JP2011144751A - Internal combustion engine device, hybrid automobile and method of controlling internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform efficiently and more surely abnormality diagnosis of an air-fuel ratio sensor. <P>SOLUTION: When a condition for performing the abnormality diagnosis of the air-fuel ratio sensor by bringing an air-fuel ratio to a rich side or to a lean side from the stoichiometric air-fuel ratio is satisfied, EGR stop control for stopping exhaust gas recirculation by an EGR system is performed (S310), after a first predetermined time elapses (S320), power raising control for outputting predetermined power Pre or more from an engine 22 is performed (S330), and after a second predetermined time elapses (S340), a value 1 is set to an abnormality diagnosis performing flag Fact. Thereby, the EGR stop control and the power raising control are performed at the same time so that the air-fuel ratio A/F is inhibited from fluctuating largely to cause the abnormality diagnosis of the air-fuel ratio sensor not to be performed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a hybrid vehicle, and a control method for an internal combustion engine. More specifically, an air-fuel ratio sensor for detecting an air-fuel ratio based on the oxygen concentration of exhaust gas is attached to an exhaust pipe and exhaust gas is recirculated to intake air. An internal combustion engine device including an internal combustion engine to which an exhaust gas recirculation device is attached, a hybrid vehicle equipped with such an internal combustion engine device and an electric motor that outputs driving power, and an air-fuel ratio that detects an air-fuel ratio based on the oxygen concentration of exhaust gas The present invention relates to a control method for an internal combustion engine in which a sensor is attached to an exhaust pipe and an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached.

  Conventionally, in this type of internal combustion engine device, when a condition for performing an oxygen sensor abnormality diagnosis is established and an instruction is given, the engine is idled and it is confirmed that the engine is stable in idle operation. The exhaust gas recirculation valve is closed and exhaust gas from the engine is not supplied to the intake system by the exhaust gas recirculation device. After that, the output voltage of the oxygen sensor when the air-fuel ratio is changed to the lean side or the rich side Based on this, an oxygen sensor abnormality diagnosis has been proposed (for example, see Patent Document 1). In this apparatus, the deterioration of the emission during the oxygen sensor abnormality diagnosis is suppressed by such control as compared with the oxygen sensor abnormality diagnosis without closing the valve for exhaust gas recirculation.

JP 2009-46076 A

  In the abnormality diagnosis of the oxygen sensor or the air-fuel ratio sensor that detects the air-fuel ratio based on this output value in the internal combustion engine device described above, it is preferable to operate the engine stably, but in order to perform the abnormality diagnosis more efficiently It is more preferable to drive the engine to some extent. For this reason, it is conceivable to start the output increase control for operating the engine so that the output from the engine becomes equal to or higher than the predetermined output when the condition for starting the abnormality diagnosis is satisfied. If the valve for exhaust gas recirculation is closed, the actual air-fuel ratio is greatly disturbed, and the condition for starting the abnormality diagnosis is not satisfied, and the abnormality diagnosis may not be performed.

  The main object of the internal combustion engine device, the hybrid vehicle, and the internal combustion engine control method of the present invention is to efficiently and reliably execute abnormality diagnosis of the air-fuel ratio sensor.

  The internal combustion engine device, the hybrid vehicle, and the internal combustion engine control method of the present invention employ the following means in order to achieve the above-mentioned main object.

The internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine to which an air-fuel ratio sensor for detecting an air-fuel ratio based on an oxygen concentration of exhaust gas is attached to an exhaust pipe and to which an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached.
Predetermined diagnostic conditions predetermined as conditions for starting abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio Is established, in order to efficiently diagnose the abnormality of the air-fuel ratio sensor, output increase control in which the output from the internal combustion engine becomes equal to or higher than a predetermined output, and the exhaust gas recirculation device restores the exhaust to the intake air. One of the recirculation stop control for stopping the circulation is executed, and after the first predetermined time has elapsed since the start of the one control, the other control is executed, and the other control is executed. Control means for controlling the internal combustion engine to execute the abnormality diagnosis control after a second predetermined time has elapsed since the start;
It is a summary to provide.

  In the internal combustion engine device of the present invention, as a condition for starting abnormality diagnosis control for diagnosing whether or not abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio. When the predetermined diagnosis condition is satisfied, in order to efficiently perform the abnormality diagnosis of the air-fuel ratio sensor, the output from the internal combustion engine is increased to a predetermined output or higher, and the exhaust gas recirculation device supplies the intake air to the exhaust gas. One of the recirculation stop controls for stopping the recirculation of the first, and after the first predetermined time has elapsed since the start of the one control, the other control is executed. The internal combustion engine is controlled to execute the abnormality diagnosis control after the second predetermined time has elapsed since the start of the control. As a result, it is possible to prevent the output increase control and the recirculation stop control from being performed at the same time, and the inconvenience due to the simultaneous execution of the output increase control and the recirculation stop control, that is, a predetermined diagnosis due to a large disturbance in the air-fuel ratio. It is possible to avoid the inconvenience that the abnormality diagnosis is not executed when the condition is not satisfied. Of course, since the output increase control is executed, abnormality diagnosis can be performed efficiently. Further, since the exhaust gas is not recirculated to the intake air by the recirculation stop control, it is possible to suppress the deterioration of the emission at the time of abnormality diagnosis. From these facts, it can be said that the abnormality diagnosis of the air-fuel ratio sensor can be executed efficiently and more reliably.

  In such an internal combustion engine device of the present invention, the one control may be the recirculation stop control, and the other control may be the output increase control. Conversely, the one control is The output increase control may be performed, and the other control may be the recirculation stop control.

  Further, in the internal combustion engine device of the present invention, the first predetermined time is a time required from the start of the one control until the fluctuation of at least the air-fuel ratio falls within the predetermined range with the execution of the one control. The second predetermined time is a time required from the start of the other control until the fluctuation of the air-fuel ratio falls within a predetermined range with the execution of the other control. It can also be a predetermined time. In this way, it is possible to more reliably avoid the inconvenience that the abnormality diagnosis is not executed when a predetermined diagnosis condition is not satisfied due to a large disturbance in the air-fuel ratio.

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, that is, basically, an air-fuel ratio sensor for detecting an air-fuel ratio based on the oxygen concentration of exhaust gas is attached to the exhaust pipe and exhaust gas is recirculated to intake air. An internal combustion engine device comprising an internal combustion engine with an exhaust gas recirculation device attached thereto, wherein the air-fuel ratio is made richer or leaner than the stoichiometric air-fuel ratio to diagnose whether or not an abnormality has occurred in the air-fuel ratio sensor When a predetermined diagnosis condition predetermined as a condition for starting the abnormality diagnosis control to be performed is satisfied, an output from the internal combustion engine is set to a predetermined output for efficient abnormality diagnosis of the air-fuel ratio sensor. One of the output increase control and the recirculation stop control for stopping the recirculation of the exhaust gas to the intake air by the exhaust gas recirculation device is executed, and the one control is started. The other control is executed after the first predetermined time elapses, and the internal combustion engine is controlled to execute the abnormality diagnosis control after the second predetermined time elapses after the other control is started. The gist of the present invention is to mount an internal combustion engine device that includes a control unit that performs the operation and an electric motor that can output power for traveling.

  In the hybrid vehicle of the present invention, since the internal combustion engine device of the present invention according to any one of the above-described aspects is mounted, the effects exhibited by the internal combustion engine device of the present invention, for example, a predetermined diagnosis condition due to a large disturbance in the air-fuel ratio. The effect that it is possible to avoid the inconvenience that abnormality diagnosis is not executed due to failure, the effect that abnormality diagnosis can be performed efficiently, the effect that emission deterioration at the time of abnormality diagnosis can be suppressed, That is, it is possible to achieve the same effect as that that the abnormality diagnosis of the air-fuel ratio sensor can be executed efficiently and more reliably.

  In such a hybrid vehicle of the present invention, the three-axis power generator is connected to three axes of a generator that inputs and outputs power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft that is coupled to the axle. Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any one of the two shafts, and the electric motor is attached to input / output power to the drive shaft It can also be made.

The internal combustion engine control method of the present invention includes:
An internal combustion engine control method in which an air-fuel ratio sensor for detecting an air-fuel ratio based on an oxygen concentration of exhaust gas is attached to an exhaust pipe and an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached.
Predetermined diagnostic conditions predetermined as conditions for starting abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio Is established, in order to efficiently diagnose the abnormality of the air-fuel ratio sensor, output increase control in which the output from the internal combustion engine becomes equal to or higher than a predetermined output, and the exhaust gas recirculation device restores the exhaust to the intake air. One of the recirculation stop control for stopping the circulation is executed, and after the first predetermined time has elapsed since the start of the one control, the other control is executed, and the other control is executed. Controlling the internal combustion engine to execute the abnormality diagnosis control after a second predetermined time has elapsed since the start;
It is characterized by that.

  In the control method for an internal combustion engine of the present invention, an abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio is started. When a predetermined diagnostic condition as a condition is satisfied, in order to efficiently diagnose the abnormality of the air-fuel ratio sensor, the output increase control is performed so that the output from the internal combustion engine becomes equal to or higher than a predetermined output, and the exhaust gas is recirculated by the exhaust gas recirculation device. One of the recirculation stop control for stopping the recirculation to the intake air is executed, and after the first predetermined time has elapsed since the start of the one control, the other control is executed. The internal combustion engine is controlled to execute the abnormality diagnosis control after a second predetermined time has elapsed since the other control was started. As a result, it is possible to prevent the output increase control and the recirculation stop control from being performed at the same time, and the inconvenience due to the simultaneous execution of the output increase control and the recirculation stop control, that is, a predetermined diagnosis due to a large disturbance in the air-fuel ratio. It is possible to avoid the inconvenience that the abnormality diagnosis is not executed when the condition is not satisfied. Of course, since the output increase control is executed, abnormality diagnosis can be performed efficiently. Further, since the exhaust gas is not recirculated to the intake air by the recirculation stop control, it is possible to suppress the deterioration of the emission at the time of abnormality diagnosis. From these facts, it can be said that the abnormality diagnosis of the air-fuel ratio sensor can be executed efficiently and more reliably.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the abnormality diagnosis execution flag setting routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 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 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment inputs signals from the engine 22 and various sensors that detect the operating state of the engine 22 and performs fuel injection control, ignition control, intake air amount adjustment control, and the like of the engine 22. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 to be performed and a carrier 34 in which a plurality of pinion gears 33 are connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 are connected, and driving wheels 63a, A three-shaft power distribution and integration mechanism 30 configured as a planetary gear mechanism by connecting the ring gear 32 to a ring gear shaft 32a serving as a drive shaft connected to a gear mechanism 60 and a differential gear 62 at 63b; The sun gear of the power distribution and integration mechanism 30 configured as a synchronous generator motor 1, a motor MG1 having a rotor connected thereto, a motor MG2 having a rotor connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, for example, and a motor MG1, MG2 Inverters 41 and 42, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls driving of the motors MG1 and MG2 by controlling switching of switching elements (not shown) of the inverters 41 and 42, and an inverter 41 , 42, and the battery 50 is managed by using the battery temperature Tb from the temperature sensor 51, the charge / discharge current of the battery 50, the voltage between the terminals of the battery 50, and the like. Battery electronic control unit (hereinafter referred to as battery ECU) ) Comprises a 52, and a hybrid electronic control unit 70 that controls the entire vehicle. Note that the internal combustion engine device of the embodiment mainly corresponds to the engine 22 and the engine ECU 24.

  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). The exhaust gas is supplied to the intake side via an exhaust gas recirculation device (hereinafter referred to as an “EGR (Exhaust Gas Recirculation) system”) 160 that recirculates the exhaust gas to the intake air. 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 recirculation amount of the exhaust gas as the non-combustion gas is adjusted to recirculate to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. Hereinafter, the recirculation of the exhaust of the engine 22 to the intake side is referred to as EGR, and the amount of the exhaust gas recirculated to the intake side is referred to as an EGR amount Ve.

  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 Tw from the sensor 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle that detects the position of the throttle valve 124 The throttle opening Ta from the valve 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 Barometric pressure sensor 158 , The catalyst temperature Tc from the catalyst temperature sensor 134a attached to the purifier 134, the air / fuel ratio A / F from the air / fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and knocking attached to the cylinder block. The knock signal Ks from the knock sensor 159 for detecting the vibration caused by the occurrence of the EGR, the EGR valve opening EV from the EGR valve opening sensor 165 for detecting the opening of the EGR valve 164, etc. are input via the input port. ing. 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.

  Although not shown, the motor ECU 40 and the battery ECU 52 are both configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port. 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 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 basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient 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 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when executing an abnormality diagnosis for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor 135a will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70, and FIG. 4 is a flowchart showing an example of an abnormality diagnosis execution flag setting routine executed by the engine ECU 24. For convenience of explanation, the drive control when the abnormality diagnosis is executed using the drive control routine of FIG. 3 will be described, and then the abnormality diagnosis execution flag Fact is set using the abnormality diagnosis execution flag setting routine of FIG. The operation of will be described.

  When the drive control routine of FIG. 3 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data necessary for control, such as the numbers Nm1, Nm2, input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And a value calculated as the sum of the required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Is set as the required power Pe * (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. Here, the rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Next, the power raising control execution flag Fup is checked (step S120). When the power raising control execution flag Fup is 0, that is, when the power raising control is not executed, the set required power Pe * and the engine 22 are efficiently used. Based on the operation line to be operated, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S150). FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Here, the power raising control execution flag Fup is set to a value of 1 by an abnormality diagnosis execution flag setting routine of FIG. 4 to be described later. When the abnormality diagnosis of the air-fuel ratio sensor 135a is completed, a value of 0 is output by an abnormality diagnosis execution routine (not shown). Set to

  Subsequently, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S170). Calculated by equation (5) (step S180), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S190). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  When the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target rotational speed Ne * and target torque Te * of the engine 22 are transferred to the engine ECU 24. The torque commands Tm1 * and Tm2 * for MG1 and MG2 are transmitted to the motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When the power raising control execution flag Fup is a value 1 in step S120, that is, when the power raising control is executed, it is determined whether or not the set required power Pe * is less than a predetermined power Pref (for example, 10 kW) ( In step S130), when the required power Pe * is less than the predetermined power Pref, the predetermined power Pre * is set as the required power Pe *, the required power Pe * is reset (step S140), and the processing after step S150 is executed. As a result, the engine 22 is operated at an operation point that outputs power equal to or higher than the predetermined power Pref on an operation line for efficiently operating the engine 22.

  When the abnormality diagnosis execution flag setting routine of FIG. 4 is executed, the CPU 24a of the engine ECU 24 first executes processing for determining whether or not a condition for executing abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied. (Step S300). Conditions for executing an abnormality diagnosis of the air-fuel ratio sensor 135a include a condition that the temperature Tw of the cooling water of the engine 22 is equal to or higher than a predetermined temperature (for example, 70 ° C.), and the air-fuel ratio sensor 135a is in an active state (for example, the engine And the intake air amount Qa of the engine 22 is within a predetermined air amount range (for example, 3 to 15 g / sec). A condition where the estimated temperature of the purification catalyst of the purification device 134 is equal to or higher than a predetermined temperature (for example, 500 ° C.), and the air-fuel ratio A / F is within a predetermined air-fuel ratio range (for example, 12 to 16). A condition in which the correction ratio of the air-fuel ratio A / F is within a predetermined correction ratio range (for example, a range of plus or minus 5%), a condition in which learning is completed in the current air-fuel ratio learning region, a canister performance Mention may be made of conditions that are not running di- control, condition operating condition is not in the idling state of the engine 22, the conditions abnormality diagnosis of the air-fuel ratio sensor 135a has not been completed, and the like. All of these conditions may be used as conditions for executing the abnormality diagnosis of the air-fuel ratio sensor 135a, or some of these conditions may be used as conditions for executing the abnormality diagnosis of the air-fuel ratio sensor 135a. Good. In addition, conditions other than those described above may be used as conditions for executing abnormality diagnosis of the air-fuel ratio sensor 135a. When the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is not satisfied, the abnormality diagnosis execution flag Fact is set to 0 (step S360), and this routine is terminated.

  On the other hand, if it is determined that the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the EGR stop control is executed to drive the stepping motor 163 and close the EGR valve 164 to stop the exhaust gas recirculation. Is started (step S310), waits for a predetermined first predetermined time to elapse after starting the EGR stop control (step S320), and when the first predetermined time elapses, the abnormality diagnosis is performed efficiently. In order to start execution of power raising control for outputting a power of a predetermined power Pref (for example, 10 kW) or more from the engine 22, a value 1 is set to the power raising control execution flag Fup (step S330), and the power raising control is performed. After a predetermined second predetermined time has elapsed since the start (step S340), an abnormality diagnosis execution flag is set. Set the value 1 to the Fact (step S350), and terminates this routine. Note that a value 0 is set to the abnormality diagnosis execution flag Fact until the first predetermined time elapses after the EGR stop control is started or until the second predetermined time elapses after the power raising control is started ( Step S360), this routine is finished. Here, the first predetermined time is the time required from the start of the EGR stop control until the fluctuation of the air-fuel ratio A / F falls within a predetermined range (for example, plus or minus 0.5) with the execution of this control. For example, the time required for the EGR valve 164 to close and the EGR amount to reach the value 0 can be used, and can be determined by experiments or the like. The second predetermined time is the time required from the start of the power raising control until the fluctuation of the air-fuel ratio A / F falls within a predetermined range (for example, plus or minus 0.5) with the execution of this control, that is, The time required for the intake air amount Qa to reach a stable state by the power raising control can be used and can be determined by experiments or the like. As described above, after the execution of the EGR stop control is started, the first predetermined time is waited for, and after the second predetermined time is started after the power raising control is started, the abnormality diagnosis is performed. The reason why the value 1 is set in the execution flag Fact is to avoid the simultaneous execution of the EGR stop control and the power raising control and increase the chance of executing the abnormality diagnosis. When the EGR stop control and the power raising control are executed at the same time, the disturbance of the air-fuel ratio A / F due to the EGR stop control and the disturbance of the air-fuel ratio A / F due to the power raising control overlap, and the air-fuel ratio A / F is greatly disturbed There is a case where the condition that the air-fuel ratio A / F as a condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is in a predetermined air-fuel ratio range (for example, 12 to 16) is not satisfied, and the abnormality diagnosis is not executed. Arise. In the embodiment, the EGR stop control and the power raising control are not executed at the same time, so that the opportunities for executing the abnormality diagnosis are increased.

  When the value 1 is set to the abnormality diagnosis execution flag Fact, the engine ECU 24 executes abnormality diagnosis of the air-fuel ratio sensor 135a. In the embodiment, abnormality diagnosis of the air-fuel ratio sensor 135a is performed by executing an abnormality diagnosis execution routine (not shown) executed by the engine ECU 24. Specifically, the air-fuel ratio A / F from the air-fuel ratio sensor 135a is calculated. When the fuel is rich (when there is more fuel than the stoichiometric air-fuel ratio), the intake air amount Qa of the engine 22 and the air-fuel ratio learning so that the oxygen signal from the oxygen sensor 135b becomes a predetermined air-fuel ratio (for example, 15.1) indicating lean. And the fuel injection valve 126 is controlled so that the corrected amount of fuel is injected from the fuel injection valve 126, and the air-fuel ratio A / F from the air-fuel ratio sensor 135a is lean ( When the fuel is less than the stoichiometric air-fuel ratio, a predetermined air-fuel ratio (for example, 14.1) in which the oxygen signal Vo from the oxygen sensor 135b indicates richness And the fuel injection valve 126 is controlled so that the corrected amount of fuel is injected from the fuel injection valve 126. The air-fuel ratio sensor 135a is in a state in which the air-fuel ratio A / F from the air-fuel ratio sensor 135a has been lean or rich until a predetermined time has elapsed until such control is alternately performed a predetermined number of times (for example, 5 times or 10 times). This is done by determining abnormality and determining whether the air-fuel ratio sensor 135a is normal when it has been performed a predetermined number of times without elapse of a predetermined time.

  According to the internal combustion engine device of the embodiment described above, when the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the execution of the EGR stop control is started and the execution of the EGR stop control is started. The execution of the power raising control is started after the first predetermined time has elapsed, and the abnormality diagnosis of the air-fuel ratio sensor 135a is executed after the second predetermined time has elapsed after the execution of the power raising control is started. Therefore, by setting the abnormality diagnosis execution flag Fact to a value of 1, the EGR stop control and the power raising control are executed simultaneously, so that the air-fuel ratio A / F is greatly disturbed and the abnormality diagnosis of the air-fuel ratio sensor 135a is executed. To prevent the abnormality diagnosis of the air-fuel ratio sensor 135a from being executed, that is, the abnormality diagnosis of the air-fuel ratio sensor 135a. It is possible to increase the opportunity. Of course, since the power raising control is executed at the time of abnormality diagnosis of the air-fuel ratio sensor 135a, the abnormality diagnosis of the air-fuel ratio sensor 135a can be performed efficiently. In addition, when the abnormality of the air-fuel ratio sensor 135a is diagnosed, the exhaust gas is not recirculated to the intake air by executing the EGR stop control, so that it is possible to suppress the deterioration of the emission at the time of abnormality diagnosis of the air-fuel ratio sensor 135a. As a result, the abnormality diagnosis of the air-fuel ratio sensor 135a can be executed efficiently and more reliably.

  In the internal combustion engine apparatus according to the embodiment, when the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the execution of the EGR stop control is started, and the first predetermined time after the execution of the EGR stop control is started. The execution of power raising control is started after the elapse of time, and the abnormality diagnosis is performed in order to execute the abnormality diagnosis of the air-fuel ratio sensor 135a after waiting for the second predetermined time since the execution of the power raising control is started. Although the execution flag Fact is set to the value 1, the EGR stop control and the power raising control need not be executed at the same time. Therefore, when the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the power The execution of the raising control is started, the execution of the EGR stop control is started after the second predetermined time has elapsed since the execution of the power raising control is started, and the EG It may alternatively be set to the value 1 in the abnormality diagnosis execution flag Fact to run from the start of the stop control of the abnormality diagnosis of the air-fuel ratio sensor 135a waits for the first predetermined time elapses.

  In the hybrid vehicle 20 equipped with the internal combustion engine device 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 modification of FIG. In addition, the power of the motor MG2 is connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). Also good.

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

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 330 as illustrated in the hybrid vehicle 320 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 329, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 330, and from the motor MG. This power may be output to the drive shaft via the transmission 330. Alternatively, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 11, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 430 and the power from the motor MG is driven. It is good also as what outputs to the axle different from the axle to which wheel 63a, 63b was connected (axle connected to wheel 64a, 64b in FIG. 11). In other words, any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.

  In the embodiments, the present invention has been described as a form of an internal combustion engine device mounted on the hybrid vehicle 20, but may be a form of an internal combustion engine device mounted on a vehicle or vehicle other than the hybrid vehicle 20, or may be mounted on a vehicle. It is good also as a form of the internal combustion engine apparatus which is not. Moreover, it is good also as a form of the control method of an internal combustion engine.

  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 to which the air-fuel ratio sensor 135a is attached to the exhaust pipe and the EGR system 160 is attached corresponds to an “internal combustion engine”, and the air-fuel ratio is made richer or leaner than the stoichiometric air-fuel ratio. When the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, execution of EGR stop control for stopping exhaust gas recirculation by the EGR system 160 is started, and after the execution of EGR stop control is started, the first predetermined Waiting for the elapse of time, execution of power raising control for controlling the engine 22 so as to output the predetermined power Pref or more from the engine 22 is started, and the second predetermined time has elapsed since the execution of the power raising control is started. The value 1 is set to the abnormality diagnosis execution flag Fact in order to execute the abnormality diagnosis of the air-fuel ratio sensor 135a after waiting for the The abnormality diagnosis execution flag setting routine of FIG. 4 is executed and the engine 22 is controlled so that the target rotational speed Ne * and the target torque Te * are output based on the drive control routine of FIG. The engine ECU 24 that controls the engine 22 by setting the air-fuel ratio A / F to the rich side or the lean side in order to perform diagnosis corresponds to “control means”.

  Here, the “internal combustion engine” is not limited to the engine 22 in which the air-fuel ratio sensor 135a is attached to the exhaust pipe and the EGR system 160 is attached, and the air-fuel ratio is detected based on the oxygen concentration of the exhaust gas. Any internal combustion engine may be used as long as the air-fuel ratio sensor is attached to the exhaust pipe and an exhaust gas recirculation device is attached to recirculate the exhaust gas to the intake air. As the “control means”, when the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the execution of the EGR stop control is started, and the first predetermined time has elapsed since the start of the execution of the EGR stop control. The execution of the power raising control is started after waiting for this, and the abnormality diagnosis is executed in order to execute the abnormality diagnosis of the air-fuel ratio sensor 135a after waiting for the second predetermined time since the execution of the power raising control is started. The flag Fact is not limited to setting the value 1, and when the condition for executing the abnormality diagnosis of the air-fuel ratio sensor 135a is satisfied, the execution of the power raising control is started and the execution of the power raising control is executed. The execution of the EGR stop control is started after the second predetermined time has elapsed from the start, and the first predetermined time elapses after the execution of the EGR stop control is started. The air-fuel ratio sensor is set to a richer side or a leaner side than the stoichiometric air-fuel ratio, for example, the abnormality diagnosis execution flag Fact is set to 1 in order to wait and execute the abnormality diagnosis of the air-fuel ratio sensor 135a. When a predetermined diagnostic condition is established as a condition for starting an abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the engine, the internal combustion engine provides an efficient diagnosis of the abnormality of the air-fuel ratio sensor. Execute one control of the output increase control where the output is equal to or higher than the predetermined output and the recirculation stop control that stops the recirculation of the exhaust gas to the intake air by the exhaust gas recirculation device, and start one control The internal control is performed so that the other control is executed after the first predetermined time has passed and the abnormality diagnosis control is executed after the second predetermined time has passed since the other control was started. As long as it controls the relationship may be any ones.

  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, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear , 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 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, 134a Catalyst temperature sensor, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 variable valve timing mechanism, 159 knock sensor, 160 EGR system, 162 EGR pipe, 163 stepping motor, 164 EGR valve, 165 EGR valve opening sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, 329 Clutch, 330, 430 Transmission, MG, MG1, MG2 motor.

Claims (7)

An internal combustion engine device comprising an internal combustion engine to which an air-fuel ratio sensor for detecting an air-fuel ratio based on an oxygen concentration of exhaust gas is attached to an exhaust pipe and to which an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached.
Predetermined diagnostic conditions predetermined as conditions for starting abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio Is established, in order to efficiently diagnose the abnormality of the air-fuel ratio sensor, output increase control in which the output from the internal combustion engine becomes equal to or higher than a predetermined output, and the exhaust gas recirculation device restores the exhaust to the intake air. One of the recirculation stop control for stopping the circulation is executed, and after the first predetermined time has elapsed since the start of the one control, the other control is executed, and the other control is executed. Control means for controlling the internal combustion engine to execute the abnormality diagnosis control after a second predetermined time has elapsed since the start;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The one control is the recirculation stop control,
The other control is the output increase control.
Internal combustion engine device. The internal combustion engine device according to claim 1,
The one control is the output increase control,
The other control is the recirculation stop control.
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 3,
The first predetermined time is a time determined in advance as a time required from the start of the one control until the fluctuation of the air-fuel ratio falls within a predetermined range in accordance with the execution of the one control.
The second predetermined time is a time determined in advance as a time required from the start of the other control until the fluctuation of the air-fuel ratio falls within a predetermined range in accordance with the execution of the other control.
Internal combustion engine device.   A hybrid vehicle equipped with the internal combustion engine device according to any one of claims 1 to 4 and an electric motor capable of outputting driving power. The hybrid vehicle according to claim 5,
A generator that inputs and outputs power;
The remaining shaft is connected to the three shafts of the output shaft of the internal combustion engine, the rotating shaft of the generator and the drive shaft connected to the axle, and the power is input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from,
With
The electric motor is attached to input and output power to the drive shaft.
Hybrid car. An internal combustion engine control method in which an air-fuel ratio sensor for detecting an air-fuel ratio based on an oxygen concentration of exhaust gas is attached to an exhaust pipe and an exhaust gas recirculation device for recirculating exhaust gas to intake air is attached.
Predetermined diagnostic conditions predetermined as conditions for starting abnormality diagnosis control for diagnosing whether or not an abnormality has occurred in the air-fuel ratio sensor by making the air-fuel ratio richer or leaner than the stoichiometric air-fuel ratio Is established, in order to efficiently diagnose the abnormality of the air-fuel ratio sensor, output increase control in which the output from the internal combustion engine becomes equal to or higher than a predetermined output, and the exhaust gas recirculation device restores the exhaust to the intake air. One of the recirculation stop control for stopping the circulation is executed, and after the first predetermined time has elapsed since the start of the one control, the other control is executed, and the other control is executed. Controlling the internal combustion engine to execute the abnormality diagnosis control after a second predetermined time has elapsed since the start;
A control method of an internal combustion engine characterized by the above.

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