JP2023160422A - Engine device - Google Patents

Abstract

To enable prompt and smooth switching between normal control, normal catalyst warming-up control and rapid catalyst warming-up control of an engine.SOLUTION: When switching is performed between normal control for controlling an engine in accordance with an accelerator opening, normal catalyst warming-up control for warming up a catalyst of a purification device by operating the engine at first predetermined speed by injecting fuel in an intake stroke and delaying ignition timing compared to the normal control, and rapid catalyst warming-up control for warming up the catalyst of the purification device by operating the engine at second predetermined speed by injecting fuel in a compression stroke or an expansion stroke and delaying the ignition timing compared to the normal catalyst warming-up control, intermediate transition control is executed from the control before the switching to the control after the switching.SELECTED DRAWING: Figure 4

Description

The present invention relates to an engine device, and more particularly to an engine device including an engine having an in-cylinder injection valve in which a purifying device having a catalyst for purifying exhaust gas is attached to an exhaust system.

Conventionally, as this type of technology, a technology has been proposed that warms up the catalyst by homogeneous combustion in the engine and warms up the catalyst by stratified combustion in the engine (for example, see Patent Document 1). In this technology, the catalyst is warmed up relatively slowly by homogeneous combustion in the engine at the first ignition timing until the catalyst bed temperature reaches the catalyst warm-up completion temperature, and when catalyst warm-up is requested, heating is requested. If not, the catalyst is warmed up relatively quickly by stratified combustion in the engine using the second ignition timing, which is later than the first ignition timing, until the catalyst bed temperature becomes equal to or higher than the catalyst warm-up completion temperature.

Japanese Patent Application Publication No. 2011-220120

In the above-mentioned technology, when starting catalyst warm-up by homogeneous engine combustion or stratified engine combustion, the engine speed, throttle opening, ignition timing, fuel injection form, target air-fuel ratio, and intake valve are controlled. Transition control is performed to shift the engine state, such as opening/closing timing, from a normal operating state to a catalyst warm-up state. However, transition control is performed when transitioning from catalyst warm-up using homogeneous combustion in the engine to catalyst warm-up using stratified combustion in the engine, or from catalyst warm-up using stratified combustion in the engine to catalyst warm-up using homogeneous combustion in the engine. Since the transition control is a transition from the engine's normal operating state, once the engine has transitioned to the normal operating state, it then shifts to the target catalyst warm-up control, which may cause unnecessary state changes or transitions. It may take some time.

The main purpose of the engine device of the present invention is to quickly and smoothly switch between normal engine control, normal catalyst warm-up control, and rapid catalyst warm-up control.

The engine device of the present invention employs the following means to achieve the above-mentioned main purpose.

The engine device of the present invention includes:
an engine having an in-cylinder injection valve in which a purification device having a catalyst for purifying exhaust gas is attached to an exhaust system;
a control device that controls the engine;
An engine device comprising:
The control device performs a normal control that controls the engine according to an accelerator opening degree, and operates the engine by injecting fuel in an intake stroke at a first predetermined rotation speed and retarding the ignition timing from the normal control. normal catalyst warm-up control for warming up the catalyst of the purification device, and injecting fuel in the compression stroke or expansion stroke of the engine at a second predetermined rotation speed, and retarding the ignition timing from the normal catalyst warm-up control. performing intermediate transition control between the control before switching and the control after switching when switching between rapid catalyst warm-up control in which the catalyst of the purification device is warmed up by operating with
It is characterized by

The engine device of the present invention includes a normal control in which the engine is controlled according to the accelerator opening degree, and an operation in which the engine is operated at a first predetermined rotation speed, injecting fuel during the intake stroke, and retarding the ignition timing from the normal control. normal catalyst warm-up control to warm up the catalyst of the purification device, and fuel injection in the compression stroke or expansion stroke of the engine at a second predetermined rotation speed, and operation with the ignition timing delayed from the normal catalyst warm-up control. This switches between rapid catalyst warm-up control, which warms up the catalyst of the purification device. When switching this control, intermediate transition control is executed between the control before switching and the control after switching. Thereby, switching between normal engine control, normal catalyst warm-up control, and rapid catalyst warm-up control can be performed quickly and smoothly.

As intermediate transition control, when switching from rapid catalyst warm-up control to normal catalyst warm-up control, it is possible to use control that gradually changes the engine state from the rapid catalyst warm-up control to the normal catalyst warm-up control. When switching from rapid catalyst warm-up control to normal engine control, control gradually changes from the engine state under rapid catalyst warm-up control to a predetermined idle state in which the engine is idling at a third predetermined rotation speed under normal control. When switching from normal catalyst warm-up control to normal control, it is possible to use control that gradually changes the engine state from the normal catalyst warm-up control to a predetermined idle state. In addition, as intermediate transition control, when switching from normal control to normal catalyst warm-up control, it is possible to use control that gradually changes the engine state from a predetermined idle state to normal catalyst warm-up control, and from normal control to rapid catalyst warm-up control. When switching to warm-up control, it is possible to use control that gradually changes the engine state from a predetermined idle state to rapid catalyst warm-up control, and when switching from normal catalyst warm-up control to rapid catalyst warm-up control, normal catalyst warm-up control can be used. Control that gradually changes from an engine state under warm-up control to an engine state under rapid catalyst warm-up control can be used. Engine conditions include engine speed, throttle opening, ignition timing, fuel injection form, target air-fuel ratio, intake valve opening/closing timing, and the like. Of these, the ignition timing is particularly required to be changed gradually, since sudden changes can cause misfires.

1 is a configuration diagram schematically showing the 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. 3 is a flowchart illustrating an example of a control switching process executed by the engine ECU 24. FIG. 3 is a list showing an example of control switching and intermediate transition control selection; FIG. 3 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (1). FIG. 6 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (2). FIG. 7 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (3). FIG. 6 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (4). FIG. 7 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (5). FIG. 7 is an explanatory diagram showing an example of temporal changes in engine speed, ignition timing, and intake valve timing in intermediate transition control (6).

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

FIG. 1 is a block diagram schematically showing the structure of a hybrid vehicle 20 equipped with an engine device according to an embodiment of the present invention, and FIG. 2 is a block diagram schematically showing the structure of an engine 22. As shown in FIG. As shown in FIG. 1, 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 a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel oil to output power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 includes a port injection valve 126 that injects fuel supplied from a fuel supply device 150 to an intake port via a low-pressure supply pipe 153, and a high-pressure supply pipe from the fuel supply device 150 to a cylinder. The in-cylinder injection valve 127 injects fuel supplied through the fuel injection valve 158. The in-cylinder injection valve 127 is arranged approximately at the center of the top of the combustion chamber 129, and injects fuel in a spray form. The spark plug 130 is arranged near the in-cylinder injection valve 127 so as to ignite the fuel sprayed from the in-cylinder injection valve 127. The engine 22 has a port injection valve 126 and an in-cylinder injection valve 127, so that it can be operated in any one of a port injection mode, an in-cylinder injection mode, and a shared injection mode. In the port injection mode, air purified by the air cleaner 122 is sucked into the intake pipe 123 and passed through the throttle valve 124 and surge tank 125, and fuel is injected from the port injection valve 126 downstream of the surge tank 125 in the intake pipe 123. to mix air and fuel. Then, this air-fuel mixture is sucked into the combustion chamber 129 through the intake valve 128 and exploded and combusted by the electric spark from the ignition plug 130. The reciprocating movement of the piston 132, which is pushed down by the energy in the cylinder bore, is caused by the rotation of the crankshaft 23. Convert it into exercise. In the in-cylinder injection mode, air is sucked into the combustion chamber 129 in the same way as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke or compression stroke, and the electric spark from the spark plug 130 causes explosive combustion to start the crank. The rotational motion of the shaft 23 is obtained. In the shared injection mode, fuel is injected from the port injection valve 126 when air is taken into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke or compression stroke, and an electric spark from the spark plug 130 causes an explosion. The rotational motion of the crankshaft 23 is obtained by combustion. These injection modes are switched based on the operating state of the engine 22. Exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 134 via the exhaust valve 133 is discharged to the outside air via the purification device 135. The purification device 135 includes a purification catalyst (three-way catalyst) 135a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in exhaust gas.

The fuel supply device 150 is configured as a device that supplies fuel in the fuel tank 151 to the port injection valve 126 and the in-cylinder injection valve 127 of the engine 22. The fuel supply device 150 includes a fuel tank 151, a feed pump 152, a low pressure supply pipe 153, a check valve 154, a relief pipe 155, a relief valve 156, a high pressure pump 157, and a high pressure supply pipe 158. .

The feed pump 152 is configured as an electric pump that operates by receiving power from a battery (not shown), and is disposed within the fuel tank 151. This feed pump 152 supplies the fuel in the fuel tank 151 to the low pressure supply pipe 153. Low pressure supply pipe 153 is connected to port injection valve 126. The check valve 154 is provided in the low-pressure supply pipe 153, and allows the flow of fuel from the feed pump 152 side to the port injection valve 126 side, and restricts the flow of fuel in the opposite direction.

The relief pipe 155 is connected to the low pressure supply pipe 153 and the fuel tank 151. The relief valve 156 is provided in the relief pipe 155, and closes when the fuel pressure in the low-pressure supply pipe 153 is less than a threshold value Pflorim, and opens when the fuel pressure in the low-pressure supply pipe 153 is equal to or higher than the threshold value Pflorim. When the relief valve 156 opens, a portion of the fuel in the low pressure supply pipe 153 is returned to the fuel tank 151 via the relief pipe 155. In this way, the fuel pressure within the low pressure supply pipe 153 is prevented from becoming excessive.

The high-pressure pump 157 is driven by the power from the engine 22 (in the embodiment, the rotation of the intake camshaft that opens and closes the intake valve 128), and is a pump that pressurizes the fuel in the low-pressure supply pipe 153 and supplies it to the high-pressure supply pipe 158. It is configured as. The high-pressure pump 157 has an electromagnetic valve 157a connected to its suction port to open and close when pressurizing fuel, and a check valve connected to its discharge port to regulate backflow of fuel and maintain fuel pressure in the high-pressure supply pipe 158. It has a valve 157b and a plunger 157c that is operated (moves in the vertical direction in FIG. 1) by the rotation of the engine 22 (rotation of the intake camshaft). This high-pressure pump 157 sucks fuel from the low-pressure supply pipe 153 when the solenoid valve 157a is opened while the engine 22 is operating, and compresses it with the plunger 157c when the solenoid valve 157a is closed. By intermittently feeding fuel into the high-pressure supply pipe 158 via the check valve 157b, the fuel supplied to the high-pressure supply pipe 158 is pressurized.

The engine 22 is operationally controlled by an engine ECU 24. Although not shown, the engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports.

Signals from various sensors necessary to control the operation of the engine 22 are input to the engine ECU 24 via an input port. Signals input to the engine ECU 24 include, for example, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. One example is the cooling water temperature Tw. Cam angles θci and θco from a 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 133 can also be cited. The throttle opening TH from the throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 123a installed upstream of the throttle valve 124 of the intake pipe 123, and the intake air amount Qa of the intake pipe 123. The intake air temperature Ta from the temperature sensor 123t attached upstream of the throttle valve 124 and the surge pressure Ps from the pressure sensor 125a attached to the surge tank 125 can also be cited. The front air-fuel ratio AF1 from the front air-fuel ratio sensor 137 installed upstream of the purification device 135 in the exhaust pipe 134, and the rear air-fuel ratio sensor installed between the purification device 135 in the exhaust pipe 134 and the PM filter 136. The rear air-fuel ratio AF2 from 138 can also be mentioned. The fuel temperature Tftnk from the fuel temperature sensor 151t attached to the fuel tank 151, the rotation speed Np of the feed pump 152 from the rotation speed sensor 152a attached to the feed pump 152, the vicinity of the port injection valve 126 of the low pressure supply pipe 153 ( For example, the low pressure fuel pressure (pressure of fuel supplied to the port injection valve 126) PL from the fuel pressure sensor 153p attached to the low pressure delivery pipe (low pressure delivery pipe), the high pressure supply pipe 158 near the in-cylinder injection valve 127 (for example, the high pressure delivery pipe) The high fuel pressure (pressure of fuel supplied to the in-cylinder injection valve 127) PH from the attached fuel pressure sensor 158p can also be cited.

The engine ECU 24 outputs various control signals for controlling the operation of the engine 22 via an output port. Signals output from the engine ECU 24 include, for example, 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, a control signal to the spark plug 130, and a control signal to the intake valve. Examples include a control signal to a variable valve timing mechanism 139 that can change the opening/closing timing of the valve 128. Examples include a control signal to the feed pump 152 of the fuel supply device 150 and a control signal to the electromagnetic valve 157a of the high pressure pump 157.

Engine ECU 24 is connected to 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. In addition, the engine ECU 24 calculates the load factor (the volume of air actually taken in in one cycle relative 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 rotational speed Ne of the engine 22. (ratio of) KL is calculated.

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

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

Although not shown, the motor ECU 40 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via input ports. Signals input to the motor ECU 40 include, for example, rotational positions θm1 and θm2 from rotational position sensors (not shown) that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents flowing through each phase of the motors MG1 and MG2. For example, phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors (not shown) that detect the . The motor ECU 40 outputs switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 via an output port. Motor ECU 40 is connected to HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2 and 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 sensors.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel metal hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54, as described above. This battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

Although not shown, the battery ECU 52 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include voltage Vb of the battery 50 from a voltage sensor (not shown) attached between terminals of the battery 50, and voltage Vb of the battery 50 from a current sensor (not shown) attached to an output terminal of the battery 50. 50, and the temperature Tb of the battery 50 from a temperature sensor (not shown) attached to the battery 50. Battery ECU 52 is connected to HVECU 70 via a communication port. The battery ECU 52 calculates the storage percentage SOC of the battery 50 based on the integrated value of the current Ib of the battery 50 from the current sensor. The power storage ratio SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

Although not shown, the HVECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operating position of the shift lever 81. Further, the accelerator opening degree Acc from the accelerator pedal position sensor 84 which detects the amount of depression of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 which detects the amount of depression of the brake pedal 85, and the brake pedal position BP from the vehicle speed sensor 87. Vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, motor ECU 40, and battery ECU 52 via the communication port.

In the hybrid vehicle 20 of the embodiment configured in this manner, the HVECU 70, the engine ECU 24, and the motor ECU 40 perform cooperative control to basically operate a hybrid driving mode (HV driving mode) in which the vehicle is driven while the engine 22 is operated, and an engine driving mode. The vehicle travels while the engine 22 is operated intermittently by switching between an electric travel mode (EV travel mode) in which the vehicle travels without the operation of the engine 22.

In the HV driving mode, basically, the HVECU 70 first sets the driving torque Td* required for driving (required to the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and then The running power Pd* required for running is calculated by multiplying the running torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2). Next, a target power Pe* of the engine 22 is set based on the running power Pd* and the storage percentage SOC of the battery 50, and the target power Pe* is output from the engine 22 and the running torque Td* is applied to the drive shaft. The target rotational speed Ne* and target torque Te* of the engine 22, and torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so as to be outputted to the motor 36. The set target rotation speed Ne* and target torque Te* are transmitted to the engine ECU 24, and torque commands Tm1* and Tm2* are transmitted to the motor ECU 40.

The engine ECU 24 controls the operation of the engine 22, such as intake air amount control, fuel injection control, ignition control, opening/closing timing control, etc., so that the engine 22 is operated based on the target rotational speed Ne* and the target torque Te*. Do this. Intake air amount control is performed by controlling the opening degree of throttle valve 124. Fuel injection control is performed by controlling the amount of fuel injected from the port injection valve 126 and the cylinder injection valve 127 in port injection mode, in-cylinder injection mode, and shared injection mode. Ignition control is performed by controlling the ignition timing of the spark plug 130. Motor ECU 40 performs switching control of a plurality of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1* and Tm2*.

In the EV driving mode, the HVECU 70 sets the driving torque Td* similarly to the HV driving mode, sets the torque command Tm1* of the motor MG1 to a value of 0, and outputs the driving torque Td* to the drive shaft 36. The torque command Tm2* of the motor MG2 is set as follows, and the set torque commands Tm1* and Tm2* are transmitted to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

In the HV driving mode, when the target power Pe* reaches less than the power threshold value Peref, it is determined that the condition for stopping the engine 22 is satisfied, the engine 22 is stopped, and the mode shifts to the EV driving mode. In the EV driving mode, when the target power Pe* calculated in the same way as in the HV driving mode reaches or exceeds the power threshold (Peref+α), it is determined that the starting conditions for the engine 22 are satisfied, and the engine 22 is started. Shift to HV driving mode.

In the hybrid vehicle 20 of the embodiment, the purification catalyst (three-way catalyst) 135a of the purification device 135 attached to the exhaust pipe 134 of the engine 22 is warmed up. Catalyst warm-up of the purifying device 135 is performed when the condition that the catalyst temperature Tc is below a predetermined temperature below the activation temperature or the condition that the accelerator is off is satisfied. Catalyst warm-up includes normal catalyst warm-up and rapid catalyst warm-up. Normally, during catalyst warm-up, the engine 22 rotation speed Ne is maintained at a first predetermined rotation speed (for example, 1300 rpm) Nset1, and fuel is injected from the in-cylinder injection valve 127 1 to 3 times during the intake stroke for combustion. This is performed by making the air-fuel mixture in the chamber 129 homogeneous and setting the ignition timing near the base ignition timing Tbase1, which is retarded from the normal timing, to perform explosive combustion (homogeneous combustion). Rapid catalyst warm-up maintains the rotational speed Ne of the engine 22 at a second predetermined rotational speed (for example, 1300 rpm) Nset2, and not only injects fuel from the in-cylinder injection valve 127 during the intake stroke but also performs the final fuel injection. During the compression stroke, the ignition timing is set near the base ignition timing Tbase2, which is further retarded than the base ignition timing for normal catalyst warm-up, with the fuel concentration of the air-fuel mixture in the combustion chamber 129 near the ignition plug 130 being high. This is done by explosive combustion (stratified combustion). If the ignition timing is retarded, the combustion efficiency will decrease, so while the rotational speed Ne of the engine 22 is maintained by increasing the amount of intake air, the absolute amount of emission components also increases due to the increase in the amount of combustion gas. Catalyst warm-up is accelerated. Therefore, rapid catalyst warm-up can further promote catalyst warm-up by further retarding the ignition timing compared to normal catalyst warm-up. In addition, in rapid catalyst warm-up, fuel is injected 1 to 3 times during the intake stroke and compression stroke, and the final fuel injection is performed during the expansion stroke, and ignition occurs in synchronization with the fuel injection during the expansion stroke, resulting in explosive combustion. (stratified combustion) may occur.

Next, we will discuss the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when switching between normal control, normal catalyst warm-up control, and rapid catalyst warm-up control in which the engine 22 is operated according to the accelerator opening degree Acc. I will explain about it. FIG. 3 is a flowchart showing an example of a control switching process executed by the engine ECU 24 when switching between normal control, normal catalyst warm-up control, and rapid catalyst warm-up control. As the normal control, for example, it is possible to consider control in which the engine 22 is operated idly at a predetermined normal rotation speed (eg, 800 prm, 1000 prm, etc.) Nidl. Hereinafter, it is assumed that the engine 22 is controlled in this operating state as normal control.

When the control switching process is executed, the engine ECU 24 first specifies which control to switch to among normal control, normal catalyst warm-up control, and rapid catalyst warm-up control (step S100). This identification can be performed as switching from the control currently being executed to the control after switching according to the switching instruction. Control switching includes switching from normal control to normal catalyst warm-up control, switching from normal control to rapid catalyst warm-up control, switching from normal catalyst warm-up control to rapid catalyst warm-up control, and rapid catalyst warm-up control. There are six types: switching from to normal control, switching from rapid warm-up control to normal catalyst warm-up control, and switching from normal catalyst warm-up control to normal control. In step S100, it is determined which of these is the case.

Next, intermediate transition control is selected based on the identified control switching (step S110), the selected intermediate transition control is executed (step S120), and the process waits for the transition of control by the intermediate transition control to be completed ( Step S130), post-switching control is executed (step S140), and the present process ends.
FIG. 4 is a list showing an example of control switching and intermediate transition control selection. In step S110, as shown in the figure, intermediate transition control (1) is selected when switching from normal control to normal catalyst warm-up control, and intermediate transition control (2) is selected when switching from normal control to rapid catalyst warm-up control. selected, intermediate transition control (3) is selected when switching from normal catalyst warm-up control to rapid catalyst warm-up control, intermediate transition control (4) is selected when switching from rapid catalyst warm-up control to normal control, Intermediate transition control (5) is selected when switching from rapid warm-up control to normal catalyst warm-up control, and intermediate transfer control (5) is selected when switching from normal catalyst warm-up control to normal control.

Figures 5 to 10 show the engine speed, ignition timing, and intake valve timing in intermediate transition control (1) to (6) executed when switching between normal control, normal catalyst warm-up control, and rapid catalyst warm-up control. FIG. 3 is an explanatory diagram showing an example of a change over time.

Intermediate transition control (1), as shown in FIG. 5, is control executed when switching from normal control to normal catalyst warm-up control. When switching is instructed at time T1 while normal control is being executed, intermediate transition control (1) is executed, and the rotation speed Ne of the engine 22, the throttle opening TH, and the opening/closing timing VVT of the intake valve 128 are controlled. are immediately changed from the predetermined normal rotation speed Nidl, throttle opening THidl, and opening/closing timing VVTidl of normal control to the first predetermined rotation speed Nset1, throttle opening THset1, and opening/closing timing VVTset1 of normal catalyst warm-up control, and the ignition timing Tp The ignition timing is gradually retarded from the ignition timing Tpidl of normal control to the base ignition timing Tbase1 of normal catalyst warm-up control. At time T2 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (1) is ended, and the normal catalyst warm-up control is started.

Intermediate transition control (2), as shown in FIG. 6, is control executed when switching from normal control to rapid catalyst warm-up control. When switching is instructed at time T1 while normal control is being executed, intermediate transition control (2) is executed, and the rotation speed Ne of the engine 22, the throttle opening TH, and the opening/closing timing VVT of the intake valve 128 are controlled. are immediately changed from the predetermined normal rotation speed Nidl, throttle opening THidl, and opening/closing timing VVTidl of normal control to the second predetermined rotation speed Nset2, throttle opening THset2, and opening/closing timing VVTset2 of rapid catalyst warm-up control, and the ignition timing Tp The ignition timing is gradually retarded from the ignition timing Tpidl of normal control to the base ignition timing Tbase2 of rapid catalyst warm-up control. At time T2 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (2) is ended, and the normal catalyst warm-up control is started.

Intermediate transition control (3), as shown in FIG. 7, is control executed when switching from normal catalyst warm-up control to rapid catalyst warm-up control. In the figure, the broken line indicates a time change when switching from normal catalyst warm-up control to normal control and immediately switching from normal control to rapid catalyst warm-up control as a comparative example. When switching is instructed at time T1 during normal catalyst warm-up control, intermediate transition control (3) is executed, and the rotational speed Ne of the engine 22, throttle opening TH, opening/closing of the intake valve 128, etc. Regarding timing VVT, the first predetermined rotation speed Nset1, throttle opening THset1, and opening/closing timing VVTset1 of normal catalyst warm-up control are immediately changed to the second predetermined rotation speed Nset2, throttle opening THset2, and opening/closing timing VVTset2 of rapid catalyst warm-up control. However, the ignition timing Tp is gradually retarded from the base ignition timing Tbase1 of the normal catalyst warm-up control to the base ignition timing Tbase2 of the rapid catalyst warm-up control. At time T2 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (3) is ended, and the rapid catalyst warm-up control is started. In the comparative example, intermediate transition control (6) from normal catalyst warm-up control to normal control (see Figure 10) is performed, and immediately thereafter intermediate transition control (2) from normal control to rapid catalyst warm-up (see Figure 6) is performed. Because there are many unnecessary operations in the engine 22 rotational speed Ne, throttle opening TH, intake valve 128 opening/closing timing VVT, and ignition timing Tp, the transition is completed at time T12, which is later than time T2, and rapid catalyst heating is performed. Start machine control. In this way, by executing intermediate transition control (3) when switching from normal catalyst warm-up control to rapid catalyst warm-up control, it is possible to quickly switch from normal catalyst warm-up control to rapid catalyst warm-up control. And it can be done smoothly.

Intermediate transition control (4), as shown in FIG. 8, is control executed when switching from rapid catalyst warm-up control to normal control. When switching is instructed at time T3 while rapid catalyst warm-up control is being executed, intermediate transition control (4) is executed, and the rotation speed Ne of the engine 22, throttle opening TH, and opening/closing of the intake valve 128 are changed. Regarding timing VVT, the second predetermined rotation speed Nset2, throttle opening THset2, and opening/closing timing VVTset2 of rapid catalyst warm-up control are immediately changed to the predetermined normal rotation speed Nidl, throttle opening THidl, and opening/closing timing VVTidl of normal control, and the ignition timing is changed. Tp is gradually advanced from the base ignition timing Tbase2 of rapid catalyst warm-up control to the ignition timing Tpidl of normal control. At time T4 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (4) is ended and the normal control is started.

Intermediate transition control (5), as shown in FIG. 9, is control executed when switching from rapid catalyst warm-up control to normal catalyst warm-up control. In the figure, the broken line indicates a time change when switching from rapid catalyst warm-up control to normal control and immediately switching from normal control to normal catalyst warm-up control as a comparative example. When switching is instructed at time T3 while rapid catalyst warm-up control is being executed, intermediate transition control (5) is executed, and the rotation speed Ne of the engine 22, throttle opening TH, and opening/closing of the intake valve 128 are changed. Regarding timing VVT, the second predetermined rotation speed Nset2, throttle opening THset2, and opening/closing timing VVTset2 of rapid catalyst warm-up control are immediately changed to the first predetermined rotation speed Nset1, throttle opening THset1, and opening/closing timing VVTset1 of normal catalyst warm-up control. However, the ignition timing Tp is gradually advanced from the base ignition timing Tbase2 of the rapid catalyst warm-up control to the base ignition timing Tbase1 of the normal catalyst warm-up control. At time T4 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (5) is ended, and the normal catalyst warm-up control is started. In the comparative example, intermediate transition control (4) from rapid catalyst warm-up control to normal control is performed (see Figure 8), and then immediately intermediate transition control (1) from normal control to normal catalyst warm-up (see Figure 5) is performed. Because there are many unnecessary operations in the engine 22 rotational speed Ne, throttle opening TH, intake valve 128 opening/closing timing VVT, and ignition timing Tp, the transition is completed at time T34, which is later than time T4, and the catalyst warms up normally. Start machine control. In this way, by executing intermediate transition control (5) when switching from rapid catalyst warm-up control to normal catalyst warm-up control, it is possible to quickly switch from rapid catalyst warm-up control to normal catalyst warm-up control. And it can be done smoothly.

Intermediate transition control (6), as shown in FIG. 10, is control executed when switching from normal catalyst warm-up control to normal control. When switching is instructed at time T3 during normal catalyst warm-up control, intermediate transition control (6) is executed, and the rotation speed Ne of the engine 22, the throttle opening TH, and the opening/closing of the intake valve 128 are controlled. Regarding timing VVT, the first predetermined rotation speed Nset1, throttle opening THset1, and opening/closing timing VVTset1 of normal catalyst warm-up control are changed to the predetermined normal rotation speed Nidl, throttle opening THidl, and opening/closing timing VVTidl of normal control. The ignition timing Tp is immediately changed, and the ignition timing Tp is gradually advanced from the base ignition timing Tbase1 of the normal catalyst warm-up control to the ignition timing Tpidl of the normal control. At time T4 when the gradual change of the ignition timing Tp is completed, the intermediate transition control (6) is ended and the normal control is started.

In the engine device installed in the hybrid vehicle 20 of the embodiment described above, intermediate transition control (1) is executed when switching from normal control to normal catalyst warm-up control, and when switching from normal control to rapid catalyst warm-up control, Intermediate transition control (2) is executed, intermediate transition control (3) is executed when switching from normal catalyst warm-up control to rapid catalyst warm-up control, and intermediate transition control (3) is executed when switching from rapid catalyst warm-up control to normal control. (4) is executed, intermediate transition control (5) is executed when switching from rapid warm-up control to normal catalyst warm-up control, and intermediate transition control (5) is executed when switching from normal catalyst warm-up control to normal control. Execute. Thereby, switching to control can be performed quickly and smoothly.

In the engine device installed in the hybrid vehicle 20 of the embodiment, in the intermediate transition control (1) to (6), the rotation speed Ne of the engine 22, the throttle opening TH, and the opening/closing timing VVT of the intake valve 128 are controlled relatively quickly. Although the ignition timing Tp is changed gradually, the rotational speed Ne of the engine 22, the throttle opening TH, and the opening/closing timing VVT of the intake valve 128 may also be changed gradually.

In the engine device installed in the hybrid vehicle 20 of the embodiment, changes in the rotational speed Ne of the engine 22, the throttle opening TH, the opening/closing timing VVT of the intake valve 128, and the ignition timing Tp are performed for intermediate transition control (1) to (6). have been described, but in addition to these, the fuel injection form, target air-fuel ratio, etc. are also the same.

In the engine device installed in the hybrid vehicle 20 of the embodiment, an engine 22 in which the in-cylinder injection valve 127 is disposed approximately at the center of the top of the combustion chamber 129 is used. An engine disposed on the side wall of the engine 129 may also be used.

In the engine device installed in the hybrid vehicle 20 of the embodiment, the engine 22 is equipped with a port injection valve 126 and an in-cylinder injection valve 127, but the engine 22 is equipped with only an in-cylinder injection valve without a port injection valve. It is also possible to use an engine.

In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but any device that can store power may be used, and a capacitor or the like may be used.

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

In the embodiment, a case has been described in which the present invention is applied to an engine device mounted on a hybrid vehicle 20 that includes an engine 22, motors MG1 and MG2, and a planetary gear 30. However, it may also be applied to an engine device installed in a normal automobile.

The correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems will be explained. In the embodiment, the purification device 135 corresponds to a "purification device," the engine 22 corresponds to an "engine," and the engine ECU 24 corresponds to a "control device."

The correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem is that the example implements the invention described in the column of means for solving the problem. Since this is an example for specifically explaining a form for solving the problem, it is not intended to limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be based on the description in that column, and the examples are based on the description of the invention described in the column of means for solving the problem. This is just one specific example.

Although the embodiments of the present invention have been described above using examples, the present invention is not limited to these examples in any way, and may be modified in various forms without departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICATION This invention can be utilized for the manufacturing industry of an engine device, etc.

20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 30 Planetary gear, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheels, 40 Motor ECU, 41, 42 Inverter, 50 Battery, 52 Battery ECU, 54 Electric 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, 87 vehicle speed 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 Spark plug, 132 Piston , 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 139 variable valve timing mechanism, 140 crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 150 Fuel supply device, 151 Fuel tank, 151t Fuel temperature sensor, 152 Feed pump, 152a Rotation speed sensor, 153 Low pressure supply pipe, 153p Fuel pressure sensor, 154 Check valve, 155 Relief pipe, 156 Relief valve, 157 High pressure pump, 157a Solenoid valve, 157b Check valve, 157c Plunger, 158 High pressure supply pipe, 158p Fuel pressure sensor, MG1, MG2 Motor.

Claims (1)

an engine having an in-cylinder injection valve in which a purification device having a catalyst for purifying exhaust gas is attached to an exhaust system;
a control device that controls the engine;
An engine device comprising:
The control device performs a normal control that controls the engine according to an accelerator opening degree, and operates the engine by injecting fuel in an intake stroke at a first predetermined rotation speed and retarding the ignition timing from the normal control. normal catalyst warm-up control for warming up the catalyst of the purification device, and injecting fuel in the compression stroke or expansion stroke of the engine at a second predetermined rotation speed, and retarding the ignition timing from the normal catalyst warm-up control. performing intermediate transition control between the control before switching and the control after switching when switching between rapid catalyst warm-up control in which the catalyst of the purification device is warmed up by operating with
An engine device characterized by:

Images