Vehicle control device

Abstract

To suppress deterioration of responsiveness of a vehicle to an acceleration request.SOLUTION: A vehicle 90 includes: an internal combustion engine 10; a motor generator 82 located on a power transmission path from the internal combustion engine 10 to a driving wheel 72; a clutch 81 in which states are switched between a connectable state in which the internal combustion engine 10 and the motor generator 82 are connected, and a disconnected state condition in which the internal combustion engine 10 and the motor generator 82 are separated; and a control device 100. The control device 100 is configured to execute: first processing, in which when a condition that the clutch 81 is in the connected state and the vehicle 90 is accelerating is satisfied, the control device sets, as required ignition timing for an ignition plug, timing on a retard angle side as compared with a case where the condition is not satisfied and causes the internal combustion engine 10 to operate; and second processing for controlling the motor generator 82 by calculating a value larger than that when the first processing is not executed as final request torque to the motor generator 82 during execution of the first processing.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] The vehicle disclosed in Patent Document 1 has an internal combustion engine, an electric motor, and a clutch. The internal combustion engine and the electric motor are the driving sources of the vehicle. The electric motor is located on a power transmission path from the internal combustion engine to the drive wheels. The clutch is located on the power transmission path between the internal combustion engine and the electric motor. The clutch is hydraulically operated to switch between an engaged and disengaged state. That is, the clutch connects the internal combustion engine and the electric motor, and disconnects the internal combustion engine and the electric motor. When the clutch connects the internal combustion engine and the electric motor, the vehicle runs using both of them as driving sources. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-111276 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle such as that described in Patent Document 1, assume that the vehicle accelerates while the internal combustion engine and the electric motor are connected. Assume that the vehicle's acceleration is increasing. During this acceleration transient state, the intake air volume, fuel injection volume, and other parameters suddenly change, causing fuel combustion in the cylinders to become unstable. As a result, knocking is likely to occur in the internal combustion engine. To prevent this knocking, it is conceivable to retard the ignition timing of the internal combustion engine during the acceleration transient state. However, retarding the ignition timing reduces the torque of the internal combustion engine. This may result in a decrease in the vehicle's responsiveness to the driver's acceleration request. [Means for solving the problem]

[0005] A vehicle control device for solving the above problem is applied to a vehicle having an internal combustion engine equipped with a spark plug for igniting in a cylinder and a crankshaft, an electric motor positioned on a power transmission path from the internal combustion engine to drive wheels and equipped with a rotating shaft, and a clutch interposed between the internal combustion engine and the electric motor and switching between a connected state in which the crankshaft and the rotating shaft are connected and a disconnected state in which the crankshaft and the rotating shaft are disconnected, and when the conditions that the clutch is in the connected state and the vehicle is accelerating are met, the vehicle control device executes a first process in which, when the conditions that the clutch is in the connected state and the vehicle is accelerating are met, the required ignition timing for the spark plug is set to a timing that is more retarded than when the conditions are not met, and the internal combustion engine is operated, and a second process in which, while the first process is being executed, a value that is larger than when the first process is not being executed is calculated as a final required torque for the electric motor and the electric motor is controlled.

[0006] According to the above configuration, the torque of the electric motor increases during execution of the first process in which the torque of the internal combustion engine decreases as a result of retarding the ignition timing. In this way, the electric motor outputs the increased torque, which compensates for the decrease in the torque of the internal combustion engine that occurs when the ignition timing is retarded. Therefore, it is possible to suppress a decrease in the responsiveness of the vehicle to a driver's acceleration request. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 1 is a schematic diagram of an internal combustion engine. [Figure 3] FIG. 4 is a diagram showing an example of the transition of each variable accompanying the execution of the first process and the second process. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of a vehicle control device will be described with reference to the drawings. <Overall vehicle configuration> As shown in FIG. 1, the vehicle 90 includes an internal combustion engine 10 , a clutch 81 , a motor generator 82 , a transmission unit 80 , a hydraulic mechanism 86 , a differential 71 , a plurality of drive wheels 72 , an inverter 78 , and a battery 79 .

[0009] The internal combustion engine 10 is a drive source for the vehicle 90. The internal combustion engine 10 will be described in detail later. The internal combustion engine 10 has a crankshaft 14. The motor generator 82 is a drive source for the vehicle 90. The motor generator 82 functions as both an electric motor and a generator. The motor generator 82 has a stator 82C, a rotor 82B, and a rotating shaft 82A. The rotor 82B is rotatable relative to the stator 82C. The rotating shaft 82A rotates integrally with the rotor 82B. The motor generator 82 is electrically connected to a battery 79 via an inverter 78. The battery 79 exchanges power with the motor generator 82. The inverter 78 converts DC to AC.

[0010] The clutch 81 is interposed between the internal combustion engine 10 and the motor generator 82. The clutch 81 is operated by hydraulic pressure from a hydraulic mechanism 86 to switch between an engaged and disengaged state. When the clutch 81 receives hydraulic pressure, it enters a connected state in which the crankshaft 14 and the rotating shaft 82A of the motor generator 82 are connected. When the supply of hydraulic pressure is stopped, the clutch 81 enters a disengaged state in which the crankshaft 14 and the rotating shaft 82A are separated.

[0011] The transmission unit 80 has a torque converter 83 and an automatic transmission 85. The torque converter 83 has a pump impeller 83A, a turbine liner 83B, and a lock-up clutch 84. The torque converter 83 is a fluid coupling with a torque amplification function. The pump impeller 83A rotates integrally with a rotating shaft 82A of the motor generator 82. The turbine liner 83B rotates integrally with an input shaft of the automatic transmission 85. The lock-up clutch 84 receives hydraulic pressure from a hydraulic mechanism 86 and directly connects the pump impeller 83A and the turbine liner 83B.

[0012] The automatic transmission 85 is a stepped transmission in which the gear ratio is changed in multiple stages by changing gears. Hereinafter, a value indicating which stage of the multiple gear ratios is selected will be referred to as the gear. The output shaft of the automatic transmission 85 is connected to the left and right drive wheels 72 via the differential 71. The differential 71 allows a difference in rotational speed between the left and right drive wheels 72. The clutch 81, motor generator 82, and change gear unit 80 are housed in a single continuous case. In other words, the clutch 81, motor generator 82, and change gear unit 80 are configured as an integrated hybrid transaxle.

[0013] As described above, the clutch 81 is interposed between the internal combustion engine 10 and the motor generator 82. The rotating shaft 82A of the motor generator 82 is connected to the drive wheels 72 via the transmission unit 80 and the differential 71. In other words, the clutch 81 is located on the power transmission path from the internal combustion engine 10 to the drive wheels 72. The motor generator 82 is also located on the power transmission path from the internal combustion engine 10 to the drive wheels 72.

[0014] The vehicle 90 has an accelerator pedal 94. The accelerator pedal 94 is a foot pedal that is depressed by the driver. The vehicle 90 also has a vehicle speed sensor 58 and an accelerator sensor 59. The vehicle speed sensor 58 detects the traveling speed of the vehicle 90 as a vehicle speed SP. The accelerator sensor 59 detects the amount of depression of the accelerator pedal 94 as an accelerator operation amount ACC.

[0015] <General configuration of an internal combustion engine> As shown in Fig. 2, the internal combustion engine 10 has a plurality of cylinders 11, a plurality of pistons 12, a plurality of connecting rods 13, and the crankshaft 14. Note that Fig. 2 shows only one of the plurality of cylinders 11. The same applies to the pistons 12 and the connecting rods 13. A piston 12 and a connecting rod 13 are provided for each cylinder 11.

[0016] Cylinder 11 is a space for burning fuel. Piston 12 is located inside cylinder 11. Piston 12 reciprocates inside cylinder 11. Piston 12 is connected to crankshaft 14 via connecting rod 13. Crankshaft 14 rotates in response to the reciprocating movement of piston 12.

[0017] Although not shown, the internal combustion engine 10 has a water jacket. The water jacket is a passage through which cooling water flows. The water jacket is located around the multiple cylinders 11.

[0018] The internal combustion engine 10 has a plurality of spark plugs 19. Note that FIG. 2 shows only one of the plurality of spark plugs 19. A spark plug 19 is provided for each cylinder 11. The tip of the spark plug 19 is located inside the cylinder 11. The spark plug 19 ignites a mixture of intake air (hereinafter referred to as intake air) and fuel.

[0019] The internal combustion engine 10 has an intake passage 15, a throttle valve 16, multiple fuel injection valves 17, and an exhaust passage 21. Note that FIG. 2 shows only one of the multiple fuel injection valves 17. The intake passage 15 is a passage for introducing intake air into each cylinder 11. The intake passage 15 is connected to each cylinder 11. The throttle valve 16 is located midway through the intake passage 15. The opening of the throttle valve 16 is adjustable. The amount of intake air GA flowing through the intake passage 15 changes depending on the opening of the throttle valve 16. The multiple fuel injection valves 17 are located downstream of the throttle valve 16 in the intake passage 15. One fuel injection valve 17 is provided for each cylinder 11. The fuel injection valve 17 injects fuel to supply fuel into the cylinder 11. The exhaust passage 21 is a passage for discharging exhaust gas from each cylinder 11. The exhaust passage 21 is connected to each cylinder 11.

[0020] The internal combustion engine 10 has a crank angle sensor 61, a temperature sensor 62, and an air flow meter 63. The crank angle sensor 61 is located near the crankshaft 14. The crank angle sensor 61 detects the rotational position CR of the crankshaft 14. The temperature sensor 62 is located at the outlet of the water jacket. The temperature sensor 62 detects the temperature TW of the cooling water flowing through the water jacket (hereinafter simply referred to as the cooling water temperature). The air flow meter 63 is located upstream of the throttle valve 16 in the intake passage 15. The air flow meter 63 detects the amount of intake air GA flowing through the intake passage 15.

[0021] <Outline of the control device> As shown in FIG. 1, the vehicle 90 includes a control device 100. The control device 100 may be configured as one or more processors that execute various processes according to a computer program (software). The control device 100 may also be configured as a circuit including one or more dedicated hardware circuits, such as an application-specific integrated circuit (ASIC), that execute at least some of the various processes, or a combination thereof. The processor includes a CPU 111 and memories such as RAM and ROM 112. The memory stores program code or instructions configured to cause the CPU 111 to execute processes. The memory, i.e., a computer-readable medium, includes any available medium that can be accessed by a general-purpose or dedicated computer. The control device 100 includes a storage device that is an electrically rewritable non-volatile memory.

[0022] The control device 100 repeatedly receives detection signals from various sensors in the vehicle 90. Specifically, the control device 100 receives detection signals for the following parameters. Vehicle speed SP detected by vehicle speed sensor 58 Acceleration amount ACC detected by accelerator sensor 59 The rotational position CR of the crankshaft 14 detected by the crank angle sensor 61 Coolant temperature TW detected by temperature sensor 62 · The intake air volume GA detected by the air flow meter 63 Based on the detection signals received from various sensors, the control device 100 calculates the following parameters at any time. The control device 100 calculates the engine rotational speed NE based on the rotational position CR of the crankshaft 14. Further, the control device 100 calculates the engine load factor KL based on the engine rotational speed NE and the intake air volume GA. The engine load factor KL represents the ratio of the current cylinder inflow air volume to the cylinder inflow air volume when the internal combustion engine 10 is in steady operation with the throttle valve 16 fully open at the current engine rotational speed NE. Note that the cylinder inflow air volume is the intake air volume GA flowing into each cylinder 11 during the intake stroke. The control device 100 calculates the intake air volume change rate ΔGA based on the transition of the intake air volume GA. The intake air volume change rate ΔGA is the amount of change in the intake air volume GA per unit time.

[0023] The control device 100 controls various parts of the vehicle 90. By doing so, the control device 100 switches the driving mode of the vehicle 90 to the HEV (Hybrid Electric Vehicle) driving mode or the EV (Electric Vehicle) driving mode. In the EV driving mode, the control device 100 stops the operation of the internal combustion engine 10 and disengages the clutch 81. In this case, the control device 100 drives the vehicle 90 by the power of the motor generator 82. On the other hand, in the HEV driving mode, the control device 100 operates the internal combustion engine 10 and engages the clutch 81. In this case, the control device 100 drives the vehicle 90 by using the power of the internal combustion engine 10 and the power of the motor generator 82 together. Note that in the HEV driving mode, the control device 100 may also cause the motor generator 82 to perform regenerative power generation and drive only by the power of the internal combustion engine 10. The control device 100 selects the EV driving mode, for example, when the accelerator operation amount ACC is relatively small, and selects the HEV driving mode when the accelerator operation amount ACC is relatively large.

[0024] <Details of control in the HEV driving mode> The method of controlling the internal combustion engine 10 and the motor generator 82 when the control device 100 selects the HEV driving mode will now be described in detail.

[0025] As a premise, when the HEV driving mode is selected, the control device 100 repeatedly calculates the engine required torque P and the motor required torque Q. The engine required torque P is the original torque required of the internal combustion engine 10 to realize the required driving force of the vehicle 90. The motor required torque Q is the original torque required of the motor generator 82 to realize the required driving force of the vehicle 90. The required driving force is the driving force necessary for the vehicle 90 to travel.

[0026] The control device 100 calculates the engine required torque P and the motor required torque Q as follows. First, the control device 100 calculates the required driving force based on the vehicle speed SP and the accelerator operation amount ACC. Next, the control device 100 calculates the gear position of the automatic transmission 85 that is optimal for achieving the required driving force. Then, based on the calculated gear position and the required driving force, the control device 100 calculates the vehicle required torque W, which is the total value of the torque that should be output by the internal combustion engine 10 and the motor generator 82 to achieve the required driving force. The control device 100 distributes this vehicle required torque W into the engine required torque P and the motor required torque Q. In this process, the control device 100 first determines the engine required torque P. The control device 100 sets the engine required torque P to a value that increases the combustion efficiency of the internal combustion engine 10. Then, the control device 100 determines the motor required torque Q by subtracting the engine required torque P from the vehicle required torque W, as shown in the following (Equation 1). (Equation 1) Motor required torque Q = Vehicle required torque W - Engine required torque P The engine required torque P may exceed or fall below the vehicle required torque W depending on the combustion efficiency of the internal combustion engine 10. The control device 100 adjusts the value of the motor required torque Q so as to compensate for the difference between the engine required torque P and the vehicle required torque W. The control device 100 controls the automatic transmission 85 based on the optimal gear position calculated in the above process.

[0027] <Internal combustion engine control> The control device 100 switches the process for controlling the internal combustion engine 10 depending on whether a set condition is satisfied. The set condition is that both of the following two items are met. (a) The rate of change of intake air amount ΔGA is equal to or greater than a first specified value. (b) The cooling water temperature TW is equal to or higher than a second specified value.

[0028] Here, when the vehicle 90 is accelerating, the intake air amount GA increases rapidly. Accordingly, the fuel injection amount also changes suddenly. Particularly, during a transient acceleration state, such as when the acceleration of the vehicle 90 is increasing, the changes in the intake air amount GA and the fuel injection amount become large. Accordingly, fuel combustion in the cylinder 11 becomes unstable. As a result, knocking is likely to occur in the cylinder 11. The first specified value is determined in advance, for example, through experiments or simulations, as the minimum value of the intake air amount change rate ΔGA at which knocking is likely to occur if no control is performed on the internal combustion engine 10 to counter knocking. Furthermore, knocking is also likely to occur when the temperature inside the cylinder 11 is high. The second specified value is determined in advance, for example, through experiments or simulations, as the minimum value of the coolant temperature TW at which knocking is likely to occur if no control is performed on the internal combustion engine 10 to counter knocking. The second specified value is a temperature higher than the normal coolant temperature TW, for example, 100 degrees. As can be seen from the definitions of the first and second specified values ​​above, the set conditions are met when the vehicle 90 is accelerating and the temperature inside the cylinder 11 is high.

[0029] If the set conditions are not satisfied, the control device 100 performs normal engine processing as processing for controlling the internal combustion engine 10. The normal engine processing is processing for continuing operation of the internal combustion engine 10 while making the actual torque of the internal combustion engine 10 approximately equal to the engine required torque P. That is, in the normal engine processing, the control device 100 calculates control requirement values ​​for various components of the internal combustion engine 10, such as the throttle valve 16, the fuel injection valve 17, and the spark plug 19, so that the engine required torque P can be realized. The control device 100 then controls the various components of the internal combustion engine 10 based on each requirement value. The control device 100 repeatedly calculates each requirement value and controls the various components based on each requirement value. When calculating each requirement value, the control device 100 also takes into account the operating state of the internal combustion engine 10. For example, the control device 100 calculates the required ignition timing D3 for the spark plug 19 as follows: The control device 100 first calculates the basic ignition timing D1 based on the latest engine speed NE and the latest engine load factor KL. The basic ignition timing D1 is, for example, the MBT ignition timing. The MBT ignition timing is the ignition timing that can obtain the maximum torque in the current operating state of the internal combustion engine 10. After calculating the basic ignition timing D1, the control device 100 calculates the adjusted ignition timing D2 by performing various adjustments on the basic ignition timing D1. The control device 100 then sets the adjusted ignition timing D2 as the requested ignition timing D3. One example of the various adjustments is a retard correction when the automatic transmission 85 changes gears. During gear changes, a gear shift shock occurs. A gear shift retard amount, which is a retard correction amount for suppressing this gear shift shock, is set in advance. If the gear shift is being changed at the timing when the requested ignition timing D3 is calculated, the control device 100 corrects the basic ignition timing D1 toward the retard side by the above-mentioned gear shift retard amount.

[0030] On the other hand, if the set conditions are satisfied, the control device 100 performs a first process as a process for controlling the internal combustion engine 10. The first process is a process for continuing operation of the internal combustion engine 10 while suppressing knocking caused by acceleration of the vehicle 90. The content of the first process is the same as the content of the normal engine process, except that the method of calculating the required ignition timing D3 differs from the normal engine process. That is, in the first process, the control device 100 repeatedly calculates required values ​​for various components of the internal combustion engine 10 and controls the various components based on each required value. When calculating each required value, the control device 100 sets each value so that the latest engine required torque P can be realized. Then, the control device 100 performs an additional adjustment only on the required ignition timing D3 for the spark plug 19 among the required values. That is, after calculating the adjusted ignition timing D2 in the same manner as in the normal engine process, the control device 100 further adjusts the adjusted ignition timing D2 without directly setting the adjusted ignition timing D2 as the required ignition timing D3. Specifically, the control device 100 refers to the latest coolant temperature TW and a pre-stored retard map. The retard map defines the relationship between the coolant temperature TW and the acceleration retard amount DJ, which is a retard correction amount for the ignition timing required to avoid knocking during acceleration of the vehicle 90. In the retard map, the acceleration retard amount DJ basically increases as the coolant temperature TW increases. Note that the retard map is created based on, for example, experiments or simulations. The control device 100 calculates the acceleration retard amount DJ corresponding to the latest coolant temperature TW based on the retard map. After calculating the acceleration retard amount DJ, the control device 100 corrects the adjusted ignition timing D2 to the retard side by the acceleration retard amount DJ. The control device 100 sets the corrected value as the required ignition timing D3.

[0031] As described above, in the first process, the control device 100 retards the ignition timing of the spark plug 19 in accordance with the acceleration retard amount DJ. In the first process, the internal combustion engine 10 is operated by setting the requested ignition timing D3 to a timing that is more retarded by the acceleration retard amount DJ than when normal engine processing is performed under the same conditions. Note that "under the same conditions" means that the values ​​of all variables related to the operation of the internal combustion engine 10 are the same, except for whether or not the set conditions are satisfied. The variables related to the operation of the internal combustion engine 10 include variables related to the internal combustion engine 10 itself, such as the engine speed NE and the engine load factor KL, as well as variables that affect the control of the internal combustion engine 10, such as the vehicle speed SP, the accelerator depression amount ACC, and the gear position of the automatic transmission 85.

[0032] As described above, in the first processing, the control device 100 sets required values ​​for various parts of the internal combustion engine 10 so that the engine required torque P can be realized, and then retards the ignition timing of the spark plug 19 by the acceleration retard amount DJ. By performing this retard correction, the actual torque of the internal combustion engine 10 becomes lower than the engine required torque P. The torque difference H, which is the absolute value of this torque decrease, corresponds to the difference in the actual torque of the internal combustion engine 10 between when the normal engine processing is performed and when the first processing is performed under the same conditions as above.

[0033] <Motor generator control> The control device 100 switches the process for controlling the motor generator 82 depending on whether the first process is being executed. When the first process is not being executed, the control device 100 performs normal motor process as the process for controlling the motor generator 82. This normal motor process is a process for continuing to drive the motor generator 82 while making the actual torque of the motor generator 82 approximately coincident with the motor torque request Q. That is, in the normal motor process, the control device 100 calculates the latest motor torque request Q as the final torque request QF for the motor generator 82. Then, the control device 100 controls the motor generator 82 based on the final torque request QF. The control device 100 repeatedly calculates the final torque request QF and controls the motor generator 82.

[0034] On the other hand, while the first process is being executed, the control device 100 performs a second process as a process for controlling the motor generator 82. This second process is a process for continuing to drive the motor generator 82 in a torque-up state. The torque-up state is a state in which the final required torque QF for the motor generator 82 is increased by the torque difference H above more than the motor required torque Q. That is, in the second process, the control device 100 calculates a larger value as the final required torque QF for the motor generator 82 compared to when normal motor processing is executed, and controls the motor generator 82.

[0035] In the second process, the control device 100 repeatedly calculates the final required torque QF and controls the motor generator 82 based on the final required torque QF, as in the normal motor process. In the second process, the control device 100 calculates the final required torque QF as follows. When calculating the final required torque QF, the control device 100 first calculates a correction value QA. At this time, the control device 100 references a pre-stored correction map, the latest engine speed NE, the latest engine load factor KL, and the latest acceleration retard amount DJ calculated in the first process. The correction map shows the relationship between the acceleration retard amount DJ and the torque difference H corresponding to the acceleration retard amount DJ for each of various combinations of the engine speed NE and the engine load factor KL. The correction map is created, for example, based on experiments or simulations. The acceleration retard amount DJ and the torque difference H in the correction map have the following relationship: That is, for a given combination of engine speed NE and engine load factor KL, the torque difference H increases as the acceleration retard amount DJ increases. The control device 100 calculates the torque difference H according to the latest engine speed NE, latest engine load factor KL, and latest acceleration retard amount DJ based on a correction map. The control device 100 uses this torque difference H as the above-mentioned correction value QA. After calculating the correction value QA, the control device 100 calculates the final required torque QF by adding the correction value QA to the latest motor required torque Q, as shown in the following (Equation 2). (Equation 2) Final required torque QF = Motor required torque Q + Correction value QA <Operation of the embodiment> Now, assume that the vehicle 90 is traveling at a constant speed in HEV traveling mode. At this time, the control device 100 controls the internal combustion engine 10 by normal engine processing. The control device 100 also controls the motor generator 82 by normal motor processing. Therefore, the actual torque of the internal combustion engine 10 approximately matches the engine required torque P. The actual torque of the motor generator 82 approximately matches the motor required torque Q.

[0036] After that, as shown in Fig. 3, it is assumed that the vehicle 90 starts accelerating at time T1. Then, it is assumed that the actual torque of the internal combustion engine 10 starts to increase together with the engine required torque P. Furthermore, it is assumed that the intake air amount change rate ΔGA increases accordingly, and the set condition is satisfied at time T2. Then, the control device 100 switches the processing for controlling the internal combustion engine 10 to the first processing.

[0037] When the control device 100 starts the first process, it reflects the acceleration retard amount DJ in the ignition timing of the spark plug 19, as shown in FIG. 3(a). As a result, the ignition timing of the spark plug 19 becomes more retarded than the ignition timing when the normal engine process is executed. In FIG. 3(a), the ignition timing when the normal engine process is executed, i.e., the adjusted ignition timing D2, is shown by a two-dot chain line. As the ignition timing of the spark plug 19 becomes more retarded, the actual torque of the internal combustion engine 10 becomes lower than the engine required torque P, as shown in FIG. 3(b). In FIG. 3(b), the engine required torque P is shown by a two-dot chain line.

[0038] When the control device 100 starts the first process at time T1, it switches the process for controlling the motor generator 82 to the second process. When the control device 100 starts the second process, it controls the motor generator 82 by adding the torque difference H between the actual torque of the internal combustion engine 10 and the engine required torque P to the motor required torque Q, as shown in FIG. 3(c), and setting the result as the final required torque QF for the motor generator 82. As a result, the sum of the actual torque of the internal combustion engine 10 and the actual torque of the motor generator 82 becomes approximately equal to the sum of the engine required torque P and the motor required torque Q. Note that in FIG. 3(c), the motor required torque Q is indicated by a two-dot chain line.

[0039] After that, it is assumed that the set conditions are no longer satisfied at time T3. Then, the control device 100 switches the processing for controlling the internal combustion engine 10 to normal engine processing. Also, the control device 100 switches the processing for controlling the motor generator 82 to normal motor processing. Then, the actual torque of the internal combustion engine 10 becomes approximately equal to the engine required torque P. Also, the actual torque of the motor generator 82 becomes approximately equal to the motor required torque Q.

[0040] 3 is merely a schematic representation of an example of transitions in the ignition timing, the torque of the internal combustion engine 10, and the torque of the motor-generator 82 during, before, and after the execution of the first process and the second process, and the transitions shown here do not necessarily correspond to the actual transitions. Also, an example is shown in which the control device 100 switches the processes related to the internal combustion engine 10 and the motor-generator 82 to the first process and the second process while the HEV driving mode is selected. However, the control device 100 may also perform the first process and the second process immediately after switching the driving mode from the EV driving mode to the HEV driving mode. Even in this case, as in the above example, during the execution of the first process and the second process, the sum of the actual torque of the internal combustion engine 10 and the actual torque of the motor-generator 82 is approximately equal to the sum of the engine required torque P and the motor required torque Q.

[0041] <Effects of the embodiment> (1) As described above, in this embodiment, the first processing is performed while the vehicle 90 is accelerating. While the first processing is being performed, the actual torque of the internal combustion engine 10 decreases below the engine required torque P due to the ignition timing of the spark plug 19 being retarded. Meanwhile, while the first processing is being performed, the actual torque of the motor generator 82 increases above the motor required torque Q due to the second processing being performed. The motor generator 82 outputs torque greater than the motor required torque Q, thereby compensating for the torque decrease that occurs when the ignition timing of the internal combustion engine 10 is retarded. Therefore, the configuration of this embodiment can suppress a decrease in the responsiveness of the vehicle 90 to a driver's acceleration request.

[0042] (2) In this embodiment, the correction value QA used when calculating the final required torque QF in the second process is set to the torque difference H corresponding to the acceleration retard amount DJ. This compensates for the torque decrease of the internal combustion engine 10 that occurs when the first process is executed during acceleration of the vehicle 90. As a result, the sum of the actual torque of the internal combustion engine 10 and the actual torque of the motor-generator 82 is approximately equal to the sum of the engine required torque P and the motor required torque Q, not only when the set condition is not satisfied but also when the set condition is satisfied. In other words, the configuration of this embodiment can always achieve the required driving force corresponding to the accelerator depression amount ACC, regardless of differences in the driving conditions of the vehicle 90 and the resulting operating state of the internal combustion engine 10. Therefore, the variation in the response of the vehicle 90 to the same accelerator depression amount ACC is reduced, making it easier for the driver to control the accelerator pedal 94.

[0043] <Example of change> The above-described embodiments can be modified as follows: The embodiments and the following modifications can be combined with each other within the scope of technical compatibility.

[0044] The setting conditions are not limited to the examples of the above embodiment. For example, the content of item (ii) may be changed. Here, the coolant temperature TW is a parameter that reflects the temperature inside the cylinder 11. Therefore, instead of the coolant temperature TW, the intake air temperature may be used as a parameter that reflects the temperature inside the cylinder 11. An item corresponding to item (ii) may be determined based on the intake air temperature. In this case, a temperature sensor that detects the intake air temperature may be attached to the internal combustion engine 10. Also, item (ii) may be eliminated. Even if the temperature inside the cylinder 11 is not particularly high, knocking may occur in the cylinder 11 if the intake air amount change rate ΔGA is high. Therefore, it is effective to set only item (i) as the setting condition in order to suppress knocking. Also, the setting conditions may be determined without using the intake air amount change rate ΔGA. For example, the longitudinal acceleration of the vehicle 90 itself may be set as the setting condition instead of the intake air amount change rate ΔGA. In this case, an acceleration sensor may be attached to the vehicle 90. Generally, the setting conditions may include any item that can determine whether the vehicle 90 is accelerating. In this way, knocking that occurs when the vehicle 90 accelerates can be suppressed through the first process that is performed on the condition that the set condition is satisfied.

[0045] The content of the correction map is not limited to the example of the above embodiment. Here, the torque difference H is largely dependent on the engine load factor KL, of the engine speed NE and the engine load factor KL. Therefore, for example, a correction map representing the relationship between the engine load factor KL, the acceleration retard amount DJ, and the torque difference H corresponding to the acceleration retard amount DJ may be created in advance. Then, the torque difference H corresponding to the acceleration retard amount DJ may be calculated based on the correction map. The correction map may use the intake air amount GA instead of the engine load factor KL. The correction map may represent, for each operating state of the internal combustion engine 10, the difference between the actual torque of the internal combustion engine 10 and the engine required torque P corresponding to the retard correction of the ignition timing by the acceleration retard amount DJ.

[0046] The correction map is not limited to a table or graph, but may also be a mathematical formula. The value of the correction value QA calculated in the second process is not limited to the example in the above embodiment. That is, the correction value QA does not have to be the torque difference H corresponding to the acceleration retard amount DJ. The correction value QA may be a predetermined uniform value, i.e., a fixed value. If the final required torque QF can be set to a value greater than the motor required torque Q through correction using the correction value QA, it is possible to compensate for a considerable amount of the decrease in torque of the internal combustion engine 10 that occurs when the first process is executed.

[0047] The contents of the retard map are not limited to the example of the above embodiment. For example, the acceleration retard amount DJ may be determined in relation to the intake air temperature instead of the coolant temperature TW. Furthermore, for example, when the setting condition is set to only item (A) as in the above modified example, the acceleration retard amount DJ may be determined in relation to the intake air amount change rate ΔGA. The acceleration retard amount DJ may be determined by combining multiple variables such as the coolant temperature TW, the intake air temperature, and the intake air amount change rate ΔGA. It is sufficient that the relationship between the variables indicating the operating state of the internal combustion engine 10 and the acceleration retard amount DJ is determined so that knocking during acceleration of the vehicle 90 can be suppressed.

[0048] The retardation map, like the correction map, is not limited to a table or graph, but may also be a mathematical formula. The method for setting the ignition timing to suppress knocking in the first process, including the method for determining the acceleration retard amount DJ, is not limited to the example described in the above embodiment. For example, if the acceleration retard amount DJ is determined based on the relationship between the acceleration retard amount DJ and the coolant temperature TW, as in the above embodiment, the acceleration retard amount DJ will be substantially constant during a single execution of the first process. Alternatively, for example, the acceleration retard amount DJ determined based on the coolant temperature TW may be set as the initial value of the retard correction, and the amount of retard correction may be gradually reduced after a certain period of time has elapsed. In the first process, it is sufficient to set the required ignition timing D3 to a more retarded timing than when normal engine processing is performed under the same conditions. This should suppress knocking.

[0049] Furthermore, the acceleration retard amount DJ may be a fixed value. Even if the acceleration retard amount DJ is a fixed value, the occurrence of knocking during acceleration of the vehicle 90 can be suppressed. The configuration of the internal combustion engine 10 is not limited to the example of the above embodiment. The internal combustion engine 10 only needs to have the spark plug 19 that ignites the cylinder 11 and the crankshaft 14.

[0050] The overall configuration of the vehicle 90 is not limited to the example of the above embodiment. The vehicle 90 only needs to have the motor generator 82 located on the power transmission path from the internal combustion engine 10 to the drive wheels 72, and the clutch 81 interposed between the internal combustion engine 10 and the motor generator 82 to connect and disconnect them. For example, a continuously variable automatic transmission may be used instead of the stepped automatic transmission 85. [Explanation of symbols]

[0051] 10...Internal combustion engine 11...cylinder 14...Crankshaft 19...Spark plug 72...Drive wheels 81...Clutch 82...Motor generator 82A...Rotating shaft 90...Vehicle 100...Control device

Claims

[Claim 1] an internal combustion engine including a spark plug for igniting an ignition in a cylinder, a fuel injection valve for supplying fuel into the cylinder, a throttle valve for changing the amount of intake air flowing through an intake passage connected to the cylinder, a crankshaft, a crank angle sensor for detecting the rotational position of the crankshaft, an air flow meter for detecting the amount of intake air, and a temperature sensor for detecting the temperature of cooling water flowing around the cylinder; an electric motor having a rotating shaft and located on a power transmission path from the internal combustion engine to drive wheels; a clutch interposed between the internal combustion engine and the electric motor, the clutch being switchable between a connected state in which the crankshaft and the rotary shaft are connected and a disconnected state in which the crankshaft and the rotary shaft are disconnected; The present invention is applied to a vehicle having a stepped automatic transmission, a retard angle map representing a relationship between the temperature of the cooling water and an acceleration retard angle amount, which is a retard angle correction amount of the ignition timing required to avoid knocking during acceleration of the vehicle, is stored in advance; When the absolute value of the decrease in torque of the internal combustion engine when the ignition timing is retarded and corrected by the acceleration retard amount is defined as a torque difference, a correction map representing a relationship between the acceleration retard amount and the torque difference corresponding to the acceleration retard amount for each operating state of the internal combustion engine is stored in advance; When the clutch is in the engaged state, calculations of an engine required torque, which is a torque required for the internal combustion engine, and a motor required torque, which is a torque required for the electric motor, are repeated based on a driving force required for running the vehicle; a normal engine process for calculating control request values ​​for the spark plug, the throttle valve, and the fuel injection valve based on the engine request torque and operating the internal combustion engine when the clutch is in the engaged state and the condition that the vehicle is accelerating is not satisfied; a normal motor process for controlling the electric motor by calculating the motor required torque as a final required torque for the electric motor during the normal engine process; Run When the conditions that the traveling speed of the vehicle is the same, the gear position of the automatic transmission is the same, and the operating state of the internal combustion engine is the same are defined as the same conditions, a first process for operating the internal combustion engine when the clutch is in the engaged state and the condition that the vehicle is accelerating is satisfied, the first process for calculating the acceleration retard amount according to the temperature of the cooling water based on the retard map, setting a requested ignition timing for the spark plug that is retarded by the calculated acceleration retard amount relative to the ignition timing when the normal engine processing is performed under the same conditions, and setting requested control values ​​for the throttle valve and the fuel injection valve to the same values ​​as when the normal engine processing is performed under the same conditions; a second process for calculating, during execution of the first process, the torque difference according to the operating state of the internal combustion engine and the acceleration retard amount calculated in the first process based on the correction map, and calculating a value obtained by adding the calculated torque difference to the motor required torque as a final required torque for the electric motor, and controlling the electric motor; Run Vehicle control device.

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