JP4821805B2 - INTERNAL COMBUSTION ENGINE DEVICE, VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To protect an emission control catalyst for controlling emissions of exhaust gas from an engine 22 and further improve fuel consumption. <P>SOLUTION: A hybrid automobile 20, when temperature of an emission control device 134 is within a range equal to or higher than a threshold Tref at which the catalyst may deteriorate, performs an increase process of a fuel injection quantity for inhibiting temperature increase of the emission control device 134 while not performing an EGR process and when a load on the engine 22 tends to reduce from this condition, estimates a catalyst temperature Tc1, which may reach if the EGR process is performed, by means of rotation speed Ne of the engine 22, and when the estimated catalyst temperature Tc1 is lower than the threshold Tref, determines the estimated catalyst temperature Tc1 to be a catalyst temperature Tc. The fuel increase process is not performed and the EGR process is performed. The catalyst temperature Tc1 is thus estimated, the increase process of the fuel injection quantity is therefore canceled early and the EGR process is performed more early. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle equipped with the internal combustion engine device, and a control method for the internal combustion engine device.

Conventionally, as a vehicle, the temperature of a purification catalyst that purifies exhaust from an engine is detected by a temperature sensor, and when the detected temperature of the purification catalyst exceeds a predetermined first temperature, the exhaust gas is circulated to the intake side (EGR). When the temperature of the purification catalyst is higher than a predetermined second temperature (a temperature lower than the first temperature) after a predetermined stabilization time has elapsed after increasing the flow rate, the fuel injection amount is decreased. By increasing the amount, the temperature of the purification catalyst is lowered to prevent deterioration of the catalyst and to suppress deterioration of exhaust purification performance over time (for example, see Patent Document 1).
JP-A-4-298666

  By the way, in the vehicle described in Patent Document 1, the temperature of the purification catalyst is measured by a temperature sensor, and the EGR and the fuel injection amount are increased in parallel using the measured temperature. Although it is intended to protect, if EGR and fuel injection amount increase at the same time, there are inconveniences such as deterioration of the combustion state and deposits on exhaust circulation pipes and valves. In some cases, the execution of EGR and the increase in the fuel injection amount are not repeated. Thus, when the EGR execution and the fuel injection amount increase are not repeated as much as possible, it may be difficult to shift to the EGR execution when the fuel injection amount is increased. When it is not necessary to increase the injection amount, EGR cannot be executed, and an unnecessary increase in the combustion injection amount may occur.

  The present invention has been made in view of such problems, and an internal combustion engine device capable of protecting a purification catalyst for purifying exhaust gas and further improving fuel consumption, a vehicle equipped with the same, and control of the internal combustion engine device The main purpose is to provide a method.

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

The internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine provided with a purification catalyst in an exhaust system,
Fuel injection means for injecting fuel into the internal combustion engine;
Exhaust introduction means for performing an exhaust introduction process for introducing a part of the exhaust of the internal combustion engine into an intake system;
At the time of introduction, which is the temperature of the purification catalyst when the exhaust introduction processing is performed using the first relationship in which the temperature of the purification catalyst considering the exhaust introduction processing is associated with the factor related to the load of the internal combustion engine Temperature estimation means for estimating the catalyst temperature;
When the predetermined first condition including the condition that the temperature of the purification catalyst is within the predetermined high temperature range is satisfied, the increase in the temperature of the purification catalyst is suppressed by increasing the amount of fuel injected into the internal combustion engine. When the predetermined second condition including the condition that the temperature of the purification catalyst falls below the high temperature range is satisfied while the increase process for controlling the fuel injection means is performed and the exhaust introduction process is not performed, the increase process The exhaust gas introduction means is controlled so as to execute the exhaust gas introduction process without executing the control, the load of the internal combustion engine is in a decreasing tendency, and the estimated catalyst temperature at the time of introduction is lower than the high temperature range from the high temperature range When the transition condition leading to is established, the estimated introduction catalyst temperature is set as the temperature of the purification catalyst and the exhaust introduction process is performed without performing the increase process. And control means for controlling the exhaust introduction means,
Is provided.

  In this internal combustion engine device, the exhaust gas introduction process is performed using the first relationship in which the temperature of the purification catalyst in consideration of the exhaust gas introduction process for introducing a part of the exhaust gas into the intake system and the factors related to the load of the internal combustion engine are associated with each other. The temperature of the purification catalyst at the time of introduction is estimated, and when the predetermined first condition is satisfied, including the condition that the temperature of the purification catalyst is within a predetermined high temperature range, the fuel to be injected into the internal combustion engine An increase process for controlling the fuel injection means is performed so that the increase in the temperature of the purification catalyst is suppressed by increasing the quantity, and the exhaust introduction process is not executed. On the other hand, a predetermined second condition including a condition where the temperature of the purification catalyst falls below the high temperature range is included. When the condition is satisfied, the exhaust introduction process is executed without executing the increase process, the load of the internal combustion engine is decreasing, and the estimated catalyst temperature at the time of introduction is below the high temperature range from the high temperature range. Shift condition leading to the when satisfied, it executes the exhaust gas introduction process was estimated introduced during catalyst temperature without performing bulking process as the temperature of the purification catalyst. As described above, when the transition condition is satisfied, that is, when the internal combustion engine becomes a lower load side during the increase process, the increase process is not performed using the catalyst temperature at the time of introduction, which is an estimated value taking the exhaust introduction process into consideration. When the temperature of the purification catalyst is predicted to fall below a predetermined high temperature range, the increase processing is stopped and the exhaust introduction processing is executed. Then, by stopping the increasing process and executing the exhaust gas introducing process, the temperature of the purification catalyst thereafter falls below the high temperature range. Therefore, it is possible to protect the purification catalyst that purifies the exhaust gas and further improve the fuel efficiency. Here, the “predetermined high temperature range” may be determined empirically as a temperature range in which the purification catalyst can deteriorate.

  In the internal combustion engine apparatus of the present invention, the temperature estimation means may be means for using the rotational speed of the internal combustion engine as a factor relating to the load of the internal combustion engine. Since the rotational speed of the internal combustion engine is related to the load state of the internal combustion engine, the catalyst temperature at the time of introduction can be estimated relatively easily.

  In the internal combustion engine device of the present invention, the temperature estimation means has a tendency to be estimated to be a catalyst temperature higher than the catalyst temperature according to the first relationship without considering the exhaust gas introduction processing, and the temperature of the purification catalyst Means for estimating a non-introducing catalyst temperature that is a temperature of the purifying catalyst when the exhaust gas introduction processing is not performed using a second relationship in which a factor related to a load of the internal combustion engine is associated; Sets the estimated introduction catalyst temperature to the temperature of the purification catalyst when the exhaust introduction process is executed, and sets the estimated non-introduction catalyst temperature to the temperature of the purification catalyst when the exhaust introduction process is not executed. It may be a means for setting. By doing so, the device for detecting the temperature of the purification catalyst can be omitted, and the configuration can be simplified. At this time, the temperature estimation means may be means for estimating the temperature of the purification catalyst by switching from the second relationship to the first relationship when the transition condition is satisfied.

  A vehicle according to the present invention is connected to the internal combustion engine apparatus according to any one of the above and a drive shaft, and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power input / output means for inputting / outputting power to / from the drive shaft and the output shaft together with input / output, and an electric motor capable of inputting / outputting power to / from the drive shaft. In this vehicle, the internal combustion engine can be operated at an arbitrary operating point, the operation state of the internal combustion engine is less likely to change, and the relationship between the factor related to the load of the internal combustion engine and the temperature of the purification catalyst is simpler. Therefore, the catalyst temperature at the time of introduction can be estimated relatively easily. At this time, the electric power driving input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the driving shaft. Or a three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from the two axes.

  Alternatively, the vehicle according to the present invention includes the internal combustion engine device according to any one of the above and torque conversion means capable of torque-converting power from the internal combustion engine operated at an arbitrary operation point and outputting the torque to the axle side. And the control means controls the fuel injection means so as to operate at an operating point where the fuel efficiency of the internal combustion engine is more suitable, and executes the exhaust gas introduction processing in accordance with the operating point. It may be a means for controlling the introducing means. In this way, the internal combustion engine can be operated at a relatively arbitrary operating point, and the operation state of the internal combustion engine hardly changes, and the relationship between the factor related to the load of the internal combustion engine and the temperature of the purification catalyst is simplified. Therefore, the catalyst temperature at the time of introduction can be estimated relatively easily.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine provided with a purification catalyst in the exhaust system, fuel injection means for injecting fuel into the internal combustion engine, exhaust introduction means for performing an exhaust introduction process for introducing part of the exhaust gas of the internal combustion engine into the intake system, A control method for an internal combustion engine device comprising:
At the time of introduction, which is the temperature of the purification catalyst when the exhaust introduction processing is performed using the first relationship in which the temperature of the purification catalyst considering the exhaust introduction processing is associated with the factor related to the load of the internal combustion engine Estimate the catalyst temperature,
When the predetermined first condition including the condition that the temperature of the purification catalyst is within the predetermined high temperature range is satisfied, the increase in the temperature of the purification catalyst is suppressed by increasing the amount of fuel injected into the internal combustion engine. When the predetermined second condition including the condition that the temperature of the purification catalyst falls below the high temperature range is satisfied while the increase process for controlling the fuel injection means is performed and the exhaust introduction process is not performed, the increase process The exhaust gas introduction means is controlled so as to execute the exhaust gas introduction process without executing the control, the load of the internal combustion engine is in a decreasing tendency, and the estimated catalyst temperature at the time of introduction is lower than the high temperature range from the high temperature range When the transition condition leading to is established, the estimated introduction catalyst temperature is set as the temperature of the purification catalyst and the exhaust introduction process is performed without performing the increase process. It is intended to include controlling the exhaust introduction means.

  In this control method for an internal combustion engine device, the exhaust gas is introduced using the first relationship in which the temperature of the purification catalyst in consideration of the exhaust gas introduction process for introducing a part of the exhaust gas into the intake system and the factor related to the load of the internal combustion engine are associated with each other. The catalyst temperature at the time of introduction, which is the temperature of the purification catalyst when the processing is performed, is estimated, and when the predetermined first condition including the condition that the temperature of the purification catalyst is within the predetermined high temperature range is satisfied, the injection is injected into the internal combustion engine The fuel supply means is controlled to increase so as to suppress the temperature rise of the purification catalyst by increasing the amount of fuel to be performed and the exhaust introduction processing is not executed, while the purification catalyst temperature is lower than the high temperature range. When the second condition is satisfied, the exhaust introduction process is executed without executing the increase process, and the load of the internal combustion engine tends to decrease, and the estimated catalyst temperature during introduction is higher than the high temperature range. When the shift condition leading to range below is satisfied, it executes an exhaust gas introduction process was estimated introduced during catalyst temperature without performing bulking process as the temperature of the purification catalyst. As described above, when the transition condition is satisfied, that is, when the internal combustion engine becomes a lower load side during the increase process, the increase process is not performed using the catalyst temperature at the time of introduction, which is an estimated value taking the exhaust introduction process into consideration. When the temperature of the purification catalyst is predicted to fall below a predetermined high temperature range, the increase processing is stopped and the exhaust introduction processing is executed. Then, by stopping the increasing process and executing the exhaust gas introducing process, the temperature of the purification catalyst thereafter falls below the high temperature range. Therefore, it is possible to protect the purification catalyst that purifies the exhaust gas and further improve the fuel efficiency. In the control method for the internal combustion engine device, various aspects of the internal combustion engine device described above may be adopted, and steps for realizing each function of the internal combustion engine device described above may be added. .

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhaled and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). An EGR pipe 152 that supplies at least a part of the exhaust gas from the engine 22 to the intake system is attached to the rear stage of the purification device 134. The engine 22 supplies exhaust gas as non-combustion gas to the intake side. A mixture of air, exhaust and gasoline can be sucked into the combustion chamber.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the engine attached to the intake pipe 22 is a temperature sensor that detects an intake air amount AF from an air flow meter 148 that detects an intake air amount as a load of 22, an intake air temperature from a temperature sensor 149 that is also attached to the intake pipe, and a temperature of EGR gas in the EGR pipe 152. Such as EGR gas temperature from 156 are input via the input port. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 whose opening / closing timing can be changed, a drive signal to the EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side, and the like are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, after describing the outline of the drive control of the hybrid vehicle 20 of the embodiment configured as described above, the control of the engine 22 will be described. First, when the drive control is executed, the CPU 72 of the hybrid electronic control unit 70 drives the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. The required torque Tr * to be output to the ring gear shaft 32a as the shaft and the required power Pe * required for the engine 22 are set. In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe *. This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Thus, in the hybrid vehicle 20, the operating point of the engine 22 can be set to an arbitrary position, and the required power Pe * (load) of the engine 22 is set to a larger value when the amount of depression of the accelerator pedal 83 is increased. The target rotational speed Ne * of the engine 22 is also set to a larger value. Subsequently, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the torque required when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * can be output. The target rotational speed Ne * and the target torque Te * of 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, respectively. Receiving this, the engine ECU 24 performs control such as fuel injection control and ignition control in the engine 22 so that the engine 22 is operated at an operation point indicated by the target rotational speed Ne * and the target torque Te *. Further, the motor ECU 40 that has received this controls the switching of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *.

  Next, the operation of the engine 22 in the drive control, particularly the operation for suppressing the temperature rise and protecting the purification device 134 will be described. FIG. 5 is a flowchart showing an example of a catalyst temperature adjustment setting routine executed by the engine ECU 24. This routine is repeatedly executed by the engine ECU 24 every predetermined time (for example, every several msec). Here, for convenience of explanation, a case where the engine 22 shifts from a low load state to a high load state and then shifts to a low load state will be described as an example. FIG. 6 shows an example of the relationship between the rotational speed Ne of the engine 22 and the estimated temperature of the purification device 134, and is an explanatory diagram when the engine 22 shifts from a low load state to a high load state. It is explanatory drawing at the time of showing the example of the relationship between the rotation speed Ne of the engine 22, and the estimated temperature of the purification apparatus 134, and the engine 22 transfers from a high load state to a low load state. In this routine, processing up to setting values such as a flag used in an engine control routine to be described later is executed. For convenience of explanation and easy understanding, the values set here are used. The state in which the engine 22 is controlled will be described as appropriate.

  When this routine is executed, the CPU (not shown) of the engine ECU 24 performs a process of inputting the rotational speed Ne of the engine 22 (step S100), and an EGR condition which is a part of the condition for introducing a part of the exhaust gas to the intake side is set. It is determined whether or not established (step S110). The rotation speed Ne of the engine 22 is input based on a signal calculated from a signal from a crank position sensor 140 attached to the crankshaft 26. Further, the EGR condition includes, for example, a condition in which the engine 22 has not been warmed up, a condition in which the fuel injection amount is not increased, and this condition is satisfied when all of these conditions are satisfied. It was assumed that the EGR condition was satisfied. Note that this EGR condition does not include the condition of the catalyst temperature Tc, which is the temperature of the purifier 134, and EGR when the EGR condition of this step and the condition where the catalyst temperature Tc is below a predetermined value are all satisfied. The process was assumed to be executed.

  When the EGR condition is satisfied, it is determined whether or not the fuel increase flag G is a value 1 (step S120). This fuel increase flag G is stored in a RAM (not shown) of the engine ECU 24, and is set to a value of 1 when executing a fuel increase process that increases the fuel injection amount and suppresses the temperature rise of the purifier 134 due to the heat of vaporization of the fuel. The initial value is 0. When the fuel increase flag G is not 1, the fuel injection amount increasing process for suppressing the increase in the catalyst temperature Tc (also referred to as fuel increasing process) has not been executed last time, and the EGR condition is satisfied in step S110. The value estimated by taking the EGR process into account is set as the catalyst temperature Tc (step S130). Here, the catalyst temperature Tc is set by empirically obtaining the relationship between the rotational speed Ne of the engine 22 and the temperature of the purification device 134 (catalyst temperature Tc) when the EGR process is executed, and this relationship is introduced into the exhaust gas. A time-catalyst temperature estimation map (first relation) is stored in a ROM (not shown) of the engine ECU 24, and when the engine speed Ne is given, the corresponding catalyst temperature Tc is derived and set from the stored map. (See FIGS. 6 and 7). Here, the catalyst temperature estimation map at the time of exhaust introduction is set such that the catalyst temperature Tc tends to increase as the rotational speed Ne of the engine 22 increases. In the hybrid vehicle 20, if the EGR process and the fuel increase process are executed in parallel, there may be inconveniences such as deterioration of the combustion state and deposits on the EGR pipe 152, the EGR valve 154, and the like. The fuel increase process and the EGR process are set not to be executed in parallel.

  Next, it is determined whether or not the catalyst temperature Tc is within a range equal to or higher than a predetermined threshold Tref (within a predetermined high temperature range) (step S140), and the catalyst temperature Tc is not within a range equal to or higher than the threshold Tref. When the temperature Tc is lower than the threshold value Tref (when the second condition is satisfied), the temperature of the purifier 134 is considered to be within the appropriate range, the fuel increase flag G is set to 0 (step S150), and EGR Assuming that the process can be executed, the value 1 is set to the EGR execution flag F (step S160), and this routine is terminated. Here, the threshold value Tref of the catalyst temperature Tc is a value corresponding to when the rotational speed Ne of the engine 22 during the EGR process is a predetermined value N2, and is slightly higher than the temperature at which the purification catalyst of the purification device 134 can deteriorate. It has been determined empirically as a low temperature (for example, 850 ° C., 900 ° C., 950 ° C., etc.) (see FIGS. 6 and 7). The EGR execution flag F is a flag that is stored in a RAM (not shown) of the engine ECU 24 and that is set to a value of 1 when executing an EGR process for introducing exhaust gas into the intake system, and has an initial value of 0. As described above, when the EGR condition shown in FIG. 6 is satisfied and the rotational speed Ne of the engine 22 is increasing, and the catalyst temperature Tc is in a range (also referred to as a feedback region) below the threshold value Tref, more fuel is consumed. Each flag is set so that the EGR process is executed without performing the fuel increase process.

  On the other hand, when the catalyst temperature Tc is in the range equal to or higher than the threshold value Tref in step S140 (when the first condition is satisfied), the fuel increase process increases the catalyst temperature Tc more than the EGR process although the EGR condition is satisfied. As suppression, a value 1 is set in the fuel increase flag G (step S170), a value 0 is set in the EGR execution flag F (step S180), and this routine is terminated. As described above, when the EGR condition shown in FIG. 6 is satisfied and the rotation speed Ne of the engine 22 is increasing, and the catalyst temperature Tc is in a range equal to or higher than the threshold Tref (also referred to as a fuel increase region), the EGR condition is satisfied. Even in this case, the fuel increase processing is performed without performing the EGR processing, and each flag is set so as to suppress the temperature rise of the purifier 134.

  On the other hand, when the EGR condition is not satisfied in step S110, the estimated value without considering the EGR process is set as the catalyst temperature Tc, assuming that the EGR process is not executed (step S190). Here, the catalyst temperature Tc is set by empirically obtaining the relationship between the rotational speed Ne of the engine 22 and the temperature of the purification device 134 (catalyst temperature Tc) when the EGR processing is not executed, and this relationship is determined as non-exhaust. An introduction catalyst temperature estimation map (second relationship) is stored in a ROM (not shown) of the engine ECU 24, and when the engine speed Ne is given, the corresponding catalyst temperature Tc is derived and set from the stored map. (See FIGS. 6 and 7). Here, the non-exhaust introduction catalyst temperature estimation map is a catalyst having a higher temperature than the temperature estimated by the exhaust introduction catalyst temperature estimation map determined in consideration of the execution of EGR processing at the same engine speed Ne. The value of the temperature Tc is shown, and the catalyst temperature Tc tends to increase as the rotational speed Ne of the engine 22 increases. Subsequently, it is determined whether or not the set catalyst temperature Tc is within the range equal to or higher than the threshold value Tref (step S200). The set catalyst temperature Tc is not within the range equal to or higher than the threshold value Tref, that is, the catalyst temperature Tc does not exceed the threshold value Tref. When it falls below, the EGR condition is not satisfied, the temperature of the purifier 134 is regarded as being within the appropriate range without executing the EGR process and the fuel increase process, and the value 0 is set in the fuel increase flag G ( In step S210), the EGR execution flag F is set to 0 (step S220), and this routine is terminated. On the other hand, when the catalyst temperature Tc is in the range equal to or higher than the threshold value Tref in step S200 (when the first condition is satisfied), the EGR process cannot be executed because the EGR condition is not satisfied, and the fuel increase process is executed. In step S170, a value 1 is set in the fuel increase flag G. In step S180, a value 0 is set in the EGR execution flag F, and this routine is terminated. In this way, when the EGR condition is not satisfied and the catalyst temperature Tc is in the range equal to or higher than the threshold value Tref, the fuel increase process is executed to protect the purification device 134 to suppress the temperature increase of the purification device 134. Each flag is set (see FIGS. 6 and 7).

  Subsequently, when the fuel increase flag G is 1 in step S120, it is determined whether or not a predetermined temperature decrease continuation condition is satisfied (step S230). As shown in FIG. 7, the temperature decrease continuation condition is such that the engine speed Ne is equal to or higher than a predetermined value N2 (the catalyst temperature Tc is equal to or higher than the threshold Tref), and the fuel increase process is executed without executing the EGR process. When the state where the rotational speed Ne of the engine 22 has shifted to the range below the predetermined value N2 is continued, that is, after the engine 22 is operated at a high load, the state where the load tends to decrease continues. It is a condition that sometimes holds. Further, a predetermined value N2 that is a predetermined value of the rotational speed of the engine 22 is a temperature Tref (for example, 850 ° C.) that is slightly lower than a temperature at which the load of the engine 22 is high and the catalyst temperature Tc can cause the purification catalyst to deteriorate during the EGR process. Or 900 ° C., 950 ° C., and the like) (see FIGS. 6 and 7). The predetermined value N1 is the rotational speed Ne of the engine 22 at which the load of the engine 22 is high and the catalyst temperature Tc is slightly lower than the temperature at which the purification catalyst can be deteriorated when the EGR process is not performed. (See FIGS. 6 and 7).

  When the temperature decrease continuation condition is not satisfied, that is, when the rotational speed Ne of the engine 22 is steady or increasing, the fuel increase flag G is 1 and the fuel increase process is being executed and the EGR process is not executed. Therefore, similarly to step S210, a value estimated without considering the EGR process using the non-exhaust introduction catalyst temperature estimation map and the engine speed Ne is set as the catalyst temperature Tc (step S240). The process after step S140 is executed. In the processing after step S140, when the catalyst temperature Tc is not within the range equal to or higher than the threshold value Tref, the fuel increase flag G is set to the value 0 and the EGR execution flag F is set to the value 1, while the catalyst temperature Tc is equal to or higher than the threshold value Tref. When the value is within the range, the value 1 is set in the fuel increase flag G and the value 0 is set in the EGR execution flag F.

  On the other hand, when the temperature decrease continuation condition is satisfied in step S230, that is, the EGR process is not executed with the catalyst temperature Tc being in the range equal to or higher than the threshold value Tref and the flag set in steps S180 and S190 described above. If the state in which the load of the engine 22 tends to decrease is continued while the fuel increase process is being executed, the catalyst temperature Tc1 obtained if the EGR process is executed is estimated (step S250). The catalyst temperature Tc1 is estimated in the same manner as in step S130, that is, a value corresponding to the rotational speed Ne of the engine 22 is derived from an exhaust introduction catalyst temperature estimation map. Next, it is determined whether or not the estimated catalyst temperature Tc1 is in the range equal to or higher than the threshold Tref (step S260). If the estimated catalyst temperature Tc1 is in the range equal to or higher than the threshold Tref, the EGR process may be executed. Assuming that the catalyst temperature Tc does not fall below the threshold value Tref, the estimated value without considering the EGR process in step S240 is set as the catalyst temperature Tc, the process after step S140 is executed, and this routine is terminated. Here, since the catalyst temperature Tc1 is in the range equal to or higher than the threshold value Tref, an affirmative determination is made in step S140, and a process of setting a value 1 to the fuel increase flag G and setting a value 0 to the EGR execution flag F is performed. Thus, when the estimated catalyst temperature Tc1 is within the range equal to or higher than the threshold value Tref, the fuel increase process is continued without executing the EGR process.

  On the other hand, when the catalyst temperature Tc1 is lower than the threshold value Tref in step S260 (when the transition condition is satisfied), if the EGR process is executed, it is considered that the catalyst temperature Tc is lower than the threshold value Tref without executing the fuel increase process. The estimated catalyst temperature Tc1 is set to the catalyst temperature Tc (step S270), the processing after step S140 is executed, and this routine is terminated. For example, if the accelerator pedal 83 is depressed and the catalyst temperature Tc rises in the range equal to or higher than the threshold value Tref in step S140, each flag is set so that the fuel increase process is executed and the EGR process is not executed. is there.

  Here, the processing of steps S110 to S180 and S230 to S270 will be described with reference to FIG. First, when the engine 22 is operated in a high speed range and the catalyst temperature Tc is in a range equal to or higher than the threshold Tref, a value estimated without taking EGR into account is set as the catalyst temperature Tc (step S240). ), Each flag value is set so that the fuel increase process is executed and the EGR process is not executed (S170, S180). From this state, when the temperature decrease continuation condition is satisfied in step S230, the rotational speed of the engine 22 shifts to the low rotation side as indicated by the hatched arrow in the upper right of FIG. 7, and the catalyst temperature Tc gradually decreases. To go. If the engine 22 shifts to the low load side (the side at which the rotation speed Ne decreases) as it is, the catalyst temperature Tc changes in the range equal to or higher than the threshold value Tref. Therefore, as indicated by the dotted arrow in the figure, the rotation speed Ne of the engine 22 During the period from the predetermined value N2 to the predetermined value N1, the fuel increase process is continued without executing the EGR process. Therefore, here, when the temperature decrease continuation condition is satisfied, the catalyst temperature Tc1 obtained if the EGR process is executed is estimated (S250), and the estimated catalyst temperature Tc1 falls below the threshold value Tref, that is, the fuel increase process to the EGR process. Is determined (S260), and when the condition that the catalyst temperature Tc1 falls below the threshold value Tref is satisfied, the estimated catalyst temperature Tc1 is set as the catalyst temperature Tc, and the EGR process is executed without executing the fuel increase process. Each flag is set so that the fuel increase process is switched to the EGR process so that the period of the fuel increase process becomes shorter.

  Next, an operation when the operation of the engine 22 is controlled using the value set by the catalyst temperature adjustment setting routine will be described. FIG. 8 is a flowchart showing an example of an engine control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, every several msec) in parallel with the catalyst temperature adjustment setting routine. When this routine is executed, a CPU (not shown) of the engine ECU 24 inputs data necessary for control, such as the rotational speed Ne of the engine 22, the intake air amount AF, the set value of the EGR execution flag F, and the set value of the fuel increase flag G. Processing is executed (step S300). Here, it is assumed that the intake air amount AF is detected by the air flow meter 148. Further, the values of the EGR execution flag F and the fuel increase flag G are read and input from values stored in a RAM (not shown) of the engine ECU 24.

  Next, it is determined whether or not the EGR execution flag F has a value of 1 (step S310). When the EGR execution flag F has a value of 1, the exhaust gas introduction rate EGR * is set to execute the EGR process ( In step S320, the EGR valve 154 is controlled to achieve the set exhaust gas introduction rate EGR * (step S330). The exhaust gas introduction rate EGR * is obtained by empirically obtaining a relationship between the rotational speed Ne of the engine 22 and the exhaust gas introduction rate EGR * so that the engine 22 can be efficiently operated, and this relationship is used for setting the exhaust gas introduction rate. The map is stored in a ROM (not shown) of the engine ECU 24, and when the engine speed Ne is given, the corresponding exhaust introduction rate EGR * is derived and set from the stored map. When the EGR execution flag F is 0 in step S310, the EGR valve 154 is not opened and the EGR process is not executed.

  After step S330 or when the EGR execution flag F is not a value 1 in step S310, it is determined whether or not the fuel increase flag G is a value 0 (step S340), and when the fuel increase flag G is a value 0, Since execution of the fuel increase process is prohibited, a value that is the stoichiometric air-fuel ratio (λ = 1) with respect to the intake air amount AF is set as the fuel injection amount Tp (step S350). On the other hand, when the fuel increase flag G is the value 1, the fuel increase process is executed, and the fuel injection amount Tp is obtained by adding the increase value α to the fuel injection amount that becomes the stoichiometric air-fuel ratio with respect to the intake air amount AF. (Step S360). This increase value α is not shown in the drawing of the engine ECU 24 as a fuel increase setting map by previously obtaining the relationship between the engine speed Ne and the load factor KL as a ratio of the intake air amount to the maximum intake air amount and the increase value α. It is stored in the ROM, and when the rotation speed Ne and the load factor KL are given, the corresponding increase value α is derived from the map and set. When the fuel injection amount Tp is set in steps S350 and S360, the fuel injection valve 126 is controlled to open over a time corresponding to the set fuel injection amount Tp (step S370), and this routine is terminated. As described above, the values of the EGR execution flag F and the fuel increase flag G set in the above-described catalyst temperature adjustment setting routine are used to protect the catalyst temperature Tc within an appropriate range, and unnecessary fuel increase processing is performed. Do not run.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, the catalyst temperature Tc considering the EGR process for introducing a part of the exhaust gas into the intake system is associated with the rotational speed Ne as a factor related to the load of the engine 22. An introduction catalyst temperature estimation map (first relationship) is used to estimate the introduction catalyst temperature, which is the catalyst temperature Tc when the EGR process is performed, and the catalyst temperature Tc is within a range equal to or higher than a threshold Tref (predetermined high temperature). When the predetermined first condition including the condition within the range is satisfied, the fuel increasing process is executed and the EGR process is not executed, while the predetermined first condition including the condition where the catalyst temperature Tc falls below the threshold value Tref or more. When the two conditions are satisfied, the EGR process is executed without executing the fuel increase process, and the load of the engine 22 tends to decrease, and the estimated catalyst temperature Tc is the threshold Tre. From the above range when the shift condition establishes leading to range below this range, it executes the EGR process the estimated value without performing the fuel increment for as the catalyst temperature Tc. As described above, when the transition condition is satisfied, that is, when the engine 22 is on a lower load side during the increase process, the catalyst temperature Tc is set to the threshold value without performing the fuel increase process using the estimated value taking the EGR process into consideration. When it is expected to be below the range of Tref or more, the fuel increase process is stopped and the EGR process is executed. Then, the catalyst temperature Tc falls below the high temperature range after stopping the increasing process and executing the EGR process. Therefore, the purification device 134 can be protected and the fuel consumption can be further improved. Further, when the EGR process is not performed using the non-exhaust introduction catalyst temperature estimation map in which the catalyst temperature Tc higher than the exhaust introduction catalyst temperature estimation map is associated with the engine speed Ne without considering the EGR process. Therefore, the temperature sensor can be omitted, and the configuration can be simplified. Furthermore, since the rotational speed of the engine 22 is related to the load state of the engine 22, it is relatively easy to estimate the catalyst temperature Tc1. Furthermore, in the hybrid vehicle 20, the engine 22 can be operated at an arbitrary operation point (for example, an efficient operation point). For example, the engine 22 includes a plurality of stages of transmissions and the engine 22 by a shift line. Since the operation state of the engine 22 is less liable to be changed than in the case where the operation state is easy to change, and the relationship between the rotational speed Ne of the engine 22 and the catalyst temperature Tc becomes simpler, the catalyst temperature Tc1 is relatively easy. Can be estimated.

  In the embodiment, the value estimated by the catalyst temperature estimation map at the time of exhaust introduction and the catalyst temperature estimation map at the time of non-exhaust introduction is set as the catalyst temperature Tc of the purification device 134. The temperature Tc may be detected. In this case, in step S100, the value of the catalyst temperature Tc is also input from this temperature sensor, the processing in steps S130 and S190 is omitted, and if the temperature decrease continuation condition is satisfied in step S230, the catalyst temperature estimation at exhaust introduction is established. The catalyst temperature Tc1 is estimated using the map, and the estimated catalyst temperature Tc1 is set as the catalyst temperature Tc. When the catalyst temperature Tc falls below the threshold value Tref, a value 0 is set in the fuel increase flag G and a value 1 is set in the EGR execution flag F. It should be set.

  In the embodiment, the catalyst temperature Tc is estimated using the rotational speed Ne of the engine 22 as a factor related to the engine load. However, for example, the catalyst temperature Tc may be estimated using the vehicle speed as a factor related to the engine load. Even in this way, the temperature of the purifier 134 can be estimated.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). Further, in the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but FIG. As exemplified in the hybrid vehicle 220 of the modified example, it has an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  Furthermore, in the embodiment, the hybrid vehicle 20 includes the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2, and can drive the engine 22 at an arbitrary operation point. As illustrated, the power from the engine 22 is shifted by the continuously variable transmission 97 via the torque converter 96 connected to the crankshaft 26 of the engine 22 and the continuously variable transmission 97, and output to the drive wheels 63a and 63b. It is good also as a structure which can drive the engine 22 at the arbitrary driving | running | working points which run. Even in this way, it is possible to operate the engine 22 at an arbitrary operating point. For example, the engine 22 can be operated as compared with the engine 22 and a multi-stage transmission, in which the state of the engine 22 is easily changed by a shift line. The relationship between the rotational speed Ne and the catalyst temperature Tc is easily established, and the catalyst temperature Tc1 can be easily estimated. Alternatively, the power of the engine may be shifted to any one of a plurality of stages by an automatic transmission and output to the drive wheel side to drive a normal automobile. In this case, the estimation of the catalyst temperature Tc1 is obtained by empirically obtaining the catalyst temperature Tc1 for each shift stage, and when the shift stage, the engine speed Ne, and the like are input, are derived using this relationship. Can be.

  In the embodiment, the internal combustion engine apparatus including the engine 22 and the engine ECU 24 mounted on the hybrid vehicle 20 has been described. However, the internal combustion engine apparatus mounted on a moving body such as a vehicle other than the hybrid vehicle, a ship, or an aircraft may be used. Alternatively, the internal combustion engine device may be incorporated in a configuration other than a moving body such as a construction facility. Moreover, it is good also as a form of the control method of an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the fuel injection valve 126 for injecting fuel into the engine 22 corresponds to “fuel injection means”, and an EGR pipe 152 and an EGR valve 154 for performing exhaust introduction processing for introducing a part of the exhaust of the engine 22 into the intake system. Corresponds to the “exhaust gas introduction means”, and the exhaust gas introduction catalyst temperature estimation map (first relation) in which the temperature of the purifier 134 taking into account the EGR process and the rotational speed Ne as a factor relating to the load of the engine 22 are associated with each other. The engine ECU 24 that estimates the catalyst temperature Tc1 (the catalyst temperature at the time of introduction) that is the temperature of the purifier 134 when the EGR process is performed using the EGR corresponds to “temperature estimation means”, and the catalyst temperature Tc is in a range that is equal to or greater than the threshold Tref When the predetermined first condition including the condition within the predetermined high temperature range is satisfied, the fuel increase process is executed and the EGR process is not executed. When the predetermined second condition including the condition where the catalyst temperature Tc falls below the threshold value Tref is satisfied, the EGR process is executed without executing the fuel increase process, and the load on the engine 22 tends to decrease and is estimated. When a transition condition is reached in which the catalyst temperature Tc reaches a range below the threshold Tref from the range above the threshold Tref, the engine ECU 24 that executes the EGR process without executing the fuel increase process using the estimated value as the catalyst temperature Tc. It corresponds to “control means”. Further, the power distribution integration mechanism 30 connected to the crankshaft 26 of the engine 22 and the ring gear shaft 32a as the drive shaft and the motor MG1 connected to the power distribution integration mechanism 30 correspond to “electric power input / output means”. The motor MG2 connected to the ring gear shaft 32a corresponds to a “motor”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “fuel injection means” may be of any type as long as it injects fuel into the internal combustion engine. The “exhaust introduction means” may be of any type as long as it performs an exhaust introduction process for introducing part of the exhaust gas from the internal combustion engine into the intake system. The “temperature estimation means” is the temperature of the purification catalyst when the exhaust gas introduction process is performed using the first relationship in which the temperature of the purification catalyst taking the exhaust gas introduction process into account and the factor related to the load of the internal combustion engine are associated. Any type may be used as long as the catalyst temperature at the time of introduction is estimated, for example, the temperature of the catalyst at the time of introduction is estimated from a relational expression without using a map. As the “control means”, when the predetermined first condition including the condition that the temperature of the purification catalyst is within a predetermined high temperature range is satisfied, the temperature of the purification catalyst is increased by increasing the amount of fuel injected into the internal combustion engine. While the increase process for controlling the fuel injection means to be suppressed is performed and the exhaust introduction process is not performed, the increase process is performed when a predetermined second condition including a condition that the temperature of the purification catalyst falls below the high temperature range is satisfied. The exhaust introduction means is controlled so that the exhaust introduction processing is executed without executing, and a transition condition is established in which the load of the internal combustion engine is decreasing and the estimated catalyst temperature at the time of introduction falls from a high temperature range to a range below this high temperature range If the exhaust introduction means is controlled to execute the exhaust introduction process without executing the increase process using the estimated catalyst temperature at the introduction as the temperature of the purification catalyst, It may be. In addition, the “first condition” and the “second condition” may include other conditions preferable for performing this control. The “power power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 230, and is connected to the drive shaft and rotates independently of the drive shaft. Any device may be used as long as it is connected to the output shaft of the internal combustion engine and can input / output power to / from the drive shaft and output shaft together with input / output of electric power and power.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is a flowchart showing an example of a catalyst temperature adjustment setting routine executed by an engine ECU 24. It is explanatory drawing at the time of showing the example of the relationship between the rotation speed Ne of the engine 22, and the estimated temperature of the purification apparatus 134, and the engine 22 transfers from a low load state to a high load state. It is explanatory drawing at the time of showing the example of the relationship between the rotation speed Ne of the engine 22, and the estimated temperature of the purification apparatus 134, and the engine 22 transfers from a high load state to a low load state. 4 is a flowchart showing an example of an engine control routine executed by an engine ECU 24. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 96 torque converter, 97 continuously variable transmission, 122 air cleaner, 124 throttle valve , 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle Valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, 152 EGR pipe, 154 EGR valve, 156 temperature sensor, 230 pair rotor motor, 232 inner rotor 234 outer rotor, 320 automobile, MG1, MG2 motor.

Claims (7)

An internal combustion engine device comprising an internal combustion engine provided with a purification catalyst in an exhaust system,
Fuel injection means for injecting fuel into the internal combustion engine;
Exhaust introduction means for performing an exhaust introduction process for introducing a part of the exhaust of the internal combustion engine into an intake system;
At the time of introduction, which is the temperature of the purification catalyst when the exhaust introduction processing is performed using the first relationship in which the temperature of the purification catalyst considering the exhaust introduction processing is associated with the factor related to the load of the internal combustion engine Temperature estimation means for estimating the catalyst temperature;
When the predetermined first condition including the condition that the temperature of the purification catalyst is within the predetermined high temperature range is satisfied, the increase in the temperature of the purification catalyst is suppressed by increasing the amount of fuel injected into the internal combustion engine. When the predetermined second condition including the condition that the temperature of the purification catalyst falls below the high temperature range is satisfied while the increase process for controlling the fuel injection means is performed and the exhaust introduction process is not performed, the increase process The exhaust gas introduction means is controlled so as to execute the exhaust gas introduction process without executing the control, the load of the internal combustion engine is in a decreasing tendency, and the estimated catalyst temperature at the time of introduction is lower than the high temperature range from the high temperature range When the transition condition leading to is established, the estimated introduction catalyst temperature is set as the temperature of the purification catalyst and the exhaust introduction process is performed without performing the increase process. And control means for controlling the exhaust introduction means,
An internal combustion engine device comprising:   The internal combustion engine apparatus according to claim 1, wherein the temperature estimation unit is a unit that uses a rotation speed of the internal combustion engine as a factor related to a load of the internal combustion engine. The temperature estimating means includes a temperature of the purification catalyst and a factor related to a load of the internal combustion engine, which do not take into account the exhaust gas introduction process and have a tendency to be estimated to be a catalyst temperature higher than the catalyst temperature according to the first relationship. Means for estimating a non-introducing catalyst temperature that is a temperature of the purification catalyst when the exhaust gas introduction processing is not performed using the associated second relationship;
The control means sets the estimated introduction catalyst temperature to the temperature of the purification catalyst when executing the exhaust introduction process, and sets the estimated non-introduction catalyst temperature to the purification catalyst when not executing the exhaust introduction process. The internal combustion engine device according to claim 1, wherein the internal combustion engine device is a means for setting the temperature of the engine.   The internal combustion engine device according to claim 3, wherein the temperature estimation means is means for estimating the temperature of the purification catalyst by switching from the second relationship to the first relationship when the transition condition is satisfied. An internal combustion engine device according to any one of claims 1 to 4,
Electric power that is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and outputs power to the drive shaft and the output shaft with input and output of electric power and power Input / output means;
An electric motor capable of inputting and outputting power to the drive shaft;
A vehicle comprising:   The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator and the drive shaft, and any two of the three shafts. The vehicle according to claim 5, further comprising: a three-axis power input / output unit that inputs / outputs power to / from the remaining one shaft based on power input / output to / from the vehicle. An internal combustion engine provided with a purification catalyst in the exhaust system, fuel injection means for injecting fuel into the internal combustion engine, exhaust introduction means for performing an exhaust introduction process for introducing part of the exhaust gas of the internal combustion engine into the intake system, A control method for an internal combustion engine device comprising:
At the time of introduction, which is the temperature of the purification catalyst when the exhaust introduction processing is performed using the first relationship in which the temperature of the purification catalyst considering the exhaust introduction processing is associated with the factor related to the load of the internal combustion engine Estimate the catalyst temperature,
When the predetermined first condition including the condition that the temperature of the purification catalyst is within the predetermined high temperature range is satisfied, the increase in the temperature of the purification catalyst is suppressed by increasing the amount of fuel injected into the internal combustion engine. When the predetermined second condition including the condition that the temperature of the purification catalyst falls below the high temperature range is satisfied while the increase process for controlling the fuel injection means is performed and the exhaust introduction process is not performed, the increase process The exhaust gas introduction means is controlled so as to execute the exhaust gas introduction process without executing the control, the load of the internal combustion engine is in a decreasing tendency, and the estimated catalyst temperature at the time of introduction is lower than the high temperature range from the high temperature range When the transition condition leading to is established, the estimated introduction catalyst temperature is set as the temperature of the purification catalyst and the exhaust introduction process is performed without performing the increase process. To control the exhaust gas introduction means,
A method for controlling an internal combustion engine device.

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