Vehicle control systems

Abstract

A vehicle control system in which, when the amount of PM trapped in a GPF increases, the ENGECU's CPU executes a regeneration process that stops combustion control in some cylinders and enriches the air-fuel ratio of the mixture in the remaining cylinders relative to the stoichiometric air-fuel ratio. The HVECU's CPU also increases the target speed of the internal combustion engine while executing the regeneration process. The CPU also increases the engine's charging efficiency while executing the regeneration process.

Description

Technical Field

[0001] The present invention relates to a control system for a vehicle. Background Art

[0002] For example, Japanese Patent Application Laid-Open No. 2001-207886 describes a hybrid vehicle in which an internal combustion engine and a motor are capable of applying power to the drive wheels. The control device described in this document stops combustion control in some cylinders of the internal combustion engine when the requested output value of the internal combustion engine falls below a set value. In this case, the control device uses the motor to compensate for the drop in engine output caused by the suspension of combustion control. Summary of the Invention

[0003] In the case of the above-mentioned control device, a motor is required to compensate for the output drop of the internal combustion engine, and a margin is required to supply electric power to the motor in an amount that compensates for the output drop, with respect to the "battery capacity."

[0004] Means for solving the above-mentioned problems and their effects are described below.

[0005] 1. A vehicle control system, the vehicle control system is suitable for a vehicle equipped with an internal combustion engine, the internal combustion engine having multiple cylinders, the vehicle control system performs a stop process and an operating point change process, the stop process is a process of stopping the combustion control of a part of the multiple cylinders, the operating point change process is a process of changing the operating point of the internal combustion engine while performing the stop process, the operating point is a point specified by the rotational speed of the crankshaft of the internal combustion engine and the filling efficiency (air charging efficiency), and the operating point changed by the operating point change process is an operating point at which the rotational speed of the crankshaft of the internal combustion engine is greater than the operating point without the change.

[0006] In the above configuration, when a stop process is executed, the operating point change process increases both the engine speed and the charging efficiency. Consequently, the amount of combustion energy generated per unit time through combustion control in cylinders not subject to the stop process increases. Consequently, the engine itself can be used to suppress the decrease in engine output caused by the stop process.

[0007] Here, increasing the amount of combustion energy generated per unit time in cylinders not subject to shutdown processing can be achieved simply by increasing the charging efficiency or increasing the engine speed. However, when the charging efficiency is already high enough, simply increasing the charging efficiency cannot fully compensate for the decrease in output. In contrast, in the above configuration, increasing the engine speed can sufficiently suppress the decrease in output even at operating points where the charging efficiency is already high.

[0008] 2. According to the vehicle control system described in 1 above, the operating point changed by the operating point changing process is an operating point at which both the rotation speed of the crankshaft and the charging efficiency are higher than those of the operating point without the change.

[0009] If the rotational speed is greatly increased, the sound perceived by the user may increase. In contrast, in the above configuration, by increasing both the charging efficiency and the rotational speed, a suitable compromise can be achieved between "sufficiently suppressing a decrease in output" and "suppressing an increase in noise from the internal combustion engine."

[0010] 3. According to the vehicle control system described in item 2 above, the vehicle control system executes a required internal combustion engine output setting process and an internal combustion engine operation process, the required internal combustion engine output setting process includes an internal combustion engine base value setting process and a correction process, the internal combustion engine base value setting process is a process for setting the required output of the internal combustion engine, i.e., the base value of the required internal combustion engine output, according to the accelerator operation amount, the correction process is a process for performing an increase correction to increase the required internal combustion engine output relative to the base value when the stop process is executed, and the internal combustion engine operation process is a process for operating an operating unit of the internal combustion engine that adjusts the charging efficiency according to the required internal combustion engine output.

[0011] In the above configuration, the charging efficiency is increased by operating the operating unit that adjusts the charging efficiency based on the required internal combustion engine output that has been corrected to increase by the correction process.

[0012] 4. According to the vehicle control system described in 3 above, the internal combustion engine has an after-treatment device in the exhaust passage, and the vehicle control system executes a regeneration process and a reduction variable calculation process of the after-treatment device, the regeneration process includes the stop process and the rich combustion process, the rich combustion process is a process of adjusting the enrichment degree of the air-fuel ratio of the mixture in the cylinder that is not the object of the stop process among the multiple cylinders according to the temperature of the after-treatment device, the reduction variable calculation process is a process of calculating the value of the reduction variable according to the enrichment degree, the reduction variable is a variable indicating the amount of decrease in the output of the internal combustion engine caused by the regeneration process, and the correction process is a process of performing an increase correction to increase the required internal combustion engine output relative to the base value according to the value of the reduction variable.

[0013] The torque generated by combustion control can vary depending on the air-fuel ratio of the mixture. Therefore, in the above configuration, the value of the derating variable is calculated based on the degree of enrichment. Furthermore, by correcting the engine's required torque based on the derating variable, the decrease in output caused by the shutdown process can be accurately compensated.

[0014] 5. The vehicle control system according to 3 or 4 above, wherein the vehicle includes a rotating electric machine, and the power of the internal combustion engine and the power of the rotating electric machine can be applied to drive wheels.

[0015] In the above configuration, since the rotating electric machine can apply power to the drive wheels, it is also possible to use the rotating electric machine to compensate for the drop in output of the internal combustion engine caused by the shutdown process. However, in this case, depending on the state of the mechanism supplying power to the rotating electric machine, it may not be possible to fully compensate for the drop in output. In contrast, the above correction process can compensate for the drop in output regardless of the state of the mechanism supplying power to the rotating electric machine.

[0016] 6. The vehicle control system according to 5 above, wherein the rotating electric machine is a second rotating electric machine, the vehicle includes a planetary gear mechanism, a first rotating electric machine, and a battery, the planetary gear mechanism includes a first rotating body, a second rotating body, and a third rotating body, the first rotating body is mechanically connected to the rotating shaft of the first rotating electric machine, the second rotating body is mechanically connected to the rotating shaft of the second rotating electric machine, and the third rotating body is mechanically connected to the crankshaft of the internal combustion engine, the first rotating body and the third rotating body are mechanically connected to the drive wheels via the second rotating body, the battery exchanges electric power with the first rotating electric machine and the second rotating electric machine, the internal combustion engine base value setting processing is processing for setting the base value based on a required charge / discharge power of the battery in addition to the accelerator operation amount, and the required internal combustion engine output setting processing includes feedback processing for controlling the required internal combustion engine output by feedback-controlling the actual charge / discharge power of the battery to the required charge / discharge power.

[0017] In the above configuration, it is assumed that, when the required charge and discharge power deviates and the rotary electric machine is used to compensate for the decrease in output caused by the stop process, the output of the internal combustion engine is increased by feedback processing. Therefore, the feedback process can also compensate for the decrease in output caused by the stop process by increasing the output of the internal combustion engine. However, a response delay occurs in the feedback process, and therefore, depending on the battery charge rate, there may be a period during which the decrease in the output of the internal combustion engine cannot be fully compensated due to the response delay of the feedback process. In addition, there is a tendency to set an upper limit value for the operation amount of the feedback process. In this case, when the feedback process is used to compensate for the decrease in output caused by the stop process, it may not be possible to control the charge and discharge power of the battery with high precision. In contrast, in the above configuration, "rapid compensation for the decrease in output" and "high-precision control of the charge and discharge power of the battery" can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0019] Figure 1 It is a diagram showing the configuration of a control system and a drive system according to the first embodiment.

[0020] Figure 2 This is a flowchart showing the steps of processing executed by the control system according to this embodiment.

[0021] Figure 3 This is a flowchart showing the steps of processing executed by the control system according to this embodiment.

[0022] Figure 4 This is a flowchart showing the steps of processing executed by the control system according to this embodiment.

[0023] Figure 5 This is a flowchart showing the steps of processing executed by the control system according to this embodiment.

[0024] Figure 6 It is a timing chart showing the operation of this embodiment.

[0025] Figure 7 It is a time chart showing the operation of the comparative example.

[0026] Figure 8 This is a diagram illustrating a method of setting an operating point according to this embodiment.

[0027] Figure 9 This is a flowchart showing the procedure of processing executed by the control system according to the second embodiment.

[0028] Figure 10 It is a timing chart showing the operation of this embodiment.

[0029] Figure 11 It is a time chart showing the operation of the comparative example. DETAILED DESCRIPTION

[0030] <First embodiment>

[0031] Hereinafter, a first embodiment will be described with reference to the drawings.

[0032] like Figure 1As shown, internal combustion engine 10 includes four cylinders #1 to #4. A throttle valve 14 is provided in intake passage 12 of internal combustion engine 10. Air drawn into intake passage 12 flows into combustion chamber 18 as intake valve 16 opens. Fuel is injected into combustion chamber 18 from in-cylinder injection valve 22. Furthermore, the mixture of air and fuel within combustion chamber 18 is combusted by spark discharge from spark plug 24. The combustion energy generated is converted into rotational energy of crankshaft 26.

[0033] The mixture that has been burned in the combustion chamber 18 is discharged as exhaust gas into the exhaust passage 30 as the exhaust valve 28 opens. A three-way catalyst 32 having oxygen storage capacity and a gasoline particulate filter (GPF 34) are provided in the exhaust passage 30. In this embodiment, a configuration in which a three-way catalyst is supported on a filter that captures particulate matter (PM) is exemplified as the GPF 34.

[0034] The crankshaft 26 is mechanically connected to the gear carrier C of the planetary gear mechanism 50 that constitutes the power distribution device. The rotating shaft 52a of the first electric generator 52 is mechanically connected to the sun gear S of the planetary gear mechanism 50. In addition, the rotating shaft 54a of the second electric generator 54 and the drive wheel 60 are mechanically connected to the ring gear R of the planetary gear mechanism 50. An AC voltage is applied to the terminals of the first electric generator 52 by the inverter 56. In addition, an AC voltage is applied to the terminals of the second electric generator 54 by the inverter 58. The inverters 56 and 58 convert the terminal voltage of the battery 59, which is a DC voltage source, into an AC voltage. In addition, in this embodiment, the battery 59 is set as a secondary battery such as a lithium-ion secondary battery.

[0035] The ENGECU 70 controls the internal combustion engine 10 and operates the operating parts of the internal combustion engine 10 such as the throttle valve 14, the in-cylinder injection valve 22, and the spark plug 24 in order to control the torque, exhaust gas component ratio, etc. Figure 1 1 and 2 show operation signals MS1 to MS3 for the throttle valve 14 , the in-cylinder injection valve 22 , and the spark plug 24 , respectively.

[0036] The ENGECU 70 refers to the intake air amount Ga detected by the air flow meter 80 and the output signal Scr of the crank angle sensor 82 to control the controlled variable. In addition, the ENGECU 70 refers to the water temperature THW detected by the water temperature sensor 88.

[0037] The CPU 72, ROM 74, and peripheral circuits 76 included in the ENGECU 70 can communicate via a communication line 78. The peripheral circuits 76 include circuits for generating clock signals that regulate internal operations, power supply circuits, and reset circuits. The ENGECU 70 controls controlled variables by having the CPU 72 execute programs stored in the ROM 74.

[0038] The ENGECU 70 can also communicate with the external MGECU 90 and HVECU 110 .

[0039] The MGECU 90 controls the first motor generator 52 and operates the inverter 56 to control the rotational speed as the control variable. The MGECU 90 controls the second motor generator 54 and operates the inverter 58 to control the torque as the control variable. Figure 1 , operation signals MS4 and MS5 for inverters 56 and 58 are described in [1]. MGECU 90 refers to output signal Sm1 of first rotation angle sensor 100, which detects the rotation angle of first motor generator 52, to control the controlled variable of first motor generator 52. Furthermore, MGECU 90 refers to output signal Sm2 of second rotation angle sensor 102, which detects the rotation angle of second motor generator 54, to control the controlled variable of second motor generator 54.

[0040] The CPU 92, ROM 94, and peripheral circuit 96 included in the MGECU 90 can communicate via a communication line 98. The MGECU 90 controls the controlled variable by having the CPU 92 execute a program stored in the ROM 94.

[0041] HVECU 110 controls a hybrid system comprising an internal combustion engine 10, a first motor generator 52, and a second motor generator 54. HVECU 110 outputs command values ​​for the internal combustion engine 10 to ENGECU 70. HVECU 110 outputs command values ​​for the first motor generator 52 and the second motor generator 54 to MGECU 90. To output the command values, HVECU 110 refers to the accelerator pedal depression amount, i.e., the accelerator operation amount ACCP, detected by the accelerator sensor 120. Furthermore, HVECU 110 refers to the output signal Sp of the output-side rotation angle sensor 122, which detects the rotation angle of the ring gear R. Furthermore, HVECU 110 refers to the charge and discharge current Ib of the battery 59, detected by the current sensor 124, and the terminal voltage Vb of the battery 59, detected by the voltage sensor 126. The CPU 112, ROM 114, and peripheral circuit 116 included in HVECU 110 are capable of communicating via a communication line 118. After the HVECU 110 calculates a command value by having the CPU 112 execute a program stored in the ROM 114 , the HVECU 110 outputs the calculated command value to the outside.

[0042] The following, Figure 1 Of the processes executed by the illustrated system, the regeneration process of the GPF 34 , the command process by the HVECU 110 , and the operation process of the throttle valve 14 will be described in detail.

[0043] (GPF34 regeneration process)

[0044] exist Figure 2 The steps of the regeneration process are shown in FIG. Figure 2 The processing shown is realized by the CPU 72 repeatedly executing, for example, a program stored in the ROM 74 of the ENGECU 70 at a predetermined cycle. In the following, the step number of each process is represented by a number preceded by "S".

[0045] exist Figure 2 In the series of processes shown, the CPU 72 first obtains the engine speed NE, the charging efficiency η, and the water temperature THW (S10). Next, the CPU 72 calculates the updated amount ΔDPM of the accumulation amount DPM based on the engine speed NE, the charging efficiency η, and the water temperature THW (S12). Here, the accumulation amount DPM is the amount of PM trapped by the GPF 34. Specifically, the CPU 72 calculates the amount of PM in the exhaust gas discharged into the exhaust passage 30 based on the engine speed NE, the charging efficiency η, and the water temperature THW. In addition, the CPU 72 calculates the temperature of the GPF 34 based on the engine speed NE and the charging efficiency η. Then, the CPU 72 calculates the updated amount ΔDPM based on the amount of PM in the exhaust gas and the temperature of the GPF 34. Furthermore, when executing the process of S20 described later, the temperature of the GPF 34 and the updated amount ΔDPM can be calculated based on the increment coefficient K.

[0046] Next, the CPU 72 updates the accumulation amount DPM based on the updated amount ΔDPM (S14). Next, the CPU 72 determines whether flag F is "1" (S16). If flag F is "1," it indicates that the temperature increase process is being executed to burn and remove PM in the GPF 34. On the other hand, if flag F is "0," it indicates that the temperature increase process is not being executed. If the CPU 72 determines that the temperature is "0" (S16: No), it determines whether the accumulation amount DPM is greater than the regeneration execution value DPMH (S18). The regeneration execution value DPMH is set to a value that indicates that the amount of PM trapped in the GPF 34 has increased, and it is desired to remove the PM.

[0047] If the CPU 72 determines that the accumulation amount DPM is greater than the regeneration execution value DPMH (S18: YES), it executes a temperature increase process and sets "1" to flag F (S20). In this embodiment, the CPU 72 stops fuel injection from the in-cylinder injection valve 22 of cylinder #1 and enriches the air-fuel ratio of the mixture in the combustion chambers 18 of cylinders #2, #3, and #4 relative to the stoichiometric air-fuel ratio. First, this process increases the temperature of the three-way catalyst 32. Specifically, by discharging oxygen and unburned fuel into the exhaust passage 30, the unburned fuel is oxidized in the three-way catalyst 32, thereby increasing the temperature of the three-way catalyst 32. Second, this process increases the temperature of the GPF 34 and supplies oxygen to the heated GPF 34, thereby oxidizing and removing PM trapped by the GPF 34. Specifically, when the temperature of the three-way catalyst 32 reaches a high temperature, the high-temperature exhaust gas flows into the GPF 34, causing the temperature of the GPF 34 to rise. Then, oxygen flows into the GPF 34 at a high temperature, thereby oxidizing and removing the PM trapped by the GPF 34 .

[0048] Specifically, the CPU 72 substitutes "0" for the requested injection amount Qd for the in-cylinder injection valve 22 of cylinder #1. Meanwhile, the CPU 72 substitutes a value obtained by multiplying the base injection amount Qb by the increment coefficient K for the requested injection amount Qd for cylinders #2, #3, and #4. The base injection amount Qb is the amount of fuel required to bring the air-fuel ratio of the mixture in the combustion chamber 18 to the stoichiometric air-fuel ratio.

[0049] The CPU 72 sets the increment coefficient K so that the unburned fuel in the exhaust gas discharged from cylinders #2, #3, and #4 into the exhaust passage 30 is not more than an amount that allows the unburned fuel to react with the oxygen discharged from cylinder #1 without excess or deficiency. Specifically, when the temperature of the GPF 34 is low, the CPU 72 sets the increment coefficient K to a larger value than when the temperature of the GPF 34 is high.

[0050] Next, CPU 72 substitutes the value obtained by adding a predetermined amount δ to "1 / 4" into the reduction variable RDp (S22). The reduction variable RDp is a variable that represents the rate of reduction in the output of the internal combustion engine 10 due to the regeneration process. In the process of S22, since combustion control is only stopped in cylinder #1, it is assumed that the output is approximately "1 / 4" compared to the case where combustion control is not stopped. However, in reality, due to differences from the case where combustion control is executed in all cylinders #1 to #4, there is a tendency for the output to be less than "1 / 4". Therefore, the corresponding amount is expressed as the predetermined amount δ. In addition, the predetermined amount δ is a negative value.

[0051] On the other hand, if the CPU 72 determines that the flag F is "1" (S16: YES), it then determines whether the accumulation amount DPM is less than the stop lower limit guard value DPML (S24). The stop lower limit guard value DPML is set to a value at which the amount of PM trapped by the GPF 34 becomes sufficiently low to stop the regeneration process. If the CPU 72 determines that the accumulation amount DPM is greater than the stop lower limit guard value DPML (S24: NO), the process proceeds to S20.

[0052] On the other hand, when the accumulation amount DPM is equal to or less than the stop lower limit protection value DPML ( S24 : YES), the CPU 72 stops the process of S20 and substitutes “0” into the flag F ( S26 ).

[0053] When the processing of S22 and S26 is completed, the CPU 72 outputs the value of flag F to the HVECU 110 ( S28 ). When flag F is “1”, the CPU 72 outputs the value of the descent variable RDp together with the value of flag F to the HVECU 110 .

[0054] When the CPU 72 completes the processing of S28, it temporarily ends the Figure 2 A series of processing shown.

[0055] (Command Processing by HVECU 110)

[0056] Figure 3 and Figure 4 hereinafter shows the steps of the command processing performed by the HVECU 110 . Figure 3 and Figure 4 The processing shown is realized by CPU 112 repeatedly executing a program stored in ROM 114 at predetermined intervals, for example.

[0057] exist Figure 3 and Figure 4 In the series of processes shown, the CPU 112 first obtains the accelerator operation amount ACCP and the output speed Np (S30). The output speed Np is the speed of the ring gear R. In other words, it is a variable representing the vehicle speed. The output speed Np is calculated by the CPU 112 based on the output signal Sp.

[0058] Based on the accelerator operation amount ACCP and the output side speed Np, the CPU112 calculates the torque required by the drive wheel 60, that is, the required driving torque Tp* (S32). Then, the CPU112 substitutes the product of the required driving torque Tp* and the output side speed Np into the driving output Pp* (S34). Next, the CPU112 calculates the required charge and discharge power Pd* of the battery 59 based on the charge rate SOC of the battery 59 (S36). Regarding the required charge and discharge power Pd*, the discharge situation is set to positive. In detail, when the charge rate SOC is below a predetermined value, the CPU112 sets the required charge and discharge power Pd* to negative in order to charge the battery 59. In addition, the charge rate SOC is calculated by the CPU112 based on the charge and discharge current Ib and the terminal voltage Vb.

[0059] Next, the CPU 112 subtracts the product of the required charge / discharge power Pd* and the conversion efficiency Kef from the driving output Pp*, and substitutes the value obtained into the system output Ps* (S38). The CPU 112 then determines whether the vehicle is in stable driving mode (S40). For example, the CPU 112 determines that the vehicle is in stable driving mode if the change in the required drive torque Tp* per unit time is less than a predetermined value and the change in the output speed Np per unit time is less than a predetermined value.

[0060] If the CPU 112 determines that the vehicle is not in steady-state driving mode (S40: No), it substitutes the system output Ps* into the required internal combustion engine output base value Peb* (S42). On the other hand, if the CPU 112 determines that the vehicle is in steady-state driving mode (S40: Yes), it substitutes the value obtained by adding the feedback correction amount FB to the system output Ps* into the required internal combustion engine output base value Peb* (S44). The feedback correction amount FB is an operation variable used to feedback-control the charge and discharge power of the battery 59 to the required charge and discharge power Pd*. The actual charge and discharge power of the battery 59 is calculated by the CPU 112 as the product of the charge and discharge current Ib and the terminal voltage Vb. If the value obtained by subtracting the actual charge and discharge power from the required charge and discharge power Pd* is less than the lower limit, the CPU 112 increases the feedback correction amount FB by a predetermined amount. On the other hand, if the value obtained by subtracting the actual charge and discharge power from the required charge and discharge power Pd* is greater than the upper limit, the CPU 112 decreases the feedback correction amount FB by a predetermined amount.

[0061] Upon completion of the processing of S42 and S44, CPU 112 determines whether flag F is "1" (S46). If CPU 112 determines that flag F is "0" (S46: No), it substitutes the required internal combustion engine output base value Peb* into the required internal combustion engine output Pe* (S48). Conversely, if CPU 112 determines that flag F is "1" (S46: Yes), it obtains the reduction variable RDp (S50). Then, CPU 112 substitutes "Peb* / (1-RDp)" into the required internal combustion engine output Pe* (S52).

[0062] When the CPU 112 completes the processing of S48 and S52, it calculates the target engine speed NE* and the first required speed Nmg1* ( Figure 4 Here, target engine speed NE* is the target value of engine speed NE. Furthermore, first required speed Nmg1* is the required value of first speed Nmg1, which is the speed of the rotating shaft 52a of the first motor generator 52. Specifically, the process of S56 is as follows.

[0063] CPU112 first calculates the target engine speed NE* based on the required engine output Pe*. This can be achieved by having CPU112 perform a mapping operation on the target engine speed NE* in a state where mapping data is pre-stored in ROM114. Here, mapping data is data that uses the required engine output Pe* as an input variable and the target engine speed NE* as an output variable. Mapping data is a set of data consisting of "discrete values ​​of input variables" and "values ​​of output variables corresponding to each value of the input variable." In addition, the mapping operation can be set to process the value of the output variable of the corresponding mapping data as the result of the operation when the value of the input variable is consistent with any of the values ​​of the input variables of the mapping data. In addition, the mapping operation can be set to process the value obtained by interpolating the values ​​of multiple output variables contained in the mapping data as the result of the operation when the value of the input variable is inconsistent with any of the values ​​of the input variables of the mapping data.

[0064] Next, the CPU 112 calculates the first required rotation speed Nmg1* based on the following equation.

[0065] NE*={ρ / (1+ρ)}·Nmg1*+{1 / (1+ρ)}·Np

[0066] The planetary gear ratio ρ in the above equation is a value obtained by dividing the number of teeth of the sun gear S by the number of teeth of the ring gear R.

[0067] Next, the CPU 112 outputs the required engine output Pe* and the target engine speed NE* to the ENGECU 70 ( S58 ). Furthermore, the CPU 112 substitutes the value obtained by subtracting the first engine speed Nmg1 from the first required engine speed Nmg1* into the error err1 ( S60 ). The first engine speed Nmg1 is calculated by the MGECU 90 based on the output signal Sm1 .

[0068] Next, the CPU 112 substitutes the value obtained by dividing the required internal combustion engine output base value Peb* by the target internal combustion engine speed NE* into the internal combustion engine torque base value Teb ( S62 ).

[0069] Next, CPU112 calculates the first required torque Tmg1* (S64). The first required torque Tmg1* is the required torque for the first electric generator 52. CPU112 sets the first required torque Tmg1* to the sum of an open-loop term and a feedback term. Here, the open-loop term is "{-ρ / (1+ρ)}·Teb". Here, "-ρ / (1+ρ)" is a coefficient for converting the torque of the gear carrier C into the torque of the sun gear S. On the other hand, the feedback term is the operating variable used for feedback control of the first speed Nmg1. The feedback term is the sum of the output of the proportional element and the output of the integral element. The output value of the proportional element is a value obtained by multiplying the error err1 by the proportional gain Kp. The output value of the integral element is the cumulative value of the value obtained by multiplying the error err1 by the integral gain Ki.

[0070] Next, CPU 112 substitutes the value obtained by multiplying the first required torque Tmg1* by "(-1) / ρ" into the linear torque Ted (S66). Here, "(-1) / ρ" is a coefficient for converting the torque of the sun gear S into the torque of the ring gear R. The linear torque Ted is the torque assumed to be applied to the ring gear R for calculation purposes.

[0071] Next, CPU 112 calculates a second required torque Tmg2* by subtracting the straight-line torque Ted from the required drive torque Tp* (S68). The value obtained by subtracting the straight-line torque Ted from the required drive torque Tp* represents the shortfall in the output of ring gear R relative to the torque applied to drive wheels 60 to achieve the required drive torque Tp*.

[0072] Next, the CPU 112 outputs the first required torque Tmg1* and the second required torque Tmg2* to the MGECU 90 ( S70 ).

[0073] When the processing of S70 is completed, the CPU 112 temporarily ends the process. Figure 3 and Figure 4 A series of processing shown.

[0074] (Operation Process of Throttle Valve 14)

[0075] exist Figure 5 2 shows the steps of the process related to the operation of the throttle valve 14. Figure 5 The processing shown is realized by the CPU 72 repeatedly executing a program stored in the ROM 74 of the ENGECU 70 at predetermined intervals, for example.

[0076] exist Figure 5 In the series of processes shown, the CPU 72 first receives the required internal combustion engine output Pe* and the target internal combustion engine speed NE* (S80). Then, the CPU 72 substitutes the value obtained by dividing the required internal combustion engine output Pe* by the target internal combustion engine speed NE* into the internal combustion engine required torque Te* (S82). Next, the CPU 72 calculates the command value of the opening degree of the throttle valve 14, that is, the throttle opening command value TA* based on the internal combustion engine required torque Te* (S84). The throttle opening command value TA* calculated here is used to make the torque of the internal combustion engine 10 equal to the internal combustion engine required torque Te* when combustion control is performed in all cylinders #1 to #4. Then, the CPU 72 outputs an operation signal MS1 to the throttle valve 14 to control the opening degree of the throttle valve 14 to the throttle opening command value TA* (S86).

[0077] In addition, when the CPU 72 completes the processing of S86, it temporarily ends the Figure 5 A series of processing shown.

[0078] Here, the operation and effects of this embodiment will be described.

[0079] exist Figure 6 exemplarily shows the engine output Pe, the required engine output Pe*, the feedback correction amount FB, the charge and discharge state of the battery 59 , and the transition of the flag F according to the present embodiment. The engine output Pe is the actual output of the internal combustion engine 10 .

[0080] like Figure 6As shown, when regeneration processing is executed at time t1, the CPU 112 of the HVECU 110 increments the requested engine output Pe* relative to the requested engine output base value Peb* based on the value of the descent variable RDp. The CPU 112 then outputs the incremented requested engine output Pe* to the ENGECU 70. The ENGECU 70 calculates the requested engine torque Te* from the requested engine output Pe* and operates the throttle valve 14 based on this value. The CPU 72 operates the throttle valve 14 so that the output of the internal combustion engine 10 reaches the requested engine output Pe* when combustion control is executed in all cylinders #1 to #4. Therefore, after time t1, when combustion control is stopped in cylinder #1, the throttle valve 14 is opened wider. Specifically, at time t1, the requested engine output Pe* increases in stages based on the descent variable RDp. Consequently, the throttle opening command value TA*, which is appropriate for controlling the output of the internal combustion engine 10 to the requested engine output Pe*, increases in stages. Therefore, the throttle valve 14 is operated so that the opening degree of the throttle valve 14 becomes larger.

[0081] Therefore, it is possible to suppress the situation where the internal combustion engine output Pe becomes insufficient due to the execution of the regeneration process. Figure 6 In the example, after time t1, the engine output Pe is insufficient for a very short period of time. This is due to the response delay of the increase in the filling efficiency η to the increase in the opening degree of the throttle valve 14. In addition, at time t1, the engine torque base value Teb calculated using the processing of S62 decreases. That is, the target engine speed NE* used in the processing of S62 is calculated based on the required engine output Pe*, which has increased due to the decrease in the variable RDp, so the target engine speed NE* increases. On the other hand, the required engine output base value Peb* itself does not increase, so the engine torque base value Teb decreases. As a result, the absolute value of the first required torque Tmg1* calculated in the processing of S64 decreases. Therefore, the straight-line torque Ted decreases, and thus the second required torque Tmg2* increases. However, thereafter, the absolute value of the first required torque Tmg1* increases by feedback control of the first speed Nmg1 to the first required speed Nmg1*. Then, the straight-line torque Ted thereby becomes smaller, and therefore the second required torque Tmg2* is reduced.

[0082] exist Figure 7 , in a comparative example in which the processing of S50 and S52 is not executed, the engine output Pe, the required engine output Pe*, the feedback correction amount FB, the charge and discharge state of the battery 59, and the transition of the flag F are shown. Figure 7 The example shown shows an example in which "Peb*·RDp" is used instead of the required internal combustion engine output base value Peb* in the process of S62.

[0083] like Figure 7 As shown, when the regeneration process is executed at time t1, the internal combustion engine torque base value Teb calculated by the process of S62 decreases in stages. As a result, the absolute value of the first required torque Tmg1* calculated in the process of S64 decreases in stages. Therefore, the straight-line torque Ted decreases in stages, and the second required torque Tmg2* increases in stages. Therefore, as shown in FIG. Figure 7 As shown, the discharged power of battery 59 increases in stages. Then, at time t2, when steady travel is determined, the required engine output base value Peb* becomes the value obtained by adding the feedback correction amount FB to the system output Ps*. Consequently, the required engine output Pe* increases.

[0084] Then, when the regeneration process is stopped at time t3, combustion control is performed in cylinder #1, so the internal combustion engine output Pe increases to "4 / 3" of the level before the regeneration process is stopped. In addition, the internal combustion engine torque base value Teb calculated by the process of S62 increases in stages. Therefore, the absolute value of the first required torque Tmg1* increases in stages. Therefore, the straight-line torque Ted increases in stages, so the second required torque Tmg2* decreases in stages. Therefore, as Figure 7 As shown, the charging power of the battery 59 increases in stages.

[0085] Then, when it is determined at time t4 that the vehicle is in steady travel, the requested engine output base value Peb* becomes a value obtained by adding the feedback correction amount FB to the system output Ps*.

[0086] As described above, in the comparative example, since the required internal combustion engine output Pe* is not increased or decreased by feedforward control in conjunction with the start and end of the regeneration process, it is necessary to adjust the running output Pp* by charging and discharging the battery 59. However, the upper limit of the charge and discharge power of the battery 59 is limited by factors such as the charge rate SOC and the temperature of the battery 59. Therefore, it is not always possible to control the running output Pp* by charging and discharging the battery 59.

[0087] Furthermore, when it is determined that the vehicle is in stable operation, the required internal combustion engine output Pe* is increased or decreased by feedback control of the required charge / discharge power Pd*. However, when using feedback control to compensate for the change in the output of the internal combustion engine 10 accompanying the start and stop of the regeneration process, a response delay occurs. Figure 7 As shown by the dashed line in FIG, the feedback correction amount FB has an upper limit and a lower limit. Therefore, when compensating for changes in the output of internal combustion engine 10 resulting from stopping and resuming combustion control of cylinder #1, the absolute value of the feedback correction amount FB tends to increase, causing it to reach the lower limit. Consequently, it may be difficult to accurately control the charge and discharge power of battery 59 to the required charge and discharge power Pd* through feedback control.

[0088] In contrast, in this embodiment, the required engine output Pe* is increased or decreased by feedforward control in conjunction with the start and end of the regeneration process, thereby enabling control of the running output Pp* without being limited by the charge and discharge power of the battery 59 .

[0089] In addition, in this embodiment, the CPU 112 increases the required engine output Pe* as the regeneration process starts, and sets the target engine speed NE* accordingly. Figure 8 As shown, when the operating point of the internal combustion engine 10 is defined by the engine speed NE and the charging efficiency η, the operating point is changed to an operating point where both the engine speed NE and the charging efficiency η are large as the regeneration process starts.

[0090] exist Figure 8 , an example of a transition from the operating point P1 before the start of the regeneration process to the operating point P2 as the regeneration process is executed is shown. Figure 8 In FIG. 1 , the solid line represents a set of operating points that can be obtained when combustion control is executed in all cylinders # 1 to # 4 , and the dotted line represents an equal output line.

[0091] Here, in order to "set the engine output Pe to the required engine output Pe*," a transition from operating point P1 to operating point P2 is not essential. For example, there is an option to transition from operating point P1 to operating point P3 by increasing the throttle valve 14 opening without changing the target engine speed NE*. However, in this case, if the charging efficiency η indicated by the operating point P1 before the transition is high, it may be difficult to increase the charging efficiency η and thus make it difficult to set the engine output Pe to the required engine output Pe*. Alternatively, for example, there is an option to increase the target engine speed NE* without changing the charging efficiency η, thereby transitioning to operating point P4. However, in this case, a sound of a level that is noticeable to the user is likely to be generated.

[0092] According to the present embodiment described above, the following operations and effects can also be obtained.

[0093] (1) The HVECU 110 sets a target engine speed NE* and performs feedback control on the engine speed NE to achieve the target engine speed NE*. In this case, if the ENGECU 70, which controls the engine 10, alone compensates for the decrease in engine output 10 caused by the regeneration process, only the charging efficiency η can be increased. Therefore, the HVECU 110 setting the target engine speed NE* based on the required engine output Pe* incremented by the value of the descent variable RDp is particularly effective.

[0094] <Second embodiment>

[0095] Hereinafter, the second embodiment will be described with reference to the drawings, focusing on differences from the first embodiment.

[0096] In the first embodiment, the descent variable RDp is substituted with a value obtained by adding a predetermined amount δ to the value obtained by dividing the number of cylinders in which combustion control is stopped by the total number of cylinders in the internal combustion engine 10. In contrast, in the present embodiment, the value of the descent variable RDp is calculated by taking into account the torque change based on the air-fuel ratio in the cylinders in which combustion control is continued.

[0097] exist Figure 9 hereinafter shows the steps of the regeneration process according to the present embodiment. Figure 9 The processing shown is realized by the CPU 72 repeatedly executing the program stored in the ROM 74 of the ENGECU 70 at a predetermined cycle, for example. Figure 9 In, about Figure 2 For the sake of convenience, the same step numbers are assigned to corresponding processes shown in the figure, and their descriptions are omitted.

[0098] exist Figure 9 In the series of processes shown, upon completing S20, the CPU 72 substitutes the value obtained by adding the predetermined amount δ and the air-fuel ratio correction amount Δ to "1 / 4" into the descending variable RDp (S22a). The CPU 72 calculates a larger value for the air-fuel ratio correction amount Δ as the increment coefficient K increases. This is based on the fact that, when the air-fuel ratio is made richer than the stoichiometric air-fuel ratio, the richer the ratio is before reaching the output air-fuel ratio, the greater the torque of the internal combustion engine 10.

[0099] When the process of S22a is completed, the CPU 72 proceeds to the process of S28.

[0100] Here, the operation and effects of this embodiment will be described.

[0101] exist Figure 10 3 shows, by way of example, changes in the engine output Pe, the required engine output Pe*, the feedback correction amount FB, the charge and discharge state of the battery 59, the flag F, and the increase coefficient K according to the present embodiment.

[0102] like Figure 10 As shown, when regeneration is executed at time t1, CPU 112 of HVECU 110 increments the required engine output Pe* based on the value of descent variable RDp. CPU 112 then outputs the required engine output Pe* to ENGECU 70. CPU 72 of ENGECU 70 calculates the required engine torque Te* based on the required engine output Pe* and operates throttle valve 14 based on the calculated torque.

[0103] Furthermore, upon initiation of the regeneration process, CPU 72 enriches the air-fuel ratio of the mixture in cylinders #2-#4 by reducing it from the stoichiometric air-fuel ratio. In conjunction with this, CPU 72 gradually decreases the reduction variable RDp. Consequently, the required engine output Pe* calculated by CPU 112 of HVECU 110 gradually decreases. This continues until time t2, when the air-fuel ratio of the mixture in cylinders #2-#4 has fallen to the output air-fuel ratio.

[0104] To prevent an excessive increase in the temperature of the GPF 34, the CPU 72 gradually decreases the increment coefficient K, thereby increasing the air-fuel ratio of the mixture in cylinders #2 through #4. Therefore, after time t3 when the air-fuel ratio of the mixture in cylinders #2 through #4 has risen to the output air-fuel ratio, the requested engine output base value Peb* calculated by the CPU 112 of the HVECU 110 gradually increases.

[0105] As described above, in this embodiment, the torque change of the internal combustion engine 10 based on the "air-fuel ratio of the mixture in the cylinder where combustion control is continued" is reflected in the descent variable RDp. This allows the descent variable RDp, which serves as the manipulated variable for feedforward control to compensate for output fluctuations caused by the regeneration process, to be calculated with greater accuracy.

[0106] By the way, Figure 6 For the sake of convenience, the illustrated transition example ignores the torque change of the internal combustion engine 10 caused by the air-fuel ratio of the mixture in the cylinder where combustion control is continuously performed. Figure 11 2 shows a transition example reflecting “a change in the torque of the internal combustion engine 10 caused by the air-fuel ratio of the mixture in the cylinder where combustion control is continued”.

[0107] like Figure 11 As shown, when the regeneration process is executed at time t1, the CPU 72 gradually increases the increment coefficient K as the regeneration process begins. Meanwhile, the requested engine output Pe* is set based on the value of the descent variable RDp that is appropriate when the air-fuel ratio of the mixture in cylinders #2 to #4 is at the stoichiometric air-fuel ratio. Therefore, the requested engine output Pe* is excessive relative to the value that would be achieved if the engine output Pe were maintained at the requested engine output base value Peb*. Consequently, as the increment coefficient K gradually increases, the engine output Pe also gradually increases.

[0108] In this case, the engine speed NE increases relative to the target engine speed NE*. Therefore, the error err1 becomes negative and its absolute value increases, so the absolute value of the first required torque Tmg1* increases. Therefore, the straight-line torque Ted increases, and the second required torque Tmg2* decreases. Therefore, Figure 11 As shown, the charging power of the battery 59 increases.

[0109] Then, when it is determined at time t2 that the vehicle is in steady travel, the feedback correction amount FB increases, and the required engine output Pe* decreases. As a result, the engine output Pe decreases, and the charging power of the battery 59 decreases.

[0110] Then, the increment coefficient K gradually decreases, and after the time t3 when the air-fuel ratio of the mixture in cylinders #2 to #4 drops to the output air-fuel ratio, the engine output Pe decreases. In this case, the error err1 increases, so the absolute value of the first required torque Tmg1* decreases. As a result, the straight-line torque Ted decreases, and the second required torque Tmg2* increases. Therefore, Figure 11 As shown, the discharged power of the battery 59 increases. Then, at time t4, when it is determined that the vehicle is in stable running, the feedback correction amount FB decreases, and the required internal combustion engine output Pe* increases. As a result, the internal combustion engine output Pe increases, and the discharged power of the battery 59 decreases.

[0111] <Correspondence>

[0112] The correspondence between the matters in the above-mentioned embodiment and the matters described in the above-mentioned "Means for Solving the Problem" column is as follows. The correspondence is shown below according to each number of the means for solving the problem described in the "Means for Solving the Problem" column. [1, 2] The stop process corresponds to the process of S20. The operating point change process corresponds to the process of S56 and S58. [3] The required internal combustion engine output setting process corresponds to the process of S30 to S52. The internal combustion engine required torque setting process corresponds to the process of S82. The internal combustion engine operation process corresponds to the process of S86. The internal combustion engine base value setting process corresponds to the process of S30 to S44. The correction process corresponds to the process of S52. [4] The after-treatment device corresponds to the GPF 34. The regeneration process and the rich burn process correspond to the process of S20. The reduced variable calculation process corresponds to the process of S22 and S22a. [5] The rotating electrical machine corresponds to the second motor generator 54. [6] The planetary gear mechanism corresponds to the planetary gear mechanism 50. The first rotating electrical machine corresponds to the first motor generator 52. The battery corresponds to the battery 59. The first rotating body corresponds to the sun gear S. The second rotating body corresponds to the ring gear R. The third rotating body corresponds to the carrier C. The feedback process corresponds to the process of S44.

[0113] <Other Implementation Methods>

[0114] In addition, this embodiment can be implemented by modifying as follows: This embodiment and the following modified examples can be implemented in combination with each other within the scope of no technical contradiction.

[0115] "Regarding the operation section for adjusting filling efficiency"

[0116] In the above embodiment, the throttle valve 14 is operated based on the required engine torque Te*. However, the operating unit for adjusting the charging efficiency is not limited to this. For example, a device that makes the valve characteristics of the intake valve 16 variable may also be used. Furthermore, for example, both the throttle valve 14 and a device that makes the valve characteristics of the intake valve 16 variable may also be used.

[0117] "About work point change processing"

[0118] The operating point changing process is not limited to inputting the required engine output Pe*, which is incremented according to the value of the descent variable RDp, into the process for calculating the operating point based on the required engine output Pe* when regeneration is not being performed. Even when an operating point different from the operating point specified by this process is set, the effects of the above-described embodiment can be achieved by setting an operating point where both the charging efficiency η and the engine speed NE are increased.

[0119] "Setting to an operating point where both the charging efficiency η and the engine speed NE increase" is not essential. For example, "setting to an operating point where only the engine speed NE increases" is effective when starting the regeneration process at an operating point where the charging efficiency η is high.

[0120] About Feedback Processing

[0121] In the above embodiment, the feedback correction amount FB is defined as the output value of the integral element, which takes as input the value obtained by subtracting the actual charge / discharge power from the required charge / discharge power Pd*. However, this is not the only option. For example, the feedback correction amount FB may be defined as the sum of the output value of the proportional element and the output value of the integral element, which are the values ​​obtained by subtracting the actual charge / discharge power.

[0122] In the above embodiment, feedback control based on the calculation of the feedback correction amount FB is executed only during steady travel, but the present invention is not limited to this.

[0123] It is not essential that the feedback correction amount FB constitute the requested engine output base value Peb*. For example, the requested engine output base value Peb* may be always determined by the process of S42, and the value calculated by the processes of S48 and S52 may be corrected by the feedback correction amount FB to thereby calculate the final requested engine output Pe*.

[0124] Regarding Correction Processing

[0125] The descent variable RDp may be calculated by omitting the predetermined amount δ, and the value of the descent variable RDp may be set to “1 / 4” or the like.

[0126] When a plurality of cylinders are targeted for stop processing as described in the “Stop Process” section below, the value of the descent variable RDp may be set based on, for example, “2 / 4” instead of “1 / 4”.

[0127] "Compensation for Output Drop Using a Rotating Electric Machine"

[0128] In the above embodiment, when the internal combustion engine output Pe decreases due to the shutdown process, the second required torque Tmg2* calculated by the process of S68 is increased to compensate for the output decrease. However, the process of compensating for the output decrease using the rotating electric machine is not limited to this. For example, in the case of a parallel hybrid vehicle as described in the "Vehicle" section below, the increase in the output command value of the rotating electric machine may be directly calculated using the value of the derating variable RDp as input.

[0129] Regarding the suspension of processing

[0130] The number of cylinders to be stopped by combustion control is not limited to one.

[0131] The stop process is not limited to the regeneration process. For example, it may be a process that stops the fuel supply to some cylinders in order to adjust the output of the internal combustion engine 10. Alternatively, for example, if an abnormality occurs in some cylinders, combustion control in those cylinders may be stopped. Alternatively, for example, if the oxygen storage capacity of the three-way catalyst 32 falls below a predetermined value, combustion control may be stopped only in some cylinders to supply oxygen to the three-way catalyst 32, and the air-fuel ratio of the mixture in the remaining cylinders may be controlled to the stoichiometric air-fuel ratio.

[0132] About post-processing devices

[0133] The GPF 34 is not limited to being located downstream of the three-way catalyst 32 in the exhaust passage 30. Furthermore, the fact that the post-treatment device includes the GPF 34 is not essential. The GPF 34 is not limited to being a filter carrying a three-way catalyst. For example, if a three-way catalyst is located upstream, the GPF 34 may simply be a filter.

[0134] "Regarding Vehicle Control Systems"

[0135] The vehicle control system is not limited to being composed of a plurality of electronic control devices that can communicate with each other, but may be composed of a single electronic control device, for example.

[0136] · As a vehicle control system, it is not limited to a system having a CPU 72, 112 and a ROM 74, 114 and executing software processing. For example, it may also be provided with a dedicated hardware circuit such as an ASIC that performs hardware processing on at least a part of the processing that is software-processed in the above-mentioned embodiments. That is, the vehicle control system may be any one of the following (a) to (c). (a) A processing device that executes all the above-mentioned processing according to a program, and a program storage device such as a ROM that stores the program. (b) A processing device and a program storage device that execute a part of the above-mentioned processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) A dedicated hardware circuit that executes all the above-mentioned processing. Here, the software execution device and the dedicated hardware circuit that have the processing device and the program storage device may be one or any multiple.

[0137] About Vehicles

[0138] Instead of “directly connecting the ring gear R and the second motor generator 54 ,” a reduction gear may be interposed between the ring gear R and the second motor generator 54 .

[0139] Hybrid vehicles are not limited to series-parallel hybrid vehicles. For example, they may also be parallel hybrid vehicles. Even in this case, when regeneration is being performed, it may not always be possible to "compensate for a decrease in the output of the internal combustion engine 10 using the motor generator," depending on factors such as the state of charge (SOC) of the battery 59. Therefore, "increasing the output of the internal combustion engine 10 using the techniques of the above-described embodiment" is effective.

[0140] The vehicle is not limited to a hybrid vehicle. For example, a vehicle in which the thrust generating device of the vehicle is only the internal combustion engine 10 may be used.

Claims

1. A vehicle control system, Applicable to a vehicle equipped with an internal combustion engine having a plurality of cylinders, The vehicle control system executes a stop process and an operating point change process, The stopping process is a process of stopping the combustion control of some of the cylinders. The operating point changing process is a process of changing the operating point of the internal combustion engine while the stop process is being executed. The operating point is a point defined by the rotational speed of the crankshaft of the internal combustion engine and the charging efficiency. The operating point changed by the operating point changing process is an operating point at which both the rotational speed of the crankshaft of the internal combustion engine and the charging efficiency are higher than those of the operating point without the change. The vehicle control system executes a required internal combustion engine output setting process and an internal combustion engine operation process. The required internal combustion engine output setting process includes an internal combustion engine base value setting process and a correction process. The internal combustion engine base value setting process is a process of setting a base value of the required output of the internal combustion engine, that is, the required internal combustion engine output, according to the accelerator operation amount. The correction process is a process of performing an increase correction to increase the required internal combustion engine output relative to the base value when the stop process is executed. The internal combustion engine operation process is a process of operating an operation portion of the internal combustion engine that adjusts the charging efficiency according to the required internal combustion engine output. The vehicle includes a rotating electric machine, The power of the internal combustion engine and the power of the rotating electric machine can be applied to drive wheels.

2. The vehicle control system according to claim 1, The internal combustion engine is provided with a post-processing device in the exhaust passage. The vehicle control system executes a regeneration process and a reduction variable calculation process of the post-processing device. The regeneration process includes the stop process and the rich combustion process. The rich burn process is a process for adjusting the degree of enrichment of the air-fuel ratio of the mixture in the cylinders that are not the target of the stop process among the plurality of cylinders according to the temperature of the post-processing device. The reduction variable calculation process is a process of calculating the value of the reduction variable according to the degree of enrichment. The reduction variable is a variable indicating the amount of reduction in the output of the internal combustion engine caused by the regeneration process. The correction process is a process of performing an increase correction to increase the required internal combustion engine output relative to the base value in accordance with the value of the reduction variable.

3. The vehicle control system according to claim 1 or 2, The rotating electrical machine is a second rotating electrical machine, The vehicle includes a planetary gear mechanism, a first rotating electrical machine, and a battery. The planetary gear mechanism includes a first rotating body, a second rotating body, and a third rotating body. The first rotating body is mechanically connected to the rotating shaft of the first rotating electrical machine. The second rotating body is mechanically connected to the rotating shaft of the second rotating electrical machine. The third rotating body is mechanically connected to the crankshaft of the internal combustion engine. The first rotating body and the third rotating body are mechanically connected to the driving wheel via the second rotating body. The battery exchanges electric power with the first rotating electrical machine and the second rotating electrical machine. The internal combustion engine base value setting process is a process for setting the base value based on the required charge and discharge power of the battery in addition to the accelerator operation amount. The required internal combustion engine output setting process includes feedback processing, The feedback processing is a processing for operating the required internal combustion engine output by feedback-controlling the actual charge and discharge power of the battery to the required charge and discharge power.

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