JP2009270516A - Internal combustion engine device, vehicle, and control method of the internal combustion engine device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To start the control of an internal combustion engine for exhaust gas introduction at more appropriate timing. <P>SOLUTION: Based on a real step number Ns of a stepping motor as an actuator for adjusting a rotation frequency Ne of an engine, a load rate kl, and the opening of an EGR valve, a real exhaust gas supply rate EGR is set as a ratio of exhaust gas actually supplied to an intake side of the engine (S210). When the real exhaust gas supply rate EGR becomes not smaller than a predetermined ratio Eref and the real step number Ns becomes not smaller than a predetermined step number Nref (S220, S230), the introduction of EGR is determined to have started. Usual control can be switched to EGR introducing control at more appropriate timing thereby, and the operation of the engine 22 can be stabilized at an early stage of the EGR introduction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle, and a control method for the internal combustion engine device. More specifically, the present invention has an internal combustion engine and an exhaust supply valve that is opened and closed by an actuator, and exhausts to the intake system of the internal combustion engine through the exhaust supply valve. And an exhaust supply control means for setting a target opening based on the operating state of the internal combustion engine and controlling the actuator so that the exhaust supply valve opens at the set target opening. The present invention relates to an internal combustion engine device, a vehicle equipped with the internal combustion engine device, and a control method for the internal combustion engine device.

Conventionally, as this type of internal combustion engine device, one having an EGR (Exhaust Gas Recirculation) device that circulates exhaust gas to an intake pipe of the engine has been proposed (for example, see Patent Document 1). In this device, at the time of fuel cut recovery for restarting fuel supply after fuel cut, a response of the cylinder intake EGR gas amount or the cylinder intake EGR rate is calculated, and the ignition timing is calculated based on the calculated response and the calculated ignition timing By performing spark ignition at this point, it is possible to suppress the occurrence of knocking in the engine during fuel cut recovery.
JP 2005-48623 A

  Incidentally, the occurrence of knocking due to the introduction of EGR is not limited to the time of fuel cut recovery, but can also occur when the introduction of EGR is started. At this time, if the timing for starting the engine control for introducing the EGR is not properly performed, the combustion state of the engine is deteriorated and knocking occurs.

  The internal combustion engine device and the vehicle and the control method for the internal combustion engine device according to the present invention are mainly intended to make the timing for starting control of the internal combustion engine for introducing exhaust more appropriate.

  The internal combustion engine device and the vehicle and the control method for the internal combustion engine device of 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,
An exhaust supply valve that is opened and closed by an actuator, and an exhaust supply means for supplying exhaust to the intake system of the internal combustion engine via the exhaust supply valve;
An exhaust supply control means for setting the target opening based on the operating state of the internal combustion engine and controlling the actuator so that the exhaust supply valve opens at the set target opening;
An actual exhaust gas supply rate estimating means for estimating an actual exhaust gas supply rate as a ratio to the intake air amount of the exhaust gas actually supplied to the intake system;
When the estimated actual exhaust supply rate is greater than or equal to a predetermined ratio after the introduction of exhaust into the intake system is required, and the actual opening of the exhaust supply valve is greater than or equal to the predetermined opening, the intake system is actually Exhaust introduction judging means for judging that introduction of exhaust into the engine has started;
When the exhaust gas introduction determining means determines that the introduction of exhaust gas into the intake system has started, the exhaust gas is introduced to control the operation of the internal combustion engine by switching to a control target value for exhaust gas introduction different from the normal time. Control means;
It is a summary to provide.

  In the internal combustion engine apparatus of the present invention, the actual exhaust gas supply rate as a ratio to the intake air amount of the exhaust gas actually supplied to the intake system is estimated, and the estimated actual value after the introduction of the exhaust gas into the intake system is required. When the exhaust supply rate is equal to or higher than the predetermined ratio and the actual opening of the exhaust supply valve is equal to or higher than the predetermined opening, it is determined that the introduction of exhaust into the intake system has actually started, and the introduction of exhaust into the intake system is When it is determined that the internal combustion engine has been started, the internal combustion engine is operated and controlled by switching to a control target value for exhaust introduction that is different from the normal time. This makes it possible to more accurately determine whether or not the introduction of exhaust gas into the intake system has actually started, so that the timing for starting control of the internal combustion engine for introducing exhaust gas can be made more appropriate. .

  In such an internal combustion engine apparatus of the present invention, the exhaust introduction control means has a correction coefficient obtained by subjecting the ratio of the actual opening to the target opening of the exhaust supply valve to a first-order lag process, the ignition for the introduction of exhaust. It may be a means for controlling the operation of the internal combustion engine so that the ignition timing is advanced by the corrected ignition advance amount obtained by correcting the advance amount. By so doing, it is possible to suppress the occurrence of knocking by suppressing the ignition timing from being advanced excessively at the initial stage of introduction of the exhaust gas.

  Further, in the internal combustion engine apparatus of the present invention, the actual exhaust gas supply rate estimating means estimates the actual exhaust gas supply rate based on the rotational speed and load factor of the internal combustion engine and the actual opening of the exhaust gas supply valve. It can also be assumed. In this way, the actual exhaust gas supply rate can be estimated more accurately.

  Furthermore, in the internal combustion engine apparatus of the present invention, the generator is connected to three axes of the generator, the output shaft of the internal combustion engine, the rotating shaft of the generator, and the drive shaft, and input / output to / from any two of the three axes. It can also be incorporated into a power output device comprising a three-axis power input / output means for inputting / outputting power to the remaining one shaft based on power and an electric motor capable of inputting / outputting power to / from the drive shaft. .

  The vehicle of the present invention is an internal combustion engine device of the present invention according to any one of the above-described aspects, i.e., basically an internal combustion engine device including an internal combustion engine, having an exhaust supply valve that is opened and closed by an actuator, Exhaust supply means for supplying exhaust to the intake system of the internal combustion engine via the exhaust supply valve; and a target opening is set based on an operating state of the internal combustion engine, and the exhaust supply valve is set at the set target opening An exhaust supply control means for controlling the actuator to open, an actual exhaust supply rate estimation means for estimating an actual exhaust supply rate as a ratio to an intake amount of exhaust gas actually supplied to the intake system, and the intake system When the estimated actual exhaust supply rate is greater than or equal to a predetermined ratio and the actual opening of the exhaust supply valve is greater than or equal to the predetermined opening after the introduction of exhaust into the exhaust system is requested, the exhaust to the intake system is actually exhausted The introduction of When it is determined by the exhaust introduction determination means that the introduction of exhaust into the intake system has started, the exhaust introduction determination means switches to a control target value for exhaust introduction different from the normal time. The gist of the present invention is to mount an internal combustion engine device that includes an exhaust introduction control unit that controls the operation of the internal combustion engine.

  Since the vehicle according to the present invention is equipped with the internal combustion engine device according to any one of the above-described aspects, the same effect as that produced by the internal combustion engine device according to the present invention, for example, an internal combustion engine for exhaust gas introduction. The effect of making the timing for starting control more appropriate, the effect of suppressing the occurrence of knocking by suppressing the ignition timing from being advanced excessively at the initial stage of introduction of exhaust, etc. it can.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine; an exhaust supply valve having an exhaust supply valve that is opened and closed by an actuator; and an exhaust supply means for supplying exhaust gas to the intake system of the internal combustion engine via the exhaust supply valve; and a target opening based on an operating state of the internal combustion engine And an exhaust gas supply control means for controlling the actuator so that the exhaust gas supply valve is opened at the set target opening.
(A) estimating an actual exhaust gas supply rate as a ratio to an intake air amount of exhaust gas actually supplied to the intake system;
(B) Actually when the estimated actual exhaust supply rate is equal to or greater than a predetermined ratio and the actual opening of the exhaust supply valve is equal to or greater than a predetermined opening after introduction of exhaust into the intake system is requested. It is determined that the introduction of exhaust into the intake system has started,
(C) When it is determined in step (b) that the introduction of exhaust gas into the intake system is started, the internal combustion engine is controlled to operate by switching to a control target value for exhaust gas introduction that is different from the normal time. This is the gist.

  According to the control method for an internal combustion engine device of the present invention, the actual exhaust gas supply rate as a ratio to the intake air amount of the exhaust gas actually supplied to the intake system is estimated, and introduction of exhaust gas into the intake system is required. It is determined that the introduction of exhaust into the intake system has actually started when the actual exhaust supply rate estimated from the above is greater than or equal to a predetermined ratio and the actual opening of the exhaust supply valve is greater than or equal to the predetermined opening. When it is determined that the introduction of the exhaust gas is started, the internal combustion engine is controlled to operate by switching to a control target value for introducing the exhaust gas that is different from the normal time. This makes it possible to more accurately determine whether or not the introduction of exhaust gas into the intake system has actually started, so that the timing for starting control of the internal combustion engine for introducing exhaust gas can be made more appropriate. .

  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.

  FIG. 3 is a flowchart showing an example of an EGR control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, every several msec). In the EGR control routine, the CPU 24a of the engine ECU 24 inputs data necessary for control such as the rotational speed Ne of the engine 22 and the load factor kl (step S100), and sets the input rotational speed Ne of the engine 22 and the load factor kl. Based on this, the target step number Ns * of the stepping motor 153 is set (step S110), the stepping motor 153 is driven and controlled with the set target step number Ns * (step S120), and this routine is finished. In the embodiment, the target step number Ns * is set by obtaining the relationship among the engine speed Ne, the load factor kl, and the target step number Ns * in advance and storing it in the ROM 24b as a map. When the rate kl is given, the corresponding target step number Ns * is derived from the map. An example of this map is shown in FIG. As shown in the figure, the target step number Ns * is 0 (EGR off) when the load factor kl and the rotational speed Ne are not within the exhaust introduction region in the figure, and when the load factor kl and the rotation speed Ne are within the exhaust introduction region, The rotation speed Ne is set so as to increase as it goes to a higher load and higher rotation speed. The EGR valve 154 opens with a larger opening as the number of steps driven by the stepping motor 153 increases. However, the stepping motor 153 has a limited number of steps that operate in a unit time, and the target step number Ns * is set. In practice, however, the stepping motor 153 is driven by a predetermined number of steps toward the target number of steps Ns *. Therefore, a certain amount of time is required until the actual number of steps of the stepping motor 153 reaches the target number of steps Ns *.

  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 stores the number of pulses (number of steps) output as a drive signal to the stepping motor 153, and thereby grasps the actual number of steps Ns of the stepping motor 153. Since the EGR valve 153 opens and closes according to the actual step number Ns, the opening degree of the EGR valve 154 can be known by grasping the actual step number Ns. 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 detects 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 (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. 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 also 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.

  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 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.

  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.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the introduction of EGR will be described. FIG. 5 is a flowchart illustrating an example of an EGR introduction start determination routine executed by the engine ECU 24 of the embodiment. This routine is executed when the EGR control routine of FIG. 3 sets the target step number Ns * from a value of 0 to a value other than 0 and requests the introduction of EGR.

  When the EGR introduction start determination routine is executed, the CPU 24a of the engine ECU 24 first inputs necessary data such as the rotational speed Ne, the load factor kl, and the actual step number Ns of the engine 22 (step S200). The actual exhaust gas supply rate EGR is estimated based on the rotational speed Ne, the load factor kl of 22, and the actual step number Ns (step S210). Here, in the embodiment, the actual exhaust gas supply rate EGR is stored in the ROM 24b as a map by previously obtaining the relationship among the rotational speed Ne, the load factor kl, the actual step number Ns, and the actual exhaust gas supply rate EGR of the engine 22 through experiments. In addition, when the rotation speed Ne, the load factor kl, and the actual step number Ns are given, the corresponding actual exhaust gas supply rate EGR is derived from the map.

  Subsequently, it is determined whether or not the estimated actual exhaust gas supply rate EGR is greater than or equal to a predetermined ratio Eref (step S220) and whether or not the actual step number Ns is greater than or equal to the predetermined step number Nref (step S230). Here, the predetermined ratio Eref and the predetermined number of steps Nref are threshold values for determining whether or not the introduction of EGR is started, and those obtained experimentally in consideration of play of the EGR valve 154 are used. did. Thus, by using the actual exhaust gas supply rate EGR and the actual number of steps Ns, it is possible to accurately determine the timing at which the introduction of EGR is started. When the actual exhaust gas supply rate EGR is less than the predetermined ratio Eref or the actual step number Ns is less than the predetermined step number Nref, it is determined that the introduction of EGR has not started, and the process returns to step S200. On the other hand, when the actual exhaust gas supply rate EGR is equal to or greater than the predetermined ratio Eref and the actual step number Ns is equal to or greater than the predetermined step number Nref, it is determined that the introduction of EGR has started, and the EGR introduction start determination flag Fegr is set to 1. (Step S240), and this routine is finished.

  Next, the control of the engine 22 when the introduction of EGR is started will be described. FIG. 6 is a flowchart illustrating an example of an EGR introduction control routine executed by the engine ECU 24 of the embodiment. In this EGR introduction control routine, the engine ECU 24 first waits until the EGR introduction start determination flag Fegr becomes 1 (step S300). During this time, the engine 22 is controlled by normal control. As the normal control, basically, the throttle motor 136 is controlled (intake air amount adjustment control) so that the throttle opening corresponding to the target torque Te * to be output from the engine 22 is obtained, and the intake from the air flow meter 148 is performed. The fuel injection valve 126 is controlled (fuel injection control) so that fuel having a stoichiometric air-fuel ratio is injected with respect to the air amount, and the ignition coil 138 is controlled so that ignition is performed at an ignition timing at which the fuel consumption rate is good (ignition). Control). When the EGR introduction start determination flag Fegr becomes 1 in step S300, the control is switched from the normal time control to the EGR introduction time control, and intake air amount adjustment control, combustion injection control, and ignition control are performed. As ignition control in the EGR introduction control, data such as the engine speed Ne, the load factor kl, the target step number Ns *, and the actual step number Ns are input (step S310), and the input engine speed Ne is input. Then, based on the load factor kl and the actual number of steps Ns, an ignition advance amount Δθign as an advance amount with respect to the ignition timing of the spark plug 130 is set (step S320). In the embodiment, the ignition advance amount Δθsign is obtained in advance by storing the relationship between the rotational speed Ne, the load factor kl, the actual step number Ns, and the ignition advance amount Δθsign as a map in the ROM 24b. When the rate kl and the actual step number Ns are given, the corresponding ignition advance amount Δθsign is derived from the map. Then, the step ratio Ds is calculated by dividing the input actual step number Ns by the target step number Ns * (step S330), and the time constant τ is set based on the input engine speed Ne (step S340). ), A value obtained by performing first-order lag processing on the step ratio Ds with the set time constant τ is calculated as the correction coefficient k (step S350), and the ignition advance amount Δθignn set in step S320 is multiplied by the calculated correction coefficient k. A new ignition advance amount Δθsign is set (step S360), the ignition timing is advanced by the set ignition advance amount Δθignn (step S370), and this routine is terminated. In this way, by correcting the EGR ignition advance amount Δθsign set in step S320 using the correction coefficient k, it is possible to prevent the ignition timing from being excessively advanced and knock the engine 22 at the initial stage of EGR introduction. It is suppressing that this occurs.

  FIG. 7 is an explanatory diagram showing how the target step number Ns *, the actual step number Ns, and the ignition timing change over time at the start of EGR introduction. When the introduction of EGR is started, the increase in the actual step number Ns is delayed with respect to the increase in the target step number Ns * and the exhaust gas is actually supplied to the intake side after the EGR valve 154 is opened. There will also be a delay. In the embodiment, when the EGR introduction start determination flag Fegr becomes 1, the ignition advance amount corrected with the correction coefficient k obtained by performing the first-order lag process on the ratio of the actual step number Ns to the target step number Ns *. Since the ignition timing is gradually advanced with Δθsign (solid line in the figure), the advance is appropriately performed as compared with the case where the ignition timing is advanced without correction with the correction coefficient k (broken line in the figure), Knocking due to excessive advance angle does not occur.

  According to the hybrid vehicle 20 of the embodiment described above, the exhaust gas actually supplied to the intake side of the engine 22 based on the rotational speed Ne of the engine 22, the load factor kl, and the actual step number Ns of the stepping motor 153. Since the actual exhaust gas supply rate EGR is set as a ratio, and it is determined that the introduction of EGR has started when the actual exhaust gas supply rate EGR is equal to or greater than the predetermined ratio Eref and the actual step number Ns is equal to or greater than the predetermined step number Nref, it is more appropriate. It is possible to switch from the normal control to the EGR introduction control at a proper timing. As a result, the operation of the engine 22 in the initial stage of EGR introduction can be stabilized. In addition, the ignition advance amount Δθsign for EGR introduction at the initial stage of EGR introduction is corrected with a correction coefficient k obtained by performing first-order lag processing on the ratio of the actual step number to the target step number Ns * (step ratio Ds). Therefore, the ignition timing can be advanced at a more appropriate timing, and the excessive advance angle of the ignition timing at the initial stage of EGR introduction can be suppressed to prevent the engine 22 from knocking.

  In the hybrid vehicle 20 of the embodiment, when the ratio of the actual step number Ns to the target step number Ns * (step ratio Ds) is subjected to first-order lag processing, the correction coefficient k is set and EGR is introduced using the set correction coefficient k. The ignition advance amount Δθign for use is corrected, but such correction may not be performed.

  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 shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) 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, and may be applied to an ordinary vehicle including an engine and an automatic transmission (AT) as long as it includes an internal combustion engine. Other forms of the internal combustion engine device may be used. 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 the “internal combustion engine”, the EGR pipe 152, the EGR valve 154, and the stepping motor 153 correspond to the “exhaust supply unit”, and is based on the rotational speed Ne of the engine 22 and the load factor kl. The engine ECU 24 that sets the target step number Ns * of the stepping motor 153 and executes the EGR control routine of FIG. 3 for driving and controlling the stepping motor 153 with the set target step number Ns * corresponds to “exhaust supply control means”. The engine ECU 24 executes steps S200 and S210 of the EGR introduction start determination routine of FIG. 5 for estimating the actual exhaust gas supply rate EGR based on the rotational speed Ne of the engine 22, the load factor kl, and the actual step number Ns of the stepping motor 153. Corresponds to “actual exhaust gas supply rate estimation means” and the introduction of EGR is required. The EGR introduction start determination routine of FIG. 5 determines that the introduction of EGR is started when the actual exhaust gas supply rate EGR is equal to or greater than the predetermined ratio Eref and the actual step number Ns of the stepping motor 153 is equal to or greater than the predetermined step number Nref. When the engine ECU 24 that executes the processing of steps S220 to S240 corresponds to “exhaust gas introduction determination means” and it is determined that the introduction of EGR has started, the engine speed Ne, the load factor kl, and the actual step number Ns are determined. The ignition advance amount Δθsign for introducing EGR is set on the basis of EGR, a step ratio Ds is set as a ratio of the actual step number Ns to the target step number Ns *, and a first-order lag process is performed on the set step ratio Ds. Set the correction coefficient k and correct the ignition advance amount Δθsign with the set correction coefficient k to advance the ignition timing. The engine ECU 24 that executes the EGR introduction control routine of FIG. 6 for controlling the engine 22 corresponds to “exhaust introduction control means”. Further, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “triaxial power input / output unit”, and the motor MG2 corresponds to a “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 configured by the EGR pipe 152, the EGR valve 154, and the stepping motor 153, and has an exhaust supply valve that is opened and closed by an actuator, and the intake system of the internal combustion engine through the exhaust supply valve. Any device may be used as long as it supplies exhaust gas. As the “exhaust supply control means”, the target step number Ns * of the stepping motor 153 is set based on the rotational speed Ne of the engine 22 and the load factor kl, and the stepping motor 153 is driven and controlled with the set target step number Ns *. The target opening is set based on the operating state of the internal combustion engine, and the actuator is controlled to open the exhaust supply valve at the set target opening. It doesn't matter. The “exhaust gas supply rate estimating means” is not limited to one that estimates the actual exhaust gas supply rate EGR based on the rotational speed Ne of the engine 22, the load factor kl, and the actual step number Ns of the stepping motor 153. Any method may be used as long as it estimates the actual exhaust gas supply rate as a ratio of the exhaust gas actually supplied to the intake system with respect to the intake air amount. The “exhaust introduction determination means” is limited to the one that determines that the introduction of EGR is started when the actual exhaust supply rate EGR is equal to or greater than the predetermined ratio Eref and the actual step number Ns of the stepping motor 153 is equal to or greater than the predetermined step number Nref. It is determined that the introduction of exhaust into the intake system has actually started when the actual exhaust supply rate is equal to or greater than a predetermined ratio and the actual opening of the exhaust supply valve is equal to or greater than the predetermined opening. It does not matter as long as there is any. As the “exhaust introduction control means”, when it is determined that the introduction of EGR is started, the ignition advance amount for EGR introduction is determined based on the rotational speed Ne of the engine 22, the load factor kl, and the actual step number Ns. Δθsign is set, a step ratio Ds as a ratio of the actual step number Ns to the target step number Ns * is set, a first-order lag process is performed on the set step ratio Ds, and a correction coefficient k is set. Is not limited to controlling the engine 22 so as to advance the ignition timing by correcting the ignition advance amount Δθignn, but it is determined by the exhaust introduction determining means that the introduction of exhaust into the intake system has started. At any time, any control can be used as long as the operation of the internal combustion engine is controlled by switching to a control target value at the time of exhaust introduction different from the normal time. 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 “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 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 is applicable to the automobile industry and the like.

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 EGR control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for target step number setting. It is a flowchart which shows an example of the EGR introduction start determination routine performed by engine ECU24 of an Example. It is a flowchart which shows an example of the control routine at the time of EGR introduction start performed by engine ECU24 of an Example. It is explanatory drawing which shows the mode of the time change of the target step number Ns * at the time of EGR introduction start, the actual step number Ns, and the ignition timing. 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.

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 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 R OM, 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 purification device, 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, 148 air flow meter, 149 Temperature sensor, 150 variable valve timing mechanism, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (6)

An internal combustion engine device comprising an internal combustion engine,
An exhaust supply valve that is opened and closed by an actuator, and an exhaust supply means for supplying exhaust to the intake system of the internal combustion engine via the exhaust supply valve;
An exhaust supply control means for setting the target opening based on the operating state of the internal combustion engine and controlling the actuator so that the exhaust supply valve opens at the set target opening;
An actual exhaust gas supply rate estimating means for estimating an actual exhaust gas supply rate as a ratio to the intake air amount of the exhaust gas actually supplied to the intake system;
When the estimated actual exhaust supply rate is greater than or equal to a predetermined ratio after the introduction of exhaust into the intake system is required, and the actual opening of the exhaust supply valve is greater than or equal to the predetermined opening, the intake system is actually Exhaust introduction judging means for judging that introduction of exhaust into the engine has started;
When the exhaust gas introduction determining means determines that the introduction of exhaust gas into the intake system has started, the exhaust gas is introduced to control the operation of the internal combustion engine by switching to a control target value for exhaust gas introduction different from the normal time. Control means;
An internal combustion engine device comprising:   The exhaust introduction control means corrects the ignition advance amount at the time of exhaust introduction with a correction coefficient obtained by performing a first-order lag process on the ratio of the actual opening to the target opening of the exhaust supply valve. 2. The internal combustion engine device according to claim 1, wherein said internal combustion engine device is means for controlling the operation of the internal combustion engine so that the ignition timing is advanced by an advance amount.   3. The internal combustion engine according to claim 1, wherein the actual exhaust gas supply rate estimating unit is a unit that estimates the actual exhaust gas supply rate based on a rotation speed and a load factor of the internal combustion engine and an actual opening degree of the exhaust gas supply valve. Engine equipment.   Power is supplied to the remaining one shaft based on the power input / output to / from any of the three shafts connected to the generator, the output shaft of the internal combustion engine, the rotating shaft of the generator, and the drive shaft. The internal combustion engine device according to any one of claims 1 to 3, wherein the internal combustion engine device is incorporated in a power output device including a three-shaft power input / output means for inputting / outputting power and an electric motor capable of inputting / outputting power to / from the drive shaft.   A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 4. An internal combustion engine; an exhaust supply valve having an exhaust supply valve that is opened and closed by an actuator; and an exhaust supply means for supplying exhaust gas to the intake system of the internal combustion engine via the exhaust supply valve; and a target opening based on an operating state of the internal combustion engine And an exhaust gas supply control means for controlling the actuator so that the exhaust gas supply valve is opened at the set target opening.
(A) estimating an actual exhaust gas supply rate as a ratio to an intake air amount of exhaust gas actually supplied to the intake system;
(B) Actually when the estimated actual exhaust supply rate is greater than or equal to a predetermined ratio and the actual opening of the exhaust supply valve is greater than or equal to a predetermined opening since introduction of exhaust into the intake system is required It is determined that introduction of exhaust into the intake system has started,
(C) When it is determined in step (b) that the introduction of exhaust gas into the intake system is started, the internal combustion engine is controlled to operate by switching to a control target value for exhaust gas introduction that is different from the normal time. A method for controlling an internal combustion engine device.

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