JP2025008195A - Vehicle control device - Google Patents

Abstract

To increase the number of opportunities of reconsideration processing with respect to a learning value as a characteristic of a suction air quantity with respect to a throttle opening.SOLUTION: An on-vehicle control device controls an engine in a this-time trip by using a last-time learning value as a characteristic of a suction air quantity with respect to a throttle opening which is learnt during the idling-control of the engine in a trip in the trip at or before the last time. When the blow-up of the engine or an abrupt increase in output torque of the engine occurs during the idling control, and when the blow-up of the engine or the abrupt increase in output torque of the engine occurs during catalyst warmup, the control device controls the engine by using a this-time learning value which is learnt during the this-time trip in place of the last-time learning value.SELECTED DRAWING: Figure 3

Description

This disclosure relates to an on-board control device, and more specifically, to an on-board control device that learns the relationship between the throttle opening and the amount of intake air.

Conventionally, this type of on-board control device has been proposed to compare the target engine speed with the actual engine speed while the engine is under idling control, and learn the characteristics of the intake air volume relative to the throttle opening (see, for example, Patent Document 1). In this on-board control device, when the throttle valve is cleaned, clogging is reduced by the cleaning, and the characteristics of the intake air volume relative to the throttle opening change suddenly while the engine is under idling control, so a reflection process including initialization of the learning value is performed.

JP 2016-150736 A

However, while the above-mentioned vehicle-mounted control device can respond when the characteristics of the intake air volume relative to the throttle opening change suddenly while the engine is being controlled at idle, in vehicles that rarely control the engine at idle, there are cases where reflection processing, including resetting the learning values, cannot be performed, resulting in a deterioration of drivability.

The main purpose of the vehicle control device disclosed herein is to increase the opportunities for reflection processing on the learned value as a characteristic of the intake air volume relative to the throttle opening.

The vehicle control device disclosed herein employs the following measures to achieve the above-mentioned primary objective:

The in-vehicle control device according to the present disclosure includes:
an on-board control device which is mounted on a vehicle together with an engine, controls the engine in a current trip using a previous learned value as a characteristic of an intake air amount relative to a throttle opening degree learned during idling control of the engine in a previous or previous trip, and controls the engine using a current learned value learned during the current trip in place of the previous learned value when engine racing or a sudden increase in engine output torque occurs during idling control in the current trip,
and controlling the engine using the current learned value instead of the previous learned value even when an engine speed increase or an engine output torque increase occurs during catalyst warm-up.
It is characterized by:

In the vehicle control device disclosed herein, the engine in the current trip is controlled using the previous learning value as the characteristic of the intake air volume relative to the throttle opening learned during engine idling control in the previous or previous trip. If engine revving or a sudden increase in engine output torque occurs during idling control in the current trip, the engine is controlled using the current learning value learned during the current trip instead of the previous learning value. That is, a reflection process is executed in which the previous learning value is discarded and the value learned during the current trip is used. Then, if engine revving or a sudden increase in engine output torque occurs during catalyst warm-up, the engine is controlled using the current learning value instead of the previous learning value. That is, the reflection process is executed not only during idling control but also during catalyst warm-up. This increases the opportunities for reflection process on the learning value as the characteristic of the intake air volume relative to the throttle opening.

1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an on-board control device according to an embodiment of the present disclosure. 2 is a diagram showing an outline of the configuration of an engine 22 mounted on a hybrid vehicle 20. FIG. FIG. 11 is an explanatory diagram showing an example of the relationship between the throttle opening degree TH and the throttle passing air flow rate when a new throttle valve and a throttle valve having deposits are used. 4 is a flowchart showing an example of a throttle characteristic reflection process executed by an engine ECU 24.

Next, a form for carrying out the present disclosure will be described using an embodiment. FIG. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with an on-board control device according to an embodiment of the present disclosure. FIG. 2 is a schematic diagram showing the configuration of an engine 22 mounted on the hybrid vehicle 20. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, a motor 30, an inverter 32, a clutch K0, an automatic transmission 40, a high-voltage battery 60, a low-voltage battery 62, a DC/DC converter 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70. The on-board control device of the embodiment corresponds to the engine ECU 24.

The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel and outputs power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel supplied from the fuel supply device 150 through 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 through a high-pressure supply pipe 158 into the cylinder. The engine 22 can be operated in any of the port injection mode, the in-cylinder injection mode, and the shared injection mode by having the port injection valve 126 and the in-cylinder injection valve 127. In the port injection mode, air cleaned by the air cleaner 122 is sucked into the intake pipe 123 and passes through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 downstream of the surge tank 125 of the intake pipe 123 to mix the air and the fuel. This mixture is then drawn into the combustion chamber 129 via the intake valve 128, where it is explosively combusted by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132, which is pushed down in the cylinder bore by the energy of the mixture, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn 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 compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. In the shared injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and 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. 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 in the exhaust gas, such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

The fuel supply device 150 is configured as a device that supplies fuel in a 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.

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

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, and closes when the fuel pressure in the low pressure supply pipe 153 is less than the threshold value Pflolim, and opens when the fuel pressure in the low pressure supply pipe 153 is equal to or greater than the threshold value Pflolim. When the relief valve 156 opens, a portion of the fuel in the low pressure supply pipe 153 is returned to the fuel tank 151 via the relief pipe 155. In this way, the fuel pressure in the low pressure supply pipe 153 is prevented from becoming excessive.

The high-pressure pump 157 is driven by power from the engine 22 (in the embodiment, the rotation of the intake camshaft that opens and closes the intake valve 128) and 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 connected to its intake port that opens and closes when pressurizing the fuel, a check valve 157b connected to its discharge port that regulates the backflow of fuel and maintains the fuel pressure in the high-pressure supply pipe 158, and a plunger 157c that is operated (moves up and down in FIG. 1) by the rotation of the engine 22 (rotation of the intake camshaft). When the engine 22 is running, the high-pressure pump 157 draws in fuel from the low-pressure supply pipe 153 when the solenoid valve 157a is open, and when the solenoid valve 157a is closed, it pressurizes the fuel supplied to the high-pressure supply pipe 158 by intermittently sending fuel compressed by the plunger 157c through the check valve 157b to the high-pressure supply pipe 158.

The operation of the engine 22 is controlled by the engine ECU 24. Although not shown, the engine ECU 24 is equipped with a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports.

The engine ECU 24 receives signals from various sensors required for controlling the operation of the engine 22 via input ports. Examples of signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and the cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Other examples include cam angles θci and θco from the cam position sensor 144 that 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. Other examples of the above include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123, and the surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples of the above include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, and a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 and the PM filter 136 in the exhaust pipe 134. Other examples include the fuel temperature Tftnk from a fuel temperature sensor 151t attached to the fuel tank 151, the rotation speed Np of the feed pump 152 from a rotation speed sensor 152a attached to the feed pump 152, the low-pressure fuel pressure (the pressure of the fuel supplied to the port injection valve 126) PL from a fuel pressure sensor 153p attached to the low-pressure supply pipe 153 near the port injection valve 126 (e.g., a low-pressure delivery pipe), and the high-pressure fuel pressure (the pressure of the fuel supplied to the in-cylinder injection valve 127) PH from a fuel pressure sensor 158p attached to the high-pressure supply pipe 158 near the in-cylinder injection valve 127 (e.g., a high-pressure delivery pipe).

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the port injection valve 126, a control signal to the in-cylinder injection valve 127, and a control signal to the spark plug 130. Other examples include a control signal to the feed pump 152 of the fuel supply device 150, and a control signal to the electromagnetic valve 157a of the high-pressure pump 157.

The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates the load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22.

As shown in FIG. 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating electricity using power from the engine 22 are connected to the crankshaft 23 of the engine 22. The starter motor 25 and the alternator 26 are connected to a low-voltage power line 63 together with a low-voltage battery 62, and are controlled by the HVECU 70.

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

Although not shown, the motor ECU 34 is equipped with a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. Signals from various sensors are input to the motor ECU 34 via the input port. Examples of signals input to the motor ECU 34 include the rotational position θm from the rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and the phase currents Iu and Iv from the current sensors that detect the phase currents of each phase of the motor 30. The motor ECU 34 outputs control signals to the inverter 32 and the like via the output port. The motor ECU 34 is connected to the HVECU 70 via the communication port. The motor ECU 34 calculates the rotation speed Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

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

The automatic transmission 40 has a torque converter 43 and an automatic transmission 45 with, for example, six speeds. The torque converter 43 is configured as a general fluid transmission device, and transmits the power of the input shaft 41 connected to the rotating shaft 31 of the motor 30 to the transmission input shaft 44, which is the input shaft of the automatic transmission 45, with the torque amplified, or transmits the torque as is without amplifying it. The automatic transmission 45 has the transmission input shaft 44, an output shaft 42 connected to the drive wheels 49 via a differential gear 48, multiple planetary gears, and multiple hydraulically driven friction engagement elements (clutches, brakes). Each of the multiple friction engagement elements has a hydraulic servo consisting of a piston, multiple friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, etc. The automatic transmission 45 forms forward gears from 1st to 6th gears and reverse gears by engaging and disengaging multiple friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The hydraulic pressure of the hydraulic oil from a mechanical oil pump or an electric oil pump is adjusted and supplied to the clutch K0 and the automatic transmission 45 by a hydraulic control device (not shown). The hydraulic control device has a valve body with multiple oil passages, multiple regulator valves, multiple linear solenoid valves, etc. This hydraulic control device is controlled by the HVECU 70.

The high-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery with a rated voltage of several hundred volts, and is connected to the high-voltage power line 61 together with the inverter 32. The low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12 or 14 volts, and is connected to the low-voltage power line 63 together with the starter motor 25 and the alternator 26. The DC/DC converter 64 is connected to the high-voltage power line 61 and the low-voltage power line 63. This DC/DC converter 64 supplies power from the high-voltage power line 61 to the low-voltage power line 63 with a voltage step-down.

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

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

In the hybrid vehicle 20 of the embodiment thus configured, the engine 22, clutch K0, motor 30, and automatic transmission 40 are controlled by cooperative control between the HVECU 70, engine ECU 24, and motor ECU 34 so that the vehicle runs in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode). Here, the HV driving mode is a mode in which the clutch K0 is engaged and the vehicle runs using the power of the engine 22, and the EV driving mode is a mode in which the clutch K0 is released and the vehicle runs without using the power of the engine 22.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when performing reflection processing on the learning value as the characteristic of the intake air amount Qa with respect to the throttle opening TH after the throttle valve 124 is cleaned or replaced with a new one, will be described. The learning of the characteristic (learning value) of the intake air amount Qa with respect to the throttle opening TH is performed while the engine 22 is being controlled at idle, and the previous learning value last learned in the previous or previous trip is used to control the engine 22 in the current trip. When the throttle valve 124 is cleaned or replaced with a new one, the deposits attached to the throttle valve 124 are cleaned or completely removed, so that the characteristic of the intake air amount Qa with respect to the throttle opening TH changes significantly. Figure 3 shows an example of the relationship between the throttle opening TH and the throttle passing air flow rate (corresponding to the intake air amount) when a new throttle valve and a throttle valve with deposits are used. In the figure, the solid line shows the relationship between the throttle opening TH and the throttle air flow rate when a new throttle valve is used, and the dashed line shows the relationship between the throttle opening TH and the throttle air flow rate when a throttle valve with deposits is used. As shown in the figure, when a new throttle valve is used, the throttle air flow rate is higher for the same throttle opening TH than when a throttle valve with deposits is used. Therefore, immediately after replacing the throttle valve with a new one or cleaning the throttle valve to remove deposits, if the engine 22 is controlled using the previous learning value, the throttle air flow rate increases, causing the engine 22 to rev up or the output torque of the engine 22 to increase sharply. For this reason, a reflection process is required to initialize the learning value of the intake air amount Qa relative to the throttle opening TH. FIG. 4 is a flowchart showing an example of a throttle characteristic reflection process executed by the engine ECU 24.

When the throttle characteristic reflection process is executed, the engine ECU 24 first updates the learned value of the intake air amount Qa for the throttle opening TH to the previous learned value last learned in the previous or previous trip (step S100). Next, the learned value of the intake air amount Qa for the throttle opening TH in the current trip is learned (step S110). This learning is performed when the learning execution conditions are met, including the condition that the engine 22 is under idling control.

Next, it is determined whether or not the engine 22 has revved up (step S120). If it is determined that the engine 22 has not revved up, it is determined that reflection processing of the learned value of the intake air amount Qa relative to the throttle opening TH is unnecessary, and the engine 22 is controlled using the learned value updated with the previous learned value (step S160), and this processing ends. In other words, the control of the intake air amount Qa relative to the throttle opening TH of the engine 22 for the current trip is performed using the previous learned value.

When it is determined in step S120 that the engine 22 is revving up, it is determined whether or not the revving up of the engine 22 is occurring during idling control of the engine 22 (step S130). When it is determined that the engine 22 is revving up during idling control of the engine 22, it is determined that reflection processing is necessary for the learned value of the intake air amount Qa relative to the throttle opening TH, and as the reflection processing, a process is executed to update the learned value of the intake air amount Qa relative to the throttle opening TH to the learned value in the current trip (current learning value) (step S150), the engine 22 is controlled using the learning value updated with the current learning value (step S160), and this process is terminated. In other words, the learning value is initialized to the learning value in the current trip (current learning value) and used to control the engine 22.

When it is determined in step S120 that the engine 22 is revving up and when it is determined in step S130 that the engine 22 is not under idling control, that is, when the engine 22 is not under idling control and the engine 22 is revving up, it is determined whether the engine 22 is under control for catalyst warm-up (step S140). In catalyst warm-up, in order to promote warm-up of the purification catalyst 135a in the purification device 135 attached to the exhaust pipe 134 of the engine 22, the ignition timing of the engine 22 is retarded and the engine 22 is controlled to operate under a slight load or to operate at a speed slightly higher than the idling speed. When it is determined that the engine is not under control for catalyst warm-up, it is determined that the revving up of the engine 22 is due to a factor other than the learned value of the intake air amount Qa relative to the throttle opening TH, and the engine 22 is controlled using the learned value updated with the previous learned value (step S160), and this process is terminated. On the other hand, when it is determined that the engine 22 is being controlled for catalyst warm-up, i.e., when it is determined that the engine 22 has revved up while the engine 22 is being controlled for catalyst warm-up, a reflection process is performed to update the learned value of the intake air amount Qa relative to the throttle opening TH to the learned value for the current trip (current learned value) (step S150), and the engine 22 is controlled using the learned value updated with the current learned value (step S160), and this process ends.

The engine ECU 24 mounted on the hybrid vehicle 20 of the embodiment described above executes a process of updating the learned value of the intake air volume Qa relative to the throttle opening TH to the learned value for the current trip (current learned value) as a reflection process when the engine 22 revs up during idling control of the engine 22, as well as when the engine 22 revs up during control of the engine 22 for catalyst warm-up. This provides more opportunities for reflection process on the learned value as the characteristic of the intake air volume relative to the throttle opening, compared to a case where reflection process is executed only when it is determined that the engine 22 revs up during idling control of the engine 22.

In the engine ECU 24 mounted on the hybrid vehicle 20 of the embodiment, reflection processing is performed when the engine 22 revs up during idling control of the engine 22 or when the engine 22 revs up during control of the engine 22 for catalyst warm-up. However, reflection processing may also be performed when the output torque of the engine 22 increases suddenly during idling control of the engine 22 or when the output torque of the engine 22 increases suddenly during control of the engine 22 for catalyst warm-up. This is because if the engine 22 is controlled using the previous learning value immediately after the throttle valve is replaced with a new one or cleaned to remove deposits from the throttle valve, the throttle air flow rate increases, causing the engine 22 to rev up or the output torque of the engine 22 to increase suddenly.

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

In the embodiment, the hybrid vehicle 20 is equipped with an engine ECU 24, a motor ECU 34, and an HVECU 70. However, at least two of these may be integrated into one unit.

In the hybrid vehicle 20 of the embodiment, the rotating shaft 31 of the motor 30 is attached to the crankshaft 23 of the engine 22 via the clutch K0, and the input shaft 41 of the automatic transmission 40 is connected to the rotating shaft 31 of the motor 30. However, the hybrid vehicle may have any configuration that has an engine and a motor. It may also be a normal automobile that has an engine but does not have a motor for running.

The following explains the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the engine 22 corresponds to the "engine," and the engine electronic control unit (engine ECU) 24 corresponds to the "vehicle control device."

The correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

Although the above describes the form for carrying out this disclosure using embodiments, this disclosure is in no way limited to these embodiments, and it goes without saying that this disclosure can be carried out in various forms without departing from the spirit of this disclosure.

This disclosure can be used in the engine equipment manufacturing industry, etc.

20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 25 Starter motor, 26 Alternator, 30 Motor, 30a Rotational position sensor, 31 Rotating shaft, 32 Inverter, 34 Motor ECU, 40 Automatic transmission, 41 Input shaft, 41a Revolution speed sensor, 42 Output shaft, 42a Revolution speed sensor, 43 Torque converter, 44 Transmission input shaft, 44a Revolution speed sensor, 45 Automatic transmission, 48 Differential gear, 49 Drive wheels, 60 High voltage battery, 61 High voltage side power line, 62 Low voltage battery, 63 Low voltage side power line, 64 DC/DC converter, 70 HVECU, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 150 fuel supply device, 151 fuel tank, 151t fuel temperature sensor, 152 Feed pump, 152a RPM sensor, 153 Low pressure supply pipe, 153p Fuel pressure sensor, 154 Check valve, 155 Relief pipe, 156 Relief valve, 157 High pressure pump, 157a Solenoid valve, 157b Check valve, 157c Plunger, 158 High pressure supply pipe, 158p Fuel pressure sensor, K0 Clutch.

Claims (1)

an on-board control device which is mounted on a vehicle together with an engine, controls the engine in a current trip using a previous learned value as a characteristic of an intake air amount relative to a throttle opening degree learned during idling control of the engine in a previous or previous trip, and controls the engine using a current learned value learned during the current trip in place of the previous learned value when engine racing or a sudden increase in engine output torque occurs during idling control in the current trip,
and controlling the engine using the current learned value instead of the previous learned value even when an engine speed increase or an engine output torque increase occurs during catalyst warm-up.
2. An in-vehicle control device comprising:

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