JP6668912B2 - Internal combustion engine device - Google Patents

Description

  The present invention relates to an internal combustion engine device, and more particularly, to an internal combustion engine device including an internal combustion engine having a variable valve timing mechanism.

  Conventionally, this type of internal combustion engine controls an internal combustion engine such that a throttle valve (throttle valve) is fully opened when a required torque required for the internal combustion engine is equal to or greater than a maximum torque that can be output from the internal combustion engine. Some have been proposed (for example, see Patent Document 1). With this control, the maximum torque is output from the internal combustion engine irrespective of individual differences and changes over time of the throttle valve (throttle valve) by such control.

JP 2009-293602 A

  By the way, in an internal combustion engine device including an internal combustion engine having a variable valve timing mechanism for changing the opening / closing timing of an intake valve, the variable valve timing mechanism and the throttle valve are controlled so that the opening / closing timing of the intake valve is a timing corresponding to a required torque. Controlling. In this device, when the required torque is equal to or greater than the maximum torque, the internal combustion engine is controlled so that the throttle valve is fully opened, thereby suppressing a change in the opening of the throttle valve due to a slight change in the required torque. . When the required power of the internal combustion engine increases, the internal combustion engine is controlled so as to output the required power while gradually increasing the rotation speed of the internal combustion engine from the current rotation speed toward the target rotation speed. Therefore, the required torque of the internal combustion engine transiently increases until the rotation speed of the internal combustion engine reaches the target rotation speed. At this time, when the required torque is equal to or greater than the maximum torque, the throttle valve is fully opened. As described above, when the required power is increased, the throttle valve may be fully opened. When the required power is repeatedly increased, the throttle valve is frequently fully opened, resulting in deterioration of fuel efficiency or deterioration of emission due to rough air-fuel ratio. Will occur.

  The main object of the internal combustion engine of the present invention is to reduce the frequency at which the throttle valve is fully opened.

  The internal combustion engine of the present invention employs the following means in order to achieve the above-mentioned main object.

The internal combustion engine device of the present invention,
An internal combustion engine having a variable valve timing mechanism capable of changing the opening / closing timing of the intake valve;
Control means for controlling the internal combustion engine so that the opening of the throttle valve becomes the target opening,
An internal combustion engine device comprising:
The control means includes: a first condition in which a required torque is equal to or greater than a predetermined torque based on a rotation speed of the internal combustion engine; a second condition in which an advance request for requesting an advance of opening / closing timing of the intake valve is made; When both of the two conditions are satisfied, the target opening is set to full opening, and when one of the two conditions is not satisfied, the target opening is set to an opening corresponding to the required torque. ,
That is the gist.

  In the internal combustion engine apparatus of the present invention, the first condition that the required torque is equal to or more than the predetermined torque based on the rotation speed of the internal combustion engine and the second condition that the advance angle requesting the advance of the opening / closing timing of the intake valve is made When both of the conditions are satisfied, the target opening is set to full opening, and when one of the two conditions is not satisfied, the target opening is set to an opening corresponding to the required torque. This makes it possible to reduce the frequency at which the target opening is set to fully open and the opening of the throttle valve is fully opened, compared to the case where the target opening is set to full open when the required torque is larger than the predetermined torque. Can be reduced. Here, the “predetermined torque” may be the maximum value of the torque that can be output from the internal combustion engine, or a torque near the maximum value of the torque that can be output from the internal combustion engine (eg, 95% of the maximum value). It may be.

FIG. 1 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 20 as one embodiment of the present invention. FIG. 2 is a configuration diagram illustrating an example of a configuration of an engine 22. FIG. 4 is an explanatory diagram showing an example of an operation line of an engine 22 and a manner of setting a provisional target rotation speed Netmp. 4 is a flowchart illustrating an example of a target opening degree setting routine executed by the engine ECU 24. When the second to fourth conditions among the four conditions for determining that the torque request is a throttle full-open request are satisfied, the required power Pe * of the engine 22, the rotational speed Ne of the engine 22, and the required torque Te It is an explanatory diagram showing an example of a time change of *, presence / absence of a VVT advance request, presence / absence of a throttle full-open request.

  Next, an embodiment for carrying out the present invention will be described using an embodiment.

  FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as one embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2, inverters 41, 42, a transmission 60, a battery 50, and a hybrid electronic control unit (hereinafter, referred to as a hybrid electronic control unit). “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. An engine electronic control unit (hereinafter referred to as an engine ECU) 24 controls fuel injection, ignition, and intake air. It receives operation control such as quantity adjustment control. As shown in FIG. 2, the engine 22 sucks air purified by an air cleaner 122 into an intake pipe through a throttle valve 124 and injects gasoline from a fuel injection valve 126 to mix the sucked air with gasoline. Then, the air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128. The intake air-fuel mixture is explosively burned by an electric spark generated by the spark plug 130, and the engine 22 converts the reciprocating motion of the piston 132 depressed by the energy into the rotational motion of the crankshaft 26. The exhaust gas from the engine 22 is sent to an exhaust pipe via an exhaust valve 131, and then purified by a purification catalyst (III) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The exhaust gas is discharged to the outside air via a purification device 134 having a main catalyst. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter, referred to as “engine ECU”) 24.

  The engine ECU 24 is configured as a microprocessor, mainly a CPU (not shown), and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port.

  Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. As a part of signals from various sensors, a crank angle θcr from a crank position sensor 140 for detecting a rotational position of the crankshaft 26, a cooling water temperature Tw from a water temperature sensor 142 for detecting a temperature of cooling water of the engine 22, and an intake valve The cam angles θci and θco from the cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes the exhaust valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 131, and the position of the throttle valve 124 provided in the intake pipe are determined. Throttle opening TH from throttle valve position sensor 146 to be detected, intake air amount Qa from air flow meter 148 attached to intake pipe, air-fuel ratio AF from air-fuel ratio sensor 135a attached to exhaust pipe, attached to exhaust pipe Oxygen source Mention may be made of the oxygen signal O2 from the support 135b.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via output ports. As a part of various control signals, a drive signal to the throttle motor 136 for adjusting the position of the throttle valve 124, a drive signal to the fuel injection valve 126, a control signal to the ignition plug 130 (ignition coil), a variable valve timing mechanism 138.

  The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140. Further, engine ECU 24 calculates opening / closing timing VT of intake valve 128 based on the angle (θci−θcr) of intake camshaft cam angle θci from cam position sensor 144 with respect to crank angle θcr from crank position sensor 140. ing.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The input shaft 61 of the transmission 60 is connected to the ring gear of the planetary gear 30. The carrier of the planetary gear 30 is connected to the crankshaft 26 of the engine 22 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG <b> 2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the input shaft 61 of the transmission 60. Inverters 41 and 42 are used to drive motors MG1 and MG2, and are connected to battery 50 via power line 54. The motors MG1 and MG2 are rotationally driven by a motor electronic control unit (hereinafter, referred to as “motor ECU”) 40 that performs switching control on a plurality of switching elements (not shown) of the inverters 41 and 42.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. . The motor ECU 40 receives signals from various sensors necessary to drive and control the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, a switching control signal or the like to a switching element (not shown) of the inverters 41 and 42 is output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors.

  The transmission 60 is configured as a four-speed transmission, and has an input shaft 61 connected to a ring gear of the planetary gear 30 and a rotor (rotating shaft) of the motor MG2, and driving wheels 38a and 38b via a differential gear 37. An output shaft 62 connected to the connected drive shaft 36, a plurality of planetary gear mechanisms, and a plurality of hydraulically driven frictional engagement elements (clutch, brake) are provided. The transmission 60 transmits power in four stages between the input shaft 61 and the output shaft 62.

  Battery 50 is configured as a lithium ion secondary battery, and is connected to inverters 41 and 42 via power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. . The battery ECU 52 includes signals from various sensors necessary for managing the battery 50, for example, a voltage Vb from a voltage sensor 51a attached between terminals of the battery 50, and a current sensor attached to an output terminal of the battery 50. The current Ib from 51b is input via the input port. Battery ECU 52 is connected to HVECU 70 via a communication port. The battery ECU 52 calculates the power storage rate SOC based on the integrated value of the current Ib from the current sensor 51b and the voltage Vb.

  Although not shown, the HVECU 70 is configured as a microprocessor centering on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include, for example, the rotation speed Np of the drive shaft 36 from a rotation speed sensor 69 attached to the drive shaft 36 (the output shaft 62 of the transmission 60), an ignition signal from an ignition switch 80, and a shift. The shift position SP from the position sensor 82 can be exemplified. Further, the accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, the vehicle speed V from the vehicle speed sensor 88, and the like can also be mentioned. From the HVECU 70, a control signal and the like to the transmission 60 are output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  In the hybrid vehicle 20 according to the embodiment configured as described above, the engine 22 and the motors MG1 and MG2 (hereinafter, referred to as a “hybrid unit”) are shifted so as to travel in a hybrid traveling (HV traveling) mode or an electric traveling (EV traveling) mode. Device 60 is controlled. Here, the HV traveling mode is a mode in which the vehicle travels with the operation of the engine 22, and the EV traveling mode is a mode in which the vehicle travels without the operation of the engine 22. Hereinafter, control of the hybrid unit in the EV running mode, control of the hybrid unit in the HV running mode, and control of the transmission 60 will be described.

  Control of the hybrid unit in the EV running mode will be described. The HVECU 70 first sets the required torque Tout * of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V. Subsequently, the rotational speed Nm2 of the motor MG2 (the rotational speed of the input shaft 61 of the transmission 60) is divided by the rotational speed Nout of the drive shaft 36 to calculate the reduction ratio Gr of the transmission 60, and the required torque of the drive shaft 36 is calculated. The required torque Tin * required for the input shaft 61 of the transmission 60 is calculated by dividing Tout * by the reduction ratio Gr of the transmission 60. Then, a value 0 is set to the torque command Tm1 * of the motor MG1, the required torque Tin * of the input shaft 61 of the transmission 60 is set to the torque command Tm2 * of the motor MG2, and the set torque command Tm1 of the motor MG1, MG2 is set. *, Tm2 * are transmitted to the motor ECU 40. Motor ECU 40 performs switching control of a plurality of switching elements of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  Control of the hybrid unit in the HV running mode will be described. The HVECU 70 first determines the required torque Tout * of the drive shaft 36 (the output shaft 62 of the transmission 60), the reduction ratio Gr of the transmission 60, and the required torque Tin * of the input shaft 61 of the transmission 60, as described above. Set. Subsequently, the required power input to the input shaft 61 of the transmission 60 by multiplying the required torque Tin * of the input shaft 61 of the transmission 60 by the rotation speed Nm2 of the motor MG2 (the rotation speed of the input shaft 61 of the transmission 60). The required power required for the engine 22 is calculated by calculating Pin * and subtracting the required charging / discharging power Pb * (positive value when discharging from the battery 50) based on the storage rate SOC of the battery 50 from the calculated required power Pin *. Calculate Pe *. Then, the provisional target rotation speed Netmp of the engine 22 is set using the required power Pe * and the operation line of the engine 22 (for example, the fuel consumption operation line). FIG. 3 is an explanatory diagram illustrating an example of an operation line of the engine 22 and a manner of setting the provisional target rotation speed Netmp. As shown in the drawing, the provisional target rotational speed Netmp can be obtained from the intersection of the operating line and a curve with a constant required power Pe * (Netmp × Te). After setting the provisional target rotation speed Netmp, the target rotation speed Ne * is set so that the rotation speed Ne of the engine 22 gradually changes on the operation line from the current rotation speed Ne toward the provisional target rotation speed Netmp, A value obtained by dividing the required power Pe * by the target rotational speed Ne * is set as the required torque Te *.

  Subsequently, when the torque command Tm1 * of the motor MG1 is set by the rotation speed feedback control for setting the rotation speed Ne of the engine 22 to the target rotation speed Ne *, and the motor MG1 is driven by the torque command Tm1 *. The torque (−Tm1 * / ρ) output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tin * of the input shaft 61 of the transmission 60, and the torque command Tm2 * of the motor MG2 is obtained. Is calculated. Then, it transmits the target rotation speed Ne * of the engine 22 and the required torque Te * to the engine ECU 24 and transmits the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, opening / closing timing control of the intake valve 128, and the like of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne * and the required torque Te *. . Motor ECU 40 performs switching control of a plurality of switching elements of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  Here, control in the engine 22 will be described.

  In the intake air amount control, a target throttle opening TH * is set, and the drive of the throttle motor 136 is controlled so that the throttle opening TH becomes the target throttle opening TH *. The setting of the target throttle opening TH * will be described later.

  In the opening / closing timing control, basically, the target opening / closing timing VT * of the intake valve 128 is set so that the engine 22 can be efficiently operated at the operating point including the target rotation speed Ne * and the required torque Te *. The variable valve timing mechanism 138 is controlled so that the opening / closing timing VT of the intake valve 128 becomes the target opening / closing timing VT *.

  Since the fuel injection control and the ignition control do not form the core of the present invention, a detailed description thereof will be omitted.

  Control of the transmission 60 will be described. The HVECU 70 basically sets the normal speed Gsno based on the accelerator opening Acc and the vehicle speed V, sets the normal speed Gsno to the target speed Gs *, and sets the speed Gs of the transmission 60 to Gsno. The transmission 60 is controlled so as to reach the target shift speed Gs *.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 determines whether a VVT advance request condition for requesting the advance of the opening / closing timing VT of the intake valve 128 of the variable valve timing mechanism 138 is satisfied, and determines whether the VVT advance is satisfied. When the required condition is satisfied, a VVT advance request is transmitted to the engine ECU 24. The VVT advance requirement includes a first advance condition in which the required power Pe of the engine 22 exceeds the maximum power that can be output at the maximum rotational speed allowed for the engine 22, and a required torque Tin of the input shaft 61 of the transmission 60. The torque obtained by subtracting the maximum rated torque of the motor MG2 from * exceeds the maximum power that can be output when the engine 22 is operated at the operation point on the operation line, and the accelerator opening Acc becomes the first opening angle. When at least one of the three conditions of the third advance angle condition that is not less than the degree (for example, 88%, 90%, 92%, etc.) is satisfied, that is, when a very large power or This is established when a torque output is requested. The engine ECU 24 that has received the VVT advance request requests the opening / closing timing of the intake valve 128 to be earlier than the opening / closing timing at which the engine 22 can be efficiently operated at the operating point including the target rotation speed Ne * and the required torque Te *. A target opening / closing timing VT * is set, and the variable valve timing mechanism 138 is controlled such that the opening / closing timing VT of the intake valve 128 becomes the target opening / closing timing VT *.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when setting the target throttle opening TH * will be described. FIG. 4 is a flowchart illustrating an example of a target opening degree setting routine executed by the engine ECU 24. This routine is executed every predetermined time (for example, every several msec).

  When this routine is executed, engine ECU 24 executes a process of inputting required torque Te * (step S100). The request torque Te * is set by the HVECU 70 and is input through communication.

  Subsequently, it is determined whether or not the torque request is a request for fully opening the throttle (step S110). In this determination, the input required torque Te * is determined by multiplying the maximum torque Temax according to the rotation speed Ne of the engine 22 by a predetermined ratio k (for example, 0.93, 0.95, 0.97). = Temax · k), a second condition in which the ignition timing of the engine 22 is delayed from the reference ignition timing and torque reduction control for reducing shift shock is not being executed, and an intake air amount is limited. It is determined that the torque request is a throttle full-open request when the four conditions of the third condition in which the air amount restriction is not being executed and the fourth condition in which no abnormality occurs in the variable valve timing mechanism 138 are satisfied. . The maximum torque Temax is larger in a range where the rotation speed Ne of the engine 22 is lower than a predetermined rotation speed than when the rotation speed Ne is lower when the rotation speed Ne is higher, and is larger in a range where the rotation speed Ne of the engine 22 is higher than the predetermined rotation speed. When Ne is large, it changes so as to be smaller than when it is small.

  When it is determined that the torque request is not a throttle full opening request, the target throttle opening TH * is set so that the intake air amount Qa becomes the target air amount Qa * based on the required torque Te * (step S130). End the routine. When the target throttle opening TH * is set, the drive of the throttle motor 136 is controlled so that the throttle opening TH becomes the target throttle opening TH *.

  If the torque request is a throttle full-open request, it is further determined whether a VVT advance request has been made (step S120). In this determination, when a VVT advance request is received from the HVECU 70, it is determined that the VVT advance request has been made. When the VVT advance angle request is made, it is determined that a large power output is required for the engine 22, and the target throttle opening TH * is set to the opening THmax at which the throttle valve 124 is fully opened. (Step S140), this routine ends. When the target throttle opening TH * is set, the drive of the throttle motor 136 is controlled so that the throttle opening TH becomes the target throttle opening TH *. Thus, the throttle valve 124 can be fully opened (for example, 85 degrees, 87 degrees, 89 degrees, etc. when the angle of the throttle valve 124 is 0 degrees when the throttle valve is fully closed), and the engine 22 outputs the output. The torque can be increased.

  When the VVT advance request is not made, it is determined that the output of the engine 22 is not so large, so that the intake air amount Qa becomes the target air amount Qa * based on the required torque Te *. The target throttle opening TH * is set (step S130), and this routine ends. When the target throttle opening TH * is set in this way, the drive of the throttle motor 136 is controlled so that the throttle opening TH becomes the target throttle opening TH *.

  FIG. 5 shows the required power Pe * of the engine 22 and the rotational speed Ne of the engine 22 when the second to fourth conditions among the four conditions for determining that the torque request is the throttle full opening request are satisfied. FIG. 7 is an explanatory diagram showing an example of a temporal change in the required torque Te *, the presence / absence of a VVT advance request, and the presence / absence of a throttle full opening request. In the drawing, as a comparative example, a case where the target throttle opening TH * is uniformly set to the opening THmax when the VVT advance request is made is described. When the required power Pe * of the engine 22 increases, the rotation speed of the engine 22 is gradually increased from the current rotation speed Ne toward the provisional target rotation speed Netmp, so that the rotation speed Ne of the engine 22 becomes the provisional target rotation speed Netmp. During this period, the required torque Te * may increase transiently and become equal to or higher than the maximum torque Temax. At this time, in the comparative example, it is determined that the torque request is a throttle fully open request regardless of the presence or absence of the VVT advance request, so the target opening TH * is set to the opening THmax, and the throttle opening TH is fully opened. The drive of the throttle motor 136 is controlled so that Further, when the required power Pe * increases, the provisional target rotation speed Netmp is set to a higher rotation speed, and the rotation speed of the engine 22 is gradually increased from the current rotation speed Ne toward the provisional target rotation speed Netmp. During a period until the rotation speed Ne of the engine 22 reaches the provisional target rotation speed Netmp, the required torque Te * transiently increases, becomes equal to or more than the maximum torque Temax, and the throttle motor 136 is fully opened. Is drive-controlled. As described above, when the required power Pe * repeatedly increases or decreases and increases, the throttle valve 124 is frequently fully opened, which may cause deterioration of fuel efficiency and rough air-fuel ratio. In this embodiment, when the torque request is a throttle full opening request and there is a VVT advance request, the target opening TH * is set to the opening THmax, and the torque request is not the throttle full opening request or the VVT advance request is made. When there is no such target, the target throttle opening TH * is set so that the intake air amount Qa becomes the target air amount Qa * based on the required torque Te *. Therefore, the target opening TH * is frequently set to the opening THmax. Can be suppressed. This suppresses the throttle valve 124 from being fully opened frequently, thereby suppressing deterioration of fuel efficiency and roughening of the air-fuel ratio.

  According to the hybrid vehicle 20 of the embodiment described above, when the torque request is a throttle full-open request and the VVT advance request is present, the target opening TH * is set to the opening THmax, and the torque request is set to the throttle full-open. If the request is not a request or there is no VVT advance request, the target throttle opening TH * is set so that the intake air amount Qa becomes the target air amount Qa * based on the required torque Te *. By controlling the drive of the throttle motor 136 so as to achieve the opening TH *, the frequent setting of the target opening TH * to the opening THmax can be suppressed. This suppresses the throttle valve 124 from being fully opened frequently, thereby suppressing deterioration of fuel efficiency and roughening of the air-fuel ratio.

  In the hybrid vehicle 20 of the embodiment, the VVT advance request condition is satisfied when at least one of the first to third advance conditions is satisfied. When only one of the ternary advance conditions is satisfied, the VVT advance request condition may be satisfied.

  In the hybrid vehicle 20 of the embodiment, in the determination in step S110, when four of the first to fourth conditions are satisfied, it is determined that the torque request is a full throttle opening request. Since it is sufficient to determine that the torque request is a throttle full-opening request when the first condition is satisfied, it may be determined that the torque request is a throttle full-opening request when only the first condition is satisfied.

  In the hybrid vehicle 20 of the embodiment, the first condition for determining whether or not the torque request is a request for fully opening the throttle is set as a determination torque Teth in which the input required torque Te * is obtained by multiplying the maximum torque Temax by a predetermined ratio k. Although the above condition is satisfied, the first condition may be a condition where the input required torque Te * is equal to or greater than the maximum torque Temax.

  In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 including the engine 22 and the motors MG1 and MG2 is illustrated. However, the present invention may be applied to any device provided with the engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, and the engine ECU 24 and the HVECU 70 correspond to a “control unit”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem is as follows. This is merely an example for specifically describing a mode for carrying out the invention, and thus does not limit the elements of the invention described in the section of “Means for Solving the Problems”. That is, the interpretation of the invention described in the section of the means for solving the problem should be interpreted based on the description of the section, and the embodiment is not limited to the invention described in the section of the means for solving the problem. This is only a specific example.

  As described above, the embodiments for carrying out the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments at all, and various forms may be provided without departing from the gist of the present invention. Of course, it can be implemented.

  INDUSTRIAL APPLICATION This invention is applicable to the manufacturing industry of an internal combustion engine apparatus, etc.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU, 41, 42 inverter, 43, 44 rotation position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 61 input shaft, 62 Output shaft, 69 speed sensor, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 82 shift position sensor, 84 accelerator pedal position sensor, 86 brake pedal position Sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 131 exhaust valve, 132 piston, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 Throttle motor, 138 Variable valve timing mechanism, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, MG1, MG2 motor.

Claims (1)

An internal combustion engine having a variable valve timing mechanism that changes the closing timing together with the opening timing of the intake valve;
Control means for controlling the internal combustion engine so that the opening of the throttle valve becomes the target opening,
An internal combustion engine device comprising:
The control means includes: a first condition that the torque request is a throttle full-open request; and an advance angle that requests an advance of the open timing and the close timing of the intake valve in order to request a large power output from the internal combustion engine. The target opening is set to full open when both the second condition and the requested second condition are satisfied, and when the first condition is not satisfied, and when the first condition is not satisfied. When the condition is satisfied but the second condition is not satisfied , the target opening is set to an opening corresponding to a required torque,
The first condition is satisfied when a required torque of the internal combustion engine is equal to or greater than a maximum value of torque that can be output from the internal combustion engine or a torque near the maximum value,
The second condition is satisfied when a required power of the internal combustion engine exceeds a maximum power that can be output at a maximum rotation speed allowed for the internal combustion engine,
Internal combustion engine device.

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