Vehicle

Abstract

The invention provides a vehicle which keeps appropriate determination of an excessive torque state and suppresses abnormal acceleration caused by excessive torque before the determination of the excessive torque state. When a state in which the difference between a requested torque requested by an engine and an estimated torque estimated to be output from the engine is equal to or greater than a predetermined torque continues for a predetermined time or greater, a control device for a vehicle determines that the state is an excess torque state. In addition, the control device uses the request torque to set an upper limit throttle opening degree, which is an upper limit of the throttle opening degree, and performs upper limit protection on the throttle opening degree, which is converted from a load factor of the engine obtained by using the request torque, by means of the upper limit throttle opening degree.

Description

Technical Field

[0001] This disclosure relates to vehicles, and more specifically, to vehicles equipped with an engine and control devices for controlling the engine. Background Technology

[0002] Conventionally, vehicles equipped with a control device have been proposed that determines an excess torque state when the excess engine torque relative to the required torque exceeds a torque threshold for a duration exceeding a time threshold (see, for example, Patent Document 1). In this device, fail-safe protection procedures are implemented when an excess torque state is determined.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-014973 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in lightweight vehicles equipped with high-output engines, abnormal acceleration caused by excessive torque is predicted before an excess torque state is determined. To address this issue, reducing the torque threshold and time threshold for determining the excess torque state has been considered, but this increases the number of false positives for the excess torque state.

[0008] The main objective of the vehicle disclosed herein is to maintain an appropriate determination of excess torque state and to suppress abnormal acceleration caused by excessive torque before the determination of excess torque state.

[0009] Methods for solving problems

[0010] The vehicle disclosed herein employs the following means to achieve the aforementioned main objectives.

[0011] The vehicle disclosed herein includes: an engine; and a control device that determines an excess torque state when the difference between the required torque demanded by the engine and the estimated torque output from the engine is greater than or equal to a predetermined torque for a predetermined time or more. The vehicle is characterized in that the control device uses the required torque to set an upper limit throttle opening as an upper limit of the throttle opening, and provides upper limit protection for the throttle opening calculated based on the engine load rate obtained using the required torque by using the upper limit throttle opening.

[0012] The control device in the vehicle disclosed herein determines an excess torque state when the difference between the required torque of the engine and the estimated torque to be output from the engine exceeds a predetermined torque for a predetermined time or more. Furthermore, it uses the required torque setting as an upper limit throttle opening, and uses this upper limit throttle opening to protect the throttle opening calculated from the engine load rate obtained based on the required torque. This suppresses abnormal acceleration caused by excessive torque due to an excessively large throttle opening. As a result, it suppresses abnormal acceleration caused by excessive torque before an excess torque state is determined.

[0013] In such a vehicle disclosed herein, the vehicle may also include an automatic transmission, the input shaft of which is connected to the crankshaft of the engine, and the output shaft of which is connected to a drive shaft connected to the drive wheels. The control device sets the upper limit throttle opening based on the required torque, the engine speed, and the transmission stages of the automatic transmission. The throttle opening relative to the required torque varies based on the engine speed and the transmission stage. That is, generally, in order to output the same torque from the engine, within a relatively low range of engine speed, the higher the engine speed, the larger the throttle opening, and the larger the transmission stage (speed-up side), the larger the throttle opening.

[0014] In the vehicle disclosed herein, the control device may also cut off the power supply to the throttle valve when the actual throttle valve opening is greater than the upper limit throttle valve opening. Typically, the throttle valve is configured to be normally closed with the idle speed as its lower limit; therefore, by cutting off the power supply to the throttle valve, it can be closed quickly. As a result, abnormal acceleration caused by excessive torque can be suppressed. Attached Figure Description

[0015] Figure 1 This is a schematic structural diagram showing the structure of a hybrid vehicle 20 as one embodiment of this disclosure.

[0016] Figure 2 This is a schematic structural diagram showing the structure of engine 22.

[0017] Figure 3 This is a control block diagram representing an example of throttle control performed by engine ECU24 using control blocks.

[0018] Figure 4 This is a flowchart illustrating an example of throttle control performed by engine ECU24.

[0019] Figure 5 This is a flowchart illustrating an example of throttle monitoring processing performed by engine ECU24. Detailed Implementation

[0020] Next, the implementation of this disclosure will be described using embodiments.

[0021] Figure 1 This is a schematic structural diagram showing the structure of a hybrid vehicle 20 equipped with a vehicle as an embodiment of this disclosure. Figure 2 This is a schematic structural diagram showing the structure of the engine 22 mounted on the hybrid vehicle 20. (Example) Figure 1 As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a motor 30, a converter 32, a clutch K0, an automatic transmission 40, a high-voltage battery 60, a low-voltage battery 62, a DC / DC converter 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0022] Engine 22 is a 6-cylinder internal combustion engine that uses fuels such as gasoline or light oil and outputs power through four strokes: intake, compression, expansion (combustion), and exhaust. For example... Figure 2As shown, engine 22 has an intake port injection valve 126 for injecting fuel into the intake port and an in-cylinder injection valve 127 for injecting fuel into the cylinder. Engine 22, by having the intake port injection valve 126 and the in-cylinder injection valve 127, can operate in any of the following modes: intake port injection mode, in-cylinder injection mode, and common injection mode. In intake port injection mode, air purified by air filter 122 is drawn into intake manifold 123 and passed through throttle valve 124 and pressure regulator 125. Fuel is injected from intake port injection valve 126, located downstream of pressure regulator 125 in intake manifold 123, mixing the air and fuel. This mixture is then drawn into combustion chamber 129 via intake valve 128, where it is ignited by an electric spark generated by spark plug 130. This ignition converts the reciprocating motion of piston 132, compressed by this energy, within the cylinder into rotational motion of crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode. Fuel is injected through the in-cylinder injection valve 127 during the intake and compression strokes, and combustion is achieved by an electric spark generated by the spark plug 130, resulting in the rotation of the crankshaft 23. In the common injection mode, fuel is injected through the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected through the in-cylinder injection valve 127 during the intake and compression strokes. Combustion is achieved by an electric spark generated by the spark plug 130, resulting in the rotation of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. Exhaust gas discharged from the combustion chamber 129 through the exhaust valve 133 to the exhaust pipe 134 is discharged to the outside air via the purification device 135 and the PM filter 136. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust gas. PM filter 136 is a porous filter made of ceramic, stainless steel, etc., which captures particulate matter (PM) such as coal in the exhaust. Alternatively, a four-way catalytic converter that combines the purification function of a three-way catalytic converter with the function of capturing particulate matter can be used instead of PM filter 136.

[0023] Engine 22 is controlled by engine ECU 24. Although not shown, engine ECU 24 is a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and a communication port. Signals from various sensors required for controlling the operation of engine 22 are input to engine ECU 24 via the input ports. Examples of signals input to engine ECU 24 include the crankshaft angle θcr from crankshaft position sensor 140, which detects the rotational position of crankshaft 23 of engine 22, and the coolant temperature Tw from coolant temperature sensor 142, which detects the temperature of coolant in engine 22. Examples of signals input to engine ECU 24 include cam angles θci and θco from cam position sensor 144, which detects the rotational position of intake camshaft (opening / closing intake valve 128) and exhaust camshaft (opening / closing exhaust valve 133). Examples of possible values ​​include: throttle opening TA from throttle position sensor 124a (which detects the position of throttle valve 124); intake air volume Qa from air flow meter 123a (located upstream of throttle valve 124 on intake manifold 123); intake air temperature Ta from temperature sensor 123t (located upstream of throttle valve 124 on intake manifold 123); and regulated pressure Ps from pressure sensor 125a (located on pressure regulator 125). Examples of possible values ​​include: front air-fuel ratio AF1 from front air-fuel ratio sensor 137 (located upstream of air purifier 135 on exhaust manifold 134); rear air-fuel ratio AF2 from rear air-fuel ratio sensor 138 (located between air purifier 135 and PM filter 136 on exhaust manifold 134); and differential pressure ΔP from differential pressure sensor 136a (which detects the differential pressure across PM filter 136, upstream and downstream). Here, the throttle valve 124 has a built-in drive motor, and the opening degree TA of the throttle valve 124 can be adjusted by regulating the amount of electricity supplied to the motor. In addition, when the power supply to the motor is cut off, the throttle valve 124 closes to the idle speed state.

[0024] Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. Examples of signals output from the engine ECU 24 include drive control signals to the throttle valve 124, control signals to the intake port injection valve 126, control signals to the cylinder injection valve 127, and control signals to the spark plug 130.

[0025] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the engine speed Ne of the engine 22 based on the crankshaft angle θcr of the engine 22 from the crankshaft position sensor 140. Additionally, the engine ECU 24 calculates the load factor (the ratio of the volume of air actually drawn in during one cycle to the stroke volume of the engine 22 in each cycle) KL based on the intake air volume Qa from the air flow meter 123a and the engine speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates the PM accumulation amount Qpm, which is the amount of particulate matter accumulated in the PM filter 136, based on the differential pressure ΔP from the differential pressure sensor 136a, or calculates the filter temperature Tf, which is the temperature of the PM filter 136, based on the engine speed Ne and the load factor KL.

[0026] like Figure 1 As shown, a starter motor 25 for starting the engine 22 and an alternator 26 for generating electricity using power from the engine 22 are connected to the crankshaft 23 of the engine 22. The starter motor 25 and the alternator 26 are connected to the low-voltage side power line 63 together with the low-voltage battery 62 and are controlled by the HVECU 70.

[0027] Motor 30 is configured as a synchronous generator-motor, having a rotor with permanent magnets embedded in its rotor core and a stator with three-phase coils wound in its stator core. The rotating shaft 31, on which the rotor of motor 30 is fixed, is connected to the crankshaft 23 of engine 22 via clutch K0, and also to the input shaft 41 of automatic transmission 45. Transformer 32 drives motor 30 and is connected to the high-voltage side power line 61. Motor 30 is driven to rotate by switching multiple switching elements of transformer 32 via a motor electronic control unit (hereinafter referred to as "motor ECU") 34.

[0028] Although not illustrated, the motor ECU 34 is a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and a communication port. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of signals input to the motor ECU 34 include the rotational position θm from the rotational position sensor 30a that detects the rotational position of the rotor (rotation shaft 31) of the motor 30, and the phase currents Iu and Iv from the current sensors that detect the phase currents of each phase of the motor 30. Control signals are output from the motor ECU 34 to the converter 32 via the output ports. The motor ECU 34 is connected to the HVECU 70 via the communication port. The motor ECU 34 calculates the rotational speed Nm of the motor 30 based on the rotational position θm of the rotor (rotation shaft 31) of the motor 30 from the rotational position sensor 30a.

[0029] Clutch K0 is configured, for example, as a hydraulically driven friction clutch, controlled by HVECU70, to connect and disconnect the crankshaft 23 of engine 22 from the rotating shaft 31 of motor 30.

[0030] The automatic transmission 40 includes a torque converter 43 and, for example, a 6-speed automatic transmission 45. The torque converter 43 is configured as a general fluid transmission device, amplifying and transmitting torque from the input shaft 41, which is connected to the rotating shaft 31 of the motor 30, to the transmission input shaft 44, which serves as the input shaft of the automatic transmission 45, or transmitting it directly without amplification. The automatic transmission 45 includes a transmission input shaft 44, an output shaft 42 connected to the drive wheel 49 via a differential gear 48, multiple planetary gears, and multiple hydraulically driven friction engagement elements (clutches, brakes). Each friction engagement element has a hydraulic servo consisting of a piston, multiple friction engagement plates (friction plates and release plates), and an oil chamber supplied with working oil. The automatic transmission 45 forms forward or reverse gears from the first to the sixth speed through the engagement or disengagement of the multiple friction engagement elements, thereby transmitting power between the transmission input shaft 44 and the output shaft 42. A hydraulic control unit (not shown) regulates the pressure of the working oil from a mechanical oil pump and an electric oil pump and supplies it to the clutch K0 and the automatic transmission 45. The hydraulic control unit includes a valve body with multiple oil passages, multiple regulating valves, and multiple linear solenoid valves. This hydraulic control unit is controlled by an HVECU70.

[0031] The high-voltage battery 60, for example, is a lithium-ion secondary battery or a nickel-metal hydride secondary battery with a rated voltage of several hundred volts, and is connected to the high-voltage side power line 61 together with the converter 32. The low-voltage battery 62, for example, is a lead-acid battery with a rated voltage of about 12V or 14V, and is connected to the low-voltage side power line 63 together with the starter motor 25 and the alternator 26. The DC / DC converter 64 is connected to both the high-voltage side power line 61 and the low-voltage side power line 63. This DC / DC converter 64 supplies power from the high-voltage side power line 61 to the low-voltage side power line 63 by stepping down the voltage.

[0032] Although not shown, the HVECU70 is a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and a communication port. Signals from various sensors are input to the HVECU70 via the input ports. Examples of signals input to the HVECU70 include the speed Nin from the speed sensor 41a mounted on the input shaft 41 of the automatic transmission 40, the speed Nmi from the speed sensor 44a mounted on the transmission input shaft 44 of the automatic transmission 40, and the speed Nout from the speed sensor 42a mounted on the output shaft 42 of the automatic transmission 40. Examples of signals input to the HVECU70 include the voltage Vbh of the high-voltage battery 60 from the voltage sensor mounted between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from the current sensor mounted between the output terminals of the high-voltage battery 60, and the voltage Vbl from the voltage sensor mounted between the terminals of the low-voltage battery 62. It can also be cited as an ignition signal from ignition switch 80, gear SP from gear position sensor 82 which detects the operating position of gear shift lever 81, accelerator opening Acc from accelerator pedal position sensor 84 which detects the amount of pedal pressure of accelerator pedal 83, brake pedal position BP from brake pedal position sensor 86 which detects the amount of brake pedal pressure of brake pedal 85, and vehicle speed V from vehicle speed sensor 87.

[0033] Various control signals are output from the HVECU 70 via its output port. Examples of signals output from the HVECU 70 include control signals to the starter motor 25 and the alternator 26. Other examples include control signals to the clutch K0, the automatic transmission 40 (hydraulic control unit), and the DC / DC converter 64. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via a communication port. The HVECU 70 calculates the speed ratio Gt of the automatic transmission 40 by dividing the speed Nin of the input shaft 41 of the automatic transmission 40 from the speed sensor 41a by the speed Nout of the output shaft 42 of the automatic transmission 40 from the speed sensor 42a.

[0034] In the hybrid vehicle 20 configured in this way, the engine 22, clutch K0, motor 30, and automatic transmission 40 are controlled in a manner that allows operation in hybrid driving mode (HV driving mode) and electric driving mode (EV driving mode) through coordinated control of the HVECU 70, engine ECU 24, and motor ECU 34. Here, HV driving mode is a mode in which the clutch K0 is engaged and the power of the engine 22 is used for driving, while EV driving mode is a mode in which the clutch K0 is disengaged and the power of the engine 22 is not used for driving.

[0035] In the control of the automatic transmission 40 in HV driving mode and EV driving mode, the HVECU 70 first sets the target gear M* of the automatic transmission 45 based on the accelerator opening (Acc) and vehicle speed (V). Furthermore, when the gear M of the automatic transmission 45 matches the target gear M*, the automatic transmission 45 is controlled to maintain gear M. Conversely, when gear M differs from the target gear M*, the automatic transmission 45 is controlled to make gear M match the target gear M*.

[0036] In the control of engine 22 and motor 30 in HV driving mode, HVECU 70 first sets the required torque Tout* (required by the output shaft 42 of automatic transmission 40) based on accelerator opening Acc and vehicle speed V. Next, the required torque Tout* of output shaft 42 is divided by the speed ratio Gt of automatic transmission 40, and the resulting value is set as the required torque Tin* of input shaft 41. When the required torque Tin* of input shaft 41 is set in this way, the required torque Te* of engine 22 and the torque command Tm* of motor 30 are set by outputting the required torque Tin* to input shaft 41. The required torque Te* of engine 22 is sent to engine ECU 24, and the torque command Tm* of motor 30 is sent to motor ECU 34. Upon receiving the required torque Te*, engine ECU 24 controls the operation of engine 22 (intake air volume control, fuel injection control, ignition control, etc.) to operate engine 22 at the required torque Te*. When the motor ECU34 receives the torque command Tm*, it controls the switching of multiple switching elements of the converter 32 so that the motor 30 is driven by the torque command Tm*.

[0037] In the control of motor 30 in EV driving mode, HVECU 70 sets the required torque Tin* for input shaft 41 in the same way as in HV driving mode, and sets the torque command Tm* for motor 30 by outputting the required torque Tin* to input shaft 41 and sends it to motor ECU 34. When motor ECU 34 receives torque command Tm*, it controls the switching of multiple switching elements of converter 32 to drive motor 30 with torque command Tm*.

[0038] Next, the operation of the hybrid vehicle 20 configured in this way will be explained, especially the operation of suppressing abnormal acceleration that may occur before the excess torque state is determined. Figure 3 This is a control block diagram representing an example of throttle control performed by engine ECU24, using control blocks. Figure 4 This is a flowchart illustrating an example of throttle control processing performed by engine ECU24. Figure 5 This is a flowchart illustrating an example of throttle monitoring processing performed by engine ECU24. Figure 4 Throttle control processing Figure 3 The processing of the upper control block and the lower left control block, Figure 5 Throttle monitoring and processing Figure 3 The processing of the control block on the right side of the lower section. The following uses... Figure 3 The control blocks are described in sequence. Figure 4 Throttle control processing and Figure 5 Throttle monitoring and processing. It should be noted that in the hybrid vehicle 20 of the embodiment, with... Figure 3 Unlike other throttle control systems, if the difference between the estimated torque Te* required by the engine 22, the intake air volume Qa, and the engine speed Ne, and the estimated torque Teest output from the engine 22 is greater than a predetermined torque, and this condition persists for a predetermined time (e.g., 300ms, 400ms, etc.), it is determined to be an excess torque state, and as a fail-safe measure, the power supply to the throttle valve 124 is cut off.

[0039] When execution Figure 4 During throttle control processing, the engine ECU 24 first inputs the required torque Te* demanded by the engine 22, the engine speed Ne, the transmission stage M of the automatic transmission 45, and the throttle opening TA of the throttle 124, etc. (step S100). Then, based on the required torque Te*, the target throttle opening TA* is calculated (step S110). Figure 3 As shown in the previous section, the target throttle opening TA* is calculated by adjusting the torque of the required torque Te*, transforming the adjusted torque into a load rate KL, transforming the load rate KL into the throttle opening TA, and then adjusting the throttle opening. Adjustment is the process of adjusting the timing delay and abrupt changes. As mentioned above, the load rate KL is the ratio of the volume of air actually drawn in one cycle to the stroke volume of the engine 22 in each cycle, calculated based on the intake air volume Qa from the air flow meter 123a and the engine speed Ne of the engine 22. Alternatively, a learned model of the throttle opening TA can be obtained by learning the relationship between the required torque Te*, the engine speed Ne of the engine 22, and the throttle opening TA using machine learning, etc., and the throttle opening TA derived using this learned model can be used as the target throttle opening TA*.

[0040] Next, the upper limit throttle opening TAlim is calculated based on the required torque Te*, the engine speed Ne of engine 22 and the transmission stage M of automatic transmission 45 (step S120). Figure 3This is the control block diagram for calculating the upper limit throttle opening in the lower section. In the implementation, regarding the upper limit throttle opening TAlim, a throttle opening with an acceleration slightly higher than the acceleration obtained through the required torque Te* (e.g., 0.3G, 0.5G, etc.) is calculated and used as the upper limit throttle opening TAlim. The upper limit throttle opening TAlim is set within a relatively small range of engine speed Ne, tending to increase as the required torque Te* increases, as the engine speed Ne increases, and as the transmission stage M increases (increasing towards the acceleration side). In the implementation, the relationship between the required torque Te*, engine speed Ne, transmission stage M of the automatic transmission 45, and upper limit throttle opening TAlim is determined through experiments, machine learning, etc., and stored as a mapping for setting the upper limit throttle opening. When the required torque Te* is given at the specified speed Ne and transmission stage M, the corresponding upper limit throttle opening TAlim is calculated by deriving it from the mapping.

[0041] Next, the target throttle opening TA* is protected by the upper limit throttle opening TAlim (step S130), and the throttle valve 124 is driven and controlled to become the protected target throttle opening TA* (step S140), ending the throttle valve control process. In this way, by protecting the target throttle opening TA* by the upper limit throttle opening TAlim, abnormal acceleration caused by excessive torque can be suppressed before an excessive torque state is determined.

[0042] When execution Figure 5 During throttle monitoring, the engine ECU 24 inputs the actual throttle opening TA (step S200) and determines whether the actual throttle opening TA is greater than the upper limit throttle opening TAlim (step S210). If it is determined that the actual throttle opening TA is below the upper limit throttle opening TAlim, it is determined that the throttle opening TA of the throttle 124 is being appropriately controlled through throttle control processing, and this process ends. On the other hand, if it is determined that the actual throttle opening TA is greater than the upper limit throttle opening TAlim, it is determined that the actual throttle opening TA exceeds the upper limit throttle opening TAlim due to some reason such as an abnormality, and the power supply to the throttle 124 is cut off (step S170), ending this control. By cutting off the power supply to the throttle 124, the throttle 124 quickly closes to the idle state, thus suppressing abnormal acceleration.

[0043] In the hybrid vehicle 20 described above, the upper limit protection is provided for the target throttle opening TA* calculated based on the load rate KL obtained using the required torque Te* of the engine 22, by using the upper limit throttle opening TAlim obtained based on the required torque Te*, the engine speed Ne, and the transmission stage M of the automatic transmission 45. Therefore, abnormal acceleration caused by excessive torque can be suppressed before an excess torque state is determined. That is, an appropriate excess torque state determination can be maintained, and abnormal acceleration caused by excessive torque can be suppressed before an excess torque state is determined. Furthermore, when the actual throttle opening TA is greater than the upper limit throttle opening TAlim, the power supply to the throttle 124 is cut off, and the throttle 124 is quickly closed to the idle state. Therefore, abnormal acceleration can be suppressed.

[0044] In the hybrid vehicle 20 of the embodiment, a 6-speed automatic transmission 45 is provided. However, it may also be equipped with a 4-speed, 5-speed, or 8-speed automatic transmission.

[0045] In this embodiment, a hybrid vehicle 20 equipped with an engine 22 and a motor 30 is described, but it can also be applied to a conventional engine-equipped vehicle equipped with an engine 22 but not a motor 30.

[0046] In the hybrid vehicle 20 of the embodiment, there are an engine ECU 24, a motor ECU 34, and an HVECU 70. However, at least two of them may also be integrated into one unit.

[0047] The correspondence between the main elements of the implementation method and the main elements of the invention listed in the means for solving the problem will be explained. In the implementation method, engine 22 is equivalent to "engine", and engine ECU 24 is equivalent to "control device".

[0048] It should be noted that the correspondence between the main elements of the implementation method and the main elements of the invention recorded in the "Means for Solving the Problem" column is merely an example of how the implementation method is used to carry out the invention recorded in the "Means for Solving the Problem" column, and therefore does not limit the elements of the invention recorded in the "Means for Solving the Problem" column. That is, the interpretation of the invention recorded in the "Means for Solving the Problem" column should be based on the record in that column, and the implementation method is merely a specific example of the invention recorded in the "Means for Solving the Problem" column.

[0049] The present disclosure has been described above using embodiments, but the present disclosure is not limited to such embodiments in any way, and can of course be implemented in various ways without departing from the spirit of the present disclosure.

[0050] Industrial applicability

[0051] This disclosure can be used in industries such as vehicle manufacturing.

[0052] Explanation of reference numerals in the attached figures

[0053] 20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 25 Starter motor, 26 Alternator, 30 Motor, 30a Rotary position sensor, 31 Rotary shaft, 32 Converter, 34 Motor ECU, 40 Automatic transmission, 41 Input shaft, 41a Speed ​​sensor, 42 Output shaft, 42a Speed ​​sensor, 43 Torque converter, 44 Transmission input shaft, 44a Speed ​​sensor, 45 Automatic transmission, 48 Differential gear, 49 Drive wheel, 60 High-voltage battery, 61 High-voltage side power line, 62 Low-voltage battery, 63 Low-voltage side power line, 64 DC / DC converter, 70 HV ECU, 8 0 Ignition switch, 81 Gear shift lever, 82 Gear position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 Vehicle speed sensor, 122 Air filter, 123 Intake pipe, 123a Air flow meter, 123t Temperature sensor, 124 Throttle valve, 124a Throttle valve position sensor, 125 Pressure regulator, 125a Pressure sensor, 126 Intake port injection valve, 127 In-cylinder injection valve, 128 Intake valve, 129 Combustion chamber, 130 Spark plug, 132 Piston, 133 Exhaust valve, 134 Exhaust pipe, 135 Purification device, 135a Purification catalyst, 136 PM filter, 136a Differential pressure sensor, 137 Front air-fuel ratio sensor; 138 Rear air-fuel ratio sensor, 140 Crankshaft position sensor, 142 Water temperature sensor, 144 Cam position sensor.

Claims

1. A vehicle comprising: an engine; and a control device, wherein when a state in which the difference between a required torque demanded by the engine and a presumed torque output from the engine is greater than or equal to a predetermined torque persists for a predetermined time or more, the vehicle is determined to be in an excess torque state, characterized in that... The control device uses the required torque to set an upper limit throttle opening as the upper limit of the throttle opening, and uses the upper limit throttle opening to provide upper limit protection for the throttle opening calculated based on the engine load rate obtained by using the required torque.

2. The vehicle according to claim 1, wherein, The vehicle is equipped with an automatic transmission, the input shaft of which is connected to the crankshaft of the engine, and the output shaft of which is connected to a drive shaft connected to the drive wheels. The control device sets the upper limit throttle opening based on the required torque, the engine speed, and the gear shift of the automatic transmission.

3. The vehicle according to claim 1 or 2, wherein, The control device cuts off the power supply to the throttle valve when the actual throttle valve opening is greater than the upper limit throttle valve opening.

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