JP5126023B2 - INTERNAL COMBUSTION ENGINE DEVICE, VEHICLE HAVING SAME, AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE DEVICE - Google Patents

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, and in particular, an internal combustion engine that outputs power by burning a mixture of fuel and air in a combustion chamber, and intake air of the internal combustion engine The present invention relates to an internal combustion engine device including an intake air amount adjusting means for adjusting the amount, a vehicle equipped with the same, and a control method for the internal combustion engine device.

Conventionally, an idling control method for an internal combustion engine that feedback-controls the amount of bypass valve air to make the deviation between the target rotational speed determined according to the load state during idling and the actual rotational speed zero. In order to prevent sag or stall, the expected air volume determined corresponding to the increased load increases when the load increases, and the expected air volume determined corresponding to the decreased load when the load decreases. There is known one that reduces a part of (see, for example, Patent Document 1). Conventionally, the intake air amount adjusting means for adjusting the amount of intake air supplied to the combustion chamber, and the intake air amount adjusting means by the intake air amount adjusting means so as to converge the engine speed to the target speed during idling are feedback-controlled. There is also known an internal combustion engine device that includes feedback control means for starting and starting air adding means for adding a predetermined amount of starting air at the time of starting (for example, see Patent Document 2). In this internal combustion engine device, the amount of air added at the time of start-up by the start-up air adding means is gradually reduced after the start, and at the time of transition from the start state to the idle state, the amount of decrease in the start air from the transition point Is set as the basic amount of the feedback control, and during the transition to the idle state, the feedback control is executed based on the amount obtained by adding the basic amount of the feedback control to the remaining amount of the starting air.
JP 61-034333 A JP-A 63-150447

  However, if the expected air amount is increased or decreased each time the target speed is changed during idling of the internal combustion engine, the actual speed of the internal combustion engine greatly exceeds the target speed or decreases more than necessary. There is also a risk that the user may feel uncomfortable.

  Thus, the internal combustion engine device, the vehicle equipped with the internal combustion engine device, and the control method for the internal combustion engine device according to the present invention more appropriately execute the idle operation of the internal combustion engine when the target rotational speed is changed during the idle operation of the internal combustion engine. The main purpose is to do.

  The internal combustion engine device, the vehicle equipped with the internal combustion engine device, and the control method for the internal combustion engine device according to the present invention employ the following means in order to achieve the main object described above.

An internal combustion engine device according to the present invention comprises:
An internal combustion engine device comprising: an internal combustion engine that outputs power by burning a mixture of fuel and air in a combustion chamber; and an intake air amount adjusting means that adjusts an intake air amount of the internal combustion engine,
Target idle speed setting means for setting a target speed for idling the internal combustion engine;
When the target rotational speed is changed to the increasing side or the decreasing side by the target idle rotational speed setting means during the idling operation of the internal combustion engine, when the change amount of the target rotational speed is within a predetermined range, When the intake air amount adjusting means is controlled so that the intake air amount becomes an amount corresponding to the target rotational speed, and a change amount of the target rotational speed is outside the predetermined range, a predetermined release condition The intake air amount control during idling controls the intake air amount adjusting means so that the intake air amount becomes an amount obtained by adding or subtracting a predetermined correction air amount to an amount corresponding to the target rotational speed until Means,
Is provided.

  In this internal combustion engine device, when the target rotational speed is changed to the increasing side or the decreasing side during the idling operation of the internal combustion engine, if the change amount of the target rotational speed is within a predetermined range, the intake air amount is set to the target air amount. When the intake air amount adjusting means is controlled so as to become an amount corresponding to the rotational speed and the change amount of the target rotational speed is outside the predetermined range, the intake air amount is reduced until a predetermined release condition is satisfied. The intake air amount adjusting means is controlled so as to obtain an amount obtained by adding or subtracting a predetermined correction air amount to an amount corresponding to the target rotational speed. Thus, when the change amount of the target rotational speed is out of the predetermined range during the idling operation of the internal combustion engine, that is, when the change amount of the target rotational speed is greater than or equal to the predetermined amount on the increase side or the decrease side, By performing the addition / subtraction of the air amount, it is possible to quickly target the speed of the internal combustion engine while suppressing the speed of the internal combustion engine from significantly exceeding the target speed or dropping more than necessary. Since the rotational speed can be reached, the idling operation of the internal combustion engine can be executed more appropriately.

  The internal combustion engine device may further include a rotational speed acquisition means for acquiring the rotational speed of the internal combustion engine, and the release condition is changed by the target idle rotational speed setting means to increase the target rotational speed. If the engine speed has been set, the rotation speed acquired by the rotation speed acquisition means exceeds the target rotation speed by a predetermined deviation, and the target rotation speed setting means changes the target rotation speed to the decreasing side. In this case, it may be established when the rotation speed acquired by the rotation speed acquisition means falls below the target rotation speed by a predetermined deviation amount. In this way, if the addition / subtraction of the correction air amount is canceled when the rotation speed of the internal combustion engine exceeds or falls below the target rotation amount by a predetermined deviation amount, the intake air amount associated with the cancellation of the addition / subtraction of the correction air amount can be reduced. Even if the rotational speed drops or rises due to a sudden change, the rotational speed of the internal combustion engine can be maintained near the target rotational speed.

  In this case, when the target engine speed is changed to the increase side by the target idle engine speed setting means, the deviation amount is set so as to increase as the temperature of the internal combustion engine decreases. When the target rotational speed is changed to the decreasing side by the number setting means, the temperature may be set so as to decrease as the temperature of the internal combustion engine decreases. As a result, when the temperature of the internal combustion engine is relatively low and the friction is relatively large, it is possible to secure an increasing speed of the engine speed when the engine speed increases and to prevent the engine speed from decreasing more than necessary when the engine speed decreases. When the temperature of the internal combustion engine is relatively high and the friction is relatively small, it is possible to prevent the rotational speed from increasing more than necessary when the rotational speed is increased and to ensure the speed of decrease in the rotational speed when the rotational speed is decreased. It becomes.

  The internal combustion engine device may further include a rotational speed acquisition means for acquiring the rotational speed of the internal combustion engine, and the release condition is changed by the target idle rotational speed setting means to increase the target rotational speed. In this case, the condition is established when the rotational speed acquired by the rotational speed acquisition means reaches a value smaller than the target rotational speed by a predetermined deviation amount, and the target rotational speed is set by the target idle rotational speed setting means. When the engine speed is changed to the decreasing side, the engine speed may be established when the rotation speed acquired by the rotation speed acquisition means reaches a value larger than the target rotation speed by a predetermined deviation amount. As a result, it is possible to more reliably suppress the rotational speed of the internal combustion engine from greatly exceeding the target rotational speed or being unnecessarily reduced as the correction air amount is added or subtracted.

  Further, the release condition may be satisfied when the speed of change of the rotational speed of the internal combustion engine becomes a predetermined speed or more on the increase side or the decrease side. As a result, it is possible to more reliably suppress the rotational speed of the internal combustion engine from greatly exceeding the target rotational speed or being unnecessarily reduced as the correction air amount is added or subtracted.

  Further, the upper limit and the lower limit of the predetermined range may be set so as to decrease as the temperature of the internal combustion engine decreases. As a result, when the temperature of the internal combustion engine is relatively low and the friction is relatively large, even if the amount of change on the increase side of the target rotational speed is relatively small, the addition of the correction air amount is allowed to reduce the rotational speed of the internal combustion engine. Promptly reaching the target rotational speed, and suppressing the decrease in the rotational speed of the internal combustion engine more than necessary by not allowing subtraction of the correction air amount until the change amount on the decrease side of the target rotational speed increases to some extent. Is possible.

  Further, the correction air amount may be set so as to increase toward the increasing side or the decreasing side as the absolute value of the change speed of the rotational speed of the internal combustion engine is small. It may be set such that the lower the value is, the larger the value becomes on the increase side or the decrease side. This makes it possible to set the correction air amount more appropriately.

  A vehicle according to the present invention is a vehicle equipped with any of the internal combustion engine devices described above, and includes a first electric motor capable of inputting and outputting power, an output shaft of the internal combustion engine, a rotating shaft of the first electric motor, and a drive wheel. A power distribution means connected to three axes of a drive shaft for transmitting power, and for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of these three axes; A second electric motor capable of inputting / outputting motive power and an electric storage means capable of exchanging electric power with the first and second electric motors. Since this vehicle is equipped with any one of the above-described internal combustion engine devices, this vehicle can obtain the effects achieved by any of the above-described internal combustion engine devices.

  Further, in the vehicle, the target idle speed setting means may be configured such that the internal combustion engine is idle-operated in a neutral state or a parking state when a heating requirement level in the vehicle interior is changed during the idle operation of the internal combustion engine. The target rotational speed may be changed to at least one of the time when the amount of depression of the accelerator pedal is changed during operation.

An internal combustion engine device control method according to the present invention includes:
A control method for an internal combustion engine device, comprising: an internal combustion engine that outputs power by burning a mixture of fuel and air in a combustion chamber; and an intake air amount adjusting means that adjusts an intake air amount of the internal combustion engine,
(A) setting a target rotational speed for idling the internal combustion engine;
(B) When the target rotational speed is changed to the increasing side or the decreasing side in step (a) during the idling operation of the internal combustion engine, and the change amount of the target rotational speed is within a predetermined range. The intake air amount adjusting means is controlled so that the intake air amount becomes an amount corresponding to the target rotational speed, and when the change amount of the target rotational speed is outside the predetermined range, a predetermined release is performed. Controlling the intake air amount adjusting means so that the intake air amount becomes an amount obtained by adding or subtracting a predetermined correction air amount to an amount corresponding to the target rotational speed until a condition is satisfied;
Is included.

  As in this method, when the target rotational speed change amount is outside the predetermined range during the idling operation of the internal combustion engine, that is, when the target rotational speed change amount is greater than or equal to the predetermined amount on the increase side or the decrease side. If the correction air amount is added or subtracted, the internal combustion engine speed can be quickly reduced while suppressing the internal speed of the internal combustion engine from greatly exceeding the target speed or from being unnecessarily reduced. Since the target rotational speed can be reached, the idling operation of the internal combustion engine can be executed more appropriately.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle equipped with an internal combustion engine device according to an embodiment of the present invention. A hybrid vehicle 20 shown in FIG. 1 includes an internal combustion engine device 21 including an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper (not shown), A motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, a transmission 60 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, and a ring gear shaft via the transmission 60 The motor MG2 connected to 32a, a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20, and the like.

  The engine 22 included in the internal combustion engine device 21 explosively burns a mixture of hydrocarbon fuels such as gasoline and light oil and air in a plurality of (in the embodiment, four cylinders) combustion chambers 120, and the mixture is exploded. The internal combustion engine is configured to output power by converting the reciprocating motion of the piston 121 accompanying the combustion into the rotational motion of the crankshaft 26. In this engine 22, as can be seen from FIG. 2, the air purified by the air cleaner 122 is taken into the intake pipe 126 through the throttle valve 123, and fuel such as gasoline is injected from the fuel injection valve 127 into the intake air. The The mixture of air and fuel thus obtained is sucked into the combustion chamber 120 through an intake valve 131 driven by a valve operating mechanism 130 configured as a variable valve timing mechanism, and explodes by an electric spark from the spark plug 128. Burned. The exhaust gas from the engine 22 is an exhaust gas purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) through the exhaust valve 132 and the exhaust manifold 140. ) And is purified by the purification device 141 and then discharged to the outside. The internal combustion engine device 21 is connected to an exhaust pipe downstream of the purification device 141 and recirculates exhaust gas to a surge tank (intake system), and is provided in the middle of the EGR pipe 142 and is connected to the exhaust system. An EGR valve 143 that adjusts the recirculation amount (EGR amount) of exhaust gas (EGR gas) recirculated to the intake system, a temperature sensor 144 that detects the temperature of the EGR gas in the EGR pipe 142, and the like are included.

  The engine 22 configured in this way is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. As shown in FIG. 2, the engine ECU 24 is configured as a microprocessor centered on a CPU 24a. In addition to the CPU 24a, a ROM 24b that stores various processing programs, a RAM 24c that temporarily stores data, and an input (not shown). Output port and communication port. Then, signals from various sensors that detect the state of the engine 22 and the like are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 includes a crank position from a crank position sensor 180 that detects the rotational position of the crankshaft 26, a cooling water temperature Tw from a water temperature sensor 181 that detects the temperature of cooling water in the engine 22, and a pressure in the combustion chamber 120. A cylinder position from a cylinder pressure sensor 182 that detects the rotational position of a camshaft included in a valve operating mechanism 130 that drives the intake valve 131 and the exhaust valve 132; The throttle position from the throttle valve position sensor 124 that detects the position of the engine, the intake air amount Qa from the air flow meter 183 that detects the intake air amount as the load of the engine 22, and the intake air temperature sensor 184 attached to the intake pipe 126 Intake air temperature Air, intake negative pressure Pi from the intake pressure sensor 185 for detecting the negative pressure in the intake pipe 126, air-fuel ratio AF from the air-fuel ratio sensor 186 disposed upstream of the purification device 141 of the exhaust manifold 140, EGR pipe 142 The EGR gas temperature from the temperature sensor 144 is input via the input port. The engine ECU 24 outputs various control signals for driving the engine 22 through an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 127, a drive signal to the throttle motor 125 that adjusts the position of the throttle valve 123, a control signal to the ignition coil 129 integrated with the igniter, and the valve mechanism 130. Control signal, a drive signal to the EGR valve 143, and the like are output via an output port. Further, the engine ECU 24 is in communication with the hybrid ECU 70, controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data related to the operation state of the engine 22 to the hybrid ECU 70 as necessary.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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, And a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve. The carrier 34 is positioned between the sun gear 31 and the ring gear 32 on the collinear diagram, and these three elements can rotate differentially with respect to each other. A single pinion type planetary gear mechanism configured as described above. The sun gear 31 that is the first element of the power distribution and integration mechanism 30 has the rotation shaft of the motor MG1, the carrier that is the second element is the crankshaft 26 of the engine 22, and the ring gear 32 that is the third element is the ring gear shaft. The rotation shaft of the motor MG2 is connected to each other through the transmission 32a and the transmission 60. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. , The power from the engine 22 input from the carrier 34 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 via the differential gear 38 to the wheels 39a and 39b which are drive wheels.

  The transmission 60 performs connection between the rotation shaft of the motor MG2 and the ring gear shaft 32a and release of the connection, and at the time of connection between the rotation shaft of the motor MG2 and the ring gear shaft 32a (speed ratio between the two shafts). The number of rotations of the rotation shaft / the number of rotations of the ring gear shaft 32a: the reduction ratio as viewed from the motor MG2 can be set in a plurality of stages. The transmission 60 of the embodiment includes a double pinion type first planetary gear mechanism, a first brake capable of fixing and releasing a sun gear of the first planetary gear mechanism, a single pinion type second planetary gear mechanism, Includes a second brake capable of fixing and releasing the ring gear of the planetary gear mechanism, and an actuator (hydraulic actuator) for driving the first and second brakes, and the rotational speed of the rotation shaft of the motor MG2 is two stages (Hi and Lo) Can be decelerated to be transmitted to the ring gear shaft 32a.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor that operates as a generator and can operate as a motor, and exchanges power with the battery 50 that is a secondary battery via inverters 41 and 42. . The power line connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the respective inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with a motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as a signal from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2, and a current sensor (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. Further, the motor ECU 40 executes a rotation speed calculation routine (not shown) based on the signal input from the rotation position detection sensor, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on the control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or requests charging / discharging of the battery 50 based on the remaining capacity SOC. The power Pb * is calculated, or the input limit Win as the allowable charging power, which is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 50. The output limit Wout as the allowable discharge power is calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limit based on the remaining capacity SOC of the battery 50. The correction coefficient can be set, and the basic value of the set input / output limits Win and Wout can be multiplied by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), and the like in addition to the CPU 72. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87, and the like are input via the input port. . As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the hybrid ECU 70 applies the wheels 39a and 39b, which are drive wheels, to the drive wheels based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque Tr * to be output to the ring gear shaft 32a serving as the connected drive shaft is calculated, and the engine 22 is output by the engine ECU 24 and the motor ECU 40 so that the torque based on the required torque Tr * is output to the ring gear shaft 32a. Motors MG1 and MG2 are respectively controlled. As the operation control mode of the engine 22 and the motors MG1 and MG2, the operation of the engine 22 is controlled so that the power corresponding to the required torque Tr * is output from the engine 22, and all the power output from the engine 22 is power distribution integrated. Torque conversion operation mode for driving and controlling the motors MG1 and MG2 so that the torque is converted by the mechanism 30 and the motors MG1 and MG2 and output to the ring gear shaft 32a, the required torque Tr * and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that the power corresponding to the sum of the 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 integration mechanism 30 and the motor. Requested with torque conversion by MG1 and MG2. The charge / discharge operation mode for driving and controlling the motors MG1 and MG2 so that the torque based on the torque Tr * is output to the ring gear shaft 32a, and the operation of the engine 22 is stopped and the torque based on the required torque Tr * is output to the ring gear shaft 32a. Thus, there is a motor operation mode for driving and controlling the motor MG2.

  Next, the operation of the internal combustion engine device 21 mounted on the hybrid vehicle 20 configured as described above, particularly the operation when the engine 22 is idling (self-sustaining operation) will be described. FIG. 3 is a flowchart illustrating an example of an idle operation intake control routine that is repeatedly executed at predetermined time intervals by the engine ECU 24 of the embodiment during the idle operation of the engine 22.

  At the start of the idle operation intake control routine shown in FIG. 3, the CPU 24a of the engine ECU 24 sets the target rotational speed Ne * of the engine 22, the rotational speed Ne of the engine 22, the cooling water temperature Tw from the water temperature sensor 181 and the motoring flag Fm. Input processing of data necessary for control such as the value, the value of the intake addition flag Fa, the value of the intake subtraction flag Fs is executed (step S100). Here, the target rotational speed Ne * of the engine 22 is set by the hybrid ECU 70 in the embodiment, and is input from the hybrid ECU 70 through communication. The hybrid ECU 70 according to the embodiment basically sets the target rotational speed Ne * to a constant value when the engine 22 is to be idled. However, the hybrid ECU 70 determines, for example, the target rotational speed Ne when the heating request level is higher than a predetermined level according to the heating request level set by an occupant for an air conditioner (not shown) that air-conditions the passenger compartment. Set * higher than normal. Further, the hybrid ECU 70 changes the depression amount of the accelerator pedal 83 by the driver while the engine 22 is idling in the neutral state where the shift lever 81 is set to the neutral position or the parking state where the shift lever 81 is set to the parking position. Then, according to the accelerator opening Acc detected by the accelerator pedal position sensor, the target rotational speed Ne * is set higher as the accelerator opening Acc is larger. Further, the rotational speed Ne of the engine 22 is separately calculated by the engine ECU 24 based on the crank position from the crank position sensor 180. The motoring flag Fm is set to a value 1 by the hybrid ECU 70 when the motor MG1 forcibly rotates the crankshaft 26 is executed by the hybrid ECU 70, and by the hybrid ECU 70 when the motoring is not executed. The value is set to 0, and is input from the hybrid ECU 70 by communication. As will be described later, the intake addition flag Fa is normally set to a value of 0, and is originally used to maintain the rotational speed Ne of the engine 22 at the target rotational speed Ne * when the intake air amount Qa of the engine 22 is idling. The value is set to 1 when the air amount should be increased from the required air amount. Similarly, as will be described later, the intake subtraction flag Fs is normally set to a value of 0, and maintains the rotational speed Ne of the engine 22 at the target rotational speed Ne * when the intake air amount Qa of the engine 22 is idling. However, the value is set to 1 when the amount of air should be reduced from the amount of air originally required.

  After the data input process of step S100, it is determined whether or not the input motoring flag Fm is 0 (step S110). If it is determined in step S110 that the motoring flag Fm has a value of 1, that is, if motoring of the engine 22 by the motor MG1 is being executed, the motoring of the motor MG1 by addition / subtraction of the intake air amount Qa is performed. In order to eliminate the influence of the above, after setting both the intake addition flag Fa and the intake subtraction flag Fs to the value 0 (step S280), the throttle opening correction amount ΔTh is set to the value 0 (step S290). Next, the target rotational speed Ne * corresponds to the target rotational speed Ne * input in step S100 from a map (not shown) that defines the relationship between the target rotational speed Ne * and the throttle opening when the engine 22 is idling at the target rotational speed Ne *. The throttle opening is derived, and the sum of the derived throttle opening and the throttle opening correction amount ΔTh (value 0 in this case) is set as the target throttle opening Th * (step S260). Then, based on the throttle position from the throttle valve position sensor 124, the throttle motor 125 is controlled so that the opening degree of the throttle valve 123 becomes the target throttle opening degree Th * (step S270), and this routine is once ended.

  Further, when it is determined in step S110 that the motoring flag Fm is 0, that is, when the motoring of the engine 22 by the motor MG1 is not executed, both the intake addition flag Fa and the intake subtraction flag Fs. It is determined whether or not the value is 0 (step S120). If it is determined in step S120 that both the intake addition flag Fa and the intake subtraction flag Fs are 0, the target rotational speed Ne * input in step S100 is used to execute the present routine in step S100. A target rotational speed change amount ΔNe * is calculated by subtracting the input target rotational speed Ne * (previous Ne *) (step S130). Furthermore, the upper limit side determination change amount αu and the lower limit side determination change amount for determining whether or not the target rotation speed change amount ΔNe * is within a predetermined range based on the coolant temperature Tw input in step S100. αl is set (step S140). In the embodiment, the relationship between the coolant temperature Tw, the upper limit side determination change amount αu (positive value), and the lower limit side determination change amount αl (negative value) is determined in advance and stored in the ROM 24a as a determination change amount setting map. As the upper limit side determination change amount αu and the lower limit side determination change amount αl, those corresponding to the given cooling water temperature Tw are derived and set from the map. FIG. 4 shows an example of the determination change amount setting map. As shown in the figure, the determination change amount setting map of the embodiment sets the upper limit determination change amount αu and the lower limit determination change amount αl so as to decrease as the coolant temperature Tw, that is, the temperature of the engine 22 decreases. Has been created as. When the cooling water temperature Tw is a standard temperature, the upper limit determination change amount αu has a value of about 200 to 300 rpm, and the lower limit determination change amount αl has a value of about −200 to −300 rpm.

  If the upper limit determination change amount αu and the lower limit determination change amount αl are thus set, it is determined whether or not the target rotational speed change amount ΔNe * calculated in step S130 is equal to or smaller than the upper limit determination change amount αu ( If the target rotational speed change amount ΔNe * is equal to or smaller than the upper limit determination change amount αu, it is further determined whether the target rotational speed change amount ΔNe * is less than the lower limit determination determination amount αl (step S160). ). If it is determined in step S160 that the target rotational speed change amount ΔNe * is equal to or greater than the lower limit side determination change amount α1, that is, the target rotational speed change amount ΔNe * is changed from the upper limit side determination change amount αu to the lower limit side determination change amount. If it is included in the range up to αl, the above-described steps S280, S290, S260 and S270 are executed, and this routine is temporarily terminated. As described above, the target rotational speed Ne * is not changed or the degree of increase or decrease of the target rotational speed Ne * is small, so that the target rotational speed change amount ΔNe * is changed from the upper limit side determination change amount αu to the lower limit side determination change. If it is included in the range up to the amount α1, the throttle opening correction amount ΔTh is set to a value of 0, and the throttle opening (intake air amount) of the throttle valve 123 corresponds to the target rotational speed Ne * ( The throttle motor 125 is controlled so that the amount of intake air) is obtained.

  On the other hand, when it is determined in step S150 that the target rotational speed change amount ΔNe * exceeds the upper limit determination change amount αu, that is, when the target rotational speed Ne * during idling has been changed to a large extent to the increasing side. Sets the intake addition flag Fa to the value 1 (step S170). In addition, when it is determined in step S160 that the target rotational speed change amount ΔNe * is less than the lower limit determination change amount αl, that is, when the target rotational speed Ne * during idling has been changed to a large extent to the decreasing side. Then, the intake subtraction flag Fs is set to a value 1 (step S180). When the process of step S170 or S180 is executed, the rotational speed deviation ΔNe is calculated by subtracting the target rotational speed Ne * from the rotational speed Ne of the engine 22 input in step S100 (step S190). Further, the rising determination deviation amount βu and the falling determination deviation amount βl are set for determining whether the rotational speed deviation ΔNe is within a predetermined range based on the cooling water temperature Tw input in step S100. (Step S200). In the embodiment, the relationship between the coolant temperature Tw, the upper limit determination deviation amount βu (positive value), and the lower limit determination deviation amount βl (negative value) is determined in advance and stored in the ROM 24a as a determination deviation amount setting map. As the upper limit side determination deviation amount βu and the lower limit side determination deviation amount β1, those corresponding to the given cooling water temperature Tw are derived and set from the map. FIG. 5 shows an example of the determination deviation amount setting map. As shown in the figure, the determination deviation amount setting map of the embodiment increases the upper limit determination deviation amount βu and the lower limit determination deviation amount βl as the cooling water temperature Tw, that is, the temperature of the engine 22 is lower (lower limit determination). The deviation amount βl is created so as to set a tendency to have a smaller absolute value. When the coolant temperature Tw is a standard temperature, the ascending-side determination deviation amount βu has a value of about 50 to 100 rpm, and the descending determination deviation amount βl has a value of about −50 to −100 rpm.

  If the rising determination deviation amount βu and the falling determination deviation amount βl are set, the values of the intake addition flag Fa and the intake subtraction flag Fs are checked (step S205). If the intake addition flag Fa is a value 1, It is determined whether or not the rotational speed deviation ΔNe calculated in step S190 is less than the rising determination deviation amount βu (step S210). If the intake subtraction flag Fs is 1, the calculation is performed in step S190. It is determined whether or not the rotational speed deviation ΔNe is larger than the descending determination deviation amount βu (step S215). If it is determined in step S210 that the rotational speed deviation ΔNe is less than the rising determination deviation amount βu, or if it is determined in step S215 that the rotational speed deviation ΔNe is greater than the lowering determination deviation amount βu. The speed change rate is obtained by dividing the value obtained by subtracting the rotation speed Ne (previous Ne) input at step S100 at the previous execution of this routine from the rotation speed Ne input at step S100 by the execution cycle dt of this routine. dNe is calculated (step S220). Then, it is determined whether or not the absolute value of the rotational speed change speed dNe is less than a predetermined speed γ (where “γ” is a positive value) (step S230), and the absolute value of the rotational speed change speed dNe is If the speed is less than the predetermined speed γ (where “γ” is a positive value), the target speed Ne * was originally supported based on the speed change speed dNe, the intake addition flag Fa, and the intake subtraction flag Fs. A correction air amount ΔQa to be added to or subtracted from the intake air amount in accordance with the change in the target rotational speed Ne * is set (step S240). In the embodiment, the relationship between the rotational speed change speed dNe and the correction air amount ΔQa is determined in advance for each of the case where the intake addition flag Fa is set to the value 1 and the case where the intake subtraction flag Fs is set to the value 1. The correction air amount setting map is stored in the ROM 24a, and the correction air amount ΔQa corresponding to the rotational speed change speed dNe calculated in step S220 is derived and set from the map. FIG. 6 shows an example of the correction air amount setting map. As shown in the figure, the correction air amount setting map of the embodiment is created so as to set the correction air amount ΔQa to increase or decrease as the absolute value of the rotation speed change speed dNe decreases. ing. If the correction air amount ΔQa is thus set in step S240, the throttle opening degree for increasing or decreasing the intake air amount Qa by the correction air amount ΔQa is obtained using a map or the like (not shown) and the throttle opening correction amount ΔTh. (Step S250). Then, after setting the target throttle opening degree Th * in step S260, the throttle motor 125 is controlled so that the opening degree of the throttle valve 123 becomes the target throttle opening degree Th * (step S270), and this routine is temporarily executed. Terminate.

  Once the process of step S170 or S180 is executed as described above, a negative determination is made in step S120 at the next execution of this routine. In this case, the process of steps S130 to S180 is performed. Is skipped, and the processing from step S190 onward is executed. Then, the addition / subtraction process of the correction air amount ΔQa in steps S240 to S260 is basically executed until a negative determination is made in step S210 or S215. That is, the addition / subtraction process of the correction air amount ΔQa in steps S240 to S260 is performed when the target rotational speed Ne * at the time of idling is changed to an increase side, and the determination at the time when the rotational speed Ne is higher than the target rotational speed Ne *. When the target rotational speed Ne * at the time of idling is changed to a decrease side until reaching a value larger by the amount βu, the absolute value of the determination deviation amount βl when the rotational speed Ne is lower than the target rotational speed Ne *. It will be executed until a small value is reached. Further, in the hybrid vehicle 20 of the embodiment, when a negative determination is made in step S230, that is, when the rotation speed change speed dNe is greater than or equal to a predetermined speed γ on the increase side or decrease side, the corrected air in steps S240 to S260 is provided. Execution of the addition / subtraction process for the amount ΔQa is stopped.

  FIG. 7 is a time chart illustrating how the target rotational speed Ne *, the rotational speed Ne, and the intake air amount Qa of the engine 22 change when the above-described idle operation intake control routine is executed. As shown in the figure, at time t1, for example, the target rotational speed Ne * at the time of idling is changed to the increasing side according to the level of the heating request or the accelerator opening degree Acc, and the target rotational speed is changed to step S150 in FIG. If it is determined that the number change amount ΔNe * is greater than or equal to the upper limit determination change amount αu, the intake air amount Qa of the engine 22 is determined on the condition that an affirmative determination is made in step S210 or S215 and step S230 of FIG. The throttle valve 123 is controlled so that the correction air amount ΔQa is added to the amount originally corresponding to the target rotational speed Ne * (steps S240 to S270 in FIG. 3). Such an increase in the intake air amount Qa is executed until the rotational speed Ne of the engine 22 reaches a value larger than the target rotational speed Ne * by the rising determination deviation amount βu at time t2.

  As described above, in the hybrid vehicle 20 of the embodiment, when the target rotational speed Ne * is changed to the increase side or the decrease side during the idling operation of the engine 22, the target rotational speed change amount ΔNe * is determined as the upper limit side. If it is included in the range from the change amount αu to the lower limit side determination change amount α1, the throttle valve 123 is controlled so that the intake air amount Qa of the engine 22 becomes an amount corresponding to the target rotational speed Ne *. (Steps S280, S290, S260, S270). On the other hand, if the target rotational speed change amount ΔNe * is greater than the upper limit determination change amount αu or less than the lower limit determination change amount αl, a negative determination is made in step S210, S215, or S230. The throttle valve 123 is controlled so that the intake air amount Qa of the engine 22 becomes an amount obtained by adding or subtracting the correction air amount ΔQa to or from the amount corresponding to the target rotational speed Ne * (steps S240 to S270). ). As described above, when the engine 22 is idling, the target rotational speed change amount ΔNe * is outside the range from the upper limit determination change amount αu to the lower limit determination change amount αl, that is, the target rotational speed change amount ΔNe * is By performing addition / subtraction of the correction air amount ΔQa when the amount exceeds the predetermined amount on the increase side or the decrease side, the rotational speed Ne of the engine 22 greatly exceeds the target rotational speed Ne * or decreases more than necessary. The engine speed Ne of the engine 22 can be quickly reached the target speed Ne * while suppressing the trapping, so that the idle operation of the engine 22 can be more appropriately executed.

  In addition, in the hybrid vehicle 20 of the embodiment, the addition / subtraction process of the correction air amount ΔQa in steps S240 to S260 is performed when the target rotational speed Ne * is changed to the increase side and the rotational speed Ne of the engine 22 is set to the target rotational speed. This process is executed until it reaches a value larger than Ne * by a determination deviation amount βu at the time of rising, and when the target rotational speed Ne * at the time of idling is changed to a decreasing side, the rotational speed Ne falls below the target rotational speed Ne *. This is executed until the absolute value of the hour determination deviation amount βl reaches a small value. As a result, even if the speed Ne drops or rises due to a sudden change in the intake air quantity Qa due to the cancellation of addition / subtraction of the correction air quantity ΔQa, the actual speed Ne of the engine 22 is maintained near the target speed Ne *. It becomes possible to do. Further, in the above embodiment, when the target rotational speed Ne * is changed to the increasing side, the rising determination deviation amount βu is set to increase as the cooling water temperature Tw, that is, the temperature of the engine 22 decreases, and the target rotational speed Ne is set. When * is changed to the decreasing side, the descending determination deviation amount βl is set such that the value becomes larger (the absolute value becomes smaller) as the cooling water temperature Tw, that is, the temperature of the engine 22 is lower. As a result, when the temperature of the engine 22 is relatively low and the friction is relatively large, a rising speed of the rotational speed Ne is ensured when the rotational speed Ne is increased, and the rotational speed Ne is decreased more than necessary when the rotational speed Ne is decreased. Can be suppressed. Further, when the temperature of the engine 22 is relatively high and the friction is relatively small, the rotation speed Ne is prevented from increasing more than necessary when the rotation speed Ne is increased, and the speed Ne is decreased when the rotation speed Ne is decreased. It can be secured.

  Further, in the above embodiment, the execution of the addition / subtraction process of the correction air amount ΔQa in steps S240 to S260 is stopped when the rotational speed change speed dNe becomes equal to or higher than the predetermined speed γ on the increase side or the decrease side. As a result, it is possible to more reliably suppress the actual rotational speed Ne of the engine 22 from greatly exceeding the target rotational speed Ne * or being unnecessarily reduced as the correction air amount ΔQa is added or subtracted. it can. In the above embodiment, the upper limit determination change amount αu and the lower limit determination change amount αl as the upper and lower limits of the range in which the addition / subtraction of the intake air amount Qa using the correction air amount ΔQa is not performed are the coolant temperature Tw, that is, the engine 22. The lower the temperature, the smaller the tendency. As a result, when the temperature of the engine 22 is relatively low and the friction is relatively large, the correction air amount ΔQa can be added even if the target rotation speed change amount ΔNe * on the increase side of the rotation speed Ne is relatively small. The actual rotational speed Ne of the engine 22 is quickly reached the target rotational speed Ne *, and the subtraction of the correction air amount ΔQa is not allowed until the target rotational speed change amount ΔNe * on the decrease side of the rotational speed Ne increases to some extent. Thus, it is possible to suppress the actual rotational speed Ne of the engine 22 from being lowered more than necessary. Furthermore, if the correction air amount ΔQa is set to increase or decrease as the absolute value of the rotational speed change speed dNe decreases as in the above-described embodiment, the correction air amount ΔQa takes into account the friction of the engine 22. It can be made more appropriate.

  3, instead of setting the rising determination deviation amount βu to a positive value and the falling determination deviation amount βl to a negative value, the rising determination deviation amount βu is set to, for example, the cooling water temperature Tw. May be set to a negative value based on the lowering determination deviation amount βl, for example, to a positive value based on the cooling water temperature Tw. That is, in the addition / subtraction process of the correction air amount ΔQa in steps S240 to S260, when the target rotational speed Ne * is changed to the increase side, the rotational speed Ne of the engine 22 is smaller than the target rotational speed Ne * by a predetermined deviation amount. It may be executed until the value reaches a value, and when the target rotational speed Ne * is changed to a decreasing side, the processing is executed until the rotational speed Ne of the engine 22 reaches a value larger than the target rotational speed Ne * by a predetermined deviation amount. May be. As a result, it is possible to more reliably suppress the actual rotational speed Ne of the engine 22 from greatly exceeding the target rotational speed Ne * or being unnecessarily reduced as the correction air amount ΔQa is added or subtracted. it can.

  Further, instead of setting the correction air amount ΔQa to increase or decrease as the absolute value of the rotational speed change speed dNe decreases, the correction air amount ΔQa decreases as the temperature of the engine 22 (cooling water temperature Tw) decreases. You may set to the tendency which becomes large at the increase side or the decrease side. Even if the correction air amount ΔQa is set in this way, the correction air amount ΔQa can be made more appropriate in consideration of the friction of the engine 22. Further, the correction air amount ΔQa may be set by feedback control based on the above-described rotation speed deviation ΔNe (= Ne−Ne *). In this case, the correction air amount ΔQa can be set as ΔQa = previous ΔQa + K · ΔNe (where “K” is a feedback gain, and may be determined for each cooling water temperature Tw, for example). Thereby, when the temperature of the engine 22 at which the friction is relatively low (cooling water temperature Tw) is relatively high, an increase in the rotational speed of the engine 22 is suppressed more than necessary, or the engine at which the friction is relatively large. When the temperature 22 (cooling water temperature Tw) is relatively low, it is possible to ensure a lowering speed of the rotational speed of the engine 22. Further, in the hybrid vehicle 20 of the above embodiment, the ring gear shaft 32a as the drive shaft and the motor MG2 shift the rotational speed of the motor MG2 having two speeds of Hi and Lo and transmit it to the ring gear shaft 32a. Although connected via the transmission 60, the transmission 60 may have three or more speed stages. Further, instead of the transmission 60, a speed reduction mechanism that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a may be used. Moreover, although the hybrid vehicle 20 of an Example outputs the motive power of motor MG2 to the ring gear shaft 32a as a drive shaft, the application object of this invention is not restricted to this. That is, the present invention outputs the power of the motor MG2 to an axle different from the ring gear shaft 32a (an axle connected to the wheels 39c and 39d in FIG. 8) as in the hybrid vehicle 20A according to the modification shown in FIG. It may be applied to things. And it goes without saying that the internal combustion engine device 21 according to the above embodiment may be provided to a vehicle provided with only an engine other than the hybrid vehicle 20 as a power generation source for traveling.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. In other words, in the above-described embodiment, the internal combustion engine device 21 including the engine 22 that can output power by burning a mixture of fuel and air in the combustion chamber 120 corresponds to an “internal combustion engine device”. The hybrid ECU 70 that sets the target rotational speed Ne * for idling operation corresponds to “target idling speed setting means”, and the target rotational speed Ne * is changed to the increase side or the decrease side during the idling operation of the engine 22. When the target rotational speed change amount ΔNe * is within the range from the upper limit side determination change amount αu to the lower limit side determination change amount αl, the intake air amount Qa becomes an amount corresponding to the target rotational speed Ne *. The throttle valve 123 is controlled as described above (steps S280, S290, S260, S270 in FIG. 3), and the target rotational speed change amount ΔNe * is lower than the upper limit determination change amount αu. If it is outside the range up to the determination change amount α1, the intake air amount Qa is corrected to an amount corresponding to the target rotational speed Ne * until a predetermined release condition is satisfied (steps S210, S215, S230 in FIG. 3). The throttle valve 123 is controlled so as to be an amount obtained by adding or subtracting the air amount ΔQa (steps S240 to S270 in FIG. 3). The engine ECU 24 corresponds to “idle intake control means”. Further, the combination of the crank position sensor 180 for acquiring the rotational speed Ne of the engine 22 and the engine ECU 24 corresponds to “rotational speed acquisition means”, and the motor MG1 capable of inputting / outputting power corresponds to “first electric motor”. Power connected to three axes of the crankshaft 26 of the engine 22, the rotating shaft of the motor MG1, and the ring gear shaft 32a for transmitting power to the drive wheels 39a and 39b, and power input / output to / from any two of these three axes The power distribution and integration mechanism 30 that inputs and outputs power based on the power to the remaining shaft corresponds to “power distribution means”, and the motor MG2 that can input and output power to the ring gear shaft 32a corresponds to “electric motor”. The battery 50 capable of exchanging power with the MG 2 corresponds to the “power storage unit”.

  However, the “internal combustion engine device” is not limited to the engine 22 that outputs power by receiving supply of hydrocarbon fuel such as gasoline or light oil, and includes other types of internal combustion engines such as a hydrogen engine. It doesn't matter. The “target idle speed setting means” may be of any type other than the hybrid ECU 70 as long as it sets the target speed for idling the internal combustion engine. The “idle-time intake control means” refers to intake air when the target rotational speed change amount is within a predetermined range when the target rotational speed is changed to an increase side or a decrease side during idle operation of the internal combustion engine. The intake air amount adjusting means is controlled so that the amount corresponds to the target rotational speed, and when the change amount of the target rotational speed is outside the predetermined range, the intake air is maintained until a predetermined release condition is satisfied. Any type other than the engine ECU 24 may be used as long as the intake air amount adjusting means is controlled so that the amount is obtained by adding or subtracting a predetermined correction air amount to the amount corresponding to the target rotational speed. It doesn't matter. The “first motor” and the “second motor” are not limited to the synchronous generator motors such as the motors MG1 and MG2, and may be any other type such as an induction motor. The “power distribution means” is connected to three shafts of the output shaft of the internal combustion engine, the rotating shaft of the first electric motor, and the drive shaft that transmits power to the drive wheels, and input / output is performed on any two of these three shafts. Any type other than the power distribution and integration mechanism 30 which is a planetary gear mechanism such as a differential gear may be used as long as the power based on the generated power is input to and output from the remaining shaft. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange power with the first and second motors. . In any case, 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 is the same as the means for the embodiments to solve the problems. Since this is an example for specifically explaining the best mode for carrying out the invention described in the column, the elements of the invention described in the column for means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle equipped with an internal combustion engine device according to an embodiment of the present invention. 2 is a schematic configuration diagram of an internal combustion engine device 21. FIG. It is a flowchart which shows an example of the idle operation time intake control routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the map for determination change amount setting. It is explanatory drawing which shows an example of the map for determination deviation amount setting. It is explanatory drawing which shows an example of the map for correction | amendment air amount setting. 6 is a time chart illustrating a state in which a target rotation speed Ne *, a rotation speed Ne, and an intake air amount Qa of the engine 22 change when an idle operation intake control routine is executed. It is a schematic block diagram of the hybrid vehicle 20A which concerns on a modification.

Explanation of symbols

  20, 20A hybrid vehicle, 21 internal combustion engine device, 22 engine, 24 engine electronic control unit (engine ECU), 24a, 72 CPU, 24b, 74 ROM, 24c, 76 RAM, 26 crankshaft, 30 power distribution and integration mechanism, 31 Sun gear, 32 Ring gear, 32a Ring gear shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 38 Differential gear, 39a-39d Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 50 Battery, 52 Battery Electronic control unit (battery ECU), 60 transmission, 70 hybrid electronic control unit (hybrid ECU), 80 ignition switch, 81 shift lever, 82 shift position sensor 83, accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal stroke sensor, 87 vehicle speed sensor, 120 combustion chamber, 121 piston, 122 air cleaner, 123 throttle valve, 124 throttle valve position sensor, 125 throttle motor, 126 Intake pipe, 127 Fuel injection valve, 128 Spark plug, 129 Ignition coil, 130 Valve mechanism, 131 Intake valve, 132 Exhaust valve, 133 Cam position sensor, 140 Exhaust manifold, 141 Purification device, 142 EGR pipe, 143 EGR valve 144 Temperature sensor, 180 Crank position sensor, 181 Water temperature sensor, 182 In-cylinder pressure sensor, 183 Air flow meter, 184 Intake air temperature sensor Sensor, 185 intake pressure sensor, 186 air-fuel ratio sensor, MG1, MG2 motor.

Claims (11)

An internal combustion engine device comprising: an internal combustion engine that outputs power by burning a mixture of fuel and air in a combustion chamber; and an intake air amount adjusting means that adjusts an intake air amount of the internal combustion engine,
Target idle speed setting means for setting a target speed for idling the internal combustion engine;
When the target rotational speed is changed to the increasing side or the decreasing side by the target idle rotational speed setting means during the idling operation of the internal combustion engine, when the change amount of the target rotational speed is within a predetermined range, When the intake air amount adjusting means is controlled so that the intake air amount becomes an amount corresponding to the target rotational speed, and a change amount of the target rotational speed is outside the predetermined range, a predetermined release condition The intake air amount control during idling controls the intake air amount adjusting means so that the intake air amount becomes an amount obtained by adding or subtracting a predetermined correction air amount to an amount corresponding to the target rotational speed until Means,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
A rotation speed acquisition means for acquiring the rotation speed of the internal combustion engine;
The release condition is that when the target rotational speed is changed to an increase side by the target idle rotational speed setting means, the rotational speed acquired by the rotational speed acquisition means makes the target rotational speed a predetermined deviation amount. If the target engine speed is changed to a decreasing side by the target idle speed setting means, the engine speed acquired by the engine speed acquisition means is equal to the target engine speed by a predetermined deviation amount. An internal combustion engine device that is established when it falls below. The internal combustion engine device according to claim 2,
The deviation amount is set so as to increase as the temperature of the internal combustion engine decreases when the target engine speed is changed to an increase side by the target idle engine speed setting unit, and the target idle engine speed setting unit When the target rotational speed is changed to a decreasing side by the above, the internal combustion engine device is set such that it tends to decrease as the temperature of the internal combustion engine decreases. The internal combustion engine device according to claim 1,
A rotation speed acquisition means for acquiring the rotation speed of the internal combustion engine;
The release condition is that when the target rotational speed is changed to an increase side by the target idle rotational speed setting means, the rotational speed acquired by the rotational speed acquisition means is a predetermined deviation amount from the target rotational speed. When the target rotational speed is changed to a decreasing side by the target idle speed setting means, the rotational speed acquired by the rotational speed acquisition means is less than the target rotational speed. An internal combustion engine device that is established when a large value is reached by a predetermined deviation amount. The internal combustion engine device according to any one of claims 1 to 4,
The internal combustion engine apparatus that is established when the release speed of the internal combustion engine reaches a predetermined speed or higher on the increase side or the decrease side. The internal combustion engine device according to any one of claims 1 to 5,
An internal combustion engine device in which the upper limit and the lower limit of the predetermined range are set so as to decrease as the temperature of the internal combustion engine decreases. The internal combustion engine device according to any one of claims 1 to 6,
The internal combustion engine apparatus, wherein the correction air amount is set to increase toward the increase side or decrease side as the absolute value of the change speed of the rotational speed of the internal combustion engine decreases. The internal combustion engine device according to any one of claims 1 to 6,
The internal combustion engine apparatus, wherein the correction air amount is set to increase toward the increase side or decrease side as the temperature of the internal combustion engine decreases. A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 8,
A first electric motor capable of inputting and outputting power;
It is connected to three shafts of an output shaft of the internal combustion engine, a rotating shaft of the first electric motor, and a drive shaft that transmits power to the drive wheels, and is based on power input / output to any two of these three shafts. Power distribution means for inputting and outputting power to the remaining shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging power with the first and second motors;
A vehicle comprising: The vehicle according to claim 9, wherein
The target idle speed setting means includes an accelerator pedal when a required heating level in the passenger compartment is changed during the idling operation of the internal combustion engine and during the idling operation of the internal combustion engine in a neutral state or a parking state. A vehicle that changes the target rotational speed to at least one of when the amount of stepping is changed. A control method for an internal combustion engine device, comprising: an internal combustion engine that outputs power by burning a mixture of fuel and air in a combustion chamber; and an intake air amount adjusting means that adjusts an intake air amount of the internal combustion engine,
(A) setting a target rotational speed for idling the internal combustion engine;
(B) When the target rotational speed is changed to the increasing side or the decreasing side in step (a) during the idling operation of the internal combustion engine, and the change amount of the target rotational speed is within a predetermined range. The intake air amount adjusting means is controlled so that the intake air amount becomes an amount corresponding to the target rotational speed, and when the change amount of the target rotational speed is outside the predetermined range, a predetermined release is performed. Controlling the intake air amount adjusting means so that the intake air amount becomes an amount obtained by adding or subtracting a predetermined correction air amount to an amount corresponding to the target rotational speed until a condition is satisfied;
A method for controlling an internal combustion engine device including:

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