control device

Abstract

The engine will continue to operate, and appropriate wet correction will be performed. [Solution] When predetermined conditions are met, the engine is operated under predetermined operating conditions, the motor is driven to compensate for the shortage of required output due to the engine's limited operation, the difference between the actual air-fuel ratio and the target air-fuel ratio is calculated during the engine's limited operation, and wet correction is performed based on the calculated difference.

Description

Technical Field

[0006] , , ,

[0001] This disclosure relates to a control device.

Background Art

[0002] The fuel control device disclosed in Patent Document 1 below divides the fuel supply amount into a direct injection portion directly supplied from the fuel injection nozzle to the combustion chamber and an adhesion fuel removal portion that adheres to the inner wall surface of the intake passage or the like and is then inhaled into the combustion chamber, predicts the respective values, and corrects the injection amount from the nozzle based on the predicted values. The fuel control device is designed to achieve good responsiveness and stability in air-fuel ratio control by appropriately correcting the magnitude relationship between the direct injection portion and the removal portion.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When the use of the engine continues, deposits accumulate on the intake valve and port over time. For this reason, the adhesion range and amount of the spray change from the time of control device adaptation, resulting in an excess or deficiency of the wet correction amount and deviation from the desired air-fuel ratio, which can cause factors such as deterioration of oxide emissions and fuel consumption.

[0005] An object of this disclosure is to perform appropriate wet correction even when the use of the engine continues.

Means for Solving the Problems

[0006] [[ID=This disclosure relates to a control device for a hybrid vehicle that, when certain conditions are met, operates the engine under predetermined operating conditions with limitations, drives a motor to compensate for the deficiency in required output due to the engine's limited operation, calculates the difference between the actual air-fuel ratio and the target air-fuel ratio during the engine's limited operation, and performs wet correction based on the calculated difference. [Effects of the Invention]

[0007] According to this disclosure, appropriate wet correction can be performed even if the engine continues to be used. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a schematic diagram illustrating the configuration of a hybrid vehicle equipped with the control device according to this embodiment. [Figure 2] Figure 2 is a schematic diagram illustrating the configuration of the engine shown in Figure 1. [Figure 3] Figure 3 is a flowchart illustrating the operation of the control device according to this embodiment. [Figure 4] Figure 4 is a graph illustrating the operation of the control device according to this embodiment. [Figure 5] Figure 5 is a graph illustrating the operation of the control device according to this embodiment. [Figure 6] Figure 6 is a graph illustrating the operation of the control device according to this embodiment. [Figure 7] Figure 7 is a graph illustrating the operation of the control device according to this embodiment. [Figure 8] Figure 8 is a graph illustrating the operation of the control device according to this embodiment. [Figure 9] Figure 9 is a graph illustrating the operation of the control device according to this embodiment. [Modes for carrying out the invention]

[0009] This embodiment will be described below with reference to the attached drawings. To facilitate understanding of the explanation, the same reference numerals are used for identical components in each drawing whenever possible, and redundant explanations are omitted.

[0010] Figure 1 is a schematic diagram showing the configuration of the hybrid vehicle 20. Figure 2 is a schematic diagram showing the configuration of the engine 22. As shown in Figure 1, the hybrid vehicle 20 comprises an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70.

[0011] The engine 22 is configured as a 6-cylinder internal combustion engine that outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust, using a fuel such as gasoline or diesel. As shown in Figure 2, the engine 22 has a port injection valve 126 that injects fuel supplied from the fuel supply device 150 via a low-pressure supply pipe 153 into the intake port, and an in-cylinder injection valve 127 that injects fuel supplied from the fuel supply device 150 via a high-pressure supply pipe 158 into the cylinder.

[0012] The in-cylinder injector 127 is positioned approximately in the center of the top of the combustion chamber 129 and injects fuel in a spray form. The spark plug 130 is positioned near the in-cylinder injector 127 so as to ignite the fuel sprayed from the in-cylinder injector 127. The engine 22 has a port injector 126 and an in-cylinder injector 127, allowing it to operate in one of three modes: port injection mode, in-cylinder injection mode, or shared injection mode.

[0013] In the port injection mode, air cleaned by the air cleaner 122 is inhaled into the intake pipe 123, passes through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 on the downstream side of the surge tank 125 in the intake pipe 123 to mix with the air. Then, this air-fuel mixture is inhaled into the combustion chamber 129 through the intake valve 128 and is explosively combusted by an electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy of the explosive combustion in the cylinder bore is converted into the rotational motion of the crankshaft 23.

[0014] In the in-cylinder injection mode, air is inhaled into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and the compression stroke. It is explosively combusted by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23.

[0015] In the common injection mode, fuel is injected from the port injection valve 126 when air is inhaled into the combustion chamber 129, and fuel is also injected from the in-cylinder injection valve 127 during the intake stroke and the compression stroke. It is explosively combusted by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. The exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 134 through the exhaust valve 133 is discharged to the outside air through the purification device 135. 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.

[0016] The fuel supply device 150 is configured as a device that supplies the fuel in the fuel tank 151 to the port injection valve 126 and the in-cylinder injection valve 127 of the engine 22. The fuel supply device 150 includes a fuel tank 151, a feed pump 152, a low-pressure supply pipe 153, a check valve 154, a relief pipe 155, a relief valve 156, a high-pressure pump 157, and a high-pressure supply pipe 158.

[0017] The feed pump 152 is configured as an electric pump that operates by receiving power from a battery (not shown) and is disposed within the fuel tank 151. This feed pump 152 supplies the fuel within the fuel tank 151 to the low-pressure supply pipe 153. The low-pressure supply pipe 153 is connected to the port injection valve 126. The check valve 154 is provided in the low-pressure supply pipe 153, allowing the flow of fuel in the direction from the feed pump 152 side to the port injection valve 126 side while restricting the reverse flow of fuel.

[0018] The relief pipe 155 is connected to the low-pressure supply pipe 153 and the fuel tank 151. The relief valve 156 is provided in the relief pipe 155. The relief valve 156 closes when the fuel pressure within the low-pressure supply pipe 153 is below the threshold value and opens when the fuel pressure within the low-pressure supply pipe 153 is at or above the threshold value. When the relief valve 156 opens, a part of the fuel within the low-pressure supply pipe 153 is returned to the fuel tank 151 via the relief pipe 155. In this way, it suppresses the fuel pressure within the low-pressure supply pipe 153 from becoming excessive.

[0019] The high-pressure pump 157 is driven by the power from the engine 22 (rotation of the intake camshaft that opens and closes the intake valve 128). The high-pressure pump ①57 is configured as a pump that pressurizes the fuel in the low-pressure supply pipe 153 and supplies it to the high-pressure supply pipe 158. The high-pressure pump 157 has an electromagnetic valve 157a that is connected to its suction port and opens and closes when pressurizing the fuel, a check valve 157b that is connected to its discharge port and restricts the reverse flow of fuel while maintaining the fuel pressure within the high-pressure supply pipe 158, and a plunger 157c that operates by the rotation of the engine 22 (rotation of the intake camshaft). During the operation of the engine 22, when the electromagnetic valve 157a is opened, the high-pressure pump 157 sucks the fuel in the low-pressure supply pipe 153. When the electromagnetic valve 157a is closed, the high-pressure pump 157 pressurizes the fuel supplied to the high-pressure supply pipe 158 by intermittently sending the fuel compressed by the plunger 157c to the high-pressure supply pipe 158 via the check valve 157b.

[0020] It should be noted that there seems to be an error in the original text where "①57" is used instead of "157" in the description of the high-pressure pump. This has been corrected in the translation.Furthermore, the engine 22 is equipped with a variable valve timing mechanism 160 that can continuously change the opening and closing timing VT of the intake valve 128 while maintaining the operating angle.

[0021] Engine 22 is controlled by the engine ECU 24. The engine ECU 24, although not shown in the diagram, includes a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and communication ports.

[0022] The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22 via input ports. Examples of signals input to the engine ECU 24 include the crank angle signal from the crank position sensor 140, which detects the rotational position of the crankshaft 23 of the engine 22, and the coolant temperature signal from the coolant temperature sensor 142, which detects the temperature of the coolant in the engine 22.

[0023] Signals input to the engine ECU24 include, for example, cam angle signals from the cam position sensor 144, which detects the rotational position of the intake camshaft that opens and closes the intake valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 133.

[0024] Signals input to the engine ECU24 include, for example, the throttle opening signal from the throttle valve position sensor 124a which detects the position of the throttle valve 124, the intake air volume signal from the airflow meter 123a which is installed upstream of the throttle valve 124 in the intake manifold 123, the intake air temperature signal from the temperature sensor 123t which is installed upstream of the throttle valve 124 in the intake manifold 123, and the surge pressure signal from the pressure sensor 125a which is installed in the surge tank 125.

[0025] Signals input to the engine ECU 24 include, for example, the front air-fuel ratio signal from the front air-fuel ratio sensor 137, which is installed upstream of the exhaust pipe 134's purification device 135, and the rear air-fuel ratio signal from the rear air-fuel ratio sensor 138, which is installed between the exhaust pipe 134's purification device 135 and the PM filter.

[0026] Signals input to the engine ECU24 include, for example, the fuel temperature signal from the fuel temperature sensor 151t attached to the fuel tank 151, the rotational speed signal of the feed pump 152 from the rotational speed sensor 152a attached to the feed pump 152, the low-pressure fuel pressure signal from the fuel pressure sensor 153p attached near the port injection valve 126 of the low-pressure supply pipe 153, and the high-pressure fuel pressure signal from the fuel pressure sensor 158p attached near the in-cylinder injection valve 127 of the high-pressure supply pipe 158.

[0027] The engine ECU 24 outputs various control signals for operating the engine 22 via its output ports. Examples of signals output from the engine ECU 24 include control signals to the throttle valve 124, the port injection valve 126, the in-cylinder injection valve 127, the spark plug 130, and the variable valve timing mechanism 160 which can change the opening and closing timing of the intake valve 128. Other examples include control signals to the feed pump 152 of the fuel supply system 150 and control signals to the solenoid valve 157a of the high-pressure pump 157.

[0028] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed of the engine 22 based on the crank angle signal of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates the load ratio based on the intake air volume signal from the air flow meter 123a and the rotational speed of the engine 22.

[0029] As shown in Figure 1, the planetary gear 30 is configured as a single-pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The drive shaft 36, which is connected to the drive wheels 39a and 39b via a differential gear 38, is connected to the ring gear of the planetary gear 30. The crankshaft 23 of the engine 22 is connected to the carrier of the planetary gear 30.

[0030] Motor MG1 is configured, for example, as a synchronous generator-motor, and as described above, its rotor is connected to the sun gear of the planetary gear 30. Motor MG2 is configured, for example, as a synchronous generator-motor, and its rotor is connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG1 and MG2 and are connected to the battery 50 via the power line 54. Motors MG1 and MG2 are driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40, which controls the switching of multiple switching elements (not shown) of inverters 41 and 42.

[0031] The motor ECU 40, although not shown in the diagram, is a microcomputer equipped with a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors necessary for driving and controlling motors MG1 and MG2 are input to the motor ECU 40 via its input ports.

[0032] Examples of signals input to the motor ECU 40 include rotational position signals from rotational position sensors (not shown) that detect the rotational position of the rotors of motors MG1 and MG2, and phase current signals from current sensors (not shown) that detect the phase currents flowing through each phase of motors MG1 and MG2.

[0033] The motor ECU 40 outputs switching control signals to multiple switching elements (not shown) of inverters 41 and 42 via output ports. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angle and rotational speed of motors MG1 and MG2 based on the rotor rotational position signals of motors MG1 and MG2 from the rotational position sensors.

[0034] The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and as described above, is connected to inverters 41 and 42 via power lines 54. This battery 50 is managed by an electronic control unit for batteries (hereinafter referred to as "battery ECU") 52.

[0035] The battery ECU 52, although not shown in the diagram, includes a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via its input ports.

[0036] Signals input to the battery ECU 52 include, for example, the voltage signal of the battery 50 from a voltage sensor (not shown) attached between the terminals of the battery 50, the current signal of the battery 50 from a current sensor (not shown) attached to the output terminal of the battery 50, and the temperature signal of the battery 50 from a temperature sensor (not shown) attached to the battery 50.

[0037] The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the state of charge (SOC) of the battery 50 based on the integrated value of the current from the current sensor. The state of charge (SOC) is the ratio of the amount of energy that can be discharged from the battery 50 to the total capacity of the battery 50. The HVECU70, although not shown in the diagram, is a microcomputer that includes a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the HVECU70 via its input ports. Examples of signals input to the HVECU70 include the ignition signal from the ignition switch 80 and the shift position signal from the shift position sensor 82, which detects the operating position of the shift lever 81.

[0038] Signals input to the HVECU70 include, for example, the accelerator opening signal from the accelerator pedal position sensor 84, which detects the amount the accelerator pedal 83 is pressed, the brake pedal position signal from the brake pedal position sensor 86, which detects the amount the brake pedal 85 is pressed, and the vehicle speed signal from the vehicle speed sensor 87. As mentioned above, the HVECU70 is connected to the engine ECU24, motor ECU40, and battery ECU52 via communication ports.

[0039] In the hybrid vehicle 20, the HVECU70, engine ECU24, and motor ECU40 coordinate control allows the vehicle to switch between a hybrid driving mode (HV driving mode) in which the engine 22 is operated and an electric driving mode (EV driving mode) in which the engine 22 is not operated, thereby driving with the engine 22 operating intermittently.

[0040] In HV driving mode, the HVECU70 first sets the driving torque Td* required for driving (required to the drive shaft 36) based on the accelerator opening signal and the vehicle speed signal. The HVECU70 calculates the driving power Pd* required for driving by multiplying the set driving torque Td* by the rotational speed of the drive shaft 36 (rotational speed of motor MG2). Next, it sets the target power Pe* of the engine 22 based on the driving power Pd* and the charge level SOC of the battery 50, and sets the target rotational speed Ne* and target torque Te* of the engine 22, as well as the torque commands Tm1* and Tm2* of the motors MG1 and MG2, so that the target power Pe* is output from the engine 22 and the driving torque Td* is output to the drive shaft 36. The set target rotational speed Ne* and target torque Te* are transmitted to the engine ECU24, and the torque commands Tm1* and Tm2* are transmitted to the motor ECU40.

[0041] The engine ECU 24 controls the operation of the engine 22, such as controlling the intake air volume, fuel injection, ignition, and opening / closing timing, so that the engine 22 is operated based on the target rotational speed Ne* and target torque Te*. The intake air volume is controlled by controlling the opening degree of the throttle valve 124. Fuel injection is controlled by controlling the amount of fuel injected from the port injection valve 126 and the in-cylinder injection valve 127 in port injection mode, in-cylinder injection mode, or shared injection mode. Ignition control is performed by controlling the ignition timing of the spark plug 130. The motor ECU 40 controls the switching of multiple switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1* and Tm2*.

[0042] In EV driving mode, the HVECU70 sets the driving torque Td* in the same way as in HV driving mode, sets the torque command Tm1* of motor MG1 to a value of 0, and sets the torque command Tm2* of motor MG2 so that the driving torque Td* is output to the drive shaft 36, and transmits the set torque commands Tm1* and Tm2* to the motor ECU40. The control of inverters 41 and 42 by the motor ECU40 is described above.

[0043] In HV driving mode, when the target power Pe* falls below the power threshold, the engine 22 is deemed to have met the conditions for stopping, and the engine 22 is stopped, transitioning to EV driving mode. In EV driving mode, when the target power Pe*, calculated in the same way as in HV driving mode, reaches or exceeds the power threshold, the engine 22 is deemed to have met the conditions for starting, and the engine 22 is started, transitioning to HV driving mode.

[0044] As described above, in the shared injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and also from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is combusted explosively by an electric spark from the spark plug 130 to obtain the rotational motion of the crankshaft 23.

[0045] The engine ECU 24 divides the required injection amount calculated based on the operating point of the engine 22 into a port injection amount from the port injection valve 126 and an in-cylinder injection amount from the in-cylinder injection valve 127, and injects the fuel. The engine ECU 24 performs a so-called wet correction, which increases the port injection amount by considering the amount of fuel injected from the port injection valve 126 that adheres to the port at the end of the intake manifold 123. This wet correction is applied when no deposits have accumulated inside the engine 22, so if deposits accumulate on the intake valve 128 and the port at the end of the intake manifold 123 over time, the amount of spray adhesion will differ from when it was applied. The engine ECU 24 learns this change in the amount of deposit over time and corrects the wet correction amount.

[0046] Next, the correction flow for the wet correction amount will be explained with reference to Figure 3. In the hybrid vehicle 20, driving control is performed by the coordinated control of the HVECU 70, engine ECU 24, and motor ECU 40, so the correction flow explained with reference to Figure 3 is also executed in coordination by the HVECU 70, engine ECU 24, and motor ECU 40 as appropriate.

[0047] In step S01, the HVECU70 determines whether the trip count or mileage exceeds a predetermined value. Since it is not necessary to restrict driving during each acceleration or deceleration, it determines whether the trip count or mileage exceeds a predetermined value. If the trip count or mileage exceeds a predetermined value (step S01: YES), the process proceeds to step S02. If the trip count or mileage does not exceed a predetermined value (step S01: NO), the process ends.

[0048] In step S02, the engine ECU24 determines whether the intake air temperature is within a predetermined range. Since learning during engine fluctuations requires the surrounding environment and engine fluctuations to be identical, the ECU determines whether the intake air temperature is within a predetermined range. If the intake air temperature is within the predetermined range (step S02: YES), the process proceeds to step S03. If the intake air temperature is not within the predetermined range (step S02: NO), the process terminates.

[0049] In step S03, the HVECU 70 determines whether or not there was a request for acceleration or deceleration exceeding a predetermined level. In order to request a predetermined behavior from the engine 22, it determines whether or not there was a request for acceleration or deceleration that exceeds that predetermined behavior. For example, suppose that an output characteristic L1 or output characteristic L2 as shown in Figure 4 was requested. Figure 4 is a diagram showing the correlation between vehicle output and time.

[0050] The output characteristics shown in Figure 4, when viewed in relation to engine speed and intake air volume, become as shown in Figure 5. The correlation characteristic L1a shown in Figure 5 corresponds to output characteristic L1, and the correlation characteristic L2a corresponds to output characteristic L2. Here, the predetermined behavior required of the engine 22 is defined as correlation characteristic L3a. In step S03, a request for acceleration or deceleration exceeding a predetermined level occurs when, as shown in Figures 4 and 5, there is an acceleration or deceleration request (L1 or L2) that exceeds the predetermined behavior (L3a) required of the engine 22. If there is an acceleration or deceleration request exceeding a predetermined level (step S03: YES), the process proceeds to step S04. If there is no acceleration or deceleration request exceeding a predetermined level (step S03: NO), the process terminates.

[0051] In step S04, the HVECU 70 determines whether or not output is possible from motor MG1. In order to perform acceleration and deceleration above a predetermined level overall and to suppress the engine 22 to a predetermined behavior, if it is possible for motor MG1 to output the difference (step S04: YES), the process proceeds to step S05. If it is not possible for motor MG1 to output (step S04: NO), the process ends.

[0052] In step S05, the engine ECU 24 restricts the behavior of the engine 22 and makes it operate in a predetermined manner. This will be explained with reference to Figures 6 and 7. As shown in Figure 6, if the acceleration / deceleration request is output characteristic L1 and the output characteristic L3 corresponds to the predetermined behavior of the engine 22, the motor MG1 outputs the difference between output characteristic L1 and output characteristic L3. As shown in Figure 7, if the acceleration / deceleration request is output characteristic L2 and the output characteristic L3 corresponds to the predetermined behavior of the engine 22, the motor MG1 outputs the difference between output characteristic L2 and output characteristic L3.

[0053] Once step S05 is completed, the process proceeds to steps S06 and S26. Steps S06 through S09 and step S26 are executed in parallel.

[0054] In step S06, the engine ECU24 calculates the difference between the target A / F (target air-fuel ratio) and the actual A / F (actual air-fuel ratio). In step S07, following step S06, the engine ECU24 calculates the difference from the initial value. In step S08, following step S07, the engine ECU24 calculates and learns the deviation of the wet correction amount. In step S09, following step S08, the engine ECU24 executes injection control based on the corrected wet correction amount.

[0055] Let's add an explanation with reference to Figures 8 and 9. Figure 8 is a diagram illustrating the air-fuel ratio characteristics Aa when the vehicle is new and Ab when it has aged. In the air-fuel ratio characteristics Aa when the vehicle is new, the difference between the target A / F and the actual A / F is difference Ga. On the other hand, in the air-fuel ratio characteristics Ab when it has aged, the difference between the target A / F and the actual A / F is difference Gb, which is larger than difference Ga. As explained earlier, the engine behavior E is the same in both cases, so the difference between difference Ga and difference Gb is the shift in the wet correction amount due to aging, and this shift is learned. An example of performing wet correction after learning is shown in Figure 9. As shown in Figure 9, the air-fuel ratio characteristics Ac after wet correction have a smaller difference from the air-fuel ratio characteristics Aa when the vehicle is new. Therefore, the difference between difference Ga and difference Gc becomes smaller, so appropriate wet correction can be performed.

[0056] In step S26, the motor ECU 40 outputs the required torque for motor MG1. As explained with reference to Figures 6 and 7, the required torque for motor MG1 is output to correspond to the difference between output characteristics L1 and L3, and the difference between output characteristics L2 and L3.

[0057] The embodiments have been described above with reference to specific examples. However, this disclosure is not limited to these specific examples. Modifications made to these specific examples by those skilled in the art are also included within the scope of this disclosure, as long as they retain the features of this disclosure. The elements, their arrangement, conditions, shapes, etc., of each of the aforementioned specific examples are not limited to those illustrated and can be modified as appropriate. The elements of each of the aforementioned specific examples can be combined in different ways as appropriate, as long as no technical inconsistencies arise.

[0058] [Note] [Note 1] When certain conditions are met, the engine will be operated under predetermined operating conditions with restrictions. The motor is driven to compensate for the lack of necessary power due to the engine's limited operation. A control device for hybrid vehicles that calculates the difference between the actual air-fuel ratio and the target air-fuel ratio during engine operation with limited power, and performs wet correction based on the calculated difference.

[0059] In the above description, the control system for this hybrid vehicle is realized through the coordinated control of the HVECU70, the engine ECU24, and the motor ECU40. According to Appendix 1, it is possible to calculate and learn the difference in A / F fluctuations between when the vehicle is new and during the current predetermined acceleration and deceleration, and to appropriately reflect this in the injection amount. [Explanation of Symbols]

[0060] 20: Hybrid vehicles 22: Engine MG1: Motor 24: Engine ECU 40: Motor ECU 70: HVECU

Claims

[Claim 1] When certain conditions are met, the engine will be operated under predetermined operating conditions with restrictions. The motor is driven to compensate for the deficiency in the required output due to the limited operation of the aforementioned engine. A control device for a hybrid vehicle that calculates the difference between the actual air-fuel ratio and the target air-fuel ratio during the restricted operation of the engine, and performs wet correction based on the calculated difference.

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