JP2007153212A - Power output device, its control method, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To smoothly change opening/closing timing of a valve after starting an internal combustion engine. <P>SOLUTION: When a start request for an engine is made, if an oil temperature Toil is not high in S140, a power output device sets a spark start number of rotations Nstart of the engine to a first number of rotations N1 in S150. If the oil temperature Toil is high, since the viscosity of operation oil is low and the oil pressure is slow in increasing, the device sets the number Nstart of the engine to a second number of rotations N2 larger the first number of rotations N1 in S160. By setting torque commands Tm1* and Tm2* using the number Nstart set in such a manner to transmit them to motors MG1, MG2 and by motoring the engine, the device surely unlocks a lock pin of a variable valve timing mechanism from a locking hole even when the oil temperature Toil is high. Therefore, the device can smoothly change the valve timing of an air intake valve after starting the engine. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

2. Description of the Related Art Conventionally, a power output device is known that includes a variable valve timing mechanism that changes the opening / closing timing of an intake valve of an internal combustion engine using a hydraulic actuator (see, for example, Patent Document 1). In this device, the variable valve timing mechanism is composed of a vane rotor that transmits rotational force to a camshaft that opens and closes an intake valve, and a shoe housing that houses the vane rotor and transmits rotational force from the power shaft of the internal combustion engine. Vane type is adopted. When the temperature of the hydraulic oil supplied to the variable valve timing mechanism is higher than a predetermined temperature when stopping the internal combustion engine, the hydraulic pressure in the variable valve timing mechanism is increased by increasing the idle speed of the internal combustion engine. Raise. Accordingly, since the vane rotor is rotated to a desired position with respect to the shoe housing, when the internal combustion engine is stopped, the opening / closing timing of the intake valve can be set to a desired advance position in preparation for the next start.
JP 2002-295275 A

  By the way, in the variable valve timing mechanism of the vane type, when the valve opening / closing timing starts to change when the variable valve timing mechanism is not pressurized, such as at the start of the internal combustion period, the vane rotor flutters and the Hitting noise is likely to occur between the housing. In order to solve this problem, a hydraulic lock mechanism is provided in the vane rotor, and the rotation phase of the vane rotor with respect to the shoe housing is fixed or released using hydraulic pressure. However, if the oil pressure in the lock mechanism is low when the vane rotor is fixed, the lock mechanism does not release the relative rotation phase between the vane rotor and the shoe housing, and the valve opening / closing timing is changed. When opening and closing, there was a problem that the opening and closing timing was not changed smoothly.

  An object of the power output device, the control method thereof, and the vehicle of the present invention is to smoothly change the valve opening / closing timing after starting the internal combustion engine.

  The power output apparatus, the control method thereof, and the vehicle according to the present invention employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine;
Working fluid pumping means for pumping the working fluid with rotation of the output shaft of the internal combustion engine;
Detecting means for detecting the pressure of the working fluid or a parameter related thereto;
A first rotating body that rotates as the output shaft of the internal combustion engine rotates and a rotational force of the first rotating body are transmitted to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve of the internal combustion engine. And changing the relative rotational phase of the first rotating body and the second rotating body using the pressure of the working fluid pumped by the working fluid pumping means. Valve timing variable means capable of changing the opening and closing timing of the intake valve or the exhaust valve by,
Fixing and releasing the relative rotation phase between the first rotating body and the second rotating body using the pressure of the working fluid provided in the valve timing variable means and pumped by the pumping means. Phase locking means capable of
When the internal combustion engine is instructed to start, the phase fixing means can be changed from the state in which the rotational phase is fixed to the state in which the rotational phase is released by the working fluid pumped by the working fluid pressure feeding means. The target rotational speed at the start of the output shaft of the internal combustion engine is determined based on the pressure of the working fluid or a parameter correlated therewith, and the internal combustion engine is motored until the determined target rotational speed at the start is reached. A start time control means for controlling the motoring means;
It is a summary to provide.

  In this power output device, when a start instruction for the internal combustion engine is issued, the target rotational speed at the start of the output shaft of the internal combustion engine is set based on the pressure of the working fluid or a parameter correlated therewith, thereby changing the valve timing means The relative rotational phase between the first rotating body and the second rotating body is fixed from the fixed state to the released state. Therefore, the opening / closing timing of the intake valve or the exhaust valve can be smoothly changed after starting the internal combustion engine. Here, examples of the “parameter correlated to the pressure of the working fluid” include the amount and temperature of the working fluid.

  In the power output apparatus of the present invention, the detection means detects the temperature of the working fluid as a parameter correlated with the pressure of the working fluid, and the start time control means determines the start time target rotational speed. You may determine based on the temperature of the said working fluid. In general, when the temperature of the working fluid is high, the pressure of the working fluid tends to hardly increase. Therefore, it can be said that the pressure and temperature of the working fluid have a correlation. Further, the temperature can be detected relatively easily compared to the case where the pressure is directly detected.

  In the power output apparatus of the present invention, the start time control means controls the motoring means to motor the internal combustion engine until the start time target speed is reached, and then sets the start time target speed to the internal combustion engine. May control the motoring means so as to maintain for a predetermined period. If it carries out like this, the pressure of the working fluid required in order to cancel | release fixation of the relative rotation phase of a 1st rotary body and a 2nd rotary body can be reliably generated in a valve timing variable means. Here, during a predetermined period, the pressure of the working fluid pumped into the valve timing variable means after the rotational speed of the internal combustion engine reaches the target rotational speed at start-up is changed between the first rotating body and the second rotating body. The time until the pressure becomes stable enough to release the relative rotational phase may be obtained in advance by experiments.

  In the power output apparatus of the present invention, the start time control means may be configured such that when the pressure detected by the detection means when the start instruction of the internal combustion engine is given or a parameter correlated therewith reaches a predetermined range. The starting target rotational speed may be a higher rotational speed than when the pressure or a parameter correlated therewith does not reach the predetermined range. The higher the rotational speed of the internal combustion engine, the higher the pressure of the working fluid pumped from the working fluid pumping means. Therefore, when the pressure of the working fluid or a parameter correlated therewith reaches a predetermined range, the rotational speed of the internal combustion engine is set higher than when the pressure does not reach the predetermined range, and the first rotating body and the second rotating body are set. It is preferable that the pressure necessary for releasing the rotation phase relative to the rotating body is not insufficient. Here, the predetermined range is a pressure range in which the relative rotational phase between the first rotating body and the second rotating body cannot be released due to the low pressure of the working fluid, or a parameter range correlated therewith. May be obtained in advance by experiments.

  The power output apparatus of the present invention comprises power storage means for exchanging electric power with the motoring means, and charge / discharge state detection means for detecting a charge / discharge state of the power storage means, and the start time control means Is detected by the charge / discharge state detection means even when the pressure detected by the detection means when the start instruction of the internal combustion engine is given or a parameter correlated therewith reaches the predetermined range. When the charging / discharging state of the power storage means is a cautionary charging state, a process of setting a higher rotational speed than the case where the pressure or a parameter correlated therewith does not reach the predetermined range as the target rotational speed at start-up May be canceled. When the target rotational speed at startup is set to be relatively high, the electric power consumed by the motoring means becomes large, and there is a possibility that other operations performed by receiving the supply of electric power from the power storage means cannot be executed. . Therefore, it is preferable to suppress power consumption by stopping the above processing when the charge / discharge state of the power storage means is a cautionary charge state. Here, the cautionary charging state may be a charging state in which, for example, the charging state that needs to be stored at least in the power storage means when driving the vehicle is given a slight margin.

  The power output device of the present invention comprises phase lock release detection means capable of detecting that the phase lock means has started to shift from the state where the rotation phase is fixed to the state where the rotation phase is released. The start-time control means includes the phase lock release detecting means even when the pressure detected by the detecting means when the start instruction of the internal combustion engine is given or a parameter correlated therewith reaches the predetermined range. When it is detected that the shift to the state in which the rotation phase is unlocked is detected, a higher rotation speed than that in the case where the pressure or a parameter correlated therewith has not reached the predetermined range is started. The processing for setting the target rotational speed may be stopped. If the rotation phase is unlocked, the opening / closing timing of the intake valve or exhaust valve can be changed smoothly. Therefore, by canceling the above processing when the rotation phase is unlocked, it is possible to reduce the unnecessary load on the motoring means when the target rotational speed at start-up is set relatively high. .

  The power output apparatus of the present invention includes an electric motor capable of outputting power to the drive shaft, and the motoring means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine. Three-shaft power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three axes is used as the gear mechanism, and power is input / output to / from the third shaft. It may be configured as a generator.

  The vehicle of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can output power to the drive shaft. An internal combustion engine, motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine, working fluid pumping means for pumping the working fluid as the output shaft of the internal combustion engine rotates, and Detection means for detecting the pressure of the working fluid or a parameter correlated therewith, a first rotating body that rotates as the output shaft of the internal combustion engine rotates, and the rotational force of the first rotating body A second rotating body that transmits to a driven shaft that opens and closes at least one of the intake valve and the exhaust valve, and the first rotating body using the pressure of the working fluid pumped by the working fluid pumping means The second rotating body; The valve timing variable means capable of changing the opening / closing timing of the intake valve or the exhaust valve by changing the relative rotation phase, and the pressure of the working fluid pumped by the pressure feeding means provided in the valve timing variable means. A phase fixing means capable of fixing and releasing a relative rotational phase between the first rotating body and the second rotating body by using, and an instruction to start the internal combustion engine; The target rotation at the time of start of the output shaft of the internal combustion engine that can be changed from the state in which the phase fixing means has fixed the rotational phase to the state in which the rotational phase is released by the working fluid pumped by the working fluid pumping means The number is determined based on the pressure of the working fluid or a parameter correlated therewith, and the internal combustion engine is motored until the determined target rotational speed at start-up is reached. Equipped with a power output apparatus and a start control means for controlling said motor ring means so as to ring, axle and gist to become connected to the drive shaft.

  Since the vehicle of the present invention is equipped with the power output device of the present invention, the effects of the power output device of the present invention, for example, the opening / closing timing of the intake valve or the exhaust valve is smoothly changed after the start of the internal combustion engine is started. The same effects as those that can be achieved can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine capable of outputting power to a drive shaft, motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine, and a working fluid being pumped as the output shaft of the internal combustion engine rotates. Working fluid pumping means, detecting means for detecting the pressure of the working fluid or a parameter correlated therewith, a first rotating body that rotates as the output shaft of the internal combustion engine rotates, and the first rotating body And a second rotating body that transmits at least one of the intake valve and the exhaust valve of the internal combustion engine to a driven shaft that opens and closes, and uses the pressure of the working fluid pumped by the working fluid pumping means. Valve timing variable means capable of changing the opening / closing timing of the intake valve or the exhaust valve by changing the relative rotational phase of the first rotating body and the second rotating body, Fixing and releasing the relative rotation phase between the first rotating body and the second rotating body using the pressure of the working fluid provided in the valve timing varying means and pumped by the pumping means A phase fixing means capable of controlling the power output device,
(A) When the internal combustion engine is instructed to start, the phase fixing means is released from the state in which the rotational phase is fixed by the working fluid pumped by the working fluid pressure feeding means. Determining a starting target rotational speed of the output shaft of the internal combustion engine based on the pressure of the working fluid or a parameter correlated therewith;
(B) motoring the internal combustion engine until the starting target rotational speed determined in the step (a) is reached;
It is made to include.

  In this power output device control method, when an internal combustion engine start instruction is given, the target rotational speed at the start of the output shaft of the internal combustion engine is set based on the pressure of the working fluid or a parameter correlated therewith. It is ensured that the fixed rotational state of the first rotating body and the second rotating body of the timing varying means is released from the fixed state. Therefore, the opening / closing timing of the intake valve or the exhaust valve can be smoothly changed after starting the internal combustion engine. In the method for controlling the power output apparatus, steps for realizing various functions of the power output apparatus of the present invention according to any one of the aspects described above may be added.

  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 apparatus according to an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22 mounted on the hybrid vehicle 20. 3 is an explanatory diagram for explaining the relationship among the crankshaft 26, camshafts 125 and 127 of the engine 22, and the oil pump 182, and FIG. 4 is a configuration diagram schematically showing the configuration of the variable valve timing mechanism 200 of the engine 22. 5 is a configuration diagram showing an outline of the configuration of the hydraulic circuit 220 of the engine 22. The hybrid vehicle 20 of the present embodiment will be described below with reference to the drawings.

  As shown in FIG. 1, the hybrid vehicle 20 of the present embodiment includes an engine 22, a planetary gear 30 in which a carrier 34 that rotates a pinion gear 33 via a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22. A motor MG1 capable of generating electricity connected to the sun gear 31 of the planetary gear 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the planetary gear 30 via a reduction gear 35, and the hybrid vehicle 20 And a hybrid electronic control unit 70 for overall control. The ring gear shaft 32a as a drive shaft is connected to an axle 64 to which drive wheels 63a and 63b are attached via a gear mechanism 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used for traveling. Used as power.

  The engine 22 is configured as an internal combustion engine that can output power by using a hydrocarbon-based fuel such as gasoline or light oil, for example. As shown in FIG. 2, the air purified by an air cleaner 122 is passed through a throttle valve 124. Gas that is sucked into the intake pipe 160 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber 166 through the intake valve 128, and is supplied by the spark plug 130. Explosive combustion is caused by sparks, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Intake into the engine 22 is performed via a surge tank 162 provided in the middle of the intake pipe 160 and having a volume sufficient to suppress intake pulsation. 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). .

  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 rotation position of the intake camshaft 125 that opens and closes the exhaust valve 129, the intake valve 128 that opens and closes the exhaust valve 129, and the throttle valve 124 The throttle position from the throttle valve position sensor 146 that detects the position of the oil, the oil temperature from the oil temperature sensor 194 that detects the temperature of the hydraulic oil in the oil pan 184 that stores the hydraulic oil, and the like are input via the input port. Yes. 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. Oil control valve for adjusting the control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 200 that can change the opening / closing timing of the intake valve 128, and the hydraulic pressure that is pumped from the oil pan 184 to the variable valve timing mechanism 200 A drive signal to (OCV) 214 is output via an output port. The engine ECU 24 is in communication 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 operation state of the engine 22 as necessary. .

  The crank position sensor 140 of the engine 22 is an MRE rotation sensor constituted by a magnetoresistive element in this embodiment. As shown in FIG. 1, the crank position sensor 140 is attached at a position facing the timing rotor 141 having 34 teeth provided on the crankshaft 26 so as to rotate integrally with the crankshaft 26 and having two missing teeth. It has been. When the crankshaft 26 rotates, the crank position sensor 140 outputs a pulse every time the teeth of the timing rotor 141 approach, so 34 pulses are output each time the crankshaft 26 makes one rotation (360 °). Thereby, the crank angle for every 10 ° can be specified by the pulse, and the engine speed Ne can be obtained. The cam position sensor 144 of the engine 22 is an electromagnetic pickup type sensor in this embodiment. Specifically, the cam position sensor 144 is attached to a position facing a timing rotor (not shown) provided on the intake camshaft 125 and provided with a single tooth so as to rotate integrally with the intake camshaft 125. Yes. When the intake camshaft 125 rotates, the cam position sensor 144 outputs one pulse every time the teeth of the timing rotor approach the core. Therefore, by comparing the pulse output from the cam position sensor 144 with the pulse output from the crank position sensor 140, the advance amount or the amount of advance when the opening / closing timing of the intake valve 128 is changed by the variable valve timing mechanism 200 The amount of retardation can be calculated.

  As shown in FIG. 3, a crank pulley 172 is attached to one end of the crankshaft 26 so that the crankshaft 26 and the crank pulley 172 rotate together. The crank pulley 172 is connected to an intake camshaft pulley 176 attached to one end of the intake camshaft 125 and an exhaust camshaft pulley 178 attached to one end of the exhaust camshaft 127 via a crank side timing chain 174. The crank side timing chain 174 is stretched around a sprocket (not shown) provided on the crank pulley 172. Therefore, when the crank pulley 172 rotates along with the rotation of the crankshaft 26, the intake camshaft pulley 176 and the exhaust camshaft pulley 178 rotate along with the rotation, thereby causing the intake camshaft 125 and the exhaust camshaft 127 to respectively rotate. The intake valve 128 and the exhaust valve 129 are opened and closed by an arranged unillustrated intake cam and exhaust cam, respectively. The crank pulley 172 is connected to the oil pump 182 via the oil side timing chain 175. As with the crank side timing chain 174, the oil side timing chain 175 is also hung on a sprocket (not shown) provided on the crank pulley 172. Accordingly, when the crankshaft 26 rotates, the oil pump 182 is driven along with the rotation of the crankshaft 26, thereby feeding the hydraulic pressure to the variable valve timing mechanism 200 or the like.

  As shown in FIG. 3, the variable valve timing mechanism 200 changes the valve timing of the intake valve 128 by shifting the intake camshaft 125 to the advance side or the retard side. It is attached. The variable valve timing mechanism 200 employs a vane type. That is, as shown in FIG. 4, the variable valve timing mechanism 200 is fixed to the surface of the intake camshaft pulley 176 opposite to the surface on which the intake camshaft 125 is attached, and is integrated with the intake camshaft pulley 176. A rotating housing 202, a vane rotor 206 disposed inside the housing 202 and fixed to one end of an intake camshaft 125 by a bolt 204, and a cover 208 that covers the housing 202 and rotates integrally with the vane rotor 206. ing. Among these, the vane rotor 206 is provided with four vanes 210 a to 210 d, and is substantially fan-shaped formed in the housing 202 so that the outer peripheral surface of each vane 210 a to 210 d slides with respect to the inner peripheral surface of the housing 202. Are stored in each of the recesses 212a to 212d. The vanes 210 a to 210 d are designed to be smaller than the recesses 212 a to 212 d of the housing 202. Accordingly, the vanes 210a to 210d of the vane rotor 206 partition the recesses 212a to 212d of the housing 202 into advance chambers 214a to 214d and retard chambers 216a to 216d, and the vane rotor 206 can rotate with respect to the housing 202. It has become. Oil pressure from the oil pan 184 can be introduced into the advance chambers 214a to 214d and the retard chambers 216a to 216d via the hydraulic circuit 220. When the hydraulic pressure of the retard chambers 216a to 216d among the retard chambers 216a to 216d and the advance chambers 214a to 214d becomes larger than the hydraulic pressure of the advance chambers 214a to 214d, the vane rotor 206 rotates the intake camshaft pulley 176. It rotates in the opposite direction, that is, the retarded angle side. As a result, the intake camshaft 125 rotates to the retard side, and the valve timing of the intake valve 128 is set to the retard side. On the other hand, when the hydraulic pressures of the advance chambers 214a to 214d become larger than the hydraulic pressures of the retard chambers 216a to 216d, the vane rotor 206 rotates in the same direction as the rotation of the intake camshaft pulley 176, that is, the advance side. Thereby, the intake camshaft 125 rotates to the advance side, and the valve timing of the intake valve 127 is set to the advance side. Thus, by generating a hydraulic pressure difference between the advance chambers 214a to 214d and the retard chambers 216a to 216d, the rotational phase of the vane rotor 206 is changed to change the valve timing of the intake valve.

  The advance chambers 214a to 214d and the retard chambers 216a to 216d of the variable valve timing mechanism 200 are connected to the hydraulic circuit 220 as shown in FIG. As shown in FIG. 5, the hydraulic path 220 communicates with the oil pan 184 via the first supply oil path 186a for conveying the hydraulic oil stored in the oil pan 184 and the first supply oil path 186a. The oil pump 182 pumps up the hydraulic oil stored in the oil pan 184 by the rotation of the oil pump 182, the second supply oil passage 186 b that conveys the hydraulic oil pumped up by the oil pump 182, and the drain oil that returns the hydraulic oil to the oil pan 184. The hydraulic pressure applied to the advance chambers 214a to 214d and the retard chambers 216a to 216d is communicated to the oil pump 182 via the passage 188 and the second supply oil passage 186b and to the oil pan 184 via the drain oil passage 188. Oil control valve (OCV) 222 to adjust, oil control valve 222 and advance chamber 214a A first advance chamber oil passage 190 for communicating the 214d, and a first retard chamber oil passage 192 Metropolitan for communicating the oil control valve 222 and the retard chamber 216a-216d. Of these, the oil control valve 222 is operated by an electromagnetic coil, and the advance chamber is changed by changing the position of a spool valve (not shown) in the valve 214 based on a duty signal from the engine ECU 24 to the electromagnetic coil. The hydraulic oil is supplied to 214a to 214d and the retard chambers 216a to 216d, or the hydraulic oil in the advance chambers 214a to 214d and the retard chambers 216a to 216d is discharged.

  As shown in FIG. 4, the variable valve timing mechanism 200 is provided with a lock mechanism 230 that fixes the rotation phase of the vane rotor 206 so that the vane rotor 206 does not rotate with respect to the housing 202. 6 is a cross-sectional view of the lock mechanism 230 in the AA cross section of FIG. The lock mechanism 230 includes a lock pin 238 and a locking hole 232, and the vane rotor 206 is fixed to the housing 202 by fitting both of them, and the housing 202 of the vane rotor 206 is released by disengaging both. Is fixed. Among these, as shown in FIG. 6, the lock pin 238 penetrates the vane 210a in the axial direction of the intake camshaft 125 and has a step portion 236a in the middle portion, so that the large diameter portion on the cover 208 side with the step portion 236a as a boundary. It is provided inside a step hole 236 that forms 236b and forms a small diameter portion 236c on the housing 202 side. The lock pin 238 has a flange portion 238b at the end on the cover 208 side, and slides in the axial direction of the intake camshaft 125 (see FIGS. 3 and 4) while being sealed inside the step hole 236. It is possible. The flange portion 238b divides the large diameter portion 236b of the step hole 236 into an open chamber 236d and an unlocking hydraulic chamber 236e. Of these, the unlocking hydraulic chamber 236e communicates with the retard chamber 216a via a second retard chamber oil passage 242 provided in the vane 210a. The lock pin 238 is formed with a bottomed cylindrical storage hole 238c at the center thereof. The storage hole 238c stores a spring 240 that has one end fixed to the bottom surface of the storage hole 238c and the other end fixed to the cover 208, and biases the lock pin 238 toward the housing 202. On the other hand, the locking hole 232 is provided at a position in the housing 202 where the lock pin 238 can be locked when the vane rotor 206 is at the most retarded position. The locking hole 232 communicates with the advance chamber 214a via a second advance chamber oil passage 241 provided in the vane 210a. If sufficient hydraulic pressure is not introduced into the unlocking hydraulic chamber 236e or the locking hole 232 when the vane rotor 206 is at the most retarded position, the spring 240 biases the lock pin 238 toward the housing 202. As a result, the lock pin 238 protrudes and is fitted into the locking hole 232 (see FIG. 6A). As a result, the vane rotor 206 is fixed relative to the housing 202. On the other hand, when the vane rotor 206 is fixed relative to the housing 202, hydraulic oil from the retard chamber 216a is introduced into the unlocking hydraulic chamber 236c via the second retard chamber oil passage 242. Alternatively, when hydraulic oil from the advance chamber 214a is introduced into the locking hole 232 via the second advance chamber oil passage 240, the lock pin 238 resists the biasing force of the spring 240 by the hydraulic pressure, and the cover 208 side. (See FIG. 6B). As a result, the lock pin 238 is released from the locking hole 232, and the state where the vane rotor 206 is fixed relative to the housing 202 is released.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41 and 42. 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 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, and the remaining capacity (SOC) for managing the battery 50 is calculated. Calculates the calculated remaining capacity (SOC), battery temperature Tb, input / output limits Win and Wout, charge / discharge required power Pb *, which is a required value for charging / discharging the battery 50, and communicates data as necessary. To output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 the 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 output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. And the motor MG2 convert the torque to be output to the ring gear shaft 32a. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 undergoes torque conversion by the planetary gear 30, the motor MG1, and the motor MG2. Along with this, the required power is output to the ring gear shaft 32a. A charge / discharge operation mode for driving and controlling the motor MG1 and the motor MG2 and a motor operation mode for controlling the operation so that the operation of the engine 22 is stopped and power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. .

  Next, the operation of the hybrid vehicle 20 of the embodiment, in particular, the operation of the variable valve timing mechanism 200 when the engine 22 is requested to start while the operation of the engine 22 is stopped, and the start-up control routine will be described. First, the operation of the variable valve timing mechanism 200 will be described. In this embodiment, the valve timing of the intake valve 128 when the engine 22 is started is set to the most retarded position. This is to delay the valve timing of the intake valve 128 at the time of starting to prevent the exhaust gas generated by the combustion of the air-fuel mixture from flowing backward to the intake side, thereby stabilizing the combustion and improving the startability. In general, in the vane type variable valve timing mechanism 200 using hydraulic pressure, since the hydraulic pressure is not sufficiently applied to the advance chambers 214a to 214d and the retard chambers 216a to 216d when the engine 22 is stopped or immediately after starting, the vane rotor 206 is used. A rattling sound is likely to occur due to fluttering. In order to suppress the occurrence of the hitting sound, the vane rotor 206 is fixed at the most retarded angle position by the lock mechanism 230 so that the vane rotor 206 does not move relative to the housing 202 when the engine 22 is stopped (see FIG. 6A). ). Therefore, when starting the engine 22, it is necessary to unlock the vane rotor 206 by the lock mechanism 230 so that the operation of the variable valve timing mechanism 200 is permitted. This operation is performed as follows. First, when cranking is started in the engine 22 and the rotational speed of the crankshaft 26 of the engine 22 gradually increases, hydraulic oil is gradually pumped up by the oil pump 182 and the retarding chambers 216a to 216d. Is supplied with hydraulic pressure. In this embodiment, when the engine is stopped last time, the position of the spool valve of the oil control valve 222 is switched to the most retarded state by a spring (not shown) attached in the oil control valve 222, so that the next engine start can be performed. I have. Therefore, a large pressure is applied to the retard chambers 216a to 216d even when a control signal to the oil control valve 222 is not output when the engine is started. When the hydraulic pressure is supplied to the retard chambers 216a to 216d, the hydraulic pressure is also supplied to the unlocking hydraulic chamber 236c through the second retard chamber oil passage 242. At this time, hydraulic oil is also supplied to the advance chambers 214a to 214d. When the rotation of the crankshaft 26 is gradually increased and the hydraulic pressure in the retard chambers 216a to 216d and the unlocking hydraulic chamber 236c is increased, the hydraulic pressure pushes the flange portion 238b of the lock pin 238 to the left, thereby locking the lock pin. 238 moves to the left, and the lock pin 238 is disengaged from the locking hole 232 (see FIG. 6B). As a result, the operation of the variable valve timing mechanism 200 is permitted.

  Next, the start time control routine will be described. FIG. 7 is a flowchart showing an example of a start time control routine executed by the hybrid electronic control unit 70 when a start request for the engine 22 is made. Here, when there is a request for starting the engine 22 while the operation of the engine 22 is stopped, for example, the engine required power Pe * required for the engine 22 when traveling in the motor operation mode exceeds the threshold value Pref. Or when the engine 22 is warmed up or the battery 50 needs to be charged immediately after starting the system in a stopped state. The motor operation mode will be briefly described below. The threshold value Pref is used to determine whether or not there is a request to start the engine 22, and is set in the vicinity of the lower limit power in a region where the engine 22 can be operated relatively efficiently. The engine required power Pe * is a drive shaft required power Pr * to be output to the ring gear shaft 32a as a drive shaft, and a charge / discharge required power Pb * required by the battery 50 (discharge power is positive and charge power is negative). Since the loss Loss is expressed by the following formula (1), even when the remaining capacity (SOC) of the battery 50 is relatively sufficient, when the driver depresses the accelerator pedal 83 greatly, or the remaining capacity of the battery 50 When the vehicle speed V increases and the rotational speed Nr of the ring gear shaft 32a increases even when the driver is not sufficiently depressed and the accelerator pedal 83 is not depressed, the vehicle speed is not depressed by the driver. Even when V is small and the rotational speed Nr of the ring gear shaft 32a is also small, the remaining capacity of the battery 50 is reduced and the required charge / discharge power Pb is large. Such as when the (charging power) is set, it exceeds the threshold value Pref. The drive shaft required power Pr * is obtained from a required torque setting map (see FIG. 4) stored in the ROM 74 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * required for the ring gear shaft 32a is derived, and the required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a decelerates the rotational speed Nm2 of the motor MG calculated based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44, as shown in the following formula (2). It was obtained by dividing by the gear ratio Gr of the gear 35. In the motor operation mode, the rotational speed Ne of the engine 22 is zero, and the torque Tm1 of the motor MG1 is also zero.

Pe * = Pr * -Pb * + Loss (1)
Pr * = Tr * ・ Nm2 / Gr (2)

  When the startup control routine of FIG. 7 is executed, the CPU 72 of the hybrid electronic control unit 70 detects the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the oil temperature sensor 194. Data necessary for control, such as the oil temperature Toil of the engine, the rotational speed Ne of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the remaining capacity (SOC) of the battery 50 and the input / output limits Win and Wout are input (step S100 ), The required torque Tr * is set using the required torque setting map of FIG. 8 based on the input accelerator opening Acc and the vehicle speed V (step S110). Here, the rotational speed Ne of the engine 22 is calculated based on the signal from the crank position sensor 140 attached to the crankshaft 26, and the oil temperature Toil is obtained from the oil temperature sensor 194 attached to the oil pan 184. Each of these was input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  Subsequently, it is confirmed whether or not the ignition start rotation speed setting flag Fset is 0 (step S120). The ignition start rotation speed setting flag Fset is a flag indicating whether or not the ignition start rotation speed Nstart, which is the rotation speed Ne at which ignition of the engine 22 is started, has been set. When the value is 0, the ignition start rotation speed Nstart is still set. This means that the ignition start speed Nstart has been set. Considering immediately after this routine is started, since the ignition start speed Nstart has not yet been set, the ignition start speed setting flag Fset is zero, and the process proceeds to step S130 and subsequent steps. Then, it is determined whether or not the remaining capacity (SOC) of the battery 50 exceeds a predetermined caution remaining capacity SOCth (step S130). In this embodiment, the caution remaining capacity SOCth is consumed by the motor MG1 in order to rotate the crankshaft 26 to the remaining capacity of the battery 50 that needs to be stored at least in the battery 50 when driving the vehicle. It is determined in advance by experiments or the like as a value taking into account electric power. When the remaining capacity (SOC) of the battery 50 exceeds the caution remaining capacity SOCth, it is determined whether or not the oil temperature Toil is in a predetermined high oil temperature region (for example, 110 ° C. or higher) (step S140). When the oil temperature Toil is not in the predetermined high oil temperature range, the ignition start rotation speed Nstart is set to the first rotation speed N1 (step S150), and when the oil temperature Toil is in the predetermined high oil temperature range, the ignition start rotation is set. The number Nstart is set to the second rotation number N2 (step S160). Here, the relationship among the oil temperature Toil, the ignition start rotational speed Nstart, and the release of the lock pin 238 will be described. In this embodiment, when the oil temperature Toil is within a normal temperature range (for example, less than 110 ° C.) when the engine 22 is requested to start, the motoring of the crankshaft 26 is started and the engine 22 The first rotation speed N1 is set in advance by experiments so that the lock pin 238 is removed from the locking hole 232 until the rotation speed Ne reaches the first rotation speed N1. Thus, the lock pin 238 is disengaged from the locking hole 232 before the ignition of the engine 22 is started. On the other hand, when the oil temperature Toil is in a predetermined high oil temperature range higher than the normal temperature range when the engine 22 is requested to start, the rotation speed Ne of the engine 22 is set to the first rotation speed N1. However, since the hydraulic oil is low in viscosity, the hydraulic pressure required to remove the lock pin 238 from the locking hole 232 is not generated in the retard chamber 216a or the unlocking hydraulic chamber 236e. It cannot be removed. Therefore, when the oil temperature Toil is in the predetermined high oil temperature range, the lock pin is set by setting the ignition start rotation speed Nstart of the engine 22 to the second rotation speed N2 higher than the first rotation speed N1. The hydraulic pressure sufficient to disengage 238 from the locking hole 232 is ensured in the retarded angle chamber 216a and the unlocking hydraulic chamber 236e. As described above, by setting the ignition start rotational speed Nstart immediately after the start of this routine, that is, immediately after the engine 22 is requested to start, the rotational speed Ne of the engine 22 gradually increases. When the ignition is started, the vane rotor 206 and the housing 202 are unlocked.

  On the other hand, when the remaining capacity (SOC) of the battery 50 is equal to or less than the caution remaining capacity SOCth in step S130, the remaining capacity (SOC) of the battery 50 is transferred to the battery 50 when cranking is performed with the ignition start rotation speed Nstart set high. Since there is a high possibility that it will become smaller than the remaining capacity that must be stored at a minimum, the ignition start rotational speed Nstart is always set to the first rotational speed N1 (step S150). Then, after setting the ignition start speed Nstart in step S150 or S160, a value 1 is set to the ignition start speed setting flag Fset (step S170).

  Now, when the ignition start speed setting flag Fset is 1 in step S120 or after the value 1 is set in the ignition start speed setting flag Fset in step S170, the engine 22 is stably kept at the ignition start speed Nstart or higher. Torque that can be motored (motoring torque) is derived and set to the torque command Tm1 * (step S180). The torque command Tm1 * is set to a different value according to the value of the ignition start rotational speed Nstart. That is, the torque command Tm1 * that is set when the ignition start rotational speed Nstart is the first rotational speed N1 and the torque command Tm1 * that is set when the ignition rotational speed Nstart is the second rotational speed N2 are the latter than the former. Becomes a high value.

  When the torque command Tm1 * of the motor MG1 is set in this way, the power consumption of the motor MG1 obtained by multiplying the input / output limit Win, Wout of the battery 50 and the torque command Tm1 * of the motor MG1 set by the current rotational speed Nm1 of the motor MG1 ( The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the (generated power) by the rotational speed Nm2 of the motor MG2 are calculated by the following equations (3) and (4). At the same time (step S190), using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the planetary gear 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by equation (5) (step S200). The temporary motor torque Tm2tmp is limited by the torque limits Tmin and Tmax. Set the torque command Tm2 * of the motor MG2 (step S210), the torque command Tm1 * of the motor MG1, MG2 set, sends the Tm2 * to the motor ECU 40 (step S220). By setting the torque command Tm1 * of the motor MG1 and setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft while starting the engine 22 is set to the battery 50. Can be output as torque limited within the range of the input / output limits Win and Wout. Equation (5) can be easily derived from the alignment chart of FIG. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Next, it is determined whether or not the start command flag Fstart is zero (step S230). The start command flag Fstart is a flag indicating whether or not a start command has been output to the engine 22. When the value is zero, it indicates that the start command has not been output to the engine 22 yet, and when the value is 1, the engine 22 has already been output. Indicates that a start command has been output to Considering immediately after starting this routine, a start command is not output to the engine 22, so the start instruction flag Fstart is zero, and the processing after step S240 is executed. Then, it is determined whether or not the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nstart (step S240), and when the rotational speed Ne of the engine 22 has not reached the ignition start rotational speed Nstart, the process returns to step S100. Steps S100 to S240 are repeated until the rotation speed Ne reaches the ignition start rotation speed Nstart. At this time, since the ignition start rotational speed setting flag Fset has already been set to the value 1, a negative determination is made in step S120, and the process immediately skips to step S180. In the meantime, the rotational speed Ne of the engine 22 gradually increases, and when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nstart in step S240, the rotational speed Ne of the engine 22 becomes the ignition start rotational speed Nstart. It is determined whether or not a predetermined time t has elapsed since the arrival (step S250). In this way, the waiting for the elapse of the predetermined time t after the engine speed Ne reaches the ignition start engine speed Nstart is performed when the ignition start engine speed Nstart is set to the second engine speed N2. This is because, when the hydraulic oil is high, it is preferable to wait so as to ensure the hydraulic pressure enough to disengage the lock pin 238 from the engagement hole 232. Then, when the predetermined time t has not elapsed since the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nstart, the process returns to step S100, and the processes of steps S100 to S250 are repeated until the predetermined time t elapses. In addition, since the ignition start rotation speed setting flag Fset has already been set to the value 1, a negative determination is made in step S120, and the process immediately skips to step S180. If a positive determination is made in step S250, a start command is output to the engine ECU 24 to inject fuel and ignite, and a value 1 is set to the start command flag Fstart (step S260). Then, the engine ECU 24 that has received the start command calculates the start-time fuel injection amount based on the temperature of the cooling water of the engine 22 and the temperature in the intake pipe 160, and the fuel of the calculated start-time fuel injection amount is the fuel. The fuel injection valve 126 is controlled so as to be injected from the injection valve 126, and when a predetermined ignition timing is reached, the ignition coil 138 is energized, an electric spark is blown from the ignition plug 130, and the air-fuel mixture is ignited.

  When the start command for the engine 22 is output, it is determined whether or not the engine 22 has completely exploded depending on whether or not the rotational speed Ne of the engine 22 has exceeded the complete explosion rotational speed Ncomb (step S270). Here, the complete explosion speed Ncomb is an engine speed that is exceeded for the first time when the engine 22 is completely exploded, and is set to a value larger than the ignition start speed Nstart. Then, when the engine 22 is not completely detonated, the processes of steps S100 to S270 are repeated again. At that time, the ignition start rotation speed setting flag Fset and the start command flag Fstart have already been set to the value 1, so that steps S120 and A negative determination is made in S230. Thereafter, when it is determined in step S270 that the engine 22 has completely exploded, it is determined that the engine 22 has been started, and the ignition start rotation speed setting flag Fset and the start command flag Fstart are reset to 0 (step S280). ), This routine is terminated. When this routine is finished, a drive control routine (not shown) for running in the torque conversion operation mode or the charge / discharge operation mode for driving the engine 22 and the motors MG1, MG2 is executed. Therefore, detailed description thereof is omitted. The ignition start rotation speed setting flag Fset and the start command flag Fstart are reset to zero when the system is started.

  FIG. 9 is an operation alignment chart when a request for starting the engine 22 is made when the hybrid vehicle 20 is traveling in the motor operation mode. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. When traveling in the motor operation mode, as indicated by the dotted line in the figure, the rotational speed Ne of the engine 22 is zero, so that the rotational speed Nm1 of the motor MG1 can follow the rotational speed Nm2 of the motor MG2. The torque command Tm1 * of the motor MG1 is set to zero torque. In this motor operation mode, even when the remaining capacity (SOC) of the battery 50 is relatively sufficient, when the driver depresses the accelerator pedal 83 or the like, the engine 22 is requested to start, and the motor MG1 causes the engine 22 to start. Is torqued with a torque command Tm1 * so that the rotational speed Ne of the engine 22 becomes the ignition start rotational speed Nstart (see the solid line in FIG. 9), and the cancel torque for canceling the required torque Tr * and the reaction torque of the motor MG1. The motor MG2 is controlled so that the sum of (Tm1 * / ρ) is output to the ring gear shaft 32a. FIG. 10 is an operation alignment chart when a request for starting the engine 22 is made when the hybrid vehicle 20 is stopped and the operation of the engine 22 is stopped. When the vehicle is stopped and the operation of the engine 22 is stopped, the motors MG1, MG2 and the rotational speeds Nm1, Nm2, Ne of the engine 22 are all zero (see the dotted line in FIG. 10). In such a case, when the system is started and it is necessary to warm up the engine 22 or charge the battery 50, the engine 22 is requested to start, and the motor 22 is motored by the torque command Tm1 * by the motor MG1. The rotation speed Ne of the engine 22 is set to the ignition start rotation speed Nstart (see the solid line in FIG. 10), and a cancel torque (Tm1 * / ρ) for canceling the reaction torque of the motor MG1 is output to the ring gear shaft 32a. The motor MG2 is controlled. 9 and 10, when the oil temperature Toil is in the high oil temperature region at the start of the engine 22, the oil temperature Toil is in the high oil temperature region when setting the ignition start rotation speed Nstart. By setting the rotational speed Nhigh to be higher than in the case of not, sufficient hydraulic pressure is pumped into the variable valve timing mechanism 200, and the rotational phase of the vane rotor 206 with respect to the housing 202 in the variable valve timing mechanism 200 by the hydraulic pressure. Release the lock.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is requested to start and the temperature of the hydraulic oil pumped from the oil pan 184 is high, the hydraulic oil has a low viscosity and the hydraulic pressure is difficult to increase. In order to set the ignition start rotational speed Nstart of the engine 22 to a second rotational speed N2 that is larger than the first rotational speed N1, the hydraulic pressure of the hydraulic oil pumped to the variable valve timing mechanism 200 increases and the variable valve timing mechanism 200 The lock pin 238 is securely removed from the locking hole 232. Therefore, the valve timing of the intake valve 128 can be changed smoothly after the start of the engine 22 is started.

  Further, if the hydraulic pressure is detected directly, a certain amount of time must elapse before the hydraulic pressure rises when determining whether the hydraulic pressure is such that the engagement between the lock pin 238 and the locking hole 232 is possible. However, since the oil temperature can be detected immediately when the engine 22 is requested to start, the above control can be performed quickly.

  Further, when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nstart, the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nstart in order to maintain the rotational speed for a predetermined time t for safety. Even if the lock pin 238 and the engagement hole 232 are not disengaged from time to time, the hydraulic pressure required to remove the fit can be reliably generated in the unlocking hydraulic chamber 236e.

  Furthermore, when the remaining capacity (SOC) of the battery 50 is equal to or less than the caution remaining capacity SOCth in step S130, the ignition start rotation speed Nstart is set to the first rotation speed N1, so the remaining capacity (SOC) of the battery 50 is small. Power consumption can be reduced.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, when the ignition start rotational speed Nstart is set to the second rotational speed N2, the lock pin 238 is reached before the rotational speed Ne of the engine 22 reaches the second rotational speed N2. May be reset to the higher value of the current rotational speed Ne of the engine 22 or the first rotational speed N1, whichever is higher. That is, the start time control routine of FIG. 11 may be performed. In FIG. 11, the same processes as those in FIG. 7 are denoted by the same step numbers as those in FIG. Further, the processing of steps S120 to S170 in FIG. 7 will be described as an ignition start rotation speed setting routine, and the processing of steps S180 to S220 in FIG. 7 will be described as a torque command setting transmission routine. When this routine is started, the CPU 72 of the hybrid electronic control unit 70 executes the processing of steps S100 and S110 and then executes the ignition start rotation speed setting routine (step S300), and whether the start command flag Fstart is zero. It is determined whether or not (step S310). If it is immediately after starting this routine, the start command flag Fstart has a value of zero, so a positive determination is made in step S310, and then it is determined whether or not the lock release flag Flock is a value of zero (step S320). The lock release flag Flock is a flag indicating whether or not the lock pin 238 has been removed from the engagement hole 232. When the value is zero, the lock pin 238 has not been removed from the engagement hole 232, and when the value is 1, the lock is released. This indicates that the pin 238 has been removed from the locking hole 232. Since it is considered immediately after this routine is started, the lock release flag Flock is zero, and it is subsequently determined whether or not the lock pin 238 is disengaged from the locking hole 232 (step S330). Here, whether or not the lock pin 238 is disengaged from the locking hole 232 is determined based on pulses from the crank position sensor 140 and the cam position sensor 144. Specifically, the position of the spool valve of the oil control valve 222 when the engine is stopped is set to a position where the vane rotor 206 can be advanced from the most retarded position by a predetermined crank angle (for example, 5 CA), for example, step S330. When the lock pin 238 is removed from the locking hole 232, the intake camshaft 125 is advanced from the most retarded position by a predetermined crank angle in accordance with the phase of the pulses output from the crank position sensor 140 and the cam position sensor 144. When it is detected as a deviation, it is determined that the lock pin 238 has come off the locking hole 232. Immediately after this routine is started, the rotational speed Ne of the engine 22 is still small, so that the hydraulic pressure for removing the lock pin 238 from the locking hole 232 is not generated in the unlocking hydraulic chamber 236e, and in step S330 A negative determination is made, a torque command setting transmission routine is executed (step S370), and the processes of steps S230 and S240 are executed. Then, after the ignition start rotation speed setting flag Fstart is determined to be zero in step S230, it is determined in step S240 that the rotation speed Ne of the engine 22 has not reached the ignition start rotation speed Nstart, and the process returns to step S100. The process of S240 is repeatedly executed. In the meantime, if the rotational speed Ne of the engine 22 rises and the hydraulic pressure enough to remove the lock pin 238 from the locking hole 232 is generated in the unlocking hydraulic chamber 236e, the lock pin 238 comes off the locking hole 232. In step S330, an affirmative determination is made, a value 1 is set to the unlock flag Flock (step S340), and it is determined whether the ignition start rotational speed Nstart is the second rotational speed N2 or the first rotational speed N1 ( Step S350). When the ignition start rotational speed Nstart is set to the first rotational speed N1, the process proceeds to step S370 as it is, and when it is set to the second rotational speed N2, the ignition start rotational speed Nstart is set to the current engine rotational speed Ne. Or the first rotation speed N1 whichever is higher (step S360), and the process proceeds to step S370. Thereafter, when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nstart, an affirmative determination is made in step S240, and after executing the processing of steps S260 and S270, the ignition start rotational speed setting flag Fset, the start command flag Fstart and the lock release flag Flock are reset to 0 (step S380), and this routine ends. The second rotational speed N2 in this routine is set to the same or higher value as the second rotational speed N2 in the start-up control routine of FIG. 7, so that the rotational speed Ne of the engine 22 is set in step S240. The processing after step S270 is executed without waiting for the elapse of the predetermined time t after reaching the ignition start rotational speed Nstart. According to this routine, when it is detected in step S330 that the lock pin 238 and the engagement hole 232 are disengaged and the ignition start rotational speed Nstart is set to the second rotational speed N2, In step S360, the ignition start rotational speed Nstart is reset to the larger value of either the current rotational speed Ne of the engine 22 or the first rotational speed N1, so that the motor is set when the starting target rotational speed Nstart is set high. It is possible to reduce the extra load on MG1.

  In the above-described embodiment, when the oil temperature Toil is in the high oil temperature range, the ignition start rotation speed Nstart is set to the second rotation speed N2, and when not in the high oil temperature range, the ignition start rotation speed Nstart is set to the first rotation speed. Although set to N1, the ignition start rotational speed Nstart may be set according to the oil temperature Toil. That is, the start time control routine of FIG. 12 may be performed. In FIG. 12, the same processes as those in FIG. 7 are denoted by the same step numbers as those in FIG. Further, the processing in steps S180 to S220 in FIG. 7 will be described as a torque command setting transmission routine. When this routine is started, the CPU 72 of the hybrid electronic control unit 70 executes the processes of steps S100 to S130. If the remaining capacity (SOC) of the battery 50 is less than the required remaining capacity SOCth in step S130, step S150 is performed. Execute the process. On the other hand, when the remaining capacity (SOC) of the battery 50 exceeds the caution remaining capacity SOCth, the ignition start rotation speed Nstart corresponding to the oil temperature Toil is read from the ignition start rotation speed setting map (step S440). This ignition start rotation speed setting map is a map in which the relationship between the oil temperature Toil and the ignition start rotation speed Nstart is set, and is stored in the ROM 74 in advance. FIG. 13 shows an example of this map. In this map, the ignition start rotational speed Nstart is set to the first rotational speed N1 until the oil temperature Toil is H1, and in the region where the oil temperature Toil is between H1 and H2, the ignition start rotational speed Nstart is higher as the oil temperature Toil is higher. Is set so as to increase, and when the oil temperature Toil exceeds H2, the ignition start speed Nstart is set to the second speed N2. When the ignition start rotation speed Nstart is set, the process of step S170 is executed, and then the ignition start rotation speed setting routine is executed (step S480), the processes after step S230 are executed, and this routine is terminated. Also in this case, the same effect as the above-described embodiment can be obtained. At this time, instead of the ignition start rotation speed setting map of FIG. 13, for example, a map showing a tendency that the ignition start rotation speed Nstart increases as a step function as the oil temperature Toil increases may be used.

  In the above-described embodiment, the ignition start rotation speed Nstart of the engine 22 is set based on the oil temperature, but the present invention is not particularly limited as long as the oil pressure in the unlocking hydraulic chamber 236e can be detected. For example, the hydraulic pressure in the unlocking hydraulic chamber 236e may be directly detected, and the ignition start rotational speed Nstart may be set based on this hydraulic pressure, or the amount of hydraulic oil in the oil pan 184 or the unlocking hydraulic chamber 236e may be set. The ignition start rotation speed Nstart may be set based on the detected amount. Further, the ignition start rotational speed Nstart may be set based on not only the oil temperature but also a plurality of these parameters.

  In the above-described embodiment, the variable valve timing mechanism 200 is attached only to the intake camshaft 125, but may be attached to the exhaust camshaft 127, or both the intake camshaft 125 and the exhaust camshaft 127. It may be attached.

  In the hybrid vehicle 20 of the above-described 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 320 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 14) 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).

  In the hybrid vehicle 20 of the above-described 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 planetary gear 30, but the modified example of FIG. As illustrated in the hybrid vehicle 420, the hybrid vehicle 420 includes an inner rotor 432 connected to the crankshaft 26 of the engine 22 and an outer rotor 434 connected to a drive shaft that outputs power to the drive wheels 63 a and 63 b. A counter-rotor motor 430 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Thus, the power output apparatus of the present invention can be applied to a hybrid vehicle, but is not limited to such a hybrid vehicle, and can also be applied to an engine vehicle driven by the engine 22. In this case, the caution remaining capacity SOCth is determined based on the remaining capacity of the auxiliary battery that supplies power to the starter motor for starting the engine 22. It can also be applied to vehicles other than automobiles, such as trains and ships.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 3 is an explanatory diagram for explaining a relationship among a crankshaft 26 of an engine 22, camshafts 125 and 127, and an oil pump 182. FIG. 2 is a configuration diagram showing an outline of a configuration of a variable valve timing mechanism 200. FIG. FIG. 2 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 220. It is sectional drawing of the locking mechanism 230 among the AA cross sections of FIG. It is a flowchart which shows an example of the starting control routine. It is explanatory drawing of the map for request | requirement torque setting. It is an operation alignment chart for demonstrating dynamically the rotation element of the planetary gear 30 when there exists an engine starting request | requirement in motor operation mode. It is an operation alignment chart for demonstrating dynamically the rotation element of the planetary gear 30 when there is an engine start request | requirement when it is stopping and there is no driver | operator's power request | requirement. It is a flowchart which shows an example of the starting time control routine of a modification. It is a flowchart which shows an example of the starting time control routine of a modification. It is a map which shows the relationship between the oil temperature Toil of a modification, and the ignition start rotation speed Nstart. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

Explanation of symbols

  20, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 planetary gear, 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, 64 axle, 64a, 64b wheel, 70 electronic control unit for hybrid, 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, 122 air cleaner, 124 throttle valve , 125 Intake camshaft, 126 Fuel injection valve, 127 Exhaust camshaft, 128 Intake valve, 129 Exhaust valve, 130 Spark plug, 132 Piston, 134 Purifier, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 141 Timing Rotor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 160 Intake 162 Surge tank, 166 Combustion chamber, 172 Camshaft pulley, 174 Camshaft side timing chain, 175 Oil side timing chain, 176 Intake camshaft pulley, 178 Exhaust camshaft pulley, 182 Oil pump, 184 Oil pan, 186a 1st Supply oil passage, 186b Second supply oil passage, 188 Drain oil passage, 190 First advance oil passage, 192 First retard oil passage, 194 Oil temperature sensor, 200 Variable valve timing mechanism, 202 Housing, 204 bolt, 206 Vane rotor, 208 cover, 210a to 210d vane, 212a to 212d hydraulic chamber, 214a to 214d advance chamber, 216a to 216d retard chamber, 220 hydraulic circuit, 222 oil control valve (OCV), 230 lock machine Structure, 232 Locking hole, 236 Stepped hole, 236a Stepped portion, 236b Large diameter portion, 236c Small diameter portion, 238 Lock pin, 238b Flange portion, 238c Storage hole, 236d Opening chamber, 236e Unlocking hydraulic chamber, 240 Spring, 241 Second advance chamber oil passage, 242 Second retard chamber oil passage, 432 Inner rotor, 434 Outer rotor, 430 Pair rotor motor, MG1, MG2 motor.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine;
Working fluid pumping means for pumping the working fluid with rotation of the output shaft of the internal combustion engine;
Detecting means for detecting the pressure of the working fluid or a parameter related thereto;
A first rotating body that rotates as the output shaft of the internal combustion engine rotates and a rotational force of the first rotating body are transmitted to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve of the internal combustion engine. And changing the relative rotational phase of the first rotating body and the second rotating body using the pressure of the working fluid pumped by the working fluid pumping means. Valve timing variable means capable of changing the opening and closing timing of the intake valve or the exhaust valve by,
Fixing and releasing the relative rotation phase between the first rotating body and the second rotating body using the pressure of the working fluid provided in the valve timing variable means and pumped by the pumping means. Phase locking means capable of
When the internal combustion engine is instructed to start, the phase fixing means can be changed from the state in which the rotational phase is fixed to the state in which the rotational phase is released by the working fluid pumped by the working fluid pressure feeding means. The target rotational speed at the start of the output shaft of the internal combustion engine is determined based on the pressure of the working fluid or a parameter correlated therewith, and the internal combustion engine is motored until the determined target rotational speed at the start is reached. A start time control means for controlling the motoring means;
A power output device comprising: The detecting means detects the temperature of the working fluid as a parameter correlated with the pressure of the working fluid;
The start time control means determines the start target rotational speed based on the temperature of the working fluid when determining the start time target rotational speed.
The power output device according to claim 1. The start-up control means controls the motoring means to motor the internal combustion engine until the start-up target speed reaches the start-up target speed, and then controls the motor to maintain the start-up target speed at a predetermined period. Control the ring means,
The power output apparatus according to claim 1 or 2. The start-time control means correlates with the pressure or the pressure detected by the detection means when the internal combustion engine is instructed to start or the parameter correlated therewith reaches a predetermined range. A higher rotational speed than the case where the parameter does not reach the predetermined range is set as the target rotational speed at start-up.
The power output apparatus in any one of Claims 1-3. The power output device according to claim 4,
Power storage means for exchanging power with the motoring means;
Charge / discharge state detection means for detecting a charge / discharge state of the power storage means;
With
The start-up control means detects the charge / discharge state even when the pressure detected by the detection means when a start instruction for the internal combustion engine is given or a parameter correlated therewith reaches the predetermined range. When the charge / discharge state of the power storage means detected by the means is a cautionary charge state, a higher rotational speed than the case where the pressure or a parameter associated therewith does not reach the predetermined range is set to the target value at the time of starting. Cancel the process of setting the rotation speed.
Power output device. The power output device according to claim 4 or 5,
Phase fixing release detecting means capable of detecting that the phase fixing means has started to shift from the state where the rotational phase is fixed to the state where the rotational phase is released;
With
The start-up control means detects the phase lock release even when the pressure detected by the detection means when a start instruction for the internal combustion engine is given or a parameter correlated therewith reaches the predetermined range. When it is detected by the means that the rotation phase has been released, the rotation speed is increased as compared with the case where the pressure or a parameter correlated therewith does not reach the predetermined range. Canceling the process of setting the target rotational speed at startup,
Power output device. The power output device according to any one of claims 1 to 6,
An electric motor capable of outputting power to the drive shaft;
With
The motoring means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and power is applied to the remaining shaft based on power input / output to / from any two of the three shafts. A three-axis power input / output means for inputting / outputting the motor is a gear mechanism, and is configured as a generator for inputting / outputting power to / from the third shaft,
Power output device.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine capable of outputting power to a drive shaft, motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine, and a working fluid being pumped as the output shaft of the internal combustion engine rotates. Working fluid pumping means, detecting means for detecting the pressure of the working fluid or a parameter correlated therewith, a first rotating body that rotates as the output shaft of the internal combustion engine rotates, and the first rotating body And a second rotating body that transmits at least one of the intake valve and the exhaust valve of the internal combustion engine to a driven shaft that opens and closes, and uses the pressure of the working fluid pumped by the working fluid pumping means. Valve timing variable means capable of changing the opening / closing timing of the intake valve or the exhaust valve by changing the relative rotational phase of the first rotating body and the second rotating body, Fixing and releasing the relative rotation phase between the first rotating body and the second rotating body using the pressure of the working fluid provided in the valve timing varying means and pumped by the pumping means A phase fixing means capable of controlling the power output device,
(A) When the internal combustion engine is instructed to start, the phase fixing means is released from the state in which the rotational phase is fixed by the working fluid pumped by the working fluid pressure feeding means. Determining a starting target rotational speed of the output shaft of the internal combustion engine based on the pressure of the working fluid or a parameter correlated therewith;
(B) motoring the internal combustion engine until the starting target rotational speed determined in the step (a) is reached;
A method for controlling a power output apparatus including:

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