JP2001271673A - Control device for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce pumping loss of an engine in speed reduction. SOLUTION: A fuel cut is performed by making final fuel injection quantity FP as zero, while engine speed Ne is reduced from Ne2 to Ne1. By substantially opening an EGR valve completely, pumping loss is reduced, while opening TV1 for opening a throttle valve slightly is set during a prescribed period T1 from the fuel cut. By fully opening a swirl valve and introducing air up to a degree, without lowering a catalyst temperature, exhaust of non-discharged EGR gas is accelerated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to an engine control device.

[0002]

2. Description of the Related Art During deceleration regeneration of a hybrid vehicle, an exhaust gas recirculation control valve (EGR valve) is opened to reduce pumping loss of the engine, improve energy regeneration efficiency, and suppress a decrease in catalyst temperature. Stuff (Japanese Unexamined Patent Publication
-244858) has been proposed.

[0003] In addition, there has been proposed a hybrid vehicle in which the throttle valve is opened during deceleration regeneration of a hybrid vehicle to reduce the pumping loss of the engine and improve the energy regeneration efficiency (JP-A-9-284916).

[0004] In addition, during the deceleration regeneration of a hybrid vehicle, an intake valve and an exhaust valve are opened to reduce pumping loss of the engine and improve energy regeneration efficiency (Japanese Patent Laid-Open No. 10-2239). ing.

[0005]

However, when the throttle valve is opened to reduce the pumping loss of the engine during deceleration regeneration, the intake air (fresh air) introduced from the atmosphere is discharged through the exhaust passage, so that the catalyst is There is a problem that causes a decrease in temperature. Further, when a large amount of EGR gas remains in the intake passage at the time of requesting the engine output after deceleration regeneration, there is a problem that the amount of air becomes insufficient at the time of returning from the fuel cut such as at the time of re-acceleration and the combustion stability deteriorates. is there.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine control device that suppresses a decrease in catalyst temperature while reducing pumping loss of the engine during deceleration regeneration to increase energy regeneration efficiency of the motor. To provide.

[0007]

Means for Solving the Problems In order to solve the above problems and achieve the object, an engine control device of the present invention has the following arrangement. That is, an exhaust gas purifying means arranged in an exhaust passage of the engine, a fuel injection means for injecting a fuel injection amount set according to an operation state of the engine, and stopping fuel injection by the fuel injection means when the vehicle is decelerated. Injection control means for returning the injection by the fuel injection means in response to an engine output request; exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage; and exhaust gas recirculated by the exhaust recirculation means. An exhaust gas recirculation control means for controlling a recirculation amount of the exhaust gas to a first amount; and a fresh air amount control means for controlling a fresh air amount supplied to a combustion chamber of the engine to a second amount. The recirculation control means sets the recirculation amount of the exhaust gas to be equal to or more than the first amount immediately before deceleration so that engine braking is suppressed when the vehicle decelerates. Wherein setting the air volume third amount or more and below the second amount when fast.

Further, the engine control device of the present invention includes an exhaust gas purifying means disposed in an exhaust passage of the engine;
Fuel injection means for injecting a fuel injection amount set according to the operating state of the engine, and stopping fuel injection by the fuel injection means when the vehicle decelerates; thereafter, injecting fuel by the fuel injection means in response to an engine output request. Injection control means for returning, exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage, exhaust recirculation control means for controlling the recirculation amount of the exhaust gas recirculated by the exhaust recirculation means to a first amount, and an engine A fresh air amount control means for controlling the amount of fresh air supplied into the combustion chamber to a second amount, wherein the exhaust gas recirculation control means controls the amount of recirculated exhaust gas when the vehicle decelerates. The fresh air amount control means is set to be equal to or more than the first amount immediately before deceleration so that the brake is suppressed,
The fresh air amount is temporarily increased to the second amount or more for a predetermined period from the start of the vehicle deceleration, and thereafter is decreased.

Further, the engine control device of the present invention comprises an exhaust gas purifying means disposed in an exhaust passage of the engine;
Fuel injection means for injecting a fuel injection amount set according to the operating state of the engine, and stopping fuel injection by the fuel injection means when the vehicle decelerates; thereafter, injecting fuel by the fuel injection means in response to an engine output request. Injection control means for returning, exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage, exhaust recirculation control means for controlling the recirculation amount of the exhaust gas recirculated by the exhaust recirculation means to a first amount, and an engine An exhaust gas recirculation control means, wherein engine recirculation amount of the exhaust gas is suppressed during deceleration of the vehicle by an engine brake. As described above, the fresh air amount control means increases the fresh air amount in a predetermined period before returning to the injection by the injection control means.

Also, preferably, from the engine to the wheels,
Alternatively, the vehicle further includes a motor disposed in a power transmission passage for transmitting a driving force from the wheels to the engine, and regenerating energy when the vehicle decelerates.

[0011]

As described above, according to the first aspect of the present invention, the amount of recirculation of exhaust gas is made equal to or more than the first amount when the vehicle is decelerated, so that the pumping loss is reduced and the amount of fresh air is reduced when the vehicle is decelerated. Is set to be equal to or more than the third amount and equal to or less than the second amount, the combustion stability at the time of returning from the fuel cut can be improved while preventing the catalyst temperature from lowering.

According to the second aspect of the present invention, the recirculation amount of the exhaust gas is set to the first amount or more when the vehicle is decelerated, so that the pumping loss is reduced and the fresh air amount is temporarily reduced during a predetermined period from the start of the vehicle deceleration. By increasing the amount to the second amount or more,
The discharge of the recirculated gas that is not exhausted is promoted, and it is possible to prevent a misfiring due to an insufficient amount of air with respect to the fuel injected when returning from the fuel cut.

According to the third aspect of the present invention, the recirculation amount of the exhaust gas is set to be equal to or more than the first amount when the vehicle is decelerated, so that the pumping loss is reduced and the fresh air amount is increased during a predetermined period before returning to the injection. This promotes the discharge of the recirculated gas that is not exhausted, and prevents the fuel injected at the time of returning from the fuel cut from being insufficient in the amount of air and causing misfire.

According to the fourth aspect of the present invention, a motor is provided in a power transmission passage for transmitting a driving force from the engine to the wheels or from the wheels to the engine and regenerates energy when the vehicle is decelerated. The pumping loss of the engine can be reduced and the energy regeneration efficiency of the motor can be increased.

[0015]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 1, the hybrid vehicle according to the present embodiment includes an engine 1 for driving left and right wheels (front wheels or rear wheels) 7 and 8 via an automatic transmission 3, and a clutch 4.
And a motor 2 which is provided so as to be able to be fastened in the middle of an output transmission path from the engine 1 via the motor 1 and which applies a driving force in an auxiliary manner.

The motor 2 is driven by the electric power of the battery 5 via the inverter 6, and at the time of deceleration and braking, the wheels 7 and 8 drive the motor 2 to generate regenerative electric power as a generator. I do.

The wheels 7 and 8 are mainly driven by the engine 1, and a driving force is applied from the motor 2 by engaging the clutch 4. The clutch 4 includes a friction element driven by an actuator and a planetary gear train.

The engine 1 is a direct-injection gasoline engine or a fuel-efficient type that delays the closing timing of an intake valve as a main power source, and the motor 2 is an auxiliary power source such as an IPM synchronous motor having a maximum output of 20 kW. The battery 3 is equipped with, for example, a nickel hydrogen battery having a maximum output of 30 kW.

The main controller 10 includes a CPU, an RO,
M, RAM, an interface circuit, an inverter circuit, and the like, and controls the opening degree, ignition timing, fuel injection amount, and the like of the throttle valve, EGR valve, and swirl valve of the engine 1 and the output torque MT and the rotation speed NM of the motor 2. And the like are controlled so as to absorb the torque fluctuation of the engine 1 and the shift shock of the automatic transmission 7. Also, the main controller 10
Controls the battery 3 to charge the electric power generated by the motor 2 during the operation of the engine 1. [Detailed Configuration of Engine] FIG. 2 is a schematic diagram of the direct injection gasoline engine of the present embodiment.

As shown in FIG. 2, the engine 1 has a cylinder 12, and a piston 14 is mounted on the cylinder 12, and a combustion chamber 16 is formed above the piston 14. Combustion chamber 16
, An intake port and an exhaust port, each of which is branched into two, are formed. The intake port is opened and closed by an intake valve 17, and the exhaust port is opened and closed by an exhaust valve 18.

An ignition plug 20 is disposed above the combustion chamber 16 such that a front end spark portion faces the combustion chamber 16. Further, on the side of the combustion chamber 16, the tip is
The fuel injection valve 22 is disposed so as to face the fuel cell, and fuel is directly injected from the fuel injection valve 22 into the combustion chamber 16. The type of fuel injection may be of a type in which fuel is injected into the upper surface of the piston and rebounds from the spark plug.

The fuel injection valve 22 has a built-in needle valve and solenoid (not shown), and a pulse signal is applied to the solenoid to inject fuel in an amount corresponding to the pulse width.

An intake port 24 is connected to the intake port, and an air cleaner 25, an air flow sensor 26, a throttle valve 28, and a surge tank 30 are provided in this order from the upstream side.

The throttle valve 28 is operated by an electric actuator such as a step motor so that the amount of intake air can be controlled.

The intake passage on the downstream side of the surge tank 30 is branched into two corresponding to the intake port, and a swirl valve 32 is provided in one of the branch passages.

The swirl valve 32 opens and closes the one of the branch passages, and is closed at least in the stratified combustion region of the engine in a fully closed state or a state close to the fully closed state, so that the combustion chamber 1 is closed.
A swirl is generated in 6.

An exhaust passage 34 is connected to the exhaust port, and a catalyst 35 having a three-way function and a lean NOx catalyst 36 for adsorbing NOx in the stratified combustion region are disposed in the exhaust passage 34. Further, an O ₂ sensor 15 for detecting an air-fuel ratio in exhaust gas is provided in the exhaust passage 16.

The catalyst 35 having a three-way function comprises HC, CO,
Purify NOx. The lean NOx catalyst 36 performs the stratified combustion with the air-fuel ratio in the lean region of λ> 1 after the warm-up, when the air-fuel ratio λ> 1 leaner than the stoichiometric air-fuel ratio λ = 1 is continued for several minutes. NOx is adsorbed. Also,
The lean NOx catalyst 36 exhibits a three-way function near the stoichiometric air-fuel ratio λ = 1, and releases adsorbed NOx and reacts with HC and CO when the air-fuel ratio richer than λ = 1 continues for several minutes. .

Further, between the exhaust passage 34 and the intake passage 24, an EGR passage 4 for returning a negative portion of the exhaust gas to the intake system is provided.
The EGR passage 43 can be opened and closed by an EGR valve 44.

Further, in addition to the O ₂ sensor 15 and the air flow sensor 26, the engine 1 has an engine speed sensor 3
7, an accelerator opening sensor 38, a brake pedal switch 39, a parking brake switch 40, a shift range sensor 41, and an accelerator pedal switch 42 are provided.
Detection signals from sensors and switches are sent to the main controller 1
Output to 0.

Next, the control of the engine 1, the motor 2, and the clutch 4 in the main state will be described with reference to FIG. [During steady running] If the required torque T is larger than the predetermined threshold Tref (T ≧ Tref), the clutch 4 is engaged,
The engine 1 and the motor 2 output drive torques ET and MT according to the accelerator opening.

If the required torque T is smaller than the predetermined threshold value Tref (T <Tref), the clutch 4 is engaged, but the motor 2 does not output torque and the engine 1
Outputs a drive torque ET corresponding to the accelerator opening. [Starting] When the brake pedal switch 39 is off and the shift range sensor 41 indicates the D range, it is determined that the vehicle is starting, the clutch 4 is engaged, and the engine 1 is started.
And the drive torque ET corresponding to the accelerator opening degree,
Output MT. [When the stored amount of the battery 5 is small] When the charged amount of the battery 5 is small while the engine is operating, the clutch 4 is engaged, and the motor 2 is driven by the engine 1 as a generator to charge the battery 3. [Deceleration] When the accelerator pedal switch 42 is off and the engine speed Ne is equal to a predetermined threshold Ne1 (for example, 1600r
pm) or more (Ne ≧ Ne1), the engine 1 controls the throttle valve to be fully closed to stop fuel injection and ignition. At this time, the clutch 4 is engaged, and the motor 2 regenerates electric power as a generator to charge the battery 3.

If the accelerator pedal switch 42 is off and the engine speed Ne is smaller than the predetermined threshold Ne1 (Ne <Ne1), the clutch 4 is engaged and the motor 2 suppresses the torque fluctuation of the engine 1. Thus, the driving torque MT is output. [Stop] When the brake pedal switch 39 is turned on, the parking brake switch 40 is turned on, or the shift range sensor 41 indicates the N range or the P range, it is determined that the vehicle is stopped, the clutch 4 is released, and the engine 1 and the engine 1 are stopped. The motor 2 is also stopped. [Electrical Configuration of Hybrid Vehicle] FIG. 4 is a block diagram showing the electrical configuration of the hybrid vehicle of the present embodiment.

As shown in FIG. 4, the main controller 1
In addition to the sensors and switches shown in FIG. 2, a vehicle speed sensor 51 for detecting the vehicle speed, a remaining power sensor 52 for detecting the remaining power of the battery 5, and an oil for detecting the operating oil temperature of the automatic transmission 3 are set to 0. A detection signal from a temperature sensor or the like is input, and data on the driving state of the vehicle is obtained from the detection signals of the various sensors,
The display 53 such as an LCD displays the vehicle speed, the engine speed, the voltage, the gasoline remaining amount, the remaining power amount of the battery, the shift range, the power supply system, and the like. [Control of Engine and Motor] Next, control of the engine and motor of the hybrid vehicle of the present embodiment will be described.

FIG. 5 is a flowchart showing control of the engine and motor of the hybrid vehicle according to the present embodiment.

As shown in FIG. 5, in step S1, data is input from the sensors and switches shown in FIG.

In step S2, the required torque TR is set based on the relationship between the vehicle speed V and the accelerator opening α in FIG.

In step S3, the basic operation mode shown in FIG. 3 is set based on the vehicle speed V, the charged amount of the battery, and the like.
Further, in the setting of the basic mode, the shift speed of the automatic transmission 3 is set from a map showing the relationship between the vehicle speed V and the accelerator opening α in FIG.

In step S4, the engine torque E is calculated from the engine speed Ne based on the operation range map shown in FIG.
Set T. The engine 1 is operated in a stratified combustion mode or a uniform combustion mode according to the engine speed Ne, as shown in FIG.

In step S5, the motor torque MT is set based on the map shown in FIG. 12 showing the relationship between the motor speed NM and the motor torque MT. [Motor Control] FIG. 6 is a flowchart showing details of the motor control.

As shown in FIG. 6, in step S11,
Data is input from the sensors and switches shown in FIG.

In step S12, step S5 in FIG.
The motor torque MT set in the step (1) is read.

In step S13, it is determined whether or not the regenerative conditions in the basic operation mode shown in FIG. 3 are satisfied. In step S13, the accelerator pedal switch 42 is turned off and the engine speed Ne is reduced to a predetermined threshold value Ne1 (for example, 160
If it is greater than 0 rpm) (Ne1 <Ne), it is determined that the regenerative condition is satisfied.

If the regenerative condition is satisfied in step S13 (YES in step S13), the process proceeds to step S14, in which the clutch 4 is engaged and the motor 2
Regenerates electric power as a generator to charge the battery 3, and returns after a while.

On the other hand, if the regeneration condition is not satisfied in step S13 (NO in step S13), the process proceeds to step S15.

In step S15, it is determined whether the torque fluctuation suppression condition in the basic operation mode shown in FIG. 3 is satisfied.
In this step S15, the accelerator pedal switch 42
Is off and the engine speed Ne is larger than 0 and smaller than the predetermined threshold Ne1 (0 <Ne <Ne1), it is determined that the torque fluctuation suppression condition is satisfied.

If the torque fluctuation suppression condition is satisfied in step S15 (YES in step S15), the process proceeds to step S15.
Proceeding to 16, the clutch 4 is engaged as the torque fluctuation suppression control, the motor 2 outputs the drive torque MT so as to suppress the torque fluctuation of the engine 1, and then returns.

On the other hand, if the torque fluctuation suppression condition is not satisfied in step S15 (NO in step S15), the process proceeds to step S17.

In step S17, the motor 2 is operated normally based on the basic operation mode shown in FIG. 3, and then returns. [Engine Control of First Embodiment] FIG. 7 is a flowchart showing details of the engine control of the first embodiment.

As shown in FIG. 7, in step S21,
Data is input from the sensors and switches shown in FIG.

In step S23, step S4 in FIG.
Reads the engine torque ET set in.

In step S25, the accelerator pedal switch 42 is turned off and the engine speed Ne is reduced to a predetermined threshold Ne.
It is determined whether the state is larger than 1 and smaller than the predetermined threshold value Ne2. [Regeneration Condition Satisfaction] In step S25, Ne1 <Ne <Ne
If 2 (YES in step S25), the condition is the regenerative condition by the motor and the fuel cut condition is further satisfied, so the process proceeds to step S27, the final fuel injection amount FP is set to zero, and the ignition is performed in step S29. Stop, step S
At 31, the opening degree EGR of the EGR valve 44 is set to substantially full open EGR 0. As a result, the opening of the EGR valve is set to be larger than the basic opening EGRBASE immediately before the fuel cut set in step S49 described later, so that engine braking is suppressed and recoverability of regenerative energy is improved.

The basic opening EGRBASE immediately before the fuel cut is performed.
However, when it is set to be larger than the substantially fully opened EGR0 in step S49 described later, the opening of the EGR valve may be held at the basic opening EGRBASE in step S31.

In step S33, the timer T is started to measure the time immediately after the regeneration condition is satisfied.
Until the timer T passes the predetermined period T1 at 35 (NO at step S35), the throttle valve 2 is set at step S37.
8 is set to TV1 which is slightly open.

If the timer T has passed the predetermined period T1 in step S35 (YES in step S35),
In step S36, the opening degree TV of the throttle valve 28 is set to zero for full closing.

In step S39, the degree of opening SCV of the swirl valve 32 is set to substantially full open SCV0. [Regeneration condition not satisfied] Ne1 <Ne <N in step S25
If it is not e2 (NO in step S25), since the regenerative condition by the motor and the fuel cut condition are not satisfied, the process proceeds to step S41, and the timer T is reset, and the process proceeds to step S41.
At 43, the basic fuel injection amount FBASE and the basic injection timing IJBASE are set. The basic injection timing IJBASE is set in the late stage of the compression stroke in the stratified combustion region, and in the intake stroke to the early stage of the compression stroke in the uniform combustion region.

In step S45, the basic fuel injection amount FBA
A final fuel injection amount FP is set by adding a correction value FC to SE according to the acceleration and the water temperature.

In step S47, the ignition timing IG is set to the basic ignition timing IGBASE.

In step S49, the opening EGR of the EGR valve 44 is set to the basic opening EGRBASE. Basic opening EG
RBASE is set in the opening direction as the air-fuel ratio is leaner in the stratified combustion region as shown in the operation region map of FIG. 14, and the opening degree is smaller in the uniform combustion region than in the stratified combustion region, while the engine speed is lower. Ne is in the idle speed region (0 <
If Ne <NeID (e.g., 1000 rpm), the opening of the EGR valve 44 is set to be smaller than in the other stratified combustion regions. If the engine speed Ne is zero (engine stopped), the EGR valve 44 is turned off. Set to fully close.

In step S51, the opening TV of the throttle valve 28 is set to the basic opening TVBASE. Basic opening TV
BASE is a medium opening (3/8 to 5/8 opening) in the stratified combustion region shown in the operation region map of FIG.
The basic fuel injection amount FBASE is set so that the engine torque ET in the uniform combustion region at the stoichiometric air-fuel ratio λ = 1.
The opening TV of the throttle valve 28 is set such that

In step S53, the opening SCV of the swirl valve 32 is set to the basic opening SCVBASE. Basic opening S
CVBASE is set to be almost fully closed in the stratified combustion region shown in the operation region map of FIG. 13, and is set to be almost fully opened in the uniform combustion region.

Subsequently, in step S55 shown in FIG. 8, the EGR valve 44 is driven according to the opening degree EGR, and in step S57
To drive the throttle valve 28 according to the opening TV, and at step S59, drive the swirl valve 32 according to the opening SCV.

Then, the injection timing is waited at step S61, the fuel is injected from the injector 22 with the final fuel injection amount FP at step S63, the ignition timing is waited at step S65, and the ignition is performed by the spark plug 20 at step S67. Return after a while.

In the present embodiment, the opening of the throttle valve is set to TV1 only while the timer T is counting. However, the opening may be set to TV1 during fuel cut. [Engine Control of Second Embodiment] FIG. 9 is a flowchart showing details of the engine control of the second embodiment.

As shown in FIG. 9, in step S71,
Data is input from the sensors and switches shown in FIG.

In step S73, step S4 in FIG.
Reads the engine torque ET set in.

In step S75, the accelerator pedal switch 42 is turned off and the engine speed Ne is reduced to a predetermined threshold Ne.
It is determined whether the state is larger than 1 and smaller than the predetermined threshold value Ne2. [Regeneration condition satisfied] In step S75, Ne1 <Ne <Ne
If 2 (YES in step S75), the condition is the regenerative condition by the motor and the fuel cut condition is further satisfied, so the process proceeds to step S77, where the final fuel injection amount FP is set to zero, and the EGR valve is set in step S79. 44 opening EGR
Is set to substantially fully open EGR0, and in step S81, the opening TV of the throttle valve 28 is set to zero for fully closed state.
The processing after step S39 is executed and the process returns. [Regeneration condition is not satisfied] Ne1 <Ne <N in step S75
If it is not e2 (NO in step S75), the regenerative condition by the motor and the fuel cut condition are not satisfied, so the process proceeds to step S83 to determine whether the last final fuel injection amount FP was zero, that is, whether the fuel was cut.

If it is the previous fuel cut in step S83 (YES in step S83), the timer T is started in step S85. Until the timer T passes the predetermined period T2 in step S87 (NO in step S87), step S91 is performed. And the opening degree TV of the throttle valve 28 is substantially fully opened T
V0, the final fuel injection amount FP is set to zero in step S93, and the ignition is stopped in step S95.
The processing after step S55 is executed and the process returns.

If the timer T has passed the predetermined period T2 in step S87 (YES in step S87),
In step S89, the timer T is reset, and the processing after step S43 in FIG. 7 is executed, and the process returns.

On the other hand, if the fuel has not been cut last time in step S83 (NO in step S83), it is determined in step S84 whether timer T is counting. If the timer T is counting (YES in step S84), the flow advances to step S87. , If not counting (N in step S84)
O), the process after step S43 in FIG. 7 is executed, and the process returns.

FIG. 15 is a time chart for explaining the control of the engine and the motor according to the present embodiment.

As shown in FIG. 15, the engine speed Ne
Is decelerating from Ne2 (for example, 3000 rpm) to Ne1 (for example, 1600 rpm) (step S2).
5) While the fuel cut is performed with the final fuel injection amount FP set to zero (step S27), the EGR valve 44 is almost fully opened to reduce the pumping loss, while the throttle valve 28 is slightly turned off during the predetermined period T1 from the fuel cut. Opening degree T
V1 (step S37), the swirl valve 32 is fully opened, and air is introduced to the extent that the catalyst temperature does not decrease (step S39).
The aim is to promote gas exhaustion. This is E
This is because if a large amount of GR gas remains, the amount of air injected into the fuel injected when returning from deceleration due to idling return or depressing the accelerator pedal of the driver becomes insufficient, causing misfire. It should be noted that the opening of the throttle valve 28 during the fuel cut is maintained for a predetermined period T2 (TV2 in FIG. 15), or during the fuel cut, the opening is maintained at the TV1 or the opening is made larger than the TV2 to increase the air amount. The amount may be increased (TV shown in FIG. 15).
3) In this case, a larger amount of air can be sucked in a short period of time due to the negative pressure of the intake passage, so that the EGR gas can be discharged more efficiently. However, TV1 <TV2 <TV3
The greater the opening of the throttle valve 28, the larger the intake air amount.

Further, before returning from the fuel cut, the same effect can be obtained even if the air amount is further increased by opening the opening TV2 more than the opening degree TV2 during the predetermined period T2 (step S9 in FIG. 9).
1, T2 in FIG. 15).

Further, the regenerative efficiency of the motor 2 is increased by the amount of the reduction of the pumping loss by engaging the clutch 4 from the time of deceleration to just before the engine is stopped, and the motor 2 is driven at the time of return to suppress torque shock and torque fluctuation.

Further, when the engine speed Ne is reduced to Ne1 or less, the final fuel injection amount FP is slightly injected to recover the engine in order to reduce the vibration of the engine.
The GR valve 44, the throttle valve 28, and the swirl valve 32 are set to the opening degrees EGRBASE, TVBASE, and SCVBASE. After the vehicle stops, the fuel injection is stopped to stop the engine, and the EGR valve 44, the throttle valve 28, and the swirl valve 32 are set to fully closed.

The present invention can be applied to a modification or a modification of the above embodiment without departing from the gist of the invention.

For example, instead of the throttle valve 28, as shown by the phantom line in FIG.
By installing a bypass passage 50 that bypasses the bypass passage 50 and providing and opening and closing a bypass valve 52 in the bypass passage 50, the amount of intake air may be controlled.

The present embodiment is applicable not only to a direct injection gasoline engine but also to a direct injection diesel engine.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid vehicle according to an embodiment.

FIG. 2 is a diagram showing an engine mounted on the hybrid vehicle.

FIG. 3 is a diagram illustrating control of an engine, a motor, and a clutch in a main state of a hybrid vehicle.

FIG. 4 is a block diagram showing an electrical configuration of the hybrid vehicle according to the embodiment.

FIG. 5 is a flowchart illustrating control of an engine and a motor of the hybrid vehicle according to the embodiment.

FIG. 6 is a flowchart showing details of motor control.

FIG. 7 is a flowchart showing details of engine control of the first embodiment.

FIG. 8 is a flowchart showing details of engine control of the first embodiment.

FIG. 9 is a flowchart illustrating details of engine control according to the second embodiment.

FIG. 10 is a diagram showing a required torque according to a vehicle speed and an accelerator opening.

FIG. 11 is a diagram showing a shift speed of an engine according to a vehicle speed and an accelerator opening.

FIG. 12 is a diagram showing a relationship between a motor rotation speed and a basic control torque of a traveling motor.

FIG. 13 is a diagram showing an operating region of the engine according to the engine speed and the engine torque.

FIG. 14 is a diagram showing a relationship between an engine operating range according to an engine speed and an engine torque and an EGR valve opening degree.

FIG. 15 is a time chart illustrating control of the engine and the motor according to the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 3 Automatic transmission 4 Clutch 5 Battery 6 Inverter

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme court ゛ (Reference) F02D 29/02 341 F02D 41/12 310 3G301 41/12 310 315 315 315 330 330 330 43/00 301K 43/00 301 301L 301N 301H F02M 25/07 550R F02M 25/07 550 550K B60K 9/00 C F-term (reference) 3G062 BA04 BA06 CA05 GA04 GA05 GA06 GA15 GA25 GA28 GA30 3G065 AA00 AA01 BA06 CA00 CA12 DA06 EA05 GA02 GA03 GA03 3G084 AA00 BA05 BA06 BA13 BA20 CA06 DA02 DA10 EA07 EA11 FA05 FA06 FA10 FA33 3G092 AA01 AA02 AA10 AA17 AC02 BB10 CB05 DC03 DC09 DG08 EA01 EA02 FA15 DA24 GA08 GA13 HD05Z HE01Z HF02A07 HF08ZA17 HF08ZA12 DB00 DB05 DB11 DB15 EA00 EA07 EA09 EC02 FB01 FB02 3G301 HA00 HA01 HA02 HA04 HA13 HA16 HA17 JA02 JA21 KA16 KA26 KA27 LA00 LA03 LA04 LC04 MA24 MA25 NA08 NE01 NE06 NE23 PD02Z PE01Z PF01Z PF03Z PF05Z PF08Z PG00Z

Claims (4)

[Claims] An exhaust gas purifying means disposed in an exhaust passage of an engine, a fuel injection means for injecting a fuel injection amount set according to an operating state of the engine, and a fuel injected by the fuel injection means when the vehicle is decelerated. Injection control means for stopping injection and thereafter returning the injection by the fuel injection means in response to an engine output request, exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage, and recirculation by the exhaust recirculation means. An engine recirculation control means for controlling a recirculation amount of exhaust gas to a first amount, and a new air amount control means for controlling a fresh air amount supplied to a combustion chamber of the engine to a second amount. The exhaust gas recirculation control means sets the recirculation amount of the exhaust gas to the first amount or more immediately before deceleration so that engine braking is suppressed when the vehicle decelerates, The engine control apparatus characterized by setting the fresh air amount in the third volume or more and less than the second amount when the serial vehicle deceleration. 2. An exhaust gas purifying means disposed in an exhaust passage of an engine, a fuel injection means for injecting a fuel injection amount set in accordance with an operation state of the engine, and a fuel injected by the fuel injection means when the vehicle decelerates. Injection control means for stopping injection and thereafter returning the injection by the fuel injection means in response to an engine output request, exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage, and recirculation by the exhaust recirculation means. An engine recirculation control means for controlling a recirculation amount of exhaust gas to a first amount, and a new air amount control means for controlling a fresh air amount supplied to a combustion chamber of the engine to a second amount. The exhaust gas recirculation control means sets the recirculation amount of the exhaust gas to the first amount or more immediately before deceleration so that engine braking is suppressed when the vehicle decelerates, Serial vehicle wherein the deceleration from the start to a predetermined period increasing the fresh air amount temporarily the second amount or more, the control device for an engine, characterized in that the subsequent reduction. 3. An exhaust gas purifying means disposed in an exhaust passage of an engine, a fuel injection means for injecting a fuel injection amount set according to an operation state of the engine, and a fuel injected by the fuel injection means when the vehicle decelerates. Injection control means for stopping injection and thereafter returning the injection by the fuel injection means in response to an engine output request, exhaust recirculation means for recirculating a part of the exhaust gas to the intake passage, and recirculation by the exhaust recirculation means. An exhaust gas recirculation control means for controlling a recirculation amount of exhaust gas to a first amount, and a fresh air amount control means for controlling a fresh air amount supplied into a combustion chamber of the engine. The control means sets the recirculation amount of the exhaust gas to be equal to or more than the first amount immediately before the deceleration so that engine braking is suppressed during the vehicle deceleration. The engine control apparatus, characterized by increasing the fresh air amount in a predetermined period before injection recovery by control means. 4. A motor provided in a power transmission passage for transmitting a driving force from an engine to a wheel or from a wheel to an engine, and further comprising a motor for regenerating energy when the vehicle decelerates. 4. The control device for an engine according to claim 3.