JP2009079518A - INTERNAL COMBUSTION ENGINE DEVICE, ITS CONTROL METHOD, AND VEHICLE - Google Patents

Abstract

A first purification device having a first purification catalyst that purifies exhaust gas from an internal combustion engine, and a second purification catalyst that purifies at least nitrogen oxides of exhaust gas from the internal combustion engine with higher performance than the first purification catalyst. The deterioration of the emission is suppressed in the apparatus having the second purification device having
When an integrated intake air amount Sq, which is an integrated value of an intake air amount Qa after engine startup, is less than a threshold Sref based on a starting coolant temperature Tws and a catalyst activation flag F2 (S160), the integrated intake air amount Sq. The engine is controlled using a target air-fuel ratio AF * (AF1) that is smaller than when the value is equal to or greater than the threshold value Sref (S170, S200). Thereby, when the 2nd purification catalyst cannot fully exhibit the function, the quantity of nitrogen oxide (NOx) exhausted from an engine can be controlled, and the deterioration of emission can be controlled.
[Selection] Figure 2

Description

  The present invention relates to an internal combustion engine device, a control method therefor, and a vehicle.

Conventionally, as this type of internal combustion engine device, the fuel injection amount is set and tends to increase as the temperature of cooling water (cooling water temperature) for cooling the engine decreases when the engine is started or after the engine is started. There has been proposed one that controls an engine using an injection amount (see, for example, Patent Document 1). Patent Document 1 also describes a catalyst for purifying exhaust from an engine.
JP 2004-183502 A

  By the way, as an internal combustion engine device, a first purification device having a first purification catalyst that mainly purifies carbon monoxide (CO) and hydrocarbons (HC) in exhaust from an engine, and mainly nitrogen in exhaust from the engine. And a second purification device having a second purification catalyst for purifying oxide (NOx). In such an apparatus, when the fuel injection amount is set based only on the cooling water temperature as described above, the cooling water temperature is high to some extent even though the second purification catalyst cannot sufficiently function because its temperature is low. Since the amount of fuel injection does not increase so much, the amount of nitrogen oxide generated cannot be suppressed, and the exhaust from the engine cannot be sufficiently purified by the second purification catalyst, which may lead to deterioration of emissions.

  An internal combustion engine device, a control method therefor, and a vehicle according to the present invention include a first purification device having a first purification catalyst for purifying exhaust from the internal combustion engine, and a first purification catalyst for at least nitrogen oxides in the exhaust from the internal combustion engine. The main object of the present invention is to suppress the deterioration of emissions in a device having a second purification device having a second purification catalyst that purifies with higher performance.

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

The internal combustion engine device of the present invention is
An internal combustion engine device having an internal combustion engine that receives a supply of hydrocarbon fuel and outputs power,
First purifying means disposed in an exhaust system of the internal combustion engine and having a first purifying catalyst for purifying exhaust from the internal combustion engine;
A second purifying means that is disposed in the exhaust system of the internal combustion engine and has a second purifying catalyst that purifies at least nitrogen oxides of the exhaust from the internal combustion engine with higher performance than the first purifying catalyst;
When the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine since the start of the internal combustion engine, is less than a predetermined amount, more fuel is consumed than when the integrated intake air amount is equal to or greater than the predetermined amount. Control means for controlling the internal combustion engine to operate the internal combustion engine with supply to the internal combustion engine;
It is a summary to provide.

  In this internal combustion engine device of the present invention, when the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine after the internal combustion engine is started, is less than the predetermined amount, the integrated intake air amount is greater than the predetermined amount. The internal combustion engine is controlled so that the internal combustion engine is operated with supply of a large amount of fuel to the internal combustion engine. That is, when the cumulative intake air amount is less than a predetermined amount, the internal combustion engine is operated by supplying more fuel to the internal combustion engine than when the cumulative intake air amount is greater than or equal to the predetermined amount. As a result, the amount of nitrogen oxides exhausted from the internal combustion engine when the second purification catalyst cannot sufficiently perform its function, such as immediately after starting the internal combustion engine, can be suppressed. As a result, it is possible to prevent the nitrogen oxides from being sufficiently purified by the second purification catalyst, and it is possible to suppress the deterioration of emissions. Further, since the amount of fuel supplied to the internal combustion engine (hereinafter referred to as fuel amount) is changed based on the integrated intake air amount, the temperature of the cooling water is different from that in which the fuel amount is changed only by the temperature of the cooling water of the internal combustion engine. However, even when the second purification catalyst cannot sufficiently perform its function, it is possible to suppress the deterioration of emission.

  In such an internal combustion engine apparatus of the present invention, the control means is a means for controlling using the predetermined amount that is set to increase as the temperature of the internal combustion engine when the internal combustion engine is started decreases. You can also Although this cannot necessarily be said to be a temperature at which the second purification catalyst can sufficiently perform its function when the cooling water temperature is high to some extent, it is generally considered that the higher the cooling water temperature, the higher the temperature of the second purification catalyst. Based on that.

  Further, in the internal combustion engine device of the present invention, when the high temperature estimation that the temperature of the second purification catalyst is estimated to be equal to or higher than a predetermined temperature when the internal combustion engine is started is not the high temperature estimation time. It can also be a means for controlling by using a value smaller than that as the predetermined amount. In this way, it is possible to suppress the supply of more fuel than necessary to the internal combustion engine when estimating the high temperature. Here, the predetermined temperature may be a value near the lower limit of the temperature at which the second purification catalyst can sufficiently perform its function. In addition, when the internal combustion engine is started, the control means controls the time when the predetermined time has not elapsed since the internal combustion engine was stopped after the warm-up of the internal combustion engine was completed last time as the high temperature estimation time. It can also be a means.

  Further, in the internal combustion engine device of the present invention, the control means sets a target air-fuel ratio that is smaller when the integrated intake air amount is less than the predetermined amount, compared to when the integrated intake air amount is greater than or equal to the predetermined amount. In addition, it may be a means for controlling the internal combustion engine so that the internal combustion engine is operated with supply of the fuel amount based on the set target air-fuel ratio to the internal combustion engine.

  The vehicle of the present invention is the internal combustion engine device of the present invention according to any one of the above-described aspects, that is, the internal combustion engine device that basically has an internal combustion engine that outputs power upon receiving the supply of hydrocarbon fuel. First purification means having a first purification catalyst disposed in the exhaust system of the internal combustion engine for purifying exhaust from the internal combustion engine, and at least of the exhaust from the internal combustion engine disposed in the exhaust system of the internal combustion engine A second purifying means having a second purifying catalyst that purifies nitrogen oxide with higher performance than the first purifying catalyst, and an integrated value that is an integrated value of an intake air amount of the internal combustion engine after the internal combustion engine is started When the intake air amount is less than a predetermined amount, the internal combustion engine is controlled so that the internal combustion engine is operated with supply of more fuel to the internal combustion engine than when the cumulative intake air amount is equal to or greater than the predetermined amount. Control means to Equipped with an internal combustion engine apparatus comprising, a gist that the vehicle travels using power from the internal combustion engine.

  Since the vehicle according to the present invention is equipped with the above-described internal combustion engine device according to the present invention, the effects exerted by the internal combustion engine device according to the present invention, for example, it is suppressed that nitrogen oxides cannot be sufficiently purified by the second purification catalyst. It is possible to achieve the same effect as the effect of suppressing the deterioration of emission.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine that receives a supply of hydrocarbon fuel and outputs power; a first purification means that is disposed in an exhaust system of the internal combustion engine and has a first purification catalyst that purifies exhaust from the internal combustion engine; and the internal combustion engine And a second purifying means having a second purifying catalyst that is disposed in the exhaust system of the engine and purifies at least nitrogen oxides in the exhaust from the internal combustion engine with higher performance than the first purifying catalyst. A control method,
When the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine since the start of the internal combustion engine, is less than a predetermined amount, more fuel is consumed than when the integrated intake air amount is equal to or greater than the predetermined amount. Controlling the internal combustion engine to operate the internal combustion engine with supply to the internal combustion engine;
It is characterized by that.

  In this internal combustion engine device of the present invention, when the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine after the internal combustion engine is started, is less than the predetermined amount, the integrated intake air amount is greater than the predetermined amount. The internal combustion engine is controlled so that the internal combustion engine is operated with supply of a large amount of fuel to the internal combustion engine. That is, when the cumulative intake air amount is less than a predetermined amount, the internal combustion engine is operated by supplying more fuel to the internal combustion engine than when the cumulative intake air amount is greater than or equal to the predetermined amount. As a result, the amount of nitrogen oxides exhausted from the internal combustion engine when the second purification catalyst cannot sufficiently perform its function, such as immediately after starting the internal combustion engine, can be suppressed. As a result, it is possible to prevent the nitrogen oxides from being sufficiently purified by the second purification catalyst, and it is possible to suppress the deterioration of emissions. Further, since the amount of fuel supplied to the internal combustion engine (hereinafter referred to as fuel amount) is changed based on the integrated intake air amount, the temperature of the cooling water is different from that in which the fuel amount is changed only by the temperature of the cooling water of the internal combustion engine. However, even when the second purification catalyst cannot sufficiently perform its function, it is possible to suppress the deterioration of emission.

  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 an automobile 20 equipped with an internal combustion engine device according to an embodiment of the present invention. As shown in the figure, the automobile 20 of the embodiment includes an engine 22, a transmission 60 connected to drive wheels 64a and 64b via a crankshaft 34 and a differential gear 62 as an output shaft of the engine 22, and the entire vehicle. And an electronic control unit 70 for controlling.

The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, for example, and sucks air purified by an air cleaner 23 through a throttle valve 24 as shown in the figure. Both the fuel injection valve 26 injects gasoline and mixes the sucked air and gasoline, the mixture is sucked into the combustion chamber through the intake valve 28, and explosively burned by the electric spark from the spark plug 30. The reciprocating motion of the piston 32 pushed down by the energy is converted into the rotational motion of the crankshaft 34. The exhaust from the engine 22 is a first purification that mainly purifies carbon monoxide (CO) and hydrocarbons (HC) among harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). A first purification device 52 having a catalyst 52a and a first purification device 52 that is disposed at a position that is more easily cooled than the first purification device 52 (for example, the lower part of the passenger compartment) and mainly purifies nitrogen oxides (NOx) among harmful components. The second purification device 56 having the second purification catalyst 56a is discharged to the outside air. Here, the first purification catalyst 52a is mainly composed of an oxidation catalyst such as platinum (Pt) or palladium (Pd), or a co-catalyst such as ceria (CeO ₂ ), and is activated at a high temperature to act as an oxidation catalyst. As a result, carbon monoxide (CO) and fuel (HC) contained in the exhaust gas are purified to water (H ₂ O) and carbon dioxide (CO ₂ ). The second purification catalyst 56a is mainly composed of a reduction catalyst such as rhodium (Rh) or a co-catalyst such as ceria (CeO ₂ ). The second purification catalyst 56a is activated at a high temperature and is contained in exhaust gas by the action of the reduction catalyst. The oxide (NOx) is purified to nitrogen (N ₂ ), oxygen (O ₂ ), or the like. In the embodiment, the engine 22 is cranked and started by a starter (not shown) connected to the crankshaft 34 of the engine 22 when the ignition is turned on.

  The electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, and an input / output port (not shown) in addition to the CPU 72. The electronic control unit 70 is attached to the crank position from the crank position sensor 40 that detects the rotational position of the crankshaft 34, the cooling water temperature Tw from the water temperature sensor 42 that detects the temperature of the cooling water of the engine 22, and the combustion chamber. In-cylinder pressure from the pressure sensor, intake valve 28 for intake and exhaust to the combustion chamber, cam position from the cam position sensor 44 for detecting the rotational position of the camshaft for opening and closing the exhaust valve, and throttle for detecting the position of the throttle valve 24 The throttle position from the valve position sensor 46, the air flow meter signal from the air flow meter 48 attached to the intake pipe, the intake air temperature from the temperature sensor 49 also attached to the intake pipe, the air fuel ratio from the air fuel ratio sensor 53, the oxygen sensor Oxygen signal from 54 The ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The electronic control unit 70 also supplies a drive signal to the fuel injection valve 26, a drive signal to the throttle motor 36 that adjusts the position of the throttle valve 24, a control signal to the ignition coil 38 integrated with the igniter, and intake air. Control signals to the variable valve timing mechanism 50 and the transmission 60 that can change the opening / closing timing of the valve 28 are output via an output port.

  Next, the operation of the automobile 20 of the embodiment configured in this way, particularly the operation when the ignition 22 is turned on and the engine 22 is started and operated will be described. FIG. 2 is a flowchart showing an example of an engine operation control routine executed by the electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) after the engine 22 is started.

When the engine operation control routine is executed, the CPU 72 of the electronic control unit 70 first inputs the intake air amount Qa from the air flow meter 48 (step S100),
The integrated intake air amount Sq is calculated by integrating the intake air amount Qa (step S110). The integrated intake air amount Sq corresponds to an integrated value of the intake air amount Qa after the engine 22 is started.

  Subsequently, the value 0 is set as the initial value and the value of the threshold setting completion flag F1 is set to 1 when the threshold value Sref described later is set (step S120). When it is 0, whether or not the cooling water temperature Tws at the start as the cooling water temperature Tw when the engine 22 is started and the state in which it can be estimated that the second purification catalyst 56a can sufficiently perform its function (hereinafter referred to as the activity estimation state) Specifically, a catalyst activation flag F2 indicating whether the temperature of the second purification catalyst 56a can be estimated to be equal to or higher than a predetermined temperature (for example, 400 ° C., 450 ° C., etc.) is input (step S130). Here, the cooling water temperature Tws at the start is input by reading the temperature detected by the water temperature sensor 42 when the engine 22 is started and written in a predetermined address of the RAM 76. Further, the catalyst activation flag F2 is set to a value of 1 in step S190 described later when it is determined that the warming up of the second purification catalyst 56a is completed, and the engine 22 is stopped as an initial value or after the value of 1 is set. This is a flag in which a value of 0 is set when a predetermined time (for example, 1 hour or 1.5 hours) has elapsed since the start.

  Then, a threshold value Sref is set based on the input start-time coolant temperature Tws and the catalyst activation flag F2 (step S140), and a value 1 is set to the threshold setting completion flag F1 (step S150). Here, as the threshold value Sref, a value that can be used to estimate that the amount of heat required to bring the second purification catalyst 56a into the activity estimation state is supplied to the second purification catalyst 56a can be used. In this embodiment, the threshold value Sref is determined in advance through experiments or the like and stored in the ROM 74 by the experiment, for example, in relation to the starting coolant temperature Tws, the catalyst activation flag F2, and the threshold value Sref, and the startup cooling water temperature Tws and the catalyst activation flag F2 , The corresponding threshold value Sref is derived from the stored map and set. An example of the threshold setting map is shown in FIG. As shown in FIG. 3, the threshold value Sref is set so as to decrease as the starting coolant temperature Tws is higher, and is set to a smaller value when the catalyst activation flag F2 is 1 than when the value is 0. It was. The reason for this setting will be described later. When the value 1 is set in the threshold setting completion flag F1, when this routine is executed after the next time, the process proceeds to step S160 without executing the processes of steps S130 to S150.

  Subsequently, the integrated intake air amount Sq is compared with the threshold value Sref (step S160). When the integrated intake air amount Sq is less than the threshold value Sref, the amount of heat required to bring the second purification catalyst 56a into the activity estimation state is still the second amount. The air-fuel ratio AF1 that is smaller than the air-fuel ratio AF0 (for example, 14.6) when the integrated intake air amount Sq is greater than or equal to the threshold value Sref (when the engine 22 is normally operated) is determined to be unpredictable. (For example, 14.4) is set to the target air-fuel ratio AF * (step S170), the engine 22 is controlled to operate using the set target air-fuel ratio AF * (step S200), and the engine operation control routine is terminated. . Specifically, as the operation control of the engine 22, the target fuel injection amount Qf * is set so that the air-fuel ratio becomes the target air-fuel ratio AF * based on the intake air amount Qa, and in accordance with the set target fuel injection amount Qf *. Fuel injection control for driving the fuel injection valve 26, intake air amount control, ignition control, and the like are performed so that the fuel is injected for the fuel injection time. The intake air amount control and ignition control are not described in detail because they do not form the core of the present invention.

  When the integrated intake air amount Sq is greater than or equal to the threshold value Sref in step S160, it is determined that it can be estimated that the amount of heat required to bring the second purification catalyst 56a into the activity estimation state is supplied to the second purification catalyst 56a, and the air-fuel ratio AF0 is set. The target air-fuel ratio AF * is set (step S180), the catalyst activation flag F2 is set to 1 (step S190), and the engine 22 is controlled to operate using the target air-fuel ratio AF * (step S200). The operation control routine is terminated.

  Here, as shown in FIG. 3, the threshold value Sref is set to tend to be smaller as the starting coolant temperature Tws is higher. When the catalyst activation flag F2 is 1, the value is smaller than when the value is 0. The reason for setting will be described. As for the former, although it cannot be said that the second purification catalyst 56a is in the activity estimation state only when the cooling water temperature Tw is high to some extent, in general, the higher the startup cooling water temperature Tws, the higher the temperature of the second purification catalyst 56a. This is because the cumulative intake air amount Sq required to bring the second purification catalyst 56a into the activity estimation state is considered to be smaller as the starting coolant temperature Tws is higher. Regarding the latter, when the catalyst activation flag F2 is the value 1, the second purification catalyst 56a is in the activity estimation state, so it may be possible to set a smaller value than when the catalyst activation flag F2 is the value 1. Because it is. By setting the threshold value Sref to the tendency shown in FIG. 3 based on the starting coolant temperature Tws and the catalyst activation flag F2, the integrated intake air amount Sq required for the second purification catalyst 56a to enter the activity estimation state is more appropriate. Can be set to As a result, when the second purification catalyst 56a is not in the estimated activity state, nitrogen oxide (NOx) exceeding the purification performance of the second purification catalyst 56a due to the air-fuel ratio AF0 being set to the target air-fuel ratio AF * is obtained from the engine 22. Deterioration of emissions due to exhaust can be suppressed. It is also possible to suppress waste of fuel consumption by setting the air-fuel ratio AF1 to the target air-fuel ratio AF * for a longer time than necessary.

  According to the automobile 20 of the embodiment described above, the integrated intake air amount Sq, which is the integrated value of the intake air amount Qa after the engine 22 is started, is set based on the starting coolant temperature Tws and the catalyst activation flag F2. When the value is less than the threshold value Sref, the target air-fuel ratio AF * (AF1) smaller than the target air-fuel ratio AF * (AF0) when the integrated intake air amount Sq is equal to or greater than the threshold value Sref is set and the set target air-fuel ratio AF * Since the engine 22 is controlled using (AF1), the amount of nitrogen oxide (NOx) exhausted from the engine 22 when the second purification catalyst 56a cannot sufficiently perform its function can be suppressed, and the emission can be reduced. Can be prevented. Further, by changing the target air-fuel ratio AF * based on the integrated intake air amount Sq, the deterioration of the emission is suppressed even when the cooling water temperature Tw is high to some extent but the second purification catalyst is not at a temperature at which its function can be sufficiently exhibited. be able to.

  In the automobile 20 of the embodiment, as shown in FIG. 3, the threshold value Sref is set based on the starting cooling water temperature Tws and the catalyst activation flag F2, but the starting cooling water temperature Tws and the catalyst activation flag F2 The threshold value Sref may be set based on only one of them, or a fixed value may be used.

  In the automobile 20 of the embodiment, after the value 1 is set for the catalyst activation flag F2, the value 0 is set when a predetermined time (for example, 1 hour or 1.5 hours) elapses after the engine 22 is stopped. However, instead of or in addition to the time from when the engine 22 is stopped, the timing of switching from the value 1 to the value 0, the change in the cooling water temperature Tw after the engine 22 is stopped It is good also as what considers.

  In the automobile 20 of the embodiment, when the integrated intake air amount Sq is less than the threshold value Sref, the air-fuel ratio AF1 (for example, 14.4) is set to the target air-fuel ratio AF *, and when the integrated intake air amount Sq is equal to or greater than the threshold value Sref. The air-fuel ratio AF0 (for example, 14.6) is set to the target air-fuel ratio AF *. However, when the integrated intake air amount Sq is less than the threshold value Sref, the integrated intake air amount Sq is greater than or equal to the threshold value Sref. If the target air / fuel ratio AF * is set to a small value, the target air / fuel ratio AF * may be set in consideration of the rotational speed of the engine 22 or the load required for the engine 22.

  In the automobile 20 of the embodiment, when the integrated intake air amount Sq is less than the threshold value Sref, the fuel injection control is performed by setting a smaller target air-fuel ratio AF * than when the integrated intake air amount Sq is greater than or equal to the threshold value Sref. However, it is only necessary to perform fuel injection control or the like so that the engine 22 is operated with supply of more fuel than when the cumulative intake air amount Sq is equal to or greater than the threshold value Sref.

  In the embodiment, the automobile 20 that travels using only the power from the engine 22 has been described, but any automobile that travels using the power from the engine may be used. For example, the automobile of the modified example of FIG. As illustrated in 120, an engine 22 and a motor MG1 that output power to the drive wheels 64a and 64b via the planetary gear mechanism 130, and a motor MG2 that inputs and outputs power to the drive wheels 64a and 64b are provided. It is good.

  In the embodiment, the internal combustion engine apparatus mounted on the automobile 20 has been described. However, an internal combustion engine apparatus mounted on a vehicle (for example, a train) other than the automobile may be used, and the internal combustion engine apparatus that is not mounted on the automobile. It does not matter as the form. Moreover, it is good also as a form of the control method of an internal combustion engine apparatus.

  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 first purification device 52 corresponds to a “first purification device”, the second purification device 56 corresponds to a “second purification device”, and the engine 22 When the integrated intake air amount Sq, which is the integrated value of the intake air amount Qa since the start, is less than a threshold value Sref set based on the starting coolant temperature Tws and the catalyst activation flag F2, the integrated intake air amount Sq is The target air-fuel ratio AF * (AF1) smaller than the target air-fuel ratio AF * (AF0) when the threshold value is Sref or higher is set, and the engine 22 is controlled using the set target air-fuel ratio AF * (AF1) in FIG. The electronic control unit 70 that executes the engine operation control routine corresponds to “control means”.

Here, the “internal combustion engine” is not limited to the engine 22 and may be any engine as long as it receives the supply of hydrocarbon fuel and outputs power.
The “first purifying means” is not limited to the first purifying device 52, and any “first purifying device” may be used as long as it has a first purifying catalyst that is disposed in the exhaust system of the internal combustion engine and purifies exhaust gas from the internal combustion engine. It does n’t matter. The “second purification means” is not limited to the second purification device 56, and is disposed at a position that is more easily cooled than the first purification catalyst in the exhaust system of the internal combustion engine, and at least nitrogen in the exhaust from the internal combustion engine. Any oxide may be used as long as it has a second purification catalyst that purifies with higher performance than the first purification catalyst.
As the “control means”, the integrated intake air amount Sq, which is an integrated value of the intake air amount Qa after the engine 22 is started, is less than a threshold value Sref set based on the starting coolant temperature Tws and the catalyst activation flag F2. At this time, the target air-fuel ratio AF * (AF1) smaller than the target air-fuel ratio AF * (AF0) when the integrated intake air amount Sq is equal to or greater than the threshold value Sref is set and the set target air-fuel ratio AF * (AF1) is set. It is not limited to the one used to control the engine 22, and when the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine after the internal combustion engine is started, is less than a predetermined amount, the integrated intake air amount As long as the internal combustion engine is controlled so as to be operated with a supply of more fuel to the internal combustion engine than when the fuel is greater than or equal to the predetermined amount, 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 problems is the same as that of the embodiment described in the column of means for solving the problems. 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 problems. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. 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 is applicable to an internal combustion engine device, a vehicle manufacturing industry, and the like.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 as one Example of this invention. 3 is a flowchart showing an example of an engine operation control routine executed by an electronic control unit 70. It is explanatory drawing which shows an example of the map for threshold value setting. It is a block diagram which shows the outline of a structure of the motor vehicle 120 of a modification.

Explanation of symbols

  20,120 Car, 22 Engine, 23 Air cleaner, 24 Throttle valve, 26 Fuel injection valve, 28 Intake valve, 30 Spark plug, 32 Piston, 34 Crankshaft, 36 Throttle motor, 38 Ignition coil, 40 Crank position sensor, 42 Water temperature Sensor, 44 Cam position sensor, 46 Throttle valve position sensor, 48 Air flow meter, 49 Temperature sensor, 50 Variable valve timing mechanism, 52 First purification device, 52a First purification catalyst, 53 Air-fuel ratio sensor, 54 Oxygen sensor, 56 First 2 purification device, 56a second purification catalyst, 60 transmission, 62 differential gear, 64a, 64b drive wheel, 70 electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal 86 brake pedal position sensor, 88 vehicle speed sensor, 130 planetary gear mechanism, MG1, MG2 motor.

Claims (7)

An internal combustion engine device having an internal combustion engine that receives a supply of hydrocarbon fuel and outputs power,
First purifying means disposed in an exhaust system of the internal combustion engine and having a first purifying catalyst for purifying exhaust from the internal combustion engine;
A second purifying means that is disposed in the exhaust system of the internal combustion engine and has a second purifying catalyst that purifies at least nitrogen oxides of the exhaust from the internal combustion engine with higher performance than the first purifying catalyst;
When the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine since the start of the internal combustion engine, is less than a predetermined amount, more fuel is consumed than when the integrated intake air amount is equal to or greater than the predetermined amount. Control means for controlling the internal combustion engine to operate the internal combustion engine with supply to the internal combustion engine;
An internal combustion engine device comprising:   2. The internal combustion engine apparatus according to claim 1, wherein the control means is means for controlling using the predetermined amount set so as to increase as the temperature of the internal combustion engine when the internal combustion engine is started is lower.   The control means is configured to set a value smaller than the predetermined amount during high temperature estimation when the temperature of the second purification catalyst is estimated to be equal to or higher than a predetermined temperature when the internal combustion engine is started. The internal combustion engine device according to claim 1 or 2, wherein the internal combustion engine device is used as a control means.   The control means is a means for controlling, when starting the internal combustion engine, a time when a predetermined time has not elapsed since the internal combustion engine was stopped after the warm-up of the internal combustion engine was completed last time as the high temperature estimation time. The internal combustion engine device according to claim 3.   When the integrated intake air amount is less than the predetermined amount, the control means sets a target air-fuel ratio that is smaller than that when the integrated intake air amount is equal to or greater than the predetermined amount, and is based on the set target air-fuel ratio. The internal combustion engine device according to any one of claims 1 to 4, which is means for controlling the internal combustion engine so that the internal combustion engine is operated with supply of a fuel amount to the internal combustion engine.   A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 5 and running using power from the internal combustion engine. An internal combustion engine that receives a supply of hydrocarbon fuel and outputs power; a first purification means that is disposed in an exhaust system of the internal combustion engine and has a first purification catalyst that purifies exhaust from the internal combustion engine; and the internal combustion engine And a second purifying means having a second purifying catalyst that is disposed in the exhaust system of the engine and purifies at least nitrogen oxides in the exhaust from the internal combustion engine with higher performance than the first purifying catalyst. A control method,
When the integrated intake air amount, which is the integrated value of the intake air amount of the internal combustion engine since the start of the internal combustion engine, is less than a predetermined amount, more fuel is consumed than when the integrated intake air amount is equal to or greater than the predetermined amount. Controlling the internal combustion engine to operate the internal combustion engine with supply to the internal combustion engine;
A control method for an internal combustion engine device.

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