JP2009275635A - Internal combustion engine and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the starting capability of an internal combustion engine by quickly detecting a rotary position of the output shaft of the internal combustion engine at the time of starting the internal combustion engine. <P>SOLUTION: When the internal combustion engine is stopped, the sum of angles (β+γ) assumed to be rotated by a crankshaft and an angle α necessary to detect a standard position of a timing rotor is reduced by 360° from the angle of the crankshaft (CA) within a set-up time composed of a mask time and a control lag time necessary for detecting a chipped tooth which is a reference position of the timing rotor at the time of starting the internal combustion engine, and the internal combustion engine, and motors MG1, MG2 are controlled so as to stop the reference position of the timing rotor accompanied by a rotation stop of the crankshaft in a target stop range from a designated stop position CAp* to a position prior to the designated stop position by a designated angle ΔCA only. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device and a control method thereof, and more particularly to an internal combustion engine device including an internal combustion engine and an electric motor capable of outputting torque to an output shaft of the internal combustion engine and a control method thereof.

Conventionally, this type of internal combustion engine device includes a motor generator that is rotatably connected to a crankshaft of an engine, and when the engine is stopped, a rotational driving force is applied from the motor generator to a predetermined position. Have been proposed (see, for example, Patent Document 1). In this internal combustion engine device, when the engine is stopped, a crank angle stop position at which the top dead center in the compression stroke can be easily overcome when the engine is started (for example, in the case of a four-cylinder engine, a crank angle of about 90 ° CA to By stopping within the range of 120 ° CA, the torque from the motor generator, which is required when the engine is restarted, is reduced to improve the startability.
JP 2004-263569 A

  However, in the above-described internal combustion engine device, the number of revolutions at the start of the engine can be rapidly increased, but the startability of the engine cannot be improved by a crank angle sensor that detects the rotational position of the crankshaft. Occurs. For example, when using a crank angle sensor having a timing rotor formed with teeth every 10 ° and partly missing teeth for 30 ° as a reference position, the reference position is set when the engine is started. Since the timing of fuel injection and ignition cannot be obtained until after detection, depending on the stop position of the reference position of the timing rotor when starting the engine, it may take time to start the engine. That is, in the internal combustion engine apparatus provided with the four-cylinder engine, there is a stop position suitable for starting every 180 °. Even if the stop position is stopped at such a position, the detection of the reference position is 360 °. Therefore, depending on the stop position of the reference position of the timing rotor at the time of starting the engine, the detection of the reference position is delayed by an amount of 180 ° rotation, which may require a long time for starting.

  The internal combustion engine device and the control method thereof according to the present invention are mainly intended to improve the startability of the internal combustion engine by quickly detecting the rotational position of the output shaft of the internal combustion engine when the internal combustion engine is started.

  The internal combustion engine apparatus and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The internal combustion engine device of the present invention is
An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft based on the rotation amount from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position;
When the operation of the internal combustion engine is stopped, the angle at which the output shaft of the internal combustion engine is supposed to rotate within the preparation time required for control preparation at the start of the internal combustion engine and the reference position are detected. When the operation of the internal combustion engine is stopped within a range from a rotational position before the reference position to a rotational position that is a predetermined angle before the rotational position by an angle that is the sum of the angles necessary for the operation A stop-time control means for controlling the internal combustion engine and the electric motor to stop the rotation of the output shaft;
It is a summary to provide.

  In this internal combustion engine device according to the present invention, when the operation of the internal combustion engine is stopped, the angle and the reference position where the output shaft of the internal combustion engine is assumed to rotate within the preparation time required for the preparation of control when starting the internal combustion engine. The operation of the internal combustion engine is stopped within the range from the rotational position before the reference position to the rotational position that is a predetermined angle before this rotational position by the sum of the angles required to detect Along with this, the internal combustion engine and the electric motor are controlled so that the rotation of the output shaft stops. As a result, the rotational position of the output shaft of the internal combustion engine can be detected quickly, and the startability of the internal combustion engine can be improved.

  In such an internal combustion engine apparatus of the present invention, the preparation time is a control delay and a time for temporarily masking the detection signal from the rotational position detecting means in order to eliminate the influence of disturbance at the start of cranking of the internal combustion engine. It can also be the sum of time with

  Further, in the internal combustion engine device of the present invention, the rotational position detecting means is a means including a rotating body having a plurality of teeth provided at predetermined angles except for the reference position, and is the reference position. The angle necessary for detection may be the sum of the angle of the reference position and the predetermined angle.

The control method of the internal combustion engine device of the present invention includes:
The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position A rotational position detecting means for detecting a rotational position of the output shaft based on the control method,
When the operation of the internal combustion engine is stopped, the angle at which the output shaft of the internal combustion engine is supposed to rotate within the preparation time required for control preparation at the start of the internal combustion engine and the reference position are detected. When the operation of the internal combustion engine is stopped within a range from a rotational position before the reference position to a rotational position that is a predetermined angle before the rotational position by an angle that is the sum of the angles necessary for the operation Controlling the internal combustion engine and the electric motor to stop the rotation of the output shaft;
It is characterized by that.

  In this control method for an internal combustion engine device according to the present invention, when the operation of the internal combustion engine is stopped, an angle at which the output shaft of the internal combustion engine is rotated within a preparation time necessary for preparation for control when starting the internal combustion engine, The internal combustion engine is operated within a range from a rotational position before the reference position to a rotational position that is a predetermined angle before the rotational position by an angle that is the sum of the angles required to detect the reference position. The internal combustion engine and the electric motor are controlled so that the rotation of the output shaft stops with the stop. As a result, the rotational position of the output shaft of the internal combustion engine can be detected quickly, and the startability of the internal combustion engine can be improved.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one 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.

  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, for example, and sucks air purified by an air cleaner through a throttle valve, and the sucked air and gasoline And the reciprocating motion of the piston pushed down by the energy is converted into the rotational motion of the crankshaft 26. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank angle CA from a crank position sensor 140 that detects a crank angle of the crankshaft 26 of the engine 22 via an input port. Has been. Also, the engine ECU 24 outputs various control signals for driving the engine 22, for example, a drive signal to the fuel injection valve, a control signal to the ignition coil integrated with the igniter, and the like through the output port. Has been. 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. . FIG. 2 is a configuration diagram showing an outline of the configuration of the crank position sensor 140. As shown in the figure, the crank position sensor 140 is mounted so as to rotate in synchronization with the crankshaft 26, teeth are formed every 10 °, and two for detecting the reference position (30 °). It has a timing rotor 142 and an electromagnetic pickup 144 formed with missing teeth, and generates a shaping wave every time the crankshaft 26 rotates 10 °. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the shaped wave 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 disposed 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 carrier 34 has a crankshaft 26 of the engine 22, and the sun gear 31 has a motor M.
The reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is transmitted to the sun gear 31 side and the ring gear 32. When the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated to the ring gear 32 side. Output. 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. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator 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 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.

  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. 3 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. In the engine stop drive control routine of FIG. 3, when a request to stop the operation of the engine 22 is made, for example, the remaining capacity (SOC) of the battery 50 is greater than a predetermined remaining capacity that does not require charging, and the required power is set for engine stop. It is executed when the engine stop power becomes less than or when a driver operates a motor travel switch (not shown).

  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 for stopping the operation of the engine 22 to the engine ECU 24 (step S100), and an accelerator pedal position sensor. Accelerator opening degree Acc from 84, brake pedal position BP from brake pedal position sensor 86, vehicle speed V from vehicle speed sensor 88, rotation speed Ne of engine 22, crank angle CA of crankshaft 26, rotation speed of motors MG1, 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 S110). Here, the rotational speed Ne of the engine 22 is assumed to be input from the engine ECU 24 by communication from the crank position detected by the crank position sensor 140, and the crank angle CA is detected by the crank position sensor 140. The calculated crank position as an angle from the reference angle 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. The engine ECU 24 that has received the engine stop command stops the fuel injection control and the ignition control and stops the operation of the engine 22.

  When the data is input in this way, it should 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, brake pedal position BP, and vehicle speed V. The required 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. 4 shows an example of the required torque setting map. Subsequently, it is determined whether or not the input rotational speed Ne of the engine 22 is smaller than a predetermined threshold value Nref (step S130). When it is determined that the rotational speed Ne is not smaller than the threshold value Nref, the engine 22 rotates. Based on the number Ne, a torque command Tm1 * to be output from the motor MG1 is set (step S140). An example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 is shown in FIGS. 5 (a) and 5 (b). As shown in the figure, in step S140, the torque command Tm1 * is set so as to quickly pass through the rotation region (resonance band) of the engine 22 causing the resonance phenomenon and smoothly reduce the rotation of the engine 22. Here, the threshold value Nref is set as a rotational speed lower than the rotational speed at the lower limit of the resonance band.

  When the torque command Tm1 * of the motor MG1 is set in this way, the required torque Tr * is set 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. A temporary motor torque Tm2tmp, which is a temporary value of torque to be output from the motor MG2 to be output to the ring gear shaft 32a, is set by the following equation (1) (step S160), and torque limits Tmin and Tmax of the motor MG2 are expressed by the following equations: While calculating by (2) and formula (3) (step S170), the set temporary torque Tm2tmp is limited by the torque limits Tmin and Tmax by the following formula (4), and the torque command Tm2 * of the motor MG2 is set (step) S180). FIG. 6 shows an example of a collinear diagram for dynamically explaining the rotational elements 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 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. The arrow on the S axis indicates the torque output from the motor MG1 to reduce the rotational speed Ne of the engine 22, and the two arrows on the R axis indicate the torque that the torque output from the motor MG1 acts on the ring gear shaft 32a. The torque output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Equation (1) can be easily derived from this alignment chart.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tmax), Tmin) (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 S190). 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 *. . Then, it is determined whether or not the engine speed Ne is 0 (step S200). Now, since it is considered that it is determined in step S130 that the rotational speed Ne of the engine 22 is not smaller than the threshold value Nref, it is determined in step S200 that the rotational speed Ne is not 0, and the process returns to step S110 to repeat the process. .

  If it is determined in step S130 that the rotational speed Ne of the engine 22 has become equal to or less than the threshold value Nref while repeating such processing, the reference position of the timing rotor 142 is set next time when the rotation of the crankshaft 26 of the engine 22 is stopped. Torque command Tm1 * of motor MG1 is set based on engine speed Ne and crank angle CA input in step S110 so as to be within a predetermined target stop range suitable for starting the engine 22 (step S150). ), The processing of steps S160 to S200 is executed using the set torque command Tm1 *. Here, in step S150 of the embodiment, the torque command Tm1 * and the crank angle for stopping the reference position of the timing rotor 142 within the target stop range within a predetermined time after the rotation speed Ne of the engine 22 reaches the threshold value Nref or less. The relationship with CA is determined in advance and stored in the ROM 74 as a torque command setting map, and when the crank angle CA is given, the corresponding torque command Tm1 * is derived and set from the stored map. Further, the target stop range is a predetermined range including a stop position CAp * that enables quick detection of the reference position (missing tooth) of the timing rotor 142 constituting the crank position sensor 140 when the engine 22 is started, that is, the stop The range is from the position CAp * to a position before this by a predetermined angle ΔCA (for example, 20 ° to 40 °). The stop position CAp * will be described later. The above-described processing is repeated until the rotational speed Ne of the engine 22 reaches a value of 0. When the rotational speed Ne is determined to be a value of 0 in step S200, the engine stop time drive control routine is terminated. Thus, by setting and driving the torque command Tm1 * of the motor MG1 based on the crank angle CA, the engine 22 can be stopped near the predetermined target stop position. FIG. 5C shows an example of how the crank angle CA changes with time relative to the rotational speed Ne of the engine 22 and the torque Tm1 of the motor MG1 when the engine 22 is stopped.

  Next, referring to FIG. 7, a procedure for setting a stop position CAp * that enables quick detection of the reference position (missing teeth) of the timing rotor 142 constituting the crank position sensor 140 when the engine 22 is started. explain. FIG. 7 is an explanatory diagram showing an example of how the crank angle CA changes when the engine 22 is cranked and started by the motor MG1. When cranking by the motor MG1 is started at time t0 as the engine 22 is instructed to start, the crank angle CA changes as the crankshaft 26 rotates as shown in FIG. However, it is preferable to mask the shaped wave from the crank position sensor 140 immediately after the rotation of the crankshaft 26 is taken into consideration in consideration of noise superimposed on the signal from the electromagnetic pickup 144. Further, when detecting the crank angle CA, it is necessary to consider a control delay mainly consisting of a communication delay between the crank position sensor 140 and the engine ECU 24. Accordingly, after cranking of the engine 22 by the motor MG1 is started at the time t0, a time for masking the shaped wave from the crank position sensor 140 (for example, 100 to 200 msec, hereinafter referred to as “mask time”) elapses (time t1) The timing rotor 142 reference position (missing tooth) can be accurately detected only at time t2 when a time corresponding to the control delay (hereinafter referred to as “control delay time”) has elapsed. That is, the time from the time t0 when the cranking of the engine 22 is started to the time t2 is a preparation time required for detecting the reference position (missing tooth) of the timing rotor 142. Further, when the crank position sensor 140 of the embodiment is used, the reference position (missing tooth) of the timing rotor 142 is such that the missing tooth of the timing rotor 142 and one tooth on the downstream side in the rotation direction of the missing tooth are the electromagnetic pickup 144. It is detected when it passes through the detector. Therefore, if the timing rotor 142 does not rotate at least by the angle α which is the sum of the angle of the missing tooth (30 ° in the embodiment) and the angle of one tooth (10 ° in the embodiment), the reference position of the timing rotor 142 (Missing teeth) cannot be detected. As a result, after cranking of the engine 22 by the motor MG1 is started at time t0, a preparation time that is the sum of the mask time and the control delay time elapses (time t2), and further, the cranking of the engine 22 by the motor MG1 is performed. The time t3 when the time required for the timing rotor 142 (crankshaft 26) to rotate by the angle α with the ranking has elapsed is the earliest timing at which the reference position (missing tooth) of the timing rotor 142 can be detected with high accuracy. Become. Based on these, in this embodiment, the angle β at which the timing rotor 142 rotates during the masking time and the angle γ at which the timing rotor 142 rotates during the control delay time in accordance with the cranking of the engine 22 by the motor MG1. After obtaining by experiment and analysis, a value obtained by subtracting the sum of angle α, angle β, and angle γ from 360 ° CA is determined as the stop position CAp *. As a result, when the rotation of the crankshaft 26 is stopped, the missing tooth that is the reference position of the timing rotor 142 is always within the target stop range from the stop position CAp * to a position just before the predetermined angle ΔCA. In this case, for example, as indicated by a broken line in FIG. 7, the timing rotor 142 can be accurately and quickly compared with the case where the crankshaft 26 is stopped in a state where the missing teeth of the timing rotor 142 are located in front of the stop position CAp *. In addition, it becomes possible to detect the reference position (missing tooth) of the timing rotor 142 (early (time 5-t3) in the example of FIG. 7). In addition, by quickly detecting the reference position (missing teeth) of the timing rotor 142 in this way, it is possible to reduce the start time of the engine 22. Further, in the hybrid vehicle 20 of the embodiment, the crankshaft 26 (reference position of the timing rotor 142) is substantially at the same position when the operation of the engine 22 is stopped. The rotational speed Ne of the crankshaft 26 at the time can be made substantially constant, and the engine 22 can be started stably.

  According to the hybrid vehicle 20 of the embodiment described above, when the operation of the engine 22 is stopped, the mask time and the control delay time necessary for detecting the reference position of the timing rotor 142 when starting the engine 22 are comprised. The sum of the angle (angle β + angle γ) assumed to rotate the crankshaft 26 of the engine 22 within the preparation time and the angle (angle α) necessary for detecting the reference position (missing tooth) of the timing rotor 142 The rotation of the crankshaft 26 is stopped within a predetermined range including a stop position CAp * determined by subtracting the angle from 360 ° CA, that is, within a target stop range from the stop position CAp * to a position before the predetermined angle ΔCA. At the same time, the engine 22 and the motors MG1 and MG2 are controlled so that the missing tooth which is the reference position of the timing rotor 142 is stopped. When starting the engine 22, the rotational position of the crankshaft 26 of the engine 22 can be quickly detected, and the startability of the engine 22 can be improved.

  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 the “internal combustion engine”, the motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30 corresponds to the “electric motor”, and the crank that detects the crank angle of the crankshaft 26 of the engine 22 is detected. The angle at which the position sensor 140 corresponds to “rotational position detecting means” and the crankshaft 26 is assumed to rotate within the preparation time required for control preparation when starting the engine 22 when the operation of the engine 22 is stopped. The target stop range from the rotational position that is the sum of (β + γ) and the angle α necessary to detect that it is the reference position to the rotational position that is a predetermined angle ΔCA before the rotational position from the rotational position that is earlier than the reference position. 3 is executed so that the rotation of the crankshaft 26 stops as the operation of the engine 22 stops. A bridging electronic control unit 70, an engine ECU 24 that receives a stop command for the engine 22 and stops fuel injection control and ignition control for the engine 22, and a motor ECU 40 that drives the motors MG1 and MG2 in accordance with the torque commands Tm1 * and Tm2 *. And correspond to “stop-time control means”.

  However, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “electric motor” is not limited to the motor MG1 capable of generating electricity connected to the power distribution and integration mechanism 30, and may be any electric motor that can output torque to the output shaft of the internal combustion engine, such as a starter motor. Absent. The “rotational position detecting means” is not limited to the crank position sensor 140 that detects the crank angle of the crankshaft 26 of the engine 22, and is synchronized with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position. Any device can be used as long as it detects the rotational position of the output shaft based on the amount of rotation of the rotating rotating body from the reference position. The "stop-time control means" is necessary to detect the angle and reference position where the output shaft of the internal combustion engine is supposed to rotate within the preparation time required for preparation for control when starting the internal combustion engine. The internal combustion engine so that the rotation of the output shaft stops in accordance with the stoppage of the operation of the internal combustion engine within the range from the rotational position before the reference position to the rotational position that is a predetermined angle before the rotational position by the sum of the angles. As long as it controls the motor and the electric motor, any combination other than the combination of the hybrid electronic control unit 70 such as a single electronic control unit, the engine ECU 24 and the motor ECU 40 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 problems is the same as that of the embodiment described in the column of means for solving the problems. 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 problems. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. 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 the manufacturing industry of internal combustion engine devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of a crank position sensor 140. 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 explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows the mode of the rotation speed Ne of the engine 22 at the time of stopping the engine 22, the output torque Tm1 of the motor MG1, the correction coefficient k, and the crank angle CA with time. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of reducing the rotation speed Ne of the engine. It is explanatory drawing which shows an example of a mode that the crank angle CA changes when the engine 22 is cranked and started by the motor MG1.

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit (Engine ECU) for Engine, 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 ECU, 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator Le, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 140 crank position sensor, 142 timing rotor, 144 an electromagnetic pickup, MG1, MG2 motor.

Claims (4)

An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft based on the rotation amount from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position;
When the operation of the internal combustion engine is stopped, the angle at which the output shaft of the internal combustion engine is supposed to rotate within the preparation time required for control preparation at the start of the internal combustion engine and the reference position are detected. When the operation of the internal combustion engine stops, the output is within a range from a rotational position before the reference position to a rotational position that is a predetermined angle before the rotational position by an angle that is the sum of the angles necessary for the operation. A stop-time control means for controlling the internal combustion engine and the electric motor so that the rotation of the shaft stops;
An internal combustion engine device comprising:   The preparation time is a sum of a time for temporarily masking a detection signal from the rotational position detecting means and a time for a control delay in order to eliminate the influence of disturbance at the start of cranking of the internal combustion engine. The internal combustion engine device according to 1. An internal combustion engine device according to claim 1 or 2,
The rotational position detecting means is a means including a rotating body having a plurality of teeth provided for each unit angle except for the reference position,
The angle required to detect the reference position is the sum of the reference position angle and the unit angle.
Internal combustion engine device. The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position A rotational position detecting means for detecting a rotational position of the output shaft based on the control method,
When the operation of the internal combustion engine is stopped, the angle at which the output shaft of the internal combustion engine is supposed to rotate within the preparation time required for control preparation at the start of the internal combustion engine and the reference position are detected. When the operation of the internal combustion engine stops, the output is within a range from a rotational position before the reference position to a rotational position that is a predetermined angle before the rotational position by an angle that is the sum of the angles necessary for the operation. Controlling the internal combustion engine and the electric motor to stop the rotation of the shaft;
A control method for an internal combustion engine device.

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