JP2020097917A - Engine device - Google Patents

Abstract

To shorten a time to stop of an engine after establishment of a stop condition.SOLUTION: In an engine device including an engine provided with an exhaust recirculation device for adjusting a recirculation amount to an intake system of an exhaust air by adjusting an opening of a valve, the valve is closed when a precondition is established before establishment of a stop condition during an operation of the engine, and the engine is stopped when the stop condition is established thereafter. Thus timings for starting and terminating scavenging in a combustion chamber of the engine can be made earlier than the one which closes the valve after the stop condition is met. As a result, a time from the establishment of the stop condition to the stop of the engine can be shortened.SELECTED DRAWING: Figure 3

Description

The present invention relates to an engine device, and more particularly to an engine device including an engine to which an exhaust gas recirculation device is attached.

Conventionally, as an engine device of this type, in an engine device mounted on a vehicle and provided with an engine having an EGR device, when an idle stop condition is satisfied, the throttle valve and the EGR valve of the EGR device are fully closed, and thereafter, There has been proposed a method in which fuel injection is stopped when the pressure in the intake passage falls below a predetermined value (see, for example, Patent Document 1). In this engine device, engine vibration is suppressed by such control.

JP, 2009-156091, A

It is considered that, in the above engine device, when the idle stop condition is satisfied, the EGR valve is fully closed to continue fuel injection of the engine to perform scavenging of the combustion chamber of the engine. The scavenging inside the combustion chamber eliminates water inside the combustion chamber and suppresses inconvenience (such as freezing of the spark plug and rust caused by water) caused by remaining water inside the combustion chamber when the engine is stopped. To be done for. When the EGR valve is fully closed and the scavenging of the combustion chamber is performed after the stop condition is satisfied, the time until the scavenging of the combustion chamber is completed after the stop condition is satisfied, and thus the time until the engine is stopped. It can be relatively long.

The engine device of the present invention is mainly intended to shorten the time from when the stop condition is satisfied to when the engine is stopped.

The engine device of the present invention adopts the following means in order to achieve the above-mentioned main object.

The engine device of the present invention is
An engine equipped with an exhaust gas recirculation device that adjusts the amount of exhaust gas recirculated to the intake system by adjusting the valve opening.
A control device for controlling the engine;
An engine device comprising:
The control device closes the valve when a preliminary condition is satisfied before a stop condition is satisfied during operation of the engine, and then stops the engine when the stop condition is satisfied thereafter.
That is the summary.

In the engine device of the present invention, when the preliminary condition is satisfied before the stop condition is satisfied during operation of the engine, the valve is closed, and when the stop condition is satisfied thereafter, the engine is stopped. As a result, the start and end timings of scavenging in the combustion chamber of the engine can be made earlier than in the case where the valve is closed after the stop condition is satisfied. As a result, the time from when the stop condition is satisfied to when the engine is stopped can be shortened.

In such an engine device of the present invention, it may be installed in a vehicle, and the preliminary condition may be a condition in which the vehicle speed has become equal to or lower than a threshold value set so as to increase as the vehicle deceleration increases. By doing so, the threshold value can be set more appropriately.

The engine device of the present invention further includes a motor generator mounted on a vehicle and connected to an output shaft of the engine, and the control device closes the valve to perform scavenging of a combustion chamber of the engine. When the scavenging is completed, the motor generator may be controlled so that the engine is motored by the motor generator until the stop condition is satisfied. In this case, a motor generator connected to the output shaft of the engine is further provided, and the preliminary condition is that the vehicle speed increases as the vehicle deceleration increases and the regeneration amount increases. It may be a condition that is less than or equal to the set threshold. By doing so, the threshold value can be set more appropriately.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of a structure of the engine 22. 6 is a flowchart showing an example of a processing routine executed by the ECU 70. It is an explanatory view showing an example of a threshold setting map. 5 is an explanatory diagram showing an example of how the vehicle speed V, the rotation speed Ne of the engine 22, the presence or absence of fuel cut of the engine 22, and the opening degree Oegr of the EGR valve 163 change with time. It is a flow chart which shows an example of a processing routine of a modification. It is explanatory drawing which shows an example of the threshold value setting map of a modification. FIG. 5 is an explanatory diagram showing an example of how the vehicle speed V, the rotation speed Ne of the engine 22, the presence or absence of fuel cut of the engine 22, the opening degree Oegr of the EGR valve 163, and the torque Tm of the motor generator 40 change with time.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a clutch 24, a transmission 26, a starter 30, a gear mechanism 32, a motor generator 40, a belt mechanism 42, and a low voltage battery 50. A high voltage battery 52, a DC/DC converter 54, and an electronic control unit (hereinafter referred to as “ECU”) 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline as fuel. 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 into the intake pipe 125 and injects the fuel from the fuel injection valve 126 to mix the air and the fuel. It is sucked into the combustion chamber 129 through. Then, the sucked air-fuel mixture is explosively burned by an electric spark from the ignition plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 23. The exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 133 via the exhaust valve 131 is a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air via a purifying device 134 having a catalyst.

Exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 133 is not only discharged to the outside air, but also recirculates to the intake pipe 125 via an exhaust gas recirculation device (hereinafter referred to as “EGR (Exhaust Gas Recirculation) device”) 160. To be done. The EGR device 160 includes an EGR pipe 162 and an EGR valve 163. The EGR pipe 162 connects the upstream side of the purification device 134 in the exhaust pipe 133 and the surge tank 125a of the intake pipe 125 downstream of the throttle valve 124. The EGR valve 163 is arranged in the EGR pipe 162 and is driven by the EGR motor 164. The EGR device 160 adjusts the opening degree of the EGR valve 163 by the EGR motor 164 to adjust the recirculation amount of the exhaust gas in the exhaust pipe 133 and recirculate it to the intake pipe 125. The engine 22 can thus suck the mixture of air, exhaust gas, and fuel into the combustion chamber 129. Hereinafter, the exhaust gas recirculation is referred to as "EGR", and the exhaust gas recirculation amount is referred to as "EGR amount". In the embodiment, the engine 22 is configured as a gasoline engine that outputs power using gasoline as a fuel, but may be configured as a diesel engine that outputs power using light oil as fuel.

The clutch 24 is configured as, for example, a hydraulically driven friction clutch, and connects and disconnects the crankshaft 23 of the engine 22 and the input shaft of the transmission 26. The transmission 26 is configured as, for example, a 10-speed automatic transmission, has an input shaft and an output shaft, a plurality of planetary gears, and a plurality of hydraulically driven frictional engagement elements (clutch and brake). Is connected to the crankshaft 23 of the engine 22 via the clutch 24, and the output shaft is connected to the drive wheels 28a and 28b via the gear mechanism 27. The transmission 26 forms forward and reverse gears from the first speed to the tenth speed by engaging and disengaging a plurality of friction engagement elements to transmit power between the input shaft and the output shaft. It should be noted that the transmission 26 is not limited to a 10-speed transmission, but may be a 4-speed, 5-speed, 6-speed, 8-speed transmission or the like.

The starter 30 is configured as a DC series-wound motor and is connected to the power line 38. The gear mechanism 32 has a ring gear 33 that has external teeth and is attached to the crankshaft 23 of the engine 22, a pinion gear 34 that rotates integrally with the rotation shaft 31 of the starter 30, and a pinion gear 34 that moves the pinion gear 34 in its axial direction. And an actuator 35 for engaging and releasing the engagement with the ring gear 33.

The motor generator 40 is configured as a DC shunt type motor generator, and is connected to the power line 48. The belt mechanism 42 has a pulley 43 attached to the crankshaft 23 of the engine 22, a pulley 44 attached to the rotating shaft 41 of the motor generator 40, and a belt 45 wound around the pulley 43 and the pulley 44. ..

The low-voltage battery 50 is configured as, for example, a lithium-ion secondary battery having a rated voltage of 12V, a nickel-hydrogen battery, or a lead storage battery, and is connected to the power line 38. The high-voltage battery 52 is configured as, for example, a lithium-ion secondary battery having a rated voltage of about 40V to 50V or a nickel hydrogen battery, and is connected to the power line 48. The DC/DC converter 54 is connected to the power line 38 and the power line 48, and boosts the power of the power line 38 to supply it to the power line 48, or lowers the power of the power line 48 to power the power line 38. Or to supply.

The ECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, and an input/output port. Signals from various sensors are input to the ECU 70 via an input port.

The signal input to the ECU 70 includes, for example, a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22 and a cooling from a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. The water temperature Tw can be mentioned. The cam angles θci and θco from the cam position sensor 144 that detects 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 131 can also be mentioned. The throttle opening TH from the throttle position sensor 146 that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe 125, and the intake air amount 149 from the temperature sensor 149 attached to the intake pipe 125. The temperature Ta can also be mentioned. The air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe 133 and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe 133 can also be mentioned. The EGR valve opening degree Oegr from the EGR valve opening degree sensor 165 which detects the opening degree of the EGR valve 163 can also be mentioned.

Further, the voltages VBL and VBH of the low voltage battery 50 and the high voltage battery 52 from the voltage sensors 50a and 52a attached between the terminals of the low voltage battery 50 and the high voltage battery 52, the low voltage battery 50 and the high voltage battery 52, respectively. The currents IBL and IBH of the low-voltage battery 50 and the high-voltage battery 52 from the current sensors 50b and 52b attached to the output terminals of the above can also be mentioned. The ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 which detects the operation position of the shift lever 81 can also be mentioned. The accelerator opening 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 depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88. Can also be mentioned.

Various control signals are output from the ECU 70 via the output port. Examples of signals output from the ECU 70 include control signals to the engine 22, the transmission 26, the starter 30, the actuator 35, the motor generator 40, and the DC/DC converter 54. As a control signal to the engine 22, for example, a control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the EGR motor 164 that adjusts the opening of the fuel injection valve 126, the spark plug 130, and the EGR valve 163. Can be mentioned.

The ECU 70 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140. The ECU 70 calculates the storage ratios SOCL, SOCH of the low voltage battery 50 and the high voltage battery 52 based on the integrated values of the currents IBL, IBH of the low voltage battery 50 and the high voltage battery 52 from the current sensors 50b, 52b.

In the hybrid vehicle 20 of the embodiment thus configured, the ECU 70 basically sets the target shift speed Gr* of the transmission 26 based on the accelerator opening Acc and the vehicle speed V, and the shift speed of the transmission 26. The transmission 26 is controlled so that Gr becomes the target shift speed Gr*. Further, a required torque Tin* required for the input shaft of the transmission 26 is set based on the accelerator opening Acc, the vehicle speed V, and the gear stage Gr of the transmission 26, and the required torque Tin* is the input shaft of the transmission 26. The target torque Te* of the engine 22 and the torque command Tm* of the motor generator 40 are set so that the engine 22 and the motor generator 40 are controlled. In the embodiment, the EGR is basically executed during the operation of the engine 22.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly when the idle stop condition (stop condition) is satisfied and the engine 22 is stopped, will be described. Here, as the idle stop condition, a condition that the vehicle speed V is 0 and the brake is on is used. FIG. 3 is a flowchart showing an example of a processing routine executed by the ECU 70. This routine is started when the vehicle speed V becomes higher than a threshold value Vref described later to some extent while the engine 22 is operating.

When the processing routine of FIG. 3 is executed, the ECU 70 first inputs the vehicle speed V and the deceleration G (step S100). Here, as the vehicle speed V, the value detected by the vehicle speed sensor 88 is input. As the vehicle deceleration G, a value calculated as a variation amount of the vehicle speed V per unit time (when the vehicle speed V decreases is positive) is input.

When the data is thus input, the threshold value Vref is set based on the vehicle deceleration G (step S110), and the vehicle speed V is compared with the threshold value Vref (step S120). The process of step S120 is a process of determining whether or not the preliminary condition is satisfied before the idle stop condition is satisfied. "Satisfaction of the preliminary condition" means that the satisfaction of the idle stop condition is predicted in a short time thereafter. In the embodiment, as for the threshold Vref, the relationship between the vehicle deceleration G and the threshold Vref is determined in advance and stored in a ROM (not shown) as a threshold setting map, and when the vehicle deceleration G is given, the map corresponds. The threshold value Vref is derived and set. FIG. 4 is an explanatory diagram showing an example of the threshold value setting map. As shown in the figure, the threshold value Vref is set so as to increase as the vehicle deceleration G increases (as the vehicle decelerates more rapidly). This is because it is predicted that the greater the vehicle deceleration G, the shorter the time until the idle stop condition is satisfied thereafter.

When the vehicle speed V is higher than the threshold value Vref in step S120, it is determined that the preliminary condition is not satisfied, it is determined whether the EGR valve 163 is open or closed (step S180), and the EGR valve 163 is turned on. When the valve is open, the process returns to step S100.

When the vehicle speed V is less than or equal to the threshold value Vref in step S120, it is determined that the preliminary condition is satisfied, and it is determined whether the state in which the vehicle speed V is less than or equal to the threshold value Vref has continued for a predetermined time T1 (step S130). .. Here, the predetermined time T1 is defined as a time at which the vehicle speed V is determined to be equal to or less than the threshold value Vref (the erroneous determination can be suppressed), and for example, about several hundred msec is used. When the state in which the vehicle speed V is equal to or lower than the threshold value Vref has not continued for the predetermined time T1, the process returns to step S100.

When it is determined in step S130 that the vehicle speed V is equal to or lower than the threshold value Vref for the predetermined time T1, the EGR valve 163 is closed (step S140). At this time, fuel injection and ignition of the engine 22 are continued. By closing the EGR valve 163, the scavenging inside the combustion chamber 129 of the engine 22 can be performed. The scavenging inside the combustion chamber 129 of the engine 22 eliminates the water inside the combustion chamber 129 of the engine 22, and the water remains in the combustion chamber 129 when the engine 22 is stopped. Freezing and rusting due to water).

Subsequently, it is determined whether or not the scavenging inside the combustion chamber 129 of the engine 22 is completed (step S150), and it is determined whether or not the above idle stop condition is satisfied (step S160). The process of step S150 can be performed, for example, by determining whether or not a predetermined time has elapsed since the closing of the EGR valve 163 was started.

When it is determined in step S150 that the scavenging of the combustion chamber 129 of the engine 22 is not completed, or when it is determined in step S160 that the idle stop condition is not satisfied, the process returns to step S100.

When it is determined in step S150 that the scavenging of the combustion chamber 129 of the engine 22 is completed, and when it is determined in step S160 that the idle stop condition is satisfied, the fuel of the engine 22 is cut and the engine 22 is stopped ( (Step S170), this routine ends. When the engine 22 is stopped in this manner, when the idle stop cancellation condition (starting condition) is subsequently satisfied, the engine 22 is started with the motoring of the engine 22 by the motor generator 40. The condition that the brake is turned off is used as the idle stop cancellation condition.

When it is determined in step S120 that the vehicle speed V is higher than the threshold value Vref and when it is determined in step S180 that the EGR valve 163 is closed, the vehicle speed V becomes higher than the threshold value Vref after the EGR valve 163 is closed. The judgment is made, the EGR valve 163 is opened (step S190), and the process returns to step S100.

FIG. 5 is an explanatory diagram showing an example of how the vehicle speed V, the engine speed Ne of the engine 22, the presence or absence of fuel cut of the engine 22, and the opening degree Oegr of the EGR valve 163 change with time. In the figure, the solid line indicates the example, and the alternate long and short dash line indicates the comparative example. In the comparative example, the EGR valve 163 is closed when the idle stop condition is satisfied.

In the comparative example, as shown by the alternate long and short dash line in FIG. 5, when the vehicle speed V becomes 0 and the idle stop condition is satisfied (time t12), the EGR valve 163 is closed and the scavenging air in the combustion chamber 129 of the engine 22 is closed. When the scavenging of the engine 22 is completed (time t13), the fuel of the engine 22 is cut off and the engine 22 is stopped. On the other hand, in the embodiment, as shown by the solid line in FIG. 5, when the vehicle speed V becomes less than the threshold value Vref and the preliminary condition for the engine 22 is satisfied (time t11), the EGR valve 163 is closed to turn on the engine 22. When the scavenging of the combustion chamber 129 is performed, the scavenging of the engine 22 is completed and the idle stop condition is satisfied (time t12), the fuel of the engine 22 is cut and the engine 22 is stopped. As a result, the time from when the idle stop condition is satisfied to when the engine 22 is stopped can be shortened.

In the hybrid vehicle 20 of the embodiment described above, when the vehicle speed V becomes less than the threshold value Vref, it is determined that the preliminary condition is satisfied, the EGR valve 163 is closed, and then the idle stop condition (stop condition) is satisfied. , The fuel of the engine 22 is cut and the engine 22 is stopped. Therefore, since the EGR valve 163 is closed when the preliminary condition is satisfied before the idle stop condition is satisfied, the engine 22 of the engine 22 is closed as compared with the case where the EGR valve 163 is closed after the idle stop condition is satisfied. The scavenging inside the combustion chamber 129 can be started and ended at an early timing. As a result, the time from when the idle stop condition is satisfied to when the engine 22 is stopped can be shortened.

Although the threshold Vref is set based on the vehicle deceleration G in the embodiment, a uniform value may be used regardless of the deceleration G.

In the embodiment, the hybrid vehicle 20 is provided with the engine 22, the motor generator 40, the high voltage battery 52 and the like, but when the ECU 70 executes the processing routine of FIG. 3, the motor generator 40 and the high voltage battery 52 are not provided. It may be a general automobile structure.

In the embodiment, the ECU 70 executes the processing routine of FIG. 3, but instead of this, the ECU 70 may execute the processing routine of FIG. The processing routine of FIG. 6 is the same as the processing of FIG. 3 except that the processing of steps S100b, S110b, and S170b is executed instead of the processing of steps S100, S110, and S170, and that the processing of steps S200 to S230 is added. It is the same as the routine. Therefore, in the processing routine of FIG. 6, the same processing as that of the processing routine of FIG. 3 is denoted by the same step number, and detailed description thereof will be omitted.

In the processing routine of FIG. 6, the ECU 70 first inputs the vehicle speed V and the deceleration G as in the processing of step S100, and also inputs the immediately preceding regeneration amount E of the motor generator 40 (step S100b). Here, as the immediately preceding regeneration amount E of the motor generator 40, a value calculated as the regeneration amount (integrated value of regenerative electric power) of the motor generator 40 in the immediately preceding predetermined time (for example, 3 seconds, 5 seconds, 7 seconds) is input. I decided to do it.

When the data is thus input, the threshold value Vref is set based on the vehicle deceleration G and the immediately preceding regeneration amount E (step S110b). The threshold value Vref of this modification has a predetermined relationship between the vehicle deceleration G and the immediately preceding regeneration amount E and the threshold value Vref, and is stored in a ROM (not shown) as a threshold setting map. Is given, the corresponding threshold value Vref is derived and set from this map. FIG. 7 is an explanatory diagram showing an example of the threshold value setting map of this modification. As shown in the figure, the threshold value Vref increases as the vehicle deceleration G increases (as the vehicle decelerates rapidly), and the immediately preceding regeneration amount E increases (the storage ratio SOCH of the high-voltage battery 52 tends to increase). It is set to be higher. The former reason has been described above. The reason for the latter will be described later.

When the scavenging of the combustion chamber 129 of the engine 22 is completed in step S150, the fuel of the engine 22 is cut off (step S200), and the electric power of the high voltage battery 52 is used to cause the motor generator 40 to idle the engine 22. Motoring is performed (step S210). Then, when it is determined in step S160 that the idle stop condition is not satisfied, the process returns to step S100. On the other hand, when it is determined in step S160 that the idle stop condition is satisfied, the motor generator 40 terminates the motoring at the idle speed of the engine 22 to stop the engine 22 (step S170b), and the present routine is terminated.

The higher the electricity storage ratio SOCH of the high-voltage battery 52, the longer the motor generator 40 can motor the engine 22. Further, as described above, the larger the immediately preceding regeneration amount E, the higher the electricity storage ratio SOCH of the high-voltage battery 52 is likely to be. In this modification, in consideration of the above reason, the threshold Vref is increased as the immediately preceding regeneration amount E is increased, thereby accelerating the timing at which the preliminary condition is satisfied, the timing at which the EGR valve 163 is closed, and the timing at which the scavenging is completed. And the time until the idle stop condition is satisfied, that is, the time for motoring the engine 22 by the motor generator 40 is lengthened. This can prevent the high voltage battery 52 from being held in a high state of charge SOCH.

When it is determined in step S120 that the vehicle speed V is higher than the threshold value Vref and when it is determined in step S180 that the EGR valve 163 is closed, the vehicle speed V becomes higher than the threshold value Vref after the EGR valve 163 is closed. The judgment is made, the EGR valve 190 is opened (step S190), the motor generator 40 terminates the motoring at the idle speed of the engine 22 (step S220), and the fuel injection of the engine 22 is restarted (step S230). , And returns to step S100.

FIG. 8 is an explanatory diagram showing an example of how the vehicle speed V, the rotation speed Ne of the engine 22, the presence or absence of fuel cut of the engine 22, the opening degree Oegr of the EGR valve 163, and the torque Tm of the motor generator 40 change with time. In the figure, the solid line shows the case A where the immediately preceding regeneration amount E is relatively small, and the broken line shows the case B where the immediately preceding regeneration amount E is relatively large.

In case A, as shown by the solid line in FIG. 8, when the vehicle speed V becomes less than the threshold value Vref and the preliminary condition for the engine 22 is satisfied (time t22), the EGR valve 163 is closed and the inside of the combustion chamber 129 of the engine 22 is closed. When the scavenging is performed and the scavenging of the engine 22 is completed (time t24), the fuel cut of the engine 22 and the motoring of the engine 22 by the motor generator 40 are performed. Then, when the idle stop condition is satisfied (time t25), the motoring of the engine 22 by the motor generator 40 is terminated and the engine 22 is stopped.

In case B, as shown by the broken line in FIG. 8, when the vehicle speed V becomes lower than the threshold value Vref of case B higher than case A and the preliminary condition of the engine 22 is satisfied (time t21), the EGR valve 163 is closed. Scavenging of the combustion chamber 129 of the engine 22 is performed, and when the scavenging of the engine 22 is completed (time t23), fuel cut of the engine 22 and motoring of the engine 22 by the motor generator 40 are performed. Then, when the idle stop condition is satisfied (time t25), the motoring of the engine 22 by the motor generator 40 is terminated and the engine 22 is stopped. By increasing the threshold value Vref in case B (when the immediately preceding regeneration amount E is relatively large) compared to case A (when the immediately previous regeneration amount E is relatively small), the timing at which the preliminary condition is satisfied becomes faster and the EGR The timing at which the valve 163 is closed and the timing at which scavenging is completed become earlier, and the time until the idle stop condition is satisfied, that is, the time for motoring the engine 22 by the motor generator 40 becomes longer. This can prevent the high voltage battery 52 from being held in a high state of charge SOCH.

In the embodiment, the high-voltage battery 52 is used as the power storage device, but a capacitor may be used.

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 will be described. In the embodiment, the engine 22 having the EGR device 160 corresponds to the “engine device” and the ECU 70 corresponds to the “control device”.

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 that the embodiment implements the invention described in the section of means for solving the problem. Since this is an example for specifically explaining the mode for carrying out the invention, it does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the engine device manufacturing industry and the like.

20 hybrid vehicle, 22 engine, 23 crankshaft, 24 clutch, 26 transmission, 27 gear mechanism, 28a, 28b drive wheel, 30 starter, 31 rotating shaft, 32 gear mechanism, 33 ring gear, 34 pinion gear, 35 actuator, 38 electric power Line, 40 motor generator, 41 rotating shaft, 42 belt mechanism, 43,44 pulley, 45 belt, 48 power line, 50 low voltage battery, 50a voltage sensor, 50b current sensor, 52 high voltage battery, 54 DC/DC converter, 70 ECU, 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, 125 intake pipe, 125a surge tank, 126 fuel injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 131 exhaust valve, 132 piston, 133 exhaust pipe, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 140 Crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle position sensor, 148 air flow meter, 149 temperature sensor, 160 EGR device, 162 EGR pipe, 163 EGR valve, 164 EGR motor, 165 EGR valve opening sensor.

Claims (1)

An engine equipped with an exhaust gas recirculation device that adjusts the amount of exhaust gas recirculated to the intake system by adjusting the valve opening.
A control device for controlling the engine;
An engine device comprising:
The control device closes the valve when a preliminary condition is satisfied before a stop condition is satisfied during operation of the engine, and stops the engine when the stop condition is satisfied thereafter.
Engine equipment.

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