Vehicle control system, vehicle control method, and storage medium

Abstract

A vehicle control system, a vehicle control method, and a storage medium are provided. In a stop process, fuel supply to one or more stop cylinders is stopped, and fuel is supplied to one or more remaining cylinders in a load operation of an engine. In a make-up process, when the stop process is executed, an output decrease in the one or more stop cylinders due to execution of the stop process is made up by increasing an output generated by combustion in the one or more remaining cylinders. A system control circuit is configured to make the output increased by the make-up process smaller as a shaft torque of a crankshaft of the engine is larger in a state where an engine speed of the engine is the same.

Description

Technical Field

[0001] This disclosure relates to vehicle control systems, vehicle control methods, and storage media. Background Technology

[0002] Japanese Patent Application Publication No. 2021-60027 discloses a vehicle equipped with an engine having multiple cylinders. This vehicle is equipped with an exhaust purification device for purifying the exhaust gas discharged from the multiple cylinders. The catalyst in the exhaust purification device exerts its exhaust purification capability at an activation temperature. Therefore, the vehicle control system preheats the catalyst to its activation temperature when the catalyst temperature is low.

[0003] The control system disclosed in the document performs a shutdown process when it is necessary to raise the temperature of the catalyst. During the shutdown process, fuel supply to a portion of the engine's cylinders is stopped, and fuel is supplied to the remaining cylinders. Oxygen is then supplied to the exhaust gas purification unit via the stopped cylinders. The oxidation reaction in the catalyst is then promoted, thus raising the catalyst temperature. In this way, the control system raises the catalyst temperature by executing an oxygen supply based on the shutdown process.

[0004] When such a stop process is performed, the fuel supply to the stop cylinder is stopped, resulting in insufficient output. Therefore, the aforementioned document discloses a method of using combustion in cylinders other than the stop cylinder to fill (compensate) the insufficient output.

[0005] Specifically, the insufficient output is compensated by increasing the intake air volume and increasing the fuel supply to cylinders other than the deactivated cylinder. Summary of the Invention

[0006] According to one aspect of this disclosure, a vehicle control system having a system control circuit is provided. The system control circuit performs a shutdown process on an engine mounted on a vehicle. The engine has a plurality of cylinders. The plurality of cylinders includes one or more shut-off cylinders and one or more remaining cylinders. In the shutdown process, during engine operation under load, fuel supply to the one or more shut-off cylinders is stopped, and fuel is supplied to the one or more remaining cylinders. The system control circuit performs a replenishment process. In the replenishment process, when the shutdown process is performed, the output reduction in the one or more shut-off cylinders caused by the execution of the shutdown process is replenished by increasing the output generated by combustion in the one or more remaining cylinders. The system control circuit is configured such that, at the same engine speed, the greater the crankshaft torque of the engine, the smaller the increase in output caused by the replenishment process.

[0007] The magnitude of the output reduction caused by the execution of the stop processing, i.e., the magnitude of the output loss that must be compensated, varies depending on the engine speed and shaft torque. Furthermore, at the same engine speed, the greater the shaft torque, the smaller the output loss that must be compensated.

[0008] Based on the above configuration, it is possible to match this tendency: that is, the greater the shaft torque, the smaller the increase in output through the filling process. Therefore, the magnitude of the increase in output through the filling process can be changed in accordance with the change in the magnitude of the loss that must be filled in. Thus, the output can be filled appropriately.

[0009] The increased output achieved by increasing the fuel supply to cylinders other than the deactivated cylinders—that is, to the remaining cylinders—may vary due to pumping losses and / or friction losses. The magnitude of these pumping losses and / or friction losses varies depending on the engine's operating conditions each time. Therefore, even if the fuel supply to the remaining cylinders is determined solely based on the number of deactivated cylinders, it may not adequately compensate for the output. The above configuration reduces this possibility.

[0010] According to another aspect of this disclosure, a vehicle control method is provided that performs the same processes as those of the vehicle control system described above.

[0011] According to another aspect of this disclosure, a non-transitory computer-readable storage medium is provided that stores a program by which a processing device performs control processing identical to the processing of the aforementioned vehicle control system. Attached Figure Description

[0012] Figure 1 This is a schematic diagram illustrating the configuration of the vehicle control system and the vehicle drive system of the present disclosure.

[0013] Figure 2 yes Figure 1 A flowchart of a series of processes involved in the stopping process performed by the vehicle control system.

[0014] Figure 3 This is an explanation Figure 1 A chart showing the calculation methods for the required engine torque and required engine speed of the vehicle control system.

[0015] Figure 4 This is an explanation Figure 1 The flowchart shows the process executed by the vehicle control device, i.e., the vehicle control circuit, in the vehicle control system.

[0016] Figure 5 This means it's not being implemented. Figure 2 The graph shows the shaft torque during the stop process.

[0017] Figure 6 This indicates that it is being executed. Figure 2 The graph shows the shaft torque during the stop process.

[0018] Figure 7 yes Figure 1 The flowchart shows a series of processes involved in the calculation of correction coefficients for the vehicle control system.

[0019] Figure 8 This is to explain the calculation. Figure 7 The diagram illustrates the mapping data for the correction coefficients.

[0020] Figure 9 Is Figure 7 The flowchart shows the processing performed by the engine control unit after the initial process. Detailed Implementation

[0021] The following is for reference Figures 1-9 This disclosure describes one embodiment of the vehicle control system, vehicle control method, vehicle control processing, and storage medium involved in this disclosure.

[0022] <Composition of a Hybrid Power System>

[0023] like Figure 1 As shown, the hybrid power system in the hybrid vehicle includes an engine 10, a first electric generator 52, and a second electric generator 54 as driving power sources. The engine 10 has four cylinders #1 to #4. A throttle valve 14 is provided in the intake passage 12 of the engine 10. Air drawn into the intake passage 12 flows into the combustion chamber 18 as the intake valve 16 opens. Fuel is injected into the combustion chamber 18 through the in-cylinder injection valve 22. In addition, the air-fuel mixture in the combustion chamber 18 is supplied for combustion with the spark discharge of the spark plug 24. The combustion energy generated at this time is converted into the rotational energy of the crankshaft 26.

[0024] The air-fuel mixture supplied in the combustion chamber 18 after combustion is discharged as exhaust gas into the exhaust passage 30 as the exhaust valve 28 is opened. The exhaust passage 30 is equipped with a three-way catalyst 32 with oxygen-absorbing capacity and a gasoline particulate filter 34 (hereinafter referred to as GPF34). Furthermore, in this embodiment, the GPF34 is exemplified by a device in which the three-way catalyst is supported on a filter that captures particulate matter (hereinafter referred to as PM).

[0025] The crankshaft 26 is mechanically connected to the planet carrier C of the planetary gear mechanism 50, which 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. Furthermore, the rotating shaft 54a and drive wheel 60 of the second electric generator 54 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 via a converter 56. An AC voltage is also applied to the terminals of the second electric generator 54 via a converter 58. The converters 56 and 58 convert the terminal voltage Vb of the battery 59, which serves as a DC voltage source, into an AC voltage. In this embodiment, a secondary battery, such as a lithium-ion secondary battery, is conceived as the battery 59.

[0026] <Composition of Vehicle Control System>

[0027] like Figure 1 As shown, the vehicle control system includes: ENGECU70 as an engine control device (engine control circuit), MGECU90 as a motor control device (motor control circuit), and HEVECU110 as a vehicle control device (vehicle control circuit). In other words, the vehicle control system includes a system control circuit, which comprises ENGECU70, MGECU90, and HEVECU110.

[0028] The ENGECU70 controls the engine 10 installed in the vehicle. To control parameters such as torque and exhaust component ratios, the ENGECU70 operates the throttle body 14, cylinder injection valve 22, and spark plug 24 of the engine 10. Figure 1 The document records the operating signals MS1 to MS3 for the throttle body 14, the in-cylinder injection valve 22, and the spark plug 24.

[0029] To control the input air volume, ENGECU70 references the intake air volume Ga detected by air flow meter 80 and the output signal Scr from crankshaft angle sensor 82. Additionally, ENGECU70 references the water temperature THW detected by water temperature sensor 88.

[0030] The ENGECU70, including its ENGCPU72, ROM74, and peripheral circuitry 76, can communicate with each other via communication line 78. The peripheral circuitry 76 includes circuits for generating clock signals that define internal operations, power supply circuits, and reset circuits. The ENGECU70 controls control quantities by executing a program stored in the ROM74 through the ENGCPU72.

[0031] The ENGECU70 can also communicate with the MGECU90 and HEVECU110.

[0032] MGECU90 sets the first motor-generator 52 as a control target. MGECU90 operates the converter 56 to control the rotation speed that serves as its control amount. In addition, MGECU90 sets the second motor-generator 54 as a control target. MGECU90 operates the converter 58 to control the torque that serves as its control amount. In Figure 1 , the operation signals MS4 and MS5 of the converters 56 and 58 are recorded. To control the control amount of the first motor-generator 52, MGECU90 refers to the output signal Sm1 of the first rotation angle sensor 100 that detects the rotation angle of the first motor-generator 52. In addition, to control the control amount of the second motor-generator 54, MGECU90 refers to the output signal Sm2 of the second rotation angle sensor 102 that detects the rotation angle of the second motor-generator 54.

[0033] The MGECPU 92, ROM 94 and peripheral circuit 96 included in MGECU90 can communicate with one another via the communication line 98. MGECU90 controls the control amount by causing the MGECPU 92 to execute a program stored in the ROM 94.

[0034] HEVECU110 sets the above-described hybrid system as a control target. HEVECU110 outputs a command value for the engine 10 to ENGECU70. HEVECU110 outputs the command values of the first motor-generator 52 and the second motor-generator 54 to MGECU90. To output the command values, HEVECU110 refers to the acceleration operation amount ACCP that is the depression amount of the accelerator pedal detected by the acceleration sensor 120. In addition, HEVECU110 refers to the output signal Sp of the output-side rotation angle sensor 122 that detects the rotation angle of the ring gear R. Further, HEVECU110 refers to the charge-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 HEVCPU 112, ROM 114 and peripheral circuit 116 included in HEVECU110 can communicate with one another via the communication line 118. HEVECU110 outputs the calculated command value to the outside after calculating the command value by causing the HEVCPU 112 to execute a program stored in the ROM 114.

[0035] Hereinafter, among the processes executed by the vehicle control system, the regeneration process of the GPF 34, the command process performed by HEVECU110, and the operation process of the throttle valve 14 performed by ENGECU70 will be described in detail.

[0036] <Regeneration Process of GPF34>

[0037] Figure 2 The steps of the regeneration process are shown. Figure 2The process shown is implemented by the ENGCPU72 repeatedly executing, for example, a program stored in the ROM74 of the ENGECU70 at predetermined cycles. Furthermore, the step numbers of each process are indicated below by numbers beginning with "S".

[0038] exist Figure 2 In the series of processes shown, ENGCPU72 first obtains the engine speed Ne, filling efficiency η, and coolant temperature THW (S10). Next, ENGCPU72 calculates the update amount ΔDPM of the buildup DPM based on the engine speed Ne, filling efficiency η, and coolant temperature THW (S12). Furthermore, the filling efficiency η is calculated by ENGCPU72 based on the intake air volume Ga and engine speed Ne. The buildup DPM is the amount of PM captured by the GPF34. Specifically, ENGCPU72 calculates the amount of PM in the exhaust gas discharged into the exhaust passage 30 based on the engine speed Ne, filling efficiency η, and coolant temperature THW. Additionally, ENGCPU72 calculates the temperature of the GPF34 based on the engine speed Ne and filling efficiency η. Then, ENGCPU72 calculates the update amount ΔDPM based on the amount of PM in the exhaust gas and the temperature of the GPF34. Furthermore, when performing the process described later in S20, the temperature of the GPF34 and the update amount ΔDPM can be calculated based on the increment coefficient K.

[0039] Next, ENGCPU72 updates the accumulated amount DPM by adding an update amount ΔDPM to the accumulated amount DPM (S14). Then, ENGCPU72 determines whether flag F is "1" (S16). If flag F is "1", it indicates that a heating process for burning away PM from GPF34 is being performed. Conversely, if flag F is "0", it indicates that a heating process is not being performed. If ENGCPU72 determines that flag F is "0" (S16: No), it determines whether the accumulated amount DPM is above the regeneration execution value DPMH (S18). The regeneration execution value DPMH is a threshold used to determine if the amount of PM captured by GPF34 has increased based on the accumulated amount DPM being above the regeneration execution value DPMH.

[0040] If ENGCPU72 determines that the accumulation amount DPM is above the regeneration execution value DPMH (S18: Yes), it performs a heating process and substitutes "1" into the flag F (S20). As the heating process involved in this embodiment, ENGCPU72 stops fuel injection from the in-cylinder injection valve 22 of cylinder #1 during engine 10 load operation, and on the other hand, makes the air-fuel ratio of the mixture in the combustion chamber 18 of cylinders #2, #3, and #4 richer than the stoichiometric air-fuel ratio. As a first point of view, this heating process is a stop process for raising the temperature of the three-way catalyst 32. That is, here, the four cylinders (#1-#4) of engine 10 include one stopped cylinder (#1) and three remaining cylinders (#2, #3, #4). In the stop process (S20), during engine 10 load operation, the fuel supply to the stopped cylinder (#1) is stopped, and fuel is supplied to the remaining cylinders (#2, #3, #4). That is, during the shutdown process (S20), oxygen and unburned fuel are discharged into the exhaust passage 30, thereby oxidizing the unburned fuel in the three-way catalyst 32 and raising the temperature of the three-way catalyst 32. Alternatively, as a second viewpoint, the heating process involves supplying oxygen to the GPF 34, which has become high-temperature by raising its temperature, thereby oxidizing and removing the PM trapped in the GPF 34. Specifically, when the temperature of the three-way catalyst 32 becomes high, the high-temperature exhaust flows into the GPF 34, raising the temperature of the GPF 34. Then, oxygen flows into the high-temperature GPF 34, and the PM trapped in the GPF 34 is oxidized and removed.

[0041] In detail, during the shutdown process, ENGCPU72 substitutes "0" into the required injection quantity Qd for the in-cylinder injection valve 22 of cylinder #1. That is, cylinder #1 becomes the shutdown cylinder for stopping fuel supply. On the other hand, during the shutdown process, ENGCPU72 substitutes the value obtained by multiplying the basic injection quantity Qb by the increment coefficient K into the required injection quantities Qd for cylinders #2, #3, and #4. The basic injection quantity Qb is the amount of fuel used to make the air-fuel ratio of the mixture in the combustion chamber 18 reach the stoichiometric air-fuel ratio.

[0042] ENGCPU72 sets the increment factor K in such a way that the amount of unburned fuel in the exhaust gas discharged from cylinders #2, #3, and #4 to the exhaust passage 30 does not exceed the amount that completely reacts with the oxygen discharged from cylinder #1. Specifically, ENGCPU72 sets the increment factor K to a larger value when the GPF34 temperature is low compared to when the GPF34 temperature is high.

[0043] On the other hand, if ENGCPU72 determines that the accumulation amount DPM is less than the regeneration execution value DPMH (S18: No), it directly and temporarily terminates the series of processes.

[0044] Additionally, if the flag F is determined to be "1" (S16: Yes), ENGCPU72 determines whether the accumulation amount DPM is below the stop lower limit protection value DPML (S24). The stop lower limit protection value DPML is a threshold used to determine that the amount of PM captured by GPF34 has become sufficiently small based on the condition that the accumulation amount DPM is below the stop lower limit protection value DPML.

[0045] If ENGCPU72 determines that the accumulation amount DPM is greater than the stop lower limit protection value DPML (S24: No), it proceeds to the processing in S20.

[0046] On the other hand, if the accumulation amount DPM falls below the stop protection value DPML (S24: Yes), ENGCPU72 stops the processing in S20 and substitutes "0" into the flag F (S26). Additionally, after completing the processing in S20 and S26, ENGCPU72 temporarily terminates the process. Figure 2 The series of processes shown.

[0047] In this way, ENGECU70 performs the regeneration process.

[0048] (Instruction processing performed by HEVECU110)

[0049] In this vehicle control system, HEVECU110 calculates the required engine speed Ne* and the required engine output Pe*, and sends them to ENGECU70. Furthermore, ENGECU70 controls engine 10 based on the received required engine speed Ne* and required engine output Pe*.

[0050] The ENGECU70 calculates the required engine torque Te* based on the required engine output Pe*. Figure 3 The solid line L1 shown is the optimal fuel economy line. The optimal fuel economy line is the line that connects the points where the engine 10 achieves the best fuel economy. Figure 3 The points of action on the solid line L1 shown are determined by the combination of engine speed Ne and engine torque Te. Furthermore, engine torque Te is the torque on crankshaft 26, i.e., shaft torque.

[0051] Figure 3 The lines L2 to L4 shown are contour lines representing the engine output Pe. The operating points on each line L2 to L4 are the operating points where the engine output Pe is equal. Figure 3 In the example shown, the more Figure 3 The higher the engine output Pe in the upper right area, the higher the Pe. That is, the engine output Pe shown by the dashed line L4 is higher than the engine output Pe shown by the solid line L2. Conversely, the engine output Pe shown by the dashed line L3 is lower than the engine output Pe shown by the solid line L2.

[0052] The ENGECU70 calculates the engine torque Te at the point of operation corresponding to the intersection of the required engine output Pe* and the optimal fuel economy line (L1). Furthermore, it sets the engine torque Te as the required engine torque Te*.

[0053] Figure 4 The steps for calculating the required engine output base value Peb* by the HEVECU110 are shown. The required engine output base value Peb* is the value used to calculate the required engine output Pe*. Figure 4 The processing shown is achieved by HEVCPU112 repeatedly executing a program stored in ROM114 at predetermined intervals, for example.

[0054] exist Figure 4 In the series of processes shown, the HEVCPU112 first obtains the acceleration operation quantity ACCP and the output-side speed Np (S30). The output-side speed Np is the rotational speed of the gear ring R. That is, the output-side speed Np is a variable representing the vehicle speed. The output-side speed Np is calculated by the HEVCPU112 based on the output signal Sp.

[0055] HEVCPU112 calculates the required drive torque Tp*, which is the torque required for the drive wheel 60, based on the acceleration operation amount ACCP and the output side speed Np (S32). Next, HEVCPU112 substitutes the product of the required drive torque Tp* and the output side speed Np into the driving output Pp* (S34). Then, HEVCPU112 calculates the required charge / discharge power Pd* of the battery 59 based on the battery's charge rate SOC (S36). The required charge / discharge power Pd* is set to positive during discharge. Specifically, when the charge rate SOC is below a predetermined value, HEVCPU112 sets the required charge / discharge power Pd* to negative in order to charge the battery 59. Furthermore, the charge rate SOC is calculated by HEVCPU112 based on the charge / discharge current Ib and the terminal voltage Vb.

[0056] Next, HEVCPU112 substitutes the value obtained by subtracting the product of the required charge / discharge power Pd* and the conversion efficiency Kef from the driving output Pp* into the system output Ps* (S38). Then, HEVCPU112 determines whether it is in steady-state driving (S40). For example, HEVCPU112 determines that it is in steady-state driving when the change in the required drive torque Tp* per unit time is less than a predetermined amount and the change in the output side speed Np per unit time is less than a predetermined amount.

[0057] When HEVCPU112 determines that the vehicle is not in a steady-state driving condition (S40: No), it substitutes the system output Ps* into the required engine output base value Peb* (S42). Conversely, when HEVCPU112 determines that the vehicle is in a steady-state driving condition (S40: Yes), it substitutes the value obtained by adding the feedback correction amount FB to the system output Ps* into the required engine output base value Peb* (S44). The feedback correction amount FB is an operational quantity used to control the charging and discharging power of the battery 59 to the required charging and discharging power Pd*. Here, the actual charging and discharging power of the battery 59 is calculated by HEVCPU112 as the product of the charging and discharging current Ib and the terminal voltage Vb. If the value obtained by subtracting the actual charging and discharging power from the required charging and discharging power Pd* is less than a lower limit, HEVCPU112 corrects the value by incrementing the feedback correction amount FB by a predetermined amount. On the other hand, if the value obtained by subtracting the actual charge / discharge power from the required charge / discharge power Pd* is greater than the upper limit, the HEVCPU112 corrects the feedback correction amount FB by reducing it by a predetermined amount.

[0058] After completing the processing of S42 and S44, HEVCPU112 temporarily terminates... Figure 4 The series of processes shown illustrates this. Thus, the HEVECU110 performs the calculations required to output the engine's base value Peb*.

[0059] <Regarding filling treatment>

[0060] When the stop process (S20) is performed, the fuel supply to the stop cylinder (#1) is stopped, so it is possible that the output of the engine 10 will be insufficient.

[0061] Specifically, when the stop process (S20) is not being executed, such as Figure 5 As shown, the sum of the torques generated by combustion in the four cylinders #1-#4 is the combustion torque of engine 10. Furthermore, the torque obtained by subtracting the loss torque due to pumping losses and / or friction losses from this combustion torque, as indicated by the blank arrows, is the shaft torque of engine 10.

[0062] On the other hand, when performing the stop process (S20), such as Figure 6 As shown, since there is no combustion in cylinder #1, the combustion torque is smaller. Furthermore, the torque obtained by subtracting the loss torque due to pumping losses and / or friction losses from this combustion torque, as indicated by the blank arrow, becomes the shaft torque.

[0063] For example, such as Figure 3As shown, when the engine output Pe* is required to be the solid line L2 and the stop process (S20) is not being executed, the HEVECU110 sets the required engine speed Ne* to the engine speed Ne, i.e., "Ne1", at the action point X2. Furthermore, the ENGECU70, receiving the requests for engine speed Ne* and engine output Pe*, controls the engine 10. Thus, the engine 10 is controlled in a manner that makes the engine speed Ne "Ne1" and the engine torque Te "Te1".

[0064] On the other hand, when the stop process (S20) is executed, cylinder #1 is stopped, and the engine torque Te decreases accordingly. Therefore, even if the HEVECU 110 sets the required engine speed Ne* to "Ne1", the engine torque Te will become "Te2", which is lower than "Te1". As a result, the engine output Pe will be at the level shown by the dashed line L3. In this case, the vehicle control system may consider driving the second electric generator 54 to compensate for the insufficient engine output Pe. However, when output compensation based on the second electric generator 54 is performed in this way, power consumption increases, and therefore energy efficiency may decrease.

[0065] Therefore, in this vehicle control system, a compensation process is performed to fill the insufficient output by utilizing combustion in cylinders (#2 to #4) other than the stopped cylinder (#1). Specifically, as follows... Figure 3 As shown by the blank arrow in the middle, this increases the required engine output Pe*. For example, as... Figure 3 As shown, the required engine output Pe* is increased from the level shown by the solid line L2 to the level shown by the dashed line L4. Furthermore, the engine 10 is controlled to achieve the following: Figure 3 As shown by the action point X4, even when a stop process is performed, the action point is located on the solid line L2. Furthermore, action point X4 is the intersection of the straight line descending from the intersection of the optimal fuel economy line (L1) and the dotted line L4 with the solid line L2. That is, when a stop process is performed, a correction is implemented by multiplying the required engine output base value Peb* by a correction factor Kpe, thereby increasing the required engine output Pe*, and thus changing the action point of engine 10. As a result, insufficient output is compensated.

[0066] Furthermore, the magnitude of the effects of pumping losses and / or friction losses varies depending on the operating conditions of the engine 10. Therefore, the magnitude of the correction factor Kpe required to compensate varies depending on the current operating conditions of the engine 10.

[0067] Therefore, the vehicle control system adjusts the magnitude of the correction coefficient Kpe by filling the gap based on the operating state of the engine 10.

[0068] <Processing involved in calculating the correction factor Kpe>

[0069] Next, refer to Figure 7 The processing involved in calculating the correction factor Kpe is explained. Figure 7 The processing shown is achieved by HEVCPU112 executing a program stored in ROM114 of HEVECU110 each time the engine output base value Peb* is required to be updated.

[0070] exist Figure 7 In the series of processes shown, HEVCPU112 first obtains the required engine output base value Peb* (S50).

[0071] HEVCPU112 calculates the engine speed Ne (S52) used in the calculation of the correction coefficient Kpe based on the required engine output base value Peb*. This can be achieved by HEVCPU112 performing a mapping operation on the engine speed Ne while the mapping data is pre-stored in ROM114. Here, the mapping data is data that takes the required engine output base value Peb* as the input variable and the engine speed Ne as the output variable. Incidentally, the mapping data refers to the discrete values ​​of the input variables and the set of output variable values ​​corresponding to the values ​​of the input variables. Furthermore, the mapping operation can be performed as follows: if the value of the input variable is consistent with the value of any input variable in the mapping data, the value of the corresponding output variable in the mapping data is taken as the operation result. Alternatively, the mapping operation can be performed as follows: if the value of the input variable is inconsistent with the value of any input variable in the mapping data, the value obtained by interpolating the values ​​of the multiple output variables contained in the mapping data is taken as the operation result.

[0072] Next, HEVCPU112 calculates the engine torque Te used in the calculation of the correction coefficient Kpe (S54). Here, HEVCPU112 performs a division operation by setting the required engine output base value Peb* as the dividend and the engine speed Ne calculated by S52 as the divisor, thereby calculating the engine torque Te used in the calculation of the correction coefficient Kpe.

[0073] Then, HEVCPU112 calculates the correction coefficient Kpe (S56) based on the engine speed Ne calculated by S52 and the engine torque Te calculated by S54. This can be achieved by performing a mapping operation on the correction coefficient Kpe while the mapping data used to calculate Kpe is pre-stored in ROM114. The input variables of the mapping data used to calculate the correction coefficient Kpe are the engine speed Ne calculated by S52 and the engine torque Te calculated by S54. Furthermore, the output variable of this mapping data is the correction coefficient Kpe.

[0074] Figure 8 The mapping data is shown. The correction factor Kpe calculated based on this mapping data is a value greater than "1.0". Figure 8 The range enclosed by the solid line in the figure shows the range of outputs with "1.43" as the correction factor Kpe. Figure 8 The range enclosed by the dashed line in the figure shows the range in which "1.40" is output as the correction factor Kpe. In this mapping data, with the same engine speed Ne, the larger the engine torque Te, the smaller the correction factor Kpe. Furthermore, with the same engine torque Te, the higher the engine speed Ne, the larger the correction factor Kpe.

[0075] If the processing in S56 is completed, HEVCPU112 determines whether the flag F is "1" (S58). If HEVCPU112 determines that the flag F is "0" (S58: No), it substitutes the required engine output base value Peb* into the required engine output Pe* (S62).

[0076] In contrast, when HEVCPU112 determines that flag F is "1" (S58: Yes), it substitutes "Peb*×Kpe" into the required engine output Pe* (S60). That is, HEVCPU112 implements a correction that increases the required engine output Pe* by multiplying the base value of the required engine output Peb* by the correction coefficient Kpe.

[0077] HEVCPU112 calculates the required engine speed Ne*(S64) after processing in S60 or S62 is complete. Specifically, as shown in the reference... Figure 3 As explained, the HEVCPU112 calculates the required engine speed Ne* based on the required engine output Pe*. That is, the HEVCPU112 sets the engine speed Ne at the operating point corresponding to the intersection of the required engine output Pe* and the optimal fuel economy line (L1) as the required engine speed Ne*.

[0078] Next, HEVCPU112 will send a request for engine output Pe* and a request for engine speed Ne* to ENGECU70 (S66). Furthermore, HEVCPU112 temporarily terminates at the end of S66. Figure 7 The series of processes shown.

[0079] <Operation and handling of throttle body 14>

[0080] Figure 9 The steps of the process related to the operation of throttle valve 14 are shown. Figure 9 The process shown is achieved by ENGCPU72 repeatedly executing the program stored in ROM74 of ENGECU70 at predetermined cycles.

[0081] exist Figure 9 In the series of processes shown, ENGCPU72 first receives the required engine output Pe* and the required engine speed Ne* (S80). Then, based on the required engine output Pe* and required engine speed Ne*, ENGCPU72 calculates the required engine torque Te*. Next, based on the required engine torque Te* and required engine speed Ne*, ENGCPU72 calculates the throttle opening command value TA* (S82) for the throttle opening of throttle valve 14. The throttle opening command value TA* calculated here is the value used to achieve the required engine torque Te* and required engine speed Ne* when combustion control is performed in cylinders #1 to #4. Then, ENGCPU72 outputs an operation signal MS1 to throttle valve 14 to control the opening of throttle valve 14 to the throttle opening command value TA* (S84). Furthermore, after completing the processing in S84, ENGCPU72 temporarily terminates the process. Figure 9 The series of processes shown.

[0082] <The function of this implementation method>

[0083] The HEVCPU112 of the HEVECU110, through processing steps S50 to S56, calculates the correction coefficient Kpe, which is used to increase the required engine output Pe*, based on the engine speed Ne and engine torque Te. In other words, processing steps S50 to S56 are correction coefficient calculation processes based on the engine speed Ne and engine torque Te to calculate the correction coefficient Kpe, which is used to increase the required engine output Pe*.

[0084] Furthermore, when the stop processing (S20) is being executed (S58: Yes), the HEVCPU112 of the HEVECU110 sets the product obtained by multiplying the required engine output base value Peb* by the correction coefficient Kpe as the required engine output Pe*. This performs a correction that increases the required engine output Pe*. Then, based on the corrected required engine output Pe*, the required engine speed Ne* is calculated and output to the ENGECU70 (S64, S66).

[0085] Upon receiving the requests for engine output Pe* and engine speed Ne*, the ENGECU70 calculates the required engine torque Te* based on these parameters. Furthermore, based on the calculated required engine torque Te* and engine speed Ne*, it calculates the throttle opening command value TA* (S82). Then, the ENGECU70 controls the throttle valve 14 based on the throttle opening command value TA* (S84).

[0086] Thus, the vehicle control system, through processes S60, S64, S66, S80, S82, and S84, increases the output generated by combustion in the remaining cylinders (#2 to #4) to compensate for the output reduction caused by the execution of the stop process (S20) during its execution. In other words, processes S60, S64, S66, S80, S82, and S84 are compensation processes.

[0087] <Effects of this implementation method>

[0088] (1) In the vehicle control system described above, when the engine speed Ne is constant, the greater the engine torque Te, the smaller the increase in output due to the compensation process. The magnitude of the output reduction caused by the execution of the stop process (S20), i.e., the magnitude of the loss of engine output Pe that must be compensated, varies depending on the magnitude of the engine speed Ne and the engine torque Te. Furthermore, when the engine speed Ne is constant, the greater the engine torque Te, the smaller the magnitude of the loss of engine output Pe that must be compensated. According to the vehicle control system described above, in accordance with this tendency, the greater the engine torque Te, the smaller the increase in engine output Pe due to the compensation process. Therefore, the magnitude of the increase in engine output Pe due to the compensation process can be changed in accordance with the change in the magnitude of the loss of engine output Pe that must be compensated. Therefore, the output can be appropriately compensated.

[0089] (2) In the vehicle control system described above, with the same engine torque Te, the higher the engine speed Ne, the greater the increase in output through compensation processing. With the same engine torque Te, the higher the engine speed Ne, the greater the magnitude of the output loss that must be compensated. According to the vehicle control system described above, in accordance with this tendency, the higher the engine speed Ne, the greater the increase in engine output Pe through compensation processing. Therefore, the magnitude of the increase in engine output Pe through compensation processing can be changed in accordance with the change in the magnitude of the loss that must be compensated for in engine output Pe. Thus, the output can be appropriately compensated.

[0090] (3) During the filling process, the HEVECU110 increases the engine output Pe generated by the remaining cylinders (#2 to #4) by implementing a correction that increases the required engine output Pe* compared to the case where the stop process is not performed. Therefore, the HEVECU110 can control the increased engine output Pe through the filling process by calculating the required engine output Pe*.

[0091] (4) Separately from the required engine speed Ne* sent to ENGECU70, HEVECU110 calculates the engine speed Ne used for the calculation of correction coefficient Kpe. Then, in the correction coefficient calculation process (S50~S56), HEVECU110 calculates the correction coefficient Kpe based on the engine speed Ne and the engine torque Te.

[0092] For example, if the correction factor Kpe is calculated based on the required engine speed Ne* sent to ENGECU70, then the correction factor Kpe will be calculated based on the required engine speed Ne*, which changes due to the correction of the required engine output Pe*. Therefore, the required engine output Pe* will continuously change. That is, robustness may decrease.

[0093] In contrast, in the vehicle control system described above, the HEVECU110 calculates the engine speed Ne used for calculating the correction coefficient Kpe, unlike the requirement for engine speed Ne*. Therefore, the correction coefficient Kpe can be calculated without being affected by the requirement for engine output Pe* correction. That is, robustness is improved.

[0094] <Example of Change>

[0095] This embodiment can be implemented with the following modifications. This embodiment and the following modifications can be combined with each other within the scope of technical inconsistency.

[0096] · Figure 8The mapping data shown is based on the results of prior experiments, etc., and is adapted to the magnitude of the correction coefficient Kpe in a way that can compensate for the output reduction caused by the execution of the stop processing (S20). However, even if the compensation processing is performed, sometimes an excess / insufficiency of engine output Pe may occur. Therefore, in the vehicle control system, a learning value corresponding to the magnitude of the excess / insufficiency of engine output Pe when the compensation processing is performed can be stored, and the required engine output Pe* can be further corrected based on the magnitude of the stored learning value. With such a configuration, the portion of engine output Pe that cannot be compensated by the compensation processing can be compensated by further correcting the required engine output Pe* according to the magnitude of the learning value, and the excess engine output Pe caused by the compensation processing can be suppressed.

[0097] An example of calculating the correction factor Kpe based on engine speed Ne and engine torque Te is shown. In contrast, changing the correction factor Kpe corresponding to engine speed Ne is not necessary. That is, changing the correction amount of engine output Pe corresponding to engine speed Ne is not necessary. The correction factor Kpe can also be calculated based solely on engine torque Te.

[0098] The example shown is a hybrid vehicle, but the vehicle is not limited to hybrid vehicles. For example, the above vehicle control system can also be applied to a vehicle whose driving power source is only the engine 10. In this case, for example, the vehicle control system can include ENGECU 70. ENGECU 70 can correct the required engine output Pe*.

[0099] • The cylinder that is set as the stop object for combustion control in the stop process (S20) is not limited to one.

[0100] • The GPF34 is not limited to a filter located downstream of the three-way catalyst 32 in the exhaust passage 30. Furthermore, "having a GPF34" is not mandatory. The GPF34 is not limited to a filter carrying a three-way catalyst. For example, if a three-way catalyst is located upstream, the GPF34 can simply be a filter.

[0101] • As a vehicle control system, it is not limited to a system consisting of multiple electronic control units that can communicate with each other. For example, it can also be a vehicle control system consisting of a single electronic control unit.

[0102] • The vehicle control system is not limited to a system that includes ENGCPU72, HEVCPU112, and ROM74, 114 and performs software processing. For example, it may also include dedicated hardware circuitry such as an ASIC that performs hardware processing on at least a portion of the software processing in the above embodiments. That is, the vehicle control system can be any of the following configurations (a) to (c): (a) A processing device that performs all of the above processing according to a program, and a program storage device such as a ROM (including a non-transitory computer-readable storage medium) that stores the program. (b) A processing device that performs a portion of the above processing according to a program, a program storage device, and dedicated hardware circuitry that performs the remaining processing. (c) A dedicated hardware circuitry that performs all of the above processing. Here, the software execution device with the processing device and program storage device, and the dedicated hardware circuitry may be one or any multiple.

[0103] Alternatively, instead of directly connecting the gear ring R to the second electric generator 54, a reduction gear can be placed between them.

[0104] • As a hybrid vehicle, it is not limited to a series-parallel hybrid vehicle. For example, it could also be a parallel hybrid vehicle. Even in this case, when regeneration is performed, it may not be possible to compensate for the decrease in engine output Pe by means of an electric generator based on the state of charge (SOC) of the battery 59. Therefore, it is effective to increase the output of the engine 10 by means of the above-described embodiment.

Claims

1. A vehicle control system comprising a system control circuit configured to perform stop processing and fill processing. The shutdown process refers to the processing of the engine mounted on the vehicle, which has multiple cylinders, including one or more stopped cylinders and one or more remaining cylinders. During the shutdown process, while the engine is operating under load, fuel supply to the one or more stopped cylinders is stopped, and fuel is supplied to the one or more remaining cylinders. The filling process is, during the execution of the stop process, to compensate for the reduction in output in the one or more stopped cylinders caused by the execution of the stop process by increasing the output generated by combustion in the one or more remaining cylinders. The system control circuit is configured such that, at the same engine speed, the greater the crankshaft torque of the engine, the smaller the increase in output due to the filling process. The system control circuit is configured such that, under the same shaft torque, the higher the engine speed, the greater the output increased by the filling process.

2. The vehicle control system according to claim 1, The vehicle is a hybrid vehicle equipped with the engine and motor as its driving force source. The system control circuit includes: Engine control circuitry that controls the engine; and The vehicle control circuit calculates the required engine speed and required engine output, and sends the required engine speed and required engine output to the engine control circuit. The engine control circuit is configured to control the engine based on the required engine speed and required engine output received from the vehicle control circuit. The vehicle control circuit is configured to, during the filling process, increase the output generated by the one or more remaining cylinders by implementing a correction that increases the required engine output compared to the case where the stop process is not performed.

3. The vehicle control system according to claim 2, The vehicle control circuit is configured to perform a correction factor calculation process, which calculates a correction factor to increase the required engine output based on the engine speed and the shaft torque. The vehicle control circuit is configured to calculate the engine speed used for calculating the correction coefficient separately from the required engine speed sent to the engine control circuit.

4. The vehicle control system according to claim 3, The system control circuit is configured to perform: Store learning values ​​corresponding to the magnitude of excess / deficiency of the output generated by the one or more remaining cylinders during the filling process; Based on the magnitude of the stored learning values, the required engine output is further corrected.

5. A vehicle control method, which is a vehicle control method performed through a system control circuit, comprising: A stop process is performed on the engine of the vehicle, the engine having multiple cylinders, including one or more stopped cylinders and one or more remaining cylinders. In the stop process, during the engine's load operation, the fuel supply to the one or more stopped cylinders is stopped, and fuel is supplied to the one or more remaining cylinders. A filling process is performed, wherein, during the execution of the stop process, the output reduction in the one or more stopped cylinders caused by the execution of the stop process is compensated by increasing the output generated by combustion in the one or more remaining cylinders. When the engine speed is the same, the greater the crankshaft torque of the engine, the smaller the output increased by the filling process. Under the same shaft torque, the higher the engine speed, the greater the output increased by the filling process.

6. A non-transitory computer-readable storage medium storing a program that causes a processing device to perform vehicle control processing, the vehicle control processing including: A stop process is performed on the engine of the vehicle, the engine having multiple cylinders, including one or more stopped cylinders and one or more remaining cylinders. In the stop process, during the engine's load operation, the fuel supply to the one or more stopped cylinders is stopped, and fuel is supplied to the one or more remaining cylinders. A filling process is performed, wherein, during the execution of the stop process, the output reduction in the one or more stopped cylinders caused by the execution of the stop process is compensated by increasing the output generated by combustion in the one or more remaining cylinders. When the engine speed is the same, the greater the crankshaft torque of the engine, the smaller the output increased by the filling process. Under the same shaft torque, the higher the engine speed, the greater the output increased by the filling process.

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