Vehicle

Abstract

To suppress abnormal acceleration due to excessive torque until an excessive torque state is determined while maintaining proper determination of the excessive torque state.SOLUTION: A control device for a vehicle determines an excessive torque state when a state in which a difference between a required torque required for 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 longer. Further, the control device sets an upper limit throttle opening degree as an upper limit of the throttle opening degree by using the required torque, and guards the throttle opening degree converted from a load factor of the engine obtained by using the required torque with the upper limit throttle opening degree.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, and more particularly to a vehicle including an engine and a control device that controls the engine. [Background technology]

[0002] Conventionally, a vehicle of this type has been proposed that is equipped with a control device that determines that an excessive torque state exists when the excess amount of engine torque relative to the required torque remains equal to or exceeds a torque threshold value for a time threshold value or longer (see, for example, Patent Document 1). When this device determines that an excessive torque state exists, it performs fail-safe processing. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-014973 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a lightweight vehicle equipped with a high-power engine, it is predicted that abnormal acceleration due to excessive torque will occur before the excessive torque state is determined. To address this issue, it is possible to reduce the torque threshold and time threshold for determining the excessive torque state, but this would result in more erroneous determinations of the excessive torque state.

[0005] The vehicle of the present disclosure has a primary object to suppress abnormal acceleration due to excessive torque before the excessive torque state is determined, while maintaining an appropriate determination of the excessive torque state. [Means for solving the problem]

[0006] The vehicle of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle of the present disclosure includes: A vehicle including an engine and a control device that determines that an excessive torque state exists when a state in which a difference between a required torque of the 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 period of time, the control device sets an upper limit throttle opening as an upper limit of a throttle opening using the required torque, and guards an upper limit of a throttle opening converted from a load factor of the engine obtained using the required torque by the upper limit throttle opening. It is characterized by:

[0008] The control device provided in the vehicle of the present disclosure determines that an excessive torque state exists when the difference between the torque required of the engine and the estimated torque estimated to be output from the engine continues to be equal to or greater than a predetermined torque for a predetermined period of time. The control device then uses the required torque to set an upper limit throttle opening as an upper limit for the throttle opening, and guards the throttle opening converted from the engine load factor obtained using the required torque by the upper limit throttle opening. This makes it possible to prevent abnormal acceleration due to excessive torque caused by an excessive throttle opening. As a result, it is possible to prevent abnormal acceleration due to excessive torque before the excessive torque state is determined.

[0009] In the vehicle disclosed herein, the vehicle may include an automatic transmission having an input shaft connectable to the engine crankshaft and an output shaft connected to a drive shaft connected to drive wheels, and the control device may set the upper limit throttle opening based on the required torque, the engine speed, and the gear position of the automatic transmission. The upper limit throttle opening is based on the fact that the throttle opening relative to the required torque varies depending on the engine speed and the gear position. In other words, in general, to output the same torque from the engine, within a range where the engine speed is not very high, the higher the engine speed, the greater the throttle opening, and the higher the gear position (speed-up side), the greater the throttle opening.

[0010] In the vehicle of the present disclosure, the control device may cut off current to the throttle valve when the actual throttle opening becomes greater than the upper limit throttle opening. Generally, throttle valves are normally closed, with the lower limit being the idle state. Therefore, by cutting off current to the throttle valve, the throttle valve can be quickly closed. As a result, abnormal acceleration due to excessive torque can be suppressed. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram showing the outline of the configuration of an engine 22. [Figure 3] FIG. 2 is a control block diagram showing an example of throttle control executed by an engine ECU 24 using control blocks. [Figure 4] 4 is a flowchart showing an example of throttle control executed by an engine ECU 24. [Figure 5] 4 is a flowchart showing an example of a throttle monitoring process executed by an engine ECU 24. DETAILED DESCRIPTION OF THE INVENTION

[0012] Next, modes for carrying out the present disclosure will be described using embodiments.

[0013] Fig. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a vehicle according to an embodiment of the present disclosure. Fig. 2 is a diagram showing an outline of the configuration of an engine 22 equipped in the hybrid vehicle 20. As shown in Fig. 1, the hybrid vehicle 20 according to the embodiment includes the engine 22, a motor 30, an inverter 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.

[0014] The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel and outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel into an intake port and an in-cylinder injection valve 127 that injects fuel into a cylinder. By having the port injection valve 126 and the in-cylinder injection valve 127, the engine 22 can operate in any of a port injection mode, an in-cylinder injection mode, and a combined injection mode. In the port injection mode, air purified by an air cleaner 122 is drawn into an intake pipe 123 and passes through a throttle valve 124 and a surge tank 125, and fuel is injected from a port injection valve 126 downstream of the surge tank 125 in the intake pipe 123 to mix the air and fuel. This air-fuel mixture is then drawn into combustion chamber 129 via intake valve 128, where it is explosively combusted by an electric spark from spark plug 130. The reciprocating motion of piston 132, which is pushed down in the cylinder bore by the energy of the mixture, is converted into rotational motion of crankshaft 23. In in-cylinder injection mode, air is drawn into combustion chamber 129 as in port injection mode, and fuel is injected from in-cylinder injection valve 127 during the intake stroke or compression stroke, where it is explosively combusted by an electric spark from spark plug 130, thereby generating rotational motion of crankshaft 23. In dual injection mode, fuel is injected from port injection valve 126 when air is drawn into combustion chamber 129, and fuel is also injected from in-cylinder injection valve 127 during the intake stroke or compression stroke, where it is explosively combusted by an electric spark from spark plug 130, thereby generating rotational motion of crankshaft 23. These injection modes are switched based on the operating state of engine 22. Exhaust gas discharged from combustion chamber 129 into exhaust pipe 134 via exhaust valve 133 is then discharged into the outside air via purification device 135 and PM filter 136. Purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components in the exhaust gas, such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). PM filter 136 is formed as a porous filter using ceramics, stainless steel, or the like, and captures particulate matter (PM) such as soot in the exhaust gas.Instead of the PM filter 136, a four-way catalyst may be used that combines the purification function of a three-way catalyst with the function of trapping particulate matter.

[0015] The operation of the engine 22 is controlled by an engine ECU 24. Although not shown, the engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of a crankshaft 23 of the engine 22, and a coolant temperature Tw from a water temperature sensor 142 that detects the temperature of the coolant for the engine 22. Other examples of signals include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes intake valves 128 and an exhaust camshaft that opens and closes exhaust valves 133. Other examples include a throttle opening TA from a throttle valve position sensor 124a that detects the position of the throttle valve 124, an intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, an intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123, and a surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 and the PM filter 136 in the exhaust pipe 134, and a differential pressure ΔP from a differential pressure sensor 136a that detects a differential pressure before and after the PM filter 136 (a differential pressure between the upstream side and the downstream side). The throttle valve 124 has a built-in motor for driving it, and the opening degree TA of the throttle valve 124 can be adjusted by adjusting the amount of current supplied to the motor. When current is cut off to the motor, the throttle valve 124 closes to an idle state.

[0016] The engine ECU 24 outputs various control signals via an output port to control the operation of the engine 22. Examples of signals output from the engine ECU 24 include a drive control signal to the throttle valve 124, a control signal to the port injection valve 126, a control signal to the in-cylinder injection valve 127, and a control signal to the spark plug 130.

[0017] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates a load factor KL (the ratio of the volume of air actually taken in per cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. The engine ECU 24 also calculates a PM accumulation amount Qpm as the accumulation amount of particulate matter accumulated on the PM filter 136 based on the differential pressure ΔP from the differential pressure sensor 136a, and calculates a filter temperature Tf as the temperature of the PM filter 136 based on the rotation speed Ne of the engine 22 and the load factor KL.

[0018] 1, a starter motor 25 for cranking 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 a low-voltage power line 63 together with a low-voltage battery 62, and are controlled by the HVECU 70.

[0019] The motor 30 is configured as a synchronous generator motor and has a rotor with a permanent magnet embedded in the rotor core and a stator with a three-phase coil wound around the stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0 and to an input shaft 41 of an automatic transmission 45. The inverter 32 is used to drive the motor 30 and is connected to a high-voltage power line 61. The motor 30 is rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 34 controlling the switching of multiple switching elements of the inverter 32.

[0020] The motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the motor ECU 34 via the input port. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect the phase currents of each phase of the motor 30. The motor ECU 34 outputs control signals to the inverter 32 via the output port. 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 (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0021] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the HVECU 70 to connect and disconnect the crankshaft 23 of the engine 22 and the rotary shaft 31 of the motor 30.

[0022] The automatic transmission 40 includes a torque converter 43 and, for example, a six-speed automatic transmission 45. The torque converter 43 is configured as a typical fluid power transmission device and amplifies the torque of the power of an input shaft 41 connected to the rotating shaft 31 of the motor 30 and transmits it to a transmission input shaft 44, which is the input shaft of the automatic transmission 45, or transmits the torque directly without amplifying it. The automatic transmission 45 includes the transmission input shaft 44, an output shaft 42 connected to drive wheels 49 via a differential gear 48, multiple planetary gears, and multiple hydraulically driven friction engagement elements (clutches, brakes). Each of the multiple friction engagement elements has a hydraulic servo configured with a piston, multiple friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, etc. The automatic transmission 45 establishes forward gears from first to sixth gears and reverse gears by engaging and disengaging multiple friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The clutch K0 and the automatic transmission 45 are supplied with hydraulic oil from a mechanical oil pump or an electric oil pump at a regulated pressure by a hydraulic control device (not shown). The hydraulic control device includes a valve body with multiple oil passages, multiple regulator valves, multiple linear solenoid valves, and the like. This hydraulic control device is controlled by the HVECU 70.

[0023] High-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery with a rated voltage of several hundred volts, and is connected to high-voltage power line 61 together with inverter 32. Low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12 V or 14 V, and is connected to low-voltage power line 63 together with starter motor 25 and alternator 26. DC / DC converter 64 is connected to high-voltage power line 61 and low-voltage power line 63. DC / DC converter 64 supplies power from high-voltage power line 61 to low-voltage power line 63 while stepping down the voltage.

[0024] The HVECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the HVECU 70 via the input ports. Examples of signals input to the HVECU 70 include the rotation speed Nin from a rotation speed sensor 41a attached to the input shaft 41 of the automatic transmission 40, the rotation speed Nmi from a rotation speed sensor 44a attached to the transmission input shaft 44 of the automatic transmission 40, and the rotation speed Nout from a rotation speed sensor 42a attached to the output shaft 42 of the automatic transmission 40. Other examples of signals input to the HVECU 70 include the voltage Vbh of the high-voltage battery 60 from a voltage sensor attached between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from a current sensor attached to the output terminal of the high-voltage battery 60, and the voltage Vbl from a voltage sensor attached between the terminals of the low-voltage battery 62. Other examples include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87.

[0025] Various control signals are output from the HVECU 70 via an output port. Examples of signals output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Other examples include control signals to the clutch K0 and the automatic transmission 40 (hydraulic control device), and a control signal to the DC / DC converter 64. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via communication ports. The HVECU 70 calculates the rotation speed ratio Gt of the automatic transmission 40 by dividing the rotation speed Nin of the input shaft 41 of the automatic transmission 40 from the rotation speed sensor 41a by the rotation speed Nout of the output shaft 42 of the automatic transmission 40 from the rotation speed sensor 42a.

[0026] In the hybrid vehicle 20 of this embodiment configured as described above, the engine 22, the clutch K0, the motor 30, and the automatic transmission 40 are controlled by cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 34 to travel in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode). Here, the HV driving mode is a mode in which the clutch K0 is engaged and the vehicle travels using the power of the engine 22, and the EV driving mode is a mode in which the clutch K0 is disengaged and the vehicle travels without using the power of the engine 22.

[0027] In controlling the automatic transmission 40 in the HV driving mode or the EV driving mode, the HVECU 70 first sets a target gear position M* of the automatic transmission 45 based on the accelerator opening Acc and the vehicle speed V. Then, when the gear position M of the automatic transmission 45 matches the target gear position M*, the HVECU 70 controls the automatic transmission 45 so that the gear position M is maintained. On the other hand, when the gear position M and the target gear position M* differ, the HVECU 70 controls the automatic transmission 45 so that the gear position M matches the target gear position M*.

[0028] In controlling the engine 22 and motor 30 in the HV driving mode, the HVECU 70 first sets a required torque Tout* required for driving (required from the output shaft 42 of the automatic transmission 40) based on the accelerator opening Acc and the vehicle speed V. Next, the HVECU 70 sets a value obtained by dividing the required torque Tout* of the output shaft 42 by the rotation speed ratio Gt of the automatic transmission 40 as the required torque Tin* of the input shaft 41. After setting the required torque Tin* of the input shaft 41 in this manner, the HVECU 70 sets a required torque Te* of the engine 22 and a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the required torque Te* of the engine 22 to the engine ECU 24 and the torque command Tm* of the motor 30 to the motor ECU 34. Upon receiving the required torque Te*, the engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 operates at the required torque Te*. When the motor ECU 34 receives the torque command Tm*, it controls the switching of the multiple switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0029] In controlling the motor 30 in the EV driving mode, the HVECU 70 sets the required torque Tin* of the input shaft 41 in the same manner as in the HV driving mode, sets a torque command Tm* for the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the torque command Tm* to the motor ECU 34. Upon receiving the torque command Tm*, the motor ECU 34 performs switching control of the multiple switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0030] Next, the operation of the hybrid vehicle 20 of this embodiment configured as described above will be described, particularly the operation when suppressing abnormal acceleration that may occur before an excessive torque state is determined. Fig. 3 is a control block diagram using control blocks illustrating an example of throttle control executed by the engine ECU 24, Fig. 4 is a flowchart illustrating an example of throttle control processing executed by the engine ECU 24, and Fig. 5 is a flowchart illustrating an example of throttle monitoring processing executed by the engine ECU 24. The throttle control processing of Fig. 4 shows the processing of the control blocks in the upper part and the control blocks in the lower left part of Fig. 3, and the throttle monitoring processing of Fig. 5 shows the processing of the control blocks in the lower right part of Fig. 3. Below, the throttle control processing of Fig. 4 and the throttle monitoring processing of Fig. 5 will be described in order using the control blocks in Fig. 3. In the hybrid vehicle 20 of the embodiment, apart from the throttle control of FIG. 3, when a state in which the difference between the required torque Te* required of the engine 22 and the estimated torque Teest estimated to be output from the engine 22 obtained based on the intake air amount Qa and the rotation speed Ne of the engine 22 is equal to or greater than a predetermined torque continues for a predetermined time (e.g., 300 msec or 400 msec) or more, it is determined that an excessive torque state exists, and processing such as cutting off the supply of electricity to the throttle valve 124 is performed as a fail-safe.

[0031] When the throttle control process of FIG. 4 is executed, the engine ECU 24 first inputs the required torque Te* of the engine 22, the engine speed Ne of the engine 22, the gear position M of the automatic transmission 45, the opening degree TA of the throttle valve 124, and the like (step S100). Next, the engine ECU 24 calculates a target throttle opening degree TA* based on the required torque Te* (step S110). As shown in the upper part of FIG. 3, the target throttle opening degree TA* is calculated by performing torque arbitration on the required torque Te*, converting the arbitrated torque into a load factor KL, converting the load factor KL into a throttle opening degree TA, and then arbitrating the throttle opening degree. The arbitration adjusts for delays and sudden changes in the processing timing. As described above, the load factor KL is the ratio of the volume of air actually taken in per cycle to the stroke volume per cycle of the engine 22, and is calculated based on the intake air amount Qa from the air flow meter 123a and the engine speed Ne of the engine 22. In addition, the relationship between the required torque Te*, the engine speed Ne of the engine 22, and the throttle opening TA can be learned using machine learning or the like to obtain a learned model that derives the throttle opening TA when the required torque Te* and the engine speed Ne are given, and the throttle opening TA derived using this learned model can be used as the target throttle opening TA*.

[0032] Next, an upper limit throttle opening TAlim is calculated based on the required torque Te*, the rotation speed Ne of the engine 22, and the gear position M of the automatic transmission 45 (step S120). In FIG. 3, this is the control block for calculating the upper limit throttle opening, shown in the lower part. In this embodiment, the upper limit throttle opening TAlim is determined to be a throttle opening that results in an acceleration (e.g., 0.3 G or 0.5 G) slightly higher than the acceleration obtained from the required torque Te*, and this is used as the upper limit throttle opening TAlim. The upper limit throttle opening TAlim is set so that, within a range in which the rotation speed Ne of the engine 22 is not too high, it tends to increase as the required torque Te* increases, as the rotation speed Ne of the engine 22 increases, and as the gear position M increases (toward the speed-up side). In the embodiment, the relationship between the required torque Te*, the rotation speed Ne of the engine 22, the gear position M of the automatic transmission 45, and the upper limit throttle opening TAlim is determined by experiments, machine learning, etc., and stored as a map for setting the upper limit throttle opening, and when the required torque Te*, the rotation speed Ne, and the gear position M are given, the corresponding upper limit throttle opening TAlim is calculated by deriving it from the map.

[0033] Next, the target throttle opening TA* is guarded against an upper limit by the upper limit throttle opening TAlim (step S130), and the throttle valve 124 is controlled to reach the guarded target throttle opening TA* (step S140), thereby terminating the throttle control process. In this way, by guarding against an upper limit of the target throttle opening TA* by the upper limit throttle opening TAlim, it is possible to prevent abnormal acceleration due to excessive torque before the excessive torque state is determined.

[0034] 5 is executed, 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 equal to or less than the upper limit throttle opening TAlim, it is determined that the opening TA of the throttle valve 124 is being properly controlled by the throttle control process, and the 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 has exceeded the upper limit throttle opening TAlim for some reason, such as an abnormality, and the power supply to the throttle valve 124 is cut off (step S170), and the control ends. By cutting off the power supply to the throttle valve 124, the throttle valve 124 quickly closes to the idle state, thereby preventing abnormal acceleration.

[0035] In the hybrid vehicle 20 according to the embodiment described above, the target throttle opening TA*, which is converted from the load factor KL obtained using the required torque Te* of the engine 22, is upper-bound guarded by the upper throttle opening TAlim, which is obtained based on the required torque Te*, the engine speed Ne of the engine 22, and the gear position M of the automatic transmission 45. This prevents abnormal acceleration due to excessive torque before the excessive torque state is determined. That is, while maintaining an appropriate determination of the excessive torque state, it prevents abnormal acceleration due to excessive torque before the excessive torque state is determined. Furthermore, when the actual throttle opening TA becomes larger than the upper throttle opening TAlim, the throttle valve 124 is de-energized and the throttle valve 124 is quickly closed to the idle state. This prevents abnormal acceleration.

[0036] The hybrid vehicle 20 of the embodiment is equipped with a six-speed automatic transmission 45. However, it may be equipped with a four-speed, five-speed, eight-speed, or other automatic transmission.

[0037] In the embodiment, the invention has been described as being applied to a hybrid vehicle 20 equipped with an engine 22 and a motor 30, but it may also be applied to a normal engine-equipped automobile that is equipped with an engine 22 but not a motor 30.

[0038] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0039] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be described below. In the embodiment, the engine 22 corresponds to the "engine" and the engine ECU 24 corresponds to the "controller."

[0040] The correspondence between the main elements of the embodiments and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the embodiments are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the embodiments are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0041] The present disclosure has been described above using embodiments, but the present disclosure is not limited to these embodiments in any way, and it goes without saying that the present disclosure can be embodied in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0042] The present disclosure is applicable to the vehicle manufacturing industry and the like. [Explanation of symbols]

[0043] 20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 25 Starter motor, 26 Alternator, 30 Motor, 30a Rotational position sensor, 31 Rotating shaft, 32 Inverter, 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 wheels, 60 High-voltage battery, 61 High-voltage power line, 62 Low-voltage battery, 63 Low-voltage power line, 64 DC / DC converter, 70 HVECU, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 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 crank position sensor, 142 water temperature sensor, 144 cam position sensor.

Claims

1. A vehicle including an engine and a control device that determines that an excessive torque state exists when a state in which a difference between a required torque of the 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 period of time, the control device sets an upper limit throttle opening as an upper limit of a throttle opening using the required torque, and guards an upper limit of a throttle opening converted from a load factor of the engine obtained using the required torque by the upper limit throttle opening. A vehicle characterized by:

2. 2. The vehicle according to claim 1, The vehicle includes an automatic transmission having an input shaft connectable to a crankshaft of the engine and an output shaft connected to a drive shaft connected to drive wheels, the control device sets the upper limit throttle opening degree based on the required torque, the engine speed, and the gear position of the automatic transmission. vehicle.

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

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