JP2016200081A - Engine device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the generation of a torque variation accompanied by an abrupt change of ignition timing when performing a catalyst warmup operation for warming up a catalyst after starting an engine and performing an idle operation.SOLUTION: In the case that a catalyst warmup condition is established when performing an idle operation by using requirement efficiency ηisc for the idle operation (S160), a final value of the requirement efficiency ηisc for the idle operation is set at an initial value of requirement efficiency ηcw for a catalyst warmup operation (S170), and the catalyst warmup operation is started by using the requirement efficiency ηcw.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an engine device.

  Conventionally, in this type of engine device, the torque efficiency is calculated as a ratio between the target torque of the engine and the estimated torque of the engine when the engine is controlled using the target intake air amount based on the target torque and the target efficiency. There has been proposed one that corrects the ignition timing based on the calculated torque efficiency (see, for example, Patent Document 1). In this engine apparatus, when the catalyst warm-up is required, the target efficiency is set to a value smaller than the value 1 so that the torque efficiency becomes smaller than the value 1 and the ignition timing is set higher than the optimal ignition timing. The retarded angle is set to promote catalyst warm-up.

JP 2009-167916 A

  When the catalyst warm-up operation is performed after the engine is started and the idle operation is performed, the torque efficiency suitable for the idle operation is basically different from the torque efficiency suitable for the catalyst warm-up. As a result, when the torque efficiency changes suddenly when shifting from the idle operation to the catalyst warm-up operation, the ignition timing changes suddenly, and accordingly, engine torque fluctuations may occur.

  In the engine device of the present invention, when the catalyst warm-up operation for warming up the catalyst is performed after the engine is started and the idling operation is performed, the ignition timing is suddenly changed, and the torque fluctuation associated therewith is generated. The main purpose is to suppress.

  The engine device of the present invention employs the following means in order to achieve the main object described above.

The engine device of the present invention is
Engine,
A purification device having a catalyst for purifying the exhaust of the engine;
The engine is controlled while adjusting the ignition timing according to the required efficiency defined as a value obtained by dividing the required torque of the engine by the estimated torque of the engine when the ignition timing of the engine is the optimum ignition timing. Control means;
An engine device comprising:
When performing the catalyst warm-up operation for warming up the catalyst after starting the engine and performing the idle operation, the control means sets the value of the required efficiency at the start of the catalyst warm-up operation. , Means for setting the required efficiency value at the end of the idle operation.
This is the gist.

  In the engine device of the present invention, while adjusting the ignition timing according to the required efficiency defined as a value obtained by dividing the required torque of the engine by the estimated torque of the engine when the ignition timing of the engine is the optimum ignition timing, Control the engine. In such a control, when performing the catalyst warm-up operation for warming up the catalyst after starting the engine and performing the idle operation, the value of the required efficiency at the start of the catalyst warm-up operation is set to The required efficiency at the end of operation. Thereby, when shifting from idle operation to catalyst warm-up operation, it is possible to suppress the required efficiency from changing suddenly. As a result, it is possible to suppress sudden changes in the ignition timing, and it is possible to suppress the occurrence of engine torque fluctuations accompanying sudden changes in the ignition timing.

  In such an engine apparatus of the present invention, the control means adjusts the ignition timing using the required efficiency for the idle operation when performing the idle operation by starting the engine, and when performing the catalyst warm-up operation. , Means for adjusting the ignition timing using the required efficiency for the catalyst warm-up operation, and the control means sets the initial value of the required efficiency for the catalyst warm-up operation to the initial value for the idle operation. It may be a means for setting a final value of the required efficiency.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as 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 engine control routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the mode at the time of starting an engine 22, performing idle operation, and performing catalyst warm-up operation.

  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, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as “HVECU”). 70.

  The engine 22 is configured as an internal combustion engine that outputs power by using four strokes of intake, compression, expansion, and exhaust as one cycle using fuel such as gasoline and light oil. FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. As shown in the figure, the engine 22 sucks the air cleaned by the air cleaner 122 through the throttle valve 124 and injects fuel from the fuel injection valve 126 to mix the air and the fuel. Intake into the combustion chamber via 128. Then, the sucked air-fuel mixture is exploded and burned by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is exhausted to the outside through a purification device 134 having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Discharged. Exhaust gas is not only discharged to the outside air but also supplied to the intake side via an exhaust gas recirculation device (hereinafter referred to as an “EGR (Exhaust Gas Recirculation) system”) 180 that recirculates the exhaust gas to the intake air. The EGR system 180 includes an EGR pipe 182 and an EGR valve 184. The EGR pipe 182 is connected to the rear stage of the purification device 134 and is used to supply exhaust gas to a surge tank on the intake side. The EGR valve 184 is disposed in the EGR pipe 182 and is driven by a stepping motor 183. The EGR system 180 adjusts the opening degree of the EGR valve 184 to adjust the recirculation amount of exhaust gas as non-combustion gas and recirculates to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber.

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of signals from various sensors include the following. Crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 26. Cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Cam angles θci and θco from a cam position sensor 144 for detecting the rotational position of the intake camshaft that opens and closes the intake valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve. A throttle opening TH from a throttle valve position sensor 146 that detects the position of the throttle valve 124. An intake air amount Qa from an air flow meter 148 attached to the intake pipe. The intake air temperature Ta from the temperature sensor 149 attached to the intake pipe. An intake pressure Pin from an intake pressure sensor 170 that detects the pressure in the intake pipe. A catalyst temperature Tc from a temperature sensor 134b that detects the temperature of the purification catalyst 134a of the purification device 134. Air-fuel ratio AF from the air-fuel ratio sensor 135a. Oxygen signal O2 from the oxygen sensor 135b. A knock signal Ks from a knock sensor 172 that is attached to the cylinder block and detects vibration that occurs when knocking occurs. EGR valve opening degree EV from the EGR valve opening degree sensor 185 that detects the opening degree of the EGR valve 184. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of various control signals include the following. A drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124. Drive control signal to the fuel injection valve 126. Drive control signal to the ignition coil 138 integrated with the igniter. A drive control signal to the stepping motor 183 that adjusts the opening degree of the EGR valve 184. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 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 angle θcr. Further, the engine ECU 24 calculates the opening / closing timing VT of the intake valve 128 based on the angle (θci−θcr) of the intake camshaft cam angle θci with respect to the crank angle θcr. Further, the engine ECU 24 determines the volume efficiency as the load of the engine 22 based on the intake air amount Qa from the air flow meter 148 and the rotational speed Ne of the engine 22 (actually in one cycle relative to the stroke volume per cycle of the engine 22 The ratio of the volume of air sucked into KL) is calculated.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. Motors MG1 and MG2 are rotationally driven by switching control of switching elements (not shown) of inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Examples of signals from various sensors include the following. Rotation positions θm1 and θm2 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. Phase current from a current sensor that detects current flowing in each phase of motors MG1 and MG2. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals from various sensors include the following. The battery voltage Vb from the voltage sensor installed between the terminals of the battery 50. Battery current Ib from a current sensor attached to the output terminal of battery 50. Battery temperature Tb from a temperature sensor attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. In order to manage the battery 50, the battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib, and calculates the input / output limits Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb. I do. The input / output limits Win and Wout are the maximum allowable power that may charge / discharge the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following. An ignition signal from the ignition switch 80. A shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85. Vehicle speed V from the vehicle speed sensor 88. As described above, the HVECU 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.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. The operation modes of the engine 22 and the motors MG1, MG2 include the following modes (A1) to (A3).
(A1) Torque conversion operation mode: 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 transmitted to the planetary gear 30 and the motors MG1, MG2. Is a mode in which the motors MG1 and MG2 are driven and controlled so that the torque is converted by the motor and the required power is output to the drive shaft.
(A2) Charging / discharging operation mode: The engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power necessary for charging / discharging the battery 50 is output from the engine 22, and the power output from the engine 22 In which all or a part of the motor is torque-converted by the planetary gear 30 and the motors MG1 and MG2 with charging and discharging of the battery 50, and the motors MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36. .
(A3) Motor operation mode: A mode in which the operation of the engine 22 is stopped and the motor MG2 is driven and controlled so that the required power is output to the drive shaft 36.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the catalyst warm-up operation is performed after the engine 22 is started and the idle operation is performed will be described. Here, the engine 22 is started when the engine 22 is cranked by the motor MG1, and when the rotational speed Ne of the engine 22 reaches or exceeds the operation start rotational speed Nst (for example, 800 rpm, 900 rpm, 1000 rpm, etc.). This is done by starting fuel injection and ignition. In the catalyst warm-up operation, when the catalyst temperature Tc from the temperature sensor 134b is lower than the activation temperature Tcact (for example, 400 ° C., 420 ° C., 450 ° C., etc.) of the purification catalyst 134a, the ignition timing IT is set to the optimum ignition timing. This is performed to promote warming-up of the purification catalyst 134a on the retard side from the MBT (Minimum advance for Best Torque).

  FIG. 3 is a flowchart illustrating an example of an engine control routine executed by the engine ECU 24 of the embodiment. This routine is executed when the start of the engine 22 is instructed.

  When the engine control routine is executed, the engine ECU 24 first sets the torque Teisc for idle operation to the required torque Tetag of the engine 22 (step S100). Here, the torque Teisc for idle operation is a torque that is substantially balanced with the friction torque of the engine 22 when the engine 22 rotates at a rotational speed Nisc1 (for example, 1000 rpm, 1100 rm, 1200 rpm, etc.) for idle operation. 12Nm, 15Nm, 18Nm, etc. are used. As the torque Teisc, a predetermined value (fixed value) may be used, or a value based on the cooling water temperature Tw from the water temperature sensor 142, the outside air temperature Tout from the outside air temperature sensor, or the like may be used.

  Subsequently, the required efficiency for idle operation is obtained by dividing the required torque Tetag (= Teisc) of the engine 22 by the sum (Tetag + ΔTe) of the required torque Tetag and the ignition delay torque ΔTe when the engine 22 is idling. ηisc is set (step S110). Here, the required efficiency ηisc for idle operation and the required efficiency ηcw for catalyst warm-up operation described later are the engine 22 when the engine 22 is controlled with the required torque Ttag as the optimal ignition timing MBT and the ignition timing IT of the engine 22 as the optimal ignition timing MBT. The estimated torque is defined as a value obtained by dividing the estimated torque, and is used for adjusting the ignition timing IT of the engine 22. Moreover, 2Nm, 3Nm, 4Nm etc. are used for torque (DELTA) Te, for example. The torque ΔTe may be a predetermined value (fixed value) or a value based on the cooling water temperature Tw from the water temperature sensor 142, the outside air temperature Tout from the outside air temperature sensor, or the like. The required efficiency ηisc is, for example, 0.83 when the torque Teisc and ΔTe are 15 Nm and 3 Nm, respectively.

  Subsequently, the target torque Te * of the engine 22 is divided by the required efficiency ηisc for idle operation to calculate the target torque Te * of the engine 22 (step S120). Based on the required torque Tetag and the target torque Te *, The throttle opening THisc and the temporary ignition timing ITisc are set (step S130). In the process of step S130, the temporary throttle opening THisc is set so that the target torque Te * can be output from the engine 22 when the engine 22 is controlled using the optimal ignition timing MBT, and the temporary throttle opening is set. The temporary ignition timing ITisc is set so that the required torque Ttag can be output from the engine 22 when the engine 22 is controlled using the degree THisc. The temporary throttle opening THisc and the temporary ignition timing ITisc set in this way are values corresponding to the required efficiency ηisc for idle operation.

  Then, the target throttle opening TH *, the target fuel injection amount Qf *, and the target ignition timing IT * are set (step S140). In the embodiment, the target throttle opening TH * is set to a larger one of the temporary throttle opening THisc and the starting throttle opening THst. Here, the starting throttle opening THst is constant at the predetermined opening THstset until the predetermined period t1 elapses, and gradually decreases at the predetermined rate value Rdn when the predetermined period t1 elapses. In the embodiment, the target fuel injection amount Qf * is started until the predetermined period t2 elapses from the start of the fuel injection control of the engine 22 after the rotation speed Ne of the engine 22 reaches the operation start rotation speed Nst or more. When the predetermined fuel injection amount Qfst is set and the predetermined period t2 has elapsed, the air-fuel ratio AF is shifted to the fuel injection amount Qfaf for setting the target air-fuel ratio AF * (for example, the theoretical air-fuel ratio). In the embodiment, the target ignition timing IT * is equal to the start point ignition time until the predetermined period t3 elapses from the start of the ignition control of the engine 22 after the engine speed Ne reaches the operation start engine speed Nst or more. The timing ITst is set, and when the predetermined period t3 has elapsed, the temporary ignition timing ITisc is shifted to. The starting throttle opening THst (predetermined opening THstset and predetermined period t1 and predetermined rate value Rdn), starting fuel injection amount Qfst and predetermined period t2, starting ignition timing ITst and predetermined period t3 It is determined by experiment and analysis so that it can be secured. For example, a period corresponding to four revolutions (two cycles) of the engine 22 is used as the predetermined period t2, and a period corresponding to two revolutions (one cycle) of the engine 22 is used as the predetermined period t3.

  Then, operation control of the engine 22 is performed (step S150). Until the rotation speed Ne of the engine 22 reaches the operation start rotation speed Nst or more, only the intake air amount control is performed, and after the rotation speed Ne of the engine 22 reaches the operation start rotation speed Nst or more, the intake air of the engine 22 is controlled. Perform quantity control, fuel injection control, and ignition control. The intake air amount control is performed by driving and controlling the throttle motor 136 so that the throttle opening TH becomes the target throttle opening TH *. The fuel injection control is performed by driving and controlling the fuel injection valve 126 so that the fuel is injected with the target fuel injection amount Qf *. The ignition control is performed by driving and controlling the ignition coil 138 so that ignition is performed at the target ignition timing IT *.

  Next, it is determined whether a catalyst warm-up condition for starting the catalyst warm-up operation is satisfied (step S160). Here, as the catalyst warm-up conditions, in the examples, the following three conditions (B1) to (B3) are used. (B1) A condition in which a predetermined period t2 has elapsed from the start of fuel injection control of the engine 22. (B2) A condition in which a predetermined period t3 has elapsed from the start of ignition control of the engine 22. (B3) A condition in which the throttle opening THst at the start is smaller than the temporary throttle opening THisc.

  If at least one of the conditions (B1) to (B3) is not satisfied in step S160, it is determined that the catalyst warm-up condition is not satisfied, and the process returns to step S100. And it waits until catalyst warm-up conditions are satisfied, repeating the process of step S100-S160.

  When all the conditions (B1) to (B3) are satisfied in step S160, it is determined that the catalyst warm-up condition is satisfied, and the final value of the required efficiency ηisc for idle operation (a value immediately before the catalyst warm-up condition is satisfied). ) Is set to the initial value of the required efficiency ηcw for catalyst warm-up operation (step S170), and the torque Tecw for catalyst warm-up operation is set to the required torque Ttag of the engine 22 (step S180).

  Subsequently, the target torque Te * of the engine 22 is calculated by dividing the required torque Tetag of the engine 22 by the required efficiency ηcw for catalyst warm-up operation (step S190), and based on the required torque Tetag and the target torque Te *. Similarly to the process in step S130 described above, the temporary throttle opening THcw and the temporary ignition timing ITcw are set (step S200). The temporary throttle opening THcw and the temporary ignition timing ITcw set in this way are values corresponding to the required efficiency ηcw for catalyst warm-up operation.

  Then, the target throttle opening TH *, the target fuel injection amount Qf *, and the target ignition timing IT * are set (step S210), and the operation control of the engine 22 is performed similarly to the processing of step S150 (step S220). In the embodiment, the target throttle opening TH * and the target ignition timing IT * are set to the temporary throttle opening THcw and the temporary ignition timing ITcw. In the embodiment, the target fuel injection amount Qf * is set to the fuel injection amount Qfaf for setting the air-fuel ratio AF to the target air-fuel ratio AF * (for example, the theoretical air-fuel ratio).

  In this way, in the embodiment, the final value of the required efficiency ηisc for idle operation is set to the initial value of the required efficiency ηcw for catalyst warm-up operation (step S170), so that the transition from idle operation to catalyst warm-up operation is made. That is, when the target ignition timing IT * shifts from the temporary ignition timing ITisc to the temporary ignition timing ITcw, it is possible to prevent the target ignition timing IT * from changing suddenly. As a result, it is possible to suppress the occurrence of torque fluctuations of the engine 22 due to a sudden change in the target ignition timing IT *.

  Next, it is determined whether or not the purification catalyst 134a has been warmed up (step S230). This determination can be made based on whether or not the catalyst temperature Tc from the temperature sensor 134b has reached the activation temperature Tcact or higher.

  When the purification catalyst 134a has not been warmed up, the required efficiency ηcw for the catalyst warm-up operation is based on the previous required efficiency for the catalyst warm-up operation (previous ηcw) and the efficiency ηcwset suitable for the catalyst warm-up operation. Is set (step S240), and the processing after step S180 is executed. Here, the efficiency ηcwset is a value that is somewhat smaller than the required efficiency ηisc for idle operation, for example, 0.68, 0.7, 0.72, etc. when the required efficiency ηisc is 0.83. In the process of step S240, the required efficiency ηcw for catalyst warm-up operation is changed from the initial value (the final value of the required efficiency ηisc for idle operation) to the efficiency ηcwset by a gradual change process such as a rate process or an annealing process. It is a process to hold. Therefore, by repeatedly executing the processes of steps S240 and S180 to S230, the catalyst warm-up operation is performed while changing the required efficiency ηcw for the catalyst warm-up operation from the initial value to the efficiency ηcwset. If it is determined in step S230 that catalyst warm-up has been completed, this routine ends.

  FIG. 4 is an explanatory diagram showing an example of a state in which the catalyst warm-up operation is performed after the engine 22 is started and the idle operation is performed. In the example of FIG. 4, when the start of the engine 22 is instructed (time t11), the engine 22 is started to perform idle operation. When it is determined that all of the above conditions (B1) to (B3) are satisfied and the catalyst warm-up condition is satisfied (time t12) during the idle operation, the request for idle operation is performed. The final value of the efficiency ηisc (the value immediately before the catalyst warm-up condition is satisfied) is set to the initial value of the required efficiency ηcw for the catalyst warm-up operation, and the catalyst warm-up operation is started. Thereby, the target ignition timing IT * can be prevented from changing suddenly when shifting from the idle operation to the catalyst warm-up operation. As a result, it is possible to suppress the occurrence of torque fluctuations of the engine 22 due to a sudden change in the target ignition timing IT *.

  In the engine device provided in the hybrid vehicle 20 of the embodiment described above, when performing the catalyst warm-up operation after starting the engine 22 and performing the idle operation, when the engine 22 is started and performing the idle operation, the idle operation is performed. When the engine 22 is controlled while adjusting the ignition timing based on the required efficiency ηisc for the engine, and then the catalyst warm-up operation is performed, the engine 22 is adjusted while adjusting the ignition timing based on the required efficiency ηcw for the catalyst warm-up operation. To control. At this time, when shifting from the idle operation to the catalyst warm-up operation, the final value of the required efficiency ηisc for the idle operation is set to the initial value of the required efficiency ηcw for the catalyst warm-up operation. As a result, it is possible to suppress the ignition timing from changing suddenly when shifting from the idle operation to the catalyst warm-up operation. As a result, it is possible to suppress the occurrence of torque fluctuations of the engine 22 due to a sudden change in the target ignition timing IT *.

  In the embodiment, the configuration of the hybrid vehicle 20 including the engine 22, the planetary gear 30, and the motors MG1 and MG2 is used. However, a configuration of a so-called one-motor hybrid vehicle including the engine and one motor may be used, or a motor for traveling may be used. It is good also as a structure of the motor vehicle which drive | works using only the motive power from an engine, without providing.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “engine”, and the engine ECU 24 corresponds to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the 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 is applicable to the engine device manufacturing industry.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Electronic control unit for battery (battery ECU), 54 Power line, 70 Electronic control unit for hybrid (HVECU), 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 purification catalyst, 134b 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, 170 Intake pressure sensor, 172 Knock sensor, 180 EGR system, 182 EGR pipe, 183 Stepping motor 184 EGR valve, 185 EGR valve opening sensor, MG1, MG2 motor.

Claims (1)

Engine,
A purification device having a catalyst for purifying the exhaust of the engine;
The engine is controlled while adjusting the ignition timing according to the required efficiency defined as a value obtained by dividing the required torque of the engine by the estimated torque of the engine when the ignition timing of the engine is the optimum ignition timing. Control means;
An engine device comprising:
When performing the catalyst warm-up operation for warming up the catalyst after starting the engine and performing the idle operation, the control means sets the value of the required efficiency at the start of the catalyst warm-up operation. , Means for setting the required efficiency value at the end of the idle operation.
Engine equipment.

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