JP2009264233A - Internal combustion engine device, hybrid automobile equipped with same, and method for controlling internal combustion engine device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more appropriately execute operation confirmation inspection of an exhaust gas recirculation valve. <P>SOLUTION: Target EGR quantity Vegr* of exhaust gas recirculated to a surge tank from an exhaust pipe is set (step S30), an EGR valve 143 is controlled so that the quantity of exhaust gas recirculated to an intake pipe from the exhaust pipe gets to the target EGR quantity Vegr* (step S40), and an engine 22 is controlled accompanied by correction of ignition timing and throttle opening based on the target EGR quantity Vegr* (step S70), during non inspection period when execution of operation confirmation inspection of the EGR valve 143 is not instructed in a hybrid vehicle 20. The EGR valve 143 is controlled so that the valve opening gets to a prescribed opening, setting of correction quantity of throttle opening and ignition timing is skipped, and the engine 22 is controlled without entailing correction of those control parameters during execution period of operation confirmation inspection of the EGR valve 143. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a hybrid vehicle including the same, and a control method for the internal combustion engine device.

2. Description of the Related Art Conventionally, an internal combustion engine device that includes an EGR passage for recirculating exhaust gas from an exhaust pipe of an engine to an intake pipe and an EGR valve provided in the middle of the EGR passage is known (for example, Patent Document 1). reference). In this type of internal combustion engine device, when the EGR valve is opened and the exhaust gas is recirculated from the exhaust pipe to the intake pipe, the ignition timing is advanced in order to suppress the combustion delay of the air-fuel mixture in the combustion chamber. It is common.
Japanese Patent Laid-Open No. Sho 62-161073

  By the way, carbon components and the like are contained in the exhaust gas of the engine, and if the carbon components or the like in the exhaust gas adhere to the EGR valve to form a so-called deposit, an operation failure such as sticking of the valve body of the EGR valve may occur. There is also. Therefore, in order to prevent such a malfunction, it is preferable to appropriately perform an operation check inspection of the EGR valve.

  Therefore, the main object of the internal combustion engine device of the present invention, the hybrid vehicle including the same, and the control method of the internal combustion engine device is to more appropriately execute the operation check inspection of the exhaust gas recirculation valve.

  The internal combustion engine apparatus, the hybrid vehicle including the same, and the control method for the internal combustion engine apparatus 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 including an internal combustion engine,
An exhaust gas recirculation path for recirculating exhaust gas from the exhaust system of the internal combustion engine to the intake system;
An exhaust gas recirculation valve provided in the middle of the exhaust gas recirculation path;
Target recirculation amount setting means for setting a target recirculation amount of exhaust gas recirculated from the exhaust system to the intake system;
Inspection instruction receiving means for receiving an instruction to perform an operation check inspection of the exhaust gas recirculation valve;
At the time of non-inspection when the operation instruction inspection execution instruction is not received by the inspection instruction receiving unit, the amount of exhaust gas recirculated from the exhaust system to the intake system becomes the set target recirculation amount. An inspection in which the exhaust gas recirculation valve is controlled and the internal combustion engine is controlled with a correction of a predetermined control parameter based on the set target recirculation amount, and the operation instruction inspection execution instruction is received by the inspection instruction receiving means. Engine control means for controlling the internal combustion engine without performing correction of the predetermined control parameter while controlling the exhaust gas recirculation valve so that the valve opening becomes a predetermined opening at the time of execution;
Is provided.

  In this internal combustion engine device, when the execution instruction of the exhaust gas recirculation valve operation check inspection is not accepted, the amount of exhaust gas recirculated from the exhaust system to the intake system is a target recirculation amount according to the state of the internal combustion engine. The exhaust gas recirculation valve is controlled so that the internal combustion engine is controlled with correction of a predetermined control parameter based on the target recirculation amount. On the other hand, at the time of execution of an inspection when an instruction to perform an operation check inspection of the exhaust gas recirculation valve is received, the exhaust gas recirculation valve is controlled so that the valve opening becomes a predetermined opening, and the predetermined control parameter is corrected. The internal combustion engine is controlled without accompanying. As a result, the operating state of the exhaust gas recirculation valve can be determined quickly and accurately by the amount that the change in the operation of the internal combustion engine due to the correction of the predetermined control parameter is eliminated. Therefore, in this internal combustion engine device, it is possible to more appropriately execute the operation confirmation inspection of the exhaust gas recirculation valve.

  The predetermined control parameter may be at least one of ignition timing and throttle opening of the internal combustion engine. Thereby, at the time of non-inspection, the delay in combustion of the air-fuel mixture in the combustion chamber due to exhaust gas recirculation can be suppressed, the output characteristics of the internal combustion engine can be kept good, and the fuel consumption can be improved by reducing the pumping loss. In addition, by canceling the correction of the ignition timing and the throttle opening at the time of performing the operation check inspection of the exhaust gas recirculation valve, the intake pressure fluctuation due to the correction of the ignition timing and the throttle opening can be eliminated. Based on the above, it becomes possible to execute the operation confirmation inspection of the exhaust gas recirculation valve more accurately and promptly.

  Further, the engine control means may control the internal combustion engine so that the internal combustion engine is load-operated at a substantially constant operating point when the operation check inspection of the exhaust gas recirculation valve is performed.

  A hybrid vehicle according to the present invention is a hybrid vehicle including the above-described internal combustion engine device, wherein the engine shaft and the axle are connected to an engine shaft and a predetermined axle of the internal combustion engine and input / output power and power. Electric power input / output means for inputting / outputting power to / from the motor, an electric motor capable of inputting / outputting power to / from the axle or another axle different from the axle, and the power / power input / output means and the electric motor can exchange electric power. Controls the electric power drive input / output means and the electric motor so that the electric storage means and the internal combustion engine are loaded at a substantially constant operating point and the stopped state is maintained at the time of executing the operation check inspection of the exhaust gas recirculation valve And a control means. In this hybrid vehicle, it is possible to satisfactorily execute the operation check inspection of the exhaust gas recirculation valve while maintaining the stop state while the internal combustion engine is loaded.

  In this case, the power power input / output means is connected to three axes of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotating shaft of the generator motor. Three-axis power input / output means for inputting / outputting power based on power input / output to / from any two of the shafts to / from the remaining shafts may be included.

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, an exhaust gas recirculation path for recirculating exhaust gas from the exhaust system of the internal combustion engine to an intake system, and an exhaust gas recirculation valve provided in the middle of the exhaust gas recirculation path And
When non-inspection is not instructed to perform the operation check inspection of the exhaust gas recirculation valve, the amount of exhaust gas recirculated from the exhaust system to the intake system becomes a target recirculation amount corresponding to the state of the internal combustion engine. The exhaust gas recirculation valve is controlled and the internal combustion engine is controlled with a correction of a predetermined control parameter based on the target recirculation amount. Controlling the exhaust gas recirculation valve so that the opening degree becomes a predetermined opening degree, and controlling the internal combustion engine without correcting the predetermined control parameter.

  According to this method, the exhaust gas recirculation valve is controlled so that the valve opening becomes a predetermined opening when the operation check inspection of the exhaust gas recirculation valve is performed, and accompanied by correction of a predetermined control parameter that is performed at the time of non-inspection. The internal combustion engine is controlled. As a result, the operation state of the exhaust gas recirculation valve can be determined accurately and promptly because the change in the operation of the internal combustion engine due to the correction of the predetermined control parameter is eliminated, and the operation check inspection of the exhaust gas recirculation valve is more appropriately performed. It becomes possible to execute.

  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 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 (engine shaft) 26 of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as an axle connected to the power distribution integration mechanism 30, and the ring gear shaft 32a via the reduction gear 35. The motor MG2 is connected, and a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20 is provided.

  The engine 22 constituting the internal combustion engine device 21 explosively burns a mixture of hydrocarbon fuel such as gasoline or light oil and air in the combustion chamber 120, and cranks the reciprocating motion of the piston 121 accompanying the explosion combustion of the mixture. The engine is configured as an internal combustion engine that outputs power by converting it into a rotational motion of the shaft 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 receives the crank position from the crank position sensor 180 that detects the rotational position of the crankshaft 26, the coolant temperature from the water temperature sensor 181 that detects the temperature of the coolant in the engine 22, and the pressure in the combustion chamber 120. The in-cylinder pressure from the in-cylinder pressure sensor 182 to be detected, the cam position from the cam position sensor 133 to detect the rotational position of the camshaft included in the valve mechanism 130 for driving the intake valve 131 and the exhaust valve 132, the throttle valve 123 The throttle position from the throttle valve position sensor 124 that detects the position, the intake air amount GA from the air flow meter 183 that detects the intake air amount as a load of the engine 22, and the intake air from the intake temperature sensor 184 attached to the intake pipe 126 temperature, The intake negative pressure Pi from the intake pressure sensor 185 that detects the negative pressure in the trachea 126, the air-fuel ratio AF from the air-fuel ratio sensor 186 disposed upstream of the purification device 141 of the exhaust manifold 140, and the temperature sensor of the EGR pipe 142 The EGR gas temperature from 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 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 rotating elements. The crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. 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. When the motor functions as an electric motor, 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 to the wheels 39a and 39b which are drive wheels via the gear mechanism 37 and the differential gear 38.

  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 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the 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 the 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 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 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 signals input from the rotation position detection sensors 43 and 44, 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 receives signals 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 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 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 and the engine ECU 24 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 charge allowable power that 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 discharge allowable 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 output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, a timer 78 that executes timing processing according to a timing command, Input / output ports and communication ports (not shown) are provided. 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.

  When the hybrid vehicle 20 configured as described above travels, the hybrid ECU 70 basically performs a ring gear shaft as an axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 of the driver. The required torque Tr * to be output to 32a is calculated, and the target rotational speed Ne * and target torque Te * of the engine 22 and the target of the motor MG1 are output so that torque based on the required torque Tr * is output to the ring gear shaft 32a. A torque command Tm1 * indicating torque and a torque command Tm2 * indicating target torque of the motor MG2 are set. Here, the operation control system between the engine 22 and the motors MG1 and MG2 in the hybrid vehicle 20 of the embodiment includes a torque conversion operation mode, a charge / discharge operation mode, a motor operation mode, and the like. Under the torque conversion operation mode, the hybrid ECU 70 sets the target rotational speed Ne * and the target torque Te * so that power corresponding to the required torque Tr * is output from the engine 22, and from the engine 22 Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set so that all of the output power is torque-converted by power distribution and integration mechanism 30 and motors MG1 and MG2 and output to ring gear shaft 32a. In addition, under the charge / discharge operation mode, the hybrid ECU 70 outputs power (power) corresponding to the sum of the required torque Tr * and the charge / discharge required power Pb * required for charging / discharging the battery 50 from the engine 22. The target rotational speed Ne * and the target torque Te * are set so that all or part of the power output from the engine 22 when the battery 50 is charged / discharged is transmitted to the power distribution and integration mechanism 30 and the motors MG1 and MG2. Torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set so that the torque is converted by the above and torque corresponding to the required torque Tr * is output to the ring gear shaft 32a. Further, under the motor operation mode, the hybrid ECU 70 stops the operation of the engine 22 and causes only the motor MG2 to output a torque corresponding to the required torque Tr * to the ring gear shaft 32a. In this case, the hybrid ECU 70 sets the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque command Tm1 * for the motor MG1 to the value 0, and sets the torque command Tm2 * for the motor MG2 to the required torque Tr * and It is set based on the gear ratio ρ of the power distribution and integration mechanism 30, the gear ratio Gr of the reduction gear 35, and the like.

  Further, in the hybrid vehicle 20, an EGR control routine illustrated in FIG. 3 is executed under the torque conversion operation mode in which the engine 22 is operated to reduce NOx and improve the fuel efficiency of the engine 22. The EGR valve 143 is controlled to open and close (duty control) so that an amount of exhaust gas according to the operating state is recirculated to the intake system. The EGR control routine of FIG. 3 is executed every predetermined time by the engine ECU 24 when the engine 22 is operating.

  At the start of the EGR control routine of FIG. 3, the CPU 24a of the engine ECU 24 checks the rotational speed Ne of the engine 22 (crankshaft 26), the intake air amount GA from the air flow meter 183, the intake negative pressure Pi from the intake pressure sensor 185, and the inspection. Data necessary for control such as the value of the execution flag Fins is input (step S10). Here, in the embodiment, the rotation speed Ne of the engine 22 is a value calculated separately based on the crank position from the crank position sensor 180 and stored in a predetermined storage area. Further, the inspection execution flag Fins is input from the hybrid ECU 70 through communication, and is set to a value of 0 when not inspecting (during normal traveling), while the operation confirmation inspection of the EGR valve 143 is performed to be described later. The value is set to 1 while the EGR valve inspection time control routine is executed. After the data input process of step S10, it is determined whether or not the input inspection execution flag Fins has a value of 0 (step S20), and the inspection execution flag Fins has a value of 0 and the operation check inspection of the EGR valve 143 is executed. If not, a target EGR amount Vegr *, which is a target value of EGR gas to be recirculated to the intake system, is set based on the rotational speed Ne of the engine 22 and the intake air amount GA (step S30). In the embodiment, the relationship between the rotational speed Ne of the engine 22, the intake air amount GA, and the target EGR amount Vegr * is determined in advance through experiments and analyses, and is stored in the ROM 24b as a target EGR amount setting map. As the target EGR amount Vegr *, a value corresponding to a given rotation speed Ne and intake air amount GA is derived from the map. Note that the target EGR amount setting map is not limited to using only the rotational speed Ne and the intake air amount GA as parameters, and if the EGR rate can be appropriately set according to the operating state of the engine 22, Any thing is acceptable. If the target EGR amount Vegr * is set in this way, a command value degr (command duty ratio) for the EGR valve 143 corresponding to the target EGR amount Vegr * is set using a map (not shown), and then the EGR valve 143 is not shown. It transmits to an actuator (for example, step motor etc.) (step S40).

  Next, after calculating the estimated EGR rate Regr based on the intake air amount GA input in step S10 and the target EGR amount Vegr * set in step S30 (step S50), the calculated estimated EGR rate Regr is calculated in advance. It is determined whether or not a predetermined threshold value Rref (for example, 10%) or more (step S60). When the estimated EGR rate Regr is equal to or greater than the threshold value Rref, a throttle opening correction amount that is a correction amount of the throttle valve 123 and an ignition timing correction amount that is a correction amount of the ignition timing of the engine 22 are set. (Step S70), and this routine is temporarily terminated. In the embodiment, the throttle opening correction amount is derived in accordance with the intake negative pressure Pi input at step S10 and the target EGR amount Vegr * set at step S30 from a map (not shown) prepared in advance, and is pumped. Basically, the throttle opening is set to be larger as the target EGR amount Vegr * is larger in order to improve fuel efficiency by reducing loss. Further, the ignition timing correction amount is derived in correspondence with the target EGR amount Vegr * set in step S30 from a map (not shown) prepared in advance, and is basically used to suppress the combustion delay of the air-fuel mixture in the combustion chamber 120. As the target EGR amount Vegr * is larger, the ignition timing is set to advance. The throttle opening correction amount and the ignition timing correction amount set in this way are used when the throttle opening control and the ignition timing control are separately executed by the engine ECU 24. If it is determined in step S50 that the estimated EGR rate Regr is less than the threshold value Rref, the process of step S70 is skipped, and this routine is temporarily terminated at that stage. If it is determined in step S20 that the inspection execution flag Fins is 1 and the operation check inspection of the EGR valve 143 is being executed, the processing after step S30, that is, the setting of the target EGR amount Vegr * is set. The routine is temporarily terminated without setting the throttle opening correction amount and the ignition timing correction amount.

  Next, an EGR valve inspection control routine executed by the hybrid ECU 70 of the embodiment will be described with reference to FIG. In the EGR valve inspection control routine of FIG. 4, the hybrid ECU 70 is connected to an external computer via a connector disposed at a predetermined location such as a passenger compartment when the hybrid vehicle 20 is inspected and maintained, and the hybrid ECU 70 is inspected. When a compulsory drive instruction (for example, close → open → close) of the EGR valve 143 for the operation check inspection is received from the computer operated by the above, the hybrid ECU 70 stops the hybrid vehicle 20 every predetermined time (for example, , Every several milliseconds). Here, it is assumed that the engine 22 has been started prior to the start of the EGR valve inspection time control routine of FIG.

  At the start of the EGR valve inspection control routine, the CPU 72 of the hybrid ECU 70 executes input processing of data necessary for control such as the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 and the intake negative pressure Pi of the engine 22 (step S100). . Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. Further, the intake negative pressure Pi of the engine 22 is input from the engine ECU 24 by communication. After the data input process in step S100, it is determined whether or not the inspection execution flag Fins is 0 (step S110). If the inspection execution flag Fins is 0, the inspection execution flag Fins is set to the value 1. The timer 78 is turned on (step S120). Next, it is determined whether or not the time t measured by the timer 78 is less than a predetermined inspection time tref (step S130). If the time t is less than the inspection time tref, the required power Pe * for the engine 22 is obtained. It is set to a predetermined value Pref (for example, about 5 kW) (step S140). Further, the target rotational speed Ne * and the target torque Te * of the engine 22 corresponding to the required power Pe * set in step S130 are set (step S150). The target rotational speed Ne * and the target torque Te * set in step S140 indicate that the predetermined operation line for efficiently operating the engine 22 and the required power Pe * are constant at a predetermined value Pref. It can be determined in advance as an intersection with the correlation curve shown.

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are thus set, the target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ ( The target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (1) using the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the calculated target rotational speed Nm1 * and the current rotational speed Nm1 The calculation of the following equation (2) based on the above is executed to set the torque command Tm1 * of the motor MG1 (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 illustrates a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements in the power distribution and integration mechanism 30 when the hybrid vehicle 20 is stopped with the engine 22 under load operation. To do. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that matches the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that matches the rotational speed Ne of the engine 22, and the right R-axis. The axis indicates the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Further, two thick arrows on the R axis indicate that the torque acting on the ring gear shaft 32a by this torque output when the torque Tm1 is output from the motor MG1 and the torque Tm2 output from the motor MG2 via the reduction gear 35. The torque acting on the ring gear shaft 32a is shown. Expression (1) for obtaining the target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term. Subsequently, using the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, the calculation of the following equation (3) is executed to set the torque command Tm2 * for the motor MG2. (Step S170). Equation (3) can be easily derived from the nomogram of FIG. 5 and represents the torque that cancels the driving torque acting on the ring gear shaft 32a in accordance with the torque output of the motor MG1. By setting the torque command Tm2 * for the motor MG2 using the equation (3), the torque output to the ring gear shaft 32a as the drive shaft can be substantially zero, and the hybrid vehicle 20 can be maintained in the stopped state. It becomes possible.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
Tm2 * =-Tm1 * / ρ / Gr (3)

  After the process of step S170, a command value (command duty ratio) degr for the EGR valve 143 is set based on the time t measured by the timer 78 (step S180). In the embodiment, the EGR valve 143 is closed according to a predetermined map given from an external computer, and then the EGR valve 143 is opened to a predetermined opening (for example, about 90 °) as time passes. The command value degr is set so that the EGR valve 143 is closed as time elapses. If the command value degr for EGR valve 143 is set, torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are set to motor ECU 40, target engine speed Ne * and target torque Te * of engine 22 and EGR valve 143 are set. The command value degr is transmitted to the engine ECU 24 (step S190), and this routine is temporarily terminated. In this case, the motor ECU 40 having received the torque commands Tm1 * and Tm2 * drives the inverters 41 and 42 so that the motor MG1 is driven using the torque command Tm1 * and the motor MG2 is driven using the torque command Tm2 *. The switching control of the switching element is performed. Further, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs throttle opening control, fuel injection control, ignition timing control, EGR valve for obtaining the target rotational speed Ne * and the target torque Te *. The control of 143 is executed. However, since the inspection execution flag Fins is set to the value 1 in step S110, the engine ECU 24 does not substantially execute the above-described EGR control routine of FIG. 3 when controlling the EGR valve 143, and the hybrid ECU 70 Is transmitted to the actuator of the EGR valve 143. That is, in the operation check inspection of the EGR valve 143, the setting of the throttle opening correction amount and the ignition timing correction amount accompanying the exhaust gas recirculation described above is not executed.

  On the other hand, when the EGR valve inspection time control routine of FIG. 4 is started and the inspection execution flag Fins is set to the value 1, a negative determination is made in step S110 after the next execution of this routine. . In this case, instead of the processing in step S120 described above, the quality determination (step S200) of the intake negative pressure Pi input in step S100 is performed, and then the processing in steps S130 to S190 described above is performed. To do. In step S200 of the embodiment, for example, a normal range of intake negative pressure is set according to the time t of the timer 78 and the command value degr for the EGR valve 143 using a predetermined map given from an external computer. Then, it is determined whether or not the intake negative pressure Pi input in step S100 is included in the normal range. If the intake negative pressure Pi is not included in the normal range, a counter (not shown) is incremented. When it is determined in step S130 that the time t measured by the timer 78 is equal to or greater than the inspection time tref, it is determined whether or not the EGR valve 143 is normal based on the determination result in step S200 ( Step S210). In step S210 of the embodiment, if the count value of the counter used in step S200 is less than a predetermined value, it is considered that the EGR valve 143 is normal. Further, if the count value is equal to or greater than a predetermined value, it is considered that an abnormality has occurred in the EGR valve 143, and the abnormality of the EGR valve 143 is caused by either the open fixation or the closed fixation based on the timing when the counter is incremented. It is determined whether it is what was done. Then, after transmitting the determination result of step S210 (for example, determination results such as “normal”, “open fixation”, and “close fixation”) to an external computer (step S220), the inspection execution flag Fins is set to the value 0. And the timer 78 is turned off (step S230), and this routine is terminated.

  As described above, in the hybrid vehicle 20 according to the embodiment, when the instruction for executing the operation check inspection of the EGR valve 143 is not accepted (during normal travel), the rotational speed Ne of the engine 22 and the intake air amount (Load of engine 22) Based on GA, a target EGR amount Vegr * of exhaust gas recirculated from the exhaust pipe to the intake pipe (surge tank) is set (step S30 in FIG. 3), and recirculation from the exhaust pipe to the intake pipe The EGR valve 143 is controlled so that the amount of exhaust gas to be discharged becomes the target EGR amount Vegr * (step S40 in FIG. 3), and based on the target EGR amount Vegr * to improve the output characteristics and fuel consumption of the engine 22. The engine 22 is controlled with correction of the throttle opening and ignition timing (step S70 in FIG. 3). In this way, during non-inspection (during normal driving), the throttle opening is corrected based on the target EGR amount Vegr * to improve the fuel consumption by reducing the pumping loss, and based on the target EGR amount Vegr *. By correcting the ignition timing, it is possible to suppress the delay in the combustion of the air-fuel mixture in the combustion chamber 120 due to the exhaust gas recirculation, and to keep the output characteristics of the engine 22 favorable. On the other hand, at the time of execution of the inspection when the operation confirmation inspection execution instruction of the EGR valve 143 is accepted, the EGR valve 143 is controlled so that the valve opening becomes a predetermined opening (step S180 in FIG. 4). The engine 22 is controlled without correction of the throttle opening and ignition timing. As a result, the operation state of the EGR valve 143 can be determined accurately and promptly because the change in the operation of the engine 22 due to the correction of the throttle opening and the ignition timing is eliminated, and the operation check inspection of the EGR valve 143 is more appropriate. Can be executed. That is, by canceling the correction of the ignition timing and the throttle opening at the time of executing the operation check inspection of the EGR valve 143, the fluctuation of the intake negative pressure Pi due to the correction of the ignition timing and the throttle opening can be eliminated. As described above, the operation check inspection of the EGR valve 143 can be executed more accurately and promptly based on the intake negative pressure Pi. Further, in the above embodiment, the engine 22 and the motor MG1 are operated so that the engine 22 is loaded at a substantially constant operating point and the stop state of the hybrid vehicle 20 is maintained when the operation check inspection of the EGR valve 143 is performed. MG2 is controlled (steps S140 to S190 in FIG. 4). Accordingly, it is possible to satisfactorily execute the operation check inspection of the EGR valve 143 while maintaining the hybrid vehicle 20 in a stopped state while driving the engine 22 under load.

  In the hybrid vehicle 20 of the above embodiment, the ring gear shaft 32a as the axle and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of the gear 35, for example, a transmission that changes the rotational speed of the motor MG2 having two or three shift stages of Hi and Lo and transmits it to the ring gear shaft 32a may be employed. Moreover, although the hybrid vehicle 20 of an Example outputs the motive power of motor MG2 to the axle connected to the ring gear shaft 32a, the application object of this invention is not restricted to this. That is, the present invention is different from the axle (the axle to which the wheels 39a and 39b are connected) that is connected to the ring gear shaft 32a as in the hybrid vehicle 20A as a modified example shown in FIG. The present invention may be applied to an output to an axle connected to the wheels 39c and 39d in FIG. Furthermore, the hybrid vehicle 20 according to the embodiment outputs the power of the engine 22 to the ring gear shaft 32a as an axle connected to the wheels 39a and 39b via the power distribution and integration mechanism 30. Is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 39a and 39b, like a hybrid vehicle 20B as a modification shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the above embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the internal combustion engine device 21 including the engine 22 corresponds to an “internal combustion engine device”, and the EGR pipe 142 that is connected to the exhaust pipe of the engine 22 and recirculates the exhaust gas to the surge tank is “exhaust gas recirculation”. The EGR valve 143 corresponds to the “exhaust gas recirculation valve”, the engine ECU 24 that executes step S30 of FIG. 3 to set the target EGR amount Vegr * corresponds to the “target recirculation amount setting means”, The hybrid ECU 70 that receives an instruction to forcibly drive the EGR valve 143 for the operation check inspection from the computer operated by the inspector corresponds to “inspection instruction receiving means”, and an instruction to execute the operation check inspection of the EGR valve 143 is received. When there is no non-inspection, the EGR valve 14 is set so that the amount of exhaust gas recirculated from the exhaust pipe to the intake pipe becomes the target EGR amount Vegr *. And the engine 22 is controlled with correction of the throttle opening degree and ignition timing based on the target EGR amount Vegr *, and the valve opening degree is predetermined at the time of execution of the inspection in which the operation check inspection instruction of the EGR valve 143 is accepted. The engine ECU 24 that controls the EGR valve 143 so as to achieve the opening and controls the engine 22 without correcting the throttle opening and ignition timing corresponds to the “engine control means”. The combination of the motor MG1 and the power distribution and integration mechanism 30 and the rotor motor 230 correspond to “power power input / output means”, the motor MG2 corresponds to “motor”, and the battery 50 corresponds to “power storage means” The motor MG1 corresponds to “a motor for power generation”, and the power distribution and integration mechanism 30 corresponds to “a triaxial power input / output unit”.

  However, the “exhaust gas recirculation path” and the “exhaust gas recirculation valve” may be of any type as long as the exhaust gas can be recirculated from the exhaust system of the internal combustion engine to the intake system. The “target recirculation amount setting means” is a target recirculation amount that sets the target recirculation amount of the exhaust gas recirculated from the exhaust system to the intake system based on the rotational speed and load of the internal combustion engine. Any other type such as one for setting the reflux amount may be used. The “engine control means” controls the exhaust gas recirculation valve so that the amount of exhaust gas recirculated from the exhaust system to the intake system at the time of non-inspection becomes the target recirculation amount, and corrects a predetermined control parameter based on the target recirculation amount. At the same time, the internal combustion engine is controlled, and when performing the operation check inspection of the exhaust gas recirculation valve, the internal combustion engine is controlled without controlling the exhaust gas recirculation valve so that the valve opening becomes a predetermined opening and without correcting the predetermined control parameter. Any type may be used as long as it controls the above. “Electric motor” and “electric generator motor” are not limited to synchronous generator motors such as motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to a secondary battery such as the battery 50, and may be of any other type such as a capacitor as long as it can exchange electric power with an electric motor or power power input / output means. Absent. “Power / power input / output means” is a motor that is connected to the engine shaft of the internal combustion engine and a predetermined axle and inputs / outputs power to / from the engine shaft and the axle with input / output of power and power. A combination of the MG 1 and the power distribution and integration mechanism 30 or any type other than the anti-rotor motor 230 may be used. 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 internal combustion engine devices and hybrid vehicles.

It is a schematic block diagram of the hybrid vehicle 20 of an Example. 2 is a schematic configuration diagram of an internal combustion engine device 21. FIG. It is a flowchart which shows an example of an EGR control routine. It is a flowchart which shows an example of an EGR valve test time control routine. FIG. 6 is an explanatory diagram illustrating a collinear diagram showing a dynamic relationship between the rotational speed and torque of a rotating element in the power distribution and integration mechanism 30 when the hybrid vehicle 20 is stopped with the engine 22 under load operation. . It is a schematic block diagram of the hybrid vehicle 20A which concerns on a modification. FIG. 12 is a schematic configuration diagram of a hybrid vehicle 20B according to another modification.

Explanation of symbols

  20, 20A, 20B Hybrid vehicle, 21 Internal combustion engine device, 22 Engine, 24 Electronic control unit for engine (engine ECU), 24a, 72 CPU, 24b, 74 ROM, 24c, 76 RAM, 26 Crankshaft, 28 Damper, 30 Power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a-39d wheels, 40 motor electronic control unit (motor ECU), 41 , 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 Power line, 70 Electronic control unit for hybrid (hive ECU), 78 timer, 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 clan Position sensor, 181 temperature sensor, 182 cylinder pressure sensor, 183 an air flow meter, 184 an intake air temperature sensor, 185 an intake pressure sensor, 186 an air-fuel ratio sensor, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (6)

An internal combustion engine device including an internal combustion engine,
An exhaust gas recirculation path for recirculating exhaust gas from the exhaust system of the internal combustion engine to the intake system;
An exhaust gas recirculation valve provided in the middle of the exhaust gas recirculation path;
Target recirculation amount setting means for setting a target recirculation amount of exhaust gas recirculated from the exhaust system to the intake system;
Inspection instruction receiving means for receiving an instruction to perform an operation check inspection of the exhaust gas recirculation valve;
At the time of non-inspection when the operation instruction inspection execution instruction is not received by the inspection instruction receiving unit, the amount of exhaust gas recirculated from the exhaust system to the intake system becomes the set target recirculation amount. An inspection in which the exhaust gas recirculation valve is controlled and the internal combustion engine is controlled with a correction of a predetermined control parameter based on the set target recirculation amount, and the operation instruction inspection execution instruction is received by the inspection instruction receiving means. Engine control means for controlling the internal combustion engine without performing correction of the predetermined control parameter while controlling the exhaust gas recirculation valve so that the valve opening becomes a predetermined opening at the time of execution;
An internal combustion engine device comprising:   The internal combustion engine device according to claim 1, wherein the predetermined control parameter is at least one of an ignition timing and a throttle opening of the internal combustion engine.   3. The internal combustion engine device according to claim 1, wherein the engine control unit controls the internal combustion engine so that the internal combustion engine is load-operated at a substantially constant operating point when the operation check inspection of the exhaust gas recirculation valve is performed. . A hybrid vehicle comprising the internal combustion engine device according to any one of claims 1 to 3,
Power power input / output means connected to the engine shaft of the internal combustion engine and a predetermined axle for inputting / outputting power to / from the engine shaft and the axle together with input / output of power and power;
An electric motor capable of inputting and outputting power to the axle or another axle different from the axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Control means for controlling the electric power drive input / output means and the electric motor so that the internal combustion engine is load-operated at a substantially constant operating point and the stopped state is maintained when the exhaust gas recirculation valve operation check inspection is executed; ,
Including hybrid cars.   The power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, and among these three shafts The internal combustion engine apparatus according to claim 4, further comprising: a three-axis power input / output unit that inputs / outputs power based on power input / output to / from any one of the two shafts. A control method for an internal combustion engine device comprising an internal combustion engine, an exhaust gas recirculation path for recirculating exhaust gas from the exhaust system of the internal combustion engine to an intake system, and an exhaust gas recirculation valve provided in the middle of the exhaust gas recirculation path And
When non-inspection is not instructed to perform the operation check inspection of the exhaust gas recirculation valve, the amount of exhaust gas recirculated from the exhaust system to the intake system becomes a target recirculation amount corresponding to the state of the internal combustion engine. The exhaust gas recirculation valve is controlled and the internal combustion engine is controlled with a correction of a predetermined control parameter based on the target recirculation amount. A control method for an internal combustion engine device, comprising: controlling the exhaust gas recirculation valve so that an opening degree becomes a predetermined opening degree and controlling the internal combustion engine without correcting the predetermined control parameter.

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