JP2022084191A - Engine device - Google Patents

Abstract

To more appropriately execute rich control.SOLUTION: In execution of exhaust limit control for limiting an exhaust amount of an engine, lean control for controlling the engine so that an equivalent ratio is smaller than a value 1 and rich control for controlling the engine so that the equivalent ratio is larger than the value 1 are executed in this order. In the lean control, at least one of a target output, a target equivalent ratio, and a target ignition timing is set on the basis of a first integrated air amount that is an integrated value of an intake air amount from the start of the lean control, and the engine is controlled. In the rich control, at least one of the target output, the target equivalent ratio, and the target ignition timing is set on the basis of a second integrated air amount that is an integrated value of an intake air amount from the start of the rich control, and the engine is controlled.SELECTED DRAWING: Figure 3

Description

The present invention relates to an engine device.

Conventionally, as an engine device of this type, in an engine device including an engine and a purification catalyst for purifying the exhaust gas of the engine, a constant target output is obtained when a warm-up request for the purification catalyst is made. It has been proposed to perform catalyst warm-up control for controlling an engine (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2007-323417

In such an engine device, in the execution of the exhaust limit control that limits the displacement of the engine, the lean control that controls the engine so that the equivalent ratio becomes smaller than the value 1 and the equivalent ratio become larger than the value 1. It is considered to execute rich control that controls the engine in this order. At this time, if both lean control and rich control are executed based on the integrated air amount from the start of the exhaust limit control (lean control), the rich control is appropriate due to the variation in the integrated air amount at the start of the rich control. In some cases, it cannot be executed.

The main object of the engine device of the present invention is to perform rich control more appropriately.

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

The engine device of the present invention
With the engine
A purification catalyst that purifies the exhaust gas of the engine and
In the execution of the exhaust limit control that limits the displacement of the engine, the lean control that controls the engine so that the equivalent ratio becomes smaller than the value 1 and the engine that the equivalent ratio becomes larger than the value 1. A control device that executes rich control in this order, and
It is an engine device equipped with
The control device is
In the lean control, at least one of a target output, a target equivalent ratio, and a target ignition timing is set based on the first integrated air amount which is an integrated value of the intake air amount from the start of the lean control. Control the engine,
In the rich control, at least one of the target output, the target equivalent ratio, and the target ignition timing is set based on the second integrated air amount which is the integrated value of the intake air amount from the start of the rich control. To control the engine,
The gist is that.

In the engine device of the present invention, in the execution of the exhaust limit control for limiting the displacement of the engine, the lean control for controlling the engine so that the equivalent ratio becomes smaller than the value 1 and the equivalent ratio become larger than the value 1. Rich control that controls the engine is executed in this order. Then, in the lean control, at least one of the target output, the target equivalent ratio, and the target ignition timing is set based on the first integrated air amount which is the integrated value of the intake air amount from the start of the lean control, and the engine is set. In the rich control, at least one of the target output, the target equivalent ratio, and the target ignition timing is set based on the second integrated air amount which is the integrated value of the intake air amount from the start of the rich control. To control the engine. As a result, compared to the rich control that controls the engine by setting at least one of the target output, target equivalent ratio, and target ignition timing based on the first integrated air volume, the target output and target equivalent amount. The engine can be controlled by setting at least one of the ratio and the target ignition timing more appropriately. As a result, rich control can be executed more appropriately.

In the engine device of the present invention, in the lean control, the control device has the target output based on the first integrated air amount and the start temperature which is the temperature of the engine at the start of the exhaust limit control. The engine is controlled by setting at least one of the target equivalent ratio and the target ignition timing, and in the rich control, the target is based on the second integrated air volume and the starting temperature. The engine may be controlled by setting at least one of the output, the target equivalent ratio, and the target ignition timing.

In the engine device of the present invention, the control device shifts to the rich control when the transition condition including the condition that the oxygen storage amount of the purification catalyst reaches the threshold value or more is satisfied during the execution of the lean control. May be good. In this case, the first integrated air amount varies when the oxygen storage amount of the purification catalyst reaches the threshold value or more and the transition condition is satisfied, so that the present invention is of great significance.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 which mounts the engine device 21 as an Example of this invention. It is explanatory drawing which shows the outline of the structure of the engine device 21. It is a flowchart which shows an example of the catalyst warm-up control routine executed by the engine ECU 24. Engine 22 rotation speed Ne, temperature Tc of purification catalyst 135a, presence / absence of catalyst warm-up control, first integrated air amount Qas1, second integrated air amount Qas2, target power Pe *, target equivalent ratio φ *, target ignition It is explanatory drawing which shows an example of the state of the timing IT *.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device 21 as an embodiment of the present invention, and FIG. 2 is an explanatory diagram showing an outline of the configuration of the engine device 21. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine device 21, 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. Here, the engine device 21 includes an engine 22 and an engine electronic control unit (hereinafter, referred to as “engine ECU”) 24.

The engine 22 is configured as a 4-cylinder internal combustion engine that outputs power by four strokes of intake, compression, expansion (explosive combustion), and exhaust using fuel such as gasoline or light oil. As shown in FIG. 2, the engine 22 has a port injection valve 126 for injecting fuel into an intake port and an in-cylinder injection valve 127 for injecting fuel into the cylinder. By having the port injection valve 126 and the in-cylinder injection valve 127, the engine 22 can be operated in any one of the port injection mode, the in-cylinder injection mode, and the shared injection mode. In the port injection mode, the air cleaned by the air cleaner 122 is sucked into the intake pipe 123 to pass through the throttle valve 124 and the surge tank 125, and fuel is supplied from the port injection valve 126 on the downstream side of the surge tank 125 of the intake pipe 123. Is injected to mix air and fuel. Then, this air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128, explosively burned by electric sparks 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. do. In the in-cylinder injection mode, air is sucked into the combustion chamber 129 in the same manner as in the port injection mode, fuel is injected from the in-cylinder injection valve 127 in the middle of the intake stroke and / or after reaching the compression stroke, and electric sparks are generated by the spark plug 130. The rotary motion of the crankshaft 23 is obtained by explosive combustion. In the shared injection mode, when air is sucked into the combustion chamber 129, fuel is injected from the port injection valve 126, fuel is injected from the in-cylinder injection valve 127 in the intake stroke and the compression stroke, and the fuel explodes due to an electric spark from the spark plug 130. It is burned to obtain the rotational movement of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. The exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 134 via the exhaust valve 133 is discharged to the outside air through the purification device 135. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust gas. The purification catalyst 135a is configured to be able to occlude and desorb oxygen.

The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter referred to as "engine ECU") 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, and a flash memory for storing and holding data. , Input / output port, communication port.

Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via the input port. The signals input to the engine ECU 24 are, for example, a crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. The cooling water temperature Tw can be mentioned. Cam angles θci and θco from the cam position sensor 144 that detect the rotation position of the intake camshaft that opens and closes the intake valve 128 and the rotation position of the exhaust camshaft that opens and closes the exhaust valve 133 can also be mentioned. Throttle opening TH from the throttle valve position sensor 124a that detects the position of the throttle valve 124, intake air amount Qa from the air flow meter 123a attached to the upstream side of the throttle valve 124 of the intake pipe 123, and intake pipe 123. Examples include the intake air temperature Ta from the temperature sensor 123t attached to the upstream side of the throttle valve 124, and the surge pressure Ps from the pressure sensor 125a attached to the surge tank 125. From the front air-fuel ratio AF1 from the front air-fuel ratio sensor 137 installed on the upstream side of the purification device 135 of the exhaust pipe 134, and from the rear air-fuel ratio sensor 138 installed on the downstream side of the purification device 135 of the exhaust pipe 134. The rear air-fuel ratio AF2 can also be mentioned.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. Examples of the signal output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the port injection valve 126, a control signal to the in-cylinder injection valve 127, and a control signal to the spark plug 130. Can be done.

The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. Further, the engine ECU 24 has a load factor (volume of air actually sucked in one cycle with respect to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. Ratio) Calculate KL. Further, the engine ECU 24 estimates the temperature Tc of the purification catalyst 135a of the purification device 135 based on the cooling water temperature Tw from the water temperature sensor 142, the rotation speed Ne of the engine 22, and the load factor KL. Further, the engine ECU 24 stores oxygen in the purification catalyst 135a of the purification device 135 based on the front air-fuel ratio AF1 from the front air-fuel ratio sensor 137 and / or the rear air-fuel ratio AF2 from the rear air-fuel ratio sensor 138 and the intake air amount Qa. Estimate the quantity OS.

As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. A rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36 connected to the drive wheels 39a and 39b via a differential gear 38 is connected to the ring gear of the planetary gear 30. The crankshaft 23 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

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

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, and a flash memory for storing and holding data. , Input / output port, communication port. Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input port. The signals input to the motor ECU 40 include, for example, the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from a rotation position sensor (not shown) that detects the rotation position of the rotors of the motors MG1 and MG2, and the motors MG1 and MG1. Phase currents Iu1, Iv1, Iu2, Iv2 of each phase of the motors MG1 and MG2 from a current sensor (not shown) that detects the phase current flowing in each phase of MG2 can be mentioned. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electric angles θe1, θe2 and the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position sensor.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverters 41 and 42 via the power line 54 as described above. 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 in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, and a flash memory for storing and holding data. , Input / output port, communication port. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. The signals input to the battery ECU 52 include, for example, the voltage Vb of the battery 50 from a voltage sensor (not shown) attached between the terminals of the battery 50, and the battery from a current sensor (not shown) attached to the output terminal of the battery 50. The current Ib of 50 and the temperature Tb of the battery 50 from a temperature sensor (not shown) attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC of the battery 50 based on the integrated value of the current Ib of the battery 50 from the current sensor. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity of the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, and a flash memory for storing and holding data. It has an input / output port and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, 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 sensor 88. The vehicle speed V and the outside air temperature Tout from the outside temperature sensor 89 can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port.

In the hybrid vehicle 20 of the embodiment configured in this way, the hybrid running mode (HV running mode) in which the HVECU 70, the engine ECU 24, and the motor ECU 40 are coordinated to run with the rotation of the engine 22 and the rotation of the engine 22 is stopped. It runs in the electric running mode (EV running mode) that runs along with it.

Further, in the hybrid vehicle 20, when the engine 22 is operated, intake air amount control, fuel injection control, ignition control and the like are performed based on the target power Pe * of the engine 22. The intake air amount control is performed by controlling the opening degree of the throttle valve 124. The fuel injection control is performed by controlling the fuel injection amount from the port injection valve 126 and the in-cylinder injection valve 127 in the port injection mode, the in-cylinder injection mode, and the shared injection mode. Ignition control is performed by controlling the ignition timing of the spark plug 130.

Further, in the hybrid vehicle 20, when the fuel cut condition is satisfied in the HV traveling mode, the fuel cut of the engine 22 is executed and the engine 22 is motorized by the motor MG1. As the fuel cut condition, for example, a condition in which the accelerator is turned off when the storage ratio SOC of the battery 50 is relatively large in the HV driving mode is used.

In addition, in the hybrid vehicle 20, when the execution of the exhaust limit control is required at the time when the start of the engine 22 is completed or the like, the exhaust limit control is executed. Here, the exhaust limit control is a control that limits the displacement of the engine 22 in order to suppress deterioration of emissions and the like. In the embodiment, in the exhaust limit control, the fuel injection control is performed in the in-cylinder injection mode in consideration of the combustion stability of the engine 22 and the like. Further, in the embodiment, when the execution of the exhaust limit control is required, the execution of the catalyst warm-up control is required because the temperature Tc of the purification catalyst 135a is less than the threshold value Tcref (the purification catalyst 135a is inactive). In addition to considering the case where the catalyst is warmed up, the catalyst warm-up control is executed as the exhaust limit control. The catalyst warm-up control is a control for controlling the engine 22 by making the ignition timing of the engine 22 later than the optimum ignition timing (MBT: Minimum advance for Best Torque) in order to promote the warm-up of the purification catalyst 135a.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the details of the catalyst warm-up control will be described. FIG. 3 is a flowchart showing an example of a catalyst warm-up control routine executed by the engine ECU 24. This routine is executed when the execution of the catalyst warm-up control is required, such as when the start of the engine 22 is completed.

When the catalyst warm-up control routine of FIG. 3 is executed, the engine ECU 24 first executes the catalyst lean control in the catalyst warm-up control (steps S100 to S104). Here, the lean control for the catalyst is a control for controlling the engine 22 so that the ignition timing of the engine 22 becomes later than the optimum ignition timing and the equivalent ratio becomes smaller than the value 1 (the air-fuel ratio becomes lean). .. The equivalent ratio is the theoretical air-fuel ratio / air-fuel ratio, and the target equivalent ratio is the target value of the equivalent ratio.

In the lean control for the catalyst, first, the starting water temperature Twst and the first integrated air amount Qas1 are input (step S100). Subsequently, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are set based on the input starting water temperature Twst and the first integrated air amount Qas1 (step S102). Then, the engine 22 is controlled using the set target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * (step S104).

Here, as the start water temperature Twst, the cooling water temperature Tw detected by the water temperature sensor 142 at the start of the catalyst warm-up control (for example, when the start of the engine 22 is completed) is input. For the first integrated air amount Qas1, a value calculated as an integrated value from the start of the catalyst warm-up control of the intake air amount Qa detected by the air flow meter 123a is input.

The target power Pe *, target equivalent ratio φ *, and target ignition timing IT * in lean control for catalyst are, for example, the starting water temperature Twst and the first integrated air volume Qas1, the target power Pe *, the target equivalent ratio φ *, and the target. It is estimated by applying the starting water temperature Twst and the first integrated air volume Qas1 to the first map predetermined as the relationship with the ignition timing IT *. The target power Pe * is set so as to increase as the starting water temperature Twst increases and as the first integrated air amount Qas1 increases. The target equivalent ratio φ * is set so that the higher the starting water temperature Twst, the smaller the value with respect to the value 1, and the larger the first integrated air amount Qas1, the smaller the value with respect to the value 1. The target ignition timing IT * is set so as to be slower as the starting water temperature Twst is higher and slower as the first integrated air volume Qas1 is larger, within a range later than the optimum ignition timing. These tendencies take into consideration the combustion stability of the engine 22 and the purification performance of the purification catalyst 135a.

Subsequently, the oxygen storage amount OS of the purification catalyst 135a is input (step S110), and the oxygen storage amount OS of the input purification catalyst 135a is compared with the threshold OSref (step S112). Here, the oxygen storage amount OS of the purification catalyst 135a was detected by the front air-fuel ratio AF1 detected by the front air-fuel ratio sensor 137 and / or the rear air-fuel ratio AF2 and / or the rear air-fuel ratio AF2 detected by the rear air-fuel ratio sensor 138. An estimated value based on the intake air amount Qa is input. The threshold value OSref is a threshold value used for determining whether or not the transition condition for shifting from the catalyst lean control to the catalyst rich control described later is satisfied in the catalyst warm-up control.

When the oxygen storage amount OS of the purification catalyst 135a is less than the threshold value OSref in step S112, it is determined that the transition condition is not satisfied, and the process returns to step S100. In this way, the lean control for the catalyst in the catalyst warm-up control is continued. In this way, the processes of steps S100 to S112 are repeatedly executed, and when the oxygen storage amount OS of the purification catalyst 135a reaches the threshold value OSref or more in step S112, it is determined that the transition condition is satisfied, and the rich control for the catalyst in the catalyst warm-up control is performed. Is executed (steps S120 to S124). Here, the catalyst rich control is a control for controlling the engine 22 so that the ignition timing of the engine 22 becomes later than the optimum ignition timing and the equivalent ratio becomes larger than the value 1 (the air-fuel ratio becomes rich). ..

In the rich control for the catalyst, first, the starting water temperature Twst and the second integrated air amount Qas2 are input (step S120). Subsequently, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are set based on the input starting water temperature Twst and the second integrated air amount Qas2 (step S122). Then, the engine 22 is controlled using the set target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * (step S124).

Here, the input method of the water temperature Twst at the start is described above. For the second integrated air amount Qas2, a value calculated as an integrated value from the start of the catalyst rich control of the intake air amount Qa detected by the air flow meter 123a is input.

The target power Pe *, target equivalent ratio φ *, and target ignition timing IT * in rich control for catalysts are, for example, the starting water temperature Twst and the second integrated air volume Qas2, and the target power Pe *, target equivalent ratio φ *, and target. It is estimated by applying the starting water temperature Twst and the second integrated air volume Qas2 to the second map predetermined as the relationship with the ignition timing IT *. The target power Pe * is set so as to increase as the starting water temperature Twst increases and as the second integrated air amount Qas2 increases. The target equivalent ratio φ * is set so that the higher the starting water temperature Twst, the larger the value 1 and the larger the second integrated air amount Qas2, the larger the value 1. The target ignition timing IT * is set to be slower as the starting water temperature Twst is higher and slower as the second integrated air volume Qas2 is larger, within a range later than the optimum ignition timing. These trends are based on the same reasons as the trends in the first map.

Subsequently, the number of injection cylinders Nc is input (step S130), and the input number of injection cylinders Nc is compared with the threshold value Ncref (step S132). Here, the number of injection cylinders Nc is the number of cylinders in which fuel is injected from the in-cylinder injection valve 127 under rich control for the catalyst. The threshold value Ncref is a threshold value used for determining whether or not the end condition for terminating the catalyst warm-up control (rich control for catalyst in the catalyst warm-up control) is satisfied. In the embodiment, the target power Pe * in the catalyst lean control and the catalyst rich control of the catalyst warm-up control is performed so that the catalyst warm-up control is terminated when the temperature Tc of the purification catalyst 135a reaches the threshold value Tcref or higher. The target equivalent ratio φ * and the target ignition timing IT * were set.

When the number of injection cylinders Nc is less than the threshold value Ncref in step S132, it is determined that the end condition is not satisfied, and the process returns to step S120. In this way, the catalyst warm-up control and the rich control for the catalyst are continued. In this way, the processes of steps S120 to S132 are repeatedly executed, and when the number of injection cylinders Nc reaches the threshold value Ncref or more in step S132, it is determined that the end condition is satisfied, and the catalyst warm-up control (rich control for catalyst) is terminated. And end this routine.

In the embodiment, the catalyst lean control for the catalyst and the rich control for the catalyst are controlled so that the termination condition is satisfied and the catalyst warm-up control is terminated when the temperature Tc of the purification catalyst 135a reaches the threshold value Tcref or higher. The target power Pe *, the target equivalent ratio φ *, the target ignition timing IT *, the transition condition (threshold OSref), and the end condition (threshold Ncref) are set.

As described above, in the embodiment, in the catalyst warm-up control, the catalyst lean control is executed based on the starting water temperature Twst and the first integrated air amount Qas1, and then the starting water temperature Twst and the second integrated air amount Qas2 are set. Control the catalyst rich based on. In the embodiment, when the oxygen storage amount OS reaches the threshold value OSref or more during the execution of the lean control for the catalyst, the control shifts to the rich control for the catalyst. Therefore, when the lean control for the catalyst shifts to the rich control for the catalyst (for the catalyst). The first integrated air volume Qas1 (when the rich control is started) varies. For these reasons, when the catalyst rich control is executed based on the first integrated air volume Qas1, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are appropriately set in the catalyst rich control. There is a possibility that the engine 22 cannot be properly controlled. On the other hand, in the embodiment, by executing the rich control for the catalyst based on the second integrated air amount Qas2, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are used in the rich control for the catalyst. Can be set more appropriately to control the engine 22, so that the engine 22 can be controlled more appropriately. As a result, the rich control for the catalyst can be performed more appropriately.

FIG. 4 shows the rotation speed Ne of the engine 22, the temperature Tc of the purification catalyst 135a, whether or not the catalyst warm-up control is executed, the first integrated air amount Qas1, the second integrated air amount Qas2, the target power Pe *, and the target equivalent ratio φ. *, It is explanatory drawing which shows an example of the state of the target ignition timing IT *. As shown in the figure, when the temperature Tc of the purification catalyst 135a is less than the threshold value Tcref when the start of the engine 22 is completed (time t11), the catalyst lean control in the catalyst warm-up control is executed, and the catalyst lean control is being executed. When the oxygen storage amount OS reaches the threshold OSref or more (time t12), the catalyst shifts to the rich control for the catalyst, and when the number of injection cylinders Nc reaches the threshold Ncref or more during the execution of the rich control for the catalyst (time t13), the catalyst End warm-up control. In the lean control for the catalyst, the engine 22 is controlled by setting the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * based on the starting water temperature Twst and the first integrated air amount Qas1. In the rich control for the catalyst, the engine 22 is controlled by setting the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * based on the starting water temperature Twst and the second integrated air amount Qas2. By using the second integrated air amount Qas2 in the rich control for the catalyst, the engine 22 can be controlled more appropriately as compared with the one using the first integrated air amount Qas1. As a result, the rich control for the catalyst can be performed more appropriately.

In the engine device 21 mounted on the hybrid vehicle 20 of the above-described embodiment, the catalyst lean control and the catalyst rich control are executed in this order in the catalyst warm-up control. In the lean control for the catalyst, the engine 22 is controlled by setting the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * based on the starting water temperature Twst and the first integrated air amount Qas1. In the rich control for the catalyst, the engine 22 is controlled by setting the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * based on the starting water temperature Twst and the second integrated air amount Qas2. Thereby, in the rich control for the catalyst, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * can be set more appropriately to control the engine 22. As a result, the rich control for the catalyst can be performed more appropriately.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, the engine 22 is controlled based on the start water temperature Twst and the first integrated air volume Qas1 in the lean system for the catalyst, and the water temperature at the start in the rich control for the catalyst. The engine 22 is controlled based on Twst and the second integrated air volume Qas2. However, in the lean control for the catalyst, the engine 22 is controlled based on the first integrated air amount Qas1 without considering the water temperature Twst at the start, and in the rich control for the catalyst, the second water temperature Twst at the start is not considered. The engine 22 may be controlled based on the integrated air amount Qas2.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, in the lean control for the catalyst, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT are based on the starting water temperature Twst and the first integrated air volume Qas1. * Is set, and the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are set based on the starting water temperature Twst and the second integrated air volume Qas2 in the rich control for the catalyst. However, in the lean control for the catalyst, one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * is set based on the starting water temperature Twst and the first integrated air volume Qas1, and this one is set. The remaining two may be set based on. Further, in the rich control for the catalyst, one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * is set based on the starting water temperature Twst and the second integrated air amount Qas2, and one of them is set. The remaining two may be set based on.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, in the lean control for the catalyst, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT are based on the starting water temperature Twst and the first integrated air volume Qas1. * Is set, and the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are set based on the starting water temperature Twst and the second integrated air volume Qas2 in the rich control for the catalyst. However, regarding the lean control for the catalyst, at least one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * is set based on the starting water temperature Twst and the first integrated air volume Qas1. All you need is. Regarding the rich control for catalyst, at least one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * is set based on the starting water temperature Twst and the second integrated air volume Qas2. All you need is.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, in the lean control for the catalyst, the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT are based on the starting water temperature Twst and the first integrated air volume Qas1. * Is set, and the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT * are set based on the starting water temperature Twst and the second integrated air volume Qas2 in the rich control for the catalyst. However, in the lean control for the catalyst, in addition to at least one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT *, the injection mode (port injection mode, in-cylinder injection mode, in-cylinder injection mode) in the fuel injection control. (Any of the common injection modes), injection timing, number of injections (when injecting in multiple times), supply fuel pressure of in-cylinder injection valve 127, opening / closing timing of intake valve 128 and exhaust valve 133 (engine 22 takes in intake) At least one of (when a variable valve timing device capable of changing the opening / closing timing of the valve 128 and the exhaust valve 133) and the like is provided) may be set based on the starting water temperature Twst and the first integrated air volume Qas1. Further, in the rich control for catalyst, in addition to at least one of the target power Pe *, the target equivalent ratio φ *, and the target ignition timing IT *, the injection mode, the injection timing, the number of injections, and the in-cylinder injection in the fuel injection control. At least one of the supply fuel pressure of the valve 127, the opening / closing timing of the intake valve 128 and the exhaust valve 133 (when a variable valve timing device is provided), etc. is set based on the starting water temperature Twst and the second integrated air volume Qas2. May be.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, the condition that the oxygen storage amount OS reaches the threshold value OSref or more is used as the transition condition. However, as the transition condition, in addition to the condition (A1) in which the oxygen storage amount OS reaches the threshold value OSref or more, the condition (A2) in which the first integrated air amount Qas1 reaches the threshold value Qasref1 or more may be used. In this case, it may be determined that the transition condition is satisfied when any one of the conditions (A1) and (A2) is satisfied, or the transition is made when both the conditions (A1) and (A2) are satisfied. It may be determined that the condition is satisfied.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, the condition that the number of injection cylinders Nc reaches the threshold value Ncref or more is used as the termination condition. However, as an end condition, in addition to or in place of the condition (B1) in which the number of injection cylinders Nc reaches the threshold value Ncref or more, the condition (B2) in which the second integrated air volume Qas2 reaches the threshold value Qasref2 or more, or the purification catalyst 135a The condition (B3) or the like in which the temperature Tc of the above reaches the threshold value Tcref or more may be used. For example, when the conditions (B1) to (B3) are used as the end conditions, it may be determined that the end condition is satisfied when any one of the conditions (B1) to (B3) is satisfied. It may be determined that the end condition is satisfied when all of the conditions (B1) to (B3) are satisfied.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, when the execution of the exhaust limit control is required, the execution of the catalyst warm-up control is required because the temperature Tc of the purification catalyst 135a is less than the threshold value Tcref. In addition to considering the case, it was decided to execute catalyst warm-up control as exhaust limit control. However, when the exhaust limit control is required to be executed for a reason different from the case where the catalyst warm-up control is required (for example, the starting water temperature Twst is extremely low temperature or extremely high temperature), the exhaust limit is restricted. As the control, a control different from the catalyst warm-up control may be executed. In this case, as the exhaust limit control, for example, different controls may be executed in that the optimum ignition timing is set for the target ignition timing IT * for the lean control for the catalyst and the rich control for the catalyst.

In the engine device 21 mounted on the hybrid vehicle 20 of the embodiment, a 4-cylinder engine 22 is used. However, an engine such as a 6-cylinder engine, an 8-cylinder engine, or a 12-cylinder engine may be used.

The hybrid vehicle 20 of the embodiment is provided with an engine ECU 24, a motor ECU 40, a battery ECU 52, and an HVECU 70. However, at least two of these may be configured as a single electronic control unit.

In the embodiment, the engine device is mounted on the hybrid vehicle 20 including the engine 22, the planetary gear 30, and the motors MG1 and MG2. However, it may be in the form of an engine device mounted on a so-called one-motor hybrid vehicle including an engine and one motor. Further, it may be in the form of an engine device mounted on an automobile that travels by using only the power from the engine without providing a traveling motor. Further, it may be in the form of an engine device mounted on non-moving equipment such as construction equipment.

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 will be described. In the embodiment, the engine 22 corresponds to the "engine", the purification catalyst 135a corresponds to the "purification catalyst", and the engine ECU 24 corresponds to the "control device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete 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 may be in various embodiments within the scope of the gist of the present invention. Of course it can be done.

The present invention can be used in the manufacturing industry of engine devices and the like.

20 hybrid car, 21 engine device, 22 engine, 23 crankshaft, 24 engine ECU, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor ECU, 41, 42 inverter, 50 battery , 52 Battery ECU, 54 Power Line, 70 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, 89 Outside temperature sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 intake Valve, 129 combustion chamber, 130 ignition plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 137 front air fuel ratio sensor, 138 rear air fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, MG1, MG2 motor.

Claims (1)

With the engine
A purification catalyst that purifies the exhaust gas of the engine and
In the execution of the exhaust limit control that limits the displacement of the engine, the lean control that controls the engine so that the equivalent ratio becomes smaller than the value 1 and the engine that the equivalent ratio becomes larger than the value 1. A control device that executes rich control in this order, and
It is an engine device equipped with
The control device is
In the lean control, at least one of a target output, a target equivalent ratio, and a target ignition timing is set based on the first integrated air amount which is an integrated value of the intake air amount from the start of the lean control. Control the engine,
In the rich control, at least one of the target output, the target equivalent ratio, and the target ignition timing is set based on the second integrated air amount which is the integrated value of the intake air amount from the start of the rich control. To control the engine,
Engine equipment.

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