JP2007291935A - Internal combustion engine device, vehicle on which the device is mounted, and method of controlling the internal combustion engine device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the occurrence of vibration during the idling operation of an internal combustion engine in which the opening and closing timing of an intake valve is variable. <P>SOLUTION: A hybrid automobile 20 comprises a variable valve timing mechanism 150 and a lock pin 154 for fixing the variable valve timing mechanism 150 at the most retard angle position. When the requirements for idling are fulfilled and the fixing of the lock pin 154 at the most retard angle position at which a compression pressure in a cylinder is low is released, the engine 22 is idle-controlled at a position advanced from the most retard angle position. When the requirements for idling are fulfilled and the locking of the lock pin 154 at the most retard angle is not released, a control different from idling control is performed. Specifically, the controllable charging of a battery 50 or the stoppage of the engine 22 is selectively performed based on the remaining capacity SOC of the battery 50. Consequently, the idle control of the engine 22 when the compression pressure in the cylinder is low can be avoided. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle equipped with the internal combustion engine device, and a control method for the internal combustion engine device.

Conventionally, as an internal combustion engine device, a variable valve timing mechanism for changing the opening / closing timing of an intake valve of the internal combustion engine using a hydraulic actuator, and the variable valve timing mechanism can be fixed at the most advanced position or the most retarded position. A device provided with a lock pin is known (for example, see Patent Document 1). In this device, when the temperature of the internal combustion engine is low, the valve timing variable mechanism is fixed with a lock pin at the most advanced position, and the compression pressure is increased to start the internal combustion engine to improve cold startability. When the temperature of the internal combustion engine is high, the valve timing variable mechanism is fixed with a lock pin at the most retarded position, and the compression pressure is lowered to start the internal combustion engine, thereby reducing the vibration at the start. After the internal combustion engine is started, the fixed valve timing mechanism by the lock pin is released using hydraulic pressure, and the internal combustion engine is operated at an arbitrary opening / closing timing.
JP 2000-320356 A

  However, in the internal combustion engine device described in Patent Document 1, when the oil viscosity is low, such as when the oil temperature for driving the variable valve timing mechanism is high, the oil pressure does not work well, and the lock pin is difficult to come off. There was. If the idle operation of the internal combustion engine is executed while the variable valve timing mechanism is fixed at the retard position where the compression pressure is reduced, the power output from the internal combustion engine becomes smaller than that during the normal idle operation. Vibrations may occur.

  The present invention has been made in view of such a problem, and an internal combustion engine device capable of suppressing the occurrence of vibration in an idling operation of an internal combustion engine capable of changing the opening / closing timing of an intake valve, a vehicle equipped with the same, and It is an object of the present invention to provide a method for controlling an internal combustion engine device.

  The present invention adopts the following means in order to achieve the above-mentioned object.

The internal combustion engine device of the present invention is
An internal combustion engine;
Opening / closing timing changing means capable of changing the opening / closing timing of the intake valve of the internal combustion engine;
The opening / closing timing means changing means can be fixed at a position where the opening / closing timing of the intake valve is a predetermined timing on the retard side that reduces the in-cylinder compression pressure, which is the pressure in the cylinder during the compression stroke of the internal combustion engine. Fixing means;
Detecting means for detecting a state of the fixing means;
When the predetermined idle condition is satisfied and the detecting means detects that the fixing means is in the unlocked position at the predetermined timing, the internal combustion engine is idled at a position advanced from the predetermined timing. The internal combustion engine and the opening / closing timing changing means are controlled so as to execute normal idle control for operation, and the fixing at the position where the fixing means becomes the predetermined timing when the predetermined idle condition is satisfied and the detecting means is released. Control means for controlling the internal combustion engine so as to execute a fixed-time control different from the normal-time idle control when it is detected that the state is not possible;
It is equipped with.

  In this internal combustion engine apparatus, when a predetermined idle condition is satisfied and the fixing means is in a state in which the fixing at the position that becomes the predetermined timing on the retard side that reduces the in-cylinder compression pressure from the normal time is released, the predetermined timing is exceeded. The internal combustion engine and the opening / closing timing changing means are controlled to execute normal idle control for idling the internal combustion engine at the advanced position, and fixed at a position where the predetermined idle condition is satisfied and the fixing means is at the predetermined timing. When the engine cannot be released, the internal combustion engine is controlled to execute a fixed time control different from the normal time idle control. Here, when the fixing of the opening / closing timing changing means can be released, the vibration of the internal combustion engine is suppressed by performing the idling operation by advancing from the predetermined timing on the retarded side. Power that can stably maintain the idling engine speed from the internal combustion engine because the amount of gas in the cylinder to be compressed is small when it cannot be released from the position at the predetermined timing on the retard side, which is reduced from the normal time. May not be output, and vibration may occur if the internal combustion engine is idled in this state. Here, it is avoided by performing the fixed time control that the normal time idle control is executed in a state where the fixed means cannot release the fixed position at the predetermined timing on the retard side. Therefore, it is possible to suppress the vibration of the internal combustion engine caused by executing the normal idle control when the fixing means cannot be released from the position at the predetermined timing on the retard side.

  An internal combustion engine device of the present invention is connected to an electric motor capable of inputting / outputting power on a drive shaft, an output shaft of the internal combustion engine and the drive shaft, and from the internal combustion engine with input / output of electric power and power. The power drive input / output means capable of outputting at least part of the power to the drive shaft, and the power storage means capable of exchanging power with the motor and the power drive input / output means may be provided. At this time, the power driving input / output means is connected to three axes of the driving shaft, the output shaft of the internal combustion engine, and a rotatable rotating shaft, and is used for power input / output to any two of the three shafts. Based on this, it may be a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft and a generator capable of inputting / outputting power to / from the rotary shaft.

  In the internal combustion engine apparatus according to the present invention, the control means controls the internal combustion engine, the electric motor, and the power drive input / output means so that the power storage means stores electric power when executing the fixed time control. It is good also as what performs. In this way, since the power output from the internal combustion engine is increased with the drive of the electric motor and the power drive input / output means using the power storage control, the occurrence of vibrations in the internal combustion engine can be easily suppressed. Alternatively, when executing the control at the time of fixing, the control means switches between executing power storage control for storing power in the power storage means and stopping the operation of the internal combustion engine based on the remaining capacity of the power storage means. The internal combustion engine, the electric motor, and the power drive input / output means may be controlled. At this time, the control means switches the power storage control and the operation stop of the internal combustion engine based on the remaining capacity of the power storage means, and executes the power storage when the remaining capacity of the power storage means is less than a predetermined value. The internal combustion engine, the electric motor, and the power drive input / output unit may be controlled to execute control, and the operation of the internal combustion engine may be stopped when the remaining capacity of the power storage unit is equal to or greater than the predetermined value. In this way, when the remaining capacity of the power storage means is smaller than a predetermined value, it is possible to increase the power output from the internal combustion engine with the drive of the electric motor or power power input / output means using power storage control. When the remaining capacity is equal to or greater than a predetermined value, the internal combustion engine is stopped even if the idle condition is satisfied, so that the storage means can be protected and the occurrence of vibration of the internal combustion engine can be suppressed.

  In the internal combustion engine apparatus according to the present invention, the control means may stop the operation of the internal combustion engine when executing the fixed time control. By doing so, the internal combustion engine is stopped even when the idle condition is satisfied when the fixing at the predetermined timing on the retard side of the opening / closing timing changing means cannot be released, so that the occurrence of vibration of the internal combustion engine can be prevented.

  In the internal combustion engine device of the present invention, the control means may control the internal combustion engine so as to idle the internal combustion engine at a higher rotational speed than the normal idle control when the fixed control is executed. Good. By doing so, torque fluctuations are reduced compared to the case where the idle control of the internal combustion engine is performed in a state in which the fixing at the predetermined timing on the retard side of the opening / closing timing changing means cannot be released. Can be suppressed.

  A vehicle according to the present invention includes any one of the above-described internal combustion engine devices, and an axle is connected to the drive shaft. Since this internal combustion engine device can suppress the occurrence of vibration in the idling operation of the internal combustion engine that can change the opening / closing timing of the intake valve as described above, a vehicle equipped with this can obtain the same effect. It is done.

The control method of the internal combustion engine device of the present invention includes:
The internal combustion engine, the opening / closing timing changing means capable of changing the opening / closing timing of the intake valve of the internal combustion engine, and the opening / closing at a position where the opening / closing timing of the intake valve is a predetermined timing on the retard side that reduces compression work compared to normal A control method for an internal combustion engine device comprising a fixing means capable of fixing the timing means changing means,
When a predetermined idle condition is satisfied and the fixing means is in a state in which the fixing at the predetermined timing is released, normal idle control for performing the idle operation of the internal combustion engine at a position advanced from the predetermined timing is executed. The internal combustion engine and the opening / closing timing changing means are controlled so that when the predetermined idle condition is satisfied and the fixing means cannot be released from the fixed position at the predetermined timing, it is different from the normal idle control. Controlling the internal combustion engine to perform stationary control;
Including things.

  In this control method for an internal combustion engine device, when a predetermined idle condition is established and the fixing means is in a state in which the fixing at the predetermined timing on the retard side that reduces the in-cylinder compression pressure from the normal time is released, A position where the internal combustion engine and the opening / closing timing changing means are controlled so as to execute normal idle control for idling the internal combustion engine at a position advanced from a predetermined timing, a predetermined idle condition is satisfied, and the fixing means is at a predetermined timing The internal combustion engine is controlled to execute a fixed-time control different from the normal-time idle control when the fixed state cannot be released. Here, when the fixing of the opening / closing timing changing means can be released, the vibration of the internal combustion engine is suppressed by performing the idling operation by advancing from the predetermined timing on the retarded side. Power that can stably maintain the idling engine speed from the internal combustion engine because the amount of gas in the cylinder to be compressed is small when it cannot be released from the position at the predetermined timing on the retard side, which is reduced from the normal time. May not be output, and vibration may occur if the internal combustion engine is idled in this state. Here, it is avoided by performing the fixed time control that the normal time idle control is executed in a state where the fixed means cannot release the fixed position at the predetermined timing on the retard side. Therefore, it is possible to suppress the vibration of the internal combustion engine caused by executing the normal idle control when the fixing means cannot be released from the position at the predetermined timing on the retard side. In the control method for the internal combustion engine device, various aspects of the internal combustion engine device described above may be adopted, and steps for realizing each function of the internal combustion engine device 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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus 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 motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  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. Inhaled 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 through the intake valve 128 and 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 23. 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. The variable valve timing mechanism 150 is fixed to the intake camshaft 129 that opens and closes the intake valve 128 and the housing portion 152a fixed to the timing gear 164 connected to the crankshaft 26 via the timing chain 162, as shown in the figure. A vane-type VVT controller 152 including a vane portion 152b, a vane position sensor 153 that detects the position of the vane portion 152b, and an oil control valve 156 that applies hydraulic pressure to the advance chamber and the retard chamber of the VVT controller 152. And adjusting the hydraulic pressure applied to the advance chamber and retard chamber of the VVT controller 152 via the oil control valve 156 to rotate the vane portion 152b relative to the housing portion 152a to open the intake valve 128. Continuously changing the angle of the intake camshaft 129 at the timing. 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. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, an oxygen signal from an oxygen sensor 135b, etc. vane position from the vane position sensor 153 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 drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. 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 the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  The hybrid vehicle 20 performs intermittent operation that repeats operation / stop of the engine 22 based on required power required for the vehicle. When the hybrid vehicle 20 is stopped, the variable valve timing mechanism 150 is driven and the lock pin 154 is fitted in the groove 158 to fix the vane portion 152b at the most retarded position. ing. Further, when starting the engine 22, the hybrid vehicle 20 is fixed by the motor MG1 in a state where the vane portion 152b is fixed at the most retarded position by the lock pin 154 and the in-cylinder compression pressure in the compression stroke is reduced from the normal time. Cranking is performed, and after the engine 22 has completely exploded, hydraulic pressure is applied to the lock pin main body 154a to release the fitting into the groove 158, and the engine is opened and closed at the timing of opening and closing the intake valve 128 on the advance side of the most retarded position. It is set to perform 22 operations. As described above, when the engine 22 is started, the opening / closing timing of the intake valve 128 is set to the most retarded position to reduce the in-cylinder compression pressure. Therefore, the engine 22 can be easily started, and the housing 152a and the vane 152b are connected by the lock pin 154. Since this is fixed, rattling between them can be prevented.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when executing the idle operation of the engine 22 will be described. FIG. 7 is a flowchart showing an example of an idle request time control routine executed by the engine ECU 24. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) while the engine ECU 24 receives an idle command from the hybrid electronic control unit 70. This idle command satisfies an idle condition such as when the output of power from the engine is not required, such as when the required power P * required for the vehicle is smaller than a predetermined threshold value Pref, or when the engine 22 is warmed up. Is transmitted from the hybrid electronic control unit 70. Hereinafter, for convenience of explanation, the shift position SP is in the parking position and the engine 22 is warmed up will be described.

  When the idle request time control routine is executed, the CPU 24a of the engine ECU 24 first inputs the remaining capacity SOC of the battery 50 from the battery ECU 52 (step S100). Next, the fitting of the lock pin 154 is released using hydraulic pressure, and the variable valve timing mechanism 150 is driven so as to have a predetermined opening / closing timing for idle operation (step S110), and the housing portion 152a by the lock pin 154 is driven. It is determined whether or not the fixing between the vane portion 152b and the vane portion 152b has been released (step S120). Here, in the present embodiment, the position of the vane portion 152b serving as the opening / closing timing for idle operation is set to a position several degrees behind the position serving as the reference angle (see FIG. 5). Further, whether or not the lock pin 154 has been released is determined by inputting from the vane position sensor 153 whether or not the position of the vane portion 152b has changed from the most retarded position when the variable valve timing mechanism 150 is driven. The determination is made based on the vane position. For example, when the oil temperature of the actuator that operates the lock pin 154 increases and the viscosity of the hydraulic oil decreases, the lock pin 154 may not easily act on the lock pin main body 154 a and may not easily come out of the groove 158. When the fixing of the vane portion 152b by the lock pin 154 cannot be released, the intake valve 128 opens and closes at the most retarded opening and closing timing. Note that when the variable valve timing mechanism 150 has already reached the opening / closing timing for idle operation, the process of step S110 is omitted.

  When it is determined in step S120 that the lock pin 154 is released, idle control is executed after the variable valve timing mechanism 150 reaches the opening / closing timing for idle operation (step S130). Exit. Here, as the idle control, a process of adjusting the position of the throttle valve 124 so that the rotational speed Ne of the engine 22 becomes a predetermined idle rotational speed Neid (for example, 600 rpm, 1000 rpm, etc.) is performed.

  On the other hand, when it is determined in step S120 that the lock pin 154 has not been released, lock pin fixing control different from normal idle control is executed (steps S140 to S160). Specifically, first, it is determined whether or not the remaining capacity SOC of the battery 50 input in step S100 is less than a threshold value S1 (step S140). This threshold value S1 is a value for determining whether or not the battery 50 can be charged with electric power, and can be set to 70% or 80% of the maximum value of the remaining capacity SOC. When it is determined that the remaining capacity SOC of the battery 50 is less than the threshold value S1, it is assumed that the battery 50 can be charged with electric power, charging control of the battery 50 is executed (step S150), and this routine is terminated.

  Here, the battery charging control will be described. In this battery charging control, the engine target rotational speed Ne * is set to a predetermined charging rotational speed Tech and the engine target torque Te * is set to a predetermined charging torque Tech. The target rotational speed Ne * and the target torque Te are set. The drive control of the motor MG1 is performed so that * is output from the engine 22. Here, the rotation speed Nech for charging the engine 22 is set to a rotation speed (for example, 1500 rpm or 2000 rpm) higher than the idle rotation speed Neidl. The drive control of the motor MG1 is performed by the engine ECU 24 transmitting a charge command to the hybrid electronic control unit 70, and the hybrid electronic control unit 70 that has received the charge command receives the target rotational speed Nm1 * and the torque command Tm1 of the motor MG1. And the inverter 41 is controlled so that the set target rotational speed Nm1 * and the torque command Tm1 are obtained. Here, FIG. 8 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In FIG. 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 indicates “r”, and “ρ” indicates the gear ratio of the power distribution and integration mechanism 30. As shown in FIG. 8, when the motor MG1 is driven at the rotation speed Nm1 and the torque Tm1, the battery 50 is charged with electric power corresponding thereto.

  Here, in the idling operation, when the rotational speed Ne of the engine 22 is relatively small, or when the vane portion 152b is fixed at the most retarded position where the in-cylinder compression pressure is reduced, the air-fuel mixture amount compressed in the compression stroke is normal. Compared to idling control at the time, it is difficult to output torque from the engine 22, and the rotational speed Ne of the engine 22 may become unstable. Therefore, when idling is performed in such a state, vibration and noise are generated. End up. In this case, in order to obtain a state (power generation state) in which the torque is applied in the direction in which the rotational speed of the engine 22 is suppressed by the motor MG1 at a rotational speed Nech higher than the idle rotational speed Neidl, Noise can be reduced. Thus, when the lock pin 154 cannot release the vane portion 152b at the most retarded position where the in-cylinder compression pressure is reduced and the battery 50 can be charged, the idle condition of the engine 22 is satisfied. Control of charging the battery 50 is executed.

  On the other hand, when it is determined in step S140 that the remaining capacity SOC of the battery 50 is equal to or greater than the threshold value S1, it is considered that the battery 50 cannot be charged with power, the engine 22 is stopped (step S160), and this routine is terminated. Here, the stop of the engine 22 reduces the rotational speed Ne of the engine 22 by using friction by stopping the fuel injection from the fuel injection valve 126. As described above, when the lock pin 154 cannot release the fixation of the vane portion 152b at the most retarded position where the in-cylinder compression pressure is reduced and the battery 50 cannot be charged, the engine 22 can be satisfied even if the idle condition of the engine 22 is satisfied. Is stopped.

  Thereafter, when the hydraulic oil is applied to the lock pin main body 154a due to a decrease in the temperature of the hydraulic oil of the actuator that operates the lock pin 154, the fixing of the housing portion 152a and the vane portion 152b by the lock pin 154 is released. The variable valve timing mechanism 150 can be freely driven. When the idle condition is satisfied, the idle control of the above-described idle request time control routine is executed (steps S100 to S130).

  According to the hybrid vehicle 20 of the present embodiment described in detail above, when the predetermined idle condition is satisfied and the lock pin 154 is in the state of being released from being fixed at the most retarded position where the in-cylinder compression pressure is low, this most retarded angle. The engine 22 is idled at a position advanced from the position, a predetermined idle condition is satisfied, and the lock pin 154 cannot be released from being fixed at the most retarded position, and the remaining capacity SOC of the battery 50 is less than the threshold value S1. If so, the engine 22 and the motors MG1, MG2 are controlled to execute the charging control of the battery 50, and when the remaining capacity SOC of the battery 50 is equal to or greater than the threshold value S1, the engine 22 is stopped. Here, when the variable valve timing mechanism 150 can be released from the fixed position, the engine 22 is suppressed from being oscillated by performing the idle control by making the angle more advanced than the most retarded position. When it is not possible to release the fixed position at the most retarded angle position, which is less than normal, the amount of air in the cylinder to be compressed is small, and therefore the engine 22 cannot output power that can stably maintain the idle speed Neidl. If the engine 22 is idled in this state, vibration will occur. Here, it is avoided by performing the lock pin fixing control that the normal idle control is executed in a state in which the lock pin 154 cannot be fixed at the most retarded position. As described above, when the variable valve timing mechanism 150 cannot be released from being fixed at the most retarded position, the power output from the engine 22 is increased by charging the battery 50 with the driving of the motors MG1 and MG2. Therefore, the engine 22 is stopped even if the idle condition is satisfied, so that the engine 22 can be prevented from generating vibration. Further, since the charging control of the battery 50 and the stop of the engine 22 are switched based on the remaining capacity SOC of the battery 50, the battery 50 can be sufficiently protected. In addition, since the engine 22 is operated at a charging speed Nech higher than the normal idle speed Neid in the charge control of the battery 50, the idle control is performed at the normal speed 22 of the engine 22 with a low in-cylinder compression pressure. As compared with the case where the torque is reduced, the torque fluctuation is reduced, and the occurrence of vibration of the engine 22 is easily suppressed.

  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, the execution of the charge control of the battery 50 and the stop of the engine 22 are switched based on the remaining capacity SOC of the battery 50, but at least the charge control of the battery 50 and the stop of the engine 22 are at least One may be executed. Even in this way, it is possible to suppress the occurrence of vibration in the idling operation of the engine 22.

  In the embodiment described above, the charging control of the battery 50 and the stop of the engine 22 are switched based on the remaining capacity SOC of the battery 50. However, the remaining capacity SOC of the battery 50 is taken into account by the battery temperature Tb by the temperature sensor 51. The charging control of the battery 50 and the stop of the engine 22 may be switched based on the above. In this way, the battery 50 can be further protected using the temperature state of the battery 50.

  In the embodiment described above, the charging control of the battery 50 is executed by setting the target rotational speed Ne * of the engine 22 to a rotational speed Nech higher than the idle rotational speed Neidl of the engine 22, but the target rotational speed Ne * of the engine 22 is executed. It is good also as what performs charge control by making idling engine speed Neidl of the engine 22 into. Even in this case, the vibration of the engine 22 can be reduced by outputting power from the engine 22.

  In the above-described embodiment, the charging control of the battery 50 and the stop of the engine 22 are executed when the idle condition is satisfied and the lock pin 154 cannot be unlocked at the most retarded position. Instead of this, the engine 22 may be idle-controlled at a higher rotational speed than the rotational speed Neidl of the engine 22 for idle control during normal times. By so doing, torque fluctuations are reduced compared to the case where idling control is performed with the rotational speed Neidl of the engine 22 in a normal state in a state where the in-cylinder compression pressure is small. At this time, idle learning for learning an idle control amount (such as the opening degree of the throttle valve 124) necessary for setting the rotational speed Ne of the engine 22 to the idle rotational speed Neid may be omitted. In this way, it is possible to prevent the idle control value from being in a state of being operated in a state different from the normal state.

  In the above-described embodiment, the variable valve timing mechanism 150 is fixed by the lock pin 154 at the most retarded angle position. However, the variable valve timing mechanism 150 is fixed at the lock pin 154 at a position advanced several degrees from the most retarded angle position. It is good also as what fixes by.

  In the above-described embodiment, the vane position sensor 153 that detects the position of the vane portion 152b detects whether or not the variable valve timing mechanism 150 is fixed by the lock pin 154, but the position of the lock pin main body 154a is detected. It is also possible to provide a lock pin position sensor for detecting the above in the variable valve timing mechanism 150 and to detect whether or not the variable valve timing mechanism 150 is released from the lock pin 154 by using the output value of this sensor. At this time, the variable valve timing mechanism 150 may be driven after determining whether or not the lock pin 154 is unlocked in the above-described idle request time control routine.

  In the above-described embodiment, the case where the hybrid vehicle 20 is stopped and the idle condition is satisfied when the engine 22 is warmed is described. However, the idle condition may be satisfied when the hybrid vehicle 20 is traveling. At this time, the hybrid electronic control unit 70 is the reaction torque output from the motor MG1 to the required torque Tr * for traveling of the vehicle required for the ring gear shaft 32a as the drive shaft (−1 / ρ · What is necessary is just to control the inverter 42 etc. so that the torque which considered the torque of Tm1) may be output from motor MG2.

  In the above-described embodiment, the hybrid vehicle 20 including the motors MG1 and MG2 is used. However, the lock pin that fixes the opening / closing timing of the intake valve at a timing at which the in-cylinder compression pressure is retarded from the normal time is reduced. The vehicle is not particularly limited as long as the vehicle is equipped with the engine 22 including the variable valve timing mechanism 150 having the 154, and may be applied to, for example, an idle stop vehicle that starts and stops the engine. Even in this case, as in the above-described embodiment, the engine 22 may be stopped when the idle condition is satisfied and the lock pin 154 cannot be released from being fixed at the most retarded position. By so doing, the engine 22 is stopped even when the idle condition is satisfied, so that the vibration of the engine 22 can be prevented from occurring.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) 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 embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but 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 that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment described above, the series-parallel hybrid vehicle including the engine 22 and the motors MG1, MG2 is used. However, a series hybrid vehicle or a parallel hybrid vehicle may be used. Further, the invention is not limited to those applied to such hybrid vehicles, and may be in the form of an internal combustion engine device mounted on a moving body such as a vehicle other than an automobile, a ship, or an aircraft. Furthermore, it is good also as a form of the control method of such an internal combustion engine apparatus.

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 control routine at the time of the idle request | requirement performed by engine ECU24 of an Example. 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; 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), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 R OM, 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, 126 Fuel injection valve, 128 intake valve, 129 intake camshaft, 130 spark plug, 132 piston, 134 purification device, 135a air-fuel ratio sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 Cam position sensor, 146 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, 153 vane position sensor, 154 lock pin, 154a lock pin body, 154b spring, 156 oil control valve, 158 groove, 159 oil path, 162 timing chain 164 timing gear, 230 pair rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (10)

An internal combustion engine;
Open / close timing changing means capable of changing the open / close timing of the intake valve of the internal combustion engine;
The opening / closing timing means changing means can be fixed at a position where the opening / closing timing of the intake valve is a predetermined timing on the retard side that reduces the in-cylinder compression pressure, which is the pressure in the cylinder during the compression stroke of the internal combustion engine. Fixing means;
Detecting means for detecting a state of the fixing means;
When the predetermined idle condition is satisfied and the detecting means detects that the fixing means is in the unlocked position at the predetermined timing, the internal combustion engine is idled at a position advanced from the predetermined timing. The internal combustion engine and the opening / closing timing changing means are controlled so as to execute normal idle control for operation, and the fixing at the position where the fixing means becomes the predetermined timing when the predetermined idle condition is satisfied and the detecting means is released. Control means for controlling the internal combustion engine so as to execute a fixed-time control different from the normal-time idle control when it is detected that the state is not possible;
An internal combustion engine device. The internal combustion engine device according to claim 1,
An electric motor capable of inputting and outputting power to the drive shaft;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power;
Electric storage means capable of exchanging electric power with the electric motor and the electric power drive input / output means;
An internal combustion engine device.   The power power input / output means is connected to three shafts of the drive shaft, the output shaft of the internal combustion engine, and a rotatable rotary shaft, and is based on the power input / output to / from any two of the three shafts. The internal combustion engine apparatus according to claim 2, comprising: a three-axis power input / output unit that inputs / outputs power to / from the shaft; and a generator that can input / output power to / from the rotary shaft.   The control means executes power storage control for controlling the internal combustion engine, the electric motor, and the power power input / output means so that electric power is stored in the power storage means when the control at the time of fixing is executed. Or the internal combustion engine apparatus of 3.   The control means, when executing the control at the time of fixing, switches between the power storage control for storing power in the power storage means and the operation stop of the internal combustion engine based on the remaining capacity of the power storage means. The internal combustion engine device according to claim 2, wherein the motor and the electric power drive input / output means are controlled.   The control means executes the power storage control when the remaining capacity of the power storage means is less than a predetermined value when switching and executing the power storage control and operation stop of the internal combustion engine based on the remaining capacity of the power storage means. 6. The internal combustion engine according to claim 5, wherein the internal combustion engine, the electric motor, and the power drive input / output unit are controlled to stop the operation of the internal combustion engine when a remaining capacity of the power storage unit is equal to or greater than the predetermined value. Engine equipment.   The internal combustion engine device according to any one of claims 1 to 3, wherein the control means stops the operation of the internal combustion engine when executing the fixed time control.   4. The control unit according to claim 1, wherein the control unit controls the internal combustion engine to perform an idle operation of the internal combustion engine at a higher rotational speed than the normal idle control when the fixed control is executed. Internal combustion engine device.   A vehicle on which the internal combustion engine device according to claim 1 is mounted and an axle is connected to the drive shaft. The internal combustion engine, the opening / closing timing changing means capable of changing the opening / closing timing of the intake valve of the internal combustion engine, and the opening / closing at a position where the opening / closing timing of the intake valve is a predetermined timing on the retard side that reduces the compression work compared to the normal time A control method for an internal combustion engine device comprising a fixing means capable of fixing the timing means changing means,
When a predetermined idle condition is satisfied and the fixing means is in a state in which the fixing at the predetermined timing is released, normal idle control for performing the idle operation of the internal combustion engine at a position advanced from the predetermined timing is executed. The internal combustion engine and the opening / closing timing changing means are controlled so that when the predetermined idle condition is satisfied and the fixing means cannot be released from the fixed position at the predetermined timing, it is different from the normal idle control. Controlling the internal combustion engine to perform stationary control;
A method for controlling an internal combustion engine device.

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