JP2024074112A - Vehicle control device - Google Patents

Abstract

[Problem] To be able to realize the required driving force for the vehicle. [Solution] A control device 90 is applied to a vehicle 10 equipped with a hydrogen-fueled engine 20, a first MG 20, a transmission device 50, and a second MG 60. A CPU 91 of the control device 90 executes an air-fuel ratio adjustment process for adjusting a target air-fuel ratio for the engine 20, and a second drive process for controlling the first electric motor torque so as to maintain the output of the engine 20 even if the target air-fuel ratio is changed, and for adjusting the second electric motor torque so as to achieve both of the following: a) maintaining the output of the engine 20 and a) balancing the sum of the engine torque and the first electric motor torque with the input load torque, and b) adjusting the second electric motor torque so as to achieve the required driving force for the vehicle 10. [Selected Figure] FIG.

Description

The present invention relates to a vehicle control device that is applied to a hybrid vehicle equipped with a hydrogen-fueled engine.

Patent Document 1 discloses a control device that is applied to a hybrid vehicle equipped with an engine, an electric motor, and a fluid transmission device. The fluid transmission device of the hybrid vehicle includes an input side rotating element to which both the engine torque of the engine and the electric motor torque of the electric motor are input, and an output side rotating element that outputs torque toward the wheels.

In such hybrid vehicles, the sum of engine torque and electric motor torque is input to the input side rotating element of the fluid transmission device. Therefore, by adjusting the electric motor torque, the control device can balance the sum of engine torque and electric motor torque with the input side load torque while operating the engine at an operating point that can improve the engine's fuel efficiency. The input side load torque is the load torque generated in the input side rotating element according to the speed ratio between the input shaft and the output shaft in the fluid transmission device.

Japanese Patent No. 5522266

Consider the case where a hydrogen-fueled engine is used as the engine to be mounted on the hybrid vehicle. In a hydrogen-fueled engine, water is generated in a cylinder due to the combustion of a mixture containing hydrogen in the cylinder. Therefore, in a hydrogen-fueled engine, the target air-fuel ratio is adjusted taking into consideration not only fuel efficiency but also suppressing the amount of water generated in the cylinder. If the target air-fuel ratio is changed to suppress the amount of water generated in the cylinder, the operating point of the engine changes, and therefore the engine torque of the engine may change. In addition, since the speed ratio changes according to the engine speed in the fluid transmission device, there is a risk that the required driving force cannot be satisfied while satisfying the target air-fuel ratio according to the operating conditions, depending on the motor torque of the first motor.

A vehicle control device for solving the above problem includes an engine that uses hydrogen as fuel, a first electric motor, a second electric motor, and a transmission device, and the transmission device is configured to output a torque based on the engine torque and the first electric motor torque to the wheels when the engine torque and the first electric motor torque are input to an input side rotating element, and to change the operating point of the engine when the first electric motor torque is changed, and is applied to a vehicle in which the second electric motor torque, which is the torque of the second electric motor, is output to the wheels. The vehicle control device includes an execution device that controls the engine, the first electric motor, and the second electric motor. The execution device executes an air-fuel ratio adjustment process that adjusts a target air-fuel ratio, which is a target for the air-fuel ratio of the engine, and a drive process that controls the first electric motor torque so as to satisfy both of the following: even if the target air-fuel ratio is changed by executing the air-fuel ratio adjustment process, the output of the engine is maintained, and the sum of the engine torque and the first electric motor torque is balanced with the input load torque generated in the input side rotating element according to the speed ratio of the transmission device, and adjusts the second electric motor torque so as to satisfy the required drive force for the vehicle.

In the vehicle control device, even if the target air-fuel ratio is changed by the air-fuel ratio adjustment process, the first electric motor torque is controlled so as to maintain the engine output and to balance the sum of the engine torque and the first electric motor torque with the input side load torque. In addition, the second electric motor torque is adjusted so as to satisfy the required driving force for the vehicle. Therefore, the vehicle control device can achieve the required driving force by the engine and each electric motor even if the target air-fuel ratio is changed.

1 is a schematic diagram showing a configuration of a hybrid vehicle equipped with a control device that is an embodiment of a vehicle control device. 3 is a flowchart showing a processing routine executed by a CPU of the control device. 4 is a graph showing the relationship between the air-fuel ratio and the operating point of the engine. 4 is a graph showing how the engine operating point changes due to a change in the target air-fuel ratio.

An embodiment of a vehicle control device will be described below with reference to FIGS.
<Overall vehicle configuration>
1 illustrates a hybrid vehicle 10 (hereinafter simply referred to as "vehicle 10") equipped with a control device 90, which is an example of a vehicle control device. The vehicle 10 has a plurality of rear wheels 11 and a plurality of front wheels 12 as wheels. The vehicle 10 has an engine 20, a clutch mechanism 30, a first MG 40, a transmission device 50, a second MG 60, and a torque distribution device 70. The first MG 40 corresponds to a "first electric motor," and the second MG 60 corresponds to a "second electric motor."

The engine torque, which is the torque of the engine 20, is input to the transmission device 50 via the clutch mechanism 30. The clutch mechanism 30, according to instructions from the control device 90, goes into an engaged state in which the engine torque can be transmitted to the transmission device 50, or into a disengaged state in which the engine torque cannot be transmitted to the transmission device 50.

The first MG 40 is disposed between the clutch mechanism 30 and the transmission device 50 in the torque transmission path. When the clutch mechanism 30 is engaged, the sum of the engine torque and the first electric motor torque is input to the transmission device 50 as the input torque.

The transmission device 50 is an automatic transmission equipped with a torque converter 51 and a speed change mechanism 56. The torque converter 51 has a pump impeller 52, a turbine liner 53, and a stator 54. The pump impeller 52 rotates integrally with the output shaft of the first MG 40. In other words, the pump impeller 52 is an "input side rotating element of the transmission device 50" to which both the engine torque and the first electric motor torque are input. The turbine liner 53 rotates integrally with the input shaft 57 of the speed change mechanism 56. The speed change mechanism 56 reduces the rotational motion of the input shaft 57 and outputs it from the output shaft 58. Specifically, the speed change mechanism 56 changes the speed ratio of the speed change mechanism 56 according to an instruction from the control device 90. The speed ratio is the ratio of the rotational speed of the output shaft 58 to the rotational speed of the input shaft 57.

The second MG 60 is disposed between the speed change mechanism 56 and the torque distribution device 70 in the torque transmission path. The output shaft of the second MG 60 rotates integrally with the output shaft 58 of the speed change mechanism 56. Therefore, the sum of the second motor torque, which is the torque of the second MG 60, and the output torque of the speed change mechanism 56 is input to the torque distribution device 70.

The torque distribution device 70 distributes the input torque to the rear wheels 11 and the front wheels 12. The torque distribution device 70 operates according to instructions from the control device 90 to adjust the torque distribution ratio to the rear wheels 11 and the front wheels 12. The torque output from the torque distribution device 70 toward the rear wheels 11 is transmitted to each rear wheel 11 via a differential 71. The torque output toward the front wheels 12 is transmitted to each front wheel 12 via a differential 72.

In the vehicle 10, the MGs 40 and 60 can function as electric motors or as generators. When the MGs function as electric motors, the DC voltage of the battery 81 is converted to AC voltage by the inverter 82 and supplied to the MGs. When the MGs function as generators, the AC voltage generated by the MGs is converted to DC voltage by the inverter 82 and supplied to the battery 81. When the MGs function as electric motors, the motor torque is a positive value. When the MGs function as generators, the motor torque is a negative value.

<Engine configuration>
The engine 20 is an engine that uses hydrogen as fuel. The engine 20 includes a plurality of cylinders 21, a plurality of injection valves 22, a plurality of spark plugs 23, and a crankshaft 24. The injection valves 22 inject hydrogen as fuel to be supplied into the cylinders 21. The spark plugs 23 ignite an air-fuel mixture containing hydrogen and air in the cylinders 21 by spark discharge. The crankshaft 24 rotates by power generated by the combustion of the air-fuel mixture in the plurality of cylinders 21.

The engine 20 has an intake passage 25 through which air flows to be introduced into the multiple cylinders 21, and a throttle valve 26 installed in the intake passage 25. The air flow rate in the intake passage 25 is adjusted by adjusting the throttle opening, which is the opening degree of the throttle valve 26.

The engine 20 includes an exhaust passage 27 through which exhaust gas is discharged from the multiple cylinders 21, and a catalytic device 28 and a filter device 29 that are installed in the exhaust passage 27. The catalytic device 28 has a catalyst that purifies NOx contained in the exhaust gas flowing through the exhaust passage 27. The filter device 29 is located in a portion of the exhaust passage 27 downstream of the catalytic device 28. The filter device 29 collects particulate matter (PM) contained in the exhaust gas.

<Control device>
The control device 90 receives detection signals from various sensors. The various sensors include a crank angle sensor 101, a catalyst temperature sensor 102, an air flow meter 103, an atmospheric pressure sensor 104, an accelerator opening sensor 105, a battery temperature sensor 106, and a charge amount detection sensor 107. The air flow meter 103 detects the flow rate of air flowing through the intake passage 25. The crank angle sensor 101 detects the rotation angle of the crankshaft 24 and outputs a signal corresponding to the rotation speed of the crankshaft 24. The catalyst temperature sensor 102 detects the temperature of the catalyst in the catalytic converter 28. The atmospheric pressure sensor 104 detects the atmospheric pressure. The accelerator opening sensor 105 detects the amount of accelerator pedal operation by the driver of the vehicle 10. The battery temperature sensor 106 detects the temperature of the battery 81. The charge amount detection sensor 107 detects the amount of charge stored in the battery 81.

The rotation speed of the crankshaft 24 based on the detection signal of the crank angle sensor 101 is referred to as the engine speed Ne. The temperature of the catalyst based on the detection signal of the catalyst temperature sensor 102 is referred to as the catalyst temperature TMPct. The air flow rate based on the detection signal of the air flow meter 103 is referred to as the intake amount GA. The atmospheric pressure based on the detection signal of the atmospheric pressure sensor 104 is referred to as the atmospheric pressure PAT. The amount of operation of the accelerator pedal based on the detection signal of the accelerator opening sensor 105 is referred to as the accelerator opening AC. The temperature of the battery 81 based on the detection signal of the battery temperature sensor 106 is referred to as the battery temperature TMPbt. The amount of stored electricity based on the storage amount detection sensor 107 is referred to as the storage amount Qsa.

Here, normal mode and sport mode are prepared as driving modes for the vehicle 10. The sport mode is a mode that increases the acceleration response of the vehicle 10 when the driver operates the accelerator pedal compared to when the normal mode is selected.

The vehicle 10 includes an operation unit 15 that is operated by the driver when selecting a driving mode. The operation unit 15 outputs to the control device 90 a signal corresponding to the driving mode selected by the driver.
The control device 90 includes a CPU 91, which is an example of an execution device, and a memory 92 that stores a control program executed by the CPU 91. The CPU 91 executes the control program to control the engine 20, the MGs 40 and 60, the transmission mechanism 56, and the torque distribution device 70 based on detection signals from the various sensors 101 to 107 and a signal from the operation unit 15.

The vehicle 10 can achieve both hybrid driving and battery driving. When the vehicle 10 is to be driven in hybrid driving, the CPU 91 controls the engine 20 and each of the MGs 40, 60 with the clutch mechanism 30 in an engaged state. When the vehicle 10 is to be driven in battery driving, the CPU 91 controls each of the MGs 40, 60 with the clutch mechanism 30 in a disengaged state.

<Hybrid driving processing>
2, a processing routine showing a hybrid driving process executed by the CPU 91 when the vehicle 10 is made to perform hybrid driving will be described. The hybrid driving process is a process for driving the engine 20 and each of the MGs 40, 60. The CPU 91 repeatedly executes this processing routine.

In step S31, the CPU 91 determines whether or not the drive of the second MG 60 is prohibited. For example, the CPU 91 determines whether or not the drive of the second MG 60 is prohibited based on the temperatures of the second MG 60 and the battery 81, or the amount of charge Qsa of the battery 81. If the drive of the second MG 60 is prohibited (S31: YES), the CPU 91 executes the first drive process. If the drive of the second MG 60 is not prohibited (S31: NO), the CPU 91 executes the second drive process.

In step S 33 of the first drive process, the CPU 91 calculates a target air-fuel ratio λTr that is a target for the air-fuel ratio of the engine 20 .
The calculation process of the target air-fuel ratio λTr in step S33 will be described with reference to FIG. 3. In FIG. 3, the equal power line Le of the engine 20 is shown by a dashed line. A plurality of solid lines in FIG. 3 are driving lines showing the change of the driving point when the engine speed Ne is varied with the air-fuel ratio λ kept constant. The driving point of the engine 20 is the driving state of the engine 20 shown by the engine speed Ne and the engine torque Te. The first driving line Le1 is a driving line in a state where the air-fuel ratio λ is fixed at the first air-fuel ratio λ1. The second driving line Le2 is a driving line in a state where the air-fuel ratio λ is fixed at the second air-fuel ratio λ2. The third driving line Le3 is a driving line in a state where the air-fuel ratio λ is fixed at the third air-fuel ratio λ3. The fourth driving line Le4 is a driving line in a state where the air-fuel ratio λ is fixed at the fourth air-fuel ratio λ4. However, the following holds: "stoichiometric air-fuel ratio<first air-fuel ratio λ1<second air-fuel ratio λ2<third air-fuel ratio λ3<fourth air-fuel ratio λ4." An allowable λ range Rλ shown in FIG.

The CPU 91 calculates a value within the lambda tolerance range Rλ as the air-fuel ratio reference value λB. Specifically, the CPU 91 changes the air-fuel ratio reference value λB when there is a transition from a state where there is no request to reduce the amount of water discharged from the engine 20 to a state where there is such a request, or when there is a transition from a state where there is such a request to a state where there is no such request. For example, when there is a request to reduce the amount of water discharged from the engine 20, the CPU 91 calculates the air-fuel ratio reference value λB to a value on the lean side (i.e., a larger value) compared to when there is no such request.

The CPU 91 also changes the air-fuel ratio reference value λB when the engine 20 transitions from a state where there is a request to reduce emissions to a state where there is no request for reduction, or from a state where there is no request for reduction to a state where there is a request for reduction. For example, when there is no request for reduction, the CPU 91 calculates the air-fuel ratio reference value λB to a value on the leaner side (i.e., a larger value) compared to when there is a request for reduction, in order to improve the fuel efficiency of the engine 20.

In this embodiment, the CPU 91 calculates the target air-fuel ratio λTr by correcting the air-fuel ratio reference value λB based on the accelerator opening AC, the atmospheric pressure PAT, the catalyst temperature TMPct, and the driving mode of the vehicle 10.

When the rate of increase of the accelerator opening AC is large, it can be considered that the driver is requesting that the acceleration of the vehicle 10 be increased, compared to when the rate of increase is not large. Therefore, the CPU 91 calculates a smaller value as the first correction coefficient α1 as the rate of increase of the accelerator opening AC is larger. The lower the atmospheric pressure PAT, the more difficult it is to burn fuel (hydrogen) in the engine 20. Therefore, the CPU 91 calculates a smaller value as the second correction coefficient α2 as the atmospheric pressure PAT is lower. The catalyst of the catalytic converter 28 has a lower exhaust purification performance as the catalyst temperature TMPct is lower. Therefore, the CPU 91 calculates a larger value as the third correction coefficient α3 as the catalyst temperature TMPct is lower. When the sports mode is selected as the driving mode of the vehicle 10, it can be considered that the driver is requesting that the acceleration of the vehicle 10 be increased, compared to when the normal mode is selected. Therefore, when the sports mode is selected, the CPU 91 calculates a smaller value as the fourth correction coefficient α4 as compared to when the normal mode is selected. Then, the CPU 91 calculates the target air-fuel ratio λTr using the following relational expression (B1):

λTr=λB×α1×α2×α3×α4 (B1)
Returning to FIG. 2, after the CPU 91 calculates the target air-fuel ratio λTr, the process proceeds to step S35. In step S35, the CPU 91 calculates an operating point (engine speed NeTr and engine torque TeTr) of the engine 20 based on the required driving force for the vehicle 10. The required driving force for the vehicle 10 increases as the accelerator opening AC increases. The CPU 91 calculates an operating point (engine torque TeTr and engine speed NeTr) at which the engine 20 can output an engine torque that satisfies the required driving force. Specifically, the CPU 91 calculates a larger value as the required driving force is larger as the engine torque TeTr, and calculates the engine speed Ne corresponding to the engine torque TeTr on the equal output line Le as shown in FIG. 3 as the engine speed NeTr.

In step S37, the CPU 91 controls the operation of the engine 20 based on the target air-fuel ratio λTr calculated in step S33 and the operating point (engine speed NeTr and engine torque TeTr) calculated in step S35. The CPU 91 temporarily ends this processing routine.

In the second drive process, in step S41, the CPU 91 calculates the target air-fuel ratio λTr. In this embodiment, step S41 corresponds to the "air-fuel ratio adjustment process."
The calculation of the target air-fuel ratio λTr in step S41 will be described. As in step S33, the CPU 91 calculates a value within the lambda allowable range Rλ shown in Fig. 3 as the air-fuel ratio reference value λB. That is, the CPU 91 calculates the air-fuel ratio reference value λB based on whether or not there is a request to reduce the amount of water discharged from the engine 20 and whether or not there is a request to reduce the emissions from the engine 20. Then, the CPU 91 sets a value corresponding to the air-fuel ratio reference value λB as the target air-fuel ratio λTr.

In this embodiment, the CPU 91 calculates the target air-fuel ratio λTr by correcting the air-fuel ratio reference value λB based on the accelerator opening AC, the atmospheric pressure PAT, the catalyst temperature TMPct, and the driving mode of the vehicle 10. Specifically, the CPU 91 calculates a smaller value as the first correction coefficient α1 as the rate of increase of the accelerator opening AC increases. The CPU 91 calculates a smaller value as the second correction coefficient α2 as the atmospheric pressure PAT decreases. The CPU 91 calculates a larger value as the third correction coefficient α3 as the catalyst temperature TMPct decreases. When the sports mode is selected, the CPU 91 calculates a smaller value as the fourth correction coefficient α4 compared to when the normal mode is selected. The CPU 91 then calculates the target air-fuel ratio λTr using the above relational expression (B1).

After calculating the target air-fuel ratio λTr, the CPU 91 transitions to step S43. In step S43, the CPU 91 calculates the operating point of the engine 20 (engine speed NeTr and engine torque TeTr) based on the required output for the vehicle 10.

The calculation process of the operating point in step S43 will be described with reference to FIG. 4. The multiple dashed lines shown in FIG. 4 are equal power lines. In FIG. 4, the operating point PA is an example of an operating point before the target air-fuel ratio λTr is changed by the air-fuel ratio adjustment process in step S41. The operating point PB is an example of an operating point after the target air-fuel ratio λTr is changed by the air-fuel ratio adjustment process in step S41. That is, the CPU 91 sets the operating point PB to an operating point that takes into account the difference between the target air-fuel ratio λTr before the change and the target air-fuel ratio λTr after the change among multiple operating points on the operating line LP1 that pass through the operating point PA. In other words, the CPU 91 calculates the operating point so that the output of the engine 20 is maintained even if the target air-fuel ratio λTr is changed. At this time, the CPU 91 selects an operating point with a larger engine torque Te as the operating point PB as the larger the difference between the target air-fuel ratio λTr before the change and the target air-fuel ratio λTr after the change. Then, the CPU 91 calculates the engine speed NeTr and engine torque TeTr indicated by the operating point PB.

Returning to FIG. 2, once the CPU 91 has calculated the operating point of the engine 20, the process proceeds to step S45. In step S45, the CPU 91 calculates the operating point of the first MG 40 (first motor rotation speed Nmg1 and first electric motor torque Tmg1). Specifically, the CPU 91 calculates the first electric motor torque Tmg1 so that the sum of the engine torque TeTr and the first electric motor torque Tmg1 balances with the input side load torque of the transmission device 50, and calculates the rotation speed according to the first electric motor torque Tmg1 as the first electric motor torque Tmg1. The input side load torque is the load torque generated in the pump impeller 52 (i.e., the input side rotating element of the transmission device 50) according to the speed ratio of the transmission device 50.

In step S47, the CPU 91 calculates the amount of power generated by the first MG 40 to achieve the first motor rotation speed Nmg1 and the first motor torque Tmg1 calculated in step S45. When the first MG 40 is caused to generate power, the first motor torque Tmg1 is a negative value. Therefore, the CPU 91 calculates the amount of power generated by the first MG 40 so that the smaller the first motor torque Tmg1 is, the greater the amount of power generated.

In step S49, the CPU 91 calculates the second motor torque Tmg2 as the driving amount of the second MG 60. Specifically, the CPU 91 calculates the output torque of the transmission device 50 based on the engine torque Te, the first motor torque Tmg1, and the speed ratio of the transmission device 50. The CPU 91 then calculates the second motor torque Tmg2 so that the output torque of the transmission device 50 and the second motor torque satisfy the required driving force for the vehicle 10. For example, the CPU 91 calculates the second motor torque Tmg2 so that the sum of the output torque of the transmission device 50 and the second motor torque is equal to a value corresponding to the required driving force.

In step S51, the CPU 91 controls the engine 20, the first MG 40, and the second MG 60. Specifically, the CPU 91 controls the operation of the engine 20 based on the target air-fuel ratio λTr calculated in step S41 and the operating point (engine speed NeTr and engine torque TeTr) calculated in step S43. The CPU 91 controls the first MG 40 so that the power generation amount of the first MG 40 becomes the power generation amount calculated in step S47. The CPU 91 also controls the second MG 60 based on the drive amount (second electric motor torque Tmg2) calculated in step S49. After that, the CPU 91 temporarily ends this processing routine.

<Action and Effects>
(1) When it is determined that the second MG 60 can be driven (S31: NO), the second drive process is executed. In the second drive process, even if the target air-fuel ratio λTr is changed by executing the air-fuel ratio adjustment process (S41), the first motor torque Tmg1 is controlled so as to maintain the output of the engine 20 and to balance the sum of the engine torque Te and the first motor torque Tmg1 with the input load torque. In addition, the second motor torque Tmg2 is adjusted so as to satisfy the required driving force for the vehicle 10. Therefore, even if the target air-fuel ratio λTr is changed, the required driving force can be realized by the engine 20 and each MG 40, 60.

For example, when there is a request to reduce the amount of water discharged from the engine 20, the target air-fuel ratio λTr is larger than when there is no such request. Even when the target air-fuel ratio λTr is changed in this way, by controlling the engine 20 and each MG 40, 60 as described above, the amount of water produced in each cylinder 21 can be reduced while achieving the required driving force.

For example, when there is a request to reduce emissions from the engine 20, the target air-fuel ratio λTr is smaller than when there is no such request. Even when the target air-fuel ratio λTr is changed in this way, the required driving force can be achieved while reducing emissions from the engine 20 by controlling the engine 20 and each of the MGs 40 and 60 as described above.

(2) The greater the rate at which the accelerator opening AC increases, the smaller the target air-fuel ratio λTr is set. This makes it easier to increase the engine torque. As a result, the greater the rate at which the accelerator opening AC increases, the higher the acceleration responsiveness of the vehicle 10 can be.

(3) When the sports mode is selected as the driving mode of the vehicle 10, a smaller value is set as the target air-fuel ratio λTr than when the normal mode is selected. Therefore, when the sports mode is selected, the acceleration responsiveness of the vehicle 10 can be improved compared to when the normal mode is selected.

(4) The lower the atmospheric pressure PAT, the less oxygen is contained in the air. Therefore, the lower the atmospheric pressure PAT, the smaller the target air-fuel ratio λTr is set. This makes it possible to prevent the fuel combustion state in the engine 20 from deteriorating due to changes in the atmospheric pressure PAT.

(5) The lower the catalyst temperature TMPct, the lower the efficiency of exhaust purification in the catalytic device 28. The lower the air-fuel ratio λ, the less NOx is contained in the exhaust gas discharged from each cylinder 21. Therefore, the lower the catalyst temperature TMPct, the larger the target air-fuel ratio λTr is set. This makes it possible to reduce the amount of NOx flowing into the catalytic device 28 when the catalyst temperature TMPct is low.

<Example of change>
The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

The CPU 91 may calculate the target air-fuel ratio λTr based on some of the parameters, namely, the accelerator opening AC, the atmospheric pressure PAT, the catalyst temperature TMPct, and the driving mode of the vehicle 10. In this case, the CPU 91 calculates the target air-fuel ratio λTr without taking into account the remaining parameters.

- The CPU 91 may select one from the product of the air-fuel ratio reference value λB and the first correction coefficient α1, the product of the air-fuel ratio reference value λB and the second correction coefficient α2, the product of the air-fuel ratio reference value λB and the third correction coefficient α3, and the product of the air-fuel ratio reference value λB and the fourth correction coefficient α4, and calculate the selected value as the target air-fuel ratio λTr. For example, the CPU 91 may calculate the maximum or minimum value of the four values as the target air-fuel ratio λTr.

The transmission device may have a configuration different from that of the transmission device 50 shown in FIG. 1. In other words, the transmission device only needs to be configured to output a torque corresponding to the engine torque and the first electric motor torque, and to be able to change the operating point of the engine 20 when the first electric motor torque is changed.

- The vehicle may be one in which only one of the front wheels 12 and the rear wheels 11 is the driving wheel.

10...vehicle, 11...rear wheel, 12...front wheel, 20...engine, 27...exhaust passage, 28...catalyst device, 40...first MG (first electric motor), 50...transmission device, 60...second MG (second electric motor).

Claims (5)

The present invention relates to a hydrogen-fueled engine, a first electric motor, a second electric motor, and a transmission device.
the transmission device is configured to output torque based on the engine torque and the first electric motor torque toward wheels when an engine torque that is a torque of the engine and a first electric motor torque that is a torque of the first electric motor are input to an input side rotating element, and to change an operating point of the engine when the first electric motor torque is changed;
A second electric motor torque is applied to the vehicle and output to the wheels,
an execution device for controlling the engine, the first electric motor, and the second electric motor;
The execution device is
an air-fuel ratio adjustment process for adjusting a target air-fuel ratio, which is a target of the air-fuel ratio of the engine;
a drive process that controls the first electric motor torque so as to satisfy both of the following: even if the target air-fuel ratio is changed by execution of the air-fuel ratio adjustment process, the output of the engine is maintained, and the sum of the engine torque and the first electric motor torque is balanced with the input side load torque generated in the input side rotating element in accordance with the speed ratio of the transmission device, and adjusts the second electric motor torque so as to satisfy the required drive force for the vehicle. The vehicle control device according to claim 1, wherein the execution device sets the target air-fuel ratio to a smaller value the greater the rate of increase in the accelerator opening in the air-fuel ratio adjustment process. a normal mode and a sports mode that increases the acceleration responsiveness of the vehicle compared to when the normal mode is selected, are prepared as driving modes of the vehicle;
2. The vehicle control device according to claim 1, wherein, in the air-fuel ratio adjustment process, when the sport mode is selected, the execution device sets the target air-fuel ratio to a value smaller than that when the normal mode is selected. The vehicle control device according to claim 1, wherein the execution device sets the target air-fuel ratio to a smaller value the lower the atmospheric pressure is during the air-fuel ratio adjustment process. The engine is provided with a catalyst that purifies exhaust gas flowing through an exhaust passage,
2. The vehicle control device according to claim 1, wherein the execution device sets the target air-fuel ratio to a larger value as the temperature of the catalyst decreases in the air-fuel ratio adjustment process.

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