JP2009144564A - Hybrid vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control an internal combustion engine and an electric motor in a coordinated manner at the timing where change in opening/closing timing of an intake valve is completed, even if the internal combustion and the electric motor is controlled by a separate control means. <P>SOLUTION: In a hybrid vehicle, an engine electronic control unit performs a VVT change processing with the engine self-operated when an engine stop command is transmitted (S100), and a completion notice is transmitted to a hybrid electronic control unit to cut fuel when the processing is completed. On receiving the completion notice (YES in S130), the hybrid electronic control unit sets a motor torque command Tm1* stopping revolution of the engine (S170), and transmit it to a motor ECU (S210). Therefore, at the timing of the completion of the VVT change processing, the engine and the motor are controlled in a coordinated manner to quickly stop the engine. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes an internal combustion engine capable of changing an opening / closing timing of an intake valve during operation, an engine control means for controlling the operation of the internal combustion engine, an electric motor capable of inputting / outputting torque to / from an output shaft of the internal combustion engine, The present invention relates to a hybrid vehicle including a main control unit that controls driving of an electric motor and is communicably connected to the engine control unit and is capable of transmitting a control command for the internal combustion engine to the engine control unit.

Conventionally, this type of hybrid vehicle includes an engine having a variable valve mechanism, a hydraulic power source that is driven by engine power to operate the variable valve mechanism, and a motor that outputs power to a drive shaft. There has been proposed a system in which the phase position of the intake cam of the variable valve mechanism is moved to the optimum retard position for the next engine start before stopping (see, for example, Patent Document 1).
JP 2000-213383 A

  By the way, in a hybrid vehicle in which an engine, a generator, and an electric motor are connected to the planetary gear mechanism, torque can be output to the output shaft of the engine using the generator. The engine can be smoothly stopped by using the torque from the machine. In such a hybrid vehicle, when separate controllers are used for engine control and electric motor control, the change in intake valve opening / closing timing involves a mechanical operation, so the longer the timing to be changed, the longer the time In short, depending on the timing at which the torque from the generator is output, the torque from the generator may act on the output shaft of the engine before the fuel cut, causing a shock. Although it is conceivable to set the latest time required for changing the intake valve as the timing for outputting the torque from the generator, the fuel cut of the engine is delayed correspondingly, and the fuel efficiency is deteriorated.

  According to the hybrid vehicle and the hybrid vehicle control method of the present invention, even when the control of the internal combustion engine and the control of the electric motor are performed by separate control means, The purpose is to control the electric motor in a coordinated manner to quickly stop the internal combustion engine.

  The hybrid vehicle and the hybrid vehicle control method of the present invention employ the following means in order to achieve the above-described object.

The hybrid vehicle of the present invention
An internal combustion engine capable of changing the opening and closing timing of the intake valve during operation, an engine control means for controlling the operation of the internal combustion engine, an electric motor capable of inputting and outputting torque to the output shaft of the internal combustion engine, and drive control of the electric motor And a main control means that is communicably connected to the engine control means and is capable of transmitting a control command for the internal combustion engine to the engine control means.
When the engine control means receives a stop command for the internal combustion engine from the main control means, the opening / closing timing of the intake valve is changed to a predetermined stop-time opening / closing timing while the internal combustion engine is operating. And controlling the internal combustion engine to transmit information related to the operating state of the intake valve to the main control means, and when the change of the opening / closing timing of the intake valve is completed, the fuel supply to the internal combustion engine is shut off. Means for controlling the operation of the internal combustion engine,
The main control means receives the operating state of the intake valve transmitted from the engine control means, and whether or not the change of the opening / closing timing of the intake valve has been completed based on the received operating state of the intake valve And when the completion of the change is determined, the motor is driven and controlled so that torque in a direction to stop the rotation of the internal combustion engine is output to the output shaft.

  In the hybrid vehicle of the present invention, when the engine control means receives the stop command for the internal combustion engine from the main control means, the intake valve open / close timing is a predetermined stop open / close timing while the internal combustion engine is operating. The internal combustion engine is controlled so as to be changed to, and information on the operating state of the intake valve is transmitted to the main control means so that the fuel supply to the internal combustion engine is shut off when the change of the opening / closing timing of the intake valve is completed. The main control means receives the operating state of the intake valve transmitted from the engine control means and completes the change of the opening / closing timing of the intake valve based on the received operating state of the intake valve. When the completion of the change is determined, the motor is set so that torque in a direction to stop the rotation of the internal combustion engine is output to the output shaft. The dynamic control. Therefore, even if the control of the internal combustion engine and the control of the electric motor are performed by separate control means, the fuel supply to the internal combustion engine is cut off by the engine control means in accordance with the timing when the change of the intake valve opening / closing timing is completed. And output of torque in a direction to stop the rotation of the internal combustion engine by the main control means. As a result, the internal combustion engine and the electric motor can be controlled cooperatively to stop the internal combustion engine quickly.

  In such a hybrid vehicle of the present invention, the engine control means notifies the main control means when the change to the predetermined opening / closing timing of the intake valve is completed as information on the operating state of the intake valve. The main control means may be means for determining that the change of the opening / closing timing of the intake valve is completed when the completion notification is received. By doing so, it is possible to more accurately grasp the completion of the change in the opening / closing timing of the intake valve.

  In the hybrid vehicle of the present invention, the engine control means transmits to the main control means the opening / closing timing of the intake valve before the change when the stop command is received as information relating to the operating state of the intake valve. And the main control means estimates the time required to change the intake valve to a predetermined stop opening / closing timing based on the received opening / closing timing of the intake valve before the change, and the estimated time has elapsed. Sometimes, it may be a means for determining that the change of the opening / closing timing of the intake valve is completed. By doing so, it is possible to more accurately grasp the completion of the change in the opening / closing timing of the intake valve.

  Furthermore, in the hybrid vehicle of the present invention, the engine control means may be means for controlling the operation of the internal combustion engine so as to change the opening / closing timing of the intake valve using the power of the internal combustion engine. . By doing so, it is necessary to change the opening / closing timing of the intake valve while the internal combustion engine is in operation, so the significance of applying the present invention is great.

  In the hybrid vehicle of the present invention, the engine control means operates the internal combustion engine so that the opening / closing timing of the intake valve becomes the latest opening / closing timing as the predetermined stop-time opening / closing timing. It can also be a means for controlling. If it carries out like this, an internal combustion engine can be stopped after making the opening / closing timing of an intake valve into the opening / closing timing which can make startability of the internal combustion engine favorable next time. Note that the start timing of the internal combustion engine is improved by stabilizing the combustion by preventing the exhaust gas generated by the combustion of the internal combustion engine from flowing backward to the intake side by delaying the opening / closing timing of the intake valve.

  In the hybrid vehicle according to the present invention, the output shaft of the internal combustion engine, the rotation shaft of the electric motor, and the drive shaft connected to the axle are connected to and input / output to any two of the three shafts. It is also possible to include a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power to be driven, and a second electric motor capable of inputting / outputting power to / from the drive shaft.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine capable of changing the opening and closing timing of the intake valve during operation, an engine control means for controlling the operation of the internal combustion engine, an electric motor capable of inputting and outputting torque to the output shaft of the internal combustion engine, and drive control of the electric motor And a main control means that is communicably connected to the engine control means and is capable of transmitting a control command for the internal combustion engine to the engine control means.
When the engine control means receives a stop command for the internal combustion engine from the main control means, the opening / closing timing of the intake valve is changed to a predetermined stop opening / closing timing while the internal combustion engine is operating. And controlling the internal combustion engine to transmit information related to the operating state of the intake valve to the main control means, and when the change of the opening / closing timing of the intake valve is completed, the fuel supply to the internal combustion engine is shut off. Controlling the operation of the internal combustion engine,
Whether or not the main control means receives the operating state of the intake valve transmitted from the engine control means and whether or not the change of the opening / closing timing of the intake valve is completed based on the received operating state of the intake valve And when the completion of the change is determined, the motor is driven and controlled so that torque in a direction to stop the rotation of the internal combustion engine is output to the output shaft.

  In this hybrid vehicle control method of the present invention, when the engine control means receives a stop command for the internal combustion engine from the main control means, the intake valve opening / closing timing is at a predetermined stop position while the internal combustion engine is operating. The operation of the internal combustion engine is controlled to be changed to the open / close timing for the engine, and information on the operating state of the intake valve is transmitted to the main control means, and the fuel supply to the internal combustion engine is shut off when the change of the open / close timing of the intake valve is completed The operation control of the internal combustion engine is performed so that the operation state of the intake valve transmitted from the engine control unit is received by the main control unit, and the opening / closing timing of the intake valve is changed based on the received operation state of the intake valve. When it is determined whether or not the change is completed, torque in the direction to stop the rotation of the internal combustion engine is output to the output shaft. It controls the drive of the motor. Therefore, even if the control of the internal combustion engine and the control of the electric motor are performed by separate control means, the fuel supply to the internal combustion engine is cut off by the engine control means in accordance with the timing when the change of the intake valve opening / closing timing is completed. And output of torque in a direction to stop the rotation of the internal combustion engine by the main control means. As a result, the internal combustion engine and the electric motor can be controlled cooperatively to stop the internal combustion engine quickly.

  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 according to an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. 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 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).

  As shown in FIG. 3, a camshaft sprocket 160 and an oil pump sprocket 161 are attached to one end of the crankshaft 26 of the engine 22 in parallel in the axial direction, and rotate integrally with the crankshaft 26. It is supposed to be. The camshaft sprocket 160 is connected to an intake cam sprocket 164 attached to one end of the intake camshaft 125 and an exhaust cam sprocket 166 attached to one end of the exhaust camshaft 127 via a camshaft side timing chain 162. . Therefore, when the camshaft sprocket 160 is rotated along with the rotation of the crankshaft 26, the intake cam sprocket 164 and the exhaust cam sprocket 166 are rotated along with the rotation, thereby rotating the intake camshaft 125 and the exhaust camshaft 127. Thus, the intake valve 128 and the exhaust valve 129 open and close, respectively. The oil pump sprocket 161 is connected to an oil pump sprocket 172 attached to the oil pump 174 via an oil pump side timing chain 170. Therefore, when the oil pump sprocket 161 rotates with the rotation of the crankshaft 26, the oil pump sprocket 172 rotates with the rotation and the oil pump 174 is driven, and the hydraulic pressure is pumped to the variable valve timing mechanism 150 and the like. Thus, the oil pump 174 supplies hydraulic pressure using the power of the engine 22. For this reason, the hydraulic pressure pumped from the oil pump 174 fluctuates in accordance with the rotation of the crankshaft 26 of the engine 22, and the higher the engine 22, the higher the hydraulic pressure, and the lower the engine speed, the lower the hydraulic pressure.

  The engine 22 also includes a variable valve timing mechanism 150 that can continuously change the opening / closing timing of the intake valve 128. FIG. 4 is an external configuration diagram showing an external configuration of the variable valve timing mechanism 150, and FIG. 5 is a configuration diagram showing an outline of the configuration of the variable valve opening / closing timing mechanism 150. As shown in the figure, the variable valve timing mechanism 150 includes an intake camshaft 125 that opens and closes an intake valve 128 and a housing portion 152a fixed to an intake cam sprocket 164 connected to the crankshaft 26 via a camshaft side timing chain 162. A vane-type VVT controller 152 including a vane portion 152b fixed to the VVT controller, and an oil control valve 156 that applies hydraulic pressure to the advance chamber and the retard chamber of the VVT controller 152. The VVT is provided via the oil control valve 156. By adjusting the hydraulic pressure applied to the advance chamber and retard chamber of the controller 152, the vane portion 152b is rotated relative to the housing portion 152a, and the angle of the intake camshaft 125 at the opening / closing timing of the intake valve 128 is adjusted. To change continue to. The oil pressure applied to the advance chamber and the retard chamber is generated by the oil pump 174. FIG. 6 shows an example of the opening / closing timing of the intake valve 128 when the angle of the intake camshaft 125 is advanced and the opening / closing timing of the intake valve 128 when the angle of the intake camshaft 125 is retarded. In the embodiment, the angle of the intake camshaft 125 at the opening and 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 125 is advanced from the reference angle. The engine 22 can be in an operating state in which high torque can be output, and the pressure variation in the cylinder of the engine 22 is reduced by making the angle of the intake camshaft 125 the most retarded so that 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. 7 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 urged toward the housing portion 152a, and the angle of the intake camshaft 125 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. Further, the lock pin 154 is provided with 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. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 has a crank position from a crank position sensor 140 that detects the rotational position of the crankshaft 26, a cooling water temperature from a water temperature sensor 142 that detects the temperature of cooling water in the engine 22, and an intake air that performs intake to the combustion chamber. A cam position from a cam position sensor 144 that detects the rotational position of an intake camshaft 125 of the valve 128 and an exhaust camshaft that opens and closes an exhaust valve; a throttle position from a throttle valve position sensor 146 that detects the opening of the throttle valve 124; An intake air amount or the like from an air flow meter 148 attached to the intake system of the engine 22 is input via an input port. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 sends 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, a control signal to the ignition coil 138 integrated with the igniter, and variable valve timing. A control signal or the like to the mechanism 150 is 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 the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 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 a processing program, a RAM 76 for temporarily storing data, and a timing process in accordance with a timing command. , And an input / output port and a communication port (not shown). 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 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 that the power is output to the ring gear shaft 32a. There are motor operation modes.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when stopping the operation of the engine 22 will be described. FIG. 8 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. This routine is performed when the remaining power (SOC) of the battery 50 is sufficient and the required power becomes less than the engine stop power set for engine stop or when the driver operates a motor travel switch (not shown). Executed.

  When the engine stop drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits an engine stop command to the engine ECU 24 (step S100). The engine ECU 24 that has received the engine stop command executes an engine stop control routine illustrated in FIG. Here, the description of the engine stop control routine is interrupted, and the engine stop control routine is described.

  In the engine stop control routine, the engine ECU 24 first performs fuel injection control and ignition control so that the engine 22 operates independently at an idle speed Nidl (for example, 800 rpm or 1000 rpm) (step S200), and the opening / closing timing of the intake valve 128 The engine stop VVT changing process for controlling the VVT so as to change the VVT phase angle θvvt to the most retarded VVT phase angle θret is started (step S210). When the engine stop VVT changing process is started, the oil control valve 156 is driven to apply hydraulic pressure to the retard chamber of the VVT controller 152. Since the opening / closing timing of the intake valve 128 is changed by a mechanical operation, a longer time is required as the position is farther from the most retarded angle. Next, the cam angle θca of the intake camshaft 125 and the crank angle θcr of the crankshaft 26 are input (step S220), and the VVT phase angle θvvt is calculated based on the deviation (θca−θcr) of the cam angle θca with respect to the crank angle θcr. (Step S230). Here, the cam angle θca is inputted based on the cam position from the cam position sensor 144 that detects the rotational position of the intake camshaft 125, and the crank angle θcr detects the rotational position of the crankshaft 26. A value calculated based on the crank position from the crank position sensor 140 is input. Subsequently, it is determined whether or not the calculated VVT phase angle θvvt substantially matches the VVT phase angle θret when the opening / closing timing of the intake valve 128 becomes the most retarded angle (step S240). The process is repeated until the engine stop-time VVT changing process is completed, so that a VVT change completion signal is transmitted to the hybrid electronic control unit 70 (step S250). A fuel cut for cutting off the supply is performed (step S260), and this routine is terminated.

  Returning to the engine stop drive control routine of FIG. 8, the CPU 72 of the hybrid electronic control unit 70 next selects the accelerator pedal opening Acc from the accelerator pedal position sensor 84 and the brake pedal position BP from the brake pedal position sensor 86. Data necessary for control, such as the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input and output limits Win and Wout of the battery 50 are input (step S110). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 140 attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When data is input, a request to be output to the ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b as a torque required for the vehicle based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. Torque Tr * is set (step S120). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When the brake pedal position BP and the vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 10 shows an example of the required torque setting map.

  When the required torque Tr * is thus set, it is determined whether or not a VVT change completion signal transmitted from the engine ECU 24 has been received (step S130). When the VVT change completion signal is not yet transmitted from the engine ECU 24, such as immediately after the engine stop command is transmitted, it is determined that the VVT change completion signal has not been received, and a value 0 is set in the torque command Tm1 * of the motor MG1 ( Step S140). Then, a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a provisional torque Tm2tmp, which is a provisional value of torque to be output from the motor MG2, by the following equation (1) (step S150). The torque limits Tm2min and Tm2max of MG2 are calculated by the following formulas (2) and (3) (step S160), and the set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max by the following formula (4). Torque command Tm2 * is set (step S200).

Tm2tmp = Tr * / Gr (1)
Tmin = Win / Nm2 (2)
Tmax = Wout / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210), and it is determined whether or not the engine speed Ne is 0. (Step S220). Until the VVT change completion signal is received, the engine 22 is operating independently at the idling engine speed Nidl according to the engine stop process routine described above. Therefore, it is determined that the engine engine speed Ne is not 0, and the process returns to step S110 to perform the process. repeat. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of 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 *. . By such control, the engine 22 is operated independently to perform the engine stop VVT changing process, and the required torque Tr * is applied 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. It can output and run.

  On the other hand, when a VVT change completion signal is transmitted from engine ECU 24, it is determined in step S130 that the VVT change completion signal has been received, and motor MG1 determines that rotation of engine 22 is stopped based on engine speed Ne. A torque command Tm1 * to be output is set (step S170). Here, the torque command Tm1 * of the motor MG1 is output so as to quickly pass through the rotation region of the engine 22 causing the resonance phenomenon and smoothly stop the engine 22. FIG. 11 shows the torque of the motor MG1. An example of the relationship between the command Tm1 * and the rotational speed Ne of the engine 22 is shown. As shown in the figure, a torque that suppresses the rotation of the engine 22 until the rotation speed Ne of the engine 22 reaches the rotation speed Nstp just before stopping is set in the torque command Tm1 *, and the timing at which the rotation speed Ne reaches the rotation speed Nstp just before the stop. It is set to switch to the torque for holding the piston at (time t1). The motor MG2 outputs the required torque Tr * to the ring gear shaft 32a based on the set torque command Tm1 *, the required torque Tr *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. Torque command Tm2tmp as a torque to be output from is set by the following equation (5) (step S180), and torque limits Tm2min and Tm2max of the motor MG2 are calculated by the following equations (6) and (7) (step S190). ), The set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max by the above equation (4), and the torque command Tm2 * of the motor MG2 is set (step S200).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (6)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (7)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210), and it is determined whether or not the engine speed Ne is 0. (Step S220). FIG. 12 shows an example of a collinear diagram of the power distribution and integration mechanism 30 when the rotational speed Ne of the engine 22 is reduced by the torque from the motor MG1. In the figure, the S axis indicates the rotation speed of the sun gear 31, the C axis indicates the rotation speed of the carrier 34, and the R axis indicates the rotation speed Nr of the ring gear 32 (ring gear shaft 32a). As shown in the figure, when the torque Ne of the engine 22 is output from the motor MG1 to lower the rotational speed Ne of the engine 22 (see FIG. 12A) and the engine 22 is completely stopped (see FIG. 12B), step S220 is performed. Thus, the engine speed Ne is determined to be 0, and this routine is terminated. By such control, when the engine stop-time VVT changing process is completed, a torque for stopping the rotation of the engine 22 is output from the motor MG1 in cooperation with the fuel cut to the engine 22, so that the engine 22 can be stopped quickly. The motor MG2 outputs torque that cancels the reaction force (= −Tm1 * / ρ) acting on the ring gear shaft 32a side by the torque output from the motor MG1 within the range of the input / output limits Win and Wout of the battery 50. Therefore, it is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine ECU 24 receives a stop command for the engine 22, the engine ECU 24 performs the engine stop-time VVT changing process of the intake valve 128 while the engine 22 is operated autonomously. When the engine stop-time VVT changing process is completed, a completion notice is transmitted to the hybrid electronic control unit 70 and fuel cut is performed. The hybrid electronic control unit 70 determines the completion of the engine stop-time VVT changing process based on the transmitted completion notification, and outputs a torque command Tm1 * of the motor MG1 so that torque for stopping the rotation of the engine 22 is output. It sets and transmits to motor ECU40. Therefore, even if the control of the engine 22 and the control of the motor MG1 are performed by separate electronic control units, the fuel cut to the engine 22 by the engine ECU 24 and the hybrid are performed in accordance with the timing when the engine stop-time VVT changing process is completed. The electronic control unit 70 and the motor ECU 40 can output torque in a direction to stop the rotation of the engine 22. As a result, the engine 22 and the motor MG1 can be controlled in cooperation to stop the engine 22 quickly.

  In the hybrid vehicle 20 of the embodiment, the hybrid electronic control unit 70 determines the completion of the engine stop-time VVT changing process based on the completion notification transmitted from the engine ECU 24, but the VVT phase angle θvvt transmitted from the engine ECU 24. The completion of the engine stop-time VVT change process may be predicted based on the above. An example of an engine stop driving control routine executed by the hybrid electronic control unit 70 in this case is shown in FIG. 13, and the engine stop control executed by the engine ECU 24 that receives the engine stop command from the hybrid electronic control unit 70. The routine is shown in FIG. First, the engine stop control routine of FIG. 14 will be described. In the engine stop control routine of FIG. 14, the engine ECU 24 first inputs the cam angle θca and the crank angle θcr (step S300), and before changing VVT based on the deviation (θca−θcr) of the cam angle θca with respect to the crank angle θcr. The phase angle θvvt is calculated (step S310), and the calculated pre-change VVT phase angle θvvt is transmitted to the hybrid electronic control unit 70 (step S320). Next, fuel injection control and ignition control are performed so that the engine 22 operates independently at the idling speed Nidl (step S330), and the VVT phase angle θvvt as the opening / closing timing of the intake valve 128 is changed to the most retarded VVT phase angle θret. The engine stop time VVT changing process for controlling the VVT to be changed is started (step S340). Subsequently, the cam angle θca and the crank angle θcr are input (step S350), the VVT phase angle θvvt is calculated based on the deviation (θca−θcr) (step S360), and the calculated VVT phase angle θvvt is the most retarded angle. It is determined whether or not it substantially coincides with the VVT phase angle θret (step S370), and if it does not substantially coincide, the process returns to step S350 and repeats the process, and if it substantially coincides, fuel cut is performed (step S380). End the routine. Next, the engine stop drive control routine of FIG. 13 will be described. In the engine stop drive control routine of FIG. 13, the same processes as those in the engine stop drive control routine of FIG. The CPU 72 of the hybrid electronic control unit 70 inputs the pre-change VVT phase angle θvvt received from the engine ECU 24 and the hydraulic pressure Poil from the oil pump 174 that acts on the VVT controller 152 (step S102). Here, the hydraulic pressure Poil calculated based on the engine speed Ne is input from the engine ECU 24 by communication. Next, based on the input pre-change VVT phase angle θvvt and the hydraulic pressure Poil, a required time t required to complete the engine stop-time VVT change process is set (step S104). In the embodiment, the required time t is determined in advance by storing the relationship between the pre-change VVT phase angle θvvt corresponding to the oil pressure Poil and the required time t in the ROM 74 as a required time setting map, and the pre-change VVT phase angle θvvt and When the oil pressure Poil is given, the corresponding required time t is derived and set from the stored map. FIG. 15 shows an example of the required time setting map. As shown in the figure, the required time t becomes longer as the pre-change VVT phase angle θvvt becomes the advance side, and the required time t becomes shorter as the phase becomes the retard side. Further, when the oil pressure Poil is a high pressure equal to or higher than the predetermined threshold value Pref, the setting is made based on the high pressure setting line, and when the oil pressure Poil is a low pressure less than the predetermined threshold value Pref, the setting is made based on the low pressure setting line. In other words, the lower the hydraulic pressure Poil, the longer the required time t, and the higher the pressure, the shorter the required time t. Note that the threshold value Pref is also set and set in advance. Subsequently, time measurement by the timer 78 is started (step S106), and after performing the processing of steps S110 to S120, it is determined whether or not the time value T of the timer 78 exceeds the required time t (step S130a). If it does not exceed, the process after step S140 is executed, and if it exceeds, the process after step S170 is executed. Even in this modification, similarly to the embodiment, even if the control of the engine 22 and the control of the motor MG1 are performed by separate electronic control units, the engine 22 and the motor MG1 are controlled in cooperation to control the engine 22. It can be stopped quickly. The oil pressure Poil calculated based on the engine speed Ne is used, but a hydraulic pressure directly detected by providing a hydraulic pressure sensor in the oil passage 159 may be used. Further, although two setting lines for high pressure and low pressure are provided, a plurality of setting lines may be further provided according to the pressure stage.

  In the hybrid vehicle 20 of the embodiment, the VVT phase angle θvvt is calculated based on the cam angle θca and the crank angle θcr. However, any other vehicle can be used as long as it can calculate the VVT phase angle θvvt. It may be used.

  In the hybrid vehicle 20 of the embodiment, the opening / closing timing of the intake valve 128 is set to the most retarded angle as the VVT changing process for stopping the engine. However, the opening / closing timing of the intake valve 128 is not limited to the most retarded angle. A predetermined delay angle set in advance may be used.

  In the hybrid vehicle 20 of the embodiment, the intake valve 128 includes the variable valve timing mechanism 150, but the exhaust valve may include the variable valve timing mechanism. Here, as the VVT change processing for the engine stop of the exhaust valve, the opening / closing timing of the exhaust valve can be set to the most advanced angle or a predetermined advance angle set in advance.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed 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. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 16) 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.

  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 capable of changing the opening / closing timing of the intake valve 128 corresponds to the “internal combustion engine”, the engine ECU 24 that executes the engine stop control routine of FIG. 9 corresponds to the “engine control means”, and the engine 22 is The motor MG1 that outputs the torque to be stopped corresponds to a “motor”. The hybrid electronic control unit 70 that executes the drive control routine at the time of engine stop in FIG. 8 and the motor ECU 40 that controls the motor MG1 serve as “main control means”. Equivalent to. Further, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and the motor MG2 corresponds to a “second electric motor”.

  Here, the "internal combustion engine" is not limited to an internal combustion engine that outputs power by using a hydrocarbon fuel such as gasoline or light oil, but the opening / closing timing of the intake valve can be changed, such as a hydrogen engine. It does not matter as long as it is anything. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, but may be any type of generator as long as it can input and output power to the output shaft of the internal combustion engine, such as an induction motor. I do not care. The “main control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. 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 is applicable to the automobile 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. 3 is an explanatory diagram for explaining a relationship among a crankshaft 26 of an engine 22, camshafts 125 and 127, and an oil pump 174. FIG. 2 is an external configuration diagram showing an external configuration of a variable valve opening / closing timing mechanism 150. FIG. 3 is a configuration diagram showing an outline of a configuration of a variable valve opening / closing timing mechanism 150. FIG. 6 is an explanatory diagram showing an example of opening / closing timing of the intake valve 128 when the angle of the intake camshaft 125 is advanced and opening / closing timing of the intake valve 128 when the angle of the intake camshaft 125 is retarded. FIG. It is a block diagram which shows the outline of a structure of the lock pin 154. FIG. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the engine stop control routine performed by engine ECU24 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 relationship between torque instruction Tm1 * of motor MG1 at the time of carrying out operation stop of engine 22, and the rotation speed Ne of engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of stopping rotation of the engine 22 with the torque from motor MG1. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the engine stop control routine performed by engine ECU24 of an Example. It is explanatory drawing which shows an example of the map for required time setting. 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, 78 timer, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle Valve, 125 Intake camshaft, 126 Fuel injection valve, 127 Exhaust camshaft, 128 Intake valve, 129 Exhaust valve, 130 Spark plug, 132 Piston, 134 Purifier, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 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, 154 lock pin, 154a lock pin body, 154b spring, 156 oil control valve, 158 groove, 159 oil path, 160 cam Sprocket for shaft, 161 Sprocket for oil pump, 162 Camshaft side timing chain, 164 Intake cam sprocket, 166 Exhaust cam sprocket, 170 Oil pump side timing chain, 172 Oil pump sprocket, 174 Oil pump, 176 Oil pan

Claims (7)

An internal combustion engine capable of changing the opening and closing timing of the intake valve during operation, an engine control means for controlling the operation of the internal combustion engine, an electric motor capable of inputting and outputting torque to the output shaft of the internal combustion engine, and drive control of the electric motor And a main control means that is communicably connected to the engine control means and is capable of transmitting a control command for the internal combustion engine to the engine control means.
When the engine control means receives a stop command for the internal combustion engine from the main control means, the opening / closing timing of the intake valve is changed to a predetermined stop-time opening / closing timing while the internal combustion engine is operating. And controlling the internal combustion engine to transmit information related to the operating state of the intake valve to the main control means, and when the change of the opening / closing timing of the intake valve is completed, the fuel supply to the internal combustion engine is shut off. Means for controlling the operation of the internal combustion engine,
The main control means receives the operating state of the intake valve transmitted from the engine control means, and whether or not the change of the opening / closing timing of the intake valve has been completed based on the received operating state of the intake valve The hybrid vehicle is a means for driving and controlling the electric motor so that torque in a direction to stop the rotation of the internal combustion engine is output to the output shaft when it is determined that the change is completed. The hybrid vehicle according to claim 1,
The engine control means is means for transmitting, to the main control means, a completion notification when the change to the predetermined opening / closing timing of the intake valve is completed as information related to the operating state of the intake valve.
The main control means is means for determining that the change of the opening / closing timing of the intake valve is completed when the completion notice is received. The hybrid vehicle according to claim 1,
The engine control means is means for transmitting to the main control means the opening / closing timing before change of the intake valve when the stop command is received as information on the operating state of the intake valve.
The main control means estimates a time required to change the intake valve to a predetermined opening / closing timing for the stop based on the received opening / closing timing of the intake valve before the change, and when the estimated time has elapsed, A hybrid vehicle that is a means for determining that the change in the intake valve opening / closing timing has been completed.   4. The engine control means is means for controlling the operation of the internal combustion engine so as to change the opening / closing timing of the intake valve using the fluid pressure of the fluid pumped by the power of the internal combustion engine. The hybrid vehicle according to item 1.   The engine control means is means for controlling the operation of the internal combustion engine so that the opening / closing timing of the intake valve becomes the slowest within a changeable range as the predetermined stop opening / closing timing. 4. The hybrid vehicle according to any one of 4 above. A hybrid vehicle according to any one of claims 1 to 5,
The remaining shaft is connected to the three shafts of the output shaft of the internal combustion engine, the rotating shaft of the electric motor and the drive shaft connected to the axle, and based on the power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from,
A second electric motor capable of inputting and outputting power to the drive shaft;
A hybrid car with An internal combustion engine capable of changing the opening and closing timing of the intake valve during operation, an engine control means for controlling the operation of the internal combustion engine, an electric motor capable of inputting and outputting torque to the output shaft of the internal combustion engine, and drive control of the electric motor And a main control means that is communicably connected to the engine control means and is capable of transmitting a control command for the internal combustion engine to the engine control means.
When the engine control means receives a stop command for the internal combustion engine from the main control means, the opening / closing timing of the intake valve is changed to a predetermined stop opening / closing timing while the internal combustion engine is operating. And controlling the internal combustion engine to transmit information related to the operating state of the intake valve to the main control means, and when the change of the opening / closing timing of the intake valve is completed, the fuel supply to the internal combustion engine is shut off. Controlling the operation of the internal combustion engine,
Whether or not the main control means receives the operating state of the intake valve transmitted from the engine control means and whether or not the change of the opening / closing timing of the intake valve is completed based on the received operating state of the intake valve A control method for a hybrid vehicle, wherein when the completion of the change is determined, the electric motor is driven and controlled so that torque in a direction to stop the rotation of the internal combustion engine is output to the output shaft.

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