JP2010248924A - Internal combustion engine system, method for controlling the same, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable outputting of greater torque from an engine during the recirculation of exhaust gas into intake air in the state in which operating oil has low temperatures. <P>SOLUTION: When an EGR system performs EGR during such cold that the operating oil has lower temperatures to flow into a timing advance chamber and a timing delay chamber of a VVT controller of a variable valve timing mechanism for an engine, a temporary target timing VTtmp is set (S210). During such a high output demand that an opening Ta of a throttle valve is a threshold value Taref or greater and a high output demand flag F has a value 1 (S200-S230), such a target opening/closing timing VT* that a timing delay correction value Tα is subtracted from the temporary target timing VTtmp is set smaller than in a low output demand (S250, S260), and the intake valve of the engine is opened/closed at the set target opening/closing timing VT*. Thus, greater torque is output from the engine during a high output demand. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, as this type of internal combustion engine device, one having a variable valve timing mechanism capable of changing the opening / closing timing of at least one of an intake valve and an exhaust valve of an engine has been proposed (for example, see Patent Document 1). In this internal combustion engine device, when the engine is stopped, the variable valve timing mechanism is controlled so that the opening / closing timing of the intake valve is at the most retarded position, and the detection value from the cam position sensor is set to the most retarded angle. By learning as the position, the deterioration of the emission when learning the position of the most retarded angle is suppressed.

JP 2008-261244 A

  As in the above-described internal combustion engine device, in general, a variable valve timing mechanism is used to change the opening / closing timing of the intake valve using the hydraulic pressure of the hydraulic oil. However, when the hydraulic oil temperature is low, the hydraulic oil Therefore, the variable valve timing mechanism may not operate well, so that the opening / closing timing of the intake valve may be limited within a certain range to limit the operation range of the variable valve timing mechanism. When the operation of the variable valve timing mechanism is restricted in this way, if the control for increasing the throttle valve opening is performed as a control for outputting a relatively large torque from the engine, inconvenience may occur. For example, in an engine having an exhaust gas recirculation device that recirculates exhaust gas to intake air, the combustion state may become unstable if the throttle valve opening is increased.

  The internal combustion engine device, the control method thereof, and the vehicle according to the present invention output a larger torque more appropriately from the internal combustion engine when the exhaust oil is recirculated to the intake air when the temperature of the hydraulic oil is low. Main purpose.

  The internal combustion engine device, the control method thereof, and the vehicle of 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 having an exhaust gas recirculation device that recirculates part of the exhaust gas to the intake air;
An opening / closing timing changing means capable of changing an opening / closing timing of the intake valve of the internal combustion engine using hydraulic pressure of hydraulic oil;
Throttle opening detecting means for detecting the throttle opening;
When the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the opening / closing timing changing means can be satisfactorily operated, and the exhaust gas is being recirculated by the exhaust gas recirculation device, the detected throttle opening degree Is less than a predetermined opening preset as a medium opening, while opening and closing the intake valve at a first target opening / closing timing set using the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated, and when the detected throttle opening is equal to or greater than the predetermined opening, the first state relative to the operating state of the internal combustion engine is determined. The intake valve should not be opened / closed at the second target opening / closing timing set using the second relationship in which the opening / closing timing of the intake valve tends to be earlier than the relationship of Control means for controlling the said internal combustion engine the closing timing changing means so that al the internal combustion engine is operated,
It is a summary to provide.

  In this internal combustion engine device of the present invention, when the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the switching timing changing means can be operated satisfactorily, and the exhaust gas is recirculated by the exhaust gas recirculation device, the throttle The first target opening / closing timing set using the first relationship with respect to the operating state of the internal combustion engine when the throttle opening as the valve opening is less than a predetermined opening set in advance as a medium opening The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the intake valve. Further, when the throttle opening is greater than or equal to a predetermined opening, the second relationship is set using a second relationship in which the opening / closing timing of the intake valve tends to be earlier than the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the intake valve at the target opening / closing timing. Thereby, when the throttle opening is equal to or larger than the predetermined opening, a larger torque can be output from the internal combustion engine.

  In such an internal combustion engine device of the present invention, the second relationship may be a relationship in which the opening / closing timing of the intake valve is set to become faster as the temperature of the hydraulic oil becomes higher. If it carries out like this, the 2nd target opening-and-closing timing can be set to the tendency which becomes early, so that the temperature of hydraulic fluid becomes high. In general, it is considered that as the temperature of the hydraulic oil increases, the viscosity of the hydraulic oil decreases and the switching timing changing means can be operated more favorably. Therefore, the second target opening / closing timing tends to become faster as the hydraulic oil temperature increases. Therefore, a larger torque can be output from the internal combustion engine while operating the opening / closing timing changing means more appropriately.

  In the internal combustion engine apparatus of the present invention, the second relationship may be a relationship in which the opening / closing timing of the intake valve is set to become faster as the temperature of the internal combustion engine increases. In this way, the second target opening / closing timing can be set so as to become earlier as the temperature of the internal combustion engine becomes higher. In general, it is considered that the internal combustion engine can be operated more stably as the temperature of the internal combustion engine becomes higher. Therefore, the internal combustion engine becomes more stable by setting the second target opening / closing timing so that the temperature becomes faster as the temperature of the internal combustion engine becomes higher. Thus, a larger torque can be output while driving.

  Further, in the internal combustion engine device of the present invention, the first relationship is set such that the opening / closing timing of the intake valve tends to be earlier as the temperature of the hydraulic oil becomes higher and as the temperature of the internal combustion engine becomes higher. It can also be assumed that In this way, the first target opening / closing timing can be set so as to become faster as the temperature of the hydraulic oil becomes higher, and to become earlier as the temperature of the internal combustion engine becomes higher. As described above, the higher the temperature of the hydraulic oil, the lower the viscosity of the hydraulic oil and the better the opening / closing timing changing means can be operated, and the higher the temperature of the internal combustion engine, the more stably the internal combustion engine can be operated. Therefore, it is possible to output the larger torque while operating the internal combustion engine more stably while operating the opening / closing timing changing means more appropriately.

  The vehicle of the present invention includes any one of the above-described internal combustion engine devices of the present invention, that is, basically an internal combustion engine having an exhaust gas recirculation device that recirculates a part of exhaust gas to intake air, and hydraulic oil. An opening / closing timing changing means capable of changing the opening / closing timing of the intake valve of the internal combustion engine using hydraulic pressure, a throttle opening detecting means for detecting the throttle opening, and the temperature of the hydraulic oil make the opening / closing timing changing means favorable. When the exhaust gas recirculation device is estimated to be less than the predetermined operable temperature and the exhaust gas recirculation is being performed, the detected throttle opening is preset as a medium opening. When it is less than the value, the internal combustion engine is operated while opening and closing the intake valve at a first target opening / closing timing set using the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled, and when the detected throttle opening is equal to or greater than the predetermined opening, the intake valve is opened / closed from the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are operated so that the internal combustion engine is operated while opening and closing the intake valve at a second target opening / closing timing set using a second relationship that sets the timing to be advanced. The gist of the invention is that an internal combustion engine device including a control means for controlling is mounted.

  Since the vehicle according to the present invention is equipped with the internal combustion engine device according to any one of the above-described aspects, for example, when the throttle opening is equal to or greater than a predetermined opening, It is possible to achieve the same effect as that capable of outputting a larger torque more appropriately from the internal combustion engine.

  Such a vehicle of the present invention may be provided with an electric motor capable of outputting driving power. In this way, even in a vehicle equipped with an electric motor capable of outputting driving power, a larger torque can be output from the internal combustion engine when the inner throttle opening is equal to or greater than a predetermined opening. In this case, the generator is connected to three axes of a generator capable of inputting and outputting power, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and any of the three shafts is connected. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the two shafts, and a required power to be output from the internal combustion engine based on a required driving force required for traveling Required electric power setting means, and the electric motor is capable of inputting / outputting power to / from a drive shaft, and the control means is estimated that a temperature of the hydraulic oil is lower than the predetermined temperature and the exhaust gas When the exhaust gas is being recirculated by the recirculation device, the internal combustion engine is operated when the detected throttle opening is less than the predetermined opening or when the set required power is less than the predetermined power. First with respect to condition The internal combustion engine and the open / close timing are set such that the set required power is output from the internal combustion engine while the intake valve is opened and closed at a first target open / close timing set using a relationship, and the vehicle is driven by the required driving force. An operating state of the internal combustion engine is controlled when the changing means, the generator, and the electric motor are controlled, and the detected throttle opening is not less than the predetermined opening and the set required power is not less than the predetermined power. On the other hand, the set required power is output from the internal combustion engine while the intake valve is opened and closed at a second target opening / closing timing set using the second relationship, and the vehicle is driven by the requested driving force. The internal combustion engine, the opening / closing timing changing means, the generator and the electric motor may be controlled. . In this way, a larger torque can be output from the internal combustion engine when the throttle opening is greater than or equal to the predetermined opening and the set required power is greater than or equal to the predetermined power.

The control method of the internal combustion engine device of the present invention includes:
An internal combustion engine having an exhaust gas recirculation device that recirculates a part of exhaust gas to intake air, and an opening / closing timing changing means capable of changing an opening / closing timing of an intake valve of the internal combustion engine using hydraulic pressure of hydraulic oil An apparatus control method comprising:
When the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the opening / closing timing changing means can be operated satisfactorily and exhaust gas is being recirculated by the exhaust gas recirculation device, the opening degree of the throttle valve is When the throttle opening is less than a predetermined opening set as a medium opening, the intake valve is operated at a first target opening / closing timing set using a first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the valve, and when the throttle opening is greater than or equal to the predetermined opening, the operation state of the internal combustion engine is The intake valve at a second target opening / closing timing set using a second relationship that sets the opening / closing timing of the intake valve to be earlier than the relationship of 1. Closing while the internal combustion engine and controlling the the internal combustion engine and the open-close timing changing means to be operated.

  In this internal combustion engine apparatus control method according to the present invention, the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the switching timing changing means can be satisfactorily operated, and exhaust gas is recirculated by the exhaust gas recirculation device. When the throttle opening as the throttle valve opening is less than a predetermined opening set in advance as a medium opening, the first relation is set using the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the intake valve at the target opening / closing timing. Further, when the throttle opening is greater than or equal to a predetermined opening, the second relationship is set using a second relationship in which the opening / closing timing of the intake valve tends to be earlier than the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the intake valve at the target opening / closing timing. Thereby, when the throttle opening is equal to or greater than the predetermined opening, a larger torque can be output from the internal combustion engine.

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 the configuration of an engine 22. FIG. 2 is a configuration diagram showing an outline of a configuration of a variable valve timing mechanism 150. FIG. 2 is a configuration diagram showing an outline of a configuration of a main part of a variable valve timing mechanism 150. FIG. The block diagram which shows the outline of a structure of the lock pin 154 is shown. It is a flowchart which shows an example of the drive control routine at the time of cold EGR 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 a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 5 is a flowchart showing an example of an opening / closing timing control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the low output request | requirement correction value setting map. It is explanatory drawing which shows an example of the high output request | requirement correction value setting map. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the 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 a four-cylinder internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil. For example, as shown in FIG. The fuel is injected from the fuel injection valve 126, and the intake air and the gasoline are mixed. The mixture is sucked into the combustion chamber through the intake valve 128, and is generated by an electric spark by the spark plug 130. Explosive combustion is performed, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. The exhaust from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). And supplied to the intake side via an EGR (Exhaust Gas Recirculation) system 160. The EGR system 160 includes an EGR pipe 162 that is connected to the rear stage of the purification device 134 and supplies exhaust gas to a surge tank on the intake side, and an EGR valve 164 that is disposed in the EGR pipe 162 and is driven by a stepping motor 163. Then, by adjusting the opening degree of the EGR valve 164, the supply amount of the exhaust gas as an incombustible gas is supplied to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. Hereinafter, supplying the exhaust of the engine 22 to the intake side is referred to as EGR.

  The engine 22 includes a variable valve timing mechanism 150 that can continuously change the opening / closing timing of the intake valve 128. 3 and 4 are configuration diagrams showing an outline of the configuration of the variable valve timing mechanism 150. FIG. The variable valve timing mechanism 150 is fixed to a housing portion 152a fixed to a timing gear 157b connected to the crankshaft 26 via a timing chain 157a and an intake camshaft 129 that opens and closes the intake valve 128, as shown in the figure. A vane type VVT controller 152 including a vane portion 152b, a vane position sensor 153 that detects the position of the vane portion 152b, and an oil control valve that applies hydraulic pressure of hydraulic oil to an advance chamber and a retard chamber of the VVT controller 152. 156, and by adjusting the hydraulic pressure applied to the advance chamber and the retard chamber of the VVT controller 152 via the oil control valve 156, the vane portion 152b is rotated relative to the housing portion 152a to thereby adjust the intake valve. 128 to continuously change the angle of the intake camshaft 129 in the opening and closing timing of the. In the embodiment, the angle of the intake camshaft 129 at the opening / closing timing of the intake valve 128 where power is efficiently output from the engine 22 is used as a reference angle, and the angle of the intake camshaft 129 is advanced from the reference angle. The engine 22 can be in an operation state in which high torque can be output, and by reducing the angle of the intake camshaft 129, the pressure fluctuation in the cylinder of the engine 22 is reduced, and the operation of the engine 22 is stopped or started. It is comprised so that it can be set as the suitable driving | running state.

  Further, a lock pin 154 that fixes 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. 5 is a configuration diagram showing an outline of the configuration of the lock pin 154. As shown in the figure, the lock pin 154 includes a lock pin main body 154a and a spring 154b attached so that the lock pin main body 154a is biased toward the housing portion 152a, and the angle of the intake camshaft 129 is the most retarded angle. Is positioned in the groove 157c 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 a hydraulic actuator (not shown) so that the lock pin body 154a fitted in the groove 157c can be pulled out by applying a hydraulic pressure that overcomes the spring force of the spring 154b via the oil passage 157d. Is provided. In the embodiment, the hydraulic pressure for operating the hydraulic actuator is supplied by a gear pump 33 (not shown) attached to the crankshaft 26 of the engine 22.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cooling water temperature Tw from the sensor 142, the intake valve 128 that performs intake and exhaust to the combustion chamber, the cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve, and the throttle that detects the position of the throttle valve 124 The throttle opening Ta from the valve position sensor 146, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, and the intake pressure for detecting the pressure in the intake pipe Barometric pressure sensor 158 The intake air pressure, the catalyst temperature from the catalyst temperature sensor 134a attached to the purifier 134, the air / fuel ratio from the air / fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and attached to the cylinder block are generated when knocking occurs. Oil pressure is applied to a knock signal from a knock sensor 159 that detects vibration, an EGR valve opening EV from an EGR valve opening sensor 165 that detects an opening of the EGR valve 164, and an advance chamber and a retard chamber of the VVT controller 152. The VVT oil temperature To etc. from the temperature sensor 166 that detects the temperature of the hydraulic oil to be input is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150, the drive signal to the stepping motor 163 that adjusts the opening degree of the EGR valve 164, and the like are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26 based on the crank position from the crank position sensor 140, that is, the rotational speed Ne of the engine 22, or the intake air amount Qa from the air flow meter 148 and the engine 22 Based on the rotational speed Ne, the load factor (ratio of the volume of air actually sucked in one cycle to the amount of air sucked per cycle of the engine 22) KL is calculated, or the intake air from the air flow meter 148 The ratio of the exhaust amount to the sum of the exhaust amount recirculated to the intake air and the intake air amount Qa of the engine 22 based on the amount Qa and the EGR valve opening degree EV from the EGR valve opening degree sensor 165 and the rotational speed Ne of the engine 22 EGR rate Re is calculated.

  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 rotating 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.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

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

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled 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 configured as described above, in particular, at the cold time when the temperature of the hydraulic oil to the advance chamber and the retard chamber of the VVT controller 152 of the variable valve timing mechanism 150 becomes low and EGR. An operation when EGR is performed by the system 160 will be described. FIG. 6 is a flowchart showing an example of a cold EGR drive control routine executed by the hybrid electronic control unit 70. In this routine, the VVT oil temperature To from the temperature sensor 166 is lower than a good operating temperature T1 (for example, 70 ° C.) determined in advance through experiments and analysis as a temperature at which the variable valve timing mechanism 150 operates satisfactorily, and the engine ECU 24 When the EGR rate Re obtained from the engine speed Ne and the load factor KL calculated by the above is greater than 0, that is, when EGR is being performed, it is repeatedly executed every predetermined time (for example, every several msec). Is done.

  When the cold EGR drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1 and MG2. A process of inputting data necessary for control, such as the rotational speeds Nm1 and Nm2, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 through communication, which is calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 7 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the requested power Pe * is compared with a threshold value Peref as a value used for determining whether or not a relatively large power output is requested (step S120). Therefore, the process of step S120 is a process of determining whether or not a relatively large power output is requested from the engine 22. When the required power Pe * is smaller than the threshold value Peref, it is determined that a relatively large power output is not required from the engine 22, and the required power Pe * is used using a fuel efficiency priority operation line that is a constraint for operating the engine 22 efficiently. The target rotational speed Ne * and the target torque Te * are set as operating points of the engine 22 when outputting (step S130), and the high output request flag F is set to 0 (step S140). The high output request flag F is used in an opening / closing timing control routine to be described later in order to determine whether or not a relatively large power output is requested from the engine 22. When the required power Pe * is equal to or greater than the threshold value Peref, it is determined that a relatively large power output is required from the engine 22, and a high torque is output at the same rotational speed as compared with a constraint for operating the engine 22 efficiently. A target rotational speed Ne * and a target torque Te * are set as operating points of the engine 22 when the required power Pe * is output using the high-torque operation line, which is a restriction (step S150), and a high-output request flag is set. A value 1 is set in F (step S160). FIG. 8 shows an example of the fuel efficiency priority operation line and the high torque operation line, and how the target rotational speed Ne * and the target torque Te * are set. As can be seen from FIG. 8, the high torque operation line is on the higher torque side than the fuel efficiency priority operation line. As shown in the figure, the target rotational speed Ne * and the target torque Te * are obtained by the intersection of a fuel efficiency priority operation line or a high torque operation line and a curve with a constant required power Pe * (Ne * × Te *). it can.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * And a torque command Tm1 * of the motor MG1 based on the calculated target rotation speed Nm1 * and the current rotation speed Nm1 (2) based on the calculated rotation speed Nm1 * (step S170). Using *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, the torque command Tm2 * of the motor MG2 is calculated by the equation (3) (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expressions (1) and (3) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)
Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, target torque Te *, high output request flag F, torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set. And the high output request flag F are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and the cold EGR drive control routine ends. 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 *. . With such control, the engine 22 can travel while outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while operating the engine 22 efficiently or to output high torque.

  Next, the operation of the engine 22 when the target rotational speed Ne *, the target torque Te *, and the high output request flag F are set will be described. When the engine ECU 24 receives the target rotational speed Ne *, the target torque Te *, and the high output request flag F transmitted from the hybrid electronic control unit 70, the engine 22 indicates the target rotational speed Ne * and the target torque Te *. The engine 22 performs control such as intake air amount control, fuel injection control, ignition control, and intake valve 128 opening / closing timing control so that the engine 22 is operated at the operating point, and the opening degree of the EGR valve 164 determines the EGR rate Re. Drive control of the throttle motor 163 is performed so that the opening becomes a target EGR rate Re * set from the rotation speed Ne and the load factor KL. At this time, the opening / closing timing control of the intake valve 128 is performed in consideration of the value of the high output request flag F. Hereinafter, opening / closing timing control of the intake valve 128 will be described. Since the intake air amount control, ignition control, and fuel injection control do not form the core of the present invention, further description thereof is omitted.

  FIG. 10 is a flowchart showing an example of an opening / closing timing control routine executed by the engine ECU 24. This routine is executed when the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * transmitted from the hybrid electronic control unit 70.

  When the opening / closing timing control routine is executed, the CPU 24a of the engine ECU 24 sets the target rotational speed Ne * of the engine 22, the high output request flag F, the cooling water temperature Tw from the water temperature sensor 142, the throttle opening from the throttle valve position sensor 146. A process of inputting data necessary for control, such as Ta and the VVT oil temperature To from the temperature sensor 166, is executed (step S200). The target engine speed Ne * and the high output request flag F of the engine 22 are set by the cold EGR driving control routine described above and input from the hybrid electronic control unit 70 by communication.

  When the data is input in this way, the temporary target timing VTtmp as a temporary value of the opening / closing timing of the intake valve 128 of the engine 22 is set using the target rotational speed Ne * (step S210). The temporary target timing VTtmp is equal to or higher than the warm-up end temperature T2 at which the VVT oil temperature To is equal to or higher than the good operating temperature T1 and the cooling water temperature Tw is determined to be the end of warm-up of the engine 22, and EGR is performed by the EGR system 160. Is set as the opening / closing timing of the intake valve 128 that can stably operate the engine 22 and output power efficiently from the engine 22, and the relationship between the target rotational speed Ne * and the temporary target timing VTtmp Is previously stored in the ROM 24b as a temporary target timing setting map, and when the target rotational speed Ne * and the target torque Te * are given, the corresponding temporary target timing VTtmp is derived and set from the stored map. To do.

  Subsequently, the throttle opening degree Ta and the threshold value Taref of the estimated throttle opening at which a relatively large torque is required for the engine 22 (for example, the opening degree of 50%, 60%, 70% of the full opening value, etc.) Are compared (step S220), and the value of the high output request flag F is checked (step S230). When the throttle opening degree Ta is less than the threshold value Taref or the high output request flag F has a value of 0 (steps S220 and S230), it is a low output request time when the engine 22 is not required to output a large torque. Judgment is made to set a retard correction value VTα for correcting the temporary target timing VTtmp to the retard side (the direction in which the opening / closing timing is delayed) using the coolant temperature Tw and the VVT oil temperature To (step S240). Then, the value obtained by subtracting the correction value VTα from the temporary target timing VTtmp is set as the target timing VT * (step S160), and the variable valve timing mechanism 150 is controlled so that the intake valve 128 opens and closes at the target opening / closing timing VT * ( Step S170), the cold EGR introduction control routine is terminated. Therefore, the target timing VT * is set as a timing obtained by delaying (delaying) the temporary target timing by the retardation correction value Tα. Here, in the embodiment, the retardation correction value VTα is corrected at the time of low output request by predetermining the relationship between the coolant temperature Tw, the VVT oil temperature To, and the retardation correction value VTα at the time of a low output request by experiment or analysis. It is stored in the ROM 24b as a value setting map, and when the coolant temperature Tw and the VVT oil temperature To are given, the corresponding retardation correction value VTα is derived and set from the stored map. FIG. 11 is an explanatory diagram showing an example of a low output request correction value setting map. As shown in the figure, the retardation correction value VTα is set so as to increase as the VVT oil temperature To decreases and to increase as the cooling water temperature Tw decreases. The retard angle correction value VTα is set to be larger as the VVT oil temperature To is lower. The lower the VVT oil temperature To is, the higher the viscosity of the hydraulic oil acting on the advance chamber and the retard chamber of the variable valve timing mechanism 150 is. This is because the timing mechanism 150 is difficult to operate satisfactorily. The reason why the retardation correction value VTα is set to be larger as the cooling water temperature Tw is lower is that the engine 22 can be operated more stably by retarding the opening / closing timing as the cooling water temperature Tw is lower. Since the target opening / closing timing VT * is set using the retard correction value VTα thus set, the engine 22 can be operated more stably.

  When the throttle opening degree Ta is equal to or greater than the threshold value Taref and the high output request flag F is 1 (steps S220 and S230), the engine 22 is requested to output a relatively large torque at the time of a high output request. The delay angle correction value VTα is set using the cooling water temperature Tw and the VVT oil temperature To (step S250), and the timing at which the temporary target timing VTtmp is delayed by the delay angle correction value VTα is determined as the target timing. It is set as VT * (step S260), the variable valve timing mechanism 150 is controlled so that the intake valve 128 opens and closes at the target opening / closing timing VT * (step S270), and the cold EGR introduction control routine ends. Here, in the embodiment, the retardation correction value VTα is corrected at the time of low output request by predetermining the relationship between the coolant temperature Tw, the VVT oil temperature To, and the retardation correction value VTα at the time of a high output request by experiment or analysis. It is stored in the ROM 24b as a value setting map, and when the coolant temperature Tw and the VVT oil temperature To are given, the corresponding retardation correction value VTα is derived and set from the stored map. FIG. 12 is an explanatory diagram showing an example of a high output request correction value setting map. In the figure, for comparison, the correction value at the time of the low output request illustrated in FIG. 11 is indicated by a broken line. As shown in the figure, the retardation correction value VTα at the time of high output request is set so as to be smaller as the VVT oil temperature To is higher and the cooling water temperature Tw is higher, and to be smaller than that at the time of low output request. It was. Since the retardation correction value VTα is set to be smaller than that at the time of low output request, if the temporary target timing VTtmp, VVT oil temperature To, and cooling water temperature Tw are the same, the target timing VT * is from that at the time of low output request. In the case of a high output request, the advance angle side (earlier timing) is set. The setting is based on the following reason. When the opening / closing timing of the intake valve 128 is set to a relatively retarded angle, if a relatively large torque is to be output from the engine 22, the opening of the throttle valve 124 is increased and the fuel injection amount is increased. Can be considered. Now, the case where EGR is performed by the EGR system 160 is considered, but if such control is performed while EGR is being performed, the combustion state of the engine 22 may become unstable. In order to avoid this, the opening / closing timing of the intake valve 128 is set to a more advanced side, and a larger torque is output from the engine 22. Further, even when a high output is required, the retard correction value VTα is set to a smaller value as the VVT oil temperature To is higher, so that the variable valve timing mechanism 150 can be operated satisfactorily. Furthermore, since the retard correction value VTα is set to a smaller value as the coolant temperature Tw is higher, the engine 22 can be operated more stably.

  According to the hybrid vehicle 20 of the embodiment described above, when the high output is requested, the target timing opening / closing timing VT * of the engine 22 is set to the advance side than when the low output is requested, so that a larger torque is output from the engine 22. be able to. Further, since the retard correction value VTα is set to a smaller value as the VVT oil temperature To is higher, the variable valve timing mechanism 150 can be operated favorably. Furthermore, since the retard correction value VTα is set to a smaller value as the coolant temperature Tw is higher, the engine 22 can be operated more stably.

  In the hybrid vehicle 20 of the embodiment, the retardation correction value VTα is set using the cooling water temperature Tw and the VVT oil temperature To. However, the retardation correction amount α at the time of high output request is set as the delay correction amount α at the time of low output request. The retard correction value VTα may be set using only one of the cooling water temperature Tw and the VVT oil temperature To, or may be set regardless of the cooling water temperature Tw or the VVT oil temperature To. Instead, a preset value may be set.

  In the hybrid vehicle 20 of the embodiment, the target opening / closing timing VT * is obtained by setting the retardation correction value VTα at the time of high output request as a smaller value than at the time of low output request and subtracting the retardation correction value VTα from the temporary target timing VTtmp. However, the target opening / closing timing VT * may be set to be earlier than the low output request when a high output is requested. For example, the target opening / closing timing VT * when a high output is requested is set as a low output request. It is also possible to use a preset timing that is earlier than the earliest timing of the target opening / closing timing VT * that can sometimes be set.

  In the hybrid vehicle 20 of the embodiment, the value obtained by subtracting the retardation correction value VTα from the temporary target timing VTtmp is set as the target opening / closing timing VT *. However, the target opening / closing timing VT * at low output or high output is set. The target timing VT * set in advance and thus set may be used.

  In the hybrid vehicle 20 of the embodiment, the throttle opening degree Ta and the threshold value Taref are compared and the value of the high output request flag F is checked to set the retardation correction amount α. The retardation correction amount α may be set using only the comparison result between the throttle opening degree Ta and the threshold value Taref without checking the above.

  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 output to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) 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).

  Further, the present invention is not limited to those applied to such hybrid vehicles, and is not equipped with a motor for outputting driving power for outputting driving power for driving, but is a vehicle or a vehicle that runs using only power from the engine. It is also possible to adopt a form of an internal combustion engine apparatus mounted on a moving body such as a vehicle such as a train, a ship, an airplane, or a non-moving equipment such as a construction facility. Furthermore, it is good also as a form of the control method of such an internal combustion engine apparatus.

  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. As the internal combustion engine device, in the embodiment, the engine 22 corresponds to “internal combustion engine”, the variable valve timing mechanism 150 corresponds to “opening / closing timing changing means”, and the throttle valve position sensor 146 is “throttle opening degree detecting means”. The EGR system 160 is in the cold state when the temperature of the hydraulic fluid to the advance chamber and the retard chamber of the VVT controller 152 of the variable valve timing mechanism 150 is low and when the EGR system 160 performs the EGR. When the EGR valve 164 in which EGR is performed is controlled by driving, the throttle opening degree Ta is less than the threshold value Taref, or the high output request flag F is 0, the temporary speed Ne *, Te * of the engine 22 is used to temporarily The target timing VTtmp is set and the temporary target timing VTtmp set is required to be low output. The variable valve timing mechanism 150 is configured so that the intake valve 128 opens and closes at the target opening / closing timing VT * set by setting the timing delayed by the retardation correction value VTα set using the hour correction value setting map as the target timing VT *. When the throttle opening degree Ta is equal to or larger than the threshold value Taref and the high output request flag F is 0, the target rotational speed Ne of the engine 22 is determined. The temporary target timing VTtmp set by setting the temporary target timing VTtmp using * and Te * is set using the high output required correction value setting map that sets the retardation correction value VTα larger than the low output request. The timing retarded by the retard correction value VTα is the target timing VT *. The engine ECU 24 that executes the processes of steps S200 to S230 and S250 to S270 for controlling the variable valve timing mechanism 150 so that the intake valve 128 opens and closes at the target opening / closing timing VT * set and set corresponds to the “control means”. . As a vehicle, in the embodiment, the motor MG2 corresponds to an “electric motor”. Further, the motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “triaxial power input / output unit”, and the power to be output from the engine 22 using the set required torque Tr *. The hybrid electronic control unit for setting the required power Pe * corresponds to “required power setting means”, and the temperature of the hydraulic oil to the advance chamber and the retard chamber of the VVT controller 152 of the variable valve timing mechanism 150 is lowered. The target rotational speed Ne *, the target torque Te *, and the motor MG1 of the engine 22 that travels at the required torque Tr * while outputting the required power Pe * from the engine 22 when EGR is being performed by the EGR system 160. , MG2 torque commands Tm1 * and Tm2 *, and are transmitted to the engine ECU 24 and the motor ECU 40 as shown in FIG. Switching control of the switching elements of the inverters 41 and 42 is performed so that the motor MG1 is driven by the hybrid electronic control unit 70 that executes the hour drive control routine and the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. When the motor ECU 40 and the throttle opening degree Ta are less than the threshold value Taref or the high output request flag F is 0, the temporary target set by setting the temporary target timing VTtmp using the target rotational speed Ne *, Te * of the engine 22 The intake valve 128 opens and closes at the target opening / closing timing VT * set by setting the timing VTtmp delayed by the retardation correction value VTα set by using the low output request correction value setting map as the target timing VT *. Control the variable valve timing mechanism 150 When the processing of steps S200 to S240, S260, S270 of the opening / closing timing control routine of FIG. 10 or when the throttle opening degree Ta is equal to or greater than the threshold value Taref and the high output request flag F is 0, the target engine speed Ne *, The temporary target timing VTtmp that is set by setting the temporary target timing VTtmp using Te * is set to a delay that is set by using a high output required correction value setting map that sets a retard correction value VTα that is larger than the low output required request. Steps S200 to S230 and S250 to S270 for controlling the variable valve timing mechanism 150 to open and close the intake valve 128 at the target opening / closing timing VT * set by setting the timing delayed by the angle correction value VTα as the target timing VT *. The engine ECU 24 that executes the process is the “control means”. Equivalent to.

  Here, in the internal combustion engine device, the “internal combustion engine” is not limited to the engine 22, but may be any device as long as it has an exhaust gas recirculation device that recirculates a part of the exhaust gas to the intake air. . The “opening / closing timing changing means” is not limited to the variable valve timing mechanism 150, and any means can be used as long as the opening / closing timing of the intake valve of the internal combustion engine can be changed using the hydraulic pressure of the hydraulic oil. I do not care. The “throttle opening degree detection means” is not limited to the throttle valve position sensor 146, and any means can be used as long as it detects the throttle opening degree. As the “control means”, when EGR is performed by the EGR system 160 in the cold time when the temperature of the hydraulic oil to the advance chamber and the retard chamber of the VVT controller 152 of the variable valve timing mechanism 150 is low, When the EGR valve 164 where EGR is performed by the EGR system 160 is controlled, the throttle opening degree Ta is less than the threshold value Taref, or the high output request flag F is 0, the target engine speed Ne *, Te * of the engine 22 is set. The timing which set the temporary target timing VTtmp using the temporary target timing VTtmp set later by the retardation correction value VTα set using the low output request correction value setting map is set as the target timing VT *. Variable valve tie so that intake valve 128 opens and closes at the target opening / closing timing VT *. The temporary target timing VTtmp is set using the target rotational speed Ne * and Te * of the engine 22 when the throttle mechanism 150 is controlled or when the throttle opening degree Ta is equal to or greater than the threshold value Taref and the high output request flag F is 0. The target timing VT is the timing when the set temporary target timing VTtmp is retarded by the retardation correction value VTα set using the high output request correction value setting map for setting the retardation correction value VTα larger than the low output request. It is not limited to the one that controls the variable valve timing mechanism 150 so that the intake valve 128 opens and closes at the target opening / closing timing VT * that is set as *, and the temperature of the hydraulic oil favors the opening / closing timing changing means. The exhaust gas recirculation is performed by the exhaust gas recirculation device. When the detected throttle opening is less than a predetermined opening preset as a medium opening, the first target opening / closing set using the first relationship with respect to the operating state of the internal combustion engine The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the intake valve at the timing, and when the detected throttle opening is equal to or greater than a predetermined opening, the operation state of the internal combustion engine is The internal combustion engine and the opening / closing timing so that the internal combustion engine is operated while the intake valve is opened / closed at the second target opening / closing timing set using the second relationship that sets the opening / closing timing of the intake valve earlier than the relationship 1 Any device that controls the changing means may be used. Further, in the vehicle, the “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be anything as long as it can output driving power, such as an induction motor. . The “generator” is not limited to the motor MG2 configured as a synchronous generator motor, and may be anything as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Such as those having a differential action different from planetary gears, such as a drive shaft connected to an axle, an output shaft of an internal combustion engine, and a rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the two shafts, any configuration may be used. The “required power setting means” is not limited to the hybrid electronic control unit that sets the required power Pe * as the power to be output from the engine 22 using the set required torque Tr *. As long as the required power to be output from the internal combustion engine is set based on the required driving force, any method may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, EGR is performed by the EGR system 160 in the cold time when the temperature of the hydraulic oil to the advance chamber and the retard chamber of the VVT controller 152 of the variable valve timing mechanism 150 becomes low. When the required power Pe * is output from the engine 22 and the target torque Tr * of the engine 22 is being driven, the target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Switching control of the switching elements of the inverters 41 and 42 is performed so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *, and the throttle opening Ta is less than the threshold Taref or a high output. When the request flag F is 0, the target rotational speed Ne *, Te * of the engine 22 is used. The target timing VT * is set and set as the target timing VT * that is set by delaying the temporary target timing VTtmp set by setting the temporary target timing VTtmp by the retardation correction value VTα set by using the low output request correction value setting map. When the variable valve timing mechanism 150 is controlled so that the intake valve 128 opens and closes at the target opening / closing timing VT *, or when the throttle opening degree Ta is equal to or greater than the threshold Taref and the high output request flag F is 0, the target engine speed of the engine 22 The temporary target timing VTtmp set by setting the temporary target timing VTtmp using Ne * and Te * is set using a map for setting a correction value at the time of high output request that sets the retardation correction value VTα larger than that at the time of low output request. Is set as the target timing VT *. The variable valve timing mechanism 150 is not limited to controlling the intake valve 128 so that the intake valve 128 opens and closes at the target opening / closing timing set VT *. When the exhaust gas is being recirculated by the circulation device, when the detected throttle opening is less than the predetermined opening or when the set required power is less than the predetermined power, the operation state of the internal combustion engine is The internal combustion engine, the opening / closing timing changing means, and the power generation are output so that the required power set from the internal combustion engine is output while the intake valve is opened and closed at the first target opening / closing timing set using the relationship 1 The detected throttle opening is greater than or equal to the predetermined opening, and the set required power is greater than or equal to the predetermined power. When the engine is running, the required power set from the internal combustion engine is output while opening and closing the intake valve at the second target opening / closing timing set using the second relationship with respect to the operating state of the internal combustion engine, and the vehicle is driven by the required driving force. As long as it controls the internal combustion engine, the opening / closing timing changing means, the generator, and the electric motor, it may be anything.

  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. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, 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 of the invention described in the column of means for solving the problems are described. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to an internal combustion engine device, a vehicle manufacturing industry, and the like.

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated 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 Rotation 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 driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection Valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve Timing mechanism, 150 variable valve timing mechanism, 152 VVT controller, 152a housing part, 152b vane part, 153 vane position sensor, 154 lock pin, 154a lock pin body, 154b spring, 156 oil control valve, 157a timing chain, 157b timing gear 157c groove, 157d oil passage, 159 knock sensor, 160 EGR system, 162 EGR pipe, 163 stepping motor, 164 EGR valve, 165 EGR valve opening sensor, 166 temperature sensor, MG1, MG2 motor.

Claims (8)

An internal combustion engine having an exhaust gas recirculation device that recirculates part of the exhaust gas to the intake air;
An opening / closing timing changing means capable of changing the opening / closing timing of the intake valve of the internal combustion engine using hydraulic pressure of hydraulic oil;
Throttle opening detection means for detecting the throttle opening;
When the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the opening / closing timing changing means can be satisfactorily operated, and the exhaust gas is being recirculated by the exhaust gas recirculation device, the detected throttle opening degree Is less than a predetermined opening preset as a medium opening, while opening and closing the intake valve at a first target opening / closing timing set using the first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated, and when the detected throttle opening is equal to or greater than the predetermined opening, the first state relative to the operating state of the internal combustion engine is determined. The intake valve should not be opened / closed at the second target opening / closing timing set by using the second relationship in which the opening / closing timing of the intake valve tends to be earlier than the relationship of Control means for controlling the said internal combustion engine the closing timing changing means so that al the internal combustion engine is operated,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The second relationship is a relationship in which the opening / closing timing of the intake valve is set to become earlier as the temperature of the hydraulic oil becomes higher. An internal combustion engine device according to claim 1 or 2,
The second relationship is a relationship in which the opening / closing timing of the intake valve is set to become earlier as the temperature of the internal combustion engine becomes higher. An internal combustion engine device according to any one of claims 1 to 3,
The first relationship is a relationship in which the opening / closing timing of the intake valve is set so as to increase as the temperature of the hydraulic oil increases and to increase as the temperature of the internal combustion engine increases.   A vehicle equipped with the internal combustion engine device according to any one of claims 1 to 4. The vehicle according to claim 5,
A vehicle equipped with an electric motor that can output driving power. The vehicle according to claim 6, wherein
A generator capable of inputting and outputting power;
It is connected to three shafts, that is, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
Required power setting means for setting required power to be output from the internal combustion engine based on required driving force required for traveling;
With
The electric motor can input and output power to the drive shaft,
When the temperature of the hydraulic oil is estimated to be lower than the predetermined temperature and the exhaust gas recirculation is being performed by the exhaust gas recirculation device, the control means determines that the detected throttle opening degree is the predetermined opening degree. When the intake valve is opened or closed at a first target opening / closing timing set using the first relationship with respect to the operating state of the internal combustion engine when the set required power is less than a predetermined power, The internal combustion engine, the opening / closing timing changing means, the generator and the electric motor are controlled so that the set required power is output from the internal combustion engine and the vehicle is driven by the required driving force, and the detected throttle opening is controlled. When the degree of power is greater than or equal to the predetermined opening and the set required power is greater than or equal to the predetermined power, The internal combustion engine and the internal combustion engine are opened and closed so that the set required power is output from the internal combustion engine while the intake valve is opened and closed at a second target opening / closing timing set using the relationship Means for controlling the timing changing means, the generator and the electric motor;
vehicle. An internal combustion engine having an exhaust gas recirculation device that recirculates a part of exhaust gas to intake air, and an opening / closing timing changing means capable of changing an opening / closing timing of an intake valve of the internal combustion engine using hydraulic pressure of hydraulic oil An apparatus control method comprising:
When the temperature of the hydraulic oil is estimated to be lower than a predetermined temperature at which the opening / closing timing changing means can be operated satisfactorily and exhaust gas is being recirculated by the exhaust gas recirculation device, the opening degree of the throttle valve is When the throttle opening is less than a predetermined opening set as a medium opening, the intake valve is operated at a first target opening / closing timing set using a first relationship with respect to the operating state of the internal combustion engine. The internal combustion engine and the opening / closing timing changing means are controlled so that the internal combustion engine is operated while opening and closing the valve, and when the throttle opening is greater than or equal to the predetermined opening, the operation state of the internal combustion engine is The intake valve at a second target opening / closing timing set using a second relationship that sets the opening / closing timing of the intake valve to be earlier than the relationship of 1. A control method for an internal combustion engine and wherein the opening and closing while the internal combustion engine to control said opening and closing timing changing means and the internal combustion engine to be operated.

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