JP2008274797A - Internal combustion engine system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve total efficiency of a system, and to suppress generation of difference in a level of torque when assisting engine torque by supplying an electric power, which is generated by a rotating electrical machine driven by a turbine operated by exhaust gas, to an electric motor, in an internal combustion engine system having the rotating electrical machine generating electric power by the drive of the turbine operated by the exhaust gas of an internal combustion engine. <P>SOLUTION: The turbine 24 drives a motor 28 to perform regenerative operation and to generate electric power. The electric power generated by the turbo is supplied to an HV motor 78 to perform power running, so as to assist the engine torque. Based on the electric power generated by the turbo and a torque increase amount of the HV motor 78, the engine torque is controlled not to generate the difference in the level of torque. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an internal combustion engine system.

  Japanese Patent Laid-Open No. 2005-83222 discloses a technique in which a regenerative operation by a turbine generator using exhaust gas from an internal combustion engine is performed when the engine torque is limited (for example, when the engine torque exceeds an input torque limit value of a transmission system). Is disclosed. According to the turbine generator, the energy of exhaust gas that is normally discarded can be recovered as electric power, so that the overall efficiency of the system can be improved.

  Japanese Patent Application Laid-Open No. 2004-208420 discloses a technique for driving an electric motor with electric power obtained by a regenerative operation by a turbine generator in a hybrid system of an electric motor and an internal combustion engine.

JP 2005-83222 A JP 2005-83317 A JP 2004-208420 A JP 2004-190579 A

  However, in the former prior art described above, the regenerative operation by the turbine generator can be executed only when the engine torque is limited, so there are few opportunities to execute the regenerative operation. Further, when the regenerative operation by the turbine generator is executed, the back pressure increases and the pump loss increases, so the engine torque may decrease. For this reason, if the regenerative operation by the turbine generator is executed in a dark manner, the overall efficiency cannot be sufficiently increased.

  Further, when the electric motor of the hybrid system is driven by the electric power obtained by the regenerative operation by the turbine generator, there is a problem that a torque step is likely to occur at the start of the regenerative operation.

  The present invention has been made in view of the above points. In an internal combustion engine system including a rotating electrical machine capable of generating electric power by driving a turbine operated by exhaust gas of the internal combustion engine, the overall efficiency of the system is improved. Objective. Another object of the present invention is to suppress the occurrence of a torque step when assisting engine torque by supplying electric power generated by a rotating electrical machine driven by a turbine operated by exhaust gas to an electric motor. is there.

In order to achieve the above object, a first invention is an internal combustion engine system,
A turbine operated by exhaust gas of an internal combustion engine;
An electric motor for assisting an axial torque of the internal combustion engine;
A rotating electrical machine capable of generating electricity by being driven by the turbine;
Engine torque control means for controlling the engine torque based on the amount of power generated by the rotating electrical machine and the torque increment of the motor by the regenerative power when supplying regenerative power generated by the rotating electrical machine to the motor; ,
It is characterized by providing.

The second invention is the first invention, wherein
The engine torque control means includes
A decrease correction means for correcting a decrease in engine torque caused by power generation of the rotating electrical machine;
Surplus correction means for correcting a surplus of engine torque resulting from torque increment of the electric motor by the regenerative power;
It is characterized by including.

The third invention is the first or second invention, wherein
The predetermined control parameter of the rotating electric machine or the internal combustion engine is set according to the engine speed and the engine load so that the fuel consumption rate with respect to the total output of the internal combustion engine and the electric motor is minimized when the rotating electric machine performs power generation. And a parameter setting means for setting.

The fourth invention is an internal combustion engine system,
A turbine operated by exhaust gas of an internal combustion engine;
A rotating electrical machine capable of generating electricity by being driven by the turbine;
When the electric power generation of the rotating electric machine is executed, the predetermined engine control parameter of the rotating electric machine or the internal combustion engine is set so that the fuel consumption rate with respect to the sum of the engine output and the regenerative electric power generated by the rotating electric machine is minimized. Parameter setting means to set according to the number and engine load;
It is characterized by providing.

The fifth invention is the third or fourth invention, wherein
The control parameter is a power generation amount of the rotating electrical machine.

The sixth invention is the third or fourth invention, wherein
The control parameter is an ignition timing of the internal combustion engine.

The seventh invention is the third or fourth invention, wherein
Fuel increasing means for increasing the fuel injection amount when it is necessary to protect the exhaust purification catalyst and / or increase the output of the internal combustion engine;
An increase amount reduction means for reducing the fuel increase width of the fuel increase means when the power generation of the rotating electrical machine is executed, compared to when the power generation is not executed;
With
The control parameter is a fuel reduction amount by the increase width reduction means.

The eighth invention is the third or fourth invention, wherein
A wastegate valve that allows a part of the exhaust gas of the internal combustion engine to pass through the turbine, and / or a variable nozzle that makes the inlet area of the turbine variable,
The control parameter is a closing amount of the waste gate valve and / or the variable nozzle.

The ninth invention is the third or fourth invention, wherein
An exhaust variable valve mechanism that makes the exhaust valve opening timing of the internal combustion engine variable,
The control parameter is the exhaust valve opening timing.

The tenth invention is the third or fourth invention, wherein
A variable valve mechanism for varying a valve overlap amount between the exhaust valve and the intake valve of the internal combustion engine;
The control parameter is the valve overlap amount.

Further, an eleventh aspect of the invention is any one of the third to tenth aspects of the invention,
Torque acquisition means for detecting or estimating engine torque;
Fuel consumption rate calculation means for calculating the fuel consumption rate based on the engine torque and the fuel injection amount;
Learning means for learning the value of the control parameter that minimizes the fuel consumption rate for each engine speed and engine load based on the calculation result of the fuel consumption rate calculation means;
It is characterized by providing.

In addition, a twelfth aspect of the invention is any one of the first to eleventh aspects of the invention,
Catalyst temperature acquisition means for detecting or estimating the temperature of the exhaust purification catalyst;
When the temperature acquired by the catalyst temperature acquisition means is lower than a predetermined value, power generation prohibiting means for prohibiting power generation of the rotating electrical machine,
It is characterized by providing.

The thirteenth aspect of the invention is any one of the first to twelfth aspects of the invention.
A generator that can be driven by part of the engine torque;
When power generation by the rotating electrical machine is permitted, priority means for preferentially executing power generation by the rotating electrical machine over power generation by the generator;
It is characterized by providing.

The fourteenth invention is the thirteenth invention, in which
When the power generation by the rotating electrical machine is permitted and the power generation by the generator is being executed, the priority unit reduces the power generation amount of the generator by the amount of power generated by the rotating electrical machine. It is characterized by.

According to a fifteenth aspect, in any one of the first to fourteenth aspects,
A compressor that rotates integrally with the turbine and compresses the intake air supplied to the internal combustion engine;
It is possible to assist supercharging by the compressor by operating the rotating electric machine as an electric motor.

  According to the first invention, at the time of high load or the like, electric power is generated by a rotating electric machine (hereinafter referred to as “turbo power generation”) by work obtained by collecting exhaust energy by a turbine, and the electric power (hereinafter referred to as “turbo power generation power” The engine torque can be assisted by operating the electric motor. For this reason, the overall efficiency of the system can be improved, and the fuel consumption performance during high-speed cruise can be greatly improved. Further, the engine torque can be controlled based on the turbo power generation and the torque increment of the electric motor by the turbo power generation. For this reason, it is possible to reliably prevent a torque step from occurring when turbo power generation is performed.

  According to the second aspect of the present invention, it is possible to correct a reduction in engine torque caused by turbo power generation and a surplus of engine torque caused by an increase in torque of the electric motor due to turbo power generation. For this reason, it can prevent more reliably that a torque level difference arises at the time of execution of turbo power generation.

  According to the third aspect of the invention, the predetermined control parameters of the rotating electrical machine or the internal combustion engine are set to the engine speed and the engine load so that the fuel consumption rate with respect to the total output of the internal combustion engine and the electric motor is minimized when the turbo power generation is performed. It can be set according to. Thereby, the overall efficiency of the system can be further improved, and further excellent fuel efficiency performance can be obtained.

  According to the fourth invention, when the turbo power generation is executed, the predetermined control parameters of the rotating electrical machine or the internal combustion engine are set to the engine speed and the engine so that the fuel consumption rate with respect to the sum of the engine output and the turbo generated power is minimized. It can be set according to the load. Thereby, the overall efficiency of the system can be further improved, and further excellent fuel efficiency performance can be obtained.

  According to the fifth aspect of the invention, it is possible to perform control so that the turbo generated power becomes an optimum value when executing the turbo power generation. For this reason, the overall efficiency of the system can be further improved.

  According to the sixth aspect of the invention, it is possible to perform control so that the ignition timing of the internal combustion engine becomes an optimum value when performing turbo power generation. For this reason, the overall efficiency of the system can be further improved.

  According to the seventh aspect, at the time of executing the turbo power generation, it is possible to control the fuel increase amount in the fuel increase control so as to reduce the fuel increase amount and reduce the fuel decrease amount to an optimum value. For this reason, the overall efficiency of the system can be further improved.

  According to the eighth aspect of the invention, it is possible to perform control so that the closing amount of the waste gate valve or the turbine variable nozzle becomes an optimum value when executing the turbo power generation. For this reason, the overall efficiency of the system can be further improved.

  According to the ninth aspect of the invention, it is possible to perform control so that the exhaust valve opening timing becomes an optimum value during execution of turbo power generation. For this reason, the overall efficiency of the system can be further improved.

  According to the tenth aspect of the invention, it is possible to perform control so that the valve overlap amount between the exhaust valve and the intake valve becomes an optimum value when performing turbo power generation. For this reason, the overall efficiency of the system can be further improved.

  According to the eleventh aspect, it is possible to automatically generate an optimum value map of control parameters to be optimized during execution of turbo power generation by learning control. For this reason, since it is not necessary to obtain the optimum value map beforehand through experiments or the like, the system development period can be shortened. In addition, a highly accurate optimum value map can be obtained regardless of individual differences or changes with time of the internal combustion engine. For this reason, the control parameter can be controlled to a true optimum value with higher accuracy, and fuel efficiency can be further improved.

  According to the twelfth aspect, when the temperature of the exhaust purification catalyst is lower than a predetermined value, the temperature of the exhaust gas flowing into the catalyst can be increased by prohibiting turbo power generation. For this reason, the exhaust purification catalyst can be warmed up early, and the emission can be reduced.

  According to the thirteenth invention, in a system including a generator that can be driven by a part of engine torque, when turbo power generation is permitted, power generation by turbo power is given priority over power generation by the generator. Can be executed. For this reason, since the generator driving torque can be reduced, the overall efficiency of the system can be improved.

  According to the fourteenth aspect, when the power generation by the generator is executed when the turbo power generation is permitted, the generated power of the generator can be reduced by the amount of turbo power generation. For this reason, since the generator driving torque can be reduced, the overall efficiency of the system can be improved.

  According to the fifteenth aspect, when necessary, supercharging by the compressor can be assisted by operating the rotating electric machine as an electric motor. For this reason, the response delay of acceleration due to the response delay of supercharging can be reduced, and excellent drivability can be obtained.

Embodiment 1 FIG.
[Description of system configuration]
FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention. As shown in FIG. 1, the system of this embodiment includes an engine 10 (an internal combustion engine). In the present embodiment, the engine 10 is mounted on a hybrid vehicle. The engine 10 has a plurality of cylinders, and FIG. 1 shows a cross section of one of the cylinders.

  Each cylinder is provided with a piston 12, an intake valve 14, an exhaust valve 16, a fuel injector 18 that injects fuel directly into the cylinder, and an ignition plug 20. The present invention is not limited to the engine shown in the figure, but can be applied to an engine that injects fuel into the intake port, a compression ignition engine, and the like.

  The engine 10 includes a motor-assisted turbocharger 22. The motor-assisted turbocharger (hereinafter referred to as “MAT”) 22 includes a turbine 24, a compressor 26, and a motor (rotating electric machine) 28. The rotating shafts of the turbine 24, the compressor 26, and the motor 28 are integrated, and these rotate together.

  The turbine 24 is disposed in the middle of the exhaust passage 30. The turbine 24 is operated (rotated) by the energy of the exhaust gas of the engine 10. In the vicinity of the turbine 24, there are provided an exhaust bypass passage 32 that flows the exhaust gas by bypassing the turbine 24, and a waste gate valve 34 that adjusts an exhaust gas flow rate to the exhaust bypass passage 32. A catalyst 36 for purifying exhaust gas is installed on the downstream side of the turbine 24.

  The compressor 26 is disposed in the middle of the intake passage 38. The air taken into the intake passage 38 via the air cleaner 40 is compressed by the compressor 26. In the vicinity of the air cleaner 40, an air flow meter 42 for detecting the intake air amount Q is installed. The upstream side and the downstream side of the compressor 26 are connected by an air bypass passage 44. The air bypass passage 44 is provided with an air bypass valve 46 that adjusts the amount of air flowing through the air bypass passage 44.

  An intercooler 48 that cools the compressed air, a throttle valve 50, and a surge tank 52 are provided on the downstream side of the compressor 26. The air that has passed through these flows into each cylinder from the intake valve 14. The surge tank 52 is provided with an intake air temperature sensor 54 and an intake pipe pressure sensor 56.

  Further, the system of the present embodiment drives a crank angle sensor 60 that detects the rotation angle of the crankshaft 58 of the engine 10, an accelerator opening sensor 62 that detects the opening of the accelerator pedal of the vehicle, and the fuel injector 18. Injector EDU (Electronic Driver Unit) 64

  Furthermore, the system of this embodiment includes an engine ECU (Electronic Control Unit) 70 that controls the entire system, a MAT-EDU 72 that drives the motor 28 of the MAT 22, and an engine ECU (hereinafter simply referred to as “ECU”) 70. MAT-ECU 74 that controls the operation of the motor 28 via the MAT-EDU 72 based on the command of the above, an HV generator 76 that can be driven by the crankshaft 58 to generate electric power, an HV motor 78, an inverter 80, and a DC / DC converter 82 and a battery 84 are further provided.

  In the present embodiment, the engine 10, the HV generator 76, and the HV motor 78 constitute a hybrid drive mechanism. That is, the vehicle can be driven by combining the torque of the engine 10 and the torque of the HV motor 78.

  The motor 28 of the MAT 22 can be constituted by a DC brushless motor, for example. The motor 28 includes a sensor for detecting the magnetic pole phase of the rotor, and the sensor signal is transmitted to the MAT-ECU 74. According to this sensor signal, the rotational speed of the motor 28, that is, the turbo rotational speed can also be detected.

  The motor 28 is controlled by 120 ° energization control or sine wave energization control by vector control. FIG. 2 is a diagram showing an electrical angle in the case of 120 ° energization control, and FIG. 3 is a diagram showing an electrical angle in the case of sine wave energization control. The motor 28 can perform both a power running operation and a regenerative operation by this 120 ° energization control or sine wave energization control.

  According to such MAT 22, it is possible to assist the rotation of the turbo by performing the power running operation of the motor 28 during acceleration in a region where the amount of exhaust gas (exhaust energy) is small. As a result, the supercharging pressure can be quickly increased, and the supercharging response delay (turbo lag) can be reduced.

  On the other hand, when the motor 28 is regeneratively operated, that is, when the motor 28 is rotationally driven by the turbine 24 and the motor 28 generates power, waste heat (exhaust energy) can be recovered as electric power. Hereinafter, such power generation by the MAT 22 is also referred to as “turbo power generation”.

  The motor 28 can exchange electric power with the battery 84 via the MAT-EDU 72, the inverter 80, and the DC / DC converter 82.

  In addition, the HV motor 78 can be powered by supplying power generated by the motor 28 to the HV motor 78 via the MAT-EDU 72 and the inverter 80.

  The electric power generated by the HV generator 76 can charge the battery 84 via the inverter 80 and the DC / DC converter 82. In addition, the HV motor 78 can be powered by supplying the power stored in the battery 84 to the HV motor 78 via the DC / DC converter 82 and the inverter 80. Further, the HV motor 78 can be powered by supplying the electric power generated by the HV generator 76 to the HV motor 78 via the inverter 80.

[Features of Embodiment 1]
In the present embodiment, the motor 28 of the MAT 22 is regeneratively operated during the high load operation of the engine 10, and the electric power generated by the regenerative operation is supplied to the HV motor 78. Thereby, the torque of the HV motor 78 can be increased by the regenerative power generated by the MAT 22. In this case, waste heat that should originally be discarded can be regenerated and the output of the HV motor 78 can be increased, so that the overall efficiency (total thermal efficiency) of the system can be improved. For this reason, according to the present embodiment, excellent fuel efficiency is obtained during high-speed cruising and the like.

  By the way, when the regenerative operation of the MAT 22 is started, the back pressure of the engine 10 increases, the pump loss increases, and the engine torque may decrease. On the other hand, when the regenerative power generated by the MAT 22 is supplied to the HV motor 78, the torque of the HV motor 78 increases as described above. In this case, in this embodiment, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system.

[Specific Processing in Embodiment 1]
FIG. 4 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. Note that this routine is repeatedly executed every predetermined time or every predetermined crank angle. According to the routine shown in FIG. 4, first, the current engine speed Ne is acquired (step 100). Next, the current required engine torque Te is calculated (step 102). In this case, the required engine torque Te is calculated based on the accelerator opening and the like.

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne acquired in step 100 and the required engine torque Te calculated in step 102 is within the turbo power generation permission region (step 104). ). FIG. 5 is a map that defines a turbo power generation permission area (high load area) and a turbo power generation non-permission area. In step 104, it is determined whether or not the vehicle is within the turbo power generation permission region with reference to the map shown in FIG. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 104 that the vehicle is in the turbo power generation region, turbo power generation, that is, regenerative operation of the motor 28 of the MAT 22 is executed (step 106).

  When turbo power generation is started, the generated power (hereinafter referred to as “turbo generated power”) Pt is acquired (step 108). Here, the turbo generated power Pt is calculated as a product of the current and voltage of the motor 28 detected by the MAT-EDU 72.

  Next, a torque Tm when the HV motor 78 performs a power running operation is calculated by the turbo generated power Pt (step 110). The torque Tm of the HV motor 78 is calculated based on the generated power Pt, charging efficiency, motor efficiency, and the like. Then, the power running operation of the HV motor 78 is executed (step 112).

  When the HV motor 78 is already in a power running operation by supplying power from the battery 84 before the start of turbo power generation, the torque Tm represents a torque increment by adding the turbo power generation power Pt. Become. In this case, in step 112, the HV motor 78 is controlled so that the torque increment is realized.

  Subsequently, the engine torque is corrected (step 114). In this step 114, first, the engine torque reduction due to the execution of turbo power generation is calculated. In the present embodiment, the ECU 70 stores the relationship between the turbo power generation power Pt and the engine torque decrease as a map, and the engine torque decrease is calculated based on this map. In order to prevent the occurrence of a torque step, the actual engine torque is increased by the engine torque decrease, and the engine torque is increased by the torque (or torque increment) Tm of the HV motor 78 calculated in step 110 above. It needs to be reduced. Therefore, the required engine torque correction amount is calculated from the engine torque reduction amount and the torque Tm of the HV motor 78, and the fuel injection amount from the fuel injector 18 and the throttle so that the engine torque correction amount is realized. The opening degree of the valve 50 is corrected.

  As described above, in this embodiment, the overall efficiency of the system can be improved by supplying the electric power obtained by the turbo power generation during the high load operation to the HV motor 78 for the power running operation. For this reason, the fuel consumption performance at the time of high-speed cruising and the like where the fuel efficiency improvement effect was not sufficient in the conventional hybrid system can be greatly improved.

  Further, when executing turbo power generation, the engine torque can be controlled so that no torque step is generated in the shaft torque of the hybrid system. For this reason, generation | occurrence | production of a torque shock can be prevented and comfortable drivability is obtained.

  Further, in the first embodiment described above, the ECU 70 executes the processing of steps 108 to 114, whereby the “engine torque control means” in the first and second inventions and the “decrease” in the second invention. "Minute correction means" and "surplus correction means" are realized.

Embodiment 2. FIG.
Next, the second embodiment of the present invention will be described with reference to FIG. 6 to FIG. 8. The description will focus on the differences from the first embodiment described above, and the same matters will be described. Simplify or omit.

  The present embodiment can be realized by causing the ECU 70 to execute processing of a routine shown in FIG. 7 to be described later using the system shown in FIG.

[Features of Embodiment 2]
FIG. 6 is a diagram showing the optimum value of the turbo power generation at each engine speed Ne1, Ne2,... And each engine torque Trq1, Trq2,. Here, the optimum value of the turbo generated power is turbo generated power that optimizes the overall efficiency of the hybrid system, in other words, the total output (or engine output) of the engine 10 and the HV motor 78. Turbo generated power that minimizes the fuel consumption rate (hereinafter referred to as “system fuel consumption rate”) with respect to the total of turbo generated power.

  When turbo power generation is executed, if the turbo power generation is increased gradually, the pump loss due to the increase in back pressure increases, so the engine torque drop also increases. As a result, the overall efficiency of the hybrid system also decreases, and the fuel consumption rate of the system increases as shown in FIG. On the other hand, as the turbo-generated power is gradually reduced, the amount of energy regeneration decreases, so the overall efficiency of the hybrid system decreases. As shown in FIG. 6, the fuel consumption rate of the system also increases. To go.

  Therefore, there is an optimum value of turbo-generated power that minimizes the fuel consumption rate of the system. And the optimum value of the turbo power generation differs according to the engine speed and the engine torque. Therefore, in this embodiment, in order to further improve the fuel efficiency, control is performed so that the turbo-generated power becomes an optimum magnitude according to the engine speed and the engine torque.

[Specific Processing in Second Embodiment]
FIG. 7 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 7, first, the current engine speed Ne is acquired (step 120), and further the current required engine torque Te is calculated (step 122).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 124). FIG. 8 is a map that defines the turbo power generation permission area and the optimum value of turbo power generation. In the map shown in FIG. 8, the turbo power generation permission area is further divided into a plurality of areas, and the optimum value of the turbo power generation power is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 6 is acquired in advance based on experiments or the like, and a map shown in FIG. 8 is created based on the data and stored in the ECU 70. In step 124, it is determined based on the map shown in FIG. 8 whether or not the current operating state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 124 that the vehicle is within the turbo power generation region, the map shown in FIG. 8 is further referred to, and the optimum value of the turbo power generation is calculated (step 126). Here, the magnitude of the turbo-generated power can be controlled by the maximum current or the duty (ratio between the gate ON and OFF) in the case of the 120 ° energization control shown in FIG. 2 described above, and the sine shown in FIG. In the case of wave control, the maximum current can be used. Therefore, based on the optimum value (target value) of the turbo-generated power calculated in step 126, the turbo-generated current or duty is calculated depending on which control method is used (step 128). . Then, turbo power generation is executed while controlling the calculated turbo power generation current or duty (step 130).

  The subsequent processing is the same as in the first embodiment. That is, the turbo generated power Pt is acquired (step 132), and the torque Tm of the HV motor 78 is calculated based on the turbo generated power Pt (step 134). The torque Tm of the HV motor 78 is calculated based on the generated power Pt, charging efficiency, motor efficiency, and the like. Then, the power running operation of the HV motor 78 is executed (step 136). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 138).

  As described above, according to the present embodiment, when turbo power generation is executed, the magnitude of turbo power generation and the fuel consumption rate of the system are minimized according to the engine speed and engine torque (load). The optimal size can be controlled. For this reason, fuel consumption performance can be further improved.

  In the second embodiment described above, the turbo power generation power corresponds to the “control parameter” in the third and fourth inventions and the “power generation amount of the rotating electrical machine” in the fifth invention. Further, the “parameter setting means” in the third and fourth aspects of the present invention is realized by the ECU 70 executing the processing of steps 120 to 126 described above.

  Further, in the above-described second embodiment, the case of the hybrid vehicle system as shown in FIG. 1 has been described, but the fourth invention can also be applied to a normal vehicle system that does not have the HV motor 78. . That is, when turbo power generation is performed in a normal vehicle, the same control as that in the second embodiment can be performed in order to improve the overall efficiency of the system. This also applies to the following embodiments.

Embodiment 3 FIG.
Next, the third embodiment of the present invention will be described with reference to FIG. 9 and FIG. 10. The description will focus on the differences from the above-described embodiments, and the same matters will be described. Simplify or omit.

  The present embodiment can be realized by causing the ECU 70 to execute the processing of the routine shown in FIG. 7 and the routine shown in FIG. 10 described later using the system shown in FIG.

[Features of Embodiment 3]
In the second embodiment described above, a map (FIG. 8) in which the optimum value of the turbo generated power is determined for each engine speed and engine torque is obtained in advance from experimental data and stored in the ECU 70. In contrast, in this embodiment, the map is generated by learning while the vehicle is running. FIG. 9 is a diagram for explaining the learning method.

  As shown in FIG. 9, in this embodiment, the fuel consumption of the system is calculated by calculating the fuel consumption rate of the system based on the fuel injection amount for each turbo generated power while changing the turbo generated power while the vehicle is running. A point where the consumption rate is minimized is searched and stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 8 can be automatically generated.

[Specific Processing in Embodiment 3]
FIG. 10 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 10, it is first determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 140). This determination is made based on the map as shown in FIG. As a result, if it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 140 that the engine 10 is within the turbo power generation permission region, the turbo power generation power is set to an appropriate value in order to search for the optimum value of the turbo power generation power (step 142). That is, when searching for the optimum value while gradually increasing the turbo generated power as shown in FIG. 9, in this step 142, the current turbo generated power is set to be larger by a predetermined step than the previous set value. Is set.

  Subsequently, a turbo power generation current or a duty that can realize the turbo power generation set in step 142 is calculated (step 144). Then, turbo power generation is executed while controlling the calculated turbo power generation current or duty (step 146).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 148, 150, 152, 154).

The method for obtaining the engine torque Te in step 152 is not particularly limited, and any method may be used. For example, the following methods are mentioned.
1. Engine torque Te is directly detected (measured) by a torque sensor (not shown).
2. The indicated torque is calculated from the in-cylinder pressure detected by the in-cylinder pressure sensor (not shown), and the net torque (engine torque Te) is calculated by subtracting the mechanical loss torque due to friction from the indicated torque.
3. The engine torque Te is estimated from the vehicle running resistance obtained from the vehicle speed and the like, the gear stage (gear ratio), and the engine speed Ne.

  Subsequently, the fuel consumption rate SFC [g / kWh] of the system is calculated (step 156). That is, in this step 156, the fuel consumption obtained from the fuel injection amount tau is determined by adding the engine output obtained from the engine speed Ne and the engine torque Te and the turbo power generation power Pt (or the engine output and the turbo power generation power Pt). The fuel consumption rate SFC of the system is calculated by dividing by the sum of the output of the HV motor 78 obtained from (1).

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 156 is the minimum under the current engine speed Ne and engine torque Te (step 158). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing after step 142 is executed again. On the other hand, if it is determined in step 158 that the currently calculated fuel consumption rate SFC is the minimum, the current conditions (engine speed Ne, engine torque Te, turbo power generation power Pt) are optimal. As a result, it is stored in the ECU 70 (step 160).

  By performing the learning process shown in FIG. 10 as described above for each engine speed and engine torque, the optimum value of turbo-generated power can be obtained for each engine speed and engine torque. A map corresponding to 8 can be automatically generated. After such a map is generated, the routine processing shown in FIG. 7 described above may be executed as in the second embodiment.

  According to the present embodiment, since it is not necessary to obtain the optimum value of the turbo power generation by experiments or the like in advance, the system development period can be shortened.

  Moreover, since the optimum value map of turbo-generated power is generated by learning, a highly accurate map can be obtained. That is, the map prepared in advance has a difference with the actual optimum point due to the influence of individual differences of the engine 10 (mechanical friction variation, injection system variation, valve system variation, turbo blade performance variation, etc.) and changes over time. There may be a gap between them, but in the case of this embodiment, such a gap does not occur. For this reason, turbo power generation power can be controlled to a true optimum value with higher accuracy, and fuel efficiency can be further improved.

  In the third embodiment described above, the ECU 70 executes the process of step 152, so that the “torque acquisition means” in the eleventh aspect of the invention executes the process of step 156. The “learning means” in the eleventh aspect of the present invention is realized by executing the processing of steps 158 and 160 in the “fuel consumption rate calculating means” in the present invention.

Embodiment 4 FIG.
Next, the fourth embodiment of the present invention will be described with reference to FIG. 11 to FIG. 13. The description will focus on the differences from the above-described embodiments, and the same matters will be described. Simplify or omit.

  The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 13 to be described later using the system shown in FIG.

[Features of Embodiment 4]
In the present embodiment, when performing turbo power generation, the ignition timing is retarded from the base ignition timing. If the ignition timing is retarded, the exhaust gas temperature (exhaust energy) rises, so that the recovery work of the turbine 24 increases, and the turbo-generated power can be increased. For this reason, the overall efficiency of the system can be further improved.

  FIG. 11 is a diagram illustrating the optimum value of the ignition timing retard amount at each engine speed and engine torque. Here, the optimum value of the ignition timing retard amount is an ignition timing retard amount that minimizes the fuel consumption rate of the system.

  As shown in FIG. 11, when performing turbo power generation, if the ignition timing is gradually retarded from the base ignition timing (the origin of the horizontal axis in FIG. 11), the fuel consumption rate of the system decreases for the reason described above. I will do it. However, if the ignition timing retard amount becomes too large, the fuel consumption rate of the system starts to increase due to a decrease in engine torque. In other words, there exists an optimum value of the ignition timing retardation amount that minimizes the fuel consumption rate of the system. The optimum value of the ignition timing retardation amount differs depending on the engine speed and the engine torque.

  FIG. 12 is a map that defines the optimum value of the ignition timing retardation amount extracted from the data shown in FIG. 11 described above. In the map shown in FIG. 12, the turbo power generation permission area is further divided into a plurality of areas, and the optimum value of the ignition timing retardation amount is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 11 is acquired in advance based on experiments and the like, and a map shown in FIG. 12 is created based on the data and stored in the ECU 70. In the present embodiment, when turbo power generation is performed, control is performed so that the ignition timing retard amount becomes an optimum magnitude according to the engine speed and engine torque, based on the map shown in FIG.

[Specific Processing in Embodiment 4]
FIG. 13 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 13, first, the current engine speed Ne is acquired (step 170), and further the current required engine torque Te is calculated (step 172).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 174). In step 174, based on the map shown in FIG. 12, it is determined whether or not the current operating state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 174 that the engine is in the turbo power generation region, the map shown in FIG. 12 is further referred to, and the optimum value of the ignition timing retard amount is calculated (step 176). Next, the target ignition timing is calculated based on the optimal ignition timing retard amount and the base ignition timing (step 178). Then, turbo power generation is executed while performing control so that the target ignition timing is realized (step 180).

  The subsequent processing is the same as that of the above-described embodiment. That is, the turbo power generation power Pt is acquired (step 182), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 184). Then, the power running operation of the HV motor 78 is executed (step 186). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 188).

  As described above, according to the present embodiment, when performing turbo power generation, the turbo power generation power is increased by retarding the ignition timing, and the ignition is performed according to the engine speed and the engine torque (load). The amount of the timing retard amount can be controlled to an optimum size that minimizes the fuel consumption rate of the system. For this reason, fuel consumption performance can be further improved.

  In the fourth embodiment described above, the ignition timing corresponds to the “control parameter” in the third and fourth inventions. Further, the “parameter setting means” in the third and fourth aspects of the present invention is realized by the ECU 70 executing the processing of steps 170 to 176 described above.

Embodiment 5. FIG.
Next, a fifth embodiment of the present invention will be described with reference to FIG. 14. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  The present embodiment can be realized by causing the ECU 70 to execute the processing of the routine shown in FIG. 13 and the routine shown in FIG. 14 described later using the system shown in FIG.

[Features of Embodiment 5]
In the above-described fourth embodiment, a map (FIG. 12) in which the optimum value of the ignition timing retard amount is determined for each engine speed and engine torque is obtained in advance from experimental data and stored in the ECU 70. In contrast, in this embodiment, the map is generated by learning while the vehicle is running. That is, in the present embodiment, when performing turbo power generation, the fuel consumption rate of the system is minimized by calculating the fuel consumption rate of the system based on the fuel injection amount while changing the ignition timing retardation amount. The timing retard amount is searched and stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 12 can be automatically generated.

[Specific Processing in Embodiment 5]
FIG. 14 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 14, first, it is determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 190). As a result, if it is determined that it is outside the turbo power generation permission area, the execution of the current routine is terminated as it is.

  On the other hand, if it is determined in step 190 that the engine 10 is within the turbo power generation permission region, the ignition timing at the time of turbo power generation is then searched for the optimum value of the ignition timing retard amount at the time of turbo power generation. The retardation amount θ0 is set to an appropriate value (step 192). For example, when searching for the optimum value while gradually increasing the ignition timing retard amount, in this step 192, the current ignition timing retard amount θ0 is set to be larger than the previous set value by a predetermined step size. Is set.

  Subsequently, the target ignition timing θ is calculated based on the ignition timing retardation amount θ0 set in step 192 and the base ignition timing (step 194). Then, turbo power generation is performed while performing control so that the target ignition timing θ is realized (step 196).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 198, 200, 202, and 204). Note that the process of step 202 is the same as step 152 of the third embodiment described above.

  Subsequently, the fuel consumption rate SFC of the system is calculated (step 206). The process of step 206 is the same as step 156 of the third embodiment described above.

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 206 is minimum under the current engine speed Ne and engine torque Te (step 208). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing from step 192 onward is executed again. On the other hand, if it is determined in step 208 that the currently calculated fuel consumption rate SFC is minimum, the current conditions (engine speed Ne, engine torque Te, ignition timing retard amount θ0) are set. It is stored in the ECU 70 as optimal (step 210).

  By performing the learning process shown in FIG. 14 as described above for each engine speed and engine torque, the optimum value of the ignition timing retardation amount can be obtained for each engine speed and engine torque. The map corresponding to FIG. 12 can be automatically generated. After such a map is generated, the routine processing shown in FIG. 13 described above may be executed as in the fourth embodiment.

  According to the present embodiment, since it is not necessary to obtain an optimum value of the ignition timing retard amount during turbo power generation by experiments or the like in advance, the system development period can be shortened.

  In addition, since an optimum value map of the ignition timing retard amount during turbo power generation is generated by learning, a highly accurate map can be obtained. That is, in the case of the map prepared in advance, there may be a deviation from the actual optimum point due to the individual difference of the engine 10 and the influence of change over time. There will be no misalignment. For this reason, the ignition timing retardation amount at the time of turbo power generation can be controlled to a true optimum value with higher accuracy, and the fuel efficiency can be further improved.

Embodiment 6 FIG.
Next, the sixth embodiment of the present invention will be described with reference to FIG. 15 to FIG. 17. The difference from each of the above-described embodiments will be mainly described, and the same matters will be described. Simplify or omit.

  The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 17 to be described later using the system shown in FIG.

[Features of Embodiment 6]
In the engine 10, control for increasing the fuel injection amount from the normal time (hereinafter referred to as “fuel increase control”) may be executed. The fuel increase control is executed when the temperature of the catalyst 36 is prevented from excessively rising during a high load or the like to protect the catalyst 36, or when the output of the engine 10 is further increased during a sudden acceleration or the like.

  In this embodiment, during the turbo power generation, the fuel increase width is reduced during the fuel increase control to reduce the fuel and burn with the air-fuel ratio A / F closer to lean than when the turbo power generation is not performed. It was. Thereby, since fuel consumption can be reduced, the overall efficiency of the system can be further improved.

  During the execution of turbo power generation, a large amount of exhaust energy is recovered by the turbine 24, so that the turbine outlet temperature T6, that is, the temperature of the exhaust gas flowing into the catalyst 36 becomes lower than normal. For this reason, even if the fuel at the time of fuel increase control is decreased, the temperature of the catalyst 36 does not rise too much. Further, during execution of turbo power generation, there is an assist by the HV motor 78 driven by the turbo power generation power, so that sufficient acceleration performance can be obtained even if the fuel during fuel increase control is reduced. For this reason, there is no problem even if the fuel at the time of fuel increase control is reduced during the execution of turbo power generation.

  Hereinafter, the reduction amount of the fuel increase amount during execution of turbo power generation is referred to as “fuel decrease amount”. FIG. 15 is a diagram showing the optimum value tau0 of the fuel decrease amount at each engine speed and engine torque. Here, the optimum value tau0 of the fuel reduction amount is a fuel reduction amount that minimizes the fuel consumption rate of the system.

  As shown in FIG. 15, when the amount of fuel decrease during the execution of turbo power generation is increased gradually, the fuel consumption rate of the system decreases for the reason described above. However, if the amount of fuel reduction becomes too large, the fuel consumption rate of the system will begin to increase due to a decrease in engine torque. That is, there is an optimum value tau0 for the amount of fuel reduction that minimizes the fuel consumption rate of the system. Then, the optimum value tau0 of the fuel reduction amount varies depending on the engine speed and the engine torque.

  FIG. 16 is a map that defines the optimum value tau0 of the fuel reduction amount extracted from the data shown in FIG. 15 described above. In the map shown in FIG. 16, the turbo power generation permission area is further divided into a plurality of areas, and the optimum value tau0 of the fuel reduction amount is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 15 is acquired in advance based on experiments and the like, and a map shown in FIG. 16 is created based on the data and stored in the ECU 70. In the present embodiment, when turbo power generation is performed, control is performed so that the fuel reduction amount becomes an optimum magnitude according to the engine speed and engine torque, based on the map shown in FIG.

[Specific Processing in Embodiment 6]
FIG. 17 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 17, first, the current engine speed Ne is acquired (step 220), and the current required engine torque Te is calculated (step 222).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 224). In this step 224, based on the map shown in FIG. 16, it is determined whether or not the current operating state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 224 that the vehicle is in the turbo power generation region, the map shown in FIG. 16 is further referred to, and the optimum value tau0 of the fuel reduction amount is calculated (step 226). Next, the target fuel injection amount tau is calculated based on the optimum fuel decrease amount tau0 (step 228). Then, turbo power generation is executed while controlling the fuel injector 18 so that the target fuel injection amount tau is realized (step 230).

  The subsequent processing is the same as that of the above-described embodiment. That is, the turbo power generation power Pt is acquired (step 232), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 234). Then, the power running operation of the HV motor 78 is executed (step 236). Further, the engine torque is corrected so as not to cause a torque step in the shaft torque of the hybrid system (step 238).

  As described above, according to the present embodiment, when performing turbo power generation, the fuel during the fuel increase control is decreased, and the fuel decrease amount is set according to the engine speed and the engine torque (load). It can be controlled to an optimal amount that minimizes the fuel consumption rate. For this reason, fuel consumption performance can be further improved.

  In the sixth embodiment described above, the ECU 70 executes the fuel increase control so that the “fuel increase means” in the seventh invention executes the processes of the above steps 224 to 228. The “increase / decrease means for increasing amount” in the present invention is realized.

Embodiment 7 FIG.
Next, the seventh embodiment of the present invention will be described with reference to FIG. 18. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  The present embodiment can be realized by causing the ECU 70 to execute the routine shown in FIG. 17 and the routine shown in FIG. 18 described later using the system shown in FIG.

[Features of Embodiment 7]
In the above-described sixth embodiment, a map (FIG. 16) in which the optimum value of the fuel reduction amount is determined for each engine speed and engine torque in advance from experimental data or the like is stored in the ECU 70. In contrast, in this embodiment, the map is generated by learning while the vehicle is running. That is, in the present embodiment, when turbo power generation is performed, the fuel reduction amount that minimizes the fuel consumption rate of the system is calculated by calculating the fuel consumption rate of the system based on the fuel injection amount while changing the fuel reduction amount. Is stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 16 can be automatically generated.

[Specific Processing in Embodiment 7]
FIG. 18 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 18, it is first determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 240). As a result, if it is determined that it is outside the turbo power generation permission area, the execution of the current routine is terminated as it is.

  On the other hand, if it is determined in step 240 that the engine 10 is in the turbo power generation permission region, the fuel decrease amount tau0 during turbo power generation is searched to search for the optimum value of the fuel decrease amount during turbo power generation. Is set to an appropriate value (step 242). For example, when searching for the optimum value while gradually increasing the fuel decrease amount, in this step 242, the current fuel decrease amount tau0 is set to be larger than the previously set value by a predetermined step size. .

  Subsequently, the target fuel injection amount tau is calculated based on the fuel decrease amount tau0 set in step 242 (step 244). Then, turbo power generation is executed while controlling the fuel injector 18 so that the target fuel injection amount tau is realized (step 246).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 248, 250, 252, and 254). Note that the processing in step 252 is the same as step 152 in the third embodiment described above.

  Subsequently, the fuel consumption rate SFC of the system is calculated (step 256). The process of step 256 is the same as step 156 of the third embodiment described above.

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 256 is the minimum under the current engine speed Ne and engine torque Te (step 258). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing from step 242 onward is executed again. On the other hand, if it is determined in step 258 that the fuel consumption rate SFC calculated this time is the minimum, the current conditions (engine speed Ne, engine torque Te, fuel reduction amount tau0) are optimal. It is memorize | stored in ECU70 as there being (step 260).

  By performing the learning process shown in FIG. 18 as described above for each engine speed and engine torque, the optimum value of the fuel reduction amount can be obtained for each engine speed and engine torque. A map corresponding to 16 can be automatically generated. After such a map is generated, the routine processing shown in FIG. 17 described above may be executed as in the sixth embodiment.

  According to the present embodiment, it is not necessary to obtain an optimal value for the amount of fuel reduction during turbo power generation through experiments or the like in advance, so that the system development period can be shortened.

  In addition, since an optimal value map of the amount of fuel reduction during turbo power generation is generated by learning, a highly accurate map can be obtained. That is, in the case of the map prepared in advance, there may be a deviation from the actual optimum point due to the individual difference of the engine 10 and the influence of change over time. There will be no misalignment. For this reason, the fuel reduction amount at the time of turbo power generation can be controlled to a true optimum value with higher accuracy, and the fuel efficiency can be further improved.

Embodiment 8 FIG.
Next, the eighth embodiment of the present invention will be described with reference to FIG. 19 to FIG. 21. The description will focus on the differences from the above-described embodiments, and the same matters will be described. Simplify or omit.

  The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 21, which will be described later, using the system shown in FIG.

[Features of Embodiment 8]
As described above, the system of this embodiment includes the waste gate valve 34. As the opening degree of the waste gate valve 34 (hereinafter referred to as “waste gate opening degree”) is increased, the amount of exhaust gas flowing into the exhaust bypass passage 32 is increased, so the work amount of the turbine 24 is reduced. Conversely, the smaller the waste gate opening, the greater the workload of the turbine 24.

  In the present embodiment, during turbo power generation, the waste gate opening is made smaller than the opening (base opening) when turbo power generation is not performed, thereby increasing the work of the turbine 24 and increasing the turbo power generation. The rotational speed was increased. Thereby, since the turbo power generation power can be increased, the overall efficiency of the system can be further improved. Hereinafter, the closing amount with respect to the base opening degree of the waste gate valve 34 when the turbo power generation is performed is referred to as “a waste gate closing amount”.

  FIG. 19 is a diagram illustrating an optimum value WGV0 of the waste gate closing amount at each engine speed and engine torque. Here, the waste gate closing amount optimum value WGV0 is a waste gate closing amount that minimizes the fuel consumption rate of the system.

  As shown in FIG. 19, the waste gate closing amount during execution of turbo power generation is gradually larger than the base closing amount, and the fuel consumption rate of the system is lowered for the reason described above. However, if the wastegate closing amount becomes too large, the back pressure becomes excessive and the engine torque decreases, so that the fuel consumption rate of the system starts to increase. That is, there is an optimum value WGV0 of the waste gate closing amount that minimizes the fuel consumption rate of the system. The optimum value WGV0 of the waste gate closing amount varies depending on the engine speed and the engine torque.

  FIG. 20 is a map that defines the optimum value WGV0 of the waste gate closing amount extracted from the data shown in FIG. In the map shown in FIG. 20, the turbo power generation permission area is further divided into a plurality of areas, and an optimum value WGV0 of the waste gate closing amount is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 19 is acquired in advance based on experiments or the like, and a map shown in FIG. 20 is created based on the data and stored in the ECU 70. In the present embodiment, when the turbo power generation is executed, the waste gate closing amount is controlled to be an optimum size according to the engine speed and the engine torque based on the map shown in FIG.

[Specific Processing in Eighth Embodiment]
FIG. 21 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 21, first, the current engine speed Ne is acquired (step 270), and further the current required engine torque Te is calculated (step 272).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 274). In step 274, based on the map shown in FIG. 20, it is determined whether or not the current operating state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 274 that the vehicle is in the turbo power generation region, the map shown in FIG. 20 is further referred to, and the optimum value WGV0 of the waste gate closing amount is calculated (step 276). Next, the target wastegate opening degree WGV is calculated based on the wastegate closing amount optimum value WGV0 and the base opening degree (step 278). Then, turbo power generation is executed while controlling the waste gate valve 34 so that the target waste gate opening degree WGV is realized (step 280).

  The subsequent processing is the same as that of the above-described embodiment. That is, the turbo power generation power Pt is acquired (step 282), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 284). Then, the power running operation of the HV motor 78 is executed (step 286). Further, the engine torque is corrected so as not to cause a torque step in the shaft torque of the hybrid system (step 288).

  As described above, according to the present embodiment, when performing turbo power generation, the waste gate valve 34 is closed from the base opening, and the waste gate closing amount is set according to the engine speed and the engine torque (load). It can be controlled to an optimal amount that minimizes the fuel consumption rate of the system. For this reason, fuel consumption performance can be further improved.

  In Embodiment 8 described above, the case where the waste gate opening is closed from the base opening when turbo power generation is performed has been described. You may make it close the opening degree of a variable nozzle from a base opening degree at the time of turbo power generation execution. When the variable nozzle is closed, the flow rate of the exhaust gas flowing into the turbine 24 can be increased and the turbo rotational speed can be increased, so that the same effect as in the above-described eighth embodiment can be obtained.

Embodiment 9 FIG.
Next, a ninth embodiment of the present invention will be described with reference to FIG. 22. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  The present embodiment can be realized by causing the ECU 70 to execute the processing of the routine shown in FIG. 21 and the routine shown in FIG. 22 described later using the system shown in FIG.

[Features of Embodiment 9]
In the above-described eighth embodiment, a map (FIG. 20) in which the optimum value of the waste gate closing amount is determined for each engine speed and engine torque from the experimental data in advance and stored in the ECU 70. In contrast, in this embodiment, the map is generated by learning while the vehicle is running. That is, in the present embodiment, when turbo power generation is performed, the waste gate that minimizes the fuel consumption rate of the system is calculated by calculating the fuel consumption rate of the system based on the fuel injection amount while changing the waste gate closing amount. The closing amount is searched and stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 20 can be automatically generated.

[Specific Processing in Embodiment 9]
FIG. 22 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 22, first, it is determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 290). As a result, if it is determined that it is outside the turbo power generation permission area, the execution of the current routine is terminated as it is.

  On the other hand, if it is determined in step 290 that the engine 10 is in the turbo power generation permission region, then the waste gate closing time during turbo power generation is searched in order to search for the optimum value of the waste gate closing amount during turbo power generation. The quantity WGV0 is set to an appropriate value (step 292). For example, when searching for the optimum value while gradually increasing the waste gate closing amount, in this step 292, the current waste gate closing amount WGV0 is set to be larger than the previous set value by a predetermined step size. Is done.

  Subsequently, the target wastegate opening degree WGV is calculated based on the wastegate closing amount WGV0 set in step 292 (step 294). Then, turbo power generation is executed while controlling the waste gate valve 34 so that the target waste gate opening degree WGV is realized (step 296).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 298, 300, 302, 304). Note that the processing in step 302 is the same as step 152 in the third embodiment described above.

  Subsequently, the fuel consumption rate SFC of the system is calculated (step 306). The processing in step 306 is the same as that in step 156 of the third embodiment described above.

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 306 is the minimum under the current engine speed Ne and engine torque Te (step 308). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing from step 292 onward is executed again. On the other hand, if it is determined in step 308 that the currently calculated fuel consumption rate SFC is the minimum, the current conditions (engine speed Ne, engine torque Te, wastegate closing amount WGV0) are optimal. Is stored in the ECU 70 (step 310).

  The learning process shown in FIG. 22 as described above is performed for each engine speed and engine torque, whereby the optimum value of the waste gate closing amount can be obtained for each engine speed and engine torque. A map corresponding to FIG. 20 can be automatically generated. After such a map is generated, the routine processing shown in FIG. 21 described above may be executed as in the eighth embodiment.

  According to the present embodiment, since it is not necessary to previously obtain an optimum value of the waste gate closing amount during turbo power generation by experiments or the like, the system development period can be shortened.

  Further, since the optimum value map of the waste gate closing amount at the time of turbo power generation is generated by learning, a highly accurate map can be obtained. That is, in the case of the map prepared in advance, there may be a deviation from the actual optimum point due to the individual difference of the engine 10 and the influence of change over time. There will be no misalignment. For this reason, the waste gate closing amount at the time of turbo power generation can be controlled to a true optimum value with higher accuracy, and fuel efficiency can be further improved.

Embodiment 10 FIG.
Next, the tenth embodiment of the present invention will be described with reference to FIGS. 23 to 25. However, the description will focus on the differences from the above-described embodiments, and the same matters will be described. Simplify or omit.

  It is assumed that the system of this embodiment includes a variable valve operating device that makes the exhaust valve opening timing variable. This variable valve operating device may be one that makes the exhaust valve opening timing variable while keeping the operating angle constant, or one that changes the operating angle in accordance with a change in the exhaust valve opening timing. Alternatively, an electromagnetically driven valve that can open and close the exhaust valve 16 at any time may be used. Since these mechanisms are well-known, detailed description is abbreviate | omitted here.

  The system of the present embodiment is the same as the system shown in FIG. 1 described above except for the above points. The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 25 described later using such a system.

[Features of Embodiment 10]
In the present embodiment, when turbo power generation is performed, the exhaust valve opening timing is advanced from the base opening timing. When the exhaust valve opening timing is advanced, the exhaust gas temperature (exhaust energy) rises, so that the recovery work of the turbine 24 increases and the turbo power generation power can be increased. For this reason, the overall efficiency of the system can be further improved.

  FIG. 23 is a diagram illustrating an optimum value of the exhaust valve opening timing advance amount at each engine speed and engine torque. Here, the optimal value of the exhaust valve opening timing advance amount is an exhaust valve opening timing advance amount that minimizes the fuel consumption rate of the system.

  As shown in FIG. 23, when performing turbo power generation, if the exhaust valve opening timing is gradually advanced from the base opening timing (horizontal axis origin in FIG. 23), the fuel consumption of the system will be increased for the reasons described above. The rate will decline. However, if the exhaust valve opening timing advance amount becomes too large, the work received by the piston 12 in the expansion stroke is reduced and the engine torque is lowered, so that the fuel consumption rate of the system starts to rise from a certain point. That is, there is an optimum value of the exhaust valve opening timing advance amount that minimizes the fuel consumption rate of the system. The optimum value of the exhaust valve opening timing advance amount varies depending on the engine speed and the engine torque.

  FIG. 24 is a map that defines the optimum value of the exhaust valve opening timing advance amount extracted from the data shown in FIG. In the map shown in FIG. 24, the turbo power generation permission area is further divided into a plurality of areas, and the optimum value of the exhaust valve opening timing advance amount is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 23 is acquired in advance based on experiments and the like, and a map shown in FIG. 24 is created based on the data and stored in the ECU 70. In the present embodiment, when turbo power generation is executed, control is performed so that the exhaust valve opening timing advance amount becomes an optimum magnitude according to the engine speed and engine torque, based on the map shown in FIG. did.

[Specific Processing in Embodiment 10]
FIG. 25 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 25, first, the current engine speed Ne is acquired (step 320), and further the current required engine torque Te is calculated (step 322).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 324). In this step 324, it is determined based on the map shown in FIG. 24 whether or not the current operating state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 324 that the engine is in the turbo power generation region, the map shown in FIG. 24 is further referred to, and the optimum value EXO0 of the exhaust valve opening timing advance amount is calculated (step 326). . Next, the target exhaust valve opening timing EXO is calculated based on the exhaust valve opening timing advance amount optimum value EXO0 and the base opening timing (step 328). Then, turbo power generation is executed while controlling the operation of the exhaust valve 16 so that the target exhaust valve opening timing EXO is realized (step 330).

  The subsequent processing is the same as that of the above-described embodiment. That is, the turbo power generation power Pt is acquired (step 332), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 334). Then, the power running operation of the HV motor 78 is executed (step 336). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 338).

  As described above, according to the present embodiment, when performing turbo power generation, the turbo power generation power is increased by advancing the exhaust valve opening timing, and according to the engine speed and the engine torque (load). The amount of advancement of the exhaust valve opening timing can be controlled to an optimum value that minimizes the fuel consumption rate of the system. For this reason, fuel consumption performance can be further improved.

Embodiment 11 FIG.
Next, the eleventh embodiment of the present invention will be described with reference to FIG. 26. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  This embodiment can be realized by causing the ECU 70 to execute the routine shown in FIG. 25 and the routine shown in FIG. 26 described later using the system shown in FIG.

[Features of Embodiment 11]
In the tenth embodiment described above, a map (FIG. 24) in which the optimum value of the exhaust valve opening timing advance amount is determined for each engine speed and engine torque is obtained in advance from experimental data and stored in the ECU 70. . In contrast, in this embodiment, the map is generated by learning while the vehicle is running. That is, in the present embodiment, when performing turbo power generation, the fuel consumption rate of the system is minimized by calculating the fuel consumption rate of the system based on the fuel injection amount while changing the exhaust valve opening timing advance amount. The exhaust valve opening timing advance amount is searched for and stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 24 can be automatically generated.

[Specific Processing in Embodiment 11]
FIG. 26 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 26, first, it is determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 340). As a result, if it is determined that it is outside the turbo power generation permission area, the execution of the current routine is terminated as it is.

  On the other hand, if it is determined in step 340 that the engine 10 is within the turbo power generation permission region, the exhaust valve opening timing is searched for the optimum value of the exhaust valve opening timing advance amount during turbo power generation. The advance amount EXO0 is set to an appropriate value (step 342). For example, when searching for the optimum value while gradually increasing the exhaust valve opening timing advance amount, in this step 342, the current exhaust valve opening timing is set to be larger than the previous set value by a predetermined step size. The advance amount EXO0 is set.

  Subsequently, the target exhaust valve opening timing EXO is calculated based on the exhaust valve opening timing advance amount EXO0 set in step 342 and the base opening timing (step 344). Then, turbo power generation is executed while controlling the variable valve gear so that the target exhaust valve opening timing EXO is realized (step 346).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 348, 350, 352, 354). Note that the processing in step 352 is the same as step 152 in the third embodiment described above.

  Subsequently, the fuel consumption rate SFC of the system is calculated (step 356). The processing in step 356 is the same as step 156 in the third embodiment described above.

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 356 is the minimum under the current engine speed Ne and engine torque Te (step 358). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing from step 342 onward is executed again. On the other hand, if it is determined in step 358 that the currently calculated fuel consumption rate SFC is the minimum, the current conditions (engine speed Ne, engine torque Te, exhaust valve opening timing advance amount EXO0) ) Is stored in the ECU 70 as optimal (step 360).

  The learning process shown in FIG. 26 as described above is performed for each engine speed and engine torque, whereby the optimum value of the exhaust valve opening timing advance amount can be acquired for each engine speed and engine torque. A map corresponding to FIG. 24 described above can be automatically generated. After such a map is generated, the routine processing shown in FIG. 25 described above may be executed as in the tenth embodiment.

  According to the present embodiment, since it is not necessary to obtain the optimum value of the exhaust valve opening timing advance amount at the time of turbo power generation by experiments or the like in advance, the system development period can be shortened.

  Further, since an optimal value map of the exhaust valve opening timing advance amount during turbo power generation is generated by learning, a highly accurate map can be obtained. That is, in the case of the map prepared in advance, there may be a deviation from the actual optimum point due to the individual difference of the engine 10 and the influence of change over time. There will be no misalignment. Therefore, the exhaust valve opening timing advance amount at the time of turbo power generation can be controlled to a true optimum value with higher accuracy, and the fuel efficiency can be further improved.

Embodiment 12 FIG.
Next, the twelfth embodiment of the present invention will be described with reference to FIGS. 27 to 29. The difference from each of the above-described embodiments will be mainly described, and the same matters will be described. Simplify or omit.

  The system of the present embodiment includes a variable valve operating device that can vary the length of a valve overlap period (hereinafter referred to as “valve overlap amount”) in which both the intake valve 14 and the exhaust valve 16 are open. Shall. That is, this variable valve operating device makes at least one of the exhaust valve closing timing and the intake valve opening timing variable. Since a variable valve gear that makes the valve overlap amount variable is known, detailed description thereof is omitted here.

  The system of the present embodiment is the same as the system shown in FIG. 1 described above except for the above points. The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 29 described later using such a system.

[Features of Embodiment 12]
In the present embodiment, when turbo power generation is executed, the valve overlap amount is made larger than the base amount. When the valve overlap amount is increased, the amount of scavenged air (the amount of air flowing from the intake port to the exhaust port) is increased, and the amount of gas flowing into the turbine 24 is increased. Can be increased. For this reason, the overall efficiency of the system can be further improved.

  Hereinafter, the increase amount of the valve overlap amount at the time of turbo power generation with respect to the valve overlap amount of the base is referred to as “valve overlap increase amount”. FIG. 27 is a diagram showing the optimum value OL0 of the valve overlap increase amount at each engine speed and engine torque. Here, the optimum value OL0 of the valve overlap increase amount is a valve overlap increase amount that minimizes the fuel consumption rate of the system.

  As shown in FIG. 27, when performing turbo power generation, if the valve overlap amount is gradually advanced from the base amount (horizontal axis origin in FIG. 27), the fuel consumption rate of the system for the reason described above. Will decline. However, if the amount of increase in valve overlap becomes too large, the engine torque will decrease, so from some point the fuel consumption rate of the system will start to increase. That is, there is an optimum value OL0 of the valve overlap increase amount that minimizes the fuel consumption rate of the system. The optimum value OL0 of the valve overlap increase amount varies depending on the engine speed and the engine torque.

  FIG. 28 is a map that defines the optimum value OL0 of the valve overlap increase amount extracted from the data shown in FIG. 27 described above. In the map shown in FIG. 28, the turbo power generation permission area is further divided into a plurality of areas, and the optimum value OL0 of the valve overlap increase amount is determined for each section. In the present embodiment, it is assumed that data as shown in FIG. 27 is acquired in advance based on experiments or the like, and a map shown in FIG. 28 is created based on the data and stored in the ECU 70. In the present embodiment, when turbo power generation is executed, control is performed so that the valve overlap increase amount becomes an optimal magnitude according to the engine speed and engine torque, based on the map shown in FIG.

[Specific Processing in Embodiment 12]
FIG. 29 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 29, first, the current engine speed Ne is acquired (step 370), and the current required engine torque Te is further calculated (step 372).

  Subsequently, it is determined whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 374). In this step 374, it is determined based on the map shown in FIG. 28 whether or not the current operation state is within the turbo power generation permission region. If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 374 that the engine is in the turbo power generation region, the map shown in FIG. 28 is further referred to, and the optimum value OL0 of the valve overlap increase amount is calculated (step 376). Next, a target valve overlap OL is calculated based on the valve overlap increase optimum value OL0 (step 378). Then, turbo power generation is executed while controlling the operation of the variable valve gear so that the target valve overlap OL is realized (step 380).

  The subsequent processing is the same as that of the above-described embodiment. That is, the turbo power generation power Pt is acquired (step 382), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 384). Then, the power running operation of the HV motor 78 is executed (step 386). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 388).

  As described above, according to the present embodiment, when performing turbo power generation, the turbo power generation power is increased by increasing the valve overlap amount, and according to the engine speed and the engine torque (load), The amount of increase in the valve overlap can be controlled to an optimum size that minimizes the fuel consumption rate of the system. For this reason, fuel consumption performance can be further improved.

Embodiment 13 FIG.
Next, a thirteenth embodiment of the present invention will be described with reference to FIG. 30. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  This embodiment can be realized by causing the ECU 70 to execute the processing of the routine shown in FIG. 29 and the routine shown in FIG. 30 described later using the system shown in FIG.

[Features of Embodiment 13]
In the twelfth embodiment described above, a map (FIG. 28) in which the optimum value of the valve overlap increase amount is determined for each engine speed and engine torque in advance from experimental data or the like and stored in the ECU 70. In contrast, in this embodiment, the map is generated by learning while the vehicle is running. In other words, in the present embodiment, when turbo power generation is performed, the fuel consumption rate of the system is minimized by calculating the fuel consumption rate of the system based on the fuel injection amount while changing the valve overlap increase amount. The overlap increase amount is searched and stored in the ECU 70. By performing such learning processing for each engine speed and engine torque, a map corresponding to FIG. 28 can be automatically generated.

[Specific Processing in Embodiment 13]
FIG. 30 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 30, it is first determined whether or not the current operating state of the engine 10 is within the turbo power generation permission region (step 390). As a result, if it is determined that it is outside the turbo power generation permission area, the execution of the current routine is terminated as it is.

  On the other hand, if it is determined in step 390 that the engine 10 is within the turbo power generation permission region, the valve overlap increase amount OL0 is searched in order to search for the optimum value of the valve overlap increase amount during turbo power generation. Is set to an appropriate value (step 392). For example, when searching for the optimum value while gradually increasing the valve overlap increase amount, in this step 392, the current valve overlap increase amount OL0 is set to be larger than the previous set value by a predetermined step size. Is set.

  Subsequently, the target valve overlap OL is calculated based on the valve overlap increase amount OL0 set in step 392 (step 394). Then, turbo power generation is executed while controlling the variable valve gear so that the target valve overlap OL is realized (step 396).

  Next, the current turbo power generation power Pt, engine speed Ne, engine torque Te, and fuel injection amount tau are acquired (steps 398, 400, 402, 404). Note that the process of step 402 is the same as step 152 of the third embodiment described above.

  Subsequently, the fuel consumption rate SFC of the system is calculated (step 406). The processing in step 406 is the same as that in step 156 of the third embodiment described above.

  Next, it is determined whether or not the fuel consumption rate SFC of the system calculated in step 406 is the minimum under the current engine speed Ne and engine torque Te (step 408). As a result, when it is determined that the fuel consumption rate SFC calculated this time is not the minimum, the processing from step 392 onward is executed again. On the other hand, if it is determined in step 408 that the currently calculated fuel consumption rate SFC is the minimum, the current conditions (engine speed Ne, engine torque Te, valve overlap increase amount OL0) are set. It is stored in the ECU 70 as optimal (step 410).

  By performing the learning process shown in FIG. 30 as described above for each engine speed and engine torque, the optimum value of the valve overlap increase amount can be acquired for each engine speed and engine torque. A map corresponding to FIG. 28 can be automatically generated. After such a map is generated, the routine processing shown in FIG. 29 described above may be executed as in the twelfth embodiment.

  According to the present embodiment, it is not necessary to obtain an optimum value of the valve overlap increase amount at the time of turbo power generation by experiments or the like in advance, so that the system development period can be shortened.

  In addition, since the optimum value map of the valve overlap increase amount during turbo power generation is generated by learning, a highly accurate map can be obtained. That is, in the case of the map prepared in advance, there may be a deviation from the actual optimum point due to the individual difference of the engine 10 and the influence of change over time. There will be no misalignment. For this reason, the valve overlap increase amount at the time of turbo power generation can be controlled to a true optimum value with higher accuracy, and fuel efficiency can be further improved.

Embodiment 14 FIG.
Next, a fourteenth embodiment of the present invention will be described with reference to FIG. 31. The description will focus on the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  The present embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 31 described later using the system shown in FIG. 1 described above.

[Features of Embodiment 14]
When turbo power generation is executed, a large amount of exhaust energy is recovered by the turbine 24, so that the turbine outlet temperature T6 decreases, and the temperature of the exhaust gas flowing into the catalyst 36 decreases. For this reason, if turbo power generation is performed when the temperature of the catalyst 36 is not sufficiently increased, the catalyst warm-up time may take a long time. Therefore, in the present embodiment, turbo power generation is prohibited until the temperature of the catalyst 36 becomes sufficiently high.

[Specific Processing in Embodiment 14]
FIG. 31 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. This routine is the same as the routine shown in FIG. 4 except that steps 420 and 422 are added between steps 104 and 106.

  That is, according to the routine shown in FIG. 31, first, the current engine speed Ne is acquired (step 100), and further the current required engine torque Te is calculated (step 102).

  Subsequently, it is determined based on a predetermined map whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 104). If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

On the other hand, if it is determined in step 104 that the engine is in the turbo power generation region, then the temperature (bed temperature) of the catalyst 36 is acquired (step 420). The method for obtaining the temperature of the catalyst 36 is not particularly limited, and examples thereof include the following method.
1. The catalyst 36 is provided with a temperature sensor and measured directly.
2. The estimated temperature of the catalyst 36 is calculated from the exhaust gas temperature measured by the temperature sensor provided at the inlet of the catalyst 36 and the reaction heat value of the catalyst 36 obtained from the air-fuel ratio A / F.
3. An estimated exhaust gas temperature value at the inlet of the catalyst 36 is calculated from the operating state of the engine 10, and an estimated temperature of the catalyst 36 is calculated from the estimated value and the reaction calorific value of the catalyst 36 obtained from the air-fuel ratio A / F. .

  Subsequently, it is determined whether or not the temperature of the catalyst 36 acquired in step 420 is higher than a predetermined temperature (for example, 400 ° C.) (step 422). As a result, when the temperature of the catalyst 36 is higher than the predetermined temperature, it can be determined that the catalyst 36 is sufficiently warmed up. Therefore, in this case, turbo power generation is executed (step 106).

  The process for executing turbo power generation is the same as that in the first embodiment. That is, the turbo power generation power Pt is acquired (step 108), and the torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 110). Then, the power running operation of the HV motor 78 is executed (step 112). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 114).

  On the other hand, if the temperature of the catalyst 36 is equal to or lower than the predetermined temperature in the step 422, that is, if the catalyst 36 is not sufficiently warmed up, the current routine is performed without executing turbo power generation. The execution of is terminated. That is, execution of turbo power generation is prohibited.

  As described above, according to the present embodiment, the temperature of the exhaust gas flowing into the catalyst 36 can be kept high by prohibiting the execution of turbo power generation until the temperature of the catalyst 36 becomes sufficiently high. For this reason, the catalyst 36 can be warmed up early, and the emission can be reduced. Further, when the light load operation continues even after the catalyst 36 has been warmed up, the temperature of the catalyst 36 may decrease again. According to the routine shown in FIG. Even in this case, execution of turbo power generation can be prohibited. For this reason, the temperature of the catalyst 36 can be quickly warmed up again, and emission deterioration can be prevented.

  In the fourteenth embodiment described above, the ECU 70 executes the process of step 420, so that the “catalyst temperature acquisition means” according to the twelfth aspect of the invention executes the process of step 422. The “power generation prohibiting means” in the 12 inventions is realized.

Embodiment 15 FIG.
Next, the fifteenth embodiment of the present invention will be described with reference to FIG. 32. The fifteenth embodiment will be described mainly with respect to the differences from the above-described embodiments, and the same matters will be simplified or described. Omitted.

  This embodiment can be realized by causing the ECU 70 to execute a routine process shown in FIG. 32 described later using the system shown in FIG.

[Features of Embodiment 15]
In the present embodiment, when power generation by the HV generator 76 (hereinafter referred to as “generator power generation”) is executed when entering the turbo power generation permission region, the turbo power generation is prioritized and the HV is increased by the amount of turbo power generation. The power generated by the generator 76 (hereinafter referred to as “generator generated power”) is reduced.

  Since the HV generator 76 generates power using the output of the engine 10, the overall efficiency of the system decreases during the execution of generator power generation. On the other hand, according to the present embodiment, the energy of exhaust gas that should originally be discarded can be recovered as turbo-generated power, and the generator generated power can be reduced by that amount, further improving the overall efficiency of the system. be able to.

[Specific Processing in Embodiment 15]
FIG. 32 is a flowchart of a routine executed by the ECU 70 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 32, first, the current engine speed Ne is acquired (step 430), and further the current required engine torque Te is calculated (step 432).

  Subsequently, it is determined based on a predetermined map whether or not the operating state defined by the engine speed Ne and the required engine torque Te is within the turbo power generation permission region (step 434). If it is determined that it is outside the turbo power generation permission area, the execution of this routine is terminated as it is.

  On the other hand, if it is determined in step 434 that the engine is in the turbo power generation region, it is then determined whether generator power generation is being executed (step 436). As a result, when the generator power generation is not executed, the same processing as that in the first embodiment is executed. That is, turbo power generation is executed (step 438), turbo power generation power Pt is acquired (step 440), and torque Tm of the HV motor 78 is calculated based on the turbo power generation power Pt (step 442). Then, the power running operation of the HV motor 78 is executed (step 444). Further, the engine torque is corrected so that a torque step does not occur in the shaft torque of the hybrid system (step 446).

  On the other hand, if the generator power generation is being executed in step 436, first, the generator generated power is acquired (step 448). Next, turbo power generation is executed (step 450), and turbo power generation power Pt is acquired (step 452).

  Subsequently, corrected generator generated power is calculated (step 454). The corrected generator generated power is calculated as a value obtained by subtracting the turbo generated power Pt acquired in step 452 from the generator generated power acquired in step 448. Then, the generator power generation is continued after controlling the generator power generation to be the calculated corrected generator power generation (step 456).

  Subsequently, the engine torque is corrected so as not to cause a torque step in the shaft torque of the hybrid system (step 458). In step 458, first, an engine torque decrease due to the execution of turbo power generation is calculated. Next, an engine torque surplus accompanying a decrease in generator drive torque due to a decrease in generator generated power is calculated. Then, a necessary engine torque correction amount is calculated by subtracting the engine torque drop and the engine torque surplus, and the fuel injection amount from the fuel injector 18 and the throttle valve are realized so that the engine torque correction amount is realized. The opening of 50 is corrected.

  As described above, according to this embodiment, when generator power generation is being performed when entering the turbo power generation permission region, priority is given to turbo power generation, and the generator power generation is reduced by the amount of turbo power generation. Can be made. For this reason, since the torque consumed for driving the HV generator 76 can be reduced, the overall efficiency of the system can be further improved.

  In the fifteenth embodiment described above, the HV generator 76 corresponds to the “generator” in the thirteenth aspect of the present invention. Further, the “priority means” in the thirteenth and fourteenth aspects of the present invention is realized by the ECU 70 executing the processing of steps 436 to 456.

  In the fifteenth embodiment described above, the hybrid vehicle system as shown in FIG. 1 has been described. However, the thirteenth and fourteenth aspects of the invention relate to a normal vehicle that enters the turbo power generation permission region. The present invention can also be applied when the generator (alternator) is generating power.

It is a figure for demonstrating the system configuration | structure of Embodiment 1 of this invention. It is a figure which shows the electrical angle in the case of 120 degree electricity supply control. It is a figure which shows the electrical angle in the case of sine wave energization control. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is the map which defined the turbo power generation permission area | region and the turbo power generation non-permission area. It is a figure showing the optimal value of turbo power generation electric power. It is a flowchart of the routine performed in Embodiment 2 of this invention. It is the map which determined the turbo power generation permission area | region and the optimal value of turbo power generation electric power. It is a figure for demonstrating the method of learning the optimal value of turbo electric power generation. It is a flowchart of the routine performed in Embodiment 3 of the present invention. It is a figure showing the optimal value of ignition timing retard amount. 6 is a map that defines an optimum value of an ignition timing retard amount. It is a flowchart of the routine performed in Embodiment 4 of this invention. It is a flowchart of the routine performed in Embodiment 5 of this invention. It is a figure showing the optimal value of the amount of fuel reduction. It is the map which defined the optimal value of the amount of fuel reduction. It is a flowchart of the routine performed in Embodiment 6 of this invention. It is a flowchart of the routine performed in Embodiment 7 of this invention. It is a figure showing the optimal value of waste gate closing amount. It is the map which defined the optimum value of the waste gate closing amount. It is a flowchart of the routine performed in Embodiment 8 of this invention. It is a flowchart of the routine performed in Embodiment 9 of this invention. It is a figure showing the optimal value of exhaust valve opening timing advance amount. 6 is a map that defines an optimum value of the exhaust valve opening timing advance amount. It is a flowchart of the routine performed in Embodiment 10 of this invention. It is a flowchart of the routine performed in Embodiment 11 of this invention. It is a figure showing the optimal value of valve overlap increase amount. It is the map which defined the optimal value of valve overlap increase amount. It is a flowchart of the routine performed in Embodiment 12 of this invention. It is a flowchart of the routine performed in Embodiment 13 of this invention. It is a flowchart of the routine performed in Embodiment 14 of this invention. It is a flowchart of the routine performed in Embodiment 15 of this invention.

Explanation of symbols

10 Engine 14 Intake valve 16 Exhaust valve 18 Fuel injector 22 Motor-assisted turbocharger 24 Turbine 26 Compressor 28 Motor 32 Exhaust bypass passage 34 Waste gate valve 54 Intake temperature sensor 56 Intake pipe pressure sensor 60 Crank angle sensor 70 ECU
76 HV generator 78 HV motor

Claims (15)

A turbine operated by exhaust gas of an internal combustion engine;
An electric motor for assisting an axial torque of the internal combustion engine;
A rotating electrical machine capable of generating electricity by being driven by the turbine;
Engine torque control means for controlling engine torque based on the amount of power generated by the rotating electrical machine and the torque increment of the motor by the regenerative power when supplying regenerative power generated by the rotating electrical machine to the motor; ,
An internal combustion engine system comprising: The engine torque control means includes
A decrease correction means for correcting a decrease in engine torque caused by power generation of the rotating electrical machine;
Surplus correction means for correcting a surplus of engine torque resulting from torque increment of the electric motor by the regenerative power;
The internal combustion engine system according to claim 1, comprising:   The predetermined control parameter of the rotating electric machine or the internal combustion engine is set according to the engine speed and the engine load so that the fuel consumption rate with respect to the total output of the internal combustion engine and the electric motor is minimized when the rotating electric machine performs power generation. The internal combustion engine system according to claim 1, further comprising parameter setting means for setting. A turbine operated by exhaust gas of an internal combustion engine;
A rotating electrical machine capable of generating electricity by being driven by the turbine;
When the electric power generation of the rotating electric machine is executed, the predetermined engine control parameter of the rotating electric machine or the internal combustion engine is set so that the fuel consumption rate with respect to the sum of the engine output and the regenerative electric power generated by the rotating electric machine is minimized. Parameter setting means to set according to the number and engine load;
An internal combustion engine system comprising:   The internal combustion engine system according to claim 3 or 4, wherein the control parameter is a power generation amount of the rotating electrical machine.   The internal combustion engine system according to claim 3 or 4, wherein the control parameter is an ignition timing of the internal combustion engine. Fuel increasing means for increasing the fuel injection amount when it is necessary to protect the exhaust purification catalyst and / or increase the output of the internal combustion engine;
An increase amount reduction means for reducing the fuel increase width of the fuel increase means when the power generation of the rotating electrical machine is executed, compared to when the power generation is not executed;
With
The internal combustion engine system according to claim 3 or 4, wherein the control parameter is a fuel decrease amount by the increase width reduction means. A waste gate valve that allows a part of the exhaust gas of the internal combustion engine to pass through the turbine, and / or a variable nozzle that makes the inlet area of the turbine variable,
The internal combustion engine system according to claim 3 or 4, wherein the control parameter is a closing amount of the waste gate valve and / or the variable nozzle. An exhaust variable valve mechanism that makes the exhaust valve opening timing of the internal combustion engine variable,
The internal combustion engine system according to claim 3 or 4, wherein the control parameter is the exhaust valve opening timing. A variable valve mechanism for varying a valve overlap amount between the exhaust valve and the intake valve of the internal combustion engine;
The internal combustion engine system according to claim 3 or 4, wherein the control parameter is the valve overlap amount. Torque acquisition means for detecting or estimating engine torque;
Fuel consumption rate calculation means for calculating the fuel consumption rate based on the engine torque and the fuel injection amount;
Learning means for learning the value of the control parameter that minimizes the fuel consumption rate for each engine speed and engine load based on the calculation result of the fuel consumption rate calculation means;
The internal combustion engine system according to any one of claims 3 to 10, further comprising: Catalyst temperature acquisition means for detecting or estimating the temperature of the exhaust purification catalyst;
When the temperature acquired by the catalyst temperature acquisition means is lower than a predetermined value, power generation prohibiting means for prohibiting power generation of the rotating electrical machine,
The internal combustion engine system according to any one of claims 1 to 11, further comprising: A generator that can be driven by part of the engine torque;
When power generation by the rotating electrical machine is permitted, priority means for preferentially executing power generation by the rotating electrical machine over power generation by the generator;
The internal combustion engine system according to any one of claims 1 to 12, further comprising:   When the power generation by the rotating electrical machine is permitted and the power generation by the generator is being executed, the priority unit reduces the power generation amount of the generator by the amount of power generated by the rotating electrical machine. The internal combustion engine system according to claim 13. A compressor that rotates integrally with the turbine and compresses the intake air supplied to the internal combustion engine;
The internal combustion engine system according to claim 1, wherein supercharging by the compressor can be assisted by operating the rotating electric machine as an electric motor.

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