, 2200 rpm, etc.) or less, and a load factor KL of a ratio KL1 (eg, 48%, 50%, 52%, etc.) or less.

When the operating point of the engine 22 is outside the erroneous retard angle generation region, the target rotation speed Ne* and the target torque Te* are transmitted to the engine ECU 24 without being changed (step S140), and this routine is ended. The engine ECU 24, which has received the target rotation speed Ne* and the target torque Te*, controls the intake air amount of the engine 22 and the fuel injection control so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. Ignition control is performed. As a result, the engine 22 is operated efficiently and the required power Pe* is output from the engine 22.

When the operating region of the engine 22 is in the erroneous retarding region, the predetermined rotation speed Neref1 is set to the target rotation speed Ne*, and the required power Pe* is divided by the target rotation speed Ne* to obtain the target torque Te*. Is set (step S130). In the embodiment, the predetermined rotation speed Neref1 is a rotation speed outside the erroneous retard angle occurrence region and is set to a rotation speed Ne2 (eg, 2400 rpm, 2600 rpm, 2800 rpm) slightly higher than the rotation speed Ne1.

When the target rotation speed Ne* and the target torque Te* are set in this way, the target rotation speed Ne* and the target torque Te* are transmitted to the engine ECU 24 (step S140), and this routine is ended. The engine ECU 24, which has received the target rotation speed Ne* and the target torque Te*, controls the intake air amount of the engine 22 and the fuel injection control so that the engine 22 is operated based on the target rotation speed Ne* and the target torque Te*. Ignition control is performed. By such control, the engine 22 can be operated outside the erroneous retard angle generation region while outputting the required power Pe* from the engine 22, and the occurrence of the erroneous retard angle can be suppressed. Therefore, it is possible to suppress a large decrease in the output of the engine 22 due to the erroneous retard, and it is possible to suppress the lighting of the warning light 90 and the shift to the evacuation travel due to the EV travel.

According to the hybrid vehicle of the first embodiment described above, during the HV traveling, the retard amount dθ of the ignition timing of the engine 22 from the basic ignition timing θb is the predetermined amount dθref1 or more, and the rotation speed of the engine 22. When the operating point defined by Ne and the load factor KL is within the erroneous retard angle generation region, the target rotation is performed so that the operating point is outside the erroneous retard angle occurrence region predetermined region while outputting the required power Pe* from the engine 22. By setting the number Ne* and the target torque Te* and controlling the engine 22 and the motor MG1 so that the engine 22 is operated at the set target rotation speed Ne* and target torque Te*, the evacuation by EV traveling is performed. The shift to running can be suppressed.

In the hybrid vehicle 20 of the first embodiment, in the process of step S130, the predetermined rotation speed Neref1 outside the erroneous retard angle generation region is set to the target rotation speed Ne*, and the required power Pe* is divided by the target rotation speed Ne*. The target torque Te* is set. However, in this case, the operating point (point A) determined by the engine speed Ne and the torque Te of the engine 22 cannot be set as the point on the operating line shown in FIG. 3, and the energy efficiency is lowered. In order to deal with such an inconvenience, as shown in FIG. 6, the predetermined rotation speed Neref1 outside the erroneous retard angle generation region is set to the target rotation speed Ne*, and the required power Pe* is divided by the target rotation speed Ne*. One is set to the target torque Te*, and then the required power Pe* is increased and the target rotation speed Ne* and the target torque Te* are gradually increased. As a result, the operating point of the engine 22 can be changed to the point C on the operation line from the point A to the point B, and the engine 22 can be operated efficiently.

In the hybrid vehicle 20 of the first embodiment, the engine target value setting routine of FIG. 4 is executed, but the engine target value setting routine of FIG. 7 may be executed. The engine target value setting routine of FIG. 7 executes the process of step S200 instead of the process of step S100 of the engine target value setting routine illustrated in FIG. 4, and executes the processes of steps S225 and S230 instead of the process of step S130. The process is the same as the process of the engine target value setting routine of FIG. 4 except that it is executed. Therefore, the same processing as the processing of the engine target value setting routine of FIG. 4 is denoted by the same reference numeral, and the description thereof will be omitted.

When the engine target value setting routine illustrated in FIG. 7 is executed, the HVECU 70 causes the engine speed Ne, the retardation amount dθ, the required power Pe*, the target speed Ne*, the target torque Te*, and the load factor KL of the engine 22. , Depth of foreign matter (deposit) is input (step S200). Here, regarding the rotational speed Ne, the retardation amount dθ, the required power Pe*, the target rotational speed Ne*, the target torque Te*, and the load factor KL, the same method as the processing of S100 of the engine target value setting routine of FIG. 4 is performed. You are typing in. The accumulated amount Dep is calculated based on the difference Δdθ between the set correction value dθ and the initial value dθ1 of this correction value, and is input from the engine ECU 24 by communication.

Then, the processes of steps S110 and S120 are executed, and when the operation region of the engine 22 is the erroneous retard angle occurrence region, the accumulation amount Dep is compared with the predetermined value Depref (step S225). The predetermined value Depref is a threshold value for determining whether the engine 22 has a large amount of foreign matter (deposit) accumulated and noise is generated in the engine 22.

When the accumulated amount Dep is less than the predetermined value Depref, it is determined that noise due to the accumulation of foreign matter (deposit) does not occur in the engine 22, step S140 is executed, and this routine is ended.

When the accumulation amount Dep is equal to or greater than the predetermined value Depref, it is determined that noise is generated in the engine 22 due to the accumulation of foreign matter (deposit), and the predetermined rotation speed Neref2 is set to the target rotation speed Ne*, and the required power Pe* is set. The target torque Te* is set by dividing the target rotation speed Ne* (step S230). In the embodiment, the predetermined rotation speed Neref2 is a rotation speed outside the erroneous retard angle generation region, and is a rotation speed (for example, 3800 rpm, 4000 rpm, which can remove foreign matter (deposit) adhering to a piston ring (not shown) of the engine 22. 4200 rpm etc.). The noise of the engine 22 is considered to be caused by a foreign substance (deposit) attached to the piston ring. Therefore, by setting the predetermined rotation speed Neref2 to the target rotation speed Ne*, it is possible to remove foreign matter (deposit) adhering to the piston ring, and it is possible to eliminate the generation of noise in the engine 22. As a result, erroneous detection of the knock sensor 172 is suppressed to suppress the occurrence of an erroneous retard angle, and thus it is possible to suppress the shift to the escape travel due to the EV traveling due to the occurrence of the erroneous retard angle.

In the hybrid vehicle 20 of the first embodiment, the ignition timing of the engine 22 is retarded from the basic ignition timing θb by a predetermined amount dθref1 or more, and is determined by the engine speed Ne and the load factor KL. When the point is in the erroneous retard angle generation region, the predetermined rotation speed Neref1 is set to the target rotation speed Ne*, and the required power Pe* divided by the target rotation speed Ne* is set to the target torque Te*. There is. However, without considering the retardation amount dθ and the operating point, when the accumulated amount Dep of the foreign matter (deposit) is equal to or greater than the predetermined value, the predetermined rotation speed Neref2 is set to the target rotation speed Ne* and the required power is set. The target torque Te* may be set by dividing Pe* by the target rotation speed Ne*. This makes it possible to remove foreign matter (deposit) adhering to the piston ring of the engine 22 and suppress the generation of noise in the engine 22. As a result, it is possible to suppress erroneous detection of the knock sensor 172 to suppress the occurrence of an erroneous retard angle, and to suppress the shift to the escape travel due to the EV traveling due to the occurrence of the erroneous retard angle.

In the hybrid vehicle 20 of the first embodiment, when the difference between the required power Pe* of the engine 22 and the output power Pe actually output from the engine 22 becomes large during traveling in the HV traveling mode, A lighting signal is transmitted to the warning light 90 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. 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 signal May be turned on, and the engine 22 and the motors MG1 and MG2 may be controlled so as to shift to the EV traveling mode.

Next, the hybrid vehicle of the second embodiment will be described. The hybrid vehicle according to the second embodiment has the same hardware configuration and control as the hybrid vehicle 20 according to the first embodiment except that the engine target value setting routine illustrated in FIG. 4 is not executed. Therefore, of the configurations and controls of the second 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 hybrid vehicle of the second embodiment, when the difference between the required power Pe* of the engine 22 and the output power Pe actually output from the engine 22 becomes large during traveling in the HV drive mode (for example, When the ratio of the output power Pe to the required power Pe* is less than a predetermined ratio (for example, 18%, 20%, 22%), the rotation speed Ne of the engine 22 is the predetermined rotation speed Neref3 (for example, 1900 rpm, 2000 rpm). , 2100 rpm) or more, the traveling in the HV traveling mode is continued without turning on the warning light 90 or shifting to the EV traveling mode. Here, the predetermined rotation speed Neref3 is a threshold value for determining whether or not the noise of the engine 22 becomes small. When the rotation speed Ne of the engine 22 is equal to or higher than the predetermined rotation speed Neref3, the warning light 90 is not turned on or the EV traveling mode is not switched to when the rotation speed Ne of the engine 22 is equal to or higher than the predetermined rotation speed Neref3. This is based on the fact that the posture of the piston of the engine 22 is improved, the noise of the engine 22 is small, and erroneous detection of the knock sensor 172 is unlikely to occur. As described above, when the rotation speed Ne of the engine 22 is equal to or higher than the predetermined rotation speed Neref3, that is, when the false detection of the knock sensor 172 is unlikely to occur, the evacuation traveling by EV traveling is not performed, and thus there is an opportunity to shift to such evacuation traveling. Can be reduced.

According to the hybrid vehicle of the second embodiment described above, when the difference between the required power Pe* of the engine 22 and the output power Pe becomes large during traveling in the HV traveling mode, the rotational speed of the engine 22. When Ne is equal to or higher than the predetermined rotation speed Neref3, by continuing the traveling in the HV traveling mode, it is possible to reduce the chance of shifting to the escape traveling by the EV traveling.

The hybrid vehicles of the first and second 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 and second embodiments, the hybrid vehicle 20 is provided with 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 section of means for solving the problem is the same as the embodiment described in the section of the means for solving the problem. This is an example for specifically explaining the mode for carrying out the invention, and 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 (2)

An engine that outputs power for traveling,
A motor that can input and output power for running,
During the hybrid traveling in which the power from the engine and the power from the motor are used for traveling, when an abnormality occurs in the output of the engine, the operation of 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,
The control device is configured such that, during the hybrid traveling, the retard amount is equal to or more than a predetermined amount, and the operating point determined from the engine speed and the engine load factor is a predetermined low engine speed low load. When it is in the region , while controlling the engine to output the required power, the engine speed is controlled such that the engine speed is equal to or higher than the first engine speed outside the predetermined low engine speed low load range .
Hybrid car. The hybrid vehicle according to claim 1,
In the case where the retard amount is equal to or more than the predetermined amount and the operating point is in the predetermined low rotation speed medium low load region during the hybrid traveling, the control device further includes : When the amount of foreign matter adhering to the piston ring is equal to or larger than a predetermined amount as a threshold value at which noise is generated in the engine, the engine speed is the predetermined low rotation speed while outputting the required power from the engine. The engine is controlled so that the engine speed is equal to or higher than the second rotation speed outside the low load region .
Hybrid car.

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