JP2009137531A - Power output device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device for a vehicle that enables a hybrid vehicle to make a turnout travel even if an EGR device mounted on the hybrid vehicle gets out of order. <P>SOLUTION: The power output device for the vehicle includes an engine 2, an exhaust recirculation mechanism which recirculates part of exhaust to an intake system of the engine 2, an electric motor for driving wheels, and a control unit 14 which controls the engine 2 and motor. The control unit 14 allows the engine 2 to intermittently operate after the vehicle is started when the exhaust recirculation mechanism is normal, and inhibits the engine 2 from intermittently operating after the vehicle is started if the exhaust recirculation mechanism becomes abnormal. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output apparatus for a vehicle, and more particularly to a power output apparatus for a hybrid vehicle equipped with an internal combustion engine.

  Conventionally, control for increasing the fuel supply amount and control for recirculating part of the exhaust gas to the intake system (EGR: Exhaust Gas Recirculation) have been performed. In a gasoline engine, when the rotational speed increases, the combustion temperature increases remarkably and the generation of nitrogen oxides increases. However, the combustion temperature can be lowered by EGR, and the amount of nitrogen oxides generated can be reduced.

  An exhaust gas recirculation device (hereinafter referred to as an EGR device) that improves exhaust emission by recirculating part of exhaust gas into intake air is an EGR passage or an EGR passage that connects an exhaust passage and an intake passage of an internal combustion engine. And an EGR valve that adjusts the external exhaust gas recirculation amount (the amount of exhaust gas introduced into the intake air). Then, by optimizing the opening degree of the EGR valve in accordance with the operating state of the internal combustion engine, the external exhaust gas recirculation amount (hereinafter referred to as the external EGR amount) is suitably adjusted, and the exhaust emission can be improved. .

  By the way, this EGR valve may be stuck open due to the deposition (deposition) of fuel impurities, scum, etc., and the inclusion of foreign matter (such as rust on the pipe). Japanese Patent Laying-Open No. 2005-207285 (Patent Document 1) discloses an internal combustion engine control device that can maintain good combustion of an internal combustion engine while preventing a reduction in fuel consumption even when an EGR control valve is fixed open.

The internal combustion engine control device has an exhaust gas recirculation function for recirculating exhaust gas from the exhaust path to the intake path through the exhaust gas path. When the EGR valve that opens and closes the exhaust gas passage is fixed open, this internal combustion engine control device improves combustion by increasing the swirling flow compared to before the open fixing, thereby improving the combustion state of the internal combustion engine. . Thereby, the combustibility can be improved without increasing the fuel injection, and the combustion of the internal combustion engine can be kept good while preventing the fuel consumption from decreasing.
JP-A-2005-207285 JP 2004-360548 A JP-A-6-58197 JP 2007-76551 A

  In recent years, hybrid vehicles using a motor and an engine for driving a vehicle have been developed and put into practical use as environmentally friendly vehicles.

  In the hybrid vehicle, the drive request torque on the axle is obtained from the map based on the shift position, the accelerator opening, and the vehicle speed. Then, a drive request output (power) is calculated by multiplying the drive request torque at the axle by the axle rotation speed, and a power based on a charge request for the battery is added to the power to calculate a total output (request value).

  When this total output (target value) is determined, the optimum operating condition (target engine speed) for outputting the engine output (required value) corresponding thereto is determined on the engine operating line. The intersection of the engine operating line and the equal engine power line becomes the target engine speed and the target engine torque. The engine operation line is also referred to as an HV operation line.

  The engine control unit performs fuel injection, ignition timing, electronic throttle, VVT-i (intake side variable valve timing) control, etc. so as to realize the engine output (required value) and the target engine speed determined as described above. To do.

  When an acceleration request is input by a driver's accelerator pedal operation or the like, the engine output (required value) increases. Therefore, the engine control unit normally moves the operating point of the engine in the direction of increasing the engine output (required value) on the engine operating line.

  When the vehicle speed is low, such as when starting, the engine operating efficiency deteriorates. Therefore, the engine is stopped and the vehicle is driven only by the motor.

  In a hybrid vehicle in which such control is performed, when the engine is equipped with an EGR device, the control when the EGR valve is stuck open has not yet been fully studied. At least, even if a failure occurs in the EGR device, it is desirable that a function capable of traveling by itself to the repair shop is secured.

  An object of the present invention is to provide a power output device for a vehicle that can be evacuated even when a failure occurs in an EGR device mounted on a hybrid vehicle.

  In summary, the present invention relates to a power output apparatus for a vehicle, an internal combustion engine, an exhaust gas recirculation mechanism that recirculates a part of exhaust gas of the internal combustion engine to an intake system of the internal combustion engine, and an electric motor for driving wheels. And a control device for controlling the internal combustion engine and the electric motor. When the exhaust gas recirculation mechanism is normal, the control device permits intermittent operation of the internal combustion engine after starting the vehicle. When an abnormality occurs in the exhaust gas recirculation mechanism, the control device intermittently operates the internal combustion engine after starting the vehicle. Is prohibited.

  Preferably, the internal combustion engine includes an intake valve, an exhaust valve, a variable valve timing mechanism capable of changing an overlap amount during a valve opening period of the intake valve and the exhaust valve, and a fuel supply mechanism for supplying fuel to the internal combustion engine Including. When an abnormality occurs in the exhaust gas recirculation mechanism, the control device instructs the fuel supply mechanism to increase the amount of fuel and decreases the overlap amount to the variable valve timing mechanism.

  Preferably, it further includes a power split mechanism that transmits at least part of the power output from the internal combustion engine to the drive shaft of the wheel. When permitting intermittent operation of the internal combustion engine, the control device stops the internal combustion engine when the vehicle state satisfies a predetermined condition. The predetermined condition includes that the vehicle speed is equal to or lower than the first threshold value.

  More preferably, the motive power output device of the vehicle further includes a power storage device that supplies electric power to the rotating electrical machine, and a generator that converts at least a part of mechanical power generated by the internal combustion engine into electric power. The predetermined condition further includes that the power storage state of the power storage device has decreased below the second threshold value.

  According to the present invention, even when a failure occurs in the EGR device, engine misfire is suppressed, and it is possible to travel to a repair shop by self-propelling.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is a diagram illustrating a main configuration of a hybrid vehicle 1 according to the present embodiment. The hybrid vehicle 1 is a vehicle that uses both an engine and a motor for traveling.

  Referring to FIG. 1, hybrid vehicle 1 includes front wheels 20R and 20L, rear wheels 22R and 22L, an engine 2, a planetary gear 16, a differential gear 18, and gears 4 and 6.

  The hybrid vehicle 1 further includes a battery B disposed behind the vehicle, a booster unit 32 that boosts DC power output from the battery B, an inverter 36 that transfers DC power between the booster unit 32, and the planetary gear 16 The motor generator MG1 coupled to the engine 2 via the main shaft and mainly generating electric power, and the motor generator MG2 whose rotation shaft is connected to the planetary gear 16 are included. Inverter 36 is connected to motor generators MG <b> 1 and MG <b> 2 and performs conversion between AC power and DC power from booster unit 32.

  Planetary gear 16 has first to third rotation shafts. The first rotation shaft 46 is connected to the engine 2, the second rotation shaft 44 is connected to the motor generator MG1, and the third rotation shaft is connected to the motor generator MG2. The third rotation shaft is also a drive shaft 42 for driving the wheels.

  A gear 4 is attached to the third rotating shaft, and the gear 4 drives the gear 6 to transmit power to the differential gear 18. The differential gear 18 transmits the power received from the gear 6 to the front wheels 20R and 20L, and transmits the rotational force of the front wheels 20R and 20L to the third rotating shaft of the planetary gear via the gears 6 and 4.

  Planetary gear 16 serves as a power split mechanism that splits power between engine 2 and motor generators MG1, MG2. That is, if the rotation of two of the three rotation shafts of the planetary gear 16 is determined, the rotation of the remaining one rotation shaft is forcibly determined. Therefore, the vehicle speed is controlled by controlling the power generation amount of the motor generator MG1 and driving the motor generator MG2 while operating the engine 2 in the most efficient region (on the HV operation line), so that the overall energy efficiency is high. Car is realized.

  A reduction gear that decelerates the rotation of motor generator MG2 and transmits it to planetary gear 16 may be provided, or a transmission gear that can change the reduction ratio of the reduction gear may be provided.

  Battery B as a DC power source includes a secondary battery such as nickel metal hydride or lithium ion, for example, and supplies DC power to boosting unit 32 and is charged by DC power from boosting unit 32.

  Booster unit 32 boosts the DC voltage received from battery B and supplies the boosted DC voltage to inverter 36. Inverter 36 converts the supplied DC voltage into AC voltage, and drives and controls motor generator MG1 when the engine is started. Further, after the engine is started, AC power generated by motor generator MG1 is converted into DC by inverter 36, and converted to a voltage suitable for charging battery B by boosting unit 32, and battery B is charged.

  Inverter 36 drives motor generator MG2. Motor generator MG2 assists engine 2 to drive front wheels 20R and 20L. At the time of braking, motor generator MG2 performs a regenerative operation and converts the rotational energy of the wheels into electric energy. The obtained electric energy is returned to the battery B via the inverter 36 and the booster unit 32. Battery B is an assembled battery and includes a plurality of battery units B0 to Bn connected in series. System main relays 28 and 30 are provided between boost unit 32 and battery B, and the high voltage is cut off when the vehicle is not in operation.

  Hybrid vehicle 1 further includes a control device 14. The control device 14 controls the engine 2, the inverter 36, the boosting unit 32, and the system main relays 28 and 30 in accordance with the driver's instruction and outputs from various sensors attached to the vehicle.

FIG. 2 is a diagram showing the configuration related to the engine 2 of FIG. 1 in more detail.
Referring to FIG. 2, air is sucked into engine 2 from air cleaner 102. The intake air amount is adjusted by the throttle valve 104. The throttle valve 104 is an electrically controlled throttle valve that is driven by a throttle motor 312.

  The engine 2 is a V-type engine and includes two banks A and B. Hereinafter, at the end of the reference numerals, A is added to the elements of the bank A, and B is added to the elements of the bank B.

  The air that has passed through the throttle valve 104 is introduced into the surge tank 142 from the intake passage 140 and is sucked into the two banks A and B from the intake passage 144. Air is mixed with fuel at the intake port in front of the cylinders 106A and 106B (combustion chambers). Fuel is injected from the injectors 108A and 108B into the intake ports of the banks A and B, respectively.

  Fuel is injected during the intake stroke. Note that the timing of fuel injection is not limited to the intake stroke. In this embodiment, an example in which an injector for port injection is provided will be described, but a direct injection engine in which injection holes of injectors 108A and 108B are provided in cylinders 106A and 106B, respectively, may be used. Further, both a port injection injector and a direct injection injector may be provided.

  For example, four cylinders are provided in each bank. The air-fuel mixture in the cylinders 106A and 106B is ignited and burned by spark plugs connected to the ignition coils 110A and 110B, respectively. The air-fuel mixture after combustion, that is, the exhaust gas, is purified by the three-way catalysts 112A and 112B, joins, and after being purified by the three-way catalyst 112 of the center muffler, is discharged outside the vehicle. The pistons 114A and 114B are pushed down by the combustion of the air-fuel mixture, and the crankshaft rotates.

  An intake valve 118A and an exhaust valve 120A are provided at the top of the cylinder 106A. The amount and timing of air introduced into the cylinder 106A is controlled by the intake valve 118A. The amount and timing of the exhaust gas discharged from the cylinder 106A is controlled by the exhaust valve 120A. The intake valve 118A is driven by a cam (not shown) provided on the camshaft 130A. The exhaust valve 120A is driven by a cam (not shown) provided on the camshaft 129A.

  An intake valve 118B and an exhaust valve 120B are provided at the top of the cylinder 106B. The amount and timing of air introduced into the cylinder 106B is controlled by the intake valve 118B. The amount and timing of the exhaust gas discharged from the cylinder 106B is controlled by the exhaust valve 120B. The intake valve 118B is driven by a cam (not shown) provided on the camshaft 130B. The exhaust valve 120B is driven by a cam (not shown) provided on the camshaft 129B.

  The intake valves 118A and 118B have their opening / closing timing controlled by VVT (Variable Valve Timing) mechanisms 126A and 126B, respectively. The opening / closing timing of the exhaust valves 120A and 120B may be controlled by the VVT mechanism.

  In the present embodiment, the opening and closing timing of intake valves 118A and 118B is controlled by rotating the cam by the VVT mechanism. The method for controlling the opening / closing timing is not limited to this. Further, since a well-known general technique may be used for the VVT mechanism, detailed description thereof will not be repeated here.

  The control device 14 adjusts the throttle opening θth, the ignition timing of each bank A and B, the fuel injection timing, the fuel injection amount, and the operation state of the intake valve (opening / closing timing, lift) so that the engine 2 is in a desired operation state. Amount, working angle, etc.). Control device 14 receives signals from cam angle sensors 300A and 300B, crank angle sensor 302, knock control sensors (KCS) 304A and 304B, throttle opening sensor 306, ignition switch 308, and accelerator pedal position sensor 314. Entered.

  The cam angle sensors 300A and 300B output a signal indicating the cam position. The crank angle sensor 302 outputs a signal representing the rotation speed of the crankshaft (engine rotation speed) and the rotation angle of the crankshaft. Knock sensors 304 </ b> A and 304 </ b> B output signals representing the vibration intensity of engine 2. The throttle opening sensor 306 outputs a signal representing the throttle opening. When the ignition switch 308 is turned on by a driver's operation, the ignition switch 308 outputs a signal indicating that the ignition switch 308 is on. The accelerator pedal position sensor 314 outputs an accelerator pedal position Acc corresponding to the amount of depression of the accelerator pedal operated by the driver.

  The control device 14 controls the engine 2 based on signals input from these sensors, a map and a program stored in a memory (not shown).

  Control device 14 receives a sensor signal related to bank A and controls a VVT mechanism 126A for bank A, and receives a sensor signal related to bank B and controls a VVT mechanism 126B for bank B. A bank B control unit 202B and an engine control unit 201 that receives a sensor signal common to the banks A and B and performs control common to the banks A and B are included.

  An exhaust gas recirculation device (hereinafter referred to as an EGR device) is provided in the peripheral configuration of the engine 2 shown in FIG. The EGR device is a device that returns a part of the exhaust gas to the intake system, lowers the maximum temperature when the air-fuel mixture burns, and suppresses the generation amount of NOx. An EGR passage 148 is branched from the exhaust pipe 146 of the bank B, and the EGR passage 148 is connected to the intake passage 140. An EGR valve 150 is provided in the middle of the EGR passage 148. The EGR valve 150 is controlled to open and close by a command from the engine control unit 201 of the control device 14. Further, the valve opening amount of the EGR valve 150 is detected by the EGR opening degree sensor 151 and transmitted to the engine control unit 201 of the control device 14.

  FIG. 3 is a flowchart for explaining overheat suppression control in the present embodiment. The process of this flowchart is called and executed from the main routine of vehicle travel control every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 2 and 3, when the process is started, it is first determined in step S1 whether or not EGR valve 150 is openly fixed. Even if the control device 14 transmits a command to decrease the valve opening amount to the EGR valve 150, the control device 14 determines that the opening is fixed when the valve opening amount detected by the EGR opening sensor 151 does not change.

  In the case where the EGR opening degree sensor 151 is not provided, for example, when the EGR valve 150 is fixed open, the rotational fluctuation increases. Therefore, it is possible to determine that the EGR valve 150 is open fixed by detecting the rotational fluctuation. . Specifically, when the engine is in an idle operation state and the target rotation speed is 1000 rpm, the engine rotation speed obtained from the output of the crank angle sensor 302 at this time is the lower limit side threshold value (for example, 800 rpm). Alternatively, it may be determined that the EGR valve 150 is stuck open when the number of times of protrusion from between the upper limit side threshold value (for example, 1200 rpm) becomes a certain value or more per unit time.

  If the EGR valve 150 is not stuck open (NO in step S1), the process proceeds to step S2, and normal engine control is performed thereafter. First, in step S2, air-fuel ratio control is performed so that the air-fuel ratio A / F of the fuel becomes an ideal air-fuel ratio (which varies depending on the engine type and fuel type, for example, A / F = 14.56).

  Further, in step S3, control based on the control amount obtained from the standard map is performed on the VVT mechanisms 126A and 126B that control the opening and closing timing of the intake valves 118A and 118B.

  Further, in step S4, intermittent engine operation is permitted. In the engine intermittent operation permission state, when the vehicle speed is low, such as at the time of starting, the engine operating efficiency deteriorates. Therefore, control is performed to propel the vehicle only with the motor and stop the operation of the engine. Even when the vehicle is stopped or started, the engine is not stopped when the state of charge (SOC) of the battery is insufficient or when the acceleration request amount is large.

  When the settings of steps S2 to S4 are performed, the process proceeds to step S9, and the control is moved to the main routine.

  On the other hand, if it is determined in step S1 that the EGR valve 150 is stuck open, the process proceeds to step S5.

  First, in step S5, air-fuel ratio control is performed so that the air-fuel ratio A / F of the fuel is in a fuel rich state (for example, A / F = 12.5 depending on the engine type and fuel type) than the ideal air-fuel ratio. . By correcting the air-fuel ratio to the rich side, the fuel supplied to the engine is increased. Thereby, a combustion state is stabilized.

  Further, in step S6, control based on a control amount obtained from a map adapted to the EGR valve open fixed state is performed on the VVT mechanisms 126A and 126B that control the opening and closing timing of the intake valves 118A and 118B. For example, in the example in which the VVT mechanism is provided for the intake valve, when it is determined that the EGR valve 150 is in the open fixing state, the valve timing of the intake valves 118A and 118B is controlled to be the most retarded angle. . This most retarded angle control is performed by outputting a control signal from the control device 14 to the VVT mechanisms 126A and 126B. For example, the helical spline incorporated in the intake timing pulley is rotated by the hydraulic pressure of the engine, and the rotational phase of the camshaft with respect to the crankshaft is changed to the retard side. By performing the most retarded angle control, the overlap between the intake valve 118A and the exhaust valve 120A (or the intake valve 118B and the exhaust valve 120B) opening at the same time is reduced, and so-called internal EGR (open from the exhaust pipe regardless of the EGR passage). In addition, exhaust gas is introduced into the cylinder through the exhaust valve, which is also called self-EGR). As a result, the combustion of the fuel in the cylinder that has become unstable due to the EGR valve being stuck open can be stabilized.

  Further, in step S7, intermittent engine operation is prohibited. When the EGR valve is fixed, a large amount of exhaust gas remains in the engine cylinder, and the engine is likely to misfire. For this reason, if the engine is stopped, there is a possibility that it cannot be restarted. In the engine intermittent operation prohibited state, the engine continues to operate in an idle state even if the vehicle stops. That is, even when the vehicle is temporarily stopped at an intersection or the like, the engine is not intermittently operated. If the fuel remains, the engine continuously operates until the ignition switch is turned off.

  Subsequently, in step S8, a warning lamp (MIL: Malfunction Indication Lump) is turned on, and the driver is left with a failure. Instead of the warning lamp, a warning display may be displayed on the liquid crystal panel or the like, or the warning may be notified by voice.

  Since the control is changed so that the engine is difficult to stop, the driver can evacuate the vehicle to the repair shop if the failure is left unattended. In the case of a hybrid vehicle, a motor for driving the wheels is mounted, so that it is possible to stop the engine when the engine system fails and the vehicle can be driven by the motor alone. If you run out, you will not be able to move the vehicle. Therefore, even if you can evacuate to the road shoulder, you do not know whether you can reach the repair shop. With the hybrid vehicle of the present embodiment, if the fuel is sufficient, it is possible to travel for a longer distance and for a longer time than in the case of such a hybrid vehicle. Therefore, the possibility of being able to run to the repair shop is further increased.

  When the settings in steps S5 to S8 are completed, the process proceeds to step S9, and control is transferred to the main routine.

  FIG. 4 is an operation waveform diagram for explaining the state of control when the EGR is abnormal to which the control shown in FIG. 3 is applied.

  Referring to FIG. 4, time is shown on the horizontal axis of the waveform diagram, and the EGR determination result, fuel injection amount, air-fuel ratio, valve timing, throttle opening θth, EGR rate time lapse in order from the top of FIG. 4. The waveform which shows the change accompanying this is described.

  From time t0 to t1, the throttle opening θth is set to a predetermined value PT, and the air-fuel ratio is set to 14.56.

  At time t1, the EGR determination changes from normal to abnormal. This abnormality is an open adhesion of the EGR valve. For this reason, the EGR rate rapidly increases at time t1.

  When the abnormality of the EGR device is detected at time t1, the control device 14 increases the fuel and controls the fuel rich side so that the air-fuel ratio goes from 14.5 to 12.5. At the same time, the control device 14 changes the valve timing to a timing at which the intake charge efficiency into the cylinder is maximized. Further, the control device 14 sets the throttle opening to the maximum opening WOT (Wide Open Throttle) and increases the intake air amount.

  By performing such control, the rapidly increasing EGR rate gradually decreases from time t1 to time t2. Therefore, after time t2, the EGR rate does not decrease to the level before the rapid increase, but the EGR rate can be lowered to the extent that engine misfire does not occur.

  Therefore, even when the EGR valve 150 is stuck open, it is possible to suppress engine misfire during operation, and to extend the distance that can be self-propelled rather than the distance traveled only by the motor. As a result, the possibility of being able to go to a store or a repair shop by self-propelled after the warning lamp is turned on increases.

Finally, referring to FIG. 1 again, the present embodiment will be generally described.
The vehicle power output apparatus according to the present embodiment includes an engine 2, an exhaust gas recirculation mechanism that recirculates part of the exhaust gas of the engine 2 to the intake system of the engine 2, an electric motor for driving wheels, and the engine 2 And a control device 14 for controlling the electric motor. When the exhaust gas recirculation mechanism is normal, the control device 14 permits intermittent operation of the engine 2 after starting the vehicle. When an abnormality occurs in the exhaust gas recirculation mechanism, the control device 14 intermittently operates the engine 2 after starting the vehicle. Prohibit driving.

  Preferably, as shown in FIG. 2, the engine 2 has a variable valve timing that can change the amount of overlap between the intake valves 118A and 118B, the exhaust valves 120A and 120B, and the valve opening periods of the intake valves and the exhaust valves. A mechanism (VVT mechanisms 126A and 126B) and a fuel supply mechanism (injectors 108A and 108B) for supplying fuel to the engine 2 are included. When an abnormality occurs in the exhaust gas recirculation mechanism, the control device 14 instructs the fuel supply mechanism to increase the fuel and decreases the overlap amount to the variable valve timing mechanism.

  Preferably, a power split mechanism (planetary gear 16) for transmitting at least part of the power output from engine 2 to the drive shaft of the wheel is further provided. When permitting intermittent operation of engine 2, control device 14 stops engine 2 when the vehicle state satisfies a predetermined condition. The predetermined condition includes that the vehicle speed is equal to or lower than the first threshold value.

  More preferably, the vehicle power output device includes a power storage device (battery B) for supplying electric power to the rotating electrical machine, and a generator (motor generator MG1) for converting at least a part of mechanical power generated by the engine 2 into electric power. And further comprising. The predetermined condition further includes that the power storage state of the power storage device has decreased below the second threshold value.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the main structures of the hybrid vehicle 1 of this Embodiment. It is a figure which shows the structure regarding the engine 2 of FIG. 1 in detail. It is a flowchart for demonstrating the overheat suppression control in this Embodiment. FIG. 4 is an operation waveform diagram for explaining a state of control when an EGR abnormality to which the control shown in FIG. 3 is applied.

Explanation of symbols

  1 Hybrid vehicle, 2 engine, 4, 6 gear, 14 control device, 16 planetary gear, 18 differential gear, 20R, 20L front wheel, 22R, 22L rear wheel, 28, 30 system main relay, 32 boost unit, 36 inverter, 42 drive Shaft, 44, 46 Rotating shaft, 102 Air cleaner, 104 Throttle valve, 106A, 106B Cylinder, 108A, 108B Injector, 110A, 110B Ignition coil, 112, 112A, 112B Three-way catalyst, 114A, 114B Piston, 118A, 118B Intake valve 120A, 120B Exhaust valve, 126A, 126B VVT mechanism, 129A, 129B, 130A, 130B Camshaft, 140 Intake passage, 142 Surge tank, 144 Intake passage, 146 exhaust pipe, 148 EGR passage, 150 EGR valve, 151 EGR opening sensor, 201 engine control unit, 202A bank A control unit, 202B bank B control unit, 300A, 300B cam angle sensor, 302 crank angle sensor, 304A, 304B knock sensor, 306 throttle opening sensor, 308 ignition switch, 312 throttle motor, 314 accelerator pedal position sensor, B battery, B0 battery unit, MG1, MG2 motor generator, PG planetary gear.

Claims (4)

An internal combustion engine;
An exhaust gas recirculation mechanism for recirculating a part of the exhaust gas of the internal combustion engine to the intake system of the internal combustion engine;
An electric motor for driving the wheels;
A control device for controlling the internal combustion engine and the electric motor,
When the exhaust gas recirculation mechanism is normal, the control device permits intermittent operation of the internal combustion engine after starting the vehicle, and when an abnormality occurs in the exhaust gas recirculation mechanism, the control device A vehicle power output device that prohibits intermittent operation of an internal combustion engine. The internal combustion engine
An intake valve;
An exhaust valve;
A variable valve timing mechanism capable of changing an overlap amount of a valve opening period of the intake valve and the exhaust valve;
A fuel supply mechanism for supplying fuel to the internal combustion engine,
2. The control device according to claim 1, wherein when an abnormality occurs in the exhaust gas recirculation mechanism, the control device instructs the fuel supply mechanism to increase the amount of fuel and decreases the overlap amount to the variable valve timing mechanism. Vehicle power output device. A power split mechanism that transmits at least part of the power output from the internal combustion engine to the drive shaft of the wheel;
The controller, when permitting intermittent operation of the internal combustion engine, stops the internal combustion engine when a vehicle state satisfies a predetermined condition,
The predetermined condition is:
The vehicle power output device according to claim 1, comprising a vehicle speed being equal to or less than a first threshold value. A power storage device for supplying electric power to the rotating electrical machine;
A generator for converting at least part of the mechanical power generated by the internal combustion engine into electric power,
The predetermined condition is:
The power output device for a vehicle according to claim 3, further comprising that the power storage state of the power storage device is lower than a second threshold value.

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