JP4743143B2 - Internal combustion engine device and control method thereof - Google Patents

Description

  The present invention relates to an internal combustion engine device and a control method therefor, and more particularly, is a ratio to an intake air amount of exhaust gas supplied to an internal combustion engine, ignition timing adjusting means for adjusting an ignition timing of the internal combustion engine, and an intake system of the internal combustion engine. The present invention relates to an internal combustion engine device including an exhaust gas supply unit that adjusts an exhaust gas supply ratio and supplies exhaust gas to an intake system, and a control method for such an internal combustion engine device.

Conventionally, as this type of internal combustion engine device, the rotational speed of the internal combustion engine, the amount of intake air, and the optimum negative pressure that is the optimum negative pressure of the intake system when the internal combustion engine is operated by supplying exhaust gas to the intake system. There has been proposed a system which is obtained in advance and stored as a map, and feedback-controls the opening degree of a valve (EGR valve) for supplying exhaust gas to the intake system so that the negative pressure of the intake system becomes the optimum negative pressure ( For example, see Patent Document 1). In this apparatus, the above-described feedback control is performed to supply the optimum ratio of exhaust gas to the intake system of the internal combustion engine to operate the internal combustion engine.
JP-A-5-231244

  However, in the above-described internal combustion engine device, it is necessary to attach a negative pressure sensor for detecting negative pressure to the intake system of the internal combustion engine, and when the abnormality occurs in the negative pressure sensor, the supply ratio of exhaust gas cannot be controlled appropriately. . Moreover, it is not possible to cope with an abnormality in the EGR valve.

  An object of the internal combustion engine device of the present invention is to more appropriately obtain an actual exhaust gas supply ratio that is a ratio of the exhaust gas actually supplied to the internal combustion engine to the intake air amount. Another object of the internal combustion engine device and the control method thereof according to the present invention is to appropriately cope with a case where the obtained actual exhaust gas supply ratio is different from the target exhaust gas supply ratio.

  The internal combustion engine device and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The internal combustion engine device of the present invention is
An internal combustion engine, ignition timing adjusting means for adjusting the ignition timing of the internal combustion engine, and adjusting an exhaust gas supply ratio that is a ratio to an intake air amount of exhaust gas supplied to the intake system of the internal combustion engine to make the exhaust gas into the intake system The exhaust gas supply means for supplying and controlling the exhaust gas supply means so that the exhaust gas is supplied to the intake system of the internal combustion engine at a target exhaust gas supply ratio, and the ignition is performed so as to be ignited at an ignition timing corresponding to the target exhaust gas supply ratio. An internal combustion engine device comprising: control means for controlling timing adjustment means;
Torque detecting means for detecting an output torque of the internal combustion engine;
Based on the detected output torque under a predetermined condition and the ignition timing adjusted by the ignition timing adjusting means, an actual exhaust gas supply ratio which is a ratio to the intake air amount of the exhaust gas actually supplied to the internal combustion engine is An actual exhaust gas supply ratio calculating means for calculating,
It is a summary to provide.

  In this internal combustion engine device according to the present invention, the ratio to the intake air amount of the exhaust gas actually supplied to the internal combustion engine based on the output torque of the internal combustion engine under a predetermined condition and the ignition timing adjusted by the ignition timing adjusting means. A certain actual exhaust gas supply ratio is calculated. Since the actual exhaust gas supply ratio is calculated based on the output torque of the internal combustion engine and the ignition timing, the actual exhaust gas supply ratio can be calculated more appropriately. The actual exhaust gas supply ratio calculated in this way can be used for control.

  In such an internal combustion engine apparatus of the present invention, the actual exhaust gas supply ratio calculating means detects the detection from a map showing the relationship between the output torque of the internal combustion engine, the exhaust gas supply ratio, and the ignition timing of the internal combustion engine under the predetermined condition. The exhaust gas supply ratio corresponding to the output torque thus adjusted and the ignition timing adjusted by the ignition timing adjusting means may be derived to obtain the actual exhaust gas supply ratio. In this way, the actual exhaust gas supply ratio can be easily calculated.

  In the internal combustion engine device of the present invention, the predetermined condition may be a condition in which the internal combustion engine is in steady operation. In this way, the actual exhaust gas supply ratio can be calculated more appropriately than when the actual exhaust gas supply ratio is calculated when the internal combustion engine is not in steady operation.

  Further, in the internal combustion engine apparatus of the present invention, the control means may be means for controlling the exhaust gas supply means so that the calculated actual exhaust gas supply ratio approaches the target exhaust gas supply ratio. In this way, the actual exhaust gas supply ratio can be brought close to the target exhaust gas supply ratio.

  Alternatively, in the internal combustion engine apparatus of the present invention, the control means is means for controlling the ignition timing adjusting means so that the ignition timing corresponding to the calculated actual exhaust gas supply ratio is set to the target exhaust gas supply ratio. It can also be. By so doing, ignition is performed more appropriately with the ignition timing, so that fuel efficiency can be improved.

  An internal combustion engine apparatus incorporated in a power output apparatus that outputs power to a drive shaft is the internal combustion engine apparatus of the present invention according to any one of the above aspects, wherein the power output apparatus is connected to the drive shaft. And power power input / output means connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft and outputting torque to the drive shaft and the output shaft together with input / output of power and power, An electric motor capable of inputting / outputting power to / from the drive shaft, wherein the torque detecting means detects the output torque based on the torque output to the output shaft by the power / power input / output means. It can also be. In this way, it is not necessary to provide a separate sensor or the like as the torque detection means. In this case, the power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and one of the three axes. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the two axes, and the torque detection means is based on the driving torque of the generator It may be a means for detecting the output torque. If it carries out like this, the output torque of an internal combustion engine can be detected more appropriately using the drive torque of a generator.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine, ignition timing adjusting means for adjusting the ignition timing of the internal combustion engine, and adjusting an exhaust gas supply ratio that is a ratio to an intake air amount of exhaust gas supplied to the intake system of the internal combustion engine to make the exhaust gas into the intake system An exhaust gas supply means for supplying an internal combustion engine device comprising:
Controlling the exhaust gas supply means so that exhaust gas is supplied to the intake system of the internal combustion engine at a target exhaust gas supply ratio and controlling the ignition timing adjusting means so that ignition is performed at an ignition timing corresponding to the target exhaust gas supply ratio;
The actual exhaust gas supply ratio, which is a ratio to the intake air amount of the exhaust gas actually supplied to the internal combustion engine, calculated based on the output torque of the internal combustion engine and the ignition timing adjusted by the ignition timing adjusting means is When the target exhaust gas supply rate differs by a predetermined amount or more, the exhaust gas supply rate adjustment control for controlling the exhaust gas supply means so that the actual exhaust gas supply rate approaches the target exhaust gas supply rate or the actual exhaust gas supply rate is set to the target exhaust gas supply rate. Executing any one of the ignition adjustment controls for controlling the ignition timing adjusting means so that the ignition timing corresponding to the ratio is obtained;
This is the gist.

  In this control method for an internal combustion engine device according to the present invention, basically, the exhaust gas supply means is controlled so that the exhaust gas is supplied to the intake system of the internal combustion engine at the target exhaust gas supply rate, and the ignition timing corresponding to the target exhaust gas supply rate. The ignition timing adjusting means is controlled so as to be ignited. As a result, the exhaust gas can be supplied to the intake system of the internal combustion engine at the target exhaust gas supply ratio, and the internal combustion engine can be operated by igniting at the ignition timing corresponding to the target exhaust gas supply ratio. Then, the actual exhaust gas supply ratio, which is the ratio of the exhaust gas actually supplied to the internal combustion engine calculated based on the output torque of the internal combustion engine and the ignition timing adjusted by the ignition timing adjusting means, is the target exhaust gas. When the supply rate differs by a predetermined amount or more, it corresponds to the exhaust supply rate adjustment control for controlling the exhaust supply means so that the actual exhaust rate approaches the target exhaust rate or the actual exhaust rate is set as the target exhaust rate. One of the ignition adjustment controls for controlling the ignition timing adjusting means to execute the ignition timing is executed. Here, if the exhaust gas supply ratio adjustment control is executed, the actual exhaust gas supply ratio can be brought close to the target exhaust gas supply ratio, and if the ignition adjustment control is executed, the ignition timing is more appropriately ignited. Thus, the internal combustion engine can be operated.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device incorporating an internal combustion engine device according to an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 and a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 as a torsion element. The motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30; the reduction gear 35 attached to the ring gear shaft 32a as the drive shaft connected to the power distribution and integration mechanism 30; and the reduction gear 35 A motor MG2 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided. Here, the internal combustion engine apparatus of the embodiment mainly includes the engine 22, the power distribution and integration mechanism 30 connected to the engine 22 via the damper 28, the motor MG1, and the engine electronic control unit 24 for controlling the engine 22. To do.

  The engine 22 is configured as a 6-cylinder internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil. For example, as shown in FIG. The fuel is injected from the fuel injection valve 126 provided for each cylinder, and the intake air and the gasoline are mixed. The mixture is sucked into the fuel chamber through the intake valve 128 and ignited. The reciprocating motion of the piston 132, which is explosively burned by the electric spark generated by the plug 130 and pushed down by the energy, is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). An EGR pipe 152 that supplies exhaust gas to the intake side is attached to the subsequent stage of the purification device 134, and the engine 22 supplies exhaust gas as non-combustion gas to the intake side to mix air, exhaust gas, and gasoline. Can be sucked into the combustion chamber.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the temperature of the cooling water from the engine, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle valve position sensor that detects the position of the throttle valve 124 146, air flow meter signal AF from air flow meter 148 attached to the intake pipe, intake air temperature from temperature sensor 149 also attached to the intake pipe, air-fuel ratio AF from air-fuel ratio sensor 135a, oxygen Oxygen signal from capacitors 135b, etc. EGR gas temperature from a temperature sensor 156 for detecting the temperature of EGR gas in the EGR pipe 152 is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. Control signal to the ignition coil 138, control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, drive signal to the EGR valve 154 for adjusting the supply amount of exhaust gas supplied to the intake side Etc. are output via the output port. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operating state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

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

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

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is efficiently output from the engine 22 according to the supply ratio of exhaust to the intake side, and the engine 22 Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the required power so that all the power output from the motor MG1 and the motor MG2 is torque-converted by the power distribution and integration mechanism 30, the motor MG1 and the motor MG2 and output to the ring gear shaft 32a. The engine 22 is operated and controlled so that the power corresponding to the sum of the electric power necessary for charging and discharging the battery 50 is efficiently output from the engine 22 according to the supply ratio of exhaust to the intake side, and charging and discharging of the battery 50 are performed. Along with this, all or a part of the power output from the engine 22 is the power distribution and integration mechanism 30. Charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 so that required power is output to the ring gear shaft 32a with torque conversion by the motor MG1 and the motor MG2, and a request from the motor MG2 by stopping the operation of the engine 22 There is a motor operation mode in which operation control is performed so that power corresponding to the power is output to the ring gear shaft 32a.

  Further, as the control of the engine 22, the target exhaust supply ratio EGR which is a target value of the ratio to the intake air amount of the exhaust when supplying the exhaust gas as the non-combustion gas to the intake side based on the required torque Tr * and the vehicle speed V * Is set, and the EGR valve 154 is driven and controlled to open only by the opening corresponding to the set target exhaust supply ratio EGR *, and at the ignition timing corresponding to the set target exhaust supply ratio EGR *, the spark plug 130 Ignition coil 138 is controlled to be ignited. Then, the variable valve timing mechanism 150 is controlled so that the intake valve opening / closing timing corresponding to the accelerator opening Acc and the required torque Tr * is reached, and the target torque Te * to be output from the engine 22 and the target exhaust supply ratio EGR * are supported. The throttle valve 124 is controlled so as to achieve the throttle opening, and the fuel injection valve 126 is controlled so that the fuel injection amount that becomes the stoichiometric air-fuel ratio with respect to the intake air amount is injected from the fuel injection valve 126 at an appropriate timing. FIG. 3 is an explanatory diagram showing an example of the relationship between the exhaust gas supply ratio, the ignition timing, and the output torque of the engine 22 in a steady state where the engine speed and the intake air amount are constant. In the embodiment, as shown in the drawing, the ignition timing (θ0) at which the output torque of the engine 22 becomes maximum for each exhaust gas supply ratio (EGR = 0%, EGR = 10%, EGR = 20%, EGR = 30%). , Θ10, θ20, θ30).

  Next, the operation of the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 thus configured, particularly when adjusting the supply ratio and ignition timing when supplying exhaust gas as non-combustion gas to the intake side. Will be described. FIG. 4 is a flowchart showing an example of an EGR adjustment control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time (for example, every several tens of msec).

  When the EGR adjustment control routine is executed, first, the CPU 24a of the engine ECU 24 first sets the rotational speed Ne of the engine 22, the target rotational speed Ne * of the engine 22, the target torque Te *, the ignition timing θign, and the torque command Tm1 * of the motor MG1. Then, a process of inputting data necessary for control such as the target exhaust gas supply ratio EGR * is executed (step S100). Here, the rotation speed Ne is calculated on the basis of the crank position from the crank position sensor 140 and is input in a predetermined area of the RAM 24c. The target rotational speed Ne * and target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are set by the hybrid electronic control unit 70 by communication. The target exhaust gas supply ratio EGR * set by the hybrid electronic control unit 70 is inputted by communication.

  When the data is thus input, it is determined whether or not the engine 22 is in a steady operation state (step S110). In this determination, the engine 22 is in a steady operation state when the engine speed Ne, the target engine speed Ne *, and the target torque Te * are not changed over a predetermined time (for example, several seconds). It can be performed by determining. When the engine 22 is not in a steady operation state, it is determined that the exhaust gas supply ratio cannot be properly adjusted, and this routine is completed.

  On the other hand, when it is determined that the engine 22 is in a steady operation state, it is a ratio to the intake air amount of the exhaust gas actually supplied to the engine 22 based on the torque command Tm1 * of the motor MG1 and the ignition timing θign. The actual exhaust gas supply ratio EGR is calculated (step S120). The actual exhaust gas supply ratio EGR is set in advance as a map for setting an actual exhaust gas supply ratio in the ROM 24b by setting the relationship between the torque command Tm1 * of the motor MG1, the ignition timing θign and the exhaust gas supply ratio, and the torque command Tm1 * of the motor MG1 When the ignition timing θign is given, the actual exhaust gas supply ratio EGR is calculated by deriving the corresponding exhaust gas supply ratio from the map. FIG. 5 shows an example of the relationship between the ignition timing θign, the output torque of the engine 22, and the actual exhaust gas supply ratio EGR. As shown in the figure, the actual exhaust gas supply ratio EGR can be obtained if the ignition timing θign and the output torque of the engine 22 are given. In the embodiment, the torque command Tm1 * of the motor MG1 is used instead of the output torque of the engine 22. This is because when the motor MG1 is controlled by the torque command Tm1 *, the driving torque of the motor MG1 becomes the torque command Tm1 *, and the driving torque Tm1 of the motor MG1 is determined when the engine 22 is in a steady operation state. Of the output torque Te and the gear ratio ρ of the power distribution and integration mechanism 30 are based on the following expression (1).

  Tm1 = ρ · Te / (1 + ρ) (1)

  When the actual exhaust gas supply ratio EGR is calculated in this way, the ignition timing θEGR at which the output torque from the engine 22 becomes the largest at the actual exhaust gas supply ratio EGR is obtained, and the difference from the ignition timing θign is calculated and set as the ignition timing correction amount Δθ. (Step S130). In the embodiment, the relationship between the actual exhaust gas supply ratio EGR and the ignition timing θEGR at which the output torque from the engine 22 becomes maximum is obtained in advance and stored in the ROM 24b as an ignition timing setting map, and the actual exhaust gas supply ratio EGR is given. Then, the corresponding ignition timing θEGR is derived from the map, and the difference between the derived ignition timing θEGR and the ignition timing θign is set as the ignition timing correction amount Δθ. When the ignition timing correction amount Δθ is thus set, the ignition timing θign is advanced or retarded by the ignition timing correction amount Δθ.

  Next, it is determined whether or not the exhaust gas supply ratio ratio (EGR / EGR *) of the actual exhaust gas supply ratio EGR to the target exhaust gas supply ratio EGR * is less than a predetermined ratio α (for example, 0.95) (step S140). . Here, the predetermined ratio α is a threshold value for determining whether or not the actual exhaust gas supply ratio EGR is within an allowable range with respect to the target exhaust gas supply ratio EGR *, and is a value smaller than the value 1 and in the vicinity of the value 1 (for example, , 0.95, etc.). The reason why the value less than 1 is used as the predetermined ratio α is that the actual exhaust gas supply ratio EGR is smaller than the target exhaust gas supply ratio EGR * due to clogging of the EGR valve 154 or adhering substances. When the exhaust gas supply ratio ratio (EGR / EGR *) is equal to or greater than the predetermined ratio α, it is determined that the actual exhaust gas supply ratio EGR is within the allowable range, and this routine is completed. On the other hand, when the exhaust gas supply ratio ratio (EGR / EGR *) is less than the predetermined ratio α, it is determined that the actual exhaust gas supply ratio EGR is not within the allowable range, and the EGR valve 154 is controlled to open by the opening correction amount ΔVegr ( Step S150), this routine is finished. Here, in the embodiment, the opening correction amount ΔVegr is such that the exhaust gas supply ratio ratio (EGR / EGR *) of the actual exhaust gas supply ratio EGR to the target exhaust gas supply ratio EGR * is (1−α) even if the EGR valve 154 is opened. It is set as the opening that changes less than. Therefore, even if the EGR valve 154 is opened by the opening correction amount ΔVegr, the exhaust gas supply ratio ratio (EGR / EGR *) does not exceed the value 1.

  According to the internal combustion engine apparatus incorporated in the power output apparatus mounted on the hybrid vehicle 20 of the embodiment described above, when the engine 22 is in a steady operation state, the torque command Tm1 * of the motor MG1 and the ignition timing θign Therefore, the actual exhaust gas supply ratio EGR, which is the ratio of the exhaust gas actually supplied to the engine 22 with respect to the intake air amount, is obtained. Therefore, the actual exhaust gas supply ratio EGR can be determined more appropriately. Moreover, since the actual exhaust gas supply ratio EGR is obtained using the torque command Tm1 * of the motor MG1 corresponding to the output torque of the engine 22, there is no need to separately provide a sensor for detecting the output torque of the engine 22.

  Further, according to the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the ignition timing correction amount Δθ is set according to the actual exhaust gas supply ratio EGR to correct the ignition timing. The engine 22 can be operated at a more appropriate ignition timing, and fuel consumption can be improved. Furthermore, according to the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the exhaust gas supply ratio ratio (EGR / EGR *) of the actual exhaust gas supply ratio EGR to the target exhaust gas supply ratio EGR * is When the ratio is less than the predetermined ratio α, the EGR valve 154 is opened by the opening correction amount ΔVegr set within a range in which the exhaust supply ratio ratio (EGR / EGR *) does not exceed the value 1. Therefore, the actual exhaust supply ratio EGR is set to The target exhaust gas supply ratio EGR * can be approached. As a result, the engine 22 can be operated in an operation state close to the target operation state.

  In the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the ignition timing correction amount Δθ is set according to the actual exhaust gas supply ratio EGR to correct the ignition timing. The ignition timing may not be corrected according to the exhaust gas supply ratio EGR.

  In the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the exhaust gas supply ratio ratio (EGR / EGR *) of the actual exhaust gas supply ratio EGR to the target exhaust gas supply ratio EGR * is less than a predetermined ratio α. In this case, the EGR valve 154 is opened by the opening correction amount ΔVegr set within a range in which the exhaust gas supply ratio (EGR / EGR *) does not exceed the value 1. However, the actual exhaust gas supply ratio EGR and the target The EGR valve 154 may be opened by an opening correction amount corresponding to the difference from the exhaust supply ratio EGR *, or the EGR valve 154 may be opened by an opening corresponding to the exhaust supply ratio ratio (EGR / EGR *). Absent.

  In the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the exhaust gas supply ratio ratio (EGR / EGR *) of the actual exhaust gas supply ratio EGR to the target exhaust gas supply ratio EGR * is less than a predetermined ratio α. In this case, the EGR valve 154 is opened by the opening correction amount ΔVegr set within a range in which the exhaust gas supply ratio ratio (EGR / EGR *) does not exceed the value 1. However, the target of the actual exhaust gas supply ratio EGR Even if the exhaust gas supply rate ratio (EGR / EGR *) to the exhaust gas supply rate EGR * is less than the predetermined ratio α, the opening degree of the EGR valve 154 may not be corrected.

  In the internal combustion engine device incorporated in the power output device mounted on the hybrid vehicle 20 of the embodiment, the actual exhaust gas supply ratio EGR is obtained using the torque command Tm1 * of the motor MG1 instead of the output torque of the engine 22. However, a torque sensor may be attached to the crankshaft 26 to detect the output torque of the engine 22, and the actual exhaust gas supply ratio EGR may be obtained using the detected output torque.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). Further, in the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but FIG. As exemplified in the hybrid vehicle 220 of the modified example, it has an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided. Furthermore, as exemplified in the automobile 320 of the modified example of FIG. 8, it may be configured as a normal automobile that travels by shifting the power from the engine 22 by the automatic transmission 330 and outputting it to the drive wheels 63a and 63b side. . In this case, a torque sensor may be attached to the crankshaft 26 to detect the output torque of the engine 22, and the actual exhaust supply ratio EGR may be obtained using the detected output torque.

  The embodiment has been described as an internal combustion engine device incorporated in a power output device mounted on the hybrid vehicle 20, but is incorporated in a power output device mounted on a moving body such as a vehicle other than a hybrid vehicle, a ship, or an aircraft. An internal combustion engine device may be used, an internal combustion engine device incorporated in a power output device other than a moving body such as a construction facility, or an internal combustion engine device not incorporated in the power output device. Good. Moreover, it is good also as a form of the control method of an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the ignition coil 138 and the engine ECU 24 that controls the ignition coil 138 correspond to “ignition timing adjusting means”, and controls the EGR pipe 152, the EGR valve 154, and the EGR valve 154. The engine ECU 24 corresponds to “exhaust supply means”, and the engine ECU 24 that controls the EGR valve 154 and the ignition coil 138 based on the target exhaust supply ratio EGR * corresponds to “control means”. The hybrid electronic control unit 70 that sets the torque command Tm1 * of the motor MG1 that can be converted into the output torque of the motor MG1 corresponds to “torque detection means”, and the torque command Tm1 * of the motor MG1 when the engine 22 is in a steady operation state. And the ignition timing θign on the engine 22 Engine ECU24 for executing the processing of step S120 of the EGR adjustment control of Figure 4 for obtaining the actual exhaust gas feed rate EGR, which is a ratio of the intake air amount of the exhaust gas is supplied to correspond to the "actual exhaust feed rate calculation means". The power distribution and integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, the motor MG2 corresponds to “electric motor”, the motor MG1 corresponds to “generator”, and the power distribution and integration mechanism 30 This corresponds to “3-axis power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “ignition timing adjusting means” is not limited to the ignition coil 138 or the engine ECU 24 that controls the ignition coil 138, and any means may be used as long as it adjusts the ignition timing of the internal combustion engine. The “exhaust supply means” is not limited to the engine ECU 24 that controls the EGR pipe 152, the EGR valve 154, and the EGR valve 154, but is a ratio to the intake air amount of the exhaust supplied to the intake system of the internal combustion engine. Any device may be used as long as the exhaust gas supply ratio is adjusted and exhaust gas is supplied to the intake system. The “control means” is not limited to the engine ECU 24 that controls the EGR valve 154 and the ignition coil 138 based on the target exhaust gas supply ratio EGR *, but the exhaust gas at the target exhaust gas supply ratio is the intake air of the internal combustion engine. As long as the exhaust gas supply means is controlled so as to be supplied to the system and the ignition timing adjusting means is controlled so as to be ignited at the ignition timing corresponding to the target exhaust gas supply ratio, any means may be used. The “torque detection means” is not limited to one that sets the torque command Tm1 * of the motor MG1 that can be converted into the output torque of the engine 22 in a steady state, and the output torque of the engine 22 is applied to the crankshaft 26 of the engine 22. As long as it detects the output torque of the internal combustion engine, for example, it may be a torque sensor directly attached to detect the engine. As the “actual exhaust gas supply ratio calculating means”, the intake air of the exhaust gas actually supplied to the engine 22 based on the torque command Tm1 * of the motor MG1 and the ignition timing θign when the engine 22 is in a steady operation state. The actual exhaust gas supply ratio EGR, which is a ratio to the quantity, is not limited to that for obtaining the actual exhaust gas supply ratio EGR, but is actually supplied to the internal combustion engine based on the output torque under a predetermined condition and the ignition timing adjusted by the ignition timing adjusting means. Any method may be used as long as it calculates an actual exhaust gas supply ratio that is a ratio of the exhaust gas to the intake air amount. The “power / power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 230, but is connected to the drive shaft and independent of the drive shaft. As long as it is connected to the output shaft of the internal combustion engine in a rotatable manner and outputs torque to the drive shaft and the output shaft with input and output of electric power and power, any configuration may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor generator. Absent. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the manufacturing industry of internal combustion engine devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output device incorporating an internal combustion engine device according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 6 is an explanatory diagram showing an example of a relationship between an exhaust supply ratio, ignition timing, and output torque of an engine 22 in a steady state where the engine speed and the intake air amount are constant. FIG. 4 is a flowchart showing an example of an EGR adjustment control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the relationship between the ignition timing (theta) ignn, the output torque of the engine 22, and the actual exhaust gas supply ratio EGR. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 0 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132
Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor , 150 variable valve timing mechanism, 152 EGR pipe, 154 EGR valve, 156 temperature sensor, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 320 automobile, 330 automatic transmission, MG1, MG2 motor.

Claims (6)

An internal combustion engine, ignition timing adjusting means for adjusting the ignition timing of the internal combustion engine, and adjusting an exhaust gas supply ratio that is a ratio to an intake air amount of exhaust gas supplied to the intake system of the internal combustion engine to make the exhaust gas into the intake system The exhaust gas supply means for supplying and controlling the exhaust gas supply means so that the exhaust gas is supplied to the intake system of the internal combustion engine at a target exhaust gas supply ratio, and the ignition is performed so as to be ignited at an ignition timing corresponding to the target exhaust gas supply ratio. An internal combustion engine device comprising: control means for controlling timing adjustment means;
Torque detecting means for detecting an output torque of the internal combustion engine;
Corresponding to the detected output torque from the map showing the relationship between the output torque of the internal combustion engine, the exhaust gas supply ratio and the ignition timing of the internal combustion engine under a predetermined condition, and the ignition timing adjusted by the ignition timing adjusting means An actual exhaust gas supply ratio calculation means for calculating an exhaust gas supply ratio to be calculated and calculating the derived exhaust gas supply ratio as an actual exhaust gas supply ratio that is a ratio to the intake air amount of the exhaust gas actually supplied to the internal combustion engine;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1 , wherein the predetermined condition is a condition in which the internal combustion engine is in steady operation. The internal combustion engine apparatus according to claim 1 or 2 , wherein the control means is means for controlling the exhaust gas supply means so that the calculated actual exhaust gas supply ratio approaches the target exhaust gas supply ratio. Wherein, according to any one of claims 1 to 3 is a means for controlling the ignition timing adjustment means so that the ignition timing corresponding to when the actual exhaust gas feed rate which is the calculated and the target exhaust feed rate Internal combustion engine device. The internal combustion engine device according to any one of claims 1 to 4 , wherein the internal combustion engine device is incorporated in a power output device that outputs power to a drive shaft.
The power output device is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. A power motive power input / output means for outputting torque to the motor, and an electric motor capable of inputting / outputting power to the drive shaft,
The torque detection means is means for detecting the output torque based on the torque output to the output shaft by the power drive input / output means.
Internal combustion engine device. An internal combustion engine device according to claim 5 ,
The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, and any two of the three shafts Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power;
The torque detection means is means for detecting the output torque based on the driving torque of the generator.
Internal combustion engine device.

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