JP2009061869A - Internal combustion engine device, and power output device equipped therewith and vehicle mounted with the same, control method of internal combustion engine device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further properly set ignition timing at the start of the internal combustion engine. <P>SOLUTION: When an engine is started by motoring a first engine (S120, S160), the engine is controlled at an ignition timing according to the driving state of whether the engine reaches a complete combustion or not by masking a knock determining result (S180 to S210) until a predetermined time tref1 is passed from the start of the engine. It is controlled at an ignition timing according to the driving state and the knock determination result (S210, S220) after a predetermined time tref1 is passed from the start of the engine. Thereby, the ignition is controlled without the rotational speed Ne of the engine by motoring and a wrong knock determination result due to the rapid change of intake pressure, so that the ignition timing at a time of start of the engine can be more properly set. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

Conventionally, in this type of internal combustion engine device, when controlling the ignition timing of the engine based on the determination result of the occurrence of knocking, the engine rotation speed of the engine is lower than the execution minimum rotation speed for executing an appropriate knocking determination. There has been proposed one that prohibits the execution of knocking determination when it is low (see, for example, Patent Document 1). In this device, the occurrence of knocking is determined when the knock signal from the knock sensor is greater than the knock determination level that is updated as needed based on the knock signal, engine speed, and intake air pressure. Further, when the engine speed of the engine is in a region slightly higher than the minimum execution speed, the minimum execution speed is compared by comparing the knock determination level with a limit determination level indicating a lower limit value at which the knock determination level is effective. We are trying to expand the engine operating range to update the speed and enable proper knocking determination.
JP 2003-314421 A

  However, in the above-described internal combustion engine device, even when the engine rotational speed of the engine is equal to or higher than the minimum effective rotational speed, knocking is properly determined when the engine operating state is unstable immediately after starting the engine. You may not be able to. In particular, in an apparatus capable of motoring the engine relatively quickly, the engine speed and intake air pressure change suddenly while the engine is being started. There are cases where the timing cannot be controlled properly.

  The internal combustion engine device of the present invention, a power output device including the same, a vehicle equipped with the same, and a control method for the internal combustion engine device are mainly intended to make the ignition timing more appropriate when starting the internal combustion engine. .

  The internal combustion engine apparatus of the present invention, the power output apparatus including the same, the vehicle equipped with the same, and the control method of the internal combustion engine apparatus employ the following means in order to achieve at least the main object described above.

The internal combustion engine device of the present invention is
An internal combustion engine;
Motoring means for motoring the internal combustion engine;
Knocking determining means for determining a knocking state in which knocking has occurred in the internal combustion engine based on an operating state of the internal combustion engine;
When the internal combustion engine is started with motoring by the motoring means, the internal combustion engine is started regardless of whether or not the knocking determination means determines whether or not until a predetermined time elapses after starting the internal combustion engine. A target ignition timing of the internal combustion engine is set based on the operating state of the engine, and after the predetermined time has elapsed, the target ignition timing of the internal combustion engine is determined based on the operating state of the internal combustion engine and the determination result by the knocking determination means. Target ignition timing setting means for setting
Start-up control means for controlling the internal combustion engine and the motoring means so that the internal combustion engine is started at the set target ignition timing with motoring by the motoring means;
It is a summary to provide.

  In this internal combustion engine device according to the present invention, when the internal combustion engine is started with motoring by the motoring means, the determination is made based on the operating state of the internal combustion engine until a predetermined time elapses after the start of the internal combustion engine. The internal combustion engine is controlled so that the internal combustion engine is operated at the target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine regardless of the presence or absence of the knocking state and the determination result. After the lapse of time, the internal combustion engine and the motoring means are controlled so that the internal combustion engine is started with motoring by the motoring means at the target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine and the determination result of the knocking state. To do. As a result, the ignition timing when starting the internal combustion engine can be made more appropriate. Here, the “predetermined time” includes a time after the internal combustion engine is completely exploded.

  In such an internal combustion engine apparatus of the present invention, the target ignition timing setting means sets the target ignition timing of the internal combustion engine to a later timing than when the knocking state is not determined when the knocking state is determined after the predetermined time has elapsed. It may be a means for setting as a time. By so doing, it is possible to make the ignition timing more appropriate after a predetermined time has elapsed since the start of the internal combustion engine by suppressing the occurrence of knocking in the internal combustion engine.

  Further, in the internal combustion engine device of the present invention, the target ignition timing setting means sets the target ignition timing of the internal combustion engine until a time later than when the knocking state is not determined after the predetermined time elapses until the predetermined time elapses. It may be a means for setting as a time. In this way, the ignition timing of the internal combustion engine from the start of the internal combustion engine to the elapse of a predetermined time can be made more appropriate by suppressing fluctuations in the combustion pressure accompanying the start of the internal combustion engine. .

  Further, in the internal combustion engine apparatus according to the present invention, the target ignition timing setting means is a predetermined time later than a reference ignition timing that is a reference of the internal combustion engine from the start of the start of the internal combustion engine until the internal combustion engine is completely exploded. Means for setting a timing as a target ignition timing of the internal combustion engine and, after the complete explosion of the internal combustion engine, setting a timing that is gradually earlier from the predetermined timing toward the reference ignition timing as the target ignition timing of the internal combustion engine; It can also be. In this way, the target ignition timing can be set based on the operating state of the internal combustion engine. Here, the “predetermined timing” includes the latest ignition timing within a controllable range as the ignition timing of the internal combustion engine.

  The power output apparatus of the present invention is an internal combustion engine apparatus of the present invention according to any one of the above-described aspects, that is, basically an internal combustion engine, motoring means for motoring the internal combustion engine, and operation of the internal combustion engine. When the internal combustion engine is started with the motoring by the motoring means and the knocking determination means for determining the knocking state in which knocking has occurred in the internal combustion engine based on the state, the internal combustion engine is started. The target ignition timing of the internal combustion engine is set based on the operating state of the internal combustion engine regardless of the presence / absence of the determination by the knocking determination means and the result until a predetermined time elapses after the predetermined time elapses. A target ignition timing setting for setting a target ignition timing of the internal combustion engine based on an operating state of the internal combustion engine and a determination result by the knocking determination means. And a start time control means for controlling the internal combustion engine and the motoring means so that the internal combustion engine is started at the set target ignition timing with motoring by the motoring means, A power output device that outputs power to a drive shaft using power from an internal combustion engine, an electric motor capable of inputting / outputting power to the drive shaft, and an electric storage capable of exchanging electric power with the motoring means and the electric motor And control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a required driving force required for the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine. The control means is a means that functions as the start-up control means when the internal combustion engine is started.

  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 above-described aspects, the effects exerted by the internal combustion engine apparatus of the present invention, for example, the ignition timing when starting the internal combustion engine are more appropriate. An effect that can be achieved, an effect that the ignition timing after a predetermined time has passed since the start of the internal combustion engine can be made more appropriate, a predetermined time after the start of the internal combustion engine The effect similar to at least a part of the effect of making the ignition timing of the internal combustion engine until the elapsed time more appropriate, the effect of setting the target ignition timing based on the operating state of the internal combustion engine, etc. Can play.

  Further, in the power output apparatus of the present invention, the motoring means is connected to three axes of a generator that inputs and outputs power, the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator. It is also possible to use a three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three axes.

  The gist of the vehicle of the present invention is that the power output device of the present invention according to any one of the above aspects is mounted, and the axle is connected to the drive shaft. Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the aspects described above, the effects exhibited by the power output device of the present invention, for example, the ignition timing when starting the internal combustion engine is more appropriate. The effect that can be assumed, the effect that the ignition timing after a predetermined time has elapsed since the start of the internal combustion engine can be made more appropriate, and the predetermined time that has elapsed since the start of the internal combustion engine The effect similar to at least a part of the effect of making the ignition timing of the internal combustion engine until the engine is more appropriate, the effect of setting the target ignition timing based on the operating state of the internal combustion engine, etc. be able to.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine device comprising an internal combustion engine and motoring means for motoring the internal combustion engine, wherein the internal combustion engine device is controlled when the internal combustion engine is started with motoring by the motoring means. ,
Regardless of the presence or absence of a knocking state in which knocking has occurred in the internal combustion engine, which is determined based on the operating state of the internal combustion engine until a predetermined time elapses after the start of the internal combustion engine, the determination result The internal combustion engine and the motoring means are controlled so that the internal combustion engine is started with motoring by the motoring means at a target ignition timing of the internal combustion engine based on an operating state of the internal combustion engine, and the predetermined time has elapsed. Thereafter, the internal combustion engine and the internal combustion engine are started so as to be started with motoring by the motoring means at a target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine and the determination result of the knocking state. Control the motoring means,
It is characterized by that.

  In this control method for an internal combustion engine device according to the present invention, when the internal combustion engine is started with motoring by the motoring means, it is based on the operating state of the internal combustion engine until a predetermined time elapses after the start of the internal combustion engine. The internal combustion engine is subjected to motoring by the motoring means at the target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine irrespective of the presence or absence of the knocking state in which the internal combustion engine is knocked and the determination result. The internal combustion engine is controlled to be started, and after a predetermined time has elapsed, the internal combustion engine is started with motoring by the motoring means at the target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine and the determination result of the knocking state. Controlling the internal combustion engine. As a result, the ignition timing when starting the internal combustion engine can be made more appropriate.

  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 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 vehicle. Here, the internal combustion engine device of the embodiment mainly corresponds to the engine 22, the engine electronic control unit 24 that controls the operation of the engine 22, and the hybrid electronic control unit 70.

  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 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature Tw from the engine, the in-cylinder pressure from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 for intake and exhaust to the combustion chamber, and the cam position sensor 144 for detecting the rotational position of the camshaft for opening and closing the exhaust valve , The throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 also attached to the intake pipe The intake air temperature Pi, the intake pressure Pi from the intake pressure sensor 152 for detecting the pressure in the intake pipe 126, the knock signal Kcs from the knock sensor 154 attached to the cylinder block, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen sensor An oxygen signal or the like from 135b is input through 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  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 has a required torque Tr * 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. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque Tr * 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 the 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 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 so as 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. Here, since the torque conversion operation mode is a state in which charging / discharging of the battery 50 is not performed in the charge / discharge operation mode, it can be handled as the charge / discharge operation mode. Switching between the charge / discharge operation mode including the torque conversion operation mode and the motor operation mode is performed by changing the rotation speed Nr (vehicle speed V and conversion factor k) of the ring gear shaft 32a to the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft. Product)) and the charge / discharge required power required by the battery 50 and the loss are determined to determine whether the required power required for the engine 22 is larger or smaller than a threshold having hysteresis, Whether the operation of the engine 22 is necessary based on the determination of whether the capacity (SOC) is smaller or larger than the threshold and the determination of the presence or absence of a heating request for using the engine 22 as a heat source by an air conditioner (not shown) It is performed by determining. If it is determined that the operation of the engine 22 is not necessary when traveling in the torque conversion operation mode, the mode is switched to the motor operation mode, and it is determined that the operation of the engine 22 is necessary when traveling in the motor operation mode. Then, the mode is switched to the torque conversion operation mode. By such switching of the operation mode, the engine 22 is started and stopped repeatedly to perform intermittent operation, and the engine 22 and the motor MG1 are output so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft in each operation mode. And the motor MG2 are controlled to operate.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when controlling the ignition timing when the engine 22 is started will be described. For convenience of explanation, first, the drive control process of the hybrid vehicle 20 when starting the engine 22 will be described, and then the ignition control process when starting the engine 22 will be described. FIG. 3 is a flowchart showing an example of a start-time drive control routine executed by the hybrid electronic control unit 70. This routine is executed when it is determined that the operation of the engine 22 is necessary when traveling in the motor operation mode.

  When the start-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. A process of inputting data necessary for control, such as Nm1, Nm2, and input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, and the like. , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map.

  Next, a torque command Tm1 * of the motor MG1 is set based on the start of the start time drive control routine, that is, the elapsed time t from the start of the engine 22 and the torque map at the time of start (step S120). FIG. 7 shows an example of a torque map set in the torque command Tm1 * of the motor MG1 when the engine 22 is started and an example of a change in the rotational speed Ne of the engine 22. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using a rate process immediately after the time t11 when the start of the engine 22 is started, and the rotational speed Ne of the engine 22 is rapidly increased. The engine 22 can be stably motored at the ignition start rotational speed Nfire or more at a time t12 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using the rate process from the time t13 when the engine speed Ne reaches the ignition start engine speed Nfire, and the rate process is used from the time t14 when the complete explosion of the engine 22 is determined. The torque for power generation is set to the torque command Tm1 *. Here, the ignition start rotational speed Nfire is the rotational speed at which the fuel injection control and ignition control of the engine 22 are started.

  When the torque command Tm1 * of the motor MG1 is set in this way, a value obtained by dividing the torque command Tm1 * by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * and a temporary torque to be output from the motor MG2. The temporary torque Tm2tmp, which is a value, is calculated by the following equation (1) (step S130), and obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 by the rotation speed Nm2 of the motor MG2 are expressed by the following equations (2) and (2): While calculating by (3) (step S140), the set temporary torque Tm2tmp is calculated by the equation (4). Limited Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running while being motored. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate torque as a reaction force that acts on the ring gear shaft 32a as a drive shaft when the motor MG1 outputs torque of the torque command Tm1 * and motors the engine 22. The torque Tm2 * output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S160). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. .

  When torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are set and transmitted, value 0 is set until fuel injection control or ignition control is started, and value 1 is set when fuel injection control or ignition control is started. The value of the fuel injection start flag Ffire is checked (step S170). When the fuel injection start flag Ffire is 0, it is determined that the fuel injection control or ignition control has not started yet, and the rotational speed Ne of the engine 22 is determined. It is determined whether or not the ignition start speed Nfire has been reached (step S180), and when the engine speed Ne has not reached the ignition start speed Nfire, the processing from steps S100 to S170 is repeated. When the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire, a control signal for instructing the start of fuel injection control and ignition control is transmitted to the engine ECU 24, and a value 1 is set to the fuel injection start flag Fire (step). S190), a knock determination mask signal Kmsk for masking the knock determination result is transmitted to the engine ECU 24 as an ON signal so that the result of the knock determination described later is not used (step S200). The engine ECU 24 having received the control signal instructing the start of the fuel injection control and the ignition control, the starting fuel injection amount based on the rotational speed Ne of the engine 22, the coolant temperature Tw, the elapsed time t from the start of the start, and the like. The fuel injection valve 126 is controlled to be injected from the fuel injection valve 126 at an appropriate timing. Details of the ignition control will be described below.

  When knock determination mask signal Kmsk is transmitted as an ON signal to engine ECU 24, it is determined whether or not a predetermined time tref1 has elapsed since the start of starting in order to determine whether or not engine 22 has reached a complete explosion (step S210). When the predetermined time tref1 has not elapsed since the start of the engine 22, the process returns to step S100. Now, since it is considered that the value 1 is set in the fuel injection start flag Ffire, it is determined in step S170 that the fuel injection start flag Ffire is the value 1, and the rotational speed Ne of the engine 22 is set to the ignition start rotational speed Nfire. It is determined whether or not the predetermined time tref1 has elapsed since the start of the engine 22 without performing the process of determining whether or not the engine has reached (step S210), and when the predetermined time tref1 has not elapsed, the process returns to step S100. When predetermined time tref1 has elapsed, knock determination mask signal Kmsk is transmitted as an off signal to engine ECU 24 (step S220), and this routine is terminated. Here, in the embodiment, the predetermined time tref1 is set to a predetermined time based on characteristics or experiments of the engine 22 as a sufficient time for a complete explosion even from the start of the engine 22 to the cold start. did. By such control, it is possible to travel while outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50 from the motor MG2 while starting the engine 22.

  Next, the ignition control process when starting the engine 22 will be described. FIG. 9 is a flowchart showing an example of a start point fire control routine executed by the engine ECU 24. This routine is executed when the rotation speed Ne reaches the ignition start rotation speed Nfire or more after the start of the engine 22.

  When the start-time fire control routine is executed, the CPU 24a of the engine ECU 24 first inputs the knock determination mask signal Kmsk set in the above-described start-time drive control routine from the hybrid electronic control unit 70 by communication (step S300). ), It is determined whether the input knock determination mask signal Kmsk is on or off (step S310). When the knock determination mask signal Kmsk is on, it is determined that the result of the knock determination should not be used, and the engine 22 actually reaches the complete explosion. It is determined whether or not there is (step S320).

  When the engine 22 has not reached the complete explosion, the most retarded angle Tfmax on the most retarded side is set as the target ignition timing Tf * as the ignition timing of the engine 22 (step S330), and the spark plug is set at the set target ignition timing Tf *. The ignition coil 138 is controlled so as to be ignited by 130 (step S340), and it is determined whether or not an end condition for ending the execution of the start time fire control routine is satisfied (step S350), and the engine 22 is started. When the end condition such as immediately after the start is not satisfied, the process returns to step S300. Immediately after the start of the engine 22, the complete explosion is not determined and ignition control is performed at the most retarded timing Tfmax. This is because, for example, the pressure fluctuation in the combustion chamber is suppressed to reduce the shock caused by the start. Based on the reason. Further, as the end condition, in the embodiment, a condition that a predetermined time tref2 required for returning from the most retarded angle timing Tfmax to the reference ignition timing as a time longer than the predetermined time tref1 elapses after starting is started. It was supposed to be used.

  When the engine 22 reaches a complete explosion when the knock determination mask signal Kmsk is on, it is gradually advanced by the rate process toward the reference ignition timing Tfb for increasing the output torque from the engine 22 as much as possible. A target ignition timing Tf * is set (step S380), ignition control is performed at the set target ignition timing Tf * (step S340), and an end condition is determined (step S350). When the target ignition timing Tf * is the reference ignition timing Tfb by the rate process in step S360, the reference ignition timing Tfb is held.

  When knock determination mask signal Kmsk is off, it is determined that the result of knock determination may be used, and knock determination flag F indicating that knocking has occurred in engine 22 is input (step S360). The value of the determination flag F is checked (step S370). Here, as the knock determination flag F, the one set by the knock determination processing routine of FIG. 8 executed by the engine ECU 24 during operation from the start of the engine 22 is input. In the routine of FIG. 8, the rotational speed Ne of the engine 22, the intake pressure Pi from the intake pressure sensor 152, the knock signal Kcs from the knock sensor 154, etc. are input (step S400), and the input rotational speed Ne and the intake pressure Pi Based on the above, a determination level Kref is set using a map determined in advance by the characteristics of the engine 22 or experiments (step S410), and the input knock signal Kcs is compared with the set determination level Kref (step S420). When knock signal Kcs is less than determination level Kref, it is determined that knocking has not occurred, and knock determination flag F is set to 0 (step S430). When knock signal Kcs is greater than or equal to determination level Kref, knocking occurs. Therefore, the value 1 is set to the knock determination flag F (step S44). ), To end the knock determination processing routine.

  When the knock determination flag F is 0, it is determined that a larger torque is output from the engine 22, and the target ignition timing Tf * is set so as to gradually advance toward the reference ignition timing Tfb by rate processing ( In step S380), when the knock determination flag F is a value 1, it is determined that the knocking occurring in the engine 22 is to be suppressed, and the target ignition is performed so as to gradually become retarded by rate processing toward the most retarded timing Tfmax. Timing Tf * is set (step S390), ignition control is performed at the set target ignition timing Tf * (step S340), and end conditions are determined (step S350). When the end condition is satisfied, the start point fire control routine is ended. Here, when the process of step S390 based on the knock determination result is compared with the process of step S380, the knock determination flag F is set after a predetermined time tref1 has elapsed from the start of the engine 22 that inputs the knock determination mask signal Kmsk as an OFF signal. When the value is 1, the retard side timing is set to the target ignition timing Tf * when the knock determination flag F is 0. Further, when the process of steps S330 and S380 from the start of the start of the engine 22 to which the knock determination mask signal Kmsk is input as an off signal until the predetermined time tref1 elapses is compared with the process of step S380 after the predetermined time tref1 elapses. Until the predetermined time tref1 elapses from the start, the retard side timing is set to the target ignition timing Tf * from when the knock determination flag F is 0 after the predetermined time tref1 has elapsed.

  FIG. 11 shows an example of temporal changes in the engine speed Ne and the target ignition timing Tf * when the engine 22 is started. Each time from the time t11 to the time t14 shown in the figure is the same as that used in FIG. As shown in the drawing, ignition control is performed at the most retarded angle timing Tfmax from when the engine speed Ne reaches the ignition start engine speed Nfire after the start of the engine until the complete explosion is determined (time t13-t14). Thereafter, the ignition control is performed gradually at the timing of the advance angle until the predetermined time tref1 elapses from the start of the start (time t14-t15). When the predetermined time tref1 elapses from the start of the start, the knock determination result is used. From the start of the start until the predetermined time tref2 elapses and the start point fire control routine is finished, the knock side is further retarded. Alternatively, ignition control is performed at a more advanced timing (time t15-t16). In this way, the ignition control is performed by masking so that the knock determination result is not used immediately after the start of the engine 22 by the motoring of the motor MG1, so that the ignition control is performed at the most retarded angle timing Tfmax in order to reduce the start shock and the like. If the knock determination result is used in a state where the occurrence is sufficiently suppressed, the wrong knock determination result may be used due to a sudden change in the rotational speed Ne or the intake pressure Pi due to motoring. This is because there is a case where a delay is attempted. Moreover, in the hybrid vehicle 20 of the embodiment, since the engine 22 is intermittently operated, the ignition timing may be erroneously controlled every time the engine 22 is started. For this reason, it is possible to make the ignition timing at the start more appropriate by masking the determination result so that the knock determination result is not used until the predetermined time tref1 elapses from the start of the start of the engine 22 to control ignition. It can be done.

  According to the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment described above, when the engine 22 is started by motoring of the motor MG1, the knock determination result is masked until a predetermined time tref1 has elapsed from the start of the start. The engine 22 is controlled at an ignition timing corresponding to the operating state whether or not a complete explosion has occurred, and after a predetermined time tref1 has elapsed from the start of the engine, the engine 22 is controlled at an ignition timing corresponding to the operating state and the knock determination result. The ignition timing when starting the engine 22 can be made more appropriate. In addition, when knocking is determined after a predetermined time tref1 has elapsed from the start of starting, the timing on the retarded side is set as the target ignition timing Tf * when knocking is not determined, so the ignition timing after the predetermined time tref1 has elapsed. Can be made more appropriate. Further, until the predetermined time tref1 elapses from the start of starting, the timing on the retard side is set as the target ignition timing Tf * from the time when the knocking is not determined after the predetermined time tref1 has elapsed, so the ignition until the predetermined time tref1 elapses. The time can be made more appropriate. In addition, since the most retarded timing Tfmax is set until the engine 22 reaches the complete explosion, and when the complete explosion is reached, the advance timing is gradually set as the target ignition timing Tf * unless knocking is determined. The target ignition timing Tf * can be set based on the operating state. Needless to say, while starting the engine 22, the motor MG2 can travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, the most retarded timing Tfmax is set to the target ignition timing Tf * until the engine 22 reaches the complete explosion, but is slightly different from the most retarded timing Tfmax. The advance side timing may be set to the target ignition timing Tf *.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, the target ignition timing Tf * is set according to the operating state whether or not the engine 22 has reached a complete explosion, but the rotational speed Ne of the engine 22 is The target ignition timing Tf * may be set based on an operation state such as a state where the threshold value is exceeded or a state where the variation amount of the rotational speed Ne is less than the threshold value.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, until the predetermined time tref1 elapses from the start of the engine 22, the target ignition is performed with the most retarded timing Tfmax or the timing gradually advanced from the most retarded timing Tfmax. The timing Tf * is set, but if the timing on the retard side is set as the target ignition timing Tf * after knocking is not determined after the predetermined time tref1 has elapsed, the most retarded timing Tfmax or the maximum timing Tfmax is set. A timing slightly ahead of the retard timing Tfmax may be set as the target ignition timing Tf *.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, after a predetermined time tref1 has elapsed from the start of the start of the engine 22, the timing on the more retarded side or the more advanced side is determined depending on whether knocking has been determined or not. Although the target ignition timing Tf * is set to the target ignition timing Tf * when the knocking is determined, the retarded timing is set to the target ignition timing Tf * when the knocking is not determined. When the knocking is determined while the advance timing is set, the most retarded timing Tfmax may be set to the target ignition timing Tf *.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, the engine ECU 24 that has received the knock determination mask signal Kmsk from the hybrid electronic control unit 70 until the predetermined time tref1 elapses from the start of the engine 22 starts the knock determination result. However, the engine ECU 24 determines that the predetermined time period tref1 has elapsed from the start of the start without receiving the knock determination mask signal Kmsk from the hybrid electronic control unit 70, and masks the knock determination result. It is also good.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, the knock determination processing routine is executed during the operation from the start of the engine 22, whereas the knock determination result is masked until a predetermined time tref1 has elapsed from the start of the start. Although the target ignition timing Tf * is set, the knock determination processing routine is executed during the operation after the predetermined time tref1 has elapsed from the start of the engine 22 until the predetermined time tref1 has elapsed since the start of the engine 22. The target ignition timing Tf * may be set without executing the knock determination processing routine, that is, until the predetermined time tref1 elapses from the start of starting, regardless of whether or not the knock determination is made.

  In the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment, the occurrence of knocking is determined when the knock signal Kcs is equal to or higher than the determination level Kref based on the rotational speed Ne and the intake pressure Pi. Any method may be used as long as knocking is determined based on the operating state of the engine 22, such as determining whether knocking occurs when the determination level Kref or higher is counted a predetermined number of times.

  In the hybrid vehicle 20 equipped with the internal combustion engine device 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 modification of FIG. In addition, the power of the motor MG2 is connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) 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). Also good.

  In the hybrid vehicle 20 equipped with the internal combustion engine device 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. 11, 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, And 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.

  In the embodiment, the description is applied to the hybrid vehicle 20 equipped with the internal combustion engine device. However, the present invention is not limited to the internal combustion engine device mounted on the hybrid vehicle, and vehicles such as vehicles other than hybrid vehicles and trains, It may be in the form of a power output device or an internal combustion engine device mounted on a moving body such as a ship or an aircraft, or may be in the form of a power output device or internal combustion engine device incorporated in a non-moving device such as a construction facility. Moreover, it is good also as a form of the control method of such an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “motoring means”, and the knock determination processing routine of FIG. The engine ECU 24 that corresponds to "knocking determination means" determines the knock determination mask signal Kcs, the complete explosion of the engine 22 and the knock determination flag F, and sets the target ignition timing Tf * in FIG. The engine ECU 24 that executes the processes of steps S300 to S330 and S360 to S390 corresponds to “target ignition timing setting means”, and sets and transmits the torque command Tm1 * of the motor MG1 or performs fuel injection control and ignition control. The hybrid electronic control unit 7 for executing the start time drive control routine of FIG. 3 for transmitting a control signal to be started And a motor ECU40 for controlling the motor MG1 in the engine ECU24 and the torque command Tm1 * for performing the process of step 340 of starting ignition control routine of the processing and Fig. 7 of the fuel injection control corresponding to the "start control means". Further, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage means”, and the required torque Tr * is used as a drive shaft with intermittent operation of the engine 22 according to the necessity of operation of the engine 22. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that control the engine 22 and the motors MG1, MG2 by switching the operation mode so as to be output to the ring gear shaft 32a correspond to "control means", and the motor MG1 The power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”. The rotor motor 230 also corresponds to “motoring means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motoring means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, and any means can be used as long as it motors the internal combustion engine. I do not care. The “knocking determination means” is not limited to the engine ECU 24 that executes the knock determination processing routine of FIG. 8, but determines a knocking state in which knocking has occurred in the internal combustion engine based on the operating state of the internal combustion engine. Any object can be used. As the “target ignition timing setting means”, the process of the starting point fire control routine of FIG. 7 for determining the knock determination mask signal Kcs, the complete explosion of the engine 22 and the knock determination flag F and setting the target ignition timing Tf * is performed. It is not limited to engine ECU24 to perform, When starting an internal combustion engine with motoring by a motoring means, the presence or absence of the determination by a knock determination means until the predetermined time passes after starting the internal combustion engine Regardless of the result, the target ignition timing of the internal combustion engine is set based on the operating state of the internal combustion engine, and after a predetermined time has elapsed, the target of the internal combustion engine is determined based on the operating state of the internal combustion engine and the determination result by the knocking determination means. Any method may be used as long as it sets the ignition timing. The “starting time control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “starting time control means” is not limited to the one that controls the motor 22 so that the motor MG1 is controlled by the torque command Tm1 * or the fuel injection control and the ignition control are started. Any method may be used as long as it controls the internal combustion engine and the motoring means so that the internal combustion engine is started at a target ignition timing set with motoring by the means. In addition, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power to the drive shaft, such as an induction motor. I do not care. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a motoring means and an electric motor such as a capacitor. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “control means” is limited to one that controls the engine 22 and the motors MG1, MG2 so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft with the intermittent operation of the engine 22. Instead, the internal combustion engine, the motoring means, and the electric motor are controlled so that the required drive force required for the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine, and the internal combustion engine is started. Any device may be used as long as it functions as a time control means. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft and those having a differential action different from the planetary gear such as a differential gear. As long as power is input / output to / from the remaining shafts based on the power input / output to / from any of the two shafts, any configuration may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in an internal combustion engine device, a power output device, a vehicle manufacturing industry, and the like.

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 a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of start performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the torque map set to the torque command Tm1 * of motor MG1 at the time of engine 22 start, and an example of the mode of the rotation speed Ne of the engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is motoring the engine 22. FIG. It is a flowchart which shows an example of the start time fire control routine performed by engine ECU24 of an Example. It is a flowchart which shows an example of the knock determination process routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the time change of the rotation speed Ne of the engine 22 at the time of starting the engine 22, and target ignition timing Tf *. FIG. 11 is an explanatory diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 12 is an explanatory diagram illustrating an outline of a configuration of a hybrid vehicle 220 according to a modification.

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, 130 spark plug, 132 piston, 134 purification device, 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 Intake pressure sensor 154 knock sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (8)

An internal combustion engine;
Motoring means for motoring the internal combustion engine;
Knocking determining means for determining a knocking state in which knocking has occurred in the internal combustion engine based on an operating state of the internal combustion engine;
When the internal combustion engine is started with motoring by the motoring means, the internal combustion engine is started regardless of whether or not the knocking determination means determines whether or not until a predetermined time elapses after starting the internal combustion engine. A target ignition timing of the internal combustion engine is set based on the operating state of the engine, and after the predetermined time has elapsed, the target ignition timing of the internal combustion engine is determined based on the operating state of the internal combustion engine and the determination result by the knocking determination means. Target ignition timing setting means for setting
Start-up control means for controlling the internal combustion engine and the motoring means so that the internal combustion engine is started at the set target ignition timing with motoring by the motoring means;
An internal combustion engine device comprising:   The target ignition timing setting means is a means for setting a later timing as a target ignition timing of the internal combustion engine when the knocking state is determined after the predetermined time has elapsed than when the knocking state is not determined. The internal combustion engine device according to 1.   2. The target ignition timing setting means is means for setting, as the target ignition timing of the internal combustion engine, a timing later than when the knocking state is not determined after the predetermined time has elapsed until the predetermined time has elapsed. Or the internal combustion engine apparatus of 2.   The target ignition timing setting means sets, as a target ignition timing of the internal combustion engine, a predetermined timing that is later than a reference ignition timing that is a reference of the internal combustion engine from the start of the internal combustion engine to the complete explosion of the internal combustion engine. 4. The means for setting and setting the target ignition timing of the internal combustion engine as a target ignition timing that is gradually earlier from the predetermined timing toward the reference ignition timing after the internal combustion engine is completely detonated. 5. An internal combustion engine device according to one claim. A power output device comprising the internal combustion engine device according to any one of claims 1 to 4 and outputting power to a drive shaft using power from the internal combustion engine,
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the electric motor,
Control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a required driving force required for the drive shaft is output to the drive shaft with intermittent operation of the internal combustion engine,
The control means is a means that functions as the start time control means when starting the internal combustion engine.
Power output device.   The motoring means is connected to three axes of a generator for inputting / outputting power, the drive shaft, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and any two of the three shafts 6. The power output apparatus according to claim 5, wherein the power output device comprises three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power.   A vehicle comprising the power output device according to claim 5 or 6 and an axle connected to the drive shaft. An internal combustion engine device comprising an internal combustion engine and motoring means for motoring the internal combustion engine, wherein the internal combustion engine device is controlled when the internal combustion engine is started with motoring by the motoring means. ,
Regardless of the presence or absence of a knocking state in which knocking has occurred in the internal combustion engine, which is determined based on the operating state of the internal combustion engine until a predetermined time elapses after the start of the internal combustion engine, the determination result The internal combustion engine and the motoring means are controlled so that the internal combustion engine is started with motoring by the motoring means at a target ignition timing of the internal combustion engine based on an operating state of the internal combustion engine, and the predetermined time has elapsed. Thereafter, the internal combustion engine and the internal combustion engine are started so as to be started with motoring by the motoring means at a target ignition timing of the internal combustion engine based on the operation state of the internal combustion engine and the determination result of the knocking state. Control the motoring means,
A control method for an internal combustion engine device.

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