JP4915327B2 - INTERNAL COMBUSTION ENGINE DEVICE, VEHICLE EQUIPPED WITH THE SAME AND INTERNAL COMBUSTION ENGINE DEVICE ABNORMALITY DETERMINATION - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately determine existence of abnormality of a channel change over means changing over channels of an exhaust gas of an internal combustion engine. <P>SOLUTION: A hybrid automobile 20 includes: an exhaust emission control device 50 including a first exhaust gas channel directly leading an exhaust gas from an engine 22 to a three way catalyst and a second exhaust gas channel leading an exhaust gas which have passed through an HC adsorption member to the three way catalyst; a channel change over valve 59 and an actuator 60 changing over the channel of the exhaust gas from the engine 22 between the first exhaust gas passage and the second exhaust gas passage by using negative pressure, a negative pressure tank 67 accumulating negative pressure generated by rotation of the engine 22; and a hybrid ECU 40 acquiring channel change over time tpc by the channel change over valve 59, based on pressure ptk accumulated in the negative pressure tank 67 and determining existence of abnormality of the channel change over valve 59 and the like, based on exhaust gas temperature Teg1, Teg2, taking the channel change over time tpc into account. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle including the same, and an abnormality determination method for the internal combustion engine device.

  2. Description of the Related Art Conventionally, an internal combustion engine device including an HC adsorption device provided on the upstream side of a catalytic converter is known (see, for example, Patent Document 1). The HC adsorption device of the internal combustion engine device includes a main passage, a switching valve that opens and closes the main passage, and a bypass passage that bypasses the main passage, and adsorbs hydrocarbon (HC) in the exhaust gas in the bypass passage. An HC adsorbent is arranged. The switching valve is connected to the diaphragm of the diaphragm mechanism, and the variable pressure chamber of the diaphragm mechanism is connected to the intake manifold via a negative pressure supply pipe and a vacuum switching valve (VSV). As a result, if the VSV is on / off controlled, the switching valve opens and closes the main passage in conjunction with the deformation of the diaphragm, so that the exhaust gas flow path can be switched between the main passage and the bypass passage (HC adsorbent side). It becomes. Further, in this internal combustion engine device, the presence or absence of an abnormality of the switching valve is determined based on the tendency of the pressure change in the negative pressure supply pipe when the VSV is turned on.

Furthermore, conventionally, as an internal combustion engine device including an exhaust purification device provided in an exhaust passage, a catalyst device that is located upstream of the exhaust passage and purifies exhaust gas, and a main exhaust passage downstream of the catalyst device are provided in parallel. The HC adsorbing device disposed in the bypass flow path and the negative exhaust gas generated by the rotation of the internal combustion engine are operated, and the exhaust gas flow path is connected to the main exhaust flow path on the downstream side of the HC adsorbing apparatus. A switching valve that selectively switches between the bypass flow path and a flow that branches from the downstream side of the HC adsorbing device of the bypass flow path to the upstream side of the catalytic device and that allows only the flow toward the catalytic device There is known one having a reflux means having a path opening / closing means, a control means for operating a switching valve and a flow path opening / closing means, and a failure diagnosis device including a temperature detection means for detecting an exhaust temperature downstream of the HC adsorption device Is (e.g., see Patent Document 2). This exhaust gas purifying apparatus failure diagnosis device is configured such that when both the recirculation flow path and the bypass flow path are closed and the internal combustion engine is in a steady operation state, the recirculation flow path is temporarily closed. The circuit is opened, and the quality of the switching valve is determined based on the deviation of the exhaust gas temperature downstream of the HC adsorption device before and after the temporary flow path switching.
JP 2001-41026 A JP-A-10-159544

  In the internal combustion engine apparatus provided with the means for adsorbing HC as an unburned component as described above, it is possible to prevent HC as an unburned component from being discharged to the outside by appropriately controlling the switching valve. It becomes possible. Therefore, in order to improve the emission of the internal combustion engine device, it is important to accurately determine whether or not the switching valve is abnormal. However, in the conventional internal combustion engine device, the state of the switching valve is erroneously determined. Therefore, there is still room for improvement in terms of accuracy in the conventional abnormality determination method.

  Therefore, the internal combustion engine device of the present invention, the vehicle including the same, and the abnormality determination method for the internal combustion engine device make it possible to more accurately determine whether there is an abnormality in the flow path switching means that switches the flow path of the exhaust gas of the internal combustion engine. Main purpose.

  The internal combustion engine device, the vehicle including the same, and the abnormality determination method for the internal combustion engine device of the present invention employ the following means in order to achieve the main object.

The internal combustion engine device of the present invention is
An internal combustion engine device including an internal combustion engine,
A first exhaust gas flow path for directing exhaust gas from the internal combustion engine directly to an exhaust gas purification catalyst;
A second exhaust gas flow path having unburned component adsorbing means capable of adsorbing unburned components in the exhaust gas, and leading the exhaust gas that has passed through the unburned component adsorbing means to the exhaust gas purification catalyst;
A flow path switching means capable of switching the flow path of the exhaust gas from the internal combustion engine between the first exhaust gas flow path and the second exhaust gas flow path using negative pressure;
Pressure accumulating means connected to the intake system of the internal combustion engine and capable of accumulating negative pressure generated by rotation of the internal combustion engine;
Negative pressure introduction releasing means for allowing and releasing negative pressure from the pressure accumulating means to the flow path switching means;
An abnormality determination sensor for detecting a predetermined physical quantity in at least one of the first and second exhaust gas flow paths;
Pressure detecting means for detecting the pressure stored in the pressure accumulating means;
A flow path switching time acquisition means for acquiring a flow path switching time which is a time required for the flow path switching by the flow path switching means based on the pressure detected by the pressure detection means;
An abnormality determination unit that determines presence / absence of an abnormality of the flow path switching unit based on a detection value of the abnormality determination sensor while considering the estimated flow path switching time;
Is provided.

  In this internal combustion engine device, the negative pressure generated by the rotation of the internal combustion engine is introduced into the flow path switching means via the pressure accumulating means, so that the flow path of the exhaust gas from the internal combustion engine is uncombusted with the first exhaust gas flow path. It is possible to switch between the second exhaust gas flow path including the component adsorption means. In this internal combustion engine device, the negative pressure generated by the rotation of the internal combustion engine is stored in the pressure accumulating means connected to the intake system, and the negative pressure stored in the pressure accumulating means is introduced into the flow path switching means. The flow path of the exhaust gas from the engine can be switched. In this internal combustion engine device, the presence or absence of abnormality of the flow path switching means is determined based on a predetermined physical quantity detected by the abnormality determination sensor in at least one of the first and second exhaust gas flow paths. Here, when the flow path of the exhaust gas from the internal combustion engine is switched between the first exhaust gas flow path and the second exhaust gas flow path using the negative pressure in this way, the flow path switching means switches the flow path. Since a certain amount of time is required and the flow path is switched by the flow path switching means, the exhaust gas flows through both the first and second exhaust gas flow paths. The detected value may not show the characteristics at the time of normal or abnormal occurrence, and there is a possibility that it is erroneously determined that an abnormality has occurred in the flow path switching means although it is normally normal. Based on this, in this internal combustion engine device, the flow path switching time, which is the time required for switching the flow path by the flow path switching means, is acquired based on the pressure stored in the pressure accumulating means, and the acquired flow path switching time is acquired. The presence / absence of abnormality of the flow path switching means is determined based on the detection value of the abnormality determination sensor. In this way, by considering the flow path switching time based on the pressure stored in the pressure accumulating means, the abnormality determination between the start of the flow path switching by the flow path switching means and the passage of the flow path switching time. Therefore, it is possible to more accurately determine whether there is an abnormality in the flow path switching means that switches the flow path of the exhaust gas of the internal combustion engine.

  In this case, the abnormality determination sensor includes a first abnormality determination sensor that detects a predetermined physical quantity in the first exhaust gas flow path, and a second abnormality sensor that detects a predetermined physical quantity in the second exhaust gas flow path. An abnormality determination sensor, wherein the abnormality determination means is configured to switch the flow path based on the detection values of the first and second abnormality determination sensors while considering the acquired flow path switching time. The presence or absence of abnormality of the means may be determined. Thereby, the abnormality determination based on the detection value of the abnormality determination sensor can be made more appropriate.

  Further, the abnormality determination means compares the deviation between the detection value of the first abnormality determination sensor and the detection value of the second abnormality determination sensor with a predetermined threshold value, thereby determining the flow path switching means. It may be for determining whether there is an abnormality, and after the flow path switching time has elapsed after the flow path switching means has started, and after the flow path switching time has elapsed. The threshold value may be changed. In this way, by changing the threshold value from the value after the passage of the channel switching time until the passage of the channel switching time from the start of the channel switching, the channel switching time has elapsed from the start of the channel switching. In the meantime, since it is possible to determine the presence / absence of abnormality of the flow path switching means with higher accuracy, it is possible to more quickly determine the presence / absence of abnormality of the flow path switching means.

  In addition, the abnormality determination unit compares the deviation between the detection value of the first abnormality determination sensor and the detection value of the second abnormality determination sensor with a predetermined threshold value, thereby determining the flow path switching unit. Detection of the first abnormality determination sensor may be performed until the flow path switching time elapses after switching of the flow path by the flow path switching means is started. The value and the detection value of the second abnormality determination sensor may be invalidated.

  Furthermore, the flow path switching time acquisition means may acquire the flow path switching time based on the pressure detected by the pressure detection means and the atmospheric pressure. As a result, the flow path switching time can be obtained more accurately.

  The first and second abnormality determination sensors may detect exhaust gas temperatures in the corresponding first or second exhaust gas flow paths. Thereby, the cost required for the abnormality determination of the flow path switching means can be reduced.

  Further, the internal combustion engine device includes an electric motoring means capable of executing motoring for forcibly rotating the internal combustion engine, a power storage means capable of supplying power to the electric motoring means, and a state of the power storage means. You may further provide the control means which controls the said electric motoring means and the said negative pressure introduction cancellation | release means based on the pressure accumulation state of the said pressure accumulation means. In this internal combustion engine device, the electric motoring means is driven using the electric power from the power storage means to motor the internal combustion engine, thereby forcibly rotating the internal combustion engine to generate a negative pressure, and the generated negative pressure Can be introduced into the flow path switching means via the pressure accumulating means. Therefore, in this internal combustion engine device, the internal combustion engine by the electric motoring means is used as the negative pressure used for switching the flow path of the exhaust gas from the internal combustion engine between the first exhaust gas flow path and the second exhaust gas flow path. The negative pressure generated by the motoring and the negative pressure stored in the pressure accumulating means can be properly used according to the state of the power accumulating means and the pressure accumulating state of the pressure accumulating means. Thereby, it is possible to secure a good negative pressure and to prevent the negative pressure from being introduced into the flow path switching means, so that the exhaust gas flow path is connected to the first exhaust gas flow path and the second exhaust gas flow path. It is possible to more appropriately suppress the unburned component in the exhaust gas from being discharged to the outside by switching more appropriately between the exhaust gas flow paths.

  In this case, when the power storage means is in a state enabling the motoring by the electric motoring means before the internal combustion engine is started, the control means includes the exhaust gas accompanied by motoring by the electric motoring means. The electric motoring means and the negative pressure introduction release means are controlled so that the flow path is switched from the first exhaust gas flow path to the second exhaust gas flow path, and before the internal combustion engine is started, When the power storage means is not in a state enabling the motoring by the electric motoring means, and the pressure accumulation state of the pressure accumulating means satisfies a predetermined condition, the motoring by the electric motoring means is not accompanied. The exhaust gas flow path is cut from the first exhaust gas flow path to the second exhaust gas flow path using only the negative pressure stored in the pressure accumulating means. Wherein said motor ring means to be replaced may be configured to control the negative pressure introduction releasing means.

  Further, the control means executes the motoring for the acquired flow path switching time when the power storage means is in a state enabling the motoring by the electric motoring means before starting the internal combustion engine. As described above, the electric motoring means may be controlled.

  A vehicle according to the present invention includes any one of the internal combustion engine devices and drive wheels connected to the drive shaft. Since this vehicle includes the internal combustion engine device according to any one of the above-described aspects, the vehicle has the same effect as that produced by the internal combustion engine device of the present invention.

An abnormality determination method for an internal combustion engine device according to the present invention includes an internal combustion engine, a first exhaust gas passage that directly guides exhaust gas from the internal combustion engine to an exhaust gas purification catalyst, and unburned that can adsorb unburned components in the exhaust gas. A second exhaust gas flow path having component adsorbing means for guiding the exhaust gas that has passed through the unburned component adsorbing means to the exhaust gas purification catalyst; and a flow path for exhaust gas from the internal combustion engine using negative pressure. A flow path switching means switchable between one exhaust gas flow path and the second exhaust gas flow path, and a negative pressure generated by rotation of the internal combustion engine, connected to the intake system of the internal combustion engine; An internal combustion engine apparatus abnormality determination method comprising: a pressure accumulating means capable of performing a negative pressure introduction releasing means for permitting / releasing the introduction of a negative pressure from the pressure accumulating means to the flow path switching means,
(A) obtaining a flow path switching time which is a time required for switching the flow path by the flow path switching means based on the pressure stored in the pressure accumulation means;
(B) The flow path switching is performed based on a predetermined physical quantity detected in at least one of the first and second exhaust gas flow paths in consideration of the flow path switching time acquired in step (a). Determining whether there is an abnormality in the means;
Is included.

  If the flow path switching time based on the pressure stored in the pressure accumulating means is taken into account as in this method, an abnormality from the start of the flow path switching by the flow path switching means until the flow path switching time elapses. Since the determination can be performed more appropriately, it is possible to more accurately determine whether there is an abnormality in the flow path switching means that switches the flow path of the exhaust gas of the internal combustion engine.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 including an internal combustion engine device according to an embodiment of the present invention, and FIG. 2 is a schematic configuration diagram of an engine 22 mounted on the hybrid vehicle 20. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an internal combustion engine device 21 including an engine 22 and a three-shaft power distribution integration connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper (not shown). A hybrid electronic control unit (hereinafter referred to as “the hybrid vehicle 20”) that controls the mechanism 30, the motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, the motor MG2 connected to the power distribution and integration mechanism 30, and the hybrid vehicle 20. Hybrid ECU ”40).

  The engine 22 that constitutes the internal combustion engine device 21 is configured as an internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil. In the engine 22, as can be seen from FIG. 2, the air purified by the air cleaner 122 is taken into the intake port via the throttle valve 124, and fuel such as gasoline is injected from the fuel injection valve 126 into the intake air. The air / fuel mixture thus obtained is sucked into the combustion chamber via the intake valve 128 and explosively burned by electric sparks from the spark plug 130. Then, the reciprocating motion of the piston 132 accompanying the explosion combustion of the air-fuel mixture is converted into the rotational motion of the crankshaft 26. Exhaust gas from the combustion chamber is discharged to the outside through an exhaust gas purification device 50 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  Such an engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), and the like in addition to the CPU 24a. Then, signals from various sensors that detect the state of the engine 22 and the like are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 receives the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the cooling water temperature from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22, and intake and exhaust to the combustion chamber. A cam position from a cam position sensor 144 that detects the rotational position of a camshaft that opens and closes an intake valve 128 and an exhaust valve to perform, a throttle position from a throttle valve position sensor 146 that detects the position of a throttle valve 124, and an intake pipe. The amount of intake air from the air flow meter 148, the intake air temperature from the temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, etc. are input via the input port. input It is. The engine ECU 24 outputs various control signals for operating the engine 22. For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal or the like to the variable valve timing mechanism 150 whose opening / closing timing can be changed is output via the output port. The engine ECU 24 is in communication with the hybrid ECU 40 and controls the operation of the engine 22 by a control signal from the hybrid ECU 40 and transmits data related to the operating state of the engine 22 to the hybrid ECU 40 as necessary.

FIG. 3 is a schematic configuration diagram of an exhaust gas purification device 50 that purifies the exhaust gas of the engine 22. As shown in the figure, the exhaust gas purifying device 50 includes a cylindrical case 52, a cylindrical partition member 54 disposed coaxially inside the case 52, an inner wall surface of the case 52, and an outer wall surface of the partition member 54. And an HC adsorbing member 56 disposed in an annular space defined by and a three-way catalyst (exhaust gas purification catalyst) 58 provided on the downstream side (right side in the figure) of the case 52. The partition member 54 is formed to have a smaller diameter than the case 52, and a first exhaust gas flow path that guides the exhaust gas of the engine 22 directly to the three-way catalyst 58 is defined therein. The HC adsorbing member 56 holds an HC adsorbent that adsorbs hydrocarbon (HC gas), which is an unburned component in exhaust gas, at a low temperature, such as zeolite, and desorbs the HC gas adsorbed at a high temperature. Yes. The case 52 and the partition member 54 define a second exhaust gas flow path that guides the exhaust gas that has passed through the HC adsorption member 56 disposed therebetween to the three-way catalyst 58. In the embodiment, the three-way catalyst 58 is composed of an oxidation catalyst such as platinum (Pt) or palladium (Pd), a reduction catalyst such as rhodium (Rh), and a promoter such as ceria (CeO ₂ ). , Activated at a high temperature, purifies CO and HC contained in the exhaust gas by the action of an oxidation catalyst into water (H ₂ O) and carbon dioxide (CO ₂ ), and reduced NOx contained in the exhaust gas by nitrogen (N ₂ ) Purify to oxygen (O ₂ ).

  The exhaust gas purification apparatus 50 configured as described above is provided with a flow path switching valve 59 that is attached to the opening 54a of the partition member 54 and is driven by the actuator 60 to open and close the opening 54a. If the flow path switching valve 59 is opened by the actuator 60, the inside of the partition member 54 (first exhaust gas flow path) becomes the main flow path of the exhaust gas from the engine 22, and the combustion chamber of the engine 22 transfers to the exhaust gas purification device 50. Most of the introduced exhaust gas is directly led to the three-way catalyst 58 without passing through the HC adsorbing member 56. When the flow path switching valve 59 is closed by the actuator 60, an annular space (second exhaust gas flow path) defined by the inner wall surface of the case 52 and the outer wall surface of the partition member 54 is removed from the engine 22. The exhaust gas becomes a main flow path, and almost all of the exhaust gas introduced into the exhaust gas purification device 50 from the combustion chamber of the engine 22 passes through the HC adsorbing member 56 and is then guided to the three-way catalyst 58. Further, the exhaust gas purification device 50 is provided with a first temperature sensor 71 that detects the temperature of the exhaust gas inside the partition member 54 and downstream of the flow path switching valve 59, and the inner wall surface of the case 52 and the partition member 54. A second temperature sensor 72 is provided for detecting the temperature of the exhaust gas between the outer wall surface and the downstream side of the flow path switching valve 59.

  As shown in FIGS. 2 and 3, the actuator 60 of the flow path switching valve 59 includes a diaphragm 62 housed in the actuator case 61, an operating rod 63 connected to the diaphragm 62, and a diaphragm 62 in the actuator case 61. And a link mechanism 65 that connects the operation rod 63 and the flow path switching valve 59. As shown in FIG. 3, the link mechanism 65 includes a link 65 a that connects the operating rod 63 and the rotating shaft of the flow path switching valve 59, and a stopper 65 b that positions the flow path switching valve 59 in the open state. And is configured to open and close the flow path switching valve 59 by converting the linear motion of the operating rod 63 into a rotational motion. In addition, the inside of the actuator case 61 is divided by a diaphragm 62 into an atmospheric pressure chamber on the operating rod 63 side and a variable pressure chamber on the spring 64 side. In this case, the atmospheric pressure chamber in the actuator case 61 communicates with the outside, and the internal pressure is always kept at atmospheric pressure. On the other hand, the variable pressure chamber in the actuator case 61 has an intake pipe (for the engine 22) via a vacuum switching valve (hereinafter referred to as “VSV”) 66, a negative pressure tank 67, a check valve 68, and a negative pressure introduction pipe 125a. Surge tank) 125. The VSV 66 is configured as, for example, an electromagnetic valve, and when in an off state, the atmosphere opening port (not shown) and the variable pressure chamber of the actuator case 61 are communicated to keep the pressure in the variable pressure chamber at atmospheric pressure. Further, when the VSV 66 is in the ON state, the communication between the atmosphere opening port and the variable pressure chamber of the actuator case 61 is released, and the variable pressure chamber is connected to the negative pressure tank 67, the check valve 68 and the negative pressure introduction pipe 125a. To communicate with the intake pipe 125 of the engine 22.

  Accordingly, if the VSV 66 is turned on and a negative pressure generated by, for example, rotation of the crankshaft 26 is introduced into the variable pressure chamber of the actuator case 61 from the negative pressure introduction pipe 125a or the like to reduce the internal pressure, the diaphragm 62 is The actuating rod 63 is bent so as to be pulled into the actuator case 61 against the urging force of the spring 64. In the embodiment, when the VSV 66 is turned on in this way and negative pressure is introduced into the variable pressure chamber of the actuator case 61 and the diaphragm 62 is bent, the flow path switching valve 59 closes the opening 54 a of the partition member 54. . Also, if the VSV 66 is turned off and the internal pressure of the variable pressure chamber is maintained at atmospheric pressure, the differential pressure between the variable pressure chamber and the atmospheric pressure chamber is eliminated. Returning to the unbent state, the operating rod 63 moves in the opposite direction to the case where negative pressure is introduced into the variable pressure chamber. In the embodiment, when the VSV 66 is turned off and the atmospheric pressure is introduced into the variable pressure chamber of the actuator case 61 and the diaphragm 62 is not bent, the flow path switching valve 59 opens the opening 54 a of the partition member 54. To do. As described above, in the embodiment, by changing the pressure in the variable pressure chamber of the actuator case 61, the linear motion of the operating rod 63 is converted into rotational motion by the link mechanism 65, and the flow path switching valve 59 is opened and closed. The main flow path of the exhaust gas from 22 can be switched. The VSV 66 is normally turned off, and the main flow path of the exhaust gas from the engine 22 is basically a first exhaust gas flow path defined inside the partition member 54. The negative pressure tank 67 is a sealed container having a predetermined volume, and the negative pressure tank 67 is sucked through the negative pressure introduction pipe 125a to reduce the internal pressure. It is possible to store negative pressure inside. The negative pressure tank 67 is provided with a negative pressure sensor 69 for detecting the internal pressure (negative pressure). The check valve 68 allows air to flow from the negative pressure tank 67 to the negative pressure introduction pipe 125 a and restricts air flow from the negative pressure introduction pipe 125 a to the negative pressure tank 67.

  The power distribution and integration mechanism 30 includes, for example, an external gear sun gear 30a, an internal gear ring gear 30b disposed concentrically with the sun gear 30a, a plurality of pinion gears 30c that mesh with the sun gear 30a and mesh with the ring gear 30b. A planetary gear mechanism is provided that includes a carrier 30d that holds a plurality of pinion gears 30c so as to rotate and revolve, and that performs differential action using the sun gear 30a, the ring gear 30b, and the carrier 30d as rotating elements. In this case, the crankshaft of the engine 22 is connected to the carrier 30d of the power distribution and integration mechanism 30, the motor MG1 is connected to the sun gear 30a, and the motor MG2 is connected to the ring gear 30b via a ring gear shaft 27 as a rotatable axle. ing. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 30d to the sun gear 30a side and the ring gear 30b side according to the gear ratio when the motor MG1 functions as a generator, and the motor MG1 is an electric motor. , The power from the engine 22 input from the carrier 30d and the power from the motor MG1 input from the sun gear 30a are integrated and output to the ring gear 30b side. The power output to the ring gear 30b is output to wheels 29a and 29b as drive wheels via the ring gear shaft 27 and the differential gear 28.

  The motors MG1 and MG2 are configured as well-known synchronous generator motors that can function as a motor as well as a generator. Motors MG1 and MG2 exchange electric power with battery 36 via inverters 32 and 34, and are driven and controlled by a motor electronic control unit (hereinafter referred to as "motor ECU") 35. The motor ECU 35 detects a signal necessary for driving and controlling the motors MG1 and MG2, for example, a signal from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2, or a current sensor (not shown). The phase currents applied to the motors MG1 and MG2 are input. Further, the motor ECU 35 outputs a switching control signal to the inverters 32 and 34. Further, the motor ECU 35 is in communication with the hybrid ECU 40, drives the motors MG1 and MG2 with a control signal from the hybrid ECU 40, and transmits data related to the operating state of the motors MG1 and MG2 to the hybrid ECU 40 as necessary.

  The battery 36 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 37. The battery ECU 37 is attached to a signal necessary for managing the battery 36, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 36, and a power line connected to the output terminal of the battery 36. The charging / discharging current from the current sensor, the battery temperature from a temperature sensor (not shown) attached to the battery 36, and the like are input. The battery ECU 37 outputs data related to the state of the battery 36 to the hybrid ECU 40 or the like by communication as necessary. Further, in order to manage the battery 36, the battery ECU 37 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or requests charging / discharging of the battery 36 based on the remaining capacity SOC. The power Pb * is calculated, the input limit Win as the charge allowable power that is the power allowed for charging the battery 36 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 36. The output limit Wout as discharge allowable power is calculated. The input / output limits Win and Wout of the battery 36 set the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 36. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 40 is configured as a microprocessor centered on the CPU 40a, and in addition to the CPU, a ROM 40b that stores a processing program, a RAM 40c that temporarily stores data, and a timer that executes a timing process according to a timing command. 40d, provided with a counter, an input / output port, a communication port, etc. (not shown). The hybrid ECU 40 includes a shift position from a shift position sensor 42 that detects an operation position of the shift lever 41, an accelerator opening from an accelerator pedal position sensor 44 that detects an amount of depression of an accelerator pedal 43, and depression of a brake pedal 45. Brake opening from the brake pedal position sensor 46 for detecting the amount, vehicle speed from the vehicle speed sensor 47, atmospheric pressure Patm from the atmospheric pressure sensor 48, pressure Ptk stored in the negative pressure tank 67 from the negative pressure sensor 69, The exhaust gas temperature Teg1 from the first temperature sensor 71, the exhaust gas temperature Teg2 from the second temperature sensor 72, and the like are input via the input port. In addition, a drive signal to the VSV 66 is output from the hybrid ECU 40 via an output port. The hybrid ECU 40 exchanges various control signals and data with the engine ECU 24, the motor ECU 35, and the like as described above.

  The hybrid vehicle 20 of the embodiment configured as described above calculates the required torque to be output to the drive shaft based on the accelerator opening and the vehicle speed corresponding to the depression amount of the accelerator pedal 43 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power based on the torque is output to the ring gear shaft 27 as the drive shaft. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode for driving and controlling the motor MG 1 and the motor MG 2 so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 27, The operation of the engine 22 is controlled so that power corresponding to the sum is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 36 is combined with the power distribution and integration mechanism 30 and the motor MG1. And the required power is ring gear with torque conversion by motor MG2 A charge / discharge operation mode in which the motor MG1 and the motor MG2 are drive-controlled so that the motor MG1 and the motor MG2 are output to the motor 27. There are modes.

  Further, in the hybrid vehicle 20 of the embodiment, when a predetermined condition is satisfied under the torque conversion operation mode or the charge / discharge operation mode, intermittent operation for automatically stopping and starting the engine 22 is executed. In the embodiment, for example, the cooling water temperature of the engine 22 is equal to or higher than a first predetermined temperature (for example, 55 ° C. to 65 ° C.), the remaining capacity (SOC) of the battery 36 is within the management region, and the accelerator pedal 43 is depressed. When the required vehicle power set in accordance with the amount becomes less than a first predetermined value (for example, 2 kW to 10 kW), the automatic stop condition of the engine 22 is established, and the engine 22 is automatically stopped and the torque conversion operation mode or charge / discharge Transition from operation mode to motor operation mode. Further, when the coolant temperature of the engine 22 is lower than the second predetermined temperature (for example, 45 to 55 ° C.) lower than the first predetermined temperature under the motor operation mode, or in response to the depression of the accelerator pedal 43. When the required vehicle power to be set is greater than or equal to a second predetermined value (for example, 4 to 15 kW) that is larger than the first predetermined value, the engine 22 when the remaining capacity (SOC) of the battery 36 falls below the management area. This automatic start condition is satisfied, and the stopped engine 22 is restarted.

  Then, in the hybrid vehicle 20 of the embodiment, when a start switch (ignition switch) (not shown) is turned on to start running of the vehicle, the cooling water temperature of the engine 22 is, for example, less than the second predetermined temperature, The engine 22 is started and warm-up operation is executed. When such a warm-up operation (cold start of the engine 22) is executed, the opening 54a of the partition member 54 of the exhaust gas purifying device 50 is closed by the flow path switching valve 59, and the inside of the case 52 Prior to the start of the engine 22, the VSV 66 described above is such that an annular space (second exhaust gas flow path) defined by the wall surface and the outer wall surface of the partition member 54 becomes the main flow path of the exhaust gas from the engine 22. Is turned on. Thus, when the engine 22 is started, the exhaust gas introduced into the exhaust gas purification device 50 from the combustion chamber is sent to the three-way catalyst 58 after passing through the HC adsorbing member 56, and at the time of engine start (particularly cold) HC as an unburned component that tends to occur at the time of starting) is adsorbed by the HC adsorbing member 56. As a result, even if the three-way catalyst 58 is not sufficiently activated, it is possible to more reliably prevent HC from being discharged to the outside.

  Next, in the hybrid vehicle 20 of the embodiment, a procedure for switching the main flow path of the exhaust gas by the flow path switching valve 59 before starting the engine 22 will be specifically described. FIG. 4 is a flowchart illustrating an example of a pre-engine start control routine executed by the hybrid ECU 40 according to the embodiment. This routine is executed by the hybrid ECU 40 when the coolant temperature detected by the water temperature sensor 142 when the start switch of the hybrid vehicle 20 is turned on by the driver is lower than the second predetermined temperature.

  At the start of execution of this routine, the CPU 40a of the hybrid ECU 40 is necessary for control such as the remaining capacity SOC and output limit Wout of the battery 36 from the battery ECU 37, the pressure Patm from the atmospheric pressure sensor 48, and the pressure Ptk from the negative pressure sensor 69. Data is input (step S100). Next, it is determined whether or not the remaining capacity SOC of the battery 36 is equal to or greater than a predetermined threshold SOCref (step S110). If the remaining capacity SOC is equal to or greater than the threshold SOCref, the output limit Wout of the battery 36 is further set to a predetermined threshold Wref. It is determined whether or not this is the case (step S120). Note that the values of the threshold SOCref and the threshold Wref are determined through experiments and analyzes that take into account the performance of the battery 36, the usage environment of the hybrid vehicle 20, the characteristics of the motor MG2, and the like. When the output limit Wout is greater than or equal to the threshold value Wref, it is determined that the battery 36 is in a state that enables execution of motoring that forcibly rotates the crankshaft 26 of the engine 22 by the motor MG2. Then, the flow path switching time tpc required to shift the flow path switching valve 59 from the open state to the closed state with motoring by the motor MG2 is estimated (step S130). That is, in the embodiment, when sufficient power can be output from the battery 36, the motor MG2 motorizes the engine 22 to form a negative pressure in the intake pipe 125 and the negative pressure generated by the motoring. Is introduced into the variable pressure chamber of the actuator 60 to close the flow path switching valve 59, and after almost all of the exhaust gas introduced from the combustion chamber of the engine 22 into the exhaust gas purification device 50 passes through the HC adsorption member 56, the three way It is guided to the catalyst 58. In the embodiment, for example, the relationship between the atmospheric pressure Patm, the pressure Ptk stored in the negative pressure tank 67, and the flow path switching time tpc when the motoring is executed at a constant rotational speed similar to that when the engine 22 is idle. Is stored in the ROM 40b as a first flow path switching time estimation map, and the flow path switching time tpc corresponds to the atmospheric pressure Patm and the pressure Ptk input in step S100. Is derived from In addition, the first flow path switching time estimation map shifts the flow path switching valve 59 from the open state to the closed state as quickly as possible and minimizes the power consumption of the motor MG2 accompanying motoring. Basically, the flow path switching time tpc is shortened as the pressure difference, which is a value obtained by subtracting the pressure Ptk stored in the negative pressure tank 67 from the atmospheric pressure Patm, increases.

  If the flow path switching time tpc is set in this way, the VSV 66 is turned on (step S140), a drive command for the motor MG2 is transmitted to the motor ECU 35, and the timer 40d is turned on (step S150). In step S150, as a drive command for the motor MG2, for example, a torque command for rotating the engine 22 at the same rotational speed as when idling is transmitted to the motor ECU 35 by motoring, and the motor ECU 35 that has received the drive command for the motor MG2 Performs switching control of the switching element of the inverter 34 so that the motor MG2 is driven in accordance with the drive command. Then, the elapsed time t counted by the timer 40d is compared with the flow path switching time tpc set in step S130 to determine whether or not the flow path switching time tpc has elapsed since the start of motoring ( Step S160) When the flow path switching time tpc has elapsed from the start of motoring, a stop command for the motor MG2 is transmitted to the motor ECU 35 and the timer 40d is turned off (step S170). Thereby, the opening 54 a of the partition member 54 is closed by the flow path switching valve 59, and the exhaust gas introduced into the exhaust gas purification device 50 from the combustion chamber of the engine 22 is passed through the HC adsorbing member 56 to the three-way catalyst. Therefore, the engine start flag is turned on (step S180), and this routine is terminated. When the engine start flag is thus turned on, an engine start time drive control routine (not shown) is thereafter executed by the hybrid ECU 40. The engine start drive control routine is requested as needed while starting the engine 22 while cranking the engine 22 by the motor MG1, and canceling the torque acting on the ring gear shaft 27 in accordance with the cranking of the engine 22. In this process, the motor MG2 is drive-controlled so that torque based on the torque is output to the ring gear shaft 27. When the engine 22 is started in this manner, the warm-up operation of the engine 22 is executed until a predetermined condition is satisfied, and the VSV 66 is turned off when it is considered that the three-way catalyst 58 is sufficiently activated by the warm-up operation. The Thus, HC as an unburned component discharged from the combustion chamber during the warm-up operation from the start of the engine 22 is adsorbed and held by the HC adsorbing member 56. When the VSV 66 is turned off, most of the exhaust gas from the combustion chamber is guided to the three-way catalyst 58 through the inside of the partition member 54 (first exhaust gas flow path). Is also led to the HC adsorbing member 56 side (second exhaust gas flow path), and the temperature of the HC adsorbing member 56 gradually increases. As the temperature rises, the adsorbed HC is desorbed from the HC adsorbing member 56 and guided to the three-way catalyst 58, and is purified by the activated three-way catalyst 58.

  On the other hand, if a negative determination is made in step S110 or S120, that is, it is determined that the battery 36 is not in a state in which motoring for forcibly rotating the crankshaft 26 of the engine 22 by the motor MG2 is allowed. In this case, it is determined whether or not the pressure difference, which is a value obtained by subtracting the pressure Ptk stored in the negative pressure tank 67 from the atmospheric pressure Patm, is equal to or greater than a predetermined threshold value ΔP1 (step S190). The threshold value ΔP1 is determined in consideration of the characteristics of the actuator 60 (diaphragm 62), the operation characteristics of the flow path switching valve 59, and the like. If it is determined in step S190 that the pressure difference is greater than or equal to the threshold value ΔP1, the air pressure Ptk in the negative pressure tank 67 is sufficiently smaller than the atmospheric pressure, and the VSV 66 is turned on to turn off the negative pressure tank 67. If the variable pressure chamber of the actuator 60 is communicated, it is possible to bend the diaphragm 62 due to a pressure difference from the atmospheric pressure Patm and shift the flow path switching valve 59 from the open state to the closed state. For this reason, when an affirmative determination is made in step S190, the flow path switching valve 59 is closed from the open state by introducing only the negative pressure stored in the negative pressure tank 67 into the variable pressure chamber of the actuator 60. The flow path switching time tpc required for shifting to is estimated (step S200). In the embodiment, the atmospheric pressure Patm when only the negative pressure stored in the negative pressure tank 67 is introduced into the variable pressure chamber of the actuator 60, the pressure Ptk stored in the negative pressure tank 67, and the flow path switching time tpc. The relationship is determined in advance and stored in the ROM 40b as a second flow path switching time estimation map, and the flow path switching time tpc corresponds to the atmospheric pressure Patm and the pressure Ptk input in step S100. Derived from the map. This second flow path switching time estimation map basically shortens the flow path switching time tpc as the pressure difference, which is a value obtained by subtracting the pressure Ptk stored in the negative pressure tank 67 from the atmospheric pressure Patm, is larger. Created as

  If the flow path switching time tpc is estimated in step S200, the VSV 66 is turned on and the timer 40d is turned on (step S210). The elapsed time t counted by the timer 40d and the flow path switching estimated in step S200. The time tpc is compared, and it is determined whether or not the flow path switching time tpc has elapsed since the VSV 66 was turned on and the negative pressure was introduced from the negative pressure tank 67 into the variable pressure chamber of the actuator 60 (step S220). . Then, when the flow path switching time tpc has elapsed since the VSV 66 was turned on, the timer 40d is turned off (step S230), the engine start flag is turned on (step S180), and this routine is ended. As described above, even if the battery 36 is not in a state that allows the motor MG2 to execute motoring, if the negative pressure tank 67 stores a sufficient negative pressure, the negative pressure tank 67 A negative pressure is introduced into the variable pressure chamber of the actuator 60, and the opening 54a of the partition member 54 is closed by the flow path switching valve 59. It is possible to send the fuel to the three-way catalyst 58 through 56.

  If a negative determination is made in step S190, the pressure difference between the atmospheric pressure Patm and the pressure Ptk stored in the negative pressure tank 67 is small, and the diaphragm 62 is bent by the pressure difference to switch the flow path. Since it becomes difficult to shift the valve 59 from the open state to the closed state, the engine start flag is immediately turned on (step S180), and this routine ends. Therefore, if a negative determination is made in step S190, the opening 54a of the partition member 54 of the exhaust gas purification device 50 is closed, and the exhaust gas introduced into the exhaust gas purification device 50 from the combustion chamber of the engine 22 is passed through the HC adsorption member 56. Therefore, there is a possibility that HC may not be sufficiently purified and discharged to the outside without being sufficiently purified. For this reason, in the hybrid vehicle 20 of the embodiment, even when the battery 36 is not in a state in which motoring by the motor MG2 can be performed, it is possible to flow using the negative pressure stored in the negative pressure tank 67 as much as possible. The intermittent operation of the engine 22 is prohibited according to the value of the pressure Ptk stored in the negative pressure tank 67 so that the path switching valve 59 can be operated, or the start switch is turned off by the driver. Even after that, the operation (idle operation) of the engine 22 is continued for a predetermined time. As a result, the air in the negative pressure tank 67 is sucked by the operation (idle operation) after the automatic stop condition of the engine 22 is established to reduce the internal pressure, thereby storing a sufficient negative pressure in the negative pressure tank 67. It becomes possible to leave. Further, by operating the engine 22 (idle operation) after the start switch is turned off, the air in the negative pressure tank 67 is sucked to reduce the internal pressure, thereby storing a sufficient negative pressure in the negative pressure tank 67. It becomes possible to leave.

  Next, an abnormality determination routine for determining whether the flow path switching valve 59 and the actuator 60 are abnormal in the hybrid vehicle 20 described above will be described with reference to FIG. FIG. 5 is a flowchart illustrating an example of an abnormality determination routine executed by the hybrid ECU 40 according to the embodiment. This routine is repeatedly executed at predetermined intervals until a predetermined end condition is satisfied by the hybrid ECU 40 (for example, until the warm-up operation is completed) when, for example, the VSV 66 is turned on when the pre-engine start control routine is executed. The At the start of execution of this routine, the CPU 40a of the hybrid ECU 40 determines the flow path switching time tpc set in step S130 and step S200 of FIG. 5, the elapsed time t measured by the timer 40d, the first and second temperature sensors. Data necessary for abnormality determination such as exhaust gas temperatures Teg1, Teg2 from 71, 72 are input (step S300). That is, in the embodiment, whether the flow path switching valve 59 (valve element) is fixed on the open side or the closed side based on the exhaust gas temperatures Teg1, Teg2 detected by the first and second temperature sensors 71, 72, the actuator The presence / absence of 60 abnormalities is determined.

  Next, it is determined whether or not the elapsed time t input in step S300 is less than the flow path switching time tpc (step S310). Here, when the main flow path of the exhaust gas is switched using negative pressure as in the embodiment, a certain amount of time is required for switching the flow path by the flow path switching valve 59. Therefore, the first exhaust gas flow path defined by the partition member 54, the inner wall surface of the case 52, and the outer wall surface of the partition member 54 until the flow path switching valve 59 completely transitions from the open state to the closed state. If the exhaust gas flows through both the second exhaust gas flow path defined by the above and the elapsed time t is less than the flow path switching time tpc, the exhaust gas temperatures Teg1, Teg2 used for abnormality determination are There is a possibility that the characteristics at the time of normal or abnormal occurrence may not be shown, and it may be erroneously determined that an abnormality has occurred in the flow path switching valve 59 or the like despite being normal. For this reason, when the elapsed time t is less than the flow path switching time tpc, the abnormality determination threshold value ΔT is set based on the elapsed time t (step S320). In the embodiment, the relationship between the elapsed time t and the threshold value ΔT is predetermined and stored in the ROM 40b as a threshold setting map, and the atmospheric pressure Patm and the pressure input in step S100 are used as the flow path switching time tpc. The one corresponding to Ptk is derived from the map. FIG. 6 shows an example of the threshold setting map. On the other hand, when the elapsed time t is equal to or longer than the flow path switching time tpc, the threshold value ΔT is set to a predetermined value T1 determined in advance through experiments and analysis (step S330). In the embodiment, the threshold setting map used in step S320 basically sets the threshold ΔT to a smaller value as the elapsed time t approaches the flow path switching time tpc, and the threshold setting map is used. The threshold value ΔT set in this manner is basically a value larger than the value T1 used in step S330.

  If the threshold value ΔT is set in step S320 or S330, the temperature difference between the channels, which is a value obtained by subtracting the exhaust gas temperature Teg1 of the first exhaust gas channel from the exhaust gas temperature Teg2 of the second exhaust gas channel, is less than the threshold ΔT. (Step S340), and if the temperature difference between the flow paths is equal to or greater than the threshold value ΔT, it is considered that the flow path switching valve 59 and the actuator 60 are normal, and the processes after Step S300 are executed again. To do. On the other hand, if the temperature difference between the channels is less than the threshold value ΔT, a counter (not shown) is incremented (step S350), and the count value n of the counter is equal to or greater than a predetermined value N (a positive value greater than or equal to value 2). Or not (step S360). If the count value n is less than the predetermined value N, the processing from step S300 is executed again. When the count value n of the counter is equal to or greater than the predetermined value N, it is considered that some abnormality has occurred in the flow path switching valve 59 and the actuator 60, and a predetermined display area on an instrument panel (not shown) A warning display indicating that an abnormality has occurred in the flow path switching valve 59 or the like is displayed (step S370), and this routine is terminated. When this routine is terminated after the process of step S370, a process for when a predetermined abnormality occurs is separately executed.

  As described above, in the hybrid vehicle 20 of the embodiment, the negative pressure generated by the rotation of the engine 22 is introduced into the variable pressure chamber of the actuator 60 via the negative pressure tank 67, so that the main exhaust gas from the engine 22 is introduced. The flow path can be switched between the first exhaust gas flow path defined by the partition member 54 and the second exhaust gas flow path including the HC adsorption member 56. Further, in the hybrid vehicle 20, the negative pressure generated by the rotation of the engine 22 is stored in the negative pressure tank 67 connected to the intake pipe 125, and the negative pressure stored in the negative pressure tank 67 is stored in the variable pressure chamber of the actuator 60. It is also possible to switch to the main flow path of exhaust gas. In the hybrid vehicle 20, the abnormality of the flow path switching valve 59 and the actuator 60 is detected based on the exhaust gas temperatures Teg1 and Teg2 of the first and second exhaust gas channels detected by the first and second temperature sensors 71 and 72. Whether or not the exhaust gas flows through both the first and second exhaust gas flow paths while the flow path is being switched by the flow path switching valve 59 is determined. Based on the pressure Ptk stored in the pressure tank 67, the flow path switching time tpc, which is the time required for the flow path switching by the flow path switching valve 59, is acquired (step S130 or step S200 in FIG. 4), and the flow The presence or absence of abnormality in the flow path switching valve 59 and the actuator 60 is determined based on the exhaust gas temperatures Teg1, Teg2 while considering the path switching time tpc (FIG. 5).

  Thus, by considering the flow path switching time tpc based on the pressure Ptk stored in the negative pressure tank 67, the flow path switching time tpc elapses after the flow path switching valve 59 starts to switch the flow path. (Until the switching of the flow path is completed) can be more appropriately executed, so that it is possible to more accurately determine whether the flow path switching valve 59 and the actuator 60 are abnormal. . Further, the exhaust gas temperature Teg1 of the first exhaust gas channel detected by the first temperature sensor 71 and the second exhaust gas flow detected by the second temperature sensor 72 are taken into consideration while considering the channel switching time tpc based on the pressure Ptk. By comparing the exhaust gas temperature Teg2 of the road, it is possible to make the abnormality determination of the flow path switching valve 59 and the actuator 60 more appropriate. Furthermore, if the physical quantity for abnormality determination detected in the first and second exhaust gas flow paths is the exhaust gas temperature, the cost required for abnormality determination can be reduced.

  Further, as in the above embodiment, the threshold value ΔT for abnormality determination is switched using the threshold setting map from the start of switching the flow path by the flow path switching valve 59 until the flow path switching time tpc elapses. By changing from the value T1 after the elapse of the time tpc (step S320 in FIG. 5), the abnormality of the flow path switching valve 59 and the actuator 60 is also observed from the start of the flow path switching until the flow path switching time tpc elapses. Since it is possible to determine the presence / absence more accurately, the presence / absence of abnormality of the flow path switching valve 59 and the actuator 60 can be determined more quickly. However, instead of executing the abnormality determination from the start of the channel switching until the passage of the channel switching time tpc, the first time from the start of the channel switching until the passage of the channel switching time tpc is reached. The detection value of the first temperature sensor 71 and the detection value of the second temperature sensor may be invalidated so that the abnormality determination is not executed. As a result, it is possible to eliminate erroneous determination while the flow path is being switched by the flow path switching valve 59, so that it is possible to improve abnormality determination accuracy of the flow path switching valve 59 and the actuator 60. Further, as in the above embodiment, the flow path switching time tpc is estimated based on the pressure Ptk and the atmospheric pressure Patm stored in the negative pressure tank 67 (steps S130 and S200 in FIG. 4), thereby switching the flow path. It becomes possible to estimate the time tpc with higher accuracy. Furthermore, when estimating the flow path switching time tpc in step S130 of FIG. 4, in addition to the pressure Ptk and the atmospheric pressure Patm, for example, the state of the battery 36 such as the remaining capacity SOC may be considered. That is, depending on the state of charge of the battery 36, motoring is executed longer than the originally required flow path switching time tpc, and the pressure of the negative pressure tank 67 is further reduced (more negative pressure is applied to the negative pressure tank 67). Pressure can be stored). In this way, in addition to the pressure Ptk and the atmospheric pressure Patm, for example, when the flow path switching time tpc is set in consideration of the remaining capacity SOC, the driving time setting map includes the atmospheric pressure Patm, the pressure Ptk, and the remaining capacity SOC. And the flow path switching time tpc are defined, and basically, the flow path switching time tpc may be made longer as the remaining capacity SOC increases. Further, the flow path switching time tpc estimated in step S130 and step S200 of FIG. 4 is the time in the first and second exhaust gas flow paths during the time until the flow path switching valve 59 shifts from the open state to the closed state. A slight margin until the exhaust gas temperature is stabilized may be added.

  Further, in the hybrid vehicle 20 of the embodiment, the exhaust gas flow path from the engine 22 is between the first exhaust gas flow path defined by the partition member 54 and the second exhaust gas flow path including the HC adsorption member 56. As the negative pressure used for switching, the negative pressure generated by the motoring of the engine 22 by the motor MG2 and the negative pressure stored in the negative pressure tank 67 are the state of the battery 36 (remaining capacity SOC and output limit Wout), The negative pressure tank 67 can be selectively used according to the pressure accumulation state (value of the pressure Ptk). As a result, it is possible to secure a good negative pressure and to prevent the negative pressure from being introduced into the variable pressure chamber of the actuator 60, so that the exhaust gas flow path is defined by the partition member 54. By switching more appropriately between the first exhaust gas flow channel and the second exhaust gas flow channel including the HC adsorbing member 56, it is possible to more reliably suppress the exhaust of HC in the exhaust gas to the outside. It becomes. That is, if the battery 36 is in a state in which the motor 22 can be motored by the motor MG2 before the engine 22 is started by executing the control routine before starting the engine according to the embodiment, the negative pressure is improved by the motoring. Thus, the exhaust gas flow path can be quickly switched from the first exhaust gas flow path defined by the partition member 54 to the second exhaust gas flow path including the HC adsorption member 56. Further, even if the battery 36 is not in a state in which the motor 22 can be motored by the motor MG2, if the pressure accumulation state of the negative pressure tank 67 satisfies a predetermined condition and a sufficient negative pressure is secured (see FIG. 4, step S190), the second exhaust gas flow including the HC adsorbing member 56 from the first exhaust gas flow path defined by the partition member 54 using the negative pressure stored in the negative pressure tank 67. You can switch to the road. Therefore, in the hybrid vehicle 20, HC as an unburned component that tends to occur when the engine 22 is started (particularly during cold start) is more reliably adsorbed by the HC adsorbing member 56 and discharged to the outside. It becomes possible to suppress that more reliably.

  In addition, although the hybrid vehicle 20 of the said Example outputs the motive power of motor MG2 to the axle connected to the ring gear shaft 27, the application object of this invention is not restricted to this. That is, the present invention is different from the axle (the axle to which the wheels 29a and 29b are connected) that is connected to the ring gear shaft 27 by the power of the motor MG2 as in the hybrid vehicle 120 as a modified example shown in FIG. The present invention may be applied to the one that outputs to the wheels 29c and 29d in FIG. Further, the hybrid vehicle 20 of the above embodiment outputs the power of the engine 22 to the ring gear shaft 27 as an axle connected to the wheels 29a and 29b via the power distribution and integration mechanism 30. The subject is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 29a and 29b, like a hybrid vehicle 220 as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power. As described above, the “power power input / output means” is not limited to the combination of the motor MG1 and the power distribution and integration mechanism 30, and is connected to the engine shaft and the axle of the internal combustion engine with input and output of power and power. It may be of any other type such as a counter-rotor motor 230 that inputs and outputs power to the engine shaft and the axle.

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In other words, in the above embodiment, the internal combustion engine device 21 corresponds to the “internal combustion engine device”, the engine 22 corresponds to the “internal combustion engine”, and the partition member 54 directs the exhaust gas from the engine 22 to the three-way catalyst 58. The flow path defined by is equivalent to the “first exhaust gas flow path”, and the space defined by the case 52 and the partition member 54 and in which the HC adsorbing member 56 is disposed is the “second exhaust gas flow path”. The flow path switching valve 59 and the actuator 60 that can switch the exhaust gas flow path of the engine 22 between the first exhaust gas flow path and the second exhaust gas flow path using negative pressure The negative pressure tank 67 corresponding to the “switching means” and connected to the intake pipe 125 of the engine 22 and capable of storing the negative pressure generated by the rotation of the engine 22 corresponds to the “pressure storage means”. Actuator 6 The VSV 66 that allows / cancels the introduction of negative pressure into the vacuum corresponds to “negative pressure introduction release means”, the first and second temperature sensors 71 and 72 correspond to “abnormality determination sensors”, and the negative pressure sensor 69 The hybrid ECU 40 that corresponds to “pressure detection means” and executes the abnormality determination routine of FIG. 5 corresponds to “flow path switching time acquisition means” and “abnormality determination means”. Further, the motor MG2 capable of performing motoring for forcibly rotating the engine 22 corresponds to “electric motoring means”, and the battery 36 capable of supplying electric power to the motor MG2 corresponds to “power storage means”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “first exhaust gas passage” may be of any type other than the configuration using the partition member 54 as long as it directly leads most of the exhaust gas from the internal combustion engine to the exhaust gas purification catalyst. Absent. If the “second exhaust gas passage” has unburned component adsorbing means such as the HC adsorbing member 56 and leads the exhaust gas that has passed through the unburned component adsorbing means to the exhaust gas purification catalyst, the case 52 Any type other than the configuration using the partition member 54 and the partition member 54 may be used. The “channel switching means” is a channel switching unit as long as the exhaust gas channel from the internal combustion engine can be switched between the first exhaust gas channel and the second exhaust gas channel using negative pressure. Any type other than the valve 59 and the actuator 60 may be used. The “pressure accumulating means” may be of any type other than the negative pressure tank 67 as long as it can accumulate the negative pressure generated by the rotation of the internal combustion engine. The “negative pressure introduction releasing means” may be of any type other than the VSV 66 as long as it allows / releases the introduction of the negative pressure from the pressure accumulating means to the flow path switching means. The “abnormality determination sensor” may detect a physical quantity other than the exhaust gas temperature as long as it detects a predetermined physical quantity in at least one of the first and second exhaust gas flow paths. . The “pressure detecting means” may be of any type other than the negative pressure sensor 69 as long as it detects the pressure stored in the pressure accumulating means. The “channel switching time acquisition unit” may be of any type as long as it acquires the channel switching time based on the pressure stored in the pressure accumulating unit. The “abnormality determination means” may be of any type as long as it determines the presence or absence of an abnormality in the flow path switching means based on the detection value of the abnormality determination sensor while considering the flow path switching time. I do not care. The “electric motoring means”, “motor”, and “generator motor” are not limited to synchronous generator motors such as motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 36, but may be any other type such as a capacitor as long as it can exchange electric power with the motor.

  In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of internal combustion engine devices and vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 including an internal combustion engine device according to an embodiment of the present invention. 1 is a schematic configuration diagram of an internal combustion engine device 21 mounted on a hybrid vehicle 20. FIG. 1 is a schematic configuration diagram of an exhaust gas purification device 50 that purifies exhaust gas of an engine 22. FIG. It is a flowchart which shows an example of the control routine before engine starting performed by hybrid ECU40 of an Example. It is a flowchart which shows an example of the abnormality determination routine performed by hybrid ECU40 of an Example. It is explanatory drawing which shows an example of the map for threshold value setting. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification. It is a schematic block diagram of the hybrid vehicle 220 which concerns on a modification.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 21 Internal combustion engine device, 22 Engine, 24 Engine ECU, 24a, 40a CPU, 24b, 40b ROM, 24c, 40c RAM, 26 Crankshaft, 27 Ring gear shaft, 28 Differential gear, 29a, 29b 29c, 29d Wheel, 30 Power distribution and integration mechanism, 30a Sun gear, 30b Ring gear, 30c Pinion gear, 30d Carrier, 32, 34 Inverter, 35 Motor ECU, 36 Battery, 37 Battery ECU, 40 Hybrid ECU, 40d Timer, 41 Shift lever , 42 Shift position sensor, 43 Accelerator pedal, 44 Accelerator pedal position sensor, 45 Brake pedal, 46 Brake pedal position sensor, 47 cars Speed sensor, 48 Atmospheric pressure sensor, 50 Exhaust gas purification device, 52 Case, 54 Partition member, 54a Opening, 56 HC adsorption member, 58 Three-way catalyst, 59 Channel switching valve, 60 Actuator, 61 Actuator case, 62 Diaphragm, 63 Actuating rod, 64 Spring, 65 Link mechanism, 65a Link, 65b Stopper, 66 Vacuum switching valve (VSV), 67 Negative pressure tank, 68 Check valve, 69 Negative pressure sensor, 71 First temperature sensor, 72 Second temperature Sensor, 122 Air cleaner, 124 Throttle valve, 125 Intake pipe, 125a Negative pressure introduction pipe, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 1 8 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor , MG1, MG2 motors.

Claims (11)

An internal combustion engine device including an internal combustion engine,
A first exhaust gas flow path for directing exhaust gas from the internal combustion engine directly to an exhaust gas purification catalyst;
A second exhaust gas flow path having unburned component adsorbing means capable of adsorbing unburned components in the exhaust gas, and leading the exhaust gas that has passed through the unburned component adsorbing means to the exhaust gas purification catalyst;
A flow path switching means capable of switching the flow path of the exhaust gas from the internal combustion engine between the first exhaust gas flow path and the second exhaust gas flow path using negative pressure;
Pressure accumulating means connected to the intake system of the internal combustion engine and capable of accumulating negative pressure generated by rotation of the internal combustion engine;
Negative pressure introduction releasing means for allowing and releasing negative pressure from the pressure accumulating means to the flow path switching means;
An abnormality determination sensor for detecting a predetermined physical quantity in at least one of the first and second exhaust gas flow paths;
Pressure detecting means for detecting the pressure stored in the pressure accumulating means;
A flow path switching time acquisition means for acquiring a flow path switching time which is a time required for the flow path switching by the flow path switching means based on the pressure detected by the pressure detection means;
An abnormality determination unit that determines presence / absence of an abnormality of the flow path switching unit based on a detection value of the abnormality determination sensor while considering the acquired flow path switching time;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The abnormality determination sensor includes a first abnormality determination sensor that detects a predetermined physical quantity in the first exhaust gas flow path, and a second abnormality determination sensor that detects a predetermined physical quantity in the second exhaust gas flow path. Including a sensor,
The abnormality determination means determines whether or not the flow path switching means is abnormal based on detection values of the first and second abnormality determination sensors while taking into account the acquired flow path switching time. apparatus. The internal combustion engine device according to claim 2,
The abnormality determination means compares the deviation between the detection value of the first abnormality determination sensor and the detection value of the second abnormality determination sensor with a predetermined threshold value, thereby determining the abnormality of the flow path switching means. Determine the presence or absence,
An internal combustion engine device in which the threshold value is changed between when the flow path switching unit starts and when the flow path switching time elapses and after the flow path switching time elapses. The internal combustion engine device according to claim 2,
The abnormality determination means compares the deviation between the detection value of the first abnormality determination sensor and the detection value of the second abnormality determination sensor with a predetermined threshold value, thereby determining the abnormality of the flow path switching means. Determine the presence or absence,
The detection value of the first abnormality determination sensor and the detection value of the second abnormality determination sensor from the start of the flow path switching by the flow path switching means to the passage of the flow path switching time. An internal combustion engine device that is invalidated.   5. The internal combustion engine device according to claim 1, wherein the flow path switching time acquisition unit acquires the flow path switching time based on a pressure and an atmospheric pressure detected by the pressure detection unit.   The internal combustion engine device according to any one of claims 1 to 5, wherein the first and second abnormality determination sensors detect exhaust gas temperatures of the corresponding first or second exhaust gas passages. The internal combustion engine device according to any one of claims 1 to 6,
Electric motoring means capable of executing motoring for forcibly rotating the internal combustion engine;
Power storage means capable of supplying electric power to the electric motoring means;
Control means for controlling the electric motoring means and the negative pressure introduction release means based on the state of the power storage means and the pressure accumulation state of the pressure accumulation means;
An internal combustion engine device further comprising: The internal combustion engine device according to claim 7,
When the power storage means is in a state enabling the motoring by the electric motoring means before the internal combustion engine is started, the control means is configured to flow the exhaust gas with motoring by the electric motoring means. Controls the electric motoring means and the negative pressure introduction release means so that the first exhaust gas flow path is switched to the second exhaust gas flow path, and before the internal combustion engine is started, the power storage means When the electric motoring means is not in a state enabling the motoring and the pressure accumulation state of the pressure accumulating means satisfies a predetermined condition, the pressure accumulating means is not accompanied by motoring by the electric motoring means. The exhaust gas flow path is switched from the first exhaust gas flow path to the second exhaust gas flow path using only the stored negative pressure. Internal combustion engine system for controlling said motor ring means and said negative pressure introducing releasing means so. The internal combustion engine device according to claim 7 or 8,
The control means executes the motoring for the acquired flow path switching time when the power storage means is in a state enabling the motoring by the electric motoring means before the internal combustion engine is started. An internal combustion engine device for controlling the electric motoring means.   A vehicle comprising the internal combustion engine device according to any one of claims 1 to 9 and drive wheels driven by the internal combustion engine device. An internal combustion engine, a first exhaust gas flow path for directly guiding exhaust gas from the internal combustion engine to an exhaust gas purification catalyst, and an unburned component adsorption means capable of adsorbing unburned components in the exhaust gas, A second exhaust gas flow path for guiding the exhaust gas that has passed through the means to the exhaust gas purification catalyst, and a flow path for the exhaust gas from the internal combustion engine using negative pressure, the first exhaust gas flow path and the second exhaust gas flow A flow path switching means capable of switching between a passage, a pressure accumulating means connected to an intake system of the internal combustion engine and capable of storing a negative pressure generated by rotation of the internal combustion engine, and a flow from the pressure accumulation means. An internal combustion engine apparatus abnormality determination method comprising negative pressure introduction / release means for permitting / releasing introduction of negative pressure to a path switching means,
(A) obtaining a flow path switching time which is a time required for switching the flow path by the flow path switching means based on the pressure stored in the pressure accumulation means;
(B) The flow path switching is performed based on a predetermined physical quantity detected in at least one of the first and second exhaust gas flow paths in consideration of the flow path switching time acquired in step (a). Determining whether there is an abnormality in the means;
An abnormality determination method for an internal combustion engine device including:

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