Vehicular control apparatus

Abstract

To provide a vehicular control apparatus capable of suppressing an erroneous determination occurring in the case of determining abnormality in a connecting pipe.SOLUTION: An internal combustion engine 100 includes: an intake air passage 71; a supercharger 80 provided in the intake air passage 71; a throttle valve 74 provided downstream of the supercharger 80 in the intake air passage 71; a connecting pipe 31 that constitutes at least a part of a passage communicating a part positioned upstream of the supercharger 80 in the intake air passage 71 with inside of a crankcase; and a pressure sensor 54 for detecting internal pressure of the connecting pipe 31. A control device performs: determination processing for determining presence or absence of abnormality in the connecting pipe 31 on the basis of a magnitude of negative pressure detected by the pressure sensor 54 while a vehicle accelerates; and opening-degree change processing for decreasing an opening degree of the throttle valve 74 during an upshift of an automatic transmission compared to an opening degree set before up-shifting the automatic transmission. The control device does not determine presence or absence of abnormality on the basis of negative pressure detected by the pressure sensor 54 during execution of the opening-degree change processing.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a control device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a vehicle equipped with an internal combustion engine. The internal combustion engine includes a turbocharger and a blow-by gas treatment device. The blow-by gas treatment device includes a fresh air introduction passage that connects the inside of the crankcase of the internal combustion engine with an intake passage, and a pressure sensor. The fresh air introduction passage introduces outside air from the intake passage into the crankcase of the internal combustion engine. The fresh air introduction passage has a connecting pipe. The connecting pipe connects a portion of the intake passage located upstream of the compressor wheel with the inside of the cylinder head cover. The pressure sensor detects the internal pressure of the connecting pipe. When supercharging is performed by the turbocharger, the internal pressure of the connecting pipe becomes negative.

[0003] If there is an abnormality in the connecting pipe, such as a loose joint or a perforation, outside air will flow into the connecting pipe through the abnormality. Therefore, even if the internal pressure in the intake passage located upstream of the compressor wheel is negative, the internal pressure in the connecting pipe is unlikely to become negative. Therefore, when the internal pressure in the intake passage is negative, an abnormality in the connecting pipe can be determined based on the magnitude of the negative pressure detected by the pressure sensor. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2023-024063 Summary of the Invention [Problem to be solved by the invention]

[0005] In vehicles equipped with an automatic transmission, the throttle valve opening may be reduced during a gear shift to reduce shift shock. Reducing the throttle valve opening during supercharging reduces the negative pressure generated in the upstream portion of the intake passage. Even if there is no abnormality in the connecting piping, the magnitude of the negative pressure detected by the pressure sensor decreases. Therefore, there is a risk of erroneous determination when determining an abnormality in the connecting piping during a gear shift. [Means for solving the problem]

[0006] A vehicle control device for solving the above problem is a control device for a vehicle including an internal combustion engine and an automatic transmission. The internal combustion engine includes an intake passage, a supercharger provided in the intake passage, a throttle valve provided in the intake passage downstream of the supercharger, a connecting pipe constituting at least a part of a passage connecting a portion of the intake passage located upstream of the supercharger with the inside of a crankcase, and a pressure sensor detecting internal pressure of the connecting pipe. The control device executes a determination process for determining whether or not there is an abnormality in the connecting pipe based on the magnitude of negative pressure detected by the pressure sensor during acceleration of the vehicle, and an opening change process for reducing the opening of the throttle valve during an upshift of the automatic transmission compared to before the upshift of the automatic transmission. The control device does not execute the determination of whether or not there is an abnormality based on the magnitude of negative pressure detected by the pressure sensor during execution of the opening change process. [Effects of the Invention]

[0007] According to the above-described vehicle control device, it is possible to suppress erroneous determinations caused by a decrease in negative pressure generated in the upstream portion of the intake passage during the opening degree change process. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a cross-sectional view of an internal combustion engine mounted on a vehicle. [Figure 2] FIG. 2 is a configuration diagram of a vehicle control device. [Figure 3]FIG. 3 is a graph showing the relationship between the detected value of the pressure sensor and the intake air amount. [Figure 4] FIG. 4 is a flowchart showing the procedure of the determination process for determining an abnormality in the connecting pipe. [Figure 5] Figure 5 is a timing chart showing the relationship between the integrated value of the negative pressure detection value and the start and end times of upshifting, where (a) shows the intake air volume, (b) shows the negative pressure detection value, (c) shows the integrated value of the negative pressure detection value, (d) shows the state of the automatic transmission, and (e) shows the throttle opening. DETAILED DESCRIPTION OF THE INVENTION

[0009] An embodiment of a vehicle control device will be described below with reference to Figures 1 to 5. A vehicle 10 includes an internal combustion engine 100 and an automatic transmission 101. [Internal combustion engine] As shown in Figure 1, the internal combustion engine 100 includes a cylinder block 91, a cylinder head 97, a cylinder head cover 98, a crankcase 95, and an oil pan 96. The internal combustion engine 100 is a driving source for a vehicle. The cylinder block 91 has a plurality of cylinders 92. Each cylinder 92 houses a piston 94 that reciprocates in conjunction with the rotation of the crankshaft. The oil pan 96 stores oil that is used to lubricate various parts of the internal combustion engine 100 and for the hydraulic drive mechanism.

[0010] The internal combustion engine 100 includes a combustion chamber 93. The combustion chamber 93 is defined by a cylinder 92, a piston 94, and a cylinder head 97. The internal combustion engine 100 includes an intake passage 71 that introduces intake air into the combustion chamber 93. The internal combustion engine 100 includes an exhaust passage 78 that discharges exhaust gas from the combustion chamber 93.

[0011] The internal combustion engine 100 includes a supercharger 80. The supercharger 80 includes a turbine 82 and a compressor 81 connected to the turbine 82. The turbine 82 is disposed in the exhaust passage 78. The compressor 81 is disposed in the intake passage 71.

[0012] An air cleaner 72 is provided in a portion of the intake passage 71 that is located upstream of the compressor 81 (hereinafter referred to as the upstream portion 71a). In the upstream portion 71a, an air flow meter 53 is provided downstream of the air cleaner 72. An example of the upstream portion 71a is the portion of the intake passage 71 between the air cleaner 72 and the compressor 81. The air flow meter 53 detects the amount of intake air introduced into the combustion chamber 93 (hereinafter referred to as the intake air amount GA).

[0013] An intercooler 73 is provided in a portion of the intake passage 71 that is located downstream of the compressor 81. A throttle valve 74 is provided in a portion of the intake passage 71 that is located downstream of the intercooler 73. An intake manifold 75 is provided in a portion of the intake passage 71 that is located downstream of the throttle valve 74. The intake manifold 75 is connected to a cylinder head 97.

[0014] The cylinder head 97 has an intake port 76. Intake air that passes through the intake manifold 75 is introduced into the combustion chamber 93 through the intake port 76. The cylinder head 97 has an exhaust port 77 that discharges exhaust gas from the combustion chamber 93. The exhaust gas discharged from the combustion chamber 93 is discharged into the exhaust passage 78 through the exhaust port 77.

[0015] <Blow-by gas treatment device> The internal combustion engine 100 is equipped with a blow-by gas processing device 30. The blow-by gas processing device 30 has a blow-by gas passage 49 that connects the crankcase 95 and the intake passage 71. The blow-by gas passage 49 includes a pre-separator 42, a suction passage 41, a first oil separator 43, and a blow-by gas discharge pipe 47. Blow-by gas that has leaked from the combustion chamber 93 to the crankcase 95 flows into the intake passage 71 through the blow-by gas passage 49.

[0016] The first oil separator 43 is provided in the cylinder head cover 98. The first oil separator 43 separates oil from blow-by gas. The first oil separator 43 is connected to the intake manifold 75 by a blow-by gas discharge pipe 47. A PCV valve 48 is provided in the blow-by gas discharge pipe 47. The PCV valve 48 opens when the pressure in the intake manifold 75 is lower than the pressure in the first oil separator 43. As a result, the first oil separator 43 and the intake manifold 75 are in communication with each other.

[0017] The suction passage 41 is provided in the cylinder block 91 and the cylinder head 97. The suction passage 41 introduces blow-by gas from the crankcase 95 into the first oil separator 43. The pre-separator 42 is provided in the suction passage 41. The pre-separator 42 separates oil from the blow-by gas passing through the suction passage 41.

[0018] <New air intake passage> The blow-by gas processing device 30 includes a second oil separator 32. The second oil separator 32 is provided on the cylinder head cover 98. The second oil separator 32 is provided with a pressure sensor .

[0019] The blow-by gas treatment device 30 includes a connection pipe 31 that introduces fresh air from the intake passage 71 to the crankcase 95. One end of the connection pipe 31 is connected to a joint provided in a portion of the upstream section 71a that is located downstream of the air cleaner 72. The other end of the connection pipe 31 is connected to a joint provided in the second oil separator 32. The pressure sensor 54 detects the internal pressure of the connection pipe 31 (hereinafter referred to as the detection value P).

[0020] A communication passage 99 that communicates with the crankcase 95 is provided in the cylinder block 91 and the cylinder head cover 98. The upstream portion 71a of the intake passage 71 is in communication with the interior of the crankcase 95 via the connecting pipe 31, the second oil separator 32, and the communicating passage 99. The connecting pipe 31, the second oil separator 32, and the communicating passage 99 form a fresh air introduction passage 90 that introduces fresh air from the upstream portion 71a of the intake passage 71 into the interior of the crankcase 95. The connecting pipe 31 constitutes a part of the fresh air introduction passage 90.

[0021] <Operation of blow-by gas treatment device> When supercharging by the supercharger 80 is not being performed, the pressure in the intake manifold 75 becomes lower than the pressure in the first oil separator 43, causing the PCV valve 48 to open. As a result, blow-by gas from the crankcase 95 is introduced into the intake manifold 75 through the suction passage 41, the first oil separator 43, and the blow-by gas discharge pipe 47. Fresh air is introduced into the crankcase 95 from the intake passage 71 through the fresh air introduction passage 90. As a result, the blow-by gas in the crankcase 95 is scavenged.

[0022] When supercharging is performed by the supercharger 80, the pressure in the intake manifold 75 becomes higher than the pressure in the first oil separator 43, causing the PCV valve 48 to close. Negative pressure is generated in the upstream portion 71a of the intake passage 71. As a result, the internal pressure of the connecting pipe 31 also becomes negative. The negative pressure is a pressure lower than atmospheric pressure. When the detection value P of the pressure sensor 54 is lower than atmospheric pressure, the greater the difference between the detection value P of the pressure sensor 54 and the atmospheric pressure, the greater the magnitude of the negative pressure generated inside the connecting pipe 31.

[0023] <Control device> 2, the control device 102 of the vehicle 10 includes a CPU 102a and a memory 102b. The memory 102b stores a program describing the processes to be executed by the CPU 102a and various data necessary for the CPU 102a to execute the program. The control device 102 receives output signals from an air flow meter 53 and a pressure sensor 54.

[0024] The vehicle 10 is equipped with a vehicle speed sensor 55 that detects the traveling speed of the vehicle 10, an accelerator opening sensor 56 that detects the accelerator opening, and a rotation speed sensor 57 that detects the rotation speed of the internal combustion engine 100. The output signals of the vehicle speed sensor 55, the accelerator opening sensor 56, and the rotation speed sensor 57 are input to the control device 102. The control device 102 controls the opening of the throttle valve 74 based on the vehicle speed, the accelerator opening, and the rotation speed of the internal combustion engine 100.

[0025] The vehicle 10 is equipped with an automatic transmission 101. A control device of the automatic transmission 101 controls the gear position of the automatic transmission 101 based on output signals from an air flow meter 53, a vehicle speed sensor 55, an accelerator opening sensor 56, and a rotation speed sensor 57. The control device of the automatic transmission 101 outputs a signal specifying the current gear position to a control device 102 of the vehicle 10.

[0026] When changing the gear position of the automatic transmission 101, the control device of the automatic transmission 101 outputs a signal indicating that the gear is being shifted to the control device 102 of the vehicle 10 from the start of the gear shift until the gear shift is completed. In one example, the control device 102 of the vehicle 10 detects that the automatic transmission 101 is shifting based on this signal. The control device 102 may detect that the automatic transmission 101 is shifting based on any of the following: a rate of change in the rotational speed of the internal combustion engine 100 is equal to or greater than a predetermined value; a signal identifying the current gear position; and a loss of the proportional relationship between the rotational speed of the internal combustion engine 100 and the vehicle speed.

[0027] <Opening degree change processing> The control device 102 executes an opening change process during an upshift of the automatic transmission 101. When an upshift of the automatic transmission 101 is initiated, the control device 102 reduces the opening of the throttle valve 74 to a value smaller than the opening before the shift was initiated, and maintains this reduced state. Thereafter, the control device 102 gradually increases the opening of the throttle valve 74 until the shift of the automatic transmission 101 is completed, at which point the opening corresponds to the opening corresponding to the operating state of the internal combustion engine 100. The opening corresponding to the operating state of the internal combustion engine 100 may be equal to the opening of the throttle valve 74 before the shift was initiated.

[0028] An upshift is a change in the engagement state of each engagement element of the automatic transmission 101 so as to reduce the gear ratio of the automatic transmission 101. The gear ratio is the ratio of the input rotation speed to the output rotation speed of the automatic transmission 101.

[0029] <Relationship between pressure sensor detection value and intake air volume> As shown in Figure 3, when the intake air amount GA is small, the detected value P is equal to atmospheric pressure. If there is no abnormality in the connecting pipe 31, as shown by the solid line in Figure 3, the detected value P decreases as the intake air amount GA increases. Therefore, the difference between the detected value P and atmospheric pressure increases. In other words, the negative pressure generated in the connecting pipe 31 increases as the intake air amount GA increases. Examples of abnormalities in the connecting pipe 31 include the connecting pipe 31 falling off from the joint or the occurrence of a perforation in the connecting pipe 31.

[0030] If a perforation occurs in the connecting pipe 31, outside air will flow into the connecting pipe 31 from the location of the perforation. For this reason, as shown by the dashed-dotted line in Figure 3, when the intake air amount GA increases, the detected value P will decrease, but the amount of decrease in the detected value P at this time will be smaller than when no abnormality occurs in the connecting pipe 31. In other words, the magnitude of the negative pressure generated in the connecting pipe 31 is smaller when a perforation occurs in the connecting pipe 31 than when no abnormality occurs in the connecting pipe 31.

[0031] If the connecting pipe 31 falls off from the fitting, outside air will flow into the connecting pipe 31 from the point of detachment. The amount of outside air flowing into the connecting pipe 31 from the point where the connecting pipe 31 fell off is greater than the amount of outside air flowing into the connecting pipe 31 from the point where the perforation occurred. For this reason, as shown by the dashed line in Figure 3, even if the intake air amount GA increases, the detected value P hardly decreases. In other words, the magnitude of the negative pressure generated in the connecting pipe 31 is smaller when the connecting pipe 31 falls off than when a perforation occurs in the connecting pipe 31.

[0032] Hereinafter, the magnitude of the negative pressure detected by the pressure sensor 54 will be referred to as the negative pressure detection value NP. As shown in Fig. 3, the magnitude of the negative pressure detection value NP is defined as the value obtained by subtracting the detection value P from the atmospheric pressure. The control device 102 calculates the negative pressure detection value NP. For a given intake air amount GA, the negative pressure detection value NP when a perforation has occurred in the connecting pipe 31 is smaller than the negative pressure detection value NP when no abnormality has occurred in the connecting pipe 31, and is larger than the negative pressure detection value NP when a detachment has occurred in the connecting pipe 31.

[0033] <Determination process> The control device 102 executes a process (hereinafter referred to as a determination process) to determine whether or not there is an abnormality in the connecting pipe 31. The control device 102 determines whether or not there is an abnormality in the connecting pipe 31 based on the negative pressure detection value NP while the vehicle 10 is accelerating. It is desirable that the determination process be executed at least once during one trip of the vehicle 10. One trip is the period from when the internal combustion engine 100 is started until the operation of the internal combustion engine 100 is stopped.

[0034] The control device 102 determines whether the vehicle 10 is accelerating (step S110 in FIG. 4). The control device 102 determines that the vehicle 10 is accelerating when, for example, both the following conditions 1 and 2 are satisfied. Condition 1 is met when the output of the internal combustion engine 100 is relatively large, and condition 2 is met when the output of the internal combustion engine 100 is increasing.

[0035] Condition 1: The intake air amount GA is equal to or greater than a first threshold value GA1. Condition 2: The rate of change ΔGA of the intake air amount GA is equal to or greater than a second threshold value ΔGA2.

[0036] As shown by the dashed line in Figure 3, when the intake air amount GA becomes larger than the third threshold value GA3, the detection value P of the pressure sensor 54 may become negative pressure even if the connecting pipe 31 has come off from the joint. For this reason, in condition 1, it is desirable that the intake air amount GA be equal to or larger than the first threshold value GA1 and equal to or smaller than the third threshold value GA3 (>first threshold value GA1). When the intake air amount GA is equal to or smaller than the third threshold value GA3, the pressure sensor 54 does not detect negative pressure. For this reason, erroneous determination is unlikely to occur.

[0037] If the vehicle 10 is not accelerating (step S110: NO), the control device 102 executes the processes from step S110 onwards again. If the vehicle 10 is accelerating (step S110: YES), the control device 102 determines whether either of the following conditions 3 and 4 is satisfied (step S120).

[0038] Condition 3: Opening degree change processing is being executed. Condition 4: The delay period T has not elapsed since the automatic transmission 101 completed shifting.

[0039] If neither Condition 3 nor Condition 4 is satisfied (Step S120: NO), the control device 102 acquires the detection value P of the pressure sensor 54 (Step S130). If either Condition 3 or Condition 4 is satisfied (Step S120: YES), the control device 102 executes the processes from Step S110 onwards again without acquiring the detection value P of the pressure sensor 54.

[0040] During the opening change process, the opening of the throttle valve 74 decreases, thereby reducing the intake air amount GA. Therefore, even if there is no abnormality in the connecting pipe 31, the negative pressure in the upstream portion 71a of the intake passage 71 may decrease. As a result, the correlation between the negative pressure detection value NP and the presence or absence of an abnormality in the connecting pipe 31 decreases.

[0041] If Condition 3 is met (step S120: YES), the correlation may have decreased, and therefore the control device 102 does not determine whether or not there is an abnormality based on the negative pressure detection value NP during the opening degree change process.

[0042] A change in the intake air amount GA caused by a change in the opening of the throttle valve 74 lags behind the change in the opening of the throttle valve 74. Therefore, the detection value P of the pressure sensor 54 also changes with a delay relative to the change in the opening of the throttle valve 74. Therefore, even after the opening change process is completed, the detected negative pressure value NP is likely to remain smaller than the value it had before the opening change process began. The control device 102 does not determine whether or not there is an abnormality based on the detected negative pressure value NP during a predetermined period from the end of the opening change process. The delay period T in condition 4 is the period until the delay in the change in the detected negative pressure value P relative to the change in the opening of the throttle valve 74 is resolved and the detected value P converges to a value corresponding to the opening of the throttle valve 74. The control device 102 does not determine whether or not there is an abnormality based on the detected negative pressure value NP during a period from the end of the opening change process until the delay period T has elapsed.

[0043] If neither Condition 3 nor Condition 4 is satisfied (Step S120: NO), the control device 102 acquires the detection value P of the pressure sensor 54 (Step S130). Thereafter, the control device 102 determines whether or not calculation of the integrated value ΣNP of the negative pressure detection values ​​NP of the pressure sensor 54 is incomplete (Step S140). If calculation of the integrated value ΣNP is incomplete (Step S140: YES), the control device 102 calculates the integrated value ΣNP of the negative pressure detection values ​​NP based on Equation (2) (Step S150). The control device 102 determines that calculation of the integrated value ΣNP is complete when the number of calculations of the integrated value ΣNP reaches a predetermined number.

[0044] ΣNP(i+1)←ΣNP(i)+NP …(2) In the above formula (2), ΣNP(i) is the integrated value ΣNP calculated in the previous control cycle, and ΣNP(i+1) is the integrated value ΣNP calculated in the current control cycle. After calculating the integrated value ΣNP, the control device 102 executes the processes from step S110 onwards again.

[0045] <Determining whether there is an abnormality> When the calculation of the integrated value ΣNP is completed (step S140: NO), the control device 102 compares the integrated value ΣNP with the first determination value ΣNP1 and the second determination value ΣNP2 to determine whether or not there is an abnormality in the connection pipe 31. The first determination value ΣNP1 is a determination value for determining that there is no abnormality in the connection pipe 31. The second determination value ΣNP2 is a determination value for determining that there has been a detachment from the joint in the connection pipe 31. The first determination value ΣNP1 is greater than the second determination value ΣNP2.

[0046] When the calculation of the integrated value ΣNP is completed (step S140: NO), the control device 102 determines whether the integrated value ΣNP is greater than a first determination value ΣNP1 (step S160). When the integrated value ΣNP is greater than the first determination value ΣNP1 (step S160: YES), the control device 102 stores the determination result indicating that no abnormality has occurred in the connection pipe 31 in the memory 102b (step S170), and then ends the determination process.

[0047] If the integrated value ΣNP is equal to or smaller than the first determination value ΣNP1 (step S160: NO), the control device 102 determines whether the integrated value ΣNP is greater than the second determination value ΣNP2 (step S180). If the integrated value ΣNP is greater than the second determination value ΣNP2 (step S180: YES), the control device 102 stores the determination result indicating that perforation has occurred in the connection pipe 31 in the memory 102b (step S190), and then ends the determination process.

[0048] If the integrated value ΣNP is less than or equal to the second judgment value ΣNP2 (step S180: NO), the control device 102 stores the judgment result indicating that the connecting pipe 31 has come off from the fitting in the memory 102b (step S200), and then terminates the judgment process.

[0049] <Control device operation> As shown in FIG. 5(a), when the vehicle 10 starts accelerating (time t1), the intake air amount GA increases. When both of the above-described conditions 1 and 2 are satisfied, the control device 102 starts calculating the integrated value ΣNP (time t2). When the number of calculations of the integrated value ΣNP reaches a predetermined number, the control device 102 ends calculation of the integrated value ΣNP (time t5). Thereafter, the control device 102 compares the integrated value ΣNP at the end of the calculation with the first determination value ΣNP1 and the second determination value ΣNP2 to determine whether or not there is an abnormality in the connecting pipe 31.

[0050] For example, if a perforation occurs in the connection pipe 31 as an abnormality in the connection pipe 31, outside air is introduced into the connection pipe 31 from the location of the perforation. Therefore, as shown by the dashed dotted lines in Figures 5(b) and 5(c), at timing t5, the integrated value ΣNP falls below the first determination value ΣNP1 and exceeds the second determination value ΣNP2.

[0051] As shown by the two-dot chain line in Figures 5(d) and 5(e), if an upshift of the automatic transmission 101 is performed while the integrated value ΣNP is being calculated, the throttle opening is made smaller than before the upshift was started (timing t3 to t4). As a result, as shown by the two-dot chain line in Figure 5(b), the detected negative pressure value NP when an upshift is performed is smaller than the detected negative pressure value NP when an upshift is not performed.

[0052] 5(c), when the calculation of the integrated value ΣNP is performed during an upshift, the integrated value ΣNP may fall below the first determination value ΣNP1 even if there is no abnormality in the connecting pipe 31. As a result, it is erroneously determined that there is an abnormality in the connecting pipe 31.

[0053] <Effects of the control device> The control device 102 provides the following advantages (1) to (3). (1) The control device 102 does not determine whether or not there is an abnormality based on the negative pressure detection value NP during the opening change process. That is, the control device 102 does not use the negative pressure detection value NP during the opening change process when calculating the integrated value ΣNP. This can prevent erroneous determinations caused by a decrease in the negative pressure generated in the upstream portion 71a of the intake passage 71 during the opening change process.

[0054] (2) The negative pressure detection value NP changes with a delay relative to changes in the throttle opening. Therefore, even after the opening change process is completed, the negative pressure detection value NP is likely to be smaller until the delay period T has elapsed compared to when the opening change process is not executed. The control device 102 does not determine whether or not there is an abnormality based on the negative pressure detection value NP of the pressure sensor 54 during the period from the end of the opening change process until the delay period T has elapsed. In other words, when calculating the integrated value ΣNP, the control device 102 does not use the negative pressure detection value NP during the delay period T. This prevents erroneous determinations caused by the negative pressure generated in the upstream portion 71a of the intake passage 71 decreasing during the delay period T.

[0055] (3) When the negative pressure detection value NP changes, the amount of change in the integrated value ΣNP obtained by integrating the negative pressure detection value NP is greater than the amount of change in the negative pressure detection value NP. Therefore, using the integrated value ΣNP as a comparison target for the first determination value ΣNP1 or the second determination value ΣNP2 provides higher accuracy in determining whether or not an abnormality exists. However, the erroneous determinations described in (1) and (2) above are more likely to occur when referring to the integrated value ΣNP than when referring to the negative pressure detection value NP when determining whether or not an abnormality exists. In other words, the determination process by the control device 102 improves determination accuracy and can suppress the erroneous determinations described in (1) and (2) above.

[0056] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0057] In step S120 of FIG. 4, the control device 102 determines whether or not condition 3 is met, out of the above-mentioned conditions 3 and 4. The internal combustion engine 100 includes a pipe that directly connects the upstream portion 71a of the intake passage 71 to the inside of the crankcase 95. The control device 102 determines whether or not there is an abnormality in the pipe. [Explanation of symbols]

[0058] 10...Vehicle 31...Connecting piping 54...Pressure sensor 71...intake passage 71a...upstream part 74...Throttle valve 80...Turbocharger 90... Fresh air intake passage 95...Crankcase 100...Internal combustion engine 101...automatic transmission 102...Control device

Claims

1. A control device for a vehicle equipped with an internal combustion engine and an automatic transmission, The internal combustion engine includes: an intake passage; a supercharger provided in the intake passage; a throttle valve provided in the intake passage downstream of the supercharger; a connecting pipe that forms at least a part of a passage that communicates a portion of the intake passage located upstream of the supercharger with the inside of a crankcase; and a pressure sensor that detects an internal pressure of the connecting pipe, The control device a determination process for determining whether or not there is an abnormality in the connecting pipe based on the magnitude of the negative pressure detected by the pressure sensor while the vehicle is accelerating; an opening change process for reducing the opening of the throttle valve during an upshift of the automatic transmission compared to before the upshift of the automatic transmission is started; The determination of the presence or absence of an abnormality is not performed based on the magnitude of the negative pressure detected by the pressure sensor during the execution of the opening degree change process. Vehicle control device.

2. The control device The determination of the presence or absence of an abnormality is not performed based on the magnitude of the negative pressure detected by the pressure sensor during a period from the end of the opening degree change process until a predetermined period has elapsed. The vehicle control device according to claim 1 .

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