JP2010163965A - Internal combustion engine, control method for the same, and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To operate an internal combustion engine with ignition at more appropriate ignition timing at the predetermined changes, that is, the change of the open/close timing of the air intake valve and the change of a recirculation rate that is a ratio of recirculation amount to the sum of the recirculation amount of the exhaust gas recirculated into the intake air by an exhaust gas recirculator and the amount of the intake air of the internal combustion engine. <P>SOLUTION: When both of the open/close timing TV of the air intake valve and an EGR rate Re change, a first correction amount TFv is set by correcting a first temporary correction amount TFvtmp corresponding to a target open/close timing TV* based on a rate of change α (S170, S180) and a second correction amount TFe is set by correcting a second temporary correction amount TFetmp corresponding to a target EGR rate Re* based on a rate of change β (S240, S250). A target ignition timing TF* is set by correcting a basic ignition timing TFbase by the first and second correction amounts TFv and TFe thus set (S260). The engine is operated with ignition at the target ignition timing TF* set (S270). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a control method therefor, and a hybrid vehicle.

  Conventionally, as this type of internal combustion engine device, an internal combustion engine having a variable valve timing mechanism has been proposed in which the ignition timing is advanced or delayed according to the valve timing (see, for example, Patent Document 1). . In this device, when the actual valve timing deviates from the basic valve timing determined according to the engine load and engine speed, the ignition timing is corrected according to the deviation, thereby improving combustion stability and preventing knocking. I am trying.

Japanese Patent Laid-Open No. 9-209895

  By the way, in addition to the above-described hardware configuration, in an internal combustion engine device in which an exhaust gas recirculation device that recirculates exhaust gas to intake air is attached to the internal combustion engine, ignition timing is set so as to correspond to a target value (target valve timing) of valve timing. Correcting and corresponding to the target value of recirculation rate (target recirculation rate) as the ratio of the recirculation amount to the sum of the recirculation amount of exhaust to the intake air by the exhaust gas recirculation device and the intake air amount of the internal combustion engine Some also correct the ignition timing. In this case, when the valve timing and the recirculation rate change with changes in the target valve timing and the target recirculation rate, if the ignition timing is corrected to correspond to the target valve timing and the target recirculation rate, Due to the difference between the timing and the actual valve timing and the difference between the target recirculation rate and the actual recirculation rate, the ignition timing is not appropriate, knocking occurs, and the fuel consumption is reduced. It may get worse.

  The internal combustion engine device of the present invention, its control method, and the hybrid vehicle are recirculated with respect to the sum of the recirculation amount of the exhaust gas into the intake air and the intake air amount of the internal combustion engine as the opening / closing timing of the intake valve changes. The main object is to operate the internal combustion engine with ignition at a more appropriate ignition timing at a predetermined change in which the recirculation rate as a ratio of the amount changes.

  The internal combustion engine device, the control method thereof, and the hybrid vehicle 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 to which an opening / closing timing of an intake valve and adjustment of ignition timing can be adjusted and an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached,
As the opening / closing timing of the intake valve changes, the recirculation rate as a ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air by the exhaust gas recirculation device and the intake air amount of the internal combustion engine changes. When a predetermined change occurs, the first provisional correction amount corresponding to the target opening / closing timing is corrected by the first change rate at which the opening / closing timing has changed toward the target opening / closing timing as the target value of the opening / closing timing. A second temporary correction amount corresponding to the target recirculation rate by a first correction amount and a second change rate at which the recirculation rate has changed toward the target recirculation rate as a target value of the recirculation rate The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by correcting the internal combustion engine, and at the set target ignition timing. Control means for controlling the internal combustion engine so that the internal combustion engine is operated with a fire,
It is characterized by providing.

  In the internal combustion engine device of the present invention, the opening / closing timing of the intake valve changes, and the recirculation amount as a ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air and the intake air amount of the internal combustion engine by the exhaust gas recirculation device. At a predetermined change in which the circulation rate changes, the first temporary correction amount corresponding to the target opening / closing timing is corrected by the first change rate at which the opening / closing timing has changed toward the target opening / closing timing as the target value of the opening / closing timing. A second temporary correction amount corresponding to the target recirculation rate is obtained by the first correction amount obtained and the second change rate at which the recirculation rate has changed toward the target recirculation rate as the target value of the recirculation rate. The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by the correction, and is accompanied by ignition at the set target ignition timing. Controlling an internal combustion engine as the internal combustion engine is operated. Thus, the internal combustion engine can be operated with ignition at a more appropriate ignition timing at a predetermined change in which both the opening / closing timing of the intake valve and the recirculation rate change. As a result, occurrence of knocking and deterioration of fuel consumption can be suppressed.

  In such an internal combustion engine device of the present invention, the first change rate is a ratio of the change amount of the opening / closing timing to the change amount of the target opening / closing timing, and the second change rate is a ratio of the target recirculation rate. It can also be the ratio of the amount of change in the recirculation rate to the amount of change.

  Further, in the internal combustion engine device of the present invention, the first correction amount is obtained by multiplying the change amount of the first temporary correction amount before and after the target opening / closing timing is changed by the first change rate, It is calculated by the sum of the first temporary correction amount before the target opening / closing timing is changed, and the second correction amount is the second correction amount before and after the target recirculation rate is changed. A value obtained by multiplying the change amount of the temporary correction amount by the second change ratio and the second temporary correction amount before the target recirculation rate is changed, and You can also In the internal combustion engine apparatus of the present invention according to this aspect, in addition to controlling the internal combustion engine, the control means sets the first value to the absolute value of the change amount of the first temporary correction amount when the predetermined change occurs. And the sum of the absolute value of the change amount of the second temporary correction amount multiplied by the second change rate and the absolute value of the change amount of the first temporary correction amount. By dividing by the absolute value and the sum of the change amount of the second temporary correction amount, the entire opening / closing timing and the recirculation rate are respectively changed to the target opening / closing timing and the target circulation rate. It can also be a means for calculating a change rate. In this way, it is possible to calculate the overall change rate when the opening / closing timing and the recirculation rate change toward the target opening / closing timing and the target circulation rate, respectively.

  The hybrid vehicle of the present invention is the internal combustion engine device of the present invention according to any one of the above-described aspects, that is, basically, the opening / closing timing of the intake valve can be changed and the ignition timing can be adjusted, and the exhaust gas is recirculated to the intake air. An internal combustion engine device having an internal combustion engine to which an exhaust gas recirculation device is attached, wherein an opening / closing timing of the intake valve changes and an exhaust air recirculation amount by the exhaust gas recirculation device and intake air of the internal combustion engine When the recirculation rate as the ratio of the recirculation amount to the sum of the amount changes, the opening / closing timing changes according to the first change rate changed toward the target opening / closing timing as the target value of the opening / closing timing. A first correction amount obtained by correcting the first provisional correction amount corresponding to the target opening / closing timing, and the target recirculation as a target value of the recirculation rate. As a basic value of the ignition timing of the internal combustion engine, a second correction amount obtained by correcting the second temporary correction amount corresponding to the target recirculation rate by the second change rate that has changed toward the rate An internal combustion engine comprising: control means for correcting the determined basic ignition timing to set a target ignition timing and controlling the internal combustion engine so that the internal combustion engine is operated with ignition at the set target ignition timing One of the three shafts connected to the three axes of the apparatus, a generator capable of inputting / outputting power, a drive shaft coupled to drive wheels, an output shaft of the internal combustion engine, and a rotation shaft of the generator 3-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from the two shafts, an electric motor capable of inputting / outputting power to / from the drive shaft, the generator, the electric motor and electric power Power storage means that can exchange To.

  In the hybrid vehicle of the present invention, the internal combustion engine device of the present invention according to any one of the above-described aspects is mounted, so that the effects exhibited by the internal combustion engine device of the present invention, for example, both the opening / closing timing of the intake valve and the recirculation rate are both An effect that the internal combustion engine can be operated with ignition at a more appropriate ignition timing at the time of a predetermined change that changes can be achieved.

The control method of the internal combustion engine device of the present invention includes:
A control method for an internal combustion engine device comprising an internal combustion engine equipped with an exhaust gas recirculation device capable of changing an intake valve opening / closing timing and adjusting an ignition timing and recirculating exhaust gas to intake air,
As the opening / closing timing of the intake valve changes, the recirculation rate as a ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air by the exhaust gas recirculation device and the intake air amount of the internal combustion engine changes. When a predetermined change occurs, the first provisional correction amount corresponding to the target opening / closing timing is corrected by the first change rate at which the opening / closing timing has changed toward the target opening / closing timing as the target value of the opening / closing timing. A second temporary correction amount corresponding to the target recirculation rate by a first correction amount and a second change rate at which the recirculation rate has changed toward the target recirculation rate as a target value of the recirculation rate The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by correcting the internal combustion engine, and at the set target ignition timing. Controlling the internal combustion engine so that the internal combustion engine is operated with a fire,
It is characterized by that.

  In this control method for an internal combustion engine device according to the present invention, the ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air and the intake air amount of the internal combustion engine by the opening and closing timing of the intake valve changes. The first provisional correction amount corresponding to the target opening / closing timing is determined by the first change rate at which the opening / closing timing changes toward the target opening / closing timing as the target value of the opening / closing timing. The second provisional value corresponding to the target recirculation rate is obtained by the first correction amount obtained by the correction and the second change rate at which the recirculation rate is changed toward the target recirculation rate as the target value of the recirculation rate. The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by correcting the correction amount, and at the set target ignition timing. Controlling an internal combustion engine as the internal combustion engine is operated with a fire. Thus, the internal combustion engine can be operated with ignition at a more appropriate ignition timing at a predetermined change in which both the opening / closing timing of the intake valve and the recirculation rate change. As a result, occurrence of knocking and deterioration of fuel consumption can be suppressed.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 3 is a flowchart showing an example of an ignition control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the map for basic ignition timing setting. It is explanatory drawing which shows an example of the temporary 1st correction amount setting map. It is explanatory drawing which shows an example of the temporary 2nd correction amount setting map. It is explanatory drawing which shows an example of the whole change ratio calculation routine performed by engine ECU24. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one 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 vehicle. Here, the internal combustion engine device of the embodiment mainly corresponds to the engine 22 and the engine electronic control unit 24 for controlling the engine 22.

  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). And 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. Then, by adjusting the opening degree of the EGR valve 164, the supply amount of the exhaust gas as an incombustible gas is 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, and the amount of exhaust supplied to the intake side is referred to as an EGR amount Ve.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as 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 cooling water temperature from the sensor 142, the intake valve 128 for intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 for detecting the rotational position of the camshaft for opening and closing the exhaust valve, and the throttle valve for detecting the position of the throttle valve 124 The throttle opening Ta from the position sensor 146, the intake air amount Qa 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, and the intake pressure for detecting the pressure in the intake pipe From sensor 158 The intake pressure Pin, the catalyst temperature Tc from the catalyst temperature sensor 134a attached to the purifier 134, the air / fuel ratio from the air / fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the occurrence of knocking attached to the cylinder block. A knock signal Ks from the knock sensor 159 that detects the generated vibration, an EGR valve opening EV from the EGR valve opening sensor 165 that detects the opening of the EGR valve 164, and the like are 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 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, and the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22. The volumetric efficiency (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated based on Ne, or the intake air amount Qa from the air flow meter 148 and the EGR valve Based on the EGR valve opening degree EV from the opening degree sensor 165 and the rotational speed Ne of the engine 22, an EGR rate Re as a ratio of the EGR amount Ve to the sum of the EGR amount Ve and the intake air amount Qa of the engine 22 is calculated. Or based on the magnitude and waveform of the knock signal Ks from the knock sensor 159. It is or calculating the knock intensity Kr indicating the occurrence level of knocking.

  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 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, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. 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 pedal 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 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 and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the hybrid electronic control unit 70 requires the required torque Tr to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. * Is set, and the conversion factor is converted into the rotation speed obtained by dividing the rotation speed Nr of the ring gear shaft 32a (for example, the rotation speed Nm2 of the motor MG2 by the gear ratio of the reduction gear 35) to the set required torque Tr *. The traveling power Pr * required for traveling is calculated by multiplying the number of revolutions obtained by multiplication), and charging / discharging of the battery 50 obtained from the calculated traveling power Pr * based on the remaining capacity (SOC) of the battery 50 As the power to be output from the engine 22 by reducing the required power Pb * (positive value when discharging from the battery 50) An engine using an operation line (for example, a fuel efficiency optimum operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can set the required power Pe * and output the required power Pe * from the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * of 22 are set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from the motor MG1 is set by the rotational speed feedback control, and a torque acting on the ring gear shaft 32a via the power distribution and integration mechanism 30 when the motor MG1 is driven by the torque command Tm1 *. The torque command Tm2 * of the motor MG2 is set by subtracting from the required torque Tr *, and the target rotational speed Ne * Send for the engine ECU24 target torque Te * city, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * sets a target EGR rate Re * as a target value for the EGR rate Re based on the target rotational speed Ne * and the target torque Te *. In addition, intake air amount control, fuel injection control, ignition control, opening / closing timing control of the intake valve 128, etc. are performed so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *, and the EGR rate Re is The opening degree of the EGR valve 164 of the EGR system 160 is adjusted so that the target EGR rate Re * is obtained. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the hybrid electronic control unit 70 sets the torque command Tm1 * of the motor MG1 to a value of 0 and the required torque Tr * as a drive shaft within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm2 * of the motor MG2 is set so as to be output to the shaft 32a and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the ignition control of the engine 22 when traveling in the engine operation mode will be described. FIG. 3 is a flowchart showing an example of an ignition control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the ignition control routine of FIG. 3 is executed, the CPU 24a of the engine ECU 24 first starts the intake air amount Qa from the air flow meter 148, the rotational speed Ne of the engine 22, the opening / closing timing TV of the intake valve 128, and the target opening / closing timing TV. A process of inputting data necessary for control such as *, EGR rate Re, target EGR rate Re * is executed (step S100). Here, the rotational speed Ne of the engine 22 is input by reading a value calculated based on a signal from the crank position sensor 140 and written at a predetermined address in the RAM 24c. Further, the opening / closing timing TV of the intake valve 128 is inputted by reading what is calculated based on the cam position from the cam position sensor 144 and written in a predetermined address of the RAM 24c. Further, the target opening / closing timing TV * is inputted by reading what is set based on the target rotational speed Ne * of the engine 22 and the target torque Te * and written in a predetermined address of the RAM 24c. The EGR rate Re is calculated based on the intake air amount Qa from the air flow meter 148, the EGR valve opening degree EV from the EGR valve opening degree sensor 165, and the rotational speed Ne of the engine 22, and is written in a predetermined address of the RAM 24c. It was supposed to be input by reading things. The target EGR rate Re * is input by reading the value set based on the target rotational speed Ne * and the target torque Te * and written at a predetermined address in the RAM 24c. In parallel with the ignition control, the engine ECU 24 performs intake air amount control for driving and controlling the throttle motor 136 so that the throttle opening Ta becomes the target opening, and fuel injection corresponding to the intake air amount Qa is performed. The fuel injection control for controlling the fuel injection flight 126, the opening / closing timing control of the intake valve 128 for controlling the variable valve timing mechanism 150 so that the opening / closing timing TV of the intake valve 128 becomes the target opening / closing timing TV *, and the EGR rate Re are performed. Is controlled to adjust the opening degree of the EGR valve 164 for controlling the driving of the stepping motor 163 so that the target EGR rate Re * is obtained. When the target EGR rate Re * is 0, the EGR valve 164 is closed. In the following description, for convenience of explanation, values related to the ignition timing (basic ignition timing TFbase, first correction amount TFv, second correction amount TFe, target ignition timing TF *, etc.) are larger as the ignition timing is earlier. It was supposed to be.

  When the data is thus input, the basic ignition timing TFbase is set as a basic value of the target ignition timing TF * based on the input engine speed Ne and the intake air amount Qa (step S110). Here, in the embodiment, the basic ignition timing TFbase is stored in the ROM 24b as a basic ignition timing setting map by predetermining the relationship among the rotational speed Ne of the engine 22, the intake air amount Qa, and the basic ignition timing TFbase. When the engine speed Ne and the intake air amount Qa are given, the corresponding basic ignition timing TFbase is derived and set from the stored map. An example of the basic ignition timing setting map is shown in FIG. As shown in the figure, the basic ignition timing TFbase is set such that the basic ignition timing TFbase tends to be faster as the rotational speed Ne of the engine 22 is larger and is delayed as the intake air amount Qa is larger. This is because the larger the rotational speed Ne of the engine 22, the greater the influence of the time lag until the actual explosion combustion occurs after the electric spark is blown from the spark plug 30, and the larger the intake air amount Qa, the more the engine 22 knocks. This is because it becomes easier.

  Next, a temporary first correction amount as a temporary value of a correction amount (hereinafter referred to as a first correction amount) TFv for advancing or delaying the ignition timing based on the target opening / closing timing TV * of the intake valve 128. TFvtmp is set (step S120). Here, in the embodiment, the temporary first correction amount TFvtmp is stored in the ROM 24b as a temporary first correction amount setting map by predetermining the relationship between the target opening / closing timing TV * and the temporary first correction amount TFvtmp. When the target opening / closing timing TV * is given, the corresponding temporary first correction amount TFvtmp is derived and set from the stored map. An example of the temporary first correction amount setting map is shown in FIG. As shown in the figure, the provisional first correction amount TFvtmp is set such that the earlier the target opening / closing timing TV * is, the larger the value is in the direction of delaying the ignition timing (the larger the value is as a negative value). This is because as the opening / closing timing TV corresponding to the target opening / closing timing TV * is earlier, the intake air amount Qa is likely to increase and the engine 22 is more likely to be knocked.

  Subsequently, the opening / closing timing difference ΔTV is calculated by subtracting the opening / closing timing TV from the target opening / closing timing TV * (step S130), and the calculated absolute value of the opening / closing timing difference ΔTV is compared with the threshold value TVref (step S140). Here, the threshold value TVref is used to determine whether or not the opening / closing timing of the intake valve 128 changes, and is determined in consideration of the calculation accuracy of the opening / closing timing TV. .

  When the absolute value of the opening / closing timing difference ΔTV is equal to or less than the threshold value TVref, it is determined that the opening / closing timing is not changed, and the temporary first correction amount TFvtmp set in step S120 is set to the first correction amount TFv (step S145). On the other hand, when the absolute value of the opening / closing timing difference ΔTV is larger than the threshold value TVref in step S140, it is determined that the opening / closing timing has changed, and the opening / closing timing difference (previous ΔTV) calculated when this routine was executed last time is determined as the threshold value. Compare with TVref (step S150). This process is a process for determining whether or not the opening / closing timing TV starts to change when the target opening / closing timing TV * changes from a substantially constant state in the vicinity of the target opening / closing timing TV *. When the absolute value of the previous opening / closing timing difference (previous ΔTV) is less than or equal to the threshold value TVref, it is determined that the opening / closing timing TV starts to change, and the opening / closing timing TV immediately before the opening / closing timing TV starts changing (hereinafter, immediately before the change). Opening / closing timing TVset), first correction amount TFv (hereinafter referred to as first correction amount TFvset immediately before change), previous opening / closing timing ((previous TV) = previous TV *), previous first correction amount ((previous TFv ) = Previous TFvtmp) is set (step S160). When this routine is executed after the next time, since the absolute value of the previous opening / closing timing difference (previous ΔTV) is larger than the threshold value TVref, the opening / closing timing TVset immediately before change and the first correction amount TFvset immediately before change are not set. .

  Subsequently, using the opening / closing timing TV of the intake valve 128, the target opening / closing timing TV *, and the opening / closing timing TVset immediately before the change, the opening / closing timing TV is changed from the opening / closing timing TVset immediately before the change to the target opening / closing timing TV * by the following equation (1). A change rate α indicating how much has changed is calculated (step S170), and the first correction amount is calculated by using the temporary first correction amount TFvtmp, the first correction amount TFvset immediately before the change, and the change rate α according to equation (2). TFv is set (step S180), and the processing after step S190 is executed. By setting the first correction amount TFv in this way, the first correction amount TFv when the opening / closing timing is changed can be made more appropriate.

α = (TV-TVset) / (TV * -TVset) (1)
TFv = TFvset + (TFvtmp-TFvset) ・ α (2)

  When the first correction amount TFv is thus set in step S145 or step S180, a temporary value as a temporary value of a correction amount (hereinafter referred to as a second correction amount) TFe for accelerating the ignition timing based on the target EGR rate Re *. A second correction amount TFetmp is set (step S190). Here, in the embodiment, the temporary second correction amount TFetmp is stored in the ROM 24b as a temporary second correction amount setting map in which the relationship between the target EGR rate Re * and the temporary second correction amount TFetmp is determined in advance through experiments or the like. In addition, when the target EGR rate Re * is given, the corresponding temporary second correction amount TFetmp is derived from the stored map and set. An example of the temporary second correction amount setting map is shown in FIG. As shown in the figure, the provisional second correction amount TFetmp is set such that the larger the target EGR rate Re * is, the larger the value is in the direction of earlier ignition timing. This is because knocking of the engine 22 is less likely to occur as the EGR rate Re corresponding to the target EGR rate Re * increases.

  Subsequently, the EGR rate difference ΔRe is calculated by subtracting the EGR rate Re from the target EGR rate Re * (step S200), and the calculated absolute value of the EGR rate difference ΔRe is compared with the threshold value Rref (step S210). Here, the threshold value Rref is used to determine whether or not the EGR rate is changing when the EGR rate Re is changed, and is determined in consideration of the calculation accuracy of the EGR rate Re.

  When the absolute value of the EGR rate difference ΔRe is equal to or less than the threshold value Rref, it is determined that the EGR rate is not changing, and the provisional second correction amount TFetmp set in step S190 is set to the second correction amount TFe (step S215). On the other hand, when the absolute value of the EGR rate difference ΔRe is larger than the threshold value Rref in step S210, it is determined that the EGR rate is changing, and the absolute value of the EGR rate difference (previous ΔRe) calculated when this routine is executed last time is determined. The value is compared with a threshold value Rref (step S220). This process is a process for determining whether or not the EGR rate Re starts to change when the target EGR rate Re * changes from a substantially constant state in the vicinity of the target EGR rate Re *. When the absolute value of the previous EGR rate difference (previous ΔRe) is less than or equal to the threshold value Rref, it is determined that the EGR rate Re starts to change, and the EGR rate Re immediately before the EGR rate Re starts changing (hereinafter, immediately before the change). EGR rate Reset), second correction amount TFe (hereinafter referred to as second correction amount TFSet immediately before change), previous EGR rate ((previous Re) = previous Re *), previous second correction amount ((previous TFe ) = Previous TFetmp) is set (step S230). When this routine is executed after the next time, since the absolute value of the previous EGR rate difference (previous ΔRe) is larger than the threshold value Rref, the EGR rate Reset immediately before change and the second correction amount TFset immediately before change are not set. .

  Subsequently, by using the EGR rate Re, the target EGR rate Re *, and the EGR rate Reset immediately before change, the degree of change in the EGR rate Re from the EGR rate Reset immediately before change to the target EGR rate Re * according to the following equation (3): Is calculated (step S240), and the second correction amount TFe is reset by the equation (4) using the temporary second correction amount TFetmp, the second correction amount TFset just before change, and the change rate β. (Step S250), and the processing after Step S260 is executed. By resetting the second correction amount TFe in this way, the second correction amount TFe when the EGR rate changes can be made more appropriate.

β = (Re-Reset) / (Re * -Reset) (3)
TFe = TFeset + (TFetmp-TFeset) ・ β (4)

  When the EG rate correction amount TFe is set in step S215 or step S250, the target ignition timing TF * is set by adding the sum of the first correction amount TFv and the second correction amount TFe to the basic ignition timing TFbase (step S260). Then, the ignition coil 138 is driven and controlled so that the target cylinder is ignited at the set target ignition timing TF * (step S270), and the ignition control routine is terminated. When the opening / closing timing is not changed and the EGR rate is not changed, the basic ignition timing is determined by the first correction amount TFv in which the temporary first correction amount TFvtmp is set and the second correction amount TFe in which the temporary second correction amount TFetmp is set. By correcting the TFbase and setting the target ignition timing TF * and operating the engine 22 with ignition at the target ignition timing TF *, the engine is controlled by the ignition timing with good combustion efficiency while suppressing knocking of the engine 22. 22 can be driven. Further, when the opening / closing timing is changed, the temporary first correction amount TFvtmp is corrected by the change rate α instead of the temporary first correction amount TFvtmp to set the first correction amount TFv. When the EGR rate is changed, the temporary second correction amount TFetmp. Instead, the provisional second correction amount TFetmp is corrected by the change rate β and the second correction amount TFe is set, so that when the opening / closing timing changes or when the EGR rate changes, especially when the opening / closing timing TV and the EGR rate Re are both When changing, the engine 22 can be operated with ignition at a more appropriate ignition timing, and knocking of the engine 22 and deterioration of fuel consumption can be suppressed.

  Next, processing for calculating the overall change rate (hereinafter referred to as the overall change rate γ) when the opening / closing timing TV of the intake valve 128 and the EGR rate Re change respectively will be described. FIG. 7 is an explanatory diagram showing an example of an overall change rate calculation routine executed by the engine ECU 24 in parallel with the ignition control routine of FIG. This routine is performed when both the opening / closing timing TV of the intake valve 128 and the EGR rate Re change (when the absolute value of the opening / closing timing difference ΔTV is larger than the threshold value TVref and the absolute value of the EGR rate difference ΔRe is larger than the threshold value Rref). ) Repeatedly at predetermined time intervals (for example, every several milliseconds).

  When the overall change rate calculation routine is executed, the CPU 24a of the engine ECU 24 first changes the change rates α and β set by the ignition control routine of FIG. 3, the temporary first correction amount TFvtmp, the first correction amount TFvset immediately before the change, The provisional second correction amount TFetmp and the second correction amount TFset just before the change are input (step S300), and the first correction amount difference TFv is calculated by subtracting the first correction amount TFvset immediately before the change from the input temporary first correction amount TFvtmp. At the same time (step S310), a second correction amount difference ΔTFe is calculated by subtracting the second correction amount TFset just before the change from the temporary second correction amount TFetmp (step S320). Here, the first correction amount difference ΔTFv is an amount indicating how much the ignition timing is changed in accordance with the change in the target opening / closing timing TV *, and the second correction amount difference ΔTFe is the target EGR rate Re *. This is an amount indicating how much the ignition timing is changed in accordance with the change.

  The sum of the absolute value of the first correction amount difference ΔTFv multiplied by the change rate α and the sum of the absolute value of the second correction amount difference ΔTFe multiplied by the change rate β is the absolute value of the first correction amount difference ΔTFv. Is calculated by the following equation (5) divided by the sum of the second correction amount difference ΔTFe and the absolute value of the second correction amount difference ΔTFe (step S340), and this routine is terminated. By calculating the overall change rate γ in this way, it is possible to grasp the overall change rate γ when the opening / closing timing TV of the intake valve 128 and the EGR rate Re change. Here, the absolute values of the first correction amount difference ΔTFv and the second correction amount difference ΔTFe are used because they may be negative values. The overall change rate γ calculated in this way is used for, for example, adjustment of a change speed for changing the opening / closing timing TV toward the target opening / closing timing TV *, or a change speed for changing the EGR rate Re toward the target EGR rate Re *. Can do. That is, for example, when the relationship between the overall change rate γ and the knock magnitude Kr at that time is learned, and the opening / closing timing TV and the EGR rate Re are changed next time, the knock magnitude Kr is set to a predetermined allowable value Kref. The ignition timing of the engine 22 can be adjusted by adjusting the changing speed of the opening / closing timing TV and the EGR rate Re according to the overall change rate γ so as not to exceed.

  γ = (| ΔTFv | ・ α + | ΔTFe | ・ β) / (| ΔTFv | + | ΔTFe |) (5)

  According to the hybrid vehicle 20 of the embodiment described above, when both the opening / closing timing TV of the intake valve 128 and the EGR rate Re change, the first correction obtained by correcting the temporary first correction amount TFvtmp by the change rate α. The basic ignition timing TFbase obtained from the rotational speed Ne of the engine 22 and the intake air amount Qa is corrected by the amount TFv and the second correction amount TFe obtained by correcting the temporary second correction amount TFetmp by the change rate β. The target ignition timing TF * is set and the engine 22 is operated with ignition at the set target ignition timing TF *. Therefore, when both the opening / closing timing TV of the intake valve 128 and the EGR rate Re change, The engine 22 can be operated with ignition at an appropriate ignition timing, and knocking of the engine 22 and deterioration of fuel consumption are suppressed. Can be controlled.

  Further, according to the hybrid vehicle 20 of the embodiment, when both the opening / closing timing TV of the intake valve 128 and the EGR rate Re change, the first correction amount TFvset immediately before the change is subtracted from the temporary first correction amount TFvtmp. The sum of 1 correction amount difference ΔTFv multiplied by the change rate α and 2nd correction amount difference ΔTFe obtained by subtracting the second correction amount TFset just before change from the temporary second correction amount TFetmp and the change rate β Is divided by the sum of the first correction amount difference ΔTFv and the second correction amount difference Δ to calculate the overall change rate γ, so that when the opening / closing timing TV of the intake valve 128 and the EGR rate Re change respectively, The change rate can be grasped.

  In the hybrid vehicle 20 of the embodiment, the basic ignition timing TFbase is set using the rotational speed Ne of the engine 22 and the intake air amount Qa. However, instead of using the intake air amount Qa, the basic efficiency is set using the volumetric efficiency KL. The ignition timing TFbase may be set. In this case, the basic ignition timing TFbase may be set such that the basic ignition timing TFbase tends to be faster as the rotational speed Ne of the engine 22 is larger and as the volumetric efficiency KL is larger. This is because the larger the rotational speed Ne of the engine 22, the greater the influence of the time lag until the actual explosion combustion occurs after the electric spark is blown from the spark plug 30, and the greater the volumetric efficiency KL, the more likely the engine 22 is knocked. It is to become.

  In the hybrid vehicle 20 of the embodiment, when the opening / closing timing TV of the intake valve 128 and the EGR rate Re both change, the overall change rate γ is calculated. However, the overall change rate γ may not be calculated. .

  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 output 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).

  Further, the present invention is not limited to those applied to hybrid vehicles, but is incorporated in non-moving equipment such as internal combustion engine devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. An internal combustion engine device may be used. Furthermore, it is good also as a form of the control method of 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, when the engine 22 corresponds to an “internal combustion engine” and the opening / closing timing TV of the intake valve 128 and the EGR rate Re both change, the first correction amount TFvtmp obtained by correcting the temporary first correction amount TFvtmp by the change rate α is obtained. The basic ignition timing TFbase obtained from the rotational speed Ne of the engine 22 and the intake air amount Qa is obtained from the one correction amount TFv and the second correction amount TFe obtained by correcting the temporary second correction amount TFetmp by the change rate β. An engine that performs the ignition control by the ignition control routine of FIG. 3, which performs the correction by setting the target ignition timing TF * and performing the ignition control using the set target ignition timing TF *, the intake air amount control, the fuel injection control, etc. The ECU 24 corresponds to “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”, the motor MG2 corresponds to a “motor”, and the battery 50 serves as a “power storage unit”. Equivalent to.

  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. As the “control means”, when both the opening / closing timing TV of the intake valve 128 and the EGR rate Re change, the first correction amount TFv obtained by correcting the temporary first correction amount TFvtmp by the change rate α, and the change rate The basic ignition timing TFbase obtained from the rotational speed Ne of the engine 22 and the intake air amount Qa is corrected by the second correction amount TFe obtained by correcting the temporary second correction amount TFetmp by β, and the target ignition timing TF *. Is not limited to driving the engine 22 with ignition at the set target ignition timing TF *, and the opening / closing timing of the intake valve changes and the exhaust gas recirculation device supplies the exhaust to the intake air. When the recirculation rate changes as the ratio of the recirculation amount to the sum of the recirculation amount and the intake air amount of the internal combustion engine, the opening / closing timing is The first correction amount obtained by correcting the first temporary correction amount corresponding to the target opening / closing timing by the first change rate changed toward the target opening / closing timing as the target value of the opening / closing timing, and the recirculation rate A second correction amount obtained by correcting the second temporary correction amount corresponding to the target recirculation rate by the second change rate changed toward the target recirculation rate as the target value of the recirculation rate; The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine, and the internal combustion engine is controlled so that the internal combustion engine is operated with ignition at the set target ignition timing. Anything can be used. 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 “3-axis power input / output means” is not limited to the power distribution / integration mechanism 30; it can be connected to four or more shafts by using a double pinion planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three shafts connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as a motor having a different operation from the planetary gear, such as a driven gear or 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 shafts, any device 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 “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator or an electric motor such as a capacitor.

  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 problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of internal combustion engine devices and hybrid vehicles.

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated 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 Rotation 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 driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 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, 149 Temperature sensor, 150 Variable valve Timing mechanism, 159 a knock sensor, 160 EGR system, 162 EGR pipe, 163 a stepping motor, 164 EGR valve, 165 EGR valve opening sensor, 166 temperature sensor, MG1, MG2 motor.

Claims (6)

An internal combustion engine device comprising an internal combustion engine to which an opening / closing timing of an intake valve and adjustment of ignition timing can be adjusted and an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached,
As the opening / closing timing of the intake valve changes, the recirculation rate as a ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air by the exhaust gas recirculation device and the intake air amount of the internal combustion engine changes. When a predetermined change occurs, the first provisional correction amount corresponding to the target opening / closing timing is corrected by the first change rate at which the opening / closing timing has changed toward the target opening / closing timing as the target value of the opening / closing timing. A second temporary correction amount corresponding to the target recirculation rate by a first correction amount and a second change rate at which the recirculation rate has changed toward the target recirculation rate as a target value of the recirculation rate The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by correcting the internal combustion engine, and at the set target ignition timing. Control means for controlling the internal combustion engine so that the internal combustion engine is operated with a fire,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The first change ratio is a ratio of a change amount of the opening / closing timing to a change amount of the target opening / closing timing,
The second change rate is a ratio of a change amount of the recirculation rate to a change amount of the target recirculation rate.
Internal combustion engine device. An internal combustion engine device according to claim 1 or 2,
The first correction amount is obtained by multiplying the change amount of the first temporary correction amount before and after the change of the target opening / closing timing by the first change rate, and before changing the target opening / closing timing. Is calculated by the sum of the first provisional correction amount and
The second correction amount is obtained by multiplying the change amount of the second temporary correction amount before and after the change of the target recirculation rate by the second change rate, and before the change of the target recirculation rate. Calculated by the sum of the second provisional correction amount of
Internal combustion engine device. An internal combustion engine device according to claim 3,
In addition to controlling the internal combustion engine, the control means is configured to multiply the absolute value of the change amount of the first provisional correction amount by the first change ratio and the second change time when the predetermined change occurs. The sum of the absolute value of the change amount of the temporary correction amount multiplied by the second change ratio is the sum of the absolute value of the change amount of the first temporary correction amount and the change amount of the second temporary correction amount. By dividing by the absolute value and the sum, it is means for calculating an overall change rate when the opening / closing timing and the recirculation rate change toward the target opening / closing timing and the target circulation rate, respectively.
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 4,
A generator capable of inputting and outputting power;
Connected to three shafts of a drive shaft coupled to a drive wheel, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remainder based on power input to and output from any two of the three shafts A three-axis power input / output means for inputting / outputting power to / from the shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
A hybrid car with A control method for an internal combustion engine device comprising an internal combustion engine equipped with an exhaust gas recirculation device capable of changing an intake valve opening / closing timing and adjusting an ignition timing and recirculating exhaust gas to intake air,
As the opening / closing timing of the intake valve changes, the recirculation rate as a ratio of the recirculation amount to the sum of the recirculation amount of the exhaust gas to the intake air by the exhaust gas recirculation device and the intake air amount of the internal combustion engine changes. When a predetermined change occurs, the first provisional correction amount corresponding to the target opening / closing timing is corrected by the first change rate at which the opening / closing timing has changed toward the target opening / closing timing as the target value of the opening / closing timing. A second temporary correction amount corresponding to the target recirculation rate by a first correction amount and a second change rate at which the recirculation rate has changed toward the target recirculation rate as a target value of the recirculation rate The target ignition timing is set by correcting the basic ignition timing determined as the basic value of the ignition timing of the internal combustion engine based on the second correction amount obtained by correcting the internal combustion engine, and at the set target ignition timing. Controlling the internal combustion engine so that the internal combustion engine is operated with a fire,
A control method for an internal combustion engine device.

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