JP2009264230A - Internal combustion engine, vehicle and control method for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately determine that an exhaust gas recirculation (EGR) valve is opened and fixed, in an internal combustion engine which sprovided with an exhaust gas recirculating device for supplying the exhaust gas of an exhaust system to an air inlet system. <P>SOLUTION: When the load factor kl of the engine is less than a predetermined value α (S410), and when a rate of an engine torque Te, which is actually output to a target torque Te* of the engine, is less than a predetermined value β (a temporary abnormal determining flag Ftmp is 1) and an engine request power Pe* is 0 (S430-S470), a torque Tset for determination is set to be the target torque of the engine (step S480); after a predetermined time T1 has elapsed (S490), the engine torque Te and a predetermined value γ are compared (S500); and if the engine torque Te is less than the predetermined value γ, the EGR valve is determined as being opened and fixed. As a result, it is possible to accurately determine that the EGR valve has been opened and fixed, without being influenced by the load fluctuation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle, and a control method for an internal combustion engine device. More specifically, the present invention relates to an internal combustion engine, and when the internal combustion engine is operated in a predetermined low load region, it is different from the predetermined low load region. An internal combustion engine device comprising an exhaust gas supply means for adjusting the valve opening in the closing direction and supplying exhaust gas to the intake system of the internal combustion engine as compared with when operating in a low load region, and a vehicle equipped with the same The present invention also relates to a method for controlling an internal combustion engine device.

2. Description of the Related Art Conventionally, as this type of internal combustion engine device, a device that diagnoses an EGR valve failure in an EGR (Exhaust Gas Recirculation) device that supplies exhaust gas to an intake system has been proposed (for example, see Patent Document 1). In this apparatus, when the throttle opening is an intermediate opening and the engine torque fluctuation is relatively large, an opening control signal is output to the EGR valve so that the opening becomes small, and the engine torque fluctuation is detected. When the engine torque fluctuation does not change in spite of the valve opening control signal, it is determined that the EGR valve is stuck in the open state.
JP 2007-77924 A

  In the internal combustion engine apparatus described above, although it is described that the abnormality of the EGR valve is determined when the accelerator opening is the intermediate opening, the accelerator opening is relatively small and the engine is operated at a low load. There is no mention of determining an abnormality of the EGR valve. When the engine is operating at a low load, if the EGR valve is stuck in the open state, the combustion state deteriorates and misfire occurs, or the purification catalyst provided in the engine exhaust system adversely affects Therefore, there is a demand for more accurate diagnosis of EGR valve abnormality even when the engine is operated at a low load.

  An internal combustion engine device and a control method thereof according to the present invention are mainly intended to more accurately determine an abnormality in an exhaust gas supply device that supplies exhaust gas to an intake system in a state where the internal combustion engine is operated at a low load.

  The internal combustion engine apparatus and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine,
When the internal combustion engine is operated in a predetermined low load region, the valve opening degree is adjusted in the closing direction as compared with when the internal combustion engine is operated in a non-low load region different from the predetermined low load region. Exhaust supply means for supplying to the intake system of the internal combustion engine;
Control means for controlling the operation of the internal combustion engine based on a target torque;
Output torque detecting means for detecting the output torque of the internal combustion engine;
When a predetermined determination execution condition is satisfied while the internal combustion engine is operated in the predetermined low load region, a predetermined determination torque is set as the target torque, and the control means uses the set target torque. Whether or not an abnormality has occurred in the exhaust gas supply means depending on whether or not the output torque detected by the output torque detection means when the operation of the internal combustion engine is controlled is insufficient with respect to the predetermined determination torque. An abnormality determination means for determining
It is a summary to provide.

  In this internal combustion engine device according to the present invention, when operating in a predetermined low load region, the valve opening is adjusted in the closing direction as compared to when operating in a non-low load region, and exhaust is made into the intake system. An internal combustion engine having exhaust supply means for supplying is controlled based on the target torque, an output torque of the internal combustion engine is detected, and a predetermined determination execution condition is satisfied in a state where the internal combustion engine is operated in a predetermined low load region. The predetermined determination torque is set as the target torque, and whether or not the output torque detected when the internal combustion engine is controlled to operate with the set target torque is insufficient with respect to the predetermined determination torque. It is determined whether or not an abnormality has occurred in the exhaust supply means. As a result, it is possible to more accurately determine the abnormality of the exhaust supply means while the internal combustion engine is operating at a low load. Further, it is possible to eliminate the need to adjust the valve opening degree of the exhaust gas supply means for the determination for determining the abnormality of the exhaust gas supply means.

  In such an internal combustion engine apparatus of the present invention, the abnormality determination means is a means for determining that an abnormality has occurred in the exhaust gas supply means when the detected output torque of the internal combustion engine is less than a predetermined torque. You can also.

  In the internal combustion engine device of the present invention, the predetermined low load region is a region in which the internal combustion engine may misfire when the valve opening degree of the exhaust gas supply unit is fixed in the opening direction. You can also By so doing, it is possible to determine the possibility that this abnormality will cause misfire of the internal combustion engine by determining the abnormality of the exhaust gas supply means.

  Furthermore, in the internal combustion engine device of the present invention, a purification catalyst may be provided in the exhaust system of the internal combustion engine. In this way, when the internal combustion engine is operated in a predetermined low load region with an abnormality in the exhaust gas supply means, the combustion state is deteriorated and the purification catalyst is greatly affected. large. In this aspect of the internal combustion engine device of the present invention, the predetermined low load region is a region where the purification catalyst may be overheated when the valve opening degree of the exhaust supply means is fixed in the opening direction. You can also By so doing, it is possible to determine the possibility that this abnormality will cause overheating of the purification catalyst by determining the abnormality of the exhaust gas supply means.

  Further, in the internal combustion engine device of the present invention, the abnormality determining means determines that the predetermined supply condition is satisfied when the engine required power required for the internal combustion engine is approximately 0, and the abnormality is detected in the exhaust supply means. It may be a means for determining whether or not it has occurred. In this way, it is possible to more accurately determine the abnormality of the exhaust supply means without affecting the normal operation control of the internal combustion engine.

  In the internal combustion engine device of the present invention, the internal combustion engine device is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Electric power power input / output means for outputting the power of the power to the drive shaft, and an electric motor capable of inputting / outputting power to the drive shaft, and the control means causes the abnormality in the exhaust supply means by the abnormality determination means. When it is determined that the internal combustion engine is not operated in the predetermined low load region, the internal combustion engine, the power power input / output means, and the electric motor may be controlled. By doing so, it is possible to avoid the influence on the purification catalyst due to the abnormality of the exhaust gas supply means.

  In the internal combustion engine device according to the present invention, comprising the power drive input / output means and the electric motor, the control means is adapted to intermittently operate the internal combustion engine and the power so as not to be operated in the predetermined low load region. It may be a means for controlling the power input / output means and the electric motor.

  Further, in the internal combustion engine apparatus of the present invention having the power power input / output means and the electric motor, the control means is an operator when it is not determined by the abnormality determination means that an abnormality has occurred in the exhaust supply means. The operation point of the internal combustion engine is set by using the rotational speed ratio relationship, which is the relationship of the ratio of the rotational speed of the internal combustion engine to the rotational speed of the drive shaft, and the internal combustion engine is operated at the set operating point. The internal combustion engine is controlled to operate, and when it is determined by the abnormality determination means that an abnormality has occurred in the exhaust gas supply means, the predetermined restriction imposed on the internal combustion engine regardless of the operation of the operator The operating point of the internal combustion engine is set based on the engine required power required for the internal combustion engine, and the internal combustion engine is operated at the set operating point. It may be assumed to be a unit that controls the operation of the said engine.

  Furthermore, in the internal combustion engine device of the present invention having an electric power drive input / output means and an electric motor, the electric power drive input / output means has a generator, and the internal combustion engine uses a torque from the generator as a reaction force. It is means for outputting torque from the engine to the drive shaft, and the output torque detecting means is means for detecting the output torque of the internal combustion engine by detecting the torque from the generator. it can. In this way, the output torque of the internal combustion engine can be detected more accurately.

  Further, in the internal combustion engine apparatus of the present invention having an electric power drive input / output means and an electric motor, the electric power drive input / output means includes a generator, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the drive. A three-axis power input / output means connected to the three shafts of the shaft and configured to input / output power to the remaining one axis based on power input / output to / from any two of the three axes. It can also be.

  The vehicle of the present invention is the internal combustion engine device of the present invention according to any one of the above-described aspects, that is, basically an internal combustion engine device including the internal combustion engine, wherein the internal combustion engine operates in a predetermined low load region. When the engine is being operated, an exhaust gas supply that supplies the exhaust gas to the intake system of the internal combustion engine by adjusting the valve opening in the closing direction as compared to when operating in a non-low load region different from the predetermined low load region Means, control means for controlling the operation of the internal combustion engine based on the target torque, output torque detection means for detecting the output torque of the internal combustion engine, and the internal combustion engine being operated in the predetermined low load region When a predetermined determination execution condition is satisfied, a predetermined determination torque is set as the target torque, and when the internal combustion engine is controlled by the control means with the set target torque, the output torque detection means An internal combustion engine device comprising: an abnormality determination unit that determines whether or not an abnormality has occurred in the exhaust supply unit based on whether or not the output torque detected by the engine is insufficient with respect to the predetermined determination torque The gist is to do.

  Since the vehicle according to the present invention is equipped with the internal combustion engine device according to any one of the aspects described above, the same effect as that produced by the internal combustion engine device according to the present invention, for example, the internal combustion engine is operated at a low load. The effect of being able to more accurately determine the abnormality of the exhaust gas supply means in the state where it is in the state of being Etc. can be played.

The control method of the internal combustion engine device of the present invention includes:
When the internal combustion engine and the internal combustion engine are operated in a predetermined low load region, the valve opening is adjusted in the closing direction compared to when the internal combustion engine is operated in a non-low load region different from the predetermined low load region. An exhaust gas supply means for supplying exhaust gas to the intake system of the internal combustion engine, and a control method for an internal combustion engine device comprising:
(A) controlling the operation of the internal combustion engine based on the target torque;
(B) detecting an output torque of the internal combustion engine;
(C) When a predetermined determination execution condition is satisfied while the internal combustion engine is operated in the predetermined low load region, a predetermined determination torque is set as the target torque, and the set target torque Depending on whether or not the output torque detected in step (b) is insufficient with respect to the predetermined determination torque when the operation of the internal combustion engine is controlled in step (a), the exhaust supply means is abnormal. The gist is to determine whether it has occurred.

  According to the control method for an internal combustion engine device of the present invention, the valve opening degree is adjusted in the closing direction when operating in a predetermined low load region as compared to when operating in a non-low load region. An internal combustion engine having exhaust supply means for supplying exhaust gas to the intake system is controlled to operate based on the target torque, an output torque of the internal combustion engine is detected, and the internal combustion engine is operated in a predetermined low load region. When the determination execution condition is satisfied, the predetermined determination torque is set as the target torque, and the output torque detected when the internal combustion engine is controlled to operate with the set target torque is insufficient with respect to the predetermined determination torque. It is determined whether or not an abnormality has occurred in the exhaust gas supply means depending on whether or not it is. As a result, it is possible to more accurately determine the abnormality of the exhaust supply means while the internal combustion engine is operating at a low load. Further, it is possible to eliminate the need to adjust the valve opening degree of the exhaust gas supply means for the determination for determining the abnormality of the exhaust gas supply means.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). An EGR pipe 152 that supplies exhaust gas to the intake side is attached to the subsequent stage of the purification device 134, and the engine 22 supplies exhaust gas as non-combustion gas to the intake side to mix air, exhaust gas, and gasoline. Can be sucked into the combustion chamber. The amount of exhaust gas supplied to the intake side of the engine 22 is adjusted by an EGR valve 154 driven by a stepping motor 153. Hereinafter, supplying the exhaust of the engine 22 to the intake side is referred to as EGR.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The temperature of the coolant from the sensor 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle valve that detects the position of the throttle valve 124 The throttle position from the position sensor 146, the air flow meter signal from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, the air fuel ratio from the air fuel ratio sensor 135a, oxygen Such as oxygen signal from capacitors 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, the drive signal to the stepping motor 153 that adjusts the opening degree of the EGR valve 154, and the like are output. It is output through the port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 calculates the rotational speed of the crankshaft 26 based on the crank position from the crank position sensor 140, that is, the rotational speed Ne of the engine 22, or the intake air amount based on the air flow meter signal with respect to the maximum intake air amount. The load factor kl as a ratio is calculated.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors 45 and 46. The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44, and motors MG1 and MG2 based on the phase currents from the current sensors 45 and 46. The motor torques Tm1 and Tm2 output from are calculated.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  Further, in the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, the parking position (P position) used during parking, the reverse position (R position) for reverse travel, the neutral position (N position), the forward position In addition to the normal driving position (D position) for traveling, a sequential shift position (S position), an upshift instruction position, and a downshift instruction position are prepared. When the D position is selected as the shift position SP, the hybrid vehicle 20 of the embodiment performs drive control so that the engine 22 is operated efficiently and the response of the power output is relatively good. If the S position is selected as the shift position SP, it is possible to change the ratio of the rotational speed of the engine 22 with respect to the vehicle speed V to, for example, six stages (SP1 to SP6) mainly during deceleration. In the embodiment, when the shift lever 81 is set to the S position by the driver, the shift position SP is set to SP5 at the fifth stage, and the shift position sensor 82 detects that the shift position SP = SP5. Thereafter, when the shift lever 81 is set to the upshift instruction position, the shift position SP is raised by one step (upshifted), while when the shift lever 81 is set to the downshift instruction position, the shift position SP is set to 1. The position is lowered (downshifted) step by step, and the shift position sensor 82 outputs the current shift position SP according to the operation of the shift lever 81.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode can be considered as one mode of the charge / discharge operation mode because the charge / discharge of the battery 50 in the charge / discharge operation mode is 0. Therefore, hereinafter, the torque conversion operation mode and the charge / discharge operation mode are collectively referred to as a charge / discharge operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the drive control of the hybrid vehicle 20, the operation control of the engine 22, and the process of diagnosing a failure of the EGR valve 154 will be described. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70, FIG. 4 is a flowchart showing an example of an engine control routine executed by the engine ECU 24, and FIG. 5 is a flowchart showing an example of an EGR valve failure diagnosis processing routine executed by an engine ECU 24. The drive control routine is repeatedly executed every predetermined time (for example, every several msec). The engine control routine is executed when a control signal is received from the drive control routine. Further, the EGR valve failure diagnosis processing routine is repeatedly executed every predetermined time (for example, every several tens of msec). For convenience of explanation, the engine control routine and the EGR valve failure diagnosis processing routine will be described first, and then the drive control routine will be described.

  In the engine control routine, the CPU 24a of the engine ECU 24 first inputs data necessary for control such as the engine required power Pe *, the target torque Te *, the rotational speed Ne, and the load factor kl (step S300). Here, as the engine required power Pe * and the target torque Te *, those set by the hybrid electronic control unit 70 in the drive control routine of FIG. 3 are input by communication. Further, the rotation speed Ne is input based on the crank position from the crank position sensor 140. Further, the load factor kl is input based on the air flow meter signal from the air flow meter 148. Subsequently, a target exhaust supply rate EGR * is set based on the input engine speed Ne and the load factor kl (step S310), and the target opening of the EGR valve 154 is set based on the set target exhaust supply rate EGR *. The degree V * is set (step S320), and the stepping motor 156 is controlled so that the EGR valve 154 opens at the set target opening degree V * (step S330). Here, the target exhaust gas supply rate EGR * is stored in the ROM 74 as a target exhaust gas supply rate setting map by previously obtaining the relationship among the engine speed Ne, the load factor kl, and the target exhaust gas supply rate EGR * in the embodiment. In addition, when the rotational speed Ne and the load factor kl are given, they are set by deriving the corresponding target exhaust gas supply rate EGR * from the map. An example of the target exhaust gas supply rate setting map is shown in FIG. As shown in the figure, the target exhaust gas supply rate EGR * is set such that the load factor kl and the rotational speed Ne tend to be lower as it goes to the low load low rotational speed region. Then, a target throttle opening TH * is set based on the input target torque Te * of the engine 22 (step S340), and the throttle motor 145 is driven and controlled so that the throttle valve 124 opens at the set target throttle opening TH *. At the same time, combustion injection control and ignition control are performed (step S350), and this routine is terminated.

  In the EGR valve failure diagnosis processing routine, the CPU 24a of the engine ECU 24 first executes processing for inputting data required for processing such as engine required power Pe *, target torque Te *, rotational speed Ne, and motor torque Tm1 (step). S400). Here, the motor torque Tm1 calculated by the motor ECU 40 based on the phase current of the motor MG1 from the current sensor 45 is input by communication. Subsequently, it is determined whether or not the engine 22 is operating (step S410), and when the engine 22 is operating, the load factor kl is less than a predetermined value α (step S415). Here, the predetermined value α is a threshold value for determining whether or not the engine 22 is operating in a low load region, and is set to 30%, for example. When the engine 22 is not in operation, that is, when the engine 22 is stopped or the load factor kl is equal to or greater than the predetermined value α even when the engine 22 is in operation, the state of the engine 22 is used to diagnose a failure of the EGR valve 154 in this routine. If it is determined that the state is not suitable, this routine is terminated without doing anything. On the other hand, when the engine 22 is in operation and the load factor kl is less than the predetermined value α, the engine torque Te is calculated based on the input motor torque Tm1 (step S420). Here, in the power distribution and integration mechanism 30, the torque from the engine 22 is distributed from the carrier 34 to the sun gear 31 and the ring gear 32, and the motor MG 1 is responsible for the reaction force against the torque distributed to the sun gear 31. Based on the gear ratio ρ of the power distribution and integration mechanism 30 and the motor torque Tm1, the following equation (1) can be used. “Ρ” is the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32.

  Te = -Tm1 × (1 + ρ) / ρ (1)

  When the engine torque Te is estimated in this way, it is determined whether or not the temporary abnormality determination flag Ftmp is 0 (step S430). Here, the temporary abnormality determination flag Ftmp is used to determine whether or not there is a possibility that the EGR valve 154 is stuck (open stuck) in an opened state, and a value 0 is set as an initial value. If it is determined that there is a possibility that the EGR valve 154 is stuck open, the value 1 is set. When the temporary abnormality determination flag Ftmp is 0, the ratio DT (Te / Te *) of the engine torque Te to the target torque Te * is calculated (step S440), and it is determined whether the calculated ratio DT is less than the predetermined value β. (Step S450). Here, the predetermined value β is a threshold value for determining whether or not the engine torque Te is smaller than the target torque Te *, and is set to a value of 0.6 or 0.7, for example. When the load factor kl of the engine 22 is low, as shown in FIG. 6, the target exhaust gas supply rate EGR * is low. However, if the EGR valve 154 is fixed open, the actual exhaust gas supply rate EGR * There is a case where the exhaust gas supply rate becomes high. In this case, the exhaust amount sucked into the engine 22 increases and the air amount decreases, so the engine torque Te decreases with respect to the target torque Te *. In the embodiment, it is determined whether or not the EGR valve 154 is likely to be stuck open by determining whether the ratio DT of the engine torque Te to the target torque Te * is less than the predetermined value β. It is. When the ratio DT of the engine torque Te to the target torque Te * is greater than or equal to the predetermined value β, it is determined that the possibility that the EGR valve 154 is open and fixed is low, and this routine is terminated. It is determined that there is a high possibility that the EGR valve 154 is stuck open, and a value 1 is set to the temporary abnormality determination flag Ftmp (step S460), and this routine is terminated.

  If the temporary abnormality determination flag Ftmp is set to a value of 1, a negative determination is made in step S430 from the next time onward, so it is next determined whether or not the input engine request power Pe * is a value of 0. (Step S470) When the engine required power Pe * is 0, the determination torque Tset is set to the target torque Te * (Step S480), and after waiting for a predetermined time T1 (Step S490), the input engine It is determined whether or not the torque Te is less than a predetermined value γ (step S500). If the engine torque Te is equal to or greater than the predetermined value γ, it is determined that the EGR valve 154 is not open and fixed, and this routine is terminated as it is. When Te is less than the predetermined value γ, it is determined that the EGR valve 154 is fixed open, and the abnormality determination flag Fabn is set from the value 0 to the value 1. And (step S510), and ends the present routine. The determination torque Tset is a torque that is temporarily set to determine whether the EGR valve 154 is stuck open. For example, the determination torque Tset is set so that the engine 22 is operated at a rotation speed Ne of 1000 rpm and a load factor kl of 20%. can do. Accordingly, by stably operating the engine 22 with the determination torque Tset as the target torque Te *, it is possible to accurately determine whether or not the EGR valve 154 is open and fixed based on the engine torque Te without being affected by load fluctuations. Can be determined. Here, when the EGR valve 154 is fixed open, the combustion state of the engine 22 becomes unstable, and the engine 22 is likely to misfire. The occurrence of misfire of the engine 22 causes overheating of the catalyst of the purification device 134. However, when the engine 22 is operated at a low load, the EGR valve 154 is compared to when the engine 22 is operated at a high load. Even if it adheres with a relatively small opening, the catalyst of the purifier 134 is likely to overheat. In the embodiment, when the engine 22 is operated in a low load region where the load factor kl is less than the predetermined value α, this determination (determination in steps S470 to S510) is performed, whereby the EGR valve 154 is firmly fixed. In addition, it is also determined whether or not the catalyst overheating of the purifier 134 is affected. FIG. 7 shows the relationship between the rotational speed Ne of the engine 22, the load factor kl, and the catalyst OT region. Here, the catalyst OT region indicates a region where the catalyst of the purification device 134 may be overheated. In the embodiment, the predetermined value γ is slightly smaller than the determination torque Tset in order to determine whether or not the EGR valve 154 is open and fixed at an opening degree that may cause the catalyst of the purification device 134 to overheat. It is set as a value. When it is determined in step S470 that the engine required power Pe * is not 0, the routine is terminated because the engine 22 is not in a situation suitable for outputting the determination torque Tset. Thus, the normal operation control of the engine 22 is not affected when diagnosing a failure of the EGR valve 154.

  FIG. 8 is an explanatory diagram showing how the engine required power Pe *, the target torque Te *, and the engine torque Te change with time. As shown in the figure, when the engine required power Pe * becomes a value 0, when the temporary abnormality determination flag Ftmp is a value 0, the target torque Te * becomes a value 0 and the operation is stopped with the independent operation (see the broken line). When the temporary abnormality determination flag Ftmp is 1, the determination torque Tset is set to the target torque Te * (see the solid line). When the EGR valve 154 is not fixed open, the engine torque Te is substantially the same as the target torque Te *. However, when the EGR valve 154 is fixed open, the engine torque Te is smaller than the target torque Te *. In the embodiment, it is determined whether or not the EGR valve 154 is open and fixed by determining whether or not the engine torque Te is less than a predetermined value γ.

  Next, the drive control routine of FIG. 3 will be described. When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, a shift position SP from the shift position sensor 82, an abnormality determination flag Fabn, and other data necessary for control are executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the abnormality determination flag Fabn is input by communication through the one set by the engine ECU 24 in the EGR valve failure diagnosis processing routine of FIG.

  When the data is input in this manner, the value of the input abnormality determination flag Fabn is checked (step S110). When the abnormality determination flag Fabn is 0, that is, when it is not determined that the EGR valve 154 is open and stuck, Proceeding to the processing, when the abnormality determination flag Fabn is a value 1, that is, when it is determined that the EGR valve 154 is fixed open, the sequential shift mode is prohibited regardless of the input shift position SP (step S120). The sequential shift mode is prohibited when the sequential shift (S) position is set as the shift position SP, as will be described later, the rotational speed Ne of the engine 22 increases as the number of steps decreases with respect to the same vehicle speed V. Since the value is set as the lower limit rotation speed Nemin, the target torque Te * (load factor kl) of the engine 22 becomes small for the same engine required power Pe *, and the engine 22 is operated in the catalyst OT region. This is to avoid this.

  Subsequently, the required torque Tr * and the required power to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. P * is set (step S120). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 9 shows an example of the required torque setting map. When the sequential shift mode is prohibited in step S120, the required torque Tr * is set as the D position even if the shift position SP is the S position. The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Then, it is determined whether or not the required power P * is equal to or greater than the predetermined power Pref1 (step S140). When the required power P * is equal to or greater than the predetermined power Pref1, it is determined whether or not the abnormality determination flag Fabn is 1 (step S150). When the abnormality determination flag Fabn is a value 1, it is determined whether or not the required power P * is equal to or greater than the predetermined power Pref2 that is larger than the predetermined power Pref1 (step S160). Here, the predetermined power Pref1 is a threshold value for determining the operation mode when the abnormality determination flag Fabn is a value of 0. For example, the predetermined power Pref1 is near the lower limit value of the power region in which the engine 22 can be operated relatively efficiently. A value can be used. Further, the predetermined power Pref2 is a threshold value for determining the operation mode when the abnormality determination flag Fabn is 1, and the above-described catalyst OT region among the power regions in which the engine 22 can be operated at a relatively high rate. A value in the vicinity of the lower limit value of the region excluding the can be used. Thus, when the abnormality determination flag Fabn is 1, the purification device is caused by the EGR valve 154 being opened and fixed by performing intermittent operation of the engine 22 so that the engine 22 is not operated in the catalyst OT region. This prevents the 134 catalysts from overheating.

  The engine 22 should be operated when the required power P * is equal to or greater than the predetermined power Pref1 and the abnormality determination flag Fabn is 0 or when the abnormality determination flag Fabn is equal to 1 but the required power P * is equal to or greater than the predetermined power Pref2. Therefore, the required power P * is set to the required engine power Pe * required for the engine 22 (step S170), and the target engine speed Ne * and the target torque of the engine 22 are set based on the set required engine power Pe *. Te * is set (step S180). This setting is performed based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 10 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  When the input shift position SP is the sequential shift (S) position (step S190), the larger of the engine lower limit rotation speed Nemin based on the shift position SP and the vehicle speed V and the set target rotation speed Ne * is set as the target rotation. The target torque Te * is reset by dividing the required power Pe * by the reset target rotational speed Ne * and resetting it as the number Ne * (step S200). When the shift position SP is at the S position, the engine lower limit rotational speed Nemin is set to a smaller value according to the shift position SP, that is, as the number of steps increases with respect to the same vehicle speed V. The relationship between the shift position SP, the vehicle speed V, and the engine lower limit rotational speed Nemin is set in advance and stored in the ROM 74 as an engine lower limit rotational speed setting map. When the shift position SP and the vehicle speed V are given, the map corresponds. The engine lower limit rotational speed Nemin is derived and set. An example of the engine lower limit speed setting map is shown in FIG. In the figure, six solid lines are engine lower limit speed setting maps used when the shift position SP is at the S position. Note that when the shift position SP is the S position but the sequential shift mode is prohibited, the target rotational speed Ne * and the target torque Te * are not reset.

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are thus set, control in the charge / discharge operation mode is executed (step S210), and this routine is terminated. Here, in the control in the charge / discharge operation mode, the torque command Tm1 * to be output from the motor MG1 for operating the engine 22 at the set target rotational speed Ne * is set, and the required torque Tr * is a ring gear as a drive shaft. The torque command Tm2 * to be output from the motor MG2 is set so as to be output to the shaft 32a, the engine required power Pe * and the target torque Te * are transmitted to the engine ECU 24, and the motor ECU 40 for the torque commands Tm1 * and Tm2 *. This is done by sending to FIG. 12 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Two thick arrows on the R axis indicate torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and torque that the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. It shows. The torque command Tm2 * can be set using the alignment chart of FIG. In the embodiment, the torque command Tm2 * is set within a range not exceeding the input / output limits Win and Wout of the battery 50. The engine ECU 24, which has received the engine required power Pe * and the target torque Te *, executes the engine control routine of FIG. 4 described above to control the operation of the engine 22 with the target torque Te * to obtain motor torques Tm1 * and Tm2 *. The received motor ECU 40 controls driving of the motors MG1, MG2 with motor torques Tm1 *, Tm2 *.

  In step S140, the required power P * is determined to be less than the predetermined power Pref1, or in step S140, the required power P * is determined to be greater than or equal to the predetermined power Pref1, but in step S150, the abnormality determination flag Fabn is determined to be 1 and step S160. When it is determined that the required power P * is less than the predetermined power Pref2, it is determined that the operation of the engine 22 should be stopped, the engine required power Pe * is set to 0 (step S220), and control in the motor operation mode is executed. (Step S230), and this routine is finished. In the control by the motor operation mode, a value 0 is set in the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output from the motor MG2. Is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. The engine ECU 24 that has received the engine required power Pe * with a value of 0 during operation of the engine 22 basically stops the fuel injection after operating the engine 22 independently for a predetermined time by the engine control routine of FIG. By doing so, the operation of the engine 22 is stopped. As described above, when the determination torque Tset is set to the target torque Te * in step S480 of the EGR valve failure diagnosis processing routine of FIG. 5, the operation control of the engine 22 by the determination torque Tset is performed during that time. become.

  According to the hybrid vehicle 20 of the embodiment described above, when the load factor kl is less than the predetermined value α and the engine 22 is operating at a low load, the target torque Tset is determined when the engine required power Pe * is zero. Since it is set as the torque Te * and it is determined whether or not the EGR valve 154 is open and fixed depending on whether or not the engine torque Te is less than the predetermined value γ when the operation of the engine 22 is controlled based on the target torque Te *. Further, the open adhesion of the EGR valve 154 can be more accurately determined without being affected by the load fluctuation of the engine 22. In addition, since the diagnosis is performed at the time of low load operation in which the catalyst of the purification device 134 is likely to be overheated when the EGR valve 154 is fixed open, whether the catalyst of the purification device 134 is likely to be overheated due to the open fixation of the EGR valve 154 is determined. Can be determined. In addition, when the open fixing of the EGR valve 154 is determined, a threshold (predetermined power Pref2) for prohibiting the sequential shift mode or intermittent operation of the engine 22 so that the engine 22 is not operated in the low load region (catalyst OT region). ) Is set and the operation of the engine 22 is controlled, so that the catalyst of the purifier 134 can be prevented from overheating due to the open fixing of the EGR valve 154.

  Although the hybrid vehicle 20 of the embodiment is provided with the sequential shift (S) position as the shift position SP, the control by the sequential shift may not be performed. In this case, steps S110, S120, S190, and S200 of the drive control routine of FIG. 3 are not necessary.

  In the hybrid vehicle 20 of the embodiment, when the open fixing of the EGR valve 154 is determined, a threshold (predetermined) for the required power P * for intermittently operating the engine 22 so that the engine 22 is not operated in the low load region (catalyst OT region). Although the power Pref1, Pref2) is switched, the control by switching the predetermined powers Pref1, Pref2 may not be performed.

  In the hybrid vehicle 20 of the embodiment, in the EGR valve failure diagnosis processing routine of FIG. 5, when the ratio of the engine torque Te to the target torque Te * is less than the predetermined value β in steps S440 to 460, the temporary abnormality determination flag Ftmp has a value of 1. Is set and the determination in steps S470 to S510 is performed, but the processing in steps S440 to S460 may be omitted.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Further, the present invention is not limited to those applied to such a hybrid vehicle. If the vehicle has an internal combustion engine, an engine 22, an automatic transmission (AT) 320, as shown in a modified vehicle 320 in FIG. It is good also as what is applied to a normal motor vehicle provided with this, and it does not matter as a form of internal combustion engine apparatuses other than a motor vehicle. Moreover, it is good also as a form of the control method of an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, and the opening degree of the EGR valve 154 increases as the EGR pipe 152, the EGR valve 154, the stepping motor 153, the load factor kl, and the rotation speed Ne go to a low load and low rotation. The engine ECU 24 that executes the processing of steps S310 to S330 of the engine control routine of FIG. 4 that controls the stepping motor 153 in a tendency to become smaller corresponds to the “exhaust supply means”, and for the hybrid that executes the drive control routine of FIG. The engine ECU 24 and the motor ECU 40 that execute the processing of steps S340 and S350 of FIG. 4 correspond to the “control means”, and the motor ECU 40 that calculates the motor torque Tm1 based on the current sensor 45 and the current sensor 45. And engine torque Te based on motor torque Tm1 The engine ECU 24 that executes the processing of step S420 to be determined corresponds to “output torque detection means”, and when the engine 22 has a load factor kl less than the predetermined value α, the ratio of the engine torque Te to the target torque Te * of the engine 22 Is set to the temporary abnormality determination flag Ftmp when the value is less than the predetermined value β. When the temporary abnormality determination flag Ftmp is the value 1 and the engine required power Pe * is the value 0, the determination torque Tset is set to the target torque Te *. The EGR valve failure diagnosis process of FIG. 5 for determining that the EGR valve 154 is open and fixed when the engine torque Te detected by controlling the operation of the engine 22 with the target torque Te * is less than a predetermined value γ. The engine ECU 24 that executes the routine corresponds to “abnormality determination means”. The power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, and the motor MG2 corresponds to “electric motor”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “exhaust supply means” is not limited to the one that controls the stepping motor 153 so that the opening degree of the EGR valve 154 becomes smaller as the load factor kl and the rotation speed Ne go to lower load and lower rotation. When the internal combustion engine is operated in a predetermined low load region, the valve opening is adjusted in the closing direction as compared with when the internal combustion engine is operated in a non-low load region different from the predetermined low load region. As long as the gas is supplied to the intake system of the internal combustion engine, it may be anything. The “control means” is configured by the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, but may be configured by a single ECU. As the “output torque detection means”, the motor ECU 40 calculates the motor torque Tm1 of the motor MG1 based on the phase current of the motor MG1 from the current sensor 45, and the calculated motor torque Tm1 and the gear ratio ρ of the power distribution integration mechanism 30. Is not limited to the calculation of the engine torque Te output from the engine 22 by the engine ECU 24, but a torque sensor is attached to the output shaft of the internal combustion engine to directly detect the output torque of the internal combustion engine, etc. As long as it can detect the output torque of the internal combustion engine, it may be anything. As the “abnormality determination means”, the temporary abnormality determination flag Ftmp is set when the load factor kl of the engine 22 is less than the predetermined value α and the ratio of the engine torque Te to the target torque Te * of the engine 22 is less than the predetermined value β. When 1 is set, the temporary abnormality determination flag Ftmp is 1 and the engine required power Pe * is 0, the determination torque Tset is set to the target torque Te *, and the engine 22 is controlled to operate with the target torque Te *. When the detected engine torque Te is less than the predetermined value γ, the EGR valve 154 is not limited to the one determined to be open and fixed, and the internal combustion engine is operated in a predetermined low load region. When a predetermined determination execution condition is satisfied in the state, the predetermined determination torque is set as the target torque, and the internal combustion engine is controlled by the control means with the set target torque. Any method can be used as long as it determines whether or not an abnormality has occurred in the exhaust gas supply means based on whether or not the output torque detected by the output torque detection means is insufficient with respect to the predetermined determination torque. May be used. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. Any one is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and the output shaft with input and output of electric power and power. It does not matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is the same as that of the embodiment described in the column of means for solving the problems. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the engine control routine performed by engine ECU24 of an Example. It is a flowchart which shows an example of the EGR valve failure diagnosis processing routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the map for target exhaust gas supply rate setting. It is explanatory drawing which shows an example of the relationship between the rotation speed Ne of the engine 22, the load factor kl, and the catalyst OT area | region. It is explanatory drawing which shows the mode of the time change of engine request | requirement power Pe *, target torque Te *, and engine torque Te. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that the target rotation speed Ne * and target torque Te * of the engine 22 are set. It is explanatory drawing which shows an example of the map for engine lower limit rotation speed setting. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45, 46 current sensor, 50 battery, 51 temperature sensor , 52 battery electronic control unit (battery ECU), 54 electric power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 power mode Switch, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position Sensor 142 water temperature sensor 143 pressure sensor 144 cam position sensor 146 throttle valve position sensor 1 48 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 counter rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (13)

An internal combustion engine device comprising an internal combustion engine,
When the internal combustion engine is operated in a predetermined low load region, the valve opening degree is adjusted in the closing direction as compared with when the internal combustion engine is operated in a non-low load region different from the predetermined low load region. Exhaust supply means for supplying to the intake system of the internal combustion engine;
Control means for controlling the operation of the internal combustion engine based on a target torque;
Output torque detecting means for detecting the output torque of the internal combustion engine;
When a predetermined determination execution condition is satisfied while the internal combustion engine is operated in the predetermined low load region, a predetermined determination torque is set as the target torque, and the control means uses the set target torque. Whether or not an abnormality has occurred in the exhaust gas supply means depending on whether or not the output torque detected by the output torque detection means when the operation of the internal combustion engine is controlled is insufficient with respect to the predetermined determination torque. An abnormality determination means for determining
An internal combustion engine device comprising:   2. The internal combustion engine device according to claim 1, wherein the abnormality determination means is means for determining that an abnormality has occurred in the exhaust gas supply means when the detected output torque of the internal combustion engine is less than a predetermined torque.   The internal combustion engine device according to claim 1 or 2, wherein the predetermined low load region is a region in which the internal combustion engine may misfire when the valve opening degree of the exhaust gas supply means is fixed in the opening direction.   The internal combustion engine device according to any one of claims 1 to 3, wherein a purification catalyst is provided in an exhaust system of the internal combustion engine.   The internal combustion engine device according to claim 4, wherein the predetermined low load region is a region in which the purification catalyst may be overheated when the valve opening degree of the exhaust gas supply means is fixed in the opening direction.   The abnormality determination means is means for determining whether or not an abnormality has occurred in the exhaust gas supply means, assuming that the predetermined determination execution condition is satisfied when the engine required power required for the internal combustion engine is approximately zero. The internal combustion engine device according to any one of claims 1 to 5. The internal combustion engine device according to any one of claims 1 to 6,
Electric power that is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and outputs power from the internal combustion engine to the drive shaft by input and output of electric power and power Power input / output means;
An electric motor capable of inputting and outputting power to the drive shaft;
With
When the abnormality determining means determines that an abnormality has occurred in the exhaust gas supply means, the control means prevents the internal combustion engine from operating in the predetermined low load region and the power power input / output means. And an internal combustion engine device that controls the electric motor.   8. The internal combustion engine according to claim 7, wherein the control means is means for controlling the internal combustion engine, the power drive input / output means, and the electric motor with intermittent operation of the internal combustion engine so as not to be operated in the predetermined low load region. Engine equipment.   The control means has a relationship of a ratio of the rotational speed of the internal combustion engine to the rotational speed of the drive shaft by the operation of an operator when the abnormality determining means does not determine that an abnormality has occurred in the exhaust supply means. The operating point of the internal combustion engine is set using the rotational speed ratio relationship, and the internal combustion engine is controlled to operate at the set operating point. When it is determined that the engine has occurred, the operating point of the internal combustion engine is set based on the predetermined restriction imposed on the internal combustion engine and the required engine power required for the internal combustion engine regardless of the operation of the operator. The internal combustion engine device according to claim 7 or 8, wherein the internal combustion engine device is configured to control the internal combustion engine so that the internal combustion engine is operated at the set operation point. An internal combustion engine device according to any one of claims 7 to 9,
The power power input / output means includes a generator, and is means for outputting torque from the internal combustion engine to the drive shaft using torque from the generator as a reaction force. An internal combustion engine device that is means for detecting an output torque of the internal combustion engine by detecting torque from a generator.   The power drive input / output means is connected to three axes of a generator, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the drive shaft, and is input / output to any two of the three axes. The internal combustion engine device according to any one of claims 7 to 10, wherein the internal combustion engine device comprises: a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the power.   A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 11. When the internal combustion engine and the internal combustion engine are operated in a predetermined low load region, the valve opening is adjusted in the closing direction compared to when the internal combustion engine is operated in a non-low load region different from the predetermined low load region. An exhaust gas supply means for supplying exhaust gas to the intake system of the internal combustion engine, and a control method for an internal combustion engine device comprising:
(A) controlling the operation of the internal combustion engine based on the target torque;
(B) detecting an output torque of the internal combustion engine;
(C) When a predetermined determination execution condition is satisfied while the internal combustion engine is operated in the predetermined low load region, a predetermined determination torque is set as the target torque, and the set target torque Depending on whether or not the output torque detected in step (b) is insufficient with respect to the predetermined determination torque when the operation of the internal combustion engine is controlled in step (a), the exhaust supply means is abnormal. A control method for an internal combustion engine device, wherein it is determined whether or not it has occurred.

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