JP2009287491A - Internal combustion engine device, method for setting atmospheric pressure learning value, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To set an atmospheric pressure learning value as a learning value of atmospheric pressure to a more appropriate value. <P>SOLUTION: In this method for setting the atmospheric pressure learning value, when a volumetric efficiency difference ΔKL as a difference between a first volumetric efficiency KL1 based on the amount of air detected Qam by a meter from an airflow meter and a second volumetric efficiency KL2 based on the atmospheric pressure leaning value Pa and a throttle opening TH is less than a threshold KLref (S140) with an EGR valve opened, or, when the volumetric efficiency difference ΔKL is less than the threshold KLref with the EGR valve fully closed although the volumetric efficiency difference ΔKL is larger than the threshold KLref with the EGR valve opened (S140, S190), the previous atmospheric pressure leaning value Pa is retained (S230). When the volumetric efficiency difference ΔKL is larger than the threshold KLref in both cases that the EGR valve is opened and fully closed (S140, S190), the atmospheric pressure learning value Pa is adjusted based on a size relation between the first volumetric efficiency KL1 and the second volumetric efficiency KL2 (S210, S220). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, an atmospheric pressure learning value setting method, and a vehicle.

Conventionally, in this type of internal combustion engine device, when EGR for returning the exhaust gas of the internal combustion engine to the intake pipe is executed, the intake air amount in the standard state (reference intake) is determined by the engine speed and the throttle opening. Air amount), a correction coefficient indicating the amount of air passing through the air flow meter among the intake air amount is calculated based on the engine speed and the throttle opening, and the calculated correction coefficient and the atmospheric pressure correction value are used as the reference intake air. It is proposed that the correction reference intake air amount is calculated by multiplying the amount and the atmospheric pressure correction value is updated by comparing the intake air amount based on the output signal from the air flow meter with the correction reference intake air amount (for example, , See Patent Document 1). In this apparatus, when the atmospheric pressure correction value is calculated using the above-described correction coefficient when EGR is being executed, the atmospheric pressure correction value can be more accurately set to a value that reflects the atmospheric pressure. Yes.
JP-A-6-129307

  In such an internal combustion engine device, it is desired to set the atmospheric pressure correction value to a more appropriate value, but in general, when the EGR is being executed, the corrected reference intake air amount is higher than when the EGR is not being executed. Therefore, if the atmospheric pressure correction value is adjusted by the above method, the atmospheric pressure correction value may be adjusted more than necessary, and the actual atmospheric pressure and the atmospheric pressure correction value may deviate from each other. Can occur.

  The internal combustion engine device, the atmospheric pressure learning value setting method, and the vehicle according to the present invention are mainly intended to make the atmospheric pressure learning value, which is the learning value of atmospheric pressure, a more appropriate value.

  The internal combustion engine device, the method for setting the atmospheric pressure learning value, and the vehicle 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; and an exhaust supply means for performing exhaust supply to supply exhaust gas from the internal combustion engine to an intake system of the internal combustion engine,
First atmospheric pressure related physical quantity setting means for setting a first atmospheric pressure related physical quantity that is a physical quantity related to atmospheric pressure based on an intake air amount of the internal combustion engine;
Second atmospheric pressure related physical quantity setting means for setting a second atmospheric pressure related physical quantity that is a physical quantity related to atmospheric pressure based on the throttle opening;
When a physical quantity difference that is a difference between the set first atmospheric pressure related physical quantity and the set second atmospheric pressure related physical quantity is within a predetermined range at the time of exhaust supply in which exhaust supply is performed by the exhaust supply means The current atmospheric pressure learning value, which is the current value of the atmospheric pressure learning value, which is the learning value related to the atmospheric pressure, is held, and the amount of exhaust gas supplied by the exhaust gas supply means when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied. When the exhaust gas supply amount reduction control for controlling the exhaust gas supply means is executed and the exhaust gas supply amount reduction control is executed, the current atmospheric pressure learning value is held when the physical quantity difference is within the predetermined range. Atmospheric pressure learning means for adjusting the atmospheric pressure learning value when the physical quantity difference is not within the predetermined range after executing the exhaust gas supply amount reduction control;
It is a summary to provide.

  In the internal combustion engine device of the present invention, the first atmospheric pressure related physical quantity that is a physical quantity related to the atmospheric pressure is set based on the intake air amount of the internal combustion engine, and the physical quantity is related to the atmospheric pressure based on the throttle opening. In setting the second atmospheric pressure related physical quantity, a physical quantity difference that is the difference between the first atmospheric pressure related physical quantity and the second atmospheric pressure related physical quantity set at the time of exhaust supply when exhaust supply is being performed by the exhaust supply means. When it is within the predetermined range, the current atmospheric pressure learning value, which is the current value of the atmospheric pressure learning value, which is the learning value related to atmospheric pressure, is held. On the other hand, when the physical quantity difference is not within a predetermined range during exhaust supply, exhaust supply amount reduction control is performed to control the exhaust supply means so that the amount of exhaust supply by the exhaust supply means is reduced, and exhaust supply amount reduction control is executed. When the physical quantity difference is later within the predetermined range, the current atmospheric pressure learning value is held, and when the physical quantity difference is not within the predetermined range after the exhaust gas supply amount reduction control is executed, the atmospheric pressure learning value is adjusted. That is, when the physical quantity difference is within the predetermined range when exhaust gas is supplied, or when the physical quantity difference is within the predetermined range after exhaust gas supply amount reduction control is executed even when the physical quantity difference is not within the predetermined range when exhaust gas is supplied, The atmospheric pressure learning value is maintained and the atmospheric pressure learning value is adjusted when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied and the physical quantity difference is not within the predetermined range after the exhaust gas supply amount reduction control is executed. Thereby, the atmospheric pressure learning value can be set to a more appropriate value while suppressing the atmospheric pressure learning value from being adjusted more than necessary.

  In such an internal combustion engine apparatus of the present invention, the second atmospheric pressure related physical quantity is a physical quantity that reflects a tendency to increase as the atmospheric pressure learning value increases, and the atmospheric pressure learning means performs the exhaust gas supply amount reduction control. When the physical quantity difference is not within the predetermined range after execution and the set first atmospheric pressure related physical quantity is larger than the set second atmospheric pressure related physical quantity, a predetermined value is set to the current atmospheric pressure learning value. The atmospheric pressure learning value is adjusted by adding, and when the set first atmospheric pressure related physical quantity is smaller than the set second atmospheric pressure related physical quantity, the predetermined value is subtracted from the current atmospheric pressure learning value. It may be a means for adjusting the atmospheric pressure learning value. In this way, the atmospheric pressure learning value can be adjusted more appropriately.

  Further, in the internal combustion engine device of the present invention, the first atmospheric pressure related physical quantity setting means is a first throttle that is an air quantity that passes through a throttle valve based on the intake air quantity and an intake air temperature that is a temperature of the intake air. A means for setting a passing air amount, and setting the first atmospheric pressure related physical quantity based on the set first throttle passing air amount and the intake air temperature; and the second atmospheric pressure related physical quantity setting means includes: A second throttle passing air amount that is an air amount that passes through the throttle valve is set based on the current atmospheric pressure learning value, the intake air temperature, the downstream pressure that is the pressure downstream of the throttle valve, and the throttle opening. Further, the second atmospheric pressure related physical quantity may be set based on the set second throttle passing air quantity and the intake air temperature. In this case, the second atmospheric pressure related physical quantity setting means is configured to provide an upstream side which is a pressure upstream of the throttle valve based on the current atmospheric pressure learning value, the intake air temperature, and the current second throttle passage air amount. It is also possible to set a pressure and to set the second throttle passing air amount based on the set upstream pressure, the downstream pressure, the intake air temperature, and the throttle opening. If it carries out like this, the 1st atmospheric pressure related physical quantity and the 2nd atmospheric pressure related physical quantity can be set up more appropriately.

  Further, in the internal combustion engine apparatus of the present invention, the atmospheric pressure learning means is means for controlling the exhaust gas supply means so that exhaust gas supply by the exhaust gas supply means is not performed as the exhaust gas supply amount reduction control. You can also.

  The vehicle of the present invention performs the internal combustion engine device of the present invention according to any one of the above-described aspects, that is, the internal combustion engine and the exhaust supply that supplies the exhaust gas of the internal combustion engine to the intake system of the internal combustion engine. An exhaust gas supply means, and a first atmospheric pressure related physical quantity setting means for setting a first atmospheric pressure related physical quantity that is a physical quantity related to the atmospheric pressure based on an intake air amount of the internal combustion engine; A second atmospheric pressure related physical quantity setting means for setting a second atmospheric pressure related physical quantity which is a physical quantity related to the atmospheric pressure based on the throttle opening, and when the exhaust gas is supplied by the exhaust gas supply means when the exhaust gas is supplied. When the physical quantity difference that is the difference between the set first atmospheric pressure related physical quantity and the set second atmospheric pressure related physical quantity is within a predetermined range, the current value of the atmospheric pressure learning value that is the learning value related to the atmospheric pressure A certain present Exhaust gas supply amount reduction control is performed to hold the atmospheric pressure learning value and control the exhaust gas supply means so that the exhaust gas supply quantity by the exhaust gas supply means becomes small when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied. In addition, when the physical quantity difference is within the predetermined range after the exhaust supply amount reduction control is executed, the current atmospheric pressure learning value is held and the physical quantity difference is within the predetermined range after the exhaust supply amount reduction control is executed. If not, an internal combustion engine device including an atmospheric pressure learning means for adjusting the atmospheric pressure learning value is mounted, and the vehicle is driven by power from the internal combustion engine.

  Since the vehicle of the present invention is equipped with the internal combustion engine device of the present invention according to any one of the above-described aspects, the effect exhibited by the internal combustion engine device of the present invention, for example, the atmospheric pressure learning value is adjusted more than necessary. The same effect as the effect that the atmospheric pressure learning value can be set to a more appropriate value while being suppressed can be obtained.

  In such a vehicle of the present invention, the electric motor that outputs the driving power, the chargeable / dischargeable power storage means, the booster circuit that boosts the power from the power storage means and supplies the electric power to the motor, and the atmospheric pressure learning means Boosting circuit control means for controlling the boosting circuit using the adjusted atmospheric pressure learning value may be provided. In this case, by lowering the voltage supplied to the motor when the atmospheric pressure learning value is small, it is possible to suppress the deterioration of the insulation performance due to partial discharge of the insulator of the motor.

The method for setting the atmospheric pressure learning value of the present invention is as follows.
An internal combustion engine, and an exhaust gas supply means for supplying an exhaust gas for supplying an exhaust gas of the internal combustion engine to an intake system of the internal combustion engine, and is a physical quantity related to atmospheric pressure based on an intake air amount of the internal combustion engine A method for setting an atmospheric pressure learning value that is a learning value related to atmospheric pressure in an internal combustion engine device that sets a physical quantity related to atmospheric pressure and sets a second physical quantity related to atmospheric pressure based on a throttle opening degree. Because
When a physical quantity difference, which is a difference between the set first atmospheric pressure related physical quantity and the set second atmospheric pressure related physical quantity, is within a predetermined range at the time of exhaust supply in which exhaust is supplied by the exhaust supply means. The current atmospheric pressure learning value, which is the current value of the atmospheric pressure learning value, which is the learning value related to the atmospheric pressure, is held, and the amount of exhaust gas supplied by the exhaust gas supply means when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied. When the exhaust gas supply amount reduction control for controlling the exhaust gas supply means is executed and the exhaust gas supply amount reduction control is executed, the current atmospheric pressure learning value is held when the physical quantity difference is within the predetermined range. Adjusting the atmospheric pressure learning value when the physical quantity difference is not within the predetermined range after executing the exhaust gas supply amount reduction control;
It is characterized by that.

  In the method for setting the atmospheric pressure learning value according to the present invention, the first atmospheric pressure related physical quantity that is a physical quantity related to the atmospheric pressure is set based on the intake air amount of the internal combustion engine, and the atmospheric pressure is related to the atmospheric pressure based on the throttle opening. The second atmospheric pressure related physical quantity is set by the difference between the first atmospheric pressure related physical quantity and the second atmospheric pressure related physical quantity set at the time of exhaust supply when exhaust supply is performed by the exhaust supply means. When a certain physical quantity difference is within a predetermined range, the current atmospheric pressure learning value that is the current value of the atmospheric pressure learning value, which is the learning value related to atmospheric pressure, is held. On the other hand, when the physical quantity difference is not within a predetermined range during exhaust supply, exhaust supply amount reduction control is performed to control the exhaust supply means so that the amount of exhaust supply by the exhaust supply means is reduced, and exhaust supply amount reduction control is executed. When the physical quantity difference is later within the predetermined range, the current atmospheric pressure learning value is held, and when the physical quantity difference is not within the predetermined range after the exhaust gas supply amount reduction control is executed, the atmospheric pressure learning value is adjusted. That is, when the physical quantity difference is within the predetermined range when exhaust gas is supplied, or when the physical quantity difference is within the predetermined range after exhaust gas supply amount reduction control is executed even when the physical quantity difference is not within the predetermined range when exhaust gas is supplied, The atmospheric pressure learning value is maintained and the atmospheric pressure learning value is adjusted when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied and the physical quantity difference is not within the predetermined range after the exhaust gas supply amount reduction control is executed. Thereby, the atmospheric pressure learning value can be set to a more appropriate value while suppressing the atmospheric pressure learning value from being adjusted more than necessary.

  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 equipped with an internal combustion engine device 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, Inverters 41 and 42 capable of converting a direct current into an alternating current and supplying them to motors MG1 and MG2, a chargeable / dischargeable battery 50, and an electric power from battery 50 by converting (boosting) the voltage of inverter 41 , 42 and a hybrid electronic control unit 70 for controlling the entire vehicle.

  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, and this mixture is sucked into the combustion chamber through the intake valve 128 and 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. The exhaust from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Both are supplied to the intake side via an EGR (Exhaust Gas Recirculation) system 160. The EGR system 160 includes an EGR pipe 162 that is connected to the rear stage of the purification device 134 and supplies exhaust gas to a surge tank on the intake side, and an EGR valve 164 that is disposed in the EGR pipe 162 and is driven by a stepping motor 163. By adjusting the opening degree of the EGR valve 164, the supply amount of exhaust gas as non-combustion gas is adjusted and supplied to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. 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. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount (meter) attached to the intake pipe and detecting the mass flow rate of the intake air Detected air volume Qa Similarly, the intake air temperature ta from the temperature sensor 149 attached to the intake pipe, the intake pressure Pin from the intake pressure sensor 158 that detects the pressure in the intake pipe, the air-fuel ratio from the air-fuel ratio sensor 135a, the air-fuel ratio from the oxygen sensor 135b The oxygen signal, the catalyst temperature Tc from the temperature sensor that detects the temperature of the purification catalyst, the EGR valve opening degree EV from the EGR valve opening degree sensor 165 that detects the opening degree of the EGR valve 164, and the like are input via the input port. Yes. 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 163 that adjusts the opening degree of the EGR valve 164, 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, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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.

  Both the motor MG1 and the motor MG2 are 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 and a booster circuit 55. To do. The power line 54 connecting the inverters 41 and 42 and the booster circuit 55 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and other power generated by one of the motors MG 1 and MG 2 is used. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged via the booster circuit 55 by the electric power generated from one of the motors MG1 and MG2 or the 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 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. The hybrid electronic control unit 70 outputs a drive signal to the booster circuit 55 through an output 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 configured as described above, in particular, the process of setting the atmospheric pressure learning value Pa, which is the atmospheric pressure learning value, will be described. FIG. 3 is a flowchart illustrating an example of an atmospheric pressure learning value setting process routine executed by the engine ECU 24 of the embodiment. This routine is repeatedly executed every predetermined time. Note that the atmospheric pressure learning value Pa set by the atmospheric pressure learning value setting processing routine is used for operation control of the engine 22, drive control of the booster circuit 55, and the like. For example, when the engine ECU 24 operates the engine 22 at the idling speed, the air density decreases as the atmospheric pressure decreases. Therefore, when the atmospheric pressure learning value Pa is small, the opening degree correction is performed in the direction of increasing the throttle opening. When the atmospheric pressure learning value Pa is large, the opening degree correction is performed in the direction of decreasing the throttle opening degree. Further, when the hybrid electronic control unit 70 drives and controls the booster circuit 55, the lower the atmospheric pressure, the higher the voltage of the high voltage system (boost booster) in order to suppress deterioration of the insulation performance due to partial discharge of the insulators of the motors MG1, MG2. Since it is necessary to keep the voltage of the inverters 41 and 42) lower than the circuit 55, the booster circuit 55 is driven and controlled so that the higher the atmospheric pressure learning value Pa, the lower the voltage of the high voltage system.

  When the atmospheric pressure learning value setting process routine is executed, the CPU 24a of the engine ECU 24 first inputs the EGR valve opening degree EV from the EGR valve opening degree sensor 165 (step S100), and the input EGR valve opening degree EV. Based on the above, it is determined whether or not the EGR valve 164 is open (whether EGR is being performed) (step S110). When it is determined that the EGR valve 164 is open, two different methods are used for setting. The volume efficiency (the ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22, hereinafter referred to as the first volume efficiency KL1 and the second volume efficiency KL2) is input. (Step S120). Here, the first volumetric efficiency KL1 and the second volumetric efficiency KL2 are input by reading what is set by the volumetric efficiency setting processing routine of FIG. 4 and written at a predetermined address in the RAM 24c. This volumetric efficiency setting processing routine is repeatedly executed by the hybrid electronic control unit 70 at predetermined time intervals in parallel with the routine of FIG. Hereinafter, the description of the atmospheric pressure learning value setting processing routine of FIG. 3 will be temporarily interrupted, and the volumetric efficiency setting processing routine of FIG. 4 will be described.

  In the volumetric efficiency setting process routine, the CPU 24a of the engine ECU 24 first has a throttle opening TH from the throttle valve position sensor 146, a meter detected air amount Qam from the air flow meter 148, an intake air temperature ta from the temperature sensor 149, and an intake pressure sensor. A process of inputting data such as the intake pressure Pin 158, the rotational speed Ne of the engine 22, and the atmospheric pressure learning value Pa that is the learning value of the atmospheric pressure is executed (step S300). Here, a value reflecting the actual atmospheric pressure Pact is input as the meter detection air amount Qam. Further, the rotational speed Ne of the engine 22 is inputted by reading what is calculated based on a signal from the crank position sensor 140 and written in a predetermined address of the RAM 24c. Further, the atmospheric pressure learning value Pa is input by reading what is set by the atmospheric pressure learning value setting processing routine of FIG. 3 and written at a predetermined address in the RAM 24c. That is, since the atmospheric pressure learning value Pa is set by the routine shown in FIG. 3, the past value is inputted for the start interval of the routine shown in FIG.

  When the data is input in this way, the amount of air passing through the throttle valve 124 based on the meter detected air amount Qam, the rotational speed Ne of the engine 22, the throttle opening TH, and the intake air temperature ta (hereinafter referred to as the first throttle passing air amount Qth1). ) Is set (step S310). Here, in the embodiment, the first throttle passing air amount Qth1 is set by multiplying the meter-derived intake air amount Qam by a correction coefficient k11 based on the rotational speed Ne of the engine 22, the throttle opening TH, and the intake air temperature ta. It was supposed to be. In the embodiment, the correction coefficient k1 is stored in the ROM 24b as a correction coefficient setting map by previously determining the relationship among the rotational speed Ne of the engine 22, the throttle opening TH, the intake air temperature ta, and the correction coefficient k11 in advance through experiments or the like. When the engine speed Ne, the throttle opening TH, and the intake air temperature ta are given, the corresponding correction coefficient k11 is derived and set from the stored map.

  Subsequently, the first volumetric efficiency KL1 is set based on the set first throttle passing air amount Qth1 and the intake air temperature ta (step S320). Here, in the embodiment, the first volumetric efficiency KL1 is set by multiplying the first throttle passage air amount Qth1 by the correction coefficient k12 based on the intake air temperature ta. The correction coefficient k12 previously stores the relationship between the intake air temperature ta and the first volumetric efficiency KL1 through experiments and the like and stores it in the ROM 24b as a first volumetric efficiency setting map, and stores that the intake air temperature ta is given. The first volumetric efficiency KL1 was derived from the map and set. The first volumetric efficiency KL1 set in this way is set so as to increase as the meter detected air amount Qam reflecting the current actual atmospheric pressure Paact increases.

  Next, based on the atmospheric pressure learning value Pa, the second throttle passage air amount Qth2, which is the amount of air passing through the throttle valve 124 set in the process of step S340 described later, and the intake air temperature ta, the throttle valve 124 A throttle upstream pressure Pac, which is an upstream pressure, is set (step S330). Here, in the embodiment, the throttle upstream pressure Pac is set by multiplying the atmospheric pressure learning value Pa by a correction coefficient k21 based on the previous second throttle passage air amount Qth2, the intake air temperature ta, and the throttle upstream pressure Pac. To do. In the embodiment, the correction coefficient k21 is stored in the ROM 24b as a throttle upstream pressure setting map in which the relationship between the previous second throttle passage air amount Qth2, the intake air temperature ta, and the correction coefficient k21 is determined in advance through experiments or the like. When the previous second throttle passage air amount Qth2 and the intake air temperature ta are given, the corresponding correction coefficient k21 is derived and set from the stored map.

  Subsequently, the second throttle passage air amount Qth2 is set based on the set throttle upstream pressure Pac, intake pressure Pin, throttle opening TH, and intake air temperature ta (step S340). Here, in the embodiment, the second throttle passing air amount Qth2 is set by multiplying the throttle upstream pressure Pac by a correction coefficient k22 based on the intake pressure Pin, the throttle opening TH, and the intake air temperature ta. In the embodiment, the correction coefficient k22 is determined in advance by experiments or the like and stored in the ROM 24b as a map in relation to the intake pressure Pin, the throttle opening TH, the intake air temperature ta, and the correction coefficient k22. When the opening degree TH and the intake air temperature ta are given, the corresponding correction coefficient k22 is derived and set from the stored map.

  Then, based on the set second throttle passing air amount Qth2 and the intake air temperature ta, the second throttle passing air amount Qth2 is multiplied by the second throttle passing air amount Qth2 by multiplying the second throttle passing air amount Qth2 by the correction coefficient k23 based on the intake air temperature ta. The volumetric efficiency KL2 is set (step S350), and the volumetric efficiency setting processing routine is terminated. The second volumetric efficiency KL2 set in this way is set so as to increase as the atmospheric pressure learning value Pa increases. As described above, the atmospheric pressure learning value Pa used here is the value set by the routine of FIG. 3 and thus becomes a past value for the activation interval of the routine of FIG.

  The volume efficiency setting process routine of FIG. 4 has been described above. Returning to the explanation of the atmospheric pressure learning value setting processing routine of FIG. When the first volumetric efficiency KL1 and the second volumetric efficiency KL2 are input in step S120, the volumetric efficiency difference ΔKL (= | KL1-KL2 |) that is the difference between the input first volumetric efficiency KL1 and the second volumetric efficiency KL2 is obtained. While calculating (step S130), the calculated volumetric efficiency difference ΔKL is compared with the threshold KLref (step S140). Here, as described above, the first volumetric efficiency KL1 is set to a value that reflects the current actual atmospheric pressure Paact, and the second volumetric efficiency KL2 is the past set when the routine was executed before the previous time. Therefore, the volume efficiency difference ΔKL reflects the degree of deviation between the actual atmospheric pressure Paact and the atmospheric pressure learning value Pa. The threshold KLref is determined as a value near the upper limit at which it can be determined that the volumetric efficiency difference ΔKL is within an allowable range and adjustment of the atmospheric pressure learning value Pa is unnecessary. In consideration of the setting accuracy of the volumetric efficiency KL2 and the like, it can be determined in advance by experiments or the like. For example, 3% or 5% of the standard pressure (for example, 1 atm) can be used.

  When the volumetric efficiency difference ΔKL is less than or equal to the threshold KLref, the previous atmospheric pressure learning value Pa is set to the current atmospheric pressure learning value Pa, that is, the previous atmospheric pressure learning value Pa is held (step S230), and atmospheric pressure learning is performed. The value setting process routine ends.

  On the other hand, when the volumetric efficiency difference ΔKL is larger than the threshold value KLref, the stepping motor 163 is driven and controlled so that the opening degree of the EGR valve 164 becomes 0 (fully closed) (step S150) and waits for a predetermined time t1 to elapse. (Step S160). Here, the predetermined time t1 is a time required until the state of the engine 22 is stabilized after the EGR valve 164 is fully closed, and for example, 3 seconds or 5 seconds can be used.

  Thus, when the predetermined time t1 has elapsed, the first volumetric efficiency KL1 and the second volumetric efficiency KL2 are input again (step S170). This process is a process of inputting the first volumetric efficiency KL1 and the second volumetric efficiency KL2 with the EGR valve 164 fully closed. Then, the volumetric efficiency difference ΔKL (= | KL1−KL2 |) is calculated in the same manner as in the process of step S130 (step S180), and the calculated volumetric efficiency difference ΔKL is compared with the threshold KLref (step S190). When ΔKL is less than or equal to the threshold KLref, the previous atmospheric pressure learning value Pa is set to the current atmospheric pressure learning value Pa, that is, the previous atmospheric pressure learning value Pa is held (step S230), and the atmospheric pressure learning value setting process is performed. End the routine.

  On the other hand, when the volumetric efficiency difference ΔKL is larger than the threshold KLref, the first volumetric efficiency KL1 and the second volumetric efficiency KL2 are compared (step S200). This process is a process of comparing the first volumetric efficiency KL1 set with a value reflecting the actual atmospheric pressure Paact and the second volumetric efficiency KL2 set with a value reflecting the past atmospheric pressure learning value Pa. It is. When the first volumetric efficiency KL1 is greater than the second volumetric efficiency KL2, the actual atmospheric pressure Paact is considered to be higher than the past atmospheric pressure learning value Pa. Therefore, a predetermined value ΔPa is added to the previous atmospheric pressure learning value Pa. The value is set to the atmospheric pressure learning value Pa (step S210), the atmospheric pressure learning value setting processing routine is terminated, and when the first volumetric efficiency KL1 is smaller than the second volumetric efficiency KL2, the actual atmospheric pressure Paact is a past value. Since it is considered to be lower than the atmospheric pressure learning value Pa, a value obtained by subtracting the predetermined value ΔPa from the previous atmospheric pressure learning value Pa is set as the atmospheric pressure learning value Pa (step S220), and the atmospheric pressure learning value setting processing routine Exit. Here, as the predetermined value ΔPa, for example, 0.03% or 0.05% of a standard pressure (for example, 1 atm) can be used. Thereby, the atmospheric pressure learning value Pa can be brought close to the actual atmospheric pressure Paact, and the atmospheric pressure learning value Pa can be set to a more appropriate value.

  When it is determined in step S100 that the EGR valve 164 is closed (EGR is not performed), the processing after step S170 is executed to maintain the previous atmospheric pressure learning value Pa or the atmospheric pressure learning value. Pa is adjusted.

  Consider a state where the EGR valve 164 is open (a state where EGR is performed). At this time, due to the influence of EGR, the first volumetric efficiency KL1 and the second volumetric efficiency KL2 set by the volumetric efficiency setting processing routine of FIG. 4 are likely to vary. In particular, the second volumetric efficiency KL2 is likely to vary. Due to the variation, the volumetric efficiency difference ΔKL may be larger than the threshold KLref. In this case, if the atmospheric pressure learning value Pa is immediately adjusted, the atmospheric pressure learning value Pa may be adjusted when it is not actually necessary to adjust. In order to eliminate such inconvenience, in the embodiment, when the volumetric efficiency difference ΔKL is larger than the threshold value KLref with the EGR valve 164 open, the volumetric efficiency difference ΔKL is again set to the threshold value KLref with the EGR valve 164 fully closed. And the atmospheric pressure learning value is adjusted when the volumetric efficiency difference ΔKL is larger than the threshold value KLref. Thereby, the atmospheric pressure learning value Pa can be set to a more appropriate value while suppressing the atmospheric pressure learning value Pa from being adjusted more than necessary.

  According to the hybrid vehicle 20 of the embodiment described above, when the EGR valve 164 is open and the volumetric efficiency difference ΔKL, which is the difference between the first volumetric efficiency KL1 and the second volumetric efficiency KL2, is less than or equal to the threshold KLref, When the EGR valve 164 is open and the volumetric efficiency difference ΔKL is larger than the threshold KLref, but the EGR valve 164 is fully closed and the volumetric efficiency difference ΔKL is less than or equal to the threshold KLref, the previous atmospheric pressure learning value Pa is held. When the volumetric efficiency difference ΔKL is larger than the threshold value KLref, even when the EGR valve 164 is open or when the EGR valve 164 is fully closed, the magnitude is large based on the magnitude relationship between the first volumetric efficiency KL1 and the second volumetric efficiency KL2. Since the atmospheric pressure learning value Pa is adjusted, the atmospheric pressure learning value is suppressed while preventing the atmospheric pressure learning value Pa from being adjusted more than necessary. It may be a more appropriate value a.

  In the hybrid vehicle 20 of the embodiment, the atmospheric pressure learning value Pa, which is the learning value of the atmospheric pressure, is set by the atmospheric pressure learning value setting processing routine of FIG. 3, but the atmospheric pressure with respect to the standard pressure (for example, 1 atm) is set. The coefficient learning value KP, which is the learning value of the atmospheric pressure ratio, may be set. In this case, when the second volumetric efficiency KL2 is set so as to increase as the coefficient learning value KP increases instead of the atmospheric pressure learning value Pa, and the volumetric efficiency difference ΔKL is equal to or smaller than the threshold KLref with the EGR valve 164 open. When the EGR valve 164 is open and the volumetric efficiency difference ΔKL is greater than the threshold KLref, but the EGR valve 164 is fully closed and the volumetric efficiency difference ΔKL is less than or equal to the threshold KLref, the previous coefficient learning value KP is retained. When the volumetric efficiency difference ΔKL is greater than the threshold value KLref, even when the EGR valve 164 is open or when the EGR valve 164 is fully closed, based on the magnitude relationship between the first volumetric efficiency KL1 and the second volumetric efficiency KL2. The coefficient learning value KP may be adjusted. In this way, the coefficient learning value KP can be set to a more appropriate value while suppressing the coefficient learning value KP from being adjusted more than necessary as in the embodiment.

  In the hybrid vehicle 20 of the embodiment, the first throttle passage air amount Qth1 is set and set based on the meter detected air amount Qam, the engine speed Ne, the throttle opening TH, and the intake air temperature ta. Although the first volumetric efficiency KL1 is set based on the air amount Qth1 and the intake air temperature ta, the first volumetric efficiency KL1 is set based on the meter detected air amount Qam without setting the first throttle passing air amount Qth1. KL1 may be set directly.

  In the hybrid vehicle 20 of the embodiment, the throttle upstream pressure Pac is set based on the atmospheric pressure learning value Pa, the previous second throttle passage air amount Qth2 and the intake air temperature ta, and the set throttle upstream pressure Pac and intake pressure are set. A second throttle passing air amount Qth2 is set based on Pin, throttle opening TH, and intake air temperature ta, and a second volumetric efficiency KL2 is set based on the set second throttle passing air amount Qth2 and the intake air temperature ta. However, the second volumetric efficiency KL2 may be directly set based on the atmospheric pressure learning value Pa, the throttle opening TH, etc. without setting the throttle upstream pressure Pac and the second throttle passing air amount Qth2. Good.

  In the hybrid vehicle 20 of the embodiment, when the volumetric efficiency difference ΔKL is larger than the threshold KLref with the EGR valve 164 open, the EGR valve 164 is fully closed. However, the present invention is not limited to this, and the EGR valve 164 What is necessary is just to make an opening degree smaller than the present opening degree.

  In the hybrid vehicle 20 of the embodiment, the booster circuit 55 is provided. However, the booster circuit 55 may not be provided.

  In the embodiment, the present invention is applied to a hybrid vehicle including an engine and a motor that outputs driving power. However, the present invention is applied to a vehicle that is driven only by the power from the engine without a motor that outputs driving power. It may be a thing.

  In addition, if an internal combustion engine device that mainly includes the engine 22, the EGR system 160, and the engine ECU 24 is provided, the same control as in the embodiment can be executed, so that a moving body such as an automobile, a vehicle, a ship, and an aircraft. It is good also as a form of the internal combustion engine apparatus mounted in the thing etc. which are mounted in the thing which does not move, such as a form of an internal combustion engine apparatus mounted in a construction facility. Moreover, it is good also as a form of the setting method of the atmospheric pressure learning value in such an internal combustion engine apparatus.

  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 system 160 corresponds to the “exhaust supply means”, the meter detected air amount Qam, the rotational speed Ne of the engine 22, the throttle opening TH, and the intake air temperature ta The first throttle passage air amount Qth1 is set based on the first throttle passage air amount Qth1 and the first volumetric efficiency KL1 is set based on the set first throttle passage air amount Qth1 and the intake air temperature ta. , S320, which corresponds to the “first atmospheric pressure related physical quantity setting means”, the upstream side of the throttle based on the atmospheric pressure learning value Pa, the previous second throttle passage air amount Qth2 and the intake air temperature ta. The pressure Pac is set and the throttle upstream pressure Pac, intake pressure Pin, throttle opening TH, and intake air temperature ta are set. Is set based on the second throttle passing air amount Qth2, and the second volumetric efficiency KL2 is set based on the set second throttle passing air amount Qth2 and the intake air temperature ta. The engine ECU 24 that executes the processing of ~ S350 corresponds to the “second atmospheric pressure related physical quantity setting means”, and the volume that is the difference between the first volumetric efficiency KL1 and the second volumetric efficiency KL2 with the EGR valve 164 open. When the efficiency difference ΔKL is less than or equal to the threshold KLref, or when the EGR valve 164 is open and the volumetric efficiency difference ΔKL is greater than the threshold KLref, but the EGR valve 164 is fully closed and the volume efficiency difference ΔKL is less than or equal to the threshold KLref The EGR valve 16 is maintained even when the previous atmospheric pressure learning value Pa is held and the EGR valve 164 is open. When the volumetric efficiency difference ΔKL is larger than the threshold value KLref even when the valve is fully closed, the atmospheric pressure learning of FIG. 3 adjusts the atmospheric pressure learning value Pa based on the magnitude relationship between the first volumetric efficiency KL1 and the second volumetric efficiency KL2. The engine ECU 24 that executes the value setting processing routine corresponds to “atmospheric pressure learning means”. Further, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage unit”, the booster circuit 55 corresponds to the “boost circuit”, and the lower the atmospheric pressure learning value Pa, the higher the voltage system (the booster circuit 55). The hybrid electronic control unit 70 that drives and controls the booster circuit 55 so that the voltage on the inverters 41 and 42 side becomes lower than the “boost circuit controller”.

  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 EGR system 160, and any means may be used as long as it supplies exhaust gas to supply exhaust gas from the internal combustion engine to the intake system of the internal combustion engine. The “first atmospheric pressure related physical quantity setting means” sets and sets the first throttle passing air quantity Qth1 based on the meter detected air quantity Qam, the engine speed Ne, the throttle opening TH, and the intake air temperature ta. It is not limited to the first volumetric efficiency KL1 set based on the first throttle passing air amount Qth1 and the intake air temperature ta, but is a physical quantity related to the atmospheric pressure based on the intake air amount of the internal combustion engine. Any method may be used as long as it sets the first atmospheric pressure related physical quantity. As the “second atmospheric pressure related physical quantity setting means”, the throttle upstream pressure Pac is set and set based on the atmospheric pressure learning value Pa, the previous second throttle passage air amount Qth2 and the intake air temperature ta. The second throttle passage air amount Qth2 is set based on the pressure Pac, the intake pressure Pin, the throttle opening TH, and the intake air temperature ta, and the second volume is determined based on the set second throttle passage air amount Qth2 and the intake air temperature ta. The present invention is not limited to the one that sets the efficiency KL2, and may be any one that sets the second atmospheric pressure related physical quantity that is a physical quantity related to the atmospheric pressure based on the throttle opening. As the “atmospheric pressure learning means”, when the EGR valve 164 is open and the volumetric efficiency difference ΔKL, which is the difference between the first volumetric efficiency KL1 and the second volumetric efficiency KL2, is less than or equal to the threshold KLref, When the volumetric efficiency difference ΔKL is larger than the threshold KLref in the open state but the EGR valve 164 is fully closed and the volumetric efficiency difference ΔKL is less than or equal to the threshold KLref, the previous atmospheric pressure learning value Pa is held, and the EGR valve 164 When the volumetric efficiency difference ΔKL is larger than the threshold value KLref even when the EGR valve 164 is fully closed, the atmospheric pressure learned value Pa is based on the magnitude relationship between the first volumetric efficiency KL1 and the second volumetric efficiency KL2. The first atmospheric pressure is not limited to the one that adjusts the exhaust gas, and the exhaust gas is supplied by the exhaust gas supply means. When the physical quantity difference that is the difference between the continuous physical quantity and the second atmospheric pressure related physical quantity is within a predetermined range, the current atmospheric pressure learning value that is the current value of the atmospheric pressure learning value that is the learning value related to atmospheric pressure is held, and the exhaust gas is exhausted. When the physical quantity difference is not within a predetermined range at the time of supply, exhaust quantity reduction control is performed to control the exhaust supply means so that the amount of exhaust gas supplied by the exhaust supply means becomes small. If the atmospheric pressure learning value is not within the predetermined range after the current atmospheric pressure learning value is maintained and the exhaust gas supply amount reduction control is executed when it is within the predetermined range, the atmospheric pressure learning value may be adjusted. 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 outputs driving power, such as an induction motor. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can be charged and discharged, such as a capacitor. The “boosting circuit” is not limited to the boosting circuit 55, and any boosting circuit may be used as long as it boosts the electric power from the power storage means and supplies it to the motor. The “boost circuit control means” is limited to one that drives and controls the booster circuit 55 such that the lower the atmospheric pressure learning value Pa, the lower the voltage of the high voltage system (the inverters 41 and 42 side than the booster circuit 55). However, any device may be used as long as the booster circuit is controlled using the atmospheric pressure learning value adjusted by the atmospheric pressure learning means.

  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. That is, the interpretation of the invention described in the column of means for solving the problems 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 problems. 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 an internal combustion engine device, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device 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 an atmospheric pressure learning value setting process routine. It is a flowchart which shows an example of a volumetric efficiency setting process routine.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and 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, 55 booster circuit, 60 gear mechanism, 60a final gear, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid 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, 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, 14 Temperature sensor, 150 a variable valve timing mechanism, 158 suction pressure sensor, 160 EGR system, 162 EGR pipe, 163 a stepping motor, 164 EGR valve, MG1, MG2 motor.

Claims (8)

An internal combustion engine device comprising: an internal combustion engine; and an exhaust supply means for performing exhaust supply to supply exhaust gas from the internal combustion engine to an intake system of the internal combustion engine,
First atmospheric pressure related physical quantity setting means for setting a first atmospheric pressure related physical quantity that is a physical quantity related to atmospheric pressure based on an intake air amount of the internal combustion engine;
Second atmospheric pressure related physical quantity setting means for setting a second atmospheric pressure related physical quantity that is a physical quantity related to atmospheric pressure based on the throttle opening;
When a physical quantity difference that is a difference between the set first atmospheric pressure related physical quantity and the set second atmospheric pressure related physical quantity is within a predetermined range at the time of exhaust supply in which exhaust supply is performed by the exhaust supply means The current atmospheric pressure learning value, which is the current value of the atmospheric pressure learning value, which is the learning value related to the atmospheric pressure, is held, and the amount of exhaust gas supplied by the exhaust gas supply means when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied. When the exhaust gas supply amount reduction control for controlling the exhaust gas supply means is executed and the exhaust gas supply amount reduction control is executed, the current atmospheric pressure learning value is held when the physical quantity difference is within the predetermined range. Atmospheric pressure learning means for adjusting the atmospheric pressure learning value when the physical quantity difference is not within the predetermined range after executing the exhaust gas supply amount reduction control;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The second atmospheric pressure related physical quantity is a physical quantity that reflects a tendency to increase as the atmospheric pressure learning value increases,
When the physical quantity difference is not within the predetermined range after executing the exhaust gas supply amount reduction control, the atmospheric pressure learning means sets the set first atmospheric pressure related physical quantity to the set second atmospheric pressure related When it is larger than the physical quantity, the atmospheric pressure learning value is adjusted by adding a predetermined value to the current atmospheric pressure learning value, and when the set first atmospheric pressure related physical quantity is smaller than the set second atmospheric pressure related physical quantity Means for adjusting the atmospheric pressure learning value by subtracting the predetermined value from the current atmospheric pressure learning value;
The internal combustion engine device according to claim 1. An internal combustion engine device according to claim 1 or 2,
The first atmospheric pressure related physical quantity setting means sets and sets a first throttle passing air amount that is an air amount that passes through a throttle valve based on the intake air amount and an intake air temperature that is a temperature of the intake air. Means for setting the first atmospheric pressure related physical quantity based on a first throttle passing air amount and the intake air temperature;
The second atmospheric pressure related physical quantity setting means passes through the throttle valve based on the current atmospheric pressure learning value, the intake air temperature, a downstream pressure that is a pressure downstream of the throttle valve, and the throttle opening. A means for setting a second throttle passage air amount, which is an air amount, and setting the second atmospheric pressure related physical quantity based on the set second throttle passage air amount and the intake air temperature;
Internal combustion engine device.   The second atmospheric pressure related physical quantity setting means sets an upstream pressure that is an upstream pressure of the throttle valve based on the current atmospheric pressure learning value, the intake air temperature, and the current second throttle passage air amount. 4. The internal combustion engine device according to claim 3, wherein the second throttle passing air amount is set based on the set upstream pressure, the downstream pressure, the intake air temperature, and the throttle opening.   5. The apparatus according to claim 1, wherein the atmospheric pressure learning unit is a unit that controls the exhaust gas supply unit so that exhaust gas supply by the exhaust gas supply unit is not performed as the exhaust gas supply amount reduction control. 6. The internal combustion engine apparatus of description.   A vehicle on which the internal combustion engine device according to any one of claims 1 to 5 is mounted and travels by power from the internal combustion engine. The vehicle according to claim 6, wherein
An electric motor that outputs driving power;
Charge / discharge power storage means;
A booster circuit that boosts power from the power storage means and supplies the boosted electric power to the motor;
Boosting circuit control means for controlling the boosting circuit using the atmospheric pressure learning value adjusted by the atmospheric pressure learning means;
A vehicle comprising: An internal combustion engine, and an exhaust gas supply means for supplying an exhaust gas for supplying an exhaust gas of the internal combustion engine to an intake system of the internal combustion engine, and is a physical quantity related to atmospheric pressure based on an intake air amount of the internal combustion engine A method for setting an atmospheric pressure learning value that is a learning value related to atmospheric pressure in an internal combustion engine device that sets a physical quantity related to atmospheric pressure and sets a second physical quantity related to atmospheric pressure based on a throttle opening degree. Because
When a physical quantity difference that is a difference between the set first atmospheric pressure related physical quantity and the set second atmospheric pressure related physical quantity is within a predetermined range at the time of exhaust supply in which exhaust supply is performed by the exhaust supply means The current atmospheric pressure learning value, which is the current value of the atmospheric pressure learning value, which is the learning value related to the atmospheric pressure, is held, and the amount of exhaust gas supplied by the exhaust gas supply means when the physical quantity difference is not within the predetermined range when the exhaust gas is supplied. When the exhaust gas supply amount reduction control for controlling the exhaust gas supply means is executed and the exhaust gas supply amount reduction control is executed, the current atmospheric pressure learning value is held when the physical quantity difference is within the predetermined range. Adjusting the atmospheric pressure learning value when the physical quantity difference is not within the predetermined range after executing the exhaust gas supply amount reduction control;
A method for setting an atmospheric pressure learning value.

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