Engine control device

Abstract

To suppress discomfort of a user.SOLUTION: When partial cylinder fuel cut is executed, power raising for controlling an engine so that temporarily requested power larger than requested power that should be output from the engine is output from a remaining cylinder other than a partial cylinder is executed. When a filter regeneration request is made, if at least one condition out of a first condition where opening / closing timing of an intake valve is the earliest timing within a possible range and a second condition where the temporarily requested power exceeds prescribed power by executing the partial cylinder fuel cut is satisfied, the partial cylinder fuel cut and the power raising are prohibited.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to an engine control device. [Background technology]

[0002] Conventionally, as a control device for this type of engine, one that controls a multi-cylinder engine that has a filter in the exhaust system to remove particulate matter has been proposed (see, for example, Patent Document 1). In this control device, a partial cylinder fuel cut is performed, which stops the fuel supply to some of the multiple cylinders, thereby raising the temperature of the filter and regenerating the filter. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-90735 Summary of the Invention [Problem to be solved by the invention]

[0004] In the engine control device described above, when partial cylinder fuel cut is performed, the torque output from the engine decreases compared to when fuel is supplied to all cylinders. One method for suppressing this decrease in engine torque is to increase the amount of fuel supplied to the remaining cylinders. However, because the amount of fuel cannot be increased indefinitely, if the engine requires greater power or torque, the request cannot be satisfied, resulting in a shock or other discomfort to the user.

[0005] The engine control device of the present invention has a main object to suppress the discomfort felt by the user. [Means for solving the problem]

[0006] The engine control device of the present invention employs the following means to achieve the above-mentioned main object. The first engine control device of the present invention is used in a multiple cylinder engine having an exhaust system with a filter that removes particulate matter and a variable valve timing mechanism that can change the opening and closing timing of the intake valve, and when a request for regeneration of the filter is made, the engine control device performs a partial cylinder fuel cut that stops fuel supply to some of the multiple cylinders.When the partial cylinder fuel cut is made, power increase is performed to control the engine so that a provisional required power that is greater than the required power to be output from the engine is output from the remaining cylinders excluding some of the cylinders.When a request for regeneration of the filter is made, the gist is that the partial cylinder fuel cut and the power increase are prohibited when at least one of a first condition that the opening and closing timing of the intake valve is the earliest possible timing within a range, and a second condition that the provisional required power exceeds a predetermined power when the partial cylinder fuel cut is made is met.

[0007] In the first engine control device of the present invention, the engine is mounted on a hybrid vehicle together with a first motor connected to an output shaft of the engine, a second motor capable of inputting and outputting power for driving, and an electric storage device capable of exchanging electric power with the first motor and the second motor, and execution of the partial-cylinder fuel cut and the power increase may be prohibited when at least one of the first condition, the second condition, and a third condition is met in which the discharge power of the electric storage device required to increase the engine power that is transiently reduced by the partial-cylinder fuel cut is greater than an output limit of the electric storage device. In this case, the partial-cylinder fuel cut and the power increase may be prohibited when at least one of the first condition, the second condition, the third condition, and a fourth condition is met in which the engine speed exceeds a predetermined speed when the partial-cylinder fuel cut and the power increase are executed.

[0008] The second engine control device of the present invention is used in a multiple cylinder engine having a filter in the exhaust system that removes particulate matter, and is an engine control device that performs a partial cylinder fuel cut to stop fuel supply to some of the multiple cylinders when a request for filter regeneration is made.When performing the partial cylinder fuel cut, it performs power increase to control the engine so that a provisional required power greater than the required power to be output from the engine is output from the remaining cylinders excluding some of the cylinders, and when a request for filter regeneration is made, if performing the partial cylinder fuel cut and the power increase would cause the provisional required power to exceed a predetermined power, it prohibits the execution of the partial cylinder fuel cut and the power increase. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram showing the outline of the configuration of a hybrid vehicle 20. FIG. [Figure 2] FIG. 2 is a diagram showing the outline of the configuration of an engine 22. [Figure 3] 1 shows an example of an operating point of the engine 22 when power boosting is performed. [Figure 4] 6 is a flowchart showing an example of a first determination routine. [Figure 5] 10 is a flowchart showing an example of a second determination routine. DETAILED DESCRIPTION OF THE INVENTION

[0010] Next, a mode for carrying out the present invention will be described using examples. [Example]

[0011] Fig. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine control device according to one embodiment of the present invention. Fig. 2 is a diagram showing an outline of the configuration of an engine 22. As shown in the figure, the hybrid vehicle 20 of the embodiment includes the engine 22, a planetary gear 30, motors MG1 and MG2 (first and second motors), inverters 41 and 42, a battery (electricity storage device) 50, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0012] The engine 22 is configured as a multi-cylinder internal combustion engine. The engine 22 draws air purified by an air cleaner 122 into an intake pipe 125 via a throttle valve 124, and injects fuel from a fuel injection valve 126 to mix the air and fuel. This mixture is then drawn into a combustion chamber 129 via an intake valve (intake valve) 128a, where it is explosively combusted by an electric spark from an ignition plug 130. The resulting energy pushes down a piston 132, whose reciprocating motion is converted into rotational motion of a crankshaft (output shaft) 26. Exhaust gas discharged from the combustion chamber 129 through an exhaust valve 128b into an exhaust pipe 133 is purified by an exhaust purification device 134 equipped in the exhaust system and having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx), and a gasoline particulate filter (hereinafter referred to as "GPF") 25. The GPF 25 is formed as a porous filter using ceramics, stainless steel, or the like, and captures particulate matter (PM) such as soot. The engine 22 is equipped with a variable valve timing mechanism 150. The variable valve timing mechanism 150 advances or retards the rotational position of an intake camshaft, which opens and closes the intake valve 128a relative to the crankshaft 26, within a predetermined range including a reference position (reference angle), to change the opening and closing timing VTin of the intake valve 128a within a predetermined timing range. In this embodiment, by advancing the rotational position of the intake camshaft from the reference position (advancing the opening and closing timing VTin of the intake valve 128a), the engine 22 can be brought into an operating state capable of outputting high torque.

[0013] Although not shown, the engine ECU 24 is configured as a microprocessor centered around a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 26, and a coolant temperature Tw from a water temperature sensor 142 that detects the temperature of the coolant for the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θca and θcb from cam position sensors 144a and 144b that detect the rotational position of an intake camshaft that opens and closes the intake valve 128a and an exhaust camshaft that opens and closes the exhaust valve 128b. Other examples include a throttle opening TH from a throttle valve position sensor 146 that detects the position of the throttle valve 124, an intake air amount Qa from an air flow meter 148 attached to the intake pipe 125, and an intake air temperature Ta from a temperature sensor 149 attached to the intake pipe 125. Other examples include an air-fuel ratio AF from an air-fuel ratio sensor 135a attached to the exhaust pipe 133 upstream of the exhaust purification device 134, an oxygen signal O2 from an oxygen sensor 135b attached to the exhaust pipe 133 downstream of the exhaust purification device 134, and a catalyst temperature Tsc from a temperature sensor 135c that detects the temperature of the three-way catalyst 134a. Other examples include a GPF temperature Tgpf from a temperature sensor 25c that detects the temperature of the GPF 25. The engine ECU 24 outputs various control signals for controlling the operation of the engine 22 via output ports. Examples of signals output from engine ECU 24 include a drive control signal to throttle motor 136 that adjusts the position of throttle valve 124, a drive control signal to fuel injection valve 126, a drive control signal to ignition coil 138 integrated with an igniter, and a control signal to variable valve timing mechanism 150 that can change the opening and closing timing of intake valve 128a.The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22, based on the crank angle θcr.

[0014] The planetary gear 30 is configured as a single-pinion planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36, which is coupled to drive wheels (front wheels) 39a, 39b via a differential gear 38, is connected to a ring gear of the planetary gear 30. As described above, the crankshaft 23 of the engine 22 is connected to the carrier of the planetary gear 30.

[0015] The motor MG1 is configured as, for example, a synchronous generator motor, and as described above, its rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and its rotor is connected to the drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2, and are connected to a battery 50 via a power line 54. The motors MG1 and MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40, which controls the switching of a plurality of switching elements (not shown) of the inverters 41 and 42.

[0016] The motor ECU 40 includes a microcomputer (not shown) having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors required for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input port. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position sensors (not shown) that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors (not shown) that detect the phase currents flowing through the phases of the motors MG1 and MG2. The motor ECU 40 outputs switching control signals and other signals to multiple switching elements (not shown) of the inverters 41 and 42 via the output port. The motor ECU 40 is connected to the HVECU 70 via the communication port. The motor ECU 40 calculates the electrical angles θe1, θe2 and rotation speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position sensors.

[0017] Battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery, and as described above, is connected to inverters 41, 42 via power line 54. Battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

[0018] Although not shown, the battery ECU 52 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a voltage Vb from a voltage sensor 50a attached between the terminals of the battery 50 and a current Ib from a current sensor 50b attached to the output terminal of the battery 50. The battery ECU 52 is connected to the HVECU 70 via the communication port. The battery ECU 52 calculates a power storage percentage SOC based on an integrated value of the current Ib of the battery 50 from the current sensor 50b. The power storage percentage SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0019] The HVECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports (not shown). Signals from various sensors are input to the HVECU 70 via the input ports. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81. Other signals include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the depression amount of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the depression amount of a brake pedal 85, a vehicle speed V from a vehicle speed sensor 87, and a regeneration request signal from a regeneration request switch 88 that requests GPF regeneration. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication ports.

[0020] In the hybrid vehicle 20 of the embodiment configured as described above, basically, the HVECU 70, the engine ECU 24, and the motor ECU 40 cooperatively control the engine 22 and the motors MG1, MG2 (inverters 41, 42) so that the vehicle travels with a required torque Td* based on the accelerator opening Acc and the vehicle speed V in a hybrid travel (HV travel) mode in which the vehicle travels with the engine 22 operating, or in an electric travel (EV travel) mode in which the vehicle travels with the engine 22 stopped. Note that the EV travel mode is not central to the present invention, and therefore a detailed description thereof will be omitted.

[0021] In the HV driving mode, the HVECU 70 sets a required torque Td* required for driving (required of the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and calculates a required driving power Pd* required for driving (required of the drive shaft 36) by multiplying the set required torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2). Next, the HVECU 70 subtracts a required charging / discharging power Pb* (a positive value when discharging from the battery 50) based on the state of charge of the battery 50 from the required driving power Pd* to set a required power Pe* required of the engine 22. Next, the target rotation speed Ne* and target torque Te* of the engine 22 are set so that the required power Pe* is output from the engine 22. The target rotation speed Ne* and target torque Te* are set as operating points (rotation speed, torque) on an optimal operation line corresponding to the required power Pe*. The optimal operation line is set based on the vehicle speed V from among a plurality of operation lines determined for each vehicle speed V as an operation line that optimizes fuel economy while taking into account noise, vibration, and the like among the operating points of the engine 22. Then, a torque command Tm1* for the motor MG1 and a torque command Tm2* for the motor MG2 are set so that the engine 22 rotates at the target rotation speed Ne* and a required torque Td* is output to the drive shaft 36 within the range of input / output limits Win and Wout of the battery 50 (maximum values ​​of power that are allowed to be charged to and discharged from the battery 50). The target rotation speed Ne* and target torque Te* for the engine 22 are sent to the engine ECU 24, and the torque commands Tm1* and Tm2* for the motors MG1 and MG2 are sent to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like for the engine 22 based on the target rotation speed Ne* and target torque Te* so that the engine 22 is operated by basically supplying fuel to all cylinders. The motor ECU 40 controls the switching of the transistors of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*.

[0022] The HVECU 70 executes partial cylinder fuel cut (partial cylinder FC) when the user turns on the regeneration request switch 88 to input a regeneration request signal and when execution of partial cylinder fuel cut (partial cylinder FC) is permitted in a determination routine described below. In partial cylinder FC, fuel supply to some of the multiple cylinders (one cylinder in this embodiment) is stopped, and fuel is supplied to the remaining cylinders to operate the engine 22. The partial cylinder FC introduces more oxygen into the GPF 25 from the cylinders to which fuel supply is stopped, thereby effectively combusting particulate matter accumulated in the GPF 25 and regenerating the GPF 25.

[0023] When partial cylinder FC is performed, power increase is performed. FIG. 3 is an explanatory diagram illustrating an example of an operating point of the engine 22 when power increase is performed. In power increase, a running power requirement Pd* is set using the same processing as in the HV running mode described above. The required power Pe* is set by subtracting the charging / discharging power requirement Pb* from the set running power requirement Pd*. The required power Pe* is then multiplied by an FF coefficient Cff greater than 1 (=Pe*·Cff), and the resulting value is subtracted by the charging / discharging power requirement Pbf*. The provisional power Petmp is set to the greater of the following: a minimum power Pemin, which is the minimum value of power that can be output from the engine 22 when operating under load. Then, intake air amount control, fuel injection control, ignition control, and the like of the engine 22 are performed so that the engine 22 is operated at a target rotation speed Netag and a target torque Tetag on an optimal operating line corresponding to the provisional power Petmp. If the engine 22 is operated at an operating point (point A in the figure) on the optimal operating line corresponding to the required power Pe* during partial-cylinder FC, torque is not output from some cylinders during partial-cylinder FC. Therefore, the torque actually output from the engine 22 is smaller than the torque at point A (point B in the figure), resulting in a decrease in the power output from the engine 22. In power boosting, this decrease in power is taken into account and the provisional required power Petmp is set to a value greater than the required power Pe* without falling below the minimum power Pemin. Then, by controlling the intake air amount, fuel injection, ignition, and the like of the engine 22 so that the engine 22 is operated at the target rotation speed Netag and target torque Tetag (point E in the figure) on the optimal operating line corresponding to the provisional required power Petmp, the torque actually output from the engine 22 becomes smaller than the target torque Tetag, and the actual operating point of the engine 22 becomes a point on the line where the required power Pe* is constant. This control prevents a decrease in the power output from the engine 22 when partial-cylinder FC is performed. Here, the FF coefficient Cff is a value obtained by multiplying the coefficient C1 by the environmental correction coefficient Cc.The coefficient C1 is a coefficient for adjusting the power actually output from the engine 22 to the required power Pe* when partial-cylinder FC is performed in an environment of 1013 hPa, and is determined through experiments, analysis, machine learning, etc. The environmental correction coefficient Cc is a coefficient for suppressing a decrease in the power output from the engine 22 in places where the air pressure is low and the air is thin, and is set based on the air pressure detected by a barometric pressure sensor (not shown).

[0024] Next, a process for determining whether to permit execution of partial cylinder FC will be described. FIG. 4 is a flowchart showing an example of a first determination routine executed by the HVECU 70. FIG. 5 is a flowchart showing an example of a second determination routine executed by the HVECU 70. The first and second determination routines are executed in parallel at predetermined time intervals (e.g., every few msec). The partial cylinder FC is executed when execution is permitted in both the first and second determination routines, and is prohibited when execution is prohibited in at least one of the first and second determination routines. First, the first determination routine will be described, and then the second determination routine will be described. Note that when execution of partial cylinder FC is permitted, partial cylinder FC and power boosting are executed, and when execution of partial cylinder FC is prohibited, execution of partial cylinder FC and power boosting is prohibited and not executed.

[0025] When the first determination routine is executed, the CPU of the HVECU 70 determines whether the opening / closing timing VTin of the intake valve 128a is the most advanced, i.e., whether the opening / closing timing VTin is the earliest timing within a predetermined timing range (step S100). If the opening / closing timing VTin is not the earliest timing, it is determined that the user does not require high power or torque, and execution of partial-cylinder FC is permitted (step S110). If the opening / closing timing VTin is the earliest timing (first condition), it is determined that the user requires high power or torque, and execution of partial-cylinder FC is prohibited (step S120), and this routine ends. When partial-cylinder FC is executed, power is also increased. However, when the opening / closing timing VTin is the earliest, i.e., when the user requires high power or torque, the torque or power required by the user cannot be output, which may cause a shock or other discomfort to the user. In the embodiment, when the opening / closing timing VTin is the earliest timing within a specified timing range, the execution of partial cylinder FC is prohibited, so that the torque and power required by the user cannot be output from the engine 22, which prevents the user from feeling uncomfortable.

[0026] Next, the second determination routine will be described. When the second determination routine is executed, the CPU of the HVECU 70 determines whether the prohibition flag F is set to 1 (step S200). The prohibition flag F is set in steps S250 and S270, which will be described later. The prohibition flag F is set to 0 when execution of partial cylinder FC is permitted, and is set to 1 when execution of partial cylinder FC is prohibited.

[0027] When the prohibition flag F is set to 0, i.e., when the execution of partial-cylinder FC is permitted, it is then determined whether or not a prohibition condition, which is a condition for prohibiting the execution of partial-cylinder FC, is satisfied (step S210). The details of the prohibition condition will be described later. When the prohibition condition is not satisfied, the execution of partial-cylinder FC is permitted (step S240), the prohibition flag F is set to 0 (step S250), and this routine ends. When the prohibition condition is satisfied in step S210, the execution of partial-cylinder FC is prohibited (step S260), the prohibition flag F is set to 1 (step S270), and this routine ends.

[0028] When the prohibition flag F is set to 1 in step S200, i.e., when the execution of partial-cylinder FC is prohibited, it is determined whether a post-prohibition permission condition, which is a condition for permitting the execution of partial-cylinder FC after prohibition, is satisfied (step S230). The post-prohibition permission condition is a condition different from the prohibition condition, and details will be described later. When the post-prohibition permission condition is not satisfied, the execution of partial-cylinder FC is prohibited (prohibition of execution of partial-cylinder FC) continues (step S260), and the prohibition flag F is set to 1 (step S270). This routine is terminated. When the post-prohibition permission condition is satisfied, the execution of partial-cylinder FC is permitted (step S240), and the prohibition flag F is set to 0 (step S250). This routine is terminated. Once the execution of partial-cylinder FC is prohibited by this process, even if the prohibition condition is no longer satisfied, the prohibition of execution of partial-cylinder FC continues as long as the post-prohibition permission condition is not satisfied. This makes it possible to suppress hunting between permission and prohibition of execution of partial cylinders FC in a short period of time, and hunting between execution and stop of partial cylinders FC.

[0029] At least one of the following conditions may be used as the prohibition condition in step S210, and it is determined that the prohibition condition is met when at least one of the following conditions is met. The post-prohibition permission condition in step S230 is determined according to the prohibition condition in step S210. The prohibition condition in step S210 and the post-prohibition permission condition in step S230 will be described below.

[0030] An example of the prohibition condition in step S210 is that the execution of partial-cylinder FC causes the required power Pe* to exceed a predetermined upper limit power (predetermined power) Pemax as the upper limit of the power output to the drive shaft 36 (second condition). This prevents the power output to the drive shaft 36 from becoming insufficient, causing the user to feel uncomfortable. In this case, an example of the post-prohibition permission condition in step S230 is that the required power Pe* is equal to or less than the upper limit power Pemax, and the required traveling power Pd* is equal to or less than a determination power Pdth. The determination power Pdth is a threshold used to determine whether or not to permit partial-cylinder FC, and is set based on experiments, analysis, machine learning, etc.

[0031] Another prohibition condition for step S210 is that the required torque Td* becomes greater than the upper limit torque Tdmax when partial-cylinder operation FC is performed. The upper limit torque Tdmax is the upper limit of torque that can be output from the engine 22 and motor MG2 to the drive shaft 36 when partial-cylinder operation FC is performed. The upper limit torque Tdmax is calculated as the sum of an upper limit direct torque Temax, which is the upper limit of torque that can be output from the engine 22 and motor MG1 to the drive shaft 36 via the planetary gear 30, and an upper limit motor torque Tm2max, which is the upper limit of torque that can be output from the motor MG2 to the drive shaft 36. The upper limit direct torque Temax is the smaller of the torque Te output from the engine 22 when partial-cylinder operation FC is performed and the upper limit motor torque Tm1max of torque that can be output from the motor MG1 to the drive shaft 36 via the planetary gear 30. The torque Te is determined by experiment, analysis, machine learning, or the like from the provisional required power Petmp and the target rotation speed Netag when partial-cylinder operation FC is performed. The upper limit motor torques Tm1max and Tm2max are the upper limits of the torque that can be output from the motors MG1 and MG2 based on their specifications. This prevents the torque output from the engine 22 and the motors MG1 and MG2 to the drive shaft 36 from being insufficient relative to the required torque Td* due to partial-cylinder operation FC, which can cause discomfort to the user. In this case, the post-prohibition permission conditions of step S230 can be that the required torque Td* is equal to or less than the upper limit torque Tdmax and the required traveling power Pd* is equal to or less than the determination power Pdth.

[0032] Another prohibition condition for step S210 is that the discharge power Wdc of the battery 50 exceeds the output limit Wout of the battery 50 when restoring the engine 22 power, which has transiently decreased from the required power Pe* due to partial-cylinder FC (movement from point A to point B in FIG. 3), to the required power Pe*. The discharge power Wdc can be calculated as the sum of the amount of power reduction ΔPe of the engine 22 and the inertia power Pina when the motor MG1 increases the engine speed Ne of the engine 22 to the target engine speed Netag. The amount of reduction ΔPe is calculated by subtracting the required power Pe* from the value obtained by multiplying the required power Pe* by the reciprocal of the FF coefficient Cff (=1 / Cff). The inertia power Pina is determined by experiment, analysis, machine learning, or the like, using the provisional required power Petmp and the target engine speed Netag when partial-cylinder FC is executed. In this case, the post-prohibition permission condition in step S230 is that the discharge power Wdc is equal to or less than a determination threshold Wth that is slightly smaller than the output limit Wout.

[0033] Furthermore, a prohibition condition in step S210 may be that the target rotation speed Netag when partial-cylinder FC is executed exceeds an upper limit rotation speed (predetermined rotation speed) Nemax that is determined in advance through experiments, analysis, machine learning, or the like as an upper limit value of the rotation speed Ne of the engine 22 during partial-cylinder FC. This prevents the rotation speed Ne of the engine 22 from exceeding the upper limit rotation speed Nemax due to execution of partial-cylinder FC. In this case, a post-prohibition permission condition in step S230 may be that the target rotation speed Netag is equal to or less than the upper limit rotation speed Nemax and the required traveling power Pd* is equal to or less than the determination power Pdth.

[0034] According to the hybrid vehicle 20 equipped with the engine control device of the embodiment described above, when a filter regeneration request is made, if at least one of the following conditions is met: the opening / closing timing VTin of the intake valve 128a is the earliest timing within the possible range (first condition); and if partial cylinder FC is executed, the provisional required power Petmp will exceed the upper limit power Pemax (second condition), then the execution of partial cylinder FC is prohibited, thereby preventing the user from feeling uncomfortable.

[0035] Furthermore, the engine 22 is mounted on the hybrid vehicle 20 together with the motors MG1, MG2 and the battery 50, and when at least one of the first condition, the second condition and the third condition that the discharge power Wdc of the battery 50 will exceed the output limit Wout when the partial cylinder FC is executed is met, the execution of the partial cylinder FC is prohibited, thereby preventing the user from feeling uncomfortable.

[0036] In addition, when at least one of the first condition, the second condition, the third condition, and the fourth condition that the rotation speed Ne of the engine 22 exceeds the upper limit rotation speed Nemax when partial cylinder FC is executed is met, the execution of partial cylinder FC can be prohibited to prevent the user from feeling uncomfortable.

[0037] Although the hybrid vehicle 20 equipped with the engine control device of the embodiment is equipped with a variable valve timing mechanism 150, it may not be equipped with the variable valve timing mechanism 150. In this case, the first determination routine illustrated in FIG. 3 is not executed. The present invention may also be applied to a hybrid vehicle that includes an engine 22, motors MG1 and MG2, and a motor MG3 attached to wheels (rear wheels) different from the drive wheels (front wheels) 39a and 39b, or to an automobile that runs on power from the engine without having a motor that outputs power for running. Furthermore, the engine may be installed in a train, an airplane, or a stationary facility.

[0038] The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0039] The present invention can be used in the engine control device manufacturing industry and the like. [Explanation of symbols]

[0040] 22 Engine, 70 Hybrid Electronic Control Unit (HVECU).

Claims

1. 1. An engine control device used in a multiple cylinder engine having an exhaust system with a filter that removes particulate matter and a variable valve timing mechanism that can change the opening and closing timing of an intake valve, wherein when a regeneration request for the filter is made, a partial cylinder fuel cut is performed to stop fuel supply to some of the multiple cylinders, When the partial cylinder fuel cut is performed, a power boost is performed to control the engine so that a provisional required power greater than a required power to be output from the engine is output from the remaining cylinders excluding some of the cylinders, When a request for regeneration of the filter is made, if at least one of a first condition that the opening / closing timing of the intake valve is the earliest timing within a range that can be taken, and a second condition that the provisional requested power exceeds a predetermined power when the partial cylinder fuel cut is executed, the partial cylinder fuel cut and the power increase are prohibited. Engine control device.

2. 2. The engine control device according to claim 1, the engine is mounted on a hybrid vehicle together with a first motor connected to an output shaft of the engine, a second motor capable of inputting and outputting power for running, and an electricity storage device capable of exchanging electric power with the first motor and the second motor, When at least one of the first condition, the second condition, and a third condition that the discharge power of the power storage device required to increase the power of the engine that is transiently reduced due to the partial cylinder fuel cut is greater than the output limit of the power storage device is satisfied, execution of the partial cylinder fuel cut and the power increase is prohibited. Engine control device.

3. 3. The engine control device according to claim 2, When at least one of the first condition, the second condition, the third condition, and a fourth condition that the engine speed exceeds a predetermined speed when the partial cylinder fuel cut and the power increase are performed is satisfied, the partial cylinder fuel cut and the power increase are prohibited. Engine control device.

4. 1. An engine control device used in a multiple cylinder engine having a filter in an exhaust system that removes particulate matter, the engine control device executing a partial cylinder fuel cut that stops fuel supply to some of the multiple cylinders when a regeneration request for the filter is made, When the partial cylinder fuel cut is performed, a power boost is performed to control the engine so that a provisional required power greater than a required power to be output from the engine is output from the remaining cylinders excluding some of the cylinders, When a request for regeneration of the filter is made, if the execution of the partial cylinder fuel cut and the power increase causes the provisional requested power to exceed a predetermined power, the execution of the partial cylinder fuel cut and the power increase is prohibited. Engine control device.

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