JP2007211737A - Internal combustion engine device and control method thereof, power output device and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable an engine to operate under an operation condition out of abnormal noise generation region in which abnormal noise is generated, when torque to be output from the engine is applied. <P>SOLUTION: When target torque Te* of an engine is given, operation conditions including intake valve target open close timing VT* for outputting the target torque Te* are established (step S300, S310). When established operation conditions are operation conditions in an abnormal noise generation region in which abnormal noise is generated from a camshaft drive mechanism of the engine, the established target open close timing VT* is re-established to advanced open close timing (step S320, S330) and operation conditions other than the target open close timing VT* are established to output target torque Te* (step S340), and the engine is controlled to operate under the established operation conditions (step S350). Consequently, the engine can be operated under the operation condition out of the abnormal noise generation region. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

Conventionally, in this type of internal combustion engine device, an operation point consisting of a torque and a rotational speed that can be efficiently operated is set in advance as an operation line, and an operation point that outputs power based on a target power is obtained from this operation line. Have been proposed (see, for example, Patent Document 1). In this device, when the operation point to be operated is an operation point in a resonance region where the resonance of the device occurs, the operation point is reset by using an operation line that avoids such a resonance region, and the operation is reset. By operating at the point, it is possible to suppress the occurrence of vibration and abnormal noise due to resonance of the apparatus.
Japanese Patent Laying-Open No. 2005-199971 (see FIG. 5 in particular)

  In the above-described apparatus, consideration is given to avoiding resonance that occurs at a specific operating point, but consideration is not given to avoiding resonance that occurs due to specific operating conditions when operating at the same operating point. In an internal combustion engine device, resonance may occur in components attached to the internal combustion engine device under specific operating conditions, but such resonance is not considered. Therefore, it is desirable to perform control in consideration of resonance that occurs under specific operating conditions.

  It is an object of the present invention to operate an internal combustion engine device, a control method thereof, a power output device, and a vehicle under operating conditions outside a predetermined operating condition range when a torque to be output from the internal combustion engine is applied.

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

The internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine capable of changing the opening / closing timing of an intake valve,
When a target torque to be output from the internal combustion engine is given, an operating condition including the opening / closing timing is set based on the target torque and a predetermined constraint, and the set operating condition is outside a predetermined operating condition range. In this case, the set operating condition is set as a target operating condition, and when the set operating condition is within a predetermined operating condition range, an operating condition in which at least the opening / closing timing of the set operating condition is changed is set as a target operating condition. Target operating condition setting means to perform,
Engine control means for controlling the operation of the internal combustion engine based on the set target operating conditions;
It is a summary to provide.

  In the internal combustion engine device of the present invention, when a target torque to be output from the internal combustion engine is given, an operation condition including an opening / closing timing of the intake valve is set based on the target torque and a predetermined constraint, and the set operation is performed. When the condition is outside the predetermined operating condition range, the set operating condition is set as the target operating condition. When the set operating condition is within the predetermined operating condition range, at least the opening / closing timing of the set operating condition is changed. Is set as a target operating condition, and the internal combustion engine is controlled based on the set target operating condition. When the set operating condition is outside the predetermined operating condition range, the set operating condition is set as the target operating condition, so that the internal combustion engine can be operated under the set operating condition. On the other hand, when the set operating condition is within the predetermined operating condition range, the operating condition in which at least the opening / closing timing of the intake valve is changed is set as the target operating condition, so that the internal combustion engine is operated outside the predetermined operating condition range. You can drive under conditions.

  In such an internal combustion engine apparatus of the present invention, the predetermined operating condition range may be a range including a region where resonance occurs in a component or the like attached to the internal combustion engine. By so doing, it is possible to suppress the occurrence of resonance in the components attached to the internal combustion engine.

  In the internal combustion engine apparatus of the present invention, the predetermined operating condition range may be a range including a region where abnormal noise is generated when the internal combustion engine is operated. By doing so, it is possible to suppress the generation of abnormal noise accompanying the operation of the internal combustion engine.

  Further, in the internal combustion engine device of the present invention, the target operating condition setting means changes at least the opening / closing timing of the set operating condition in a direction to advance when the set operating condition is within a predetermined operating condition range. It may be a means for setting the operating condition as the target operating condition.

  In the internal combustion engine device of the present invention, the internal combustion engine is capable of changing the ignition timing of the cylinder and the intake air amount of the intake system, and the target operating condition setting means includes the internal combustion engine as the operating condition. The ignition timing and the intake air amount of the intake system are set, and at least one of the ignition timing and the intake air amount is changed according to the change of the opening / closing timing when the set operating condition is within a predetermined operating condition range It can also be a means for setting the operated condition as the target operating condition. If it carries out like this, an internal combustion engine can be drive | operated on the driving | running condition which changed at least one of the ignition timing and the intake air amount according to the opening / closing timing.

  In the internal combustion engine device of the present invention, the predetermined constraint may be a constraint for efficiently operating the internal combustion engine. In this way, the internal combustion engine can be operated efficiently.

  A power output apparatus according to the present invention is a power output apparatus that outputs power to a drive shaft, and is an internal combustion engine apparatus according to any one of the above-described aspects, that is, basically changes the opening / closing timing of an intake valve. An internal combustion engine device including a possible internal combustion engine, wherein when a target torque to be output from the internal combustion engine is given, an operating condition including the opening / closing timing is set based on the target torque and a predetermined constraint When the set operating condition is outside the predetermined operating condition range, the set operating condition is set as a target operating condition, and when the set operating condition is within the predetermined operating condition range, at least the set operating condition is Target operating condition setting means for setting an operating condition whose opening / closing timing is changed as a target operating condition; and the internal combustion engine based on the set target operating condition. An internal combustion engine device comprising: an engine control means for controlling rotation; and an output shaft and the drive shaft of the internal combustion engine connected to the output shaft and the drive shaft. Electric power drive input / output means for inputting / outputting, an electric motor capable of outputting power to the drive shaft, an electric storage device capable of exchanging electric power with the electric power drive input / output means and the electric motor, and a request required for the drive shaft Based on required driving force setting means for setting driving force, target torque setting means for setting the target torque to be given to the internal combustion engine device based on the set required driving force, and based on the set required driving force The gist of the present invention is to include drive control means for drivingly controlling the electric power drive input / output means and the electric motor together with control by the engine control means so that driving force is output to the drive shaft.

  Since the power output apparatus of the present invention includes the internal combustion engine apparatus of the present invention according to any one of the aspects described above, the effects exerted by the internal combustion engine apparatus of the present invention, for example, operating conditions outside the predetermined operating condition range of the internal combustion engine. It is possible to achieve the same effect as being able to drive the vehicle. In addition, since the power power input / output means and the motor are driven and controlled together with the control by the engine control means so that the driving force based on the required driving force is output to the driving shaft, the driving force based on the required driving force is output to the driving shaft be able to.

  The vehicle of the present invention is a power output device of the present invention described above, that is, a power output device that basically outputs power to a drive shaft, and the internal combustion engine device of any one of the above aspects. A power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and for inputting / outputting power to / from the output shaft and the drive shaft with input / output of electric power and power, and to the drive shaft An electric motor capable of outputting power; an electric power input / output means; an electric storage means capable of exchanging electric power with the electric motor; a required driving force setting means for setting a required driving force required for the drive shaft; and the setting Target torque setting means for setting the target torque to be given to the internal combustion engine device based on the set required driving force, and the engine control so that the driving force based on the set required driving force is output to the driving shaft. Control by means Wherein the drive control means for driving and controlling the electric power-mechanical power input output means and the electric motor, equipped with a power output apparatus including the axle is summarized in that made is connected to the drive shaft with.

  Since the vehicle according to the present invention includes the power output device according to the present invention of the above-described aspect, the effect of the power output device according to the present invention, for example, that the internal combustion engine can be operated under operating conditions outside a predetermined operating condition range. The same effects as the effects that can be output and the driving force based on the required driving force can be output to the drive shaft can be obtained.

The internal combustion engine control method of the present invention includes:
A control method for an internal combustion engine capable of changing the opening and closing timing of an intake valve,
When a target torque to be output from the internal combustion engine is given, when the operation condition including the opening / closing timing based on the target torque and a predetermined constraint is out of a predetermined operation condition range, the operation is performed under the operation condition, and the target The gist is that when the operating condition including the opening / closing timing based on the torque and the predetermined constraint is within the predetermined operating condition range, the driving is performed at least under the operating condition in which the opening / closing timing is changed.

  In the control method for an internal combustion engine according to the present invention, when a target torque to be output from the internal combustion engine is given, the operation condition including the opening / closing timing of the intake valve based on the target torque and a predetermined constraint is out of the predetermined operation condition range. Is operated under the operating conditions based on the target torque and the predetermined constraints, and when the operating conditions including the opening / closing timing of the intake valve based on the target torque and the predetermined constraints are within the predetermined operating condition range, at least the opening / closing timing of the intake valve Operate under the changed operating conditions. As a result, the internal combustion engine can be operated under the operating conditions based on the target torque and the predetermined constraints when the operating conditions including the opening / closing timing of the intake valve based on the target torque and the predetermined constraints are outside the predetermined operating condition range. . In addition, when the operating condition including the opening / closing timing of the intake valve based on the target torque and the predetermined constraint is within the predetermined operating condition range, the operation is performed at least in the operating condition in which the opening / closing timing of the intake valve is changed. The internal combustion engine can be operated outside.

  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 an internal combustion engine device according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A ring gear as a drive shaft connected to the front shaft 64 of the front wheels 63a and 63b through the gear mechanism 60 and the differential gear 62 while being connected to the power distribution and integration mechanism 30 and the motor MG1 capable of generating electricity connected to the mechanism 30. A motor MG2 connected to the shaft 32a via the reduction gear 35, and a motor MG3 connected to the rotary shaft 68 connected to the rear shaft 67a of the rear wheels 66a, 66b via the differential gear 65 via the reduction gear 48. And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 also includes a variable valve timing mechanism 150 that can continuously change the opening / closing timing of the intake valve 128. 3 and 4 are configuration diagrams showing an outline of the configuration of the variable valve timing mechanism 150. FIG. As shown in the figure, the variable valve timing mechanism 150 drives an exhaust camshaft 133 that opens and closes an exhaust valve 131 by a timing pulley 164 connected to the crankshaft 26 via a timing belt 162 and opens and closes an intake valve 128. The camshaft 129 is attached to a camshaft drive mechanism that is driven by a driven gear 129b that meshes with a drive gear 133a attached to the exhaust camshaft 133 together with the sub gear 129a, and a housing portion 152a fixed to the driven gear 129b of the intake camshaft 129. And a vane type VVT controller 152 comprising a vane portion 152b fixed to the intake camshaft 129, and an advance chamber 1 of the VVT controller 152 2c and an oil control valve 156 that applies hydraulic pressure to the retard chamber 152d, and adjusts the hydraulic pressure applied to the advance chamber 152c and the retard chamber 152d of the VVT controller 152 via the oil control valve 156, thereby adjusting the housing portion. The angle of intake camshaft 129 at the opening / closing timing of intake valve 128 is continuously changed by rotating vane portion 152b relative to 152a. FIG. 5 shows an example of the opening / closing timing of the intake valve 128 when the angle of the intake camshaft 129 is advanced and the opening / closing timing of the intake valve 128 when the angle of the intake camshaft 129 is retarded. In the embodiment, the angle of the intake camshaft 129 at the opening / closing timing of the intake valve 128 where power is efficiently output from the engine 22 is used as a reference angle, and the angle of the intake camshaft 129 is advanced from the reference angle. The engine 22 can be in an operation state in which high torque can be output, and by reducing the angle of the intake camshaft 129, the pressure fluctuation in the cylinder of the engine 22 is reduced, and the operation of the engine 22 is stopped or started. It is comprised so that it can be set as the suitable driving | running state.

  Further, a lock pin 154 for fixing relative rotation between the housing portion 152a and the vane portion 152b is attached to the vane portion 152b of the VVT controller 152. FIG. 6 is a configuration diagram showing an outline of the configuration of the lock pin 154. As shown in the figure, the lock pin 154 includes a lock pin main body 154a and a spring 154b attached so that the lock pin main body 154a is biased toward the housing portion 152a, and the angle of the intake camshaft 129 is the most retarded angle. When it is positioned, the spring 154b is engaged with the groove 158 formed in the housing portion 152a by the spring force of the spring 154b to fix the vane portion 152b to the housing portion 152a. The lock pin 154 is a hydraulic actuator (not shown) so that the lock pin body 154a fitted in the groove 158 can be pulled out by applying a hydraulic pressure that overcomes the spring force of the spring 154b via the oil passage 159. Is provided.

  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 23, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. The cooling water temperature from the cylinder, the in-cylinder pressure Pin from the pressure sensor 143 mounted in the combustion chamber, the intake camshaft 129 of the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the exhaust camshaft 133 that opens and closes the exhaust valve 131 The cam position from the cam position sensor 144 for detecting the position, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, and the air flow from the air flow meter 148 attached to the intake pipe Data signal AF, an intake air temperature from a temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the 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 power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the front wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the motors MG1, MG2, and MG3 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41, 42, and 43. Do. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG3, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to the motors MG1, MG2, and MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the driving of the motors MG 1, MG 2, MG 3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG 1, MG 2, MG 3 as necessary. Data on the state is 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 the 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 (not shown) attached to the battery 50, and the like are input. Output to the electronic control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

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

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output from the vehicle based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver, The engine 22, the motor MG1, the motor MG2, and the motor MG3 are controlled for operation so that the corresponding required power is output. As operation control of the engine 22, the motor MG1, the motor MG2, and the motor MG3, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is driven. Torque conversion operation mode for driving and controlling the motors MG1, MG2, and MG3 so that the torque is output by one of or both of the distribution integration mechanism 30, the motor MG1, the motor MG2, and the motor MG3. The engine 22 is operated and controlled so that the power corresponding to the sum of the power required for the engine is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is distributed. One of integration mechanism 30, motor MG1, motor MG2, and motor MG3 Or charge / discharge operation mode in which the motors MG1, MG2 and MG3 are driven and controlled so that the required power is output with torque conversion by both, and the operation of the engine 22 is stopped and one or both of the motors MG2 and MG3 are stopped. There are motor operation modes in which operation control is performed so that power corresponding to required power is output.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 7 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed of the motors MG1, MG2, and MG3. A process of inputting data necessary for control, such as Nm1, Nm2, Nm3, the rotational speed Ne of the engine 22, the input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 140 attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1, Nm2, and Nm3 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1, MG2, and MG3 from the rotational position detection sensors 44, 45, and 46. It was. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is thus input, the required torque T * and required power P * required for the vehicle are set based on the input accelerator opening Acc and the vehicle speed V (step S110). Here, in the embodiment, the required torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque T * in the ROM 74 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque T * is derived and set from the stored map. An example of the required torque setting map is shown in FIG. Further, the required power P * is set to a value calculated by multiplying the set required torque T * by the vehicle speed V and the sum of the charge / discharge required power Pb * and the loss Loss.

  Subsequently, the required torque T * is set to the distribution ratio D in order to distribute it to the front wheels 63a and 63b and the rear wheels 66a and 66b (step S120). Here, the value D is a value from 0 to 1 based on the running state of the vehicle as a ratio of torque output to the rear wheels 66a and 66b with respect to the required torque T *. For example, the value 0.0 is used as the value D so that torque is output only to the front wheels 63a and 63b during normal travel, or torque is applied to both the front wheels 63a and 63b and the rear wheels 66a and 66b during travel on a slope or starting. The value 0.2 or 0.3 is used as the value D so that is output, or when slip occurs in one of the front wheels 63a, 63b and the rear wheels 66a, 66b, it is output to the wheel where the slip has occurred. It is possible to use a value D that decreases the ratio of torque to be output and increases the ratio of torque output to a wheel in which no slip occurs.

  When the distribution ratio D is set, a value obtained by subtracting the distribution ratio D from the value 1 is multiplied by the required torque T * to set the front wheel side torque Tf * to be output to the front wheels 63a and 63b, and at the same time, the required torque is set in the distribution ratio D. By multiplying T *, a rear wheel torque Tr * to be output to the rear wheels 66a and 66b is set (step S130).

  Then, as shown in the following equation (1), the provisional motor torque to be output from the motor MG3 is obtained by dividing the set rear wheel torque Tr * by the conversion coefficient Gr by the gear ratio Gb of the reduction gear 48. A torque command Tm3 * for the motor MG3 is set by setting Tm3tmp (step S140) and limiting the set temporary motor torque Tm3tmp with the rated maximum torque Tm3max of the motor MG3 (step S150). Here, the conversion coefficient Gr is a coefficient for converting torque acting on the rear wheels 66a and 66b into torque acting on the rotating shaft 68. Moreover, the rated maximum torque Tm3max of the motor MG3 can be set based on the rotational speed Nm3 of the motor MG3. An example of the relationship between the rotational speed Nm3 of the motor MG3 and the rated maximum torque Tm3max as the maximum torque that can be output from the motor MG3 is shown in FIG. In the figure, the solid line indicates the rated maximum torque Tm3max. As shown in FIG. 9, the rated maximum torque Tm3max is set such that the rated maximum torque Tm3max tends to decrease as the rotational speed Nm3 of the motor MG3 increases. Thus, by setting the torque command Tm3 * of the motor MG3, the motor MG3 can be driven with a torque equal to or less than the rated maximum torque Tm3max.

  Tm3tmp = Tr * / Gr / Gb (1)

  Next, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the required power P * (step S160). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power P *. FIG. 10 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve having a constant required power P * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne * and the rotational speed Nr of the ring gear shaft 32a (Nm2 / Ga; “Ga” is the gear ratio of the reduction gear 35) and The target rotational speed Nm1 * of the motor MG1 is set by the following formula (2) using the gear ratio ρ of the power distribution and integration mechanism 30 and the formula (2) based on the set target rotational speed Nm1 * and the current rotational speed Nm1 ( The torque command Tm1 * of the motor MG1 is set according to 3) (step S170). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 11 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotary element of the power distribution and integration mechanism 30. 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 (ring gear shaft 32a) obtained by dividing the number Nm2 by the gear ratio Ga of the reduction gear 35 is shown. Equation (2) can be easily derived by using this alignment chart. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term. The two bold arrows pointing upward on the R-axis indicate that the torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is applied to the ring gear shaft 32a. The transmitted torque and the torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35 are shown.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Ga ・ ρ) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. The difference between the obtained power consumption (generated power) of the motor MG1 and the power consumption of the motor MG3 obtained by multiplying the torque command Tm3 * of the motor MG3 by the current rotational speed Nm3 of the motor MG3 is divided by the rotational speed Nm2 of the motor MG2. Thus, torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 are calculated by the following equations (4) and (5) (step S180), and the front wheel side torque Tf * is converted into the conversion coefficient Gf. Torque transmitted directly from the engine 22 to the ring gear shaft 32a (−Tm1 * / ρ Is further divided by the gear ratio Ga of the reduction gear 35 to calculate the temporary motor torque Tm2tmp to be output from the motor MG2 by the equation (6) (step S190), and the temporary motor is calculated with the calculated torque limits Tmin and Tmax. A torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the torque Tm2tmp (step S200). By 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 is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. By 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 is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Here, the conversion coefficient Gf is a coefficient for converting torque acting on the front wheels 63a and 63b to torque acting on the ring gear shaft 32a. Equation (5) can be easily derived from the collinear diagram of FIG. 11 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (T * / Gf + Tm1 * / ρ) / Ga (6)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 *, Tm2 * and Tm3 * of the motors MG1, MG2 and MG3 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set. Transmits to the engine ECU 24 the torque commands Tm1 *, Tm2 *, and Tm3 * of the motors MG1, MG2, and MG3 to the motor ECU 40 (step S210), and ends the drive control routine. When the motor ECU 40 receives the torque commands Tm1 *, Tm2 *, and Tm3 *, the motor MG1 is driven by the torque command Tm1 *, the motor MG2 is driven by the torque command Tm2 *, and the motor MG3 is driven by the torque command Tm3 *. Thus, switching control of the switching elements of the inverters 41, 42, and 43 is performed.

  Next, the operation of the engine 22 when the target rotational speed Ne * and the target torque Te * are set will be described. FIG. 12 is a flowchart illustrating an example of an operation control routine executed by the engine ECU 24 of the embodiment. This routine is executed when the engine 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22 transmitted from the hybrid electronic control unit 70.

  When the operation control routine is executed, the CPU 24a of the engine ECU 24 executes a process of inputting data necessary for control such as the target rotational speed Ne * and the target torque Te * of the engine 22 (step S300). Here, the target rotational speed Ne * and the target torque Te * are set by the electronic control unit for hybrid 70 and are input by communication.

  Subsequently, based on the input target rotational speed Ne * and the target torque Te *, the operating conditions of the engine 22 are set as the target opening / closing timing VT * of the intake valve 128, the target opening TH * of the throttle valve 124, and the ignition coil 138. The target ignition timing Tfire * is set as the timing of the control signal (step S310). In this embodiment, this setting is obtained by previously obtaining an open / close timing VT, a throttle opening TH, and an ignition timing Tfire at which the engine 22 can be efficiently operated at the operation point of the target rotational speed Ne * and the target torque Te * by experimentally obtaining a map. And when the target rotational speed Ne * and the target torque Te * are given, the corresponding opening / closing timing VT, throttle opening TH, and ignition timing Tfire are derived from the map, and these are respectively set as the target opening / closing timing VT. *, The target throttle opening TH *, and the target ignition timing Tfire *.

  Subsequently, it is determined whether or not the target opening / closing timing VT * among the set operating conditions is the opening / closing timing in the abnormal sound generation region (step S320). The abnormal noise generation region is caused by the sub-gear 129a and the driven gear 129b that mesh with the drive gear 133a because resonance occurs in components such as the timing belt 162 and the timing pulley 164 of the camshaft drive mechanism in the opening / closing timing VT for operating the engine 22 efficiently. It is set as a range of the opening / closing timing VT at which abnormal noise occurs and is obtained in advance through experiments or the like. Here, in the determination of step S320, the determination is made using only the target opening / closing timing VT * among the operating conditions set in the processing of step S310 because the generated abnormal noise is due to the resonance of the components of the camshaft drive mechanism. It is because it was done.

  When the set opening / closing timing is an opening / closing timing outside the abnormal noise generation region, it is determined that no abnormal noise is generated even if the engine 22 is operated under the set operating conditions, and the opening / closing timing of the intake valve 128 is the target opening / closing timing. The oil control valve 156 is controlled to be driven at the timing VT * and the throttle motor 136 is driven and controlled so that the opening of the throttle valve 146 becomes the target opening TH * so that the engine 22 is ignited at the target ignition timing Tfire. A control signal is transmitted to the ignition coil 138 (step S350). In this way, the engine 22 can be operated efficiently and the target torque Te * can be output.

  On the other hand, when it is determined that the set opening / closing timing is the opening / closing timing within the abnormal noise generation region (step S320), it is determined that abnormal noise is generated when the driving is performed under the set operating conditions, and the set operating conditions are set. Of these, the target opening / closing timing VT * is reset to a value advanced (step S330). In this way, the target opening / closing timing VT * is reset by setting the target opening / closing timing VT * reset by advancing the normally set target opening / closing timing VT * to be an opening / closing timing outside the abnormal sound generation region. Because.

  When the target opening / closing timing VT * is thus reset, the target opening of the throttle valve 124 is set so that the engine 22 outputs the target torque Te * when the engine 22 is operated at the reset target opening / closing timing VT *. The oil control valve is set so that TH * and target ignition timing Tfire * are reset (step S340) and the engine 22 is operated at the reset target opening / closing timing VT *, target opening TH *, and target ignition timing Tfire *. 156, the throttle motor 136, and the timing of the drive signal to the ignition coil 138 are controlled (step S350). By setting the target opening / closing timing VT * in this manner, the engine 22 can be operated at an opening / closing timing outside the abnormal noise generation region, so that the generation of abnormal noise can be suppressed. Further, since the opening degree and ignition timing of the throttle valve 124 are changed according to the opening / closing timing so that the engine 22 is operated at the target torque Te *, the engine 22 can be operated at the target torque Te.

  According to the hybrid vehicle 20 of the embodiment described above, when the set target opening / closing timing VT * of the intake valve 128 is the opening / closing timing within the abnormal noise generation region, the target opening / closing timing VT * is reset to a value advanced. Since the engine 22 is operated at the target opening / closing timing VT * that is set and reset, the engine 22 can be operated under operating conditions outside the abnormal noise generation region. As a result, the generation of abnormal noise can be suppressed. Further, since the engine 22 is set such that the target torque Te * is output from the engine 22, the operating conditions other than the opening / closing timing such as the throttle opening TH and the ignition timing Tfire are set according to the reset target opening / closing timing VT *. It is possible to operate at the operation point of the target torque Te * and the target rotational speed Ne *, and it is possible to output a driving force based on the required driving force P * to the driving shaft.

  In the hybrid vehicle 20 of the embodiment, the target opening / closing timing VT * is changed in the advance direction in the process of step S330. However, if the change is made in the retard direction, the generation of abnormal noise can be suppressed. It is good also as what changes to the direction to turn.

  In the hybrid vehicle 20 of the embodiment, the target opening TH * of the throttle valve 124 is output so that the engine 22 outputs the target torque Te * when the engine 22 is operated at the target opening / closing timing VT * reset in the process of step S340. The target ignition timing Tfire * is reset, but only one of the target opening TH * and the target ignition timing Tfire * may be reset.

  In the hybrid vehicle 20 of the embodiment, the operation condition of the engine 22 is set to a condition that allows the engine 22 to be operated efficiently in the process of step S310. However, the operation condition of the engine 22 includes other conditions such as power performance and emission. It may be set in consideration.

  In the hybrid vehicle 20 of the embodiment, the opening / closing timing of the intake valve 128, the throttle opening of the throttle valve 124, and the ignition timing are set as the operating conditions of the engine 22 in the process of step S310. Any conditions may be set as long as the driving conditions include timing, and driving conditions different from the throttle opening and ignition timing may be set.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated under the operating conditions in the abnormal noise generation region where noise is generated by resonance in the components of the camshaft drive mechanism, but is attached to the engine 22 other than the camshaft drive mechanism. It may be operated outside a predetermined operating condition range in which resonance, vibration, abnormal noise, etc. of the parts to be generated occur. By so doing, it is possible to suppress the occurrence of resonance, vibration, abnormal noise, etc. of components attached to the engine 22 other than the camshaft drive mechanism.

  The hybrid vehicle 20 of the embodiment includes the motor MG3 that outputs power to the rear shafts 67 of the rear wheels 66a and 66b. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. It may not be.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a connected to the front shaft 64 of the front wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft connected to the front shaft 64 of the front wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the present invention is applied to a hybrid vehicle capable of outputting the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle, and a device capable of outputting the power from the internal combustion engine. As long as the power output device that outputs the power from the internal combustion engine and the power from the electric motor to the drive shaft is mounted on a vehicle other than an automobile, an aircraft, a ship, etc. Alternatively, it may be mounted on a normal automobile that outputs only the power from the internal combustion engine to the drive shaft, a vehicle other than the automobile, an aircraft, a ship, or the like.

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

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. 2 is an external configuration diagram showing an external configuration of a variable valve timing mechanism 150. FIG. 2 is a configuration diagram showing an outline of a configuration of a variable valve timing mechanism 150. FIG. It is explanatory drawing which shows an example of the opening / closing timing of the intake valve 128 when the angle of the intake cam shaft 129 is advanced, and the opening / closing timing of the intake valve 128 when the angle of the intake cam shaft 129 is retarded. It is a block diagram which shows the outline of a structure of the lock pin 154. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 6 is a relationship diagram illustrating an example of a relationship between a rotational speed Nm3 of a motor MG3 and a rated maximum torque Tm3max. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is a flowchart which shows an example of the driving | running control routine performed by engine ECU24 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42, 43 inverter, 44, 45, 46 rotational position detection sensor, 48 reduction gear, 50 battery, 52 battery electronic control unit (battery ECU) , 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b front wheel, 64 front shaft, 65 differential gear, 66a, 66b rear wheel, 67 rear shaft, 68 rotary shaft, 70 hybrid electronic control unit, 72 CPU, 4 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 129 Intake camshaft, 129a Sub gear, 129b Driven gear, 130 Spark plug, 131 Exhaust valve, 132 Piston, 133 Exhaust camshaft, 133a Drive gear, 134 Purifier, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 46 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 152 VVT controller, 152a housing part, 152b vane part, 152c advance angle chamber, 152d retard angle chamber, 154 lock pin, 154a lock pin body 154b spring, 156 oil control valve, 158 groove, 159 oil passage, 162 timing belt, 164 timing pulley, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2, MG3 motor.

Claims (9)

An internal combustion engine device comprising an internal combustion engine capable of changing the opening / closing timing of an intake valve,
When a target torque to be output from the internal combustion engine is given, an operating condition including the opening / closing timing is set based on the target torque and a predetermined constraint, and the set operating condition is outside a predetermined operating condition range. In this case, the set operating condition is set as a target operating condition, and when the set operating condition is within a predetermined operating condition range, an operating condition in which at least the opening / closing timing of the set operating condition is changed is set as a target operating condition. Target operating condition setting means to perform,
Engine control means for controlling the operation of the internal combustion engine based on the set target operating conditions;
An internal combustion engine device comprising:   2. The internal combustion engine device according to claim 1, wherein the predetermined operating condition range is a range including a region where resonance occurs in a part or the like attached to the internal combustion engine.   3. The internal combustion engine device according to claim 1, wherein the predetermined operating condition range is a range including a region in which abnormal noise is generated as the internal combustion engine is operated.   The target operating condition setting means is a means for setting, as the target operating condition, an operating condition in which at least the opening / closing timing of the set operating condition is advanced when the set operating condition is within a predetermined operating condition range. The internal combustion engine device according to any one of claims 1 to 3. The internal combustion engine is capable of changing the ignition timing of the cylinder and the intake air amount of the intake system,
The target operating condition setting means sets the ignition timing of the internal combustion engine and the intake air amount of the intake system as the operating conditions, and changes the opening / closing timing when the set operating conditions are within a predetermined operating condition range. The internal combustion engine device according to any one of claims 1 to 4, wherein the internal combustion engine device is a means for setting, as a target operating condition, an operating condition in which at least one of the ignition timing and the intake air amount is changed accordingly.   6. The internal combustion engine device according to claim 1, wherein the predetermined constraint is a constraint for operating the internal combustion engine efficiently. A power output device that outputs power to a drive shaft,
An internal combustion engine device according to any one of claims 1 to 6,
An electric power motive power input / output means connected to the output shaft of the internal combustion engine and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of electric power and motive power;
An electric motor capable of outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Target torque setting means for setting the target torque to be given by the internal combustion engine device based on the set required driving force;
Drive control means for driving and controlling the power power input / output means and the electric motor together with control by the engine control means so that a drive force based on the set required drive force is output to the drive shaft;
A power output device comprising:   A vehicle comprising the power output device according to claim 7 and having an axle connected to the drive shaft. A control method for an internal combustion engine capable of changing the opening and closing timing of an intake valve,
When a target torque to be output from the internal combustion engine is given, when the operation condition including the opening / closing timing based on the target torque and a predetermined constraint is out of a predetermined operation condition range, the operation is performed under the operation condition, and the target A control method for an internal combustion engine that operates under at least an operating condition in which the opening / closing timing is changed when an operating condition including the opening / closing timing based on torque and the predetermined constraint is within the predetermined operating condition range.

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