JP2019202684A - Control device for hybrid vehicle - Google Patents

Abstract

To provide a control device that is able to start an internal combustion engine by optimally setting an opening/closing timing for an intake valve by a valve opening/closing timing control device in the start of the internal combustion engine.SOLUTION: A start control module 40a is provided, which exerts control as follows: when an internal combustion engine is started, motoring is initiated by supplying traveling motor M with power supplied from a battery; an opening/closing timing for an intake valve optimum for starting while the motoring continues is set; and after the intake valve reaches the opening/closing timing by controlling a valve opening/closing timing control device, fuel is supplied to a combustion chamber, and an ignition plug 47 is ignited.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a hybrid vehicle having an internal combustion engine whose valve timing is set by a valve opening / closing timing control device.

  Patent Document 1 describes a technology of a valve opening / closing timing control device that sets valve timing by supplying and discharging hydraulic oil supplied from an oil pump by an oil control valve.

  In this patent document 1, a lock mechanism that restricts the relative rotational phase between the drive side rotation member and the driven side rotation member that constitutes the valve opening / closing timing control device is provided, and when the internal combustion engine is stopped, the lock mechanism is Control to shift to the locked state is performed.

  Further, Patent Document 2 includes an intake camshaft phase variable mechanism that can change the intake timing to an advance side and a retard side by driving an electric motor, and controls to set the intake timing to the most retarded angle at the time of idling stop. The technology is described.

Japanese Patent Application Laid-Open No. 2004-257312 JP 2011-89467 A

  As described in Patent Document 1, in the case where the valve timing is set by controlling the valve opening / closing timing control device with hydraulic oil supplied from a hydraulic pump, a lock mechanism is used when the internal combustion engine is stopped as described above. By setting the lock state, the lock mechanism maintains the valve timing (relative rotation phase of the valve opening / closing timing control device) even when the pressure of the hydraulic oil from the hydraulic pump drops when the internal combustion engine starts. Enable to start.

  In addition, in an internal combustion engine equipped with a valve opening / closing timing control device, the valve timing that enables optimum starting varies depending on the temperature of the internal combustion engine. That is, the lock phase described in Patent Document 1 corresponds to starting in a situation where the internal combustion engine is in a cold state. On the other hand, as described in Patent Document 2, immediately after the idling stop, the internal combustion engine is already at a high temperature, so that the valve timing (in order to start the internal combustion engine better than that in which the internal combustion engine is in the cold state) ( The relative rotation phase of the valve timing control device is displaced to the retard side.

  Here, considering the relative rotation phase of the valve opening / closing timing control device at the start of the internal combustion engine, it is important that the relative rotation phase is set to an optimum phase at the timing of ignition by the spark plug. Moreover, the valve opening / closing timing control device provided with the lock mechanism as described in Patent Document 1 causes a complicated configuration.

  In particular, in a control apparatus for a hybrid vehicle, a generator for charging power to a battery is driven by the internal combustion engine, so that it is desired that the internal combustion engine can be reliably started even in a low temperature environment.

  For this reason, there is a need for a control device that can start the internal combustion engine after optimally setting the opening / closing timing of the intake valve by the valve opening / closing timing control device.

  The characteristic configuration of the control apparatus for a hybrid vehicle according to the present invention includes: a power generation motor; a battery that stores power generated by the power generation motor; a travel motor that is driven by power supplied from the battery; and an internal combustion engine A fluid pressure pump driven by the engine; and a valve opening / closing timing control device that sets an opening / closing timing of the intake valve of the internal combustion engine by supplying and discharging fluid supplied from the fluid pressure pump; Motoring is performed by the driving force of the travel motor or the power generation motor, and when the internal combustion engine is started, power from the battery is supplied to the travel motor or the power generation motor. In this situation where motoring is started and the motoring continues, the optimal opening and closing timing of the intake valve is set. The intake valve by the control of the valve timing control apparatus, to supply fuel to the combustion chamber after reaching this opening and closing timing, in that it includes a starting control module for controlling igniting the spark plug.

According to this characteristic configuration, since the capacity of the battery is large, motoring can be performed at a relatively high speed for a long time. Therefore, when starting the internal combustion engine, the pressure of the fluid supplied from the fluid pressure pump is increased by continuing motoring under the control of the start control module, and the opening / closing timing of the intake valve is set to start the internal combustion engine. An appropriate value can be set. Thereafter, the internal combustion engine can be favorably started by supplying fuel to the combustion chamber and igniting with the spark plug after the intake valve reaches the set opening / closing timing under the control of the valve opening / closing timing control device. In particular, in this configuration, since the valve opening / closing timing control device does not need to include a lock mechanism, the structure of the valve opening / closing timing control device is simplified.
Accordingly, a control device is configured that can start the internal combustion engine while optimally setting the opening / closing timing of the intake valve by the valve opening / closing timing control device. Further, as compared with a valve opening / closing timing control device provided with a lock mechanism, an operation for unlocking the lock mechanism becomes unnecessary. Further, by controlling the valve timing control device, it is possible to obtain a necessary torque immediately after the internal combustion engine is started, and it is possible to operate with good fuel efficiency.

  As another configuration, the start control module may control the opening / closing timing of the intake valve in a state where the number of revolutions of the crankshaft of the internal combustion engine exceeds a set value when the internal combustion engine is started. .

  According to this, since the opening / closing timing of the intake valve is controlled in a state where the rotation speed of the crankshaft of the internal combustion engine exceeds the set value, the pressure of the fluid supplied from the fluid pressure pump reaches a required value. After that, the internal combustion engine can be started by setting the opening / closing timing to an appropriate value by the fluid pressure.

  As another configuration, the apparatus further includes an in-cylinder temperature estimating device for estimating an in-cylinder temperature of the internal combustion engine, wherein the start control module continues the motoring and performs ignition by the ignition plug. The opening / closing timing may be set based on the in-cylinder temperature.

  In a vehicle that is exposed to the outside air, the temperature of the internal combustion engine before the start matches the air temperature. Therefore, when the motoring is continued, the ignition valve is ignited by the spark plug in the state where the opening / closing timing is optimally set by setting the opening / closing timing of the intake valve based on the cylinder temperature estimated by the cylinder temperature estimating device. Then, the internal combustion engine can be started.

  As another configuration, further comprising an in-cylinder temperature estimating device for estimating an in-cylinder temperature of the internal combustion engine, the start control module after the in-cylinder temperature reaches a set temperature by continuing the motoring, The opening / closing timing of the intake valve at the time of ignition by the spark plug may be set based on the in-cylinder temperature.

  According to this, by continuing the motoring, it is possible to increase the temperature of the internal combustion engine with heat generated when air is compressed in the combustion chamber. Further, when the temperature of the internal combustion engine is a low temperature that is not suitable for starting, motoring is continued, and it is estimated by the in-cylinder temperature estimation device that the in-cylinder temperature of the internal combustion engine has increased to a temperature suitable for starting. Thereafter, the internal combustion engine can be started by igniting with the spark plug in a state where the opening / closing timing of the intake valve is optimally set with respect to the temperature estimated by the in-cylinder temperature estimation device.

  As another configuration, an ignition timing or a fuel injection timing at the time of ignition by the spark plug may be set based on the in-cylinder temperature.

  According to this, since the ignition timing or the fuel injection timing by the spark plug is set based on the in-cylinder temperature estimated by the in-cylinder temperature estimation device, the fuel can be injected and ignited at the optimum timing based on the in-cylinder temperature. .

It is a top view which shows the outline | summary of a structure of a hybrid vehicle. It is sectional drawing of a valve opening / closing timing control apparatus. It is the III-III sectional view taken on the line of FIG. It is a block circuit diagram of an engine control device. It is a flowchart of engine starting control. It is a timing chart of engine starting control. It is a graph which shows the relationship between cylinder temperature and the opening / closing timing of an intake valve.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[Vehicle configuration]
As shown in FIG. 1, a vehicle body 3 having left and right front wheels 1 and left and right rear wheels 2 is provided with an engine E as an internal combustion engine and a traveling motor M, as well as the driving force of the engine E and the traveling motor M. A hybrid vehicle that can travel at least one of the two driving forces is configured.

  FIG. 1 shows a passenger car as a vehicle. A power transmission mechanism 4 to which a driving force of an engine E and a driving force from a traveling motor M are transmitted to a vehicle body 3, and a power transmission mechanism 4 from the power transmission mechanism 4. A travel drive unit 5 that transmits the drive to the front wheels 1 is provided. The vehicle body 3 receives power from a power generation motor 6 that generates power using the driving force transmitted through the power transmission mechanism 4, a power control unit 7 that controls power from the power generation motor 6, and power from the power control unit 7. And a battery 8 for storing.

  The power generation motor 6 not only generates power by the driving force transmitted from the engine E, but also generates power by the driving force transmitted from the front wheels 1 when the vehicle body 3 travels by inertia or during braking, for example. . In particular, a regenerative brake in which a braking force acts on the front wheels 1 from the power generation motor 6 is realized by generating power with the power generation motor 6 during braking.

  This vehicle includes a travel control unit 9 that selects a travel mode and an engine control device 40 that controls the engine E. The power control unit 7 includes a rectification unit that rectifies an alternating current from the motor 6 for power generation, or a power control element such as a power transistor or a thyristor that controls supply and discharge of power.

  The travel control unit 9 includes an engine travel mode that travels only with the driving force of the engine E, a motor travel mode (EV mode) that travels by driving the travel motor M with the electric power of the battery 8, and the engine E and the travel motor. One of the three modes, the hybrid travel mode (HEV mode) that travels with the driving force of M, is selected. In order to realize these modes, the traveling control unit 9 gives mode setting information to the electric power control unit 7 and gives control information for realizing starting and stopping of the engine E to the engine control device 40.

  The engine control device 40 starts and stops the engine E and controls the valve opening / closing timing control device A shown in FIGS. 2 and 3. The control mode of the engine control device 40 will be described later.

[Engine and valve timing control device]
As shown in FIG. 2, the engine E has a crankshaft 11 disposed in the lower part, and a piston 14 is accommodated in the cylinder bores of the upper plurality of cylinder blocks 13 so as to be movable up and down. By connecting the shaft 11, it is configured as a four-cycle type.

  The intake camshaft 17 of the engine E is provided with a valve opening / closing timing control device A, and the timing chain 16 is wound around the output sprocket 11S of the crankshaft 11 and the input sprocket 25S of the valve opening / closing timing control device A. . The intake camshaft 17 is configured to open and close the intake valve Va as it rotates.

  As shown in FIGS. 2 and 3, the valve opening / closing timing control device A includes a driving rotor 21 as a driving side rotating body that rotates synchronously with the crankshaft 11, and a driven side rotating body included in the driving rotor 21. And a driven rotor 22. The drive rotor 21 and the driven rotor 22 are provided so as to be rotatable relative to the rotational axis X of the intake camshaft 17 and coaxially, and the driven rotor 22 is connected to the intake camshaft 17 by a connecting bolt 23.

  The drive rotor 21 is configured by fastening a front plate 24 and a rear plate 25 with fastening bolts 26, and the driven rotor 22 is disposed at a position sandwiched between the front plate 24 and the rear plate 25. In the valve timing control device A, an input sprocket 25S is formed on the outer periphery of the rear plate 25, and the timing chain 16 is wound around the input sprocket 25S and the output sprocket 11S provided on the crankshaft 11. The drive rotor 21 rotates in synchronization with the crankshaft 11.

  As shown in FIG. 3, the drive rotor 21 is integrally formed with a plurality of projecting walls 21T projecting radially inward. The driven rotor 22 is formed in a columnar shape having an outer periphery that is in close contact with the protruding ends of the plurality of protruding walls 21T, and a plurality of vanes 27 project radially outward from the outer peripheral portion of the driven rotor 22.

  A fluid pressure chamber C is formed between the protruding walls 21T adjacent to each other in the rotational direction outside the driven rotor 22. The fluid pressure chamber C is partitioned by the vane 27, so that the advance chamber Ca and the retard chamber Cb are partitioned. The driven rotor 22 is formed with an advance angle control flow path 31 communicating with the advance angle chamber Ca and a retard angle control flow path 32 communicating with the retard angle chamber Cb.

  As shown in FIG. 2, a hydraulic pump P (an example of a fluid pressure pump) that feeds lubricating oil of an oil pan of the engine E as hydraulic oil when driven by the engine E is provided. Between the opening / closing timing control device A, there is provided an electromagnetic control valve 33 for supplying and discharging hydraulic oil to and from the advance chamber Ca and the retard chamber Cb.

  The electromagnetic control valve 33 includes a spool (not shown) that controls the flow of hydraulic oil, and an electromagnetic solenoid (not shown) that controls the position of the spool. This electromagnetic control valve 33 supplies the hydraulic oil to the advance chamber Ca according to the setting of the drive current supplied to the electromagnetic solenoid, and at the same time, advances the hydraulic oil from the retard chamber Cb and the retard chamber Cb. At the same time as operating oil is supplied, it is configured to be freely operated in a retard position for discharging the operating oil from the advance chamber Ca and a holding position in which the operating oil is not supplied to or discharged from the advance chamber Ca and the retard chamber Cb. Yes.

  Therefore, by setting the electromagnetic control valve 33 to the advance angle position, hydraulic oil is supplied from the advance angle control flow path 31 to the advance angle chamber Ca, and from the retard angle chamber Cb via the retard angle control flow path 32. , The relative rotational phase between the drive rotor 21 and the driven rotor 22 (hereinafter simply referred to as the relative rotational phase) is displaced in the advance direction Sa. Contrary to the above, by setting the electromagnetic control valve 33 to the retard position, hydraulic oil is supplied from the retard control channel 32 to the retard chamber Cb, and the advance chamber Ca is passed through the advance control channel 31. The relative rotational phase is displaced in the retarding direction Sb by discharging the hydraulic oil from. In the holding position, the hydraulic oil is not supplied to or discharged from the advance chamber Ca and the retard chamber Cb.

  As shown in FIG. 3, in the valve opening / closing timing control device A, the driving rotor 21 rotates in the driving rotation direction S by the driving force from the crankshaft 11. A direction in which the driven rotor 22 rotates in the same direction as the drive rotation direction S with respect to the drive rotor 21 is referred to as an advance angle direction Sa, and a rotation direction in the opposite direction is referred to as a retard angle direction Sb. Further, the operating end in the retarding direction Sb in the relative rotation phase is referred to as the most retarded phase, and the operating end in the advance direction Sa in the relative rotation phase is referred to as the most advanced angle phase.

  In particular, the opening / closing timing (valve timing) of the intake valve Va is realized by controlling the relative rotational phase to be displaced in either the advance angle direction Sa or the retard angle direction Sb. The amount of air taken into the combustion chamber is increased by displacing the relative rotation phase of the valve opening / closing timing control device A in the advance direction Sa, and the amount of air taken into the combustion chamber is reduced by being displaced in the retard direction Sb. .

[Engine control device]
This vehicle is configured to perform motoring (cranking) for driving and rotating the crankshaft 11 by rotation of the traveling motor M when the engine E is started. FIG. 4 shows an outline of the configuration of an engine control device 40 that functions as an ECU. The engine control device 40 includes a start control module 40a, an operation control module 40b, a stop control module 40c, an in-cylinder temperature. And an estimation module 40d. These are installed as software.

  The engine control device 40 includes a phase sensor 41 that detects a relative rotation phase between the drive rotor 21 and the driven rotor 22, a rotation speed sensor 42 that measures the rotation speed of the crankshaft 11 per unit time, and an air temperature outside the vehicle. A signal from an air temperature sensor 43 that detects the temperature of the engine E and a water temperature sensor 44 that detects the temperature of the cooling water of the engine E is input.

  In the engine control device 40, the temperature sensor 43, the water temperature sensor 44, and the in-cylinder temperature estimation module 40d constitute an in-cylinder temperature estimation device that estimates the in-cylinder temperature of the engine E. From this configuration, the in-cylinder temperature estimation module 40d estimates the in-cylinder temperature based on the temperature detected by at least one of the air temperature sensor 43 and the water temperature sensor 44.

  Further, the engine control device 40 outputs control signals to the traveling motor M, the electromagnetic control valve 33, and the throttle valve 45 that sets the intake air amount of the engine E, and also supplies fuel to the combustion chamber of the engine E. Control signals are output to the fuel injection nozzle 46 that performs injection and the spark plug 47 that ignites the air-fuel mixture in the combustion chamber.

[Control form]
The start control module 40a performs control required when starting the engine E (this control mode will be described later). The operation control module 40b controls the throttle valve 45 based on a driver's operation, a load acting on the engine E, or the like in a situation where the engine E is operating, or the intake valve Va opening / closing timing (valve) by operating the electromagnetic control valve 33 The operation of the engine E is managed by controlling the timing. Further, the stop control module 40 c stops the engine E by the control of the fuel injection nozzle 46 and the spark plug 47 when there is an operation to stop the engine E by the driver's operation.

  As described above, the in-cylinder temperature estimation module 40d performs a calculation based on information such as the temperature detected by at least one of the temperature sensor 43 and the water temperature sensor 44, the operating status of the engine E, a table, etc. The in-cylinder temperature of the engine E is estimated by the processing.

  In particular, in this vehicle, when starting the engine E, the start control module 40a sets the opening / closing timing (valve timing) of the intake valve Va to a value suitable for starting. Is shown in the flowchart of FIG. In addition, the timing of control corresponding to steps # 01 to # 05 in this flowchart is shown in the timing chart of FIG.

  When the engine control apparatus 40 acquires engine control information for starting the engine E while the engine E is stopped, motoring is started (step # 01). In this motoring, the electric power of the battery 8 is supplied to the traveling motor M, so that the crankshaft 11 is driven to rotate.

  Next, when the air temperature is detected by the air temperature sensor 43 and the in-cylinder temperature does not exceed the set value that enables the engine E to start (it is a low temperature) (No in step # 02), the motoring is continued. Then, after the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump P reaches a controllable pressure, the relative rotation phase of the valve opening / closing timing control device A is set to the most advanced angle by the control of the electromagnetic control valve 33, In-cylinder warming is performed until the in-cylinder temperature estimated by the in-cylinder temperature estimation module 40d exceeds the set temperature based on the water temperature detected by the water temperature sensor 44 (steps # 02 to # 05).

  In relation to the control of the steps # 02 to # 05, in the chart of the rotational speed (a) in the upper stage of the timing chart of FIG. 6, the crankshaft 11 detected by the rotational speed sensor 42 from the timing of “motoring start”. This indicates that the rotational speed is in a high state, and this motoring is continued.

  The chart of hydraulic pressure (b) in the second stage from the top shows the rise timing of the hydraulic pressure, and the chart of valve control signal (c) in the lower stage shows the change in the valve control signal for controlling the electromagnetic control valve 33. ing. That is, the relative pressure of the valve opening / closing timing control device A is controlled by the control in which the hydraulic pressure in the advance chamber Ca rises to a controllable value and the electromagnetic control valve 33 is set to the advance position for the set time at the timing of “start advance control”. Control for setting the rotational phase to the most advanced angle is performed.

  Further, the chart of the relative rotational phase (d) in the second stage from the bottom shows the change in the relative rotational phase detected by the phase sensor 41, and the chart of the in-cylinder temperature (e) at the bottom stage detects by the water temperature sensor 44. The change in the in-cylinder temperature estimated based on the water temperature is shown. That is, the load at the time of motoring is reduced by setting the opening / closing timing of the intake valve Va from the start of motoring to the most retarded angle and reducing the amount of air sucked into the combustion chamber (decompression). By controlling the control valve 33 to the advance angle position, the intake valve Va opening / closing timing is set to the most advanced angle, and the in-cylinder warm-up is started from the timing of “start of in-cylinder warm-up”. The temperature rise will proceed.

  In this control, it is ideal to acquire the value of the pressure sensor that detects the pressure of the hydraulic oil in order to determine that the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump P has reached a controllable pressure. For example, without using a pressure sensor, control is performed so that the hydraulic pressure discharged from the hydraulic pump P reaches the set value when a preset time for pressure increase has elapsed since the start of motoring. You can go.

  Similarly, instead of the process of estimating the in-cylinder temperature based on the water temperature detected by the water temperature sensor 44, the warm-up is performed when a preset time for warm-up has elapsed from the start of in-cylinder warm-up. Control may be performed assuming that the machine is complete. In such control, the control mode may be set so as to set a time for completing the warm-up based on the temperature of the engine E at the start of the warm-up.

  As described above, when performing in-cylinder warm-up, by setting the opening / closing timing of the intake valve Va to the most advanced angle, the amount of air taken into the combustion chamber is set to the maximum and motoring is continued. The amount of heat generated when air is compressed in the combustion chamber is increased to raise the temperature of the combustion chamber, thereby realizing an increase in the temperature of the engine E.

  On the other hand, when the in-cylinder temperature estimated in the step # 02 exceeds the set value (Yes in step # 02), the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump P becomes a controllable pressure. Then, the process proceeds to the next step (step # 06).

  In this control as well, as described above, it is possible to perform control that assumes that the hydraulic pressure discharged from the hydraulic pump P has reached the set value by time control.

  After the in-cylinder temperature exceeds the set value in step # 05, or after the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump P reaches a controllable pressure in step # 06, the estimated in-cylinder temperature is reached. After setting the opening / closing timing of the corresponding intake valve Va, fuel is supplied to the combustion chamber by the fuel injection nozzle 46 and ignition is started by the ignition plug 47 to start combustion and start the engine E. Thereafter, the motor E The ring is stopped (steps # 07 to # 09).

  In this control, the operation of driving and rotating the crankshaft 11 with the traveling motor M to obtain warm-up and a predetermined hydraulic pressure is referred to as motoring, and the crankshaft 11 is driven to rotate with the control for starting the engine E. It is distinguished from the operation to do. Therefore, in the control shown in FIG. 5, the operation of the crankshaft 11 after step # 07 is cranking.

  In step # 07, based on the graph T shown in FIG. 7, the relative rotation phase of the valve opening / closing timing control device A that is optimal when starting the engine E is determined in accordance with the in-cylinder temperature. In the figure, the horizontal axis indicates the in-cylinder temperature, and the vertical axis indicates the opening / closing timing. On the vertical axis, the upper side is the advance direction Sa, and the lower side is the retard direction Sb.

  As is apparent from the figure, the higher the in-cylinder temperature, the more the relative rotation phase is set in the retarding direction Sb, and the lower the engine temperature, the more the relative rotation phase is set in the advance direction Sa. This control is realized by storing the data of the graph T shown in FIG. In particular, even in an environment where the outside air temperature is low, if the temperature of the engine E (in-cylinder temperature) is high, such as immediately after the engine E is stopped, the estimated in-cylinder temperature is also high and thus estimated. Control is performed based on the in-cylinder temperature.

  A specific example of the control for setting the opening / closing timing of the intake valve Va in accordance with the in-cylinder temperature is shown in the timing chart of FIG. 6, and the valve opening / closing timing control device at the timing of “opening / closing timing optimization”. When the relative rotational phase of A (the opening / closing timing of the intake valve Va) is displaced in the retarding direction Sb and the relative rotational phase detected by the phase sensor 41 reaches the target relative rotational phase, the timing of “ignition” The engine E is started by starting ignition by the spark plug 47.

[Effects of Embodiment]
As described above, the hybrid vehicle includes the battery 8 having a large capacity, and uses the configuration in which the driving motor M is driven by the electric power supplied from the battery 8 and the crankshaft 11 can be driven to rotate. The required hydraulic fluid is obtained from the hydraulic pump P by performing motoring for a long time at the start of E.

  Further, the relationship between the in-cylinder temperature for properly starting the engine E and the opening / closing timing of the intake valve Va is determined. Therefore, the relative rotation phase of the valve opening / closing timing control device A (opening / closing timing of the intake valve Va) is set based on this relationship, and the control of the electromagnetic control valve 33 is performed in a situation where motoring (strictly cranking) continues. Thus, the valve opening / closing timing control device A is controlled to determine the opening / closing timing of the intake valve Va, the fuel is supplied, and the ignition plug 47 is ignited to start the engine E. In order to perform such starting, a lock mechanism for restricting the relative rotation phase of the valve timing control device A is not required.

  For example, when the engine E is started in a cold region, the electromagnetic control valve 33 is controlled to set the opening / closing timing of the intake valve Va to the most advanced angle in a situation where motoring continues. Thereby, a large amount of heat is generated by taking the maximum amount of air into the combustion chamber, and warm-up in a short time is realized. After the warm-up is completed, the engine E can be started by the spark plug 47 in a state where the opening / closing timing of the intake valve Va is optimally set by the control of the electromagnetic control valve 33.

  Furthermore, the necessary torque is obtained immediately after the internal combustion engine is started. It is possible to set the relative rotation phase of the valve timing control device A so as to operate with good fuel efficiency. For example, the operation is quicker than that provided with a lock mechanism and releasing the lock mechanism. Is possible.

[Another embodiment]
In addition to the above-described embodiments, the present invention may be configured as follows (the components having the same functions as those of the embodiments are given the same numbers and symbols as those of the embodiments).

(A) The present invention does not exclude a configuration including a dedicated starter motor (starter motor) for starting the engine E (internal combustion engine), and drives the engine E using a dedicated starter motor. It is also possible to configure so as to.

(B) In the embodiment, the number of rotations of the crankshaft 11 is high from the beginning. However, for example, there are two lines indicating the number of rotations in the upper rotation number (a) of the timing chart of FIG. As shown by the chain line, when the rotational speed of the crankshaft 11 increases over time, the control mode is set so that the opening / closing timing of the intake valve Va is set after the rotational speed indicated by the two-dot chain line exceeds a predetermined value. May be set.

(C) The control mode is set so that at least one of the timing for igniting with the spark plug 47 and the injection timing for injecting fuel with the fuel injection nozzle 46 is set based on the in-cylinder temperature. By setting the timing in this way, fuel is injected at an optimal timing corresponding to the in-cylinder temperature, ignition is performed at an optimal timing, and a good start of the engine E is realized.

  The present invention can be used in a control device for a hybrid vehicle.

DESCRIPTION OF SYMBOLS 1 Crankshaft 6 Power generation motor 8 Battery 43 Air temperature sensor 44 Water temperature sensor (temperature sensor)
40 Engine control device 40a Start control module 47 Spark plug A Valve opening / closing timing control device E Engine (internal combustion engine)
P Fluid pressure pump M Traveling motor Va Intake valve

Claims (5)

A power generation motor;
A battery for storing electric power generated by the power generation motor;
A traveling motor driven by electric power supplied from the battery;
A fluid pressure pump driven by an internal combustion engine;
A valve opening / closing timing control device for setting the opening / closing timing of the intake valve of the internal combustion engine by supplying and discharging fluid supplied from the fluid pressure pump;
The internal combustion engine is configured to perform motoring by a driving force of the travel motor or the power generation motor;
When starting the internal combustion engine, motoring is started by supplying electric power from the battery to the traveling motor or the power generation motor, and in the situation where the motoring continues, the intake air that is optimal for starting A start control module configured to set a valve opening / closing timing, and to control the intake valve to supply fuel to the combustion chamber and ignite the ignition plug after reaching the opening / closing timing by the control of the valve opening / closing timing control device; Control device for hybrid vehicle.   2. The hybrid vehicle according to claim 1, wherein when the internal combustion engine is started, the start control module controls the opening / closing timing of the intake valve in a state in which a rotation speed of a crankshaft of the internal combustion engine exceeds a set value. Control device. An in-cylinder temperature estimating device for estimating an in-cylinder temperature of the internal combustion engine;
3. The hybrid vehicle according to claim 1, wherein the start control module sets the opening / closing timing of the intake valve when the motoring is continued and ignition by the spark plug is performed based on the in-cylinder temperature. Control device. An in-cylinder temperature estimating device for estimating an in-cylinder temperature of the internal combustion engine;
Based on the in-cylinder temperature, the start control module determines the opening / closing timing of the intake valve at the time of ignition by the spark plug after the in-cylinder temperature reaches a set temperature by continuing the motoring. The hybrid vehicle control device according to claim 1, wherein the control device is set as follows.   The hybrid vehicle control device according to claim 3 or 4, wherein an ignition timing or a fuel injection timing at the time of ignition by the spark plug is set based on the in-cylinder temperature.

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