JP4306685B2 - INTERNAL COMBUSTION ENGINE DEVICE, POWER OUTPUT DEVICE, INTERNAL COMBUSTION ENGINE STOP METHOD, AND INTERNAL COMBUSTION ENGINE DEVICE CONTROL METHOD - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stably stop an operation of an internal combustion engine irrespective of the state of the internal combustion engine. <P>SOLUTION: A drive time Tdrv is set based on an engine water temperature Tw concerned in the charged state of intake air (S120) when stopping the operation of the engine, and fuel supply is stopped (S190) after a self-sustaining operation in an engine stop speed Nstop lapses for a set drive time Tdrv (S170). The fuel supply to the engine is thereby stopped after the engine state (charged condition with the intake air) is brought into a usual state, and the engine speed is stabilized after stopping the fuel supply to make it smooth. The engine is surely controlled when stopping the engine as a result thereof. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine device, a power output device, an internal combustion engine operation stop method, and an internal combustion engine device control method.

Conventionally, as this type of internal combustion engine device, there has been proposed an apparatus that stops an engine by stopping fuel supply after operating at an idling rotational speed for a predetermined time when stopping the operation of the engine (for example, Patent Document 1). In this device, before the engine operation is stopped, the opening and closing timing of the intake / exhaust valve is changed to the most retarded angle side before the engine operation is stopped to improve the startability of the next engine. It is operating at idling speed for a certain time.
JP 2001-289086 A (FIG. 9)

  In the above-described internal combustion engine device, in order to change the opening / closing timing of the intake / exhaust valve to the most retarded angle side, the engine is operated for a certain period of time at the idling speed, so the opening / closing timing of the intake / exhaust valve is set to the most retarded angle. However, depending on the state of the engine, it may not be possible to stop the operation smoothly. For example, when stopping the engine from a state in which the engine is operating at a relatively high load, the engine will rotate excessively due to inertia in order to stop the operation before the intake air amount filling state of the engine has settled down sufficiently. It may happen. In a device that intermittently operates the engine relatively frequently, such as an engine mounted on a hybrid vehicle, the engine rotational position is specified when the engine is stopped in order to improve the startability of the next engine. Although control within the range is also performed, as described above, if the engine rotates excessively due to inertia, the rotational position of the engine cannot be set within a specific range, and the startability of the next engine can be reduced. It will decrease.

  An internal combustion engine device, a power output device, an internal combustion engine operation stop method, and an internal combustion engine device control method according to the present invention are intended to stably stop the internal combustion engine operation regardless of the state of the internal combustion engine. To do. Another object of the control method for an internal combustion engine device, power output device, and internal combustion engine device of the present invention is to stop the internal combustion engine at a desired rotational position regardless of the state of the internal combustion engine.

  The internal combustion engine device, power output device, internal combustion engine operation stop method, and internal combustion engine device control method of the present invention employ the following means in order to achieve at least a part of the above-described object.

The first internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine,
Filling-related quantity detection means for detecting a filling-related quantity that is a physical quantity related to filling of intake air in the internal combustion engine;
A stop operation time setting means for setting a stop operation time based on the detected filling-related quantity;
When stopping the operation of the internal combustion engine, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped to Stop-time control means for stopping operation;
It is a summary to provide.

  In the first internal combustion engine device of the present invention, when the operation of the internal combustion engine is stopped, the operation time at the time of stop is set based on the filling-related quantity that is a physical quantity related to the filling of the intake air in the internal combustion engine. After operating the internal combustion engine at a predetermined rotational speed, the fuel supply to the internal combustion engine is stopped to stop the operation of the internal combustion engine. By operating the internal combustion engine at a predetermined rotation speed for a time corresponding to the charging-related amount related to the charging of the intake air, the intake air charging state can be made normal. For this reason, the operation of the internal combustion engine can be stably stopped by subsequently stopping the operation of the internal combustion engine. That is, the operation of the internal combustion engine can be stably stopped regardless of the intake air filling state when the operation of the internal combustion engine is stopped. As a result, it is possible to satisfactorily perform other control such as control for improving the startability of the internal combustion engine for the next time when the internal combustion engine is stopped and control for suppressing vibrations when the internal combustion engine is stopped. it can.

  In the first internal combustion engine apparatus of the present invention, the stop operation time setting means sets the stop operation time so as to become longer as the intake air charge related to the detected charge-related quantity increases. It can also be a means. The filling-related amount detection means is means for detecting the temperature of the medium reflecting the temperature of the internal combustion engine, and the stop-time operation time setting means is configured to operate at the time of stop so as to become longer as the detected temperature is lower. It may be a means for setting time. By so doing, it is possible to stably stop the operation of the internal combustion engine regardless of the intake air filling state corresponding to the temperature of the internal combustion engine.

The second internal combustion engine device of the present invention is
An internal combustion engine device comprising an internal combustion engine,
Temperature detecting means for detecting the temperature of the medium reflecting the temperature of the internal combustion engine;
A stop operation time setting means for setting a stop operation time based on the detected temperature;
When stopping the operation of the internal combustion engine, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped to Stop-time control means for stopping operation;
It is a summary to provide.

  In the second internal combustion engine device of the present invention, when the operation of the internal combustion engine is stopped, the internal combustion engine is predetermined for a stop operation time set based on the temperature of the medium reflecting the temperature of the internal combustion engine. After operating at the rotational speed, the fuel supply to the internal combustion engine is stopped to stop the operation of the internal combustion engine. By operating the internal combustion engine at a predetermined rotational speed for a time corresponding to the temperature of the internal combustion engine, a different state (for example, a charged state of intake air) depending on the temperature of the internal combustion engine may be brought close to a normal state. it can. For this reason, the operation of the internal combustion engine can be stably stopped by subsequently stopping the operation of the internal combustion engine. That is, the operation of the internal combustion engine can be stably stopped regardless of the temperature of the internal combustion engine when the operation of the internal combustion engine is stopped. As a result, it is possible to satisfactorily perform other control such as control for improving the startability of the internal combustion engine for the next time when the internal combustion engine is stopped and control for suppressing vibrations when the internal combustion engine is stopped. it can.

  In the second internal combustion engine apparatus of the present invention, the stop time operating time setting means may be a means for setting the stop time operating time so as to become longer as the detected temperature is lower.

  In the first or second internal combustion engine device of the present invention, an electric motor capable of outputting torque to the output shaft of the internal combustion engine is provided, and the stop-time control means has the output shaft of the internal combustion engine within a predetermined rotational position range. It is also possible to assume that the electric motor is controlled to stop at the same time. In this way, the output shaft of the internal combustion engine can be stopped within a predetermined rotational position range with high accuracy. As a result, when the predetermined rotational position range is the rotational position range that makes the startability of the internal combustion engine good, the startability of the next internal combustion engine can be made good, and the predetermined rotational position range becomes the internal combustion engine. When the rotational position is within the range of suppressing the vibration that can occur when the operation is stopped, the vibration that can be generated when the operation of the internal combustion engine is stopped can be suppressed.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
The above-described first or second internal combustion engine device of the present invention including an internal combustion engine capable of outputting power to the drive shaft as the internal combustion engine, that is, basically an internal combustion engine device including an internal combustion engine, Fill-related quantity detection means for detecting a charge-related quantity that is a physical quantity related to filling of intake air in the internal combustion engine, and stop-time operation time setting means for setting a stop-time operation time based on the detected charge-related quantity When the operation of the internal combustion engine is stopped, the internal combustion engine is operated at a predetermined rotational speed for the set stop time, and then the fuel supply to the internal combustion engine is stopped and the internal combustion engine is stopped. A first internal combustion engine device according to the present invention, and an internal combustion engine device comprising an internal combustion engine, wherein the temperature of the medium reflecting the temperature of the internal combustion engine is detected. Temperature detection A stop operation time setting means for setting a stop operation time based on the detected temperature, and when stopping the operation of the internal combustion engine, the stop operation time is set over the set stop operation time. A second-time internal combustion engine device according to the present invention, comprising: a stop-time control means for stopping the operation of the internal combustion engine by stopping the fuel supply to the internal combustion engine after the internal combustion engine is operated at a predetermined rotational speed;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Control that controls the internal combustion engine and the electric motor so that the driving force based on the set required driving force is output to the drive shaft along with the intermittent operation of the internal combustion engine while functioning also as the stop time control means. Means,
It is a summary to provide.

  Since the power output device of the present invention includes the first internal combustion engine device or the second internal combustion engine device of the present invention according to any one of the above-described aspects, the first internal combustion engine device or the second internal combustion engine of the present invention. The effect of the engine device, for example, the effect that the operation of the internal combustion engine can be stably stopped regardless of the intake air filling state when the operation of the internal combustion engine is stopped, or the case where the operation of the internal combustion engine is stopped The effect that the operation of the internal combustion engine can be stably stopped regardless of the temperature of the internal combustion engine, the control for improving the startability of the internal combustion engine at the next stop of the operation of the internal combustion engine, and the internal combustion engine It is possible to achieve the same effect as the effect that it is possible to satisfactorily perform other control such as control for suppressing vibration at the time of shutdown. In the power output device of the present invention, a driving force based on a required driving force required for the drive shaft can be output to the drive shaft with intermittent operation of the internal combustion engine.

  In such a power output apparatus of the present invention, power can be exchanged with the power storage means, connected to the output shaft and the drive shaft of the internal combustion engine, and the output shaft and the drive with input and output of power and power. Electric power input / output means for outputting power to the shaft, the control means in addition to the internal combustion engine and the electric motor so that a driving force based on the set required driving force is output to the driving shaft. It may be a means for controlling the power drive input / output means. In this case, the stop time control means may be means for controlling the output shaft of the internal combustion engine to stop within a predetermined rotational position range. In this way, the output shaft of the internal combustion engine can be stopped within a predetermined rotational position range with high accuracy. As a result, when the predetermined rotational position range is the rotational position range that makes the startability of the internal combustion engine good, the startability of the next internal combustion engine can be made good, and the predetermined rotational position range becomes the internal combustion engine. When the rotational position is within the range of suppressing the vibration that can occur when the operation is stopped, the vibration that can be generated when the operation of the internal combustion engine is stopped can be suppressed.

The first internal combustion engine shutdown method of the present invention includes:
An internal combustion engine operation stop method for stopping operation of an internal combustion engine,
After setting a stop operation time based on a charge related quantity that is a physical quantity related to the filling of intake air in the internal combustion engine, after operating the internal combustion engine at a predetermined rotation speed over the set stop operation time, Stopping the fuel supply to the internal combustion engine to stop the operation of the internal combustion engine;
It is characterized by that.

  In the first internal combustion engine operation stopping method of the present invention, the internal combustion engine is operated at a predetermined rotational speed over a stop operation time set based on a charging related quantity which is a physical quantity related to charging of intake air in the internal combustion engine. Then, the fuel supply to the internal combustion engine is stopped and the operation of the internal combustion engine is stopped. By operating the internal combustion engine at a predetermined rotation speed for a time corresponding to the charging-related amount related to the charging of the intake air, the intake air charging state can be made normal. For this reason, the operation of the internal combustion engine can be stably stopped by subsequently stopping the operation of the internal combustion engine. That is, the operation of the internal combustion engine can be stably stopped regardless of the intake air filling state when the operation of the internal combustion engine is stopped. As a result, it is possible to satisfactorily perform other control such as control for improving the startability of the internal combustion engine for the next time when the internal combustion engine is stopped and control for suppressing vibrations when the internal combustion engine is stopped. it can.

The second internal combustion engine shutdown method according to the present invention includes:
An internal combustion engine operation stop method for stopping operation of an internal combustion engine,
A stop operation time is set based on the temperature of the internal combustion engine, and after the internal combustion engine is operated at a predetermined rotation speed over the set stop operation time, the fuel supply to the internal combustion engine is stopped to Stop the operation of the internal combustion engine,
It is characterized by that.

  In the second internal combustion engine operation stop method of the present invention, after the internal combustion engine is operated at a predetermined rotational speed for a stop operation time set based on the temperature of the medium reflecting the temperature of the internal combustion engine, The fuel supply to the engine is stopped and the operation of the internal combustion engine is stopped. By operating the internal combustion engine at a predetermined rotational speed for a time corresponding to the temperature of the internal combustion engine, a different state (for example, a charged state of intake air) depending on the temperature of the internal combustion engine may be brought close to a normal state. it can. For this reason, the operation of the internal combustion engine can be stably stopped by subsequently stopping the operation of the internal combustion engine. That is, the operation of the internal combustion engine can be stably stopped regardless of the temperature of the internal combustion engine when the operation of the internal combustion engine is stopped. As a result, it is possible to satisfactorily perform other control such as control for improving the startability of the internal combustion engine for the next time when the internal combustion engine is stopped and control for suppressing vibrations when the internal combustion engine is stopped. it can.

A control method for a first internal combustion engine device according to the present invention includes:
A control method for an internal combustion engine device comprising an internal combustion engine and an electric motor that outputs torque to an output shaft of the internal combustion engine,
When stopping the operation of the internal combustion engine, a stop operation time is set based on a charge related quantity that is a physical quantity related to the charging of intake air in the internal combustion engine, and the stop operation time is set over the set stop operation time. After operating the internal combustion engine at a predetermined rotational speed, the fuel supply to the internal combustion engine is stopped and the internal combustion engine and the electric motor are controlled so that the output shaft of the internal combustion engine stops within a predetermined rotational position range. ,
It is characterized by that.

  In the control method of the first internal combustion engine device of the present invention, when the operation of the internal combustion engine is stopped, the stop time set based on the filling related quantity which is a physical quantity related to the filling of the intake air in the internal combustion engine is set. After operating the internal combustion engine at a predetermined rotational speed over the operation time, the fuel supply to the internal combustion engine is stopped and the internal combustion engine and the electric motor are controlled so that the output shaft of the internal combustion engine stops within a predetermined rotational position range. . By operating the internal combustion engine at a predetermined rotational speed for a time corresponding to the charging-related amount related to the charging of the intake air, the intake air charging state is set to the normal state, and the output shaft of the internal combustion engine is stably set to the predetermined level. The operation of the internal combustion engine can be stopped so as to stop within the rotational position range. As a result, when the predetermined rotational position range is the rotational position range that makes the startability of the internal combustion engine good, the startability of the next internal combustion engine can be made good, and the predetermined rotational position range becomes the internal combustion engine. When the rotational position is within the range of suppressing the vibration that can occur when the operation is stopped, the vibration that can be generated when the operation of the internal combustion engine is stopped can be suppressed.

The second control method of the internal combustion engine device of the present invention is as follows:
A control method for an internal combustion engine device comprising an internal combustion engine and an electric motor that outputs torque to an output shaft of the internal combustion engine,
When stopping the operation of the internal combustion engine, set a stop operation time based on the temperature of the internal combustion engine, after operating the internal combustion engine at a predetermined rotation speed over the set stop operation time, Controlling the internal combustion engine and the electric motor so that the fuel supply to the internal combustion engine is stopped and the output shaft of the internal combustion engine is stopped within a predetermined rotational position range;
It is characterized by that.

  In the second control method for an internal combustion engine device of the present invention, when the operation of the internal combustion engine is stopped, the internal combustion engine is driven at a predetermined rotational speed over a stop operation time set based on the temperature of the internal combustion engine. After the operation, the fuel supply to the internal combustion engine is stopped, and the internal combustion engine and the electric motor are controlled so that the output shaft of the internal combustion engine stops within a predetermined rotational position range. By operating the internal combustion engine at a predetermined rotational speed for a time corresponding to the temperature of the internal combustion engine, a different state (for example, a charged state of intake air) according to the temperature of the internal combustion engine is brought close to a normal state and stable. Thus, the operation of the internal combustion engine can be stopped so that the output shaft of the internal combustion engine stops within a predetermined rotational position range. As a result, when the predetermined rotational position range is the rotational position range that makes the startability of the internal combustion engine good, the startability of the next internal combustion engine can be made good, and the predetermined rotational position range becomes the internal combustion engine. When the rotational position is within the range of suppressing the vibration that can occur when the operation is stopped, the vibration that can be generated when the operation of the internal combustion engine is stopped can be suppressed.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A brake actuator 92 for controlling the brakes of the drive wheels 63a and 63b and a driven wheel (not shown) and a hybrid electronic control unit 70 for controlling the entire power output apparatus are provided.

  The engine 22 is configured as a V-type 6-cylinder internal combustion engine that can output power by using a hydrocarbon-based fuel such as gasoline or light oil. For example, as shown in FIG. The fuel is sucked through the throttle valve 124 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and is discharged by the spark plug 130. The reciprocating motion of the piston 132 that is explosively burned by electric sparks and pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The fuel injection valve 126 is attached to each cylinder so that fuel can be injected into each cylinder.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, an air flow meter signal AF from the air flow meter 148 attached to the intake pipe, and a temperature sensor also attached to the intake pipe The intake air temperature from 49, the air-fuel ratio AF from the air-fuel ratio sensor 135a attached upstream of the exhaust pipe purification device 134, and the oxygen signal Ox from the oxygen sensor 135b attached downstream of the exhaust pipe purification device 134 Etc. are input through the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The brake actuator 92 has a braking torque according to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a and 96d are adjusted so as to act on the driven wheel 63b and a driven wheel (not shown), and the braking torque is applied to the drive wheels 63a and 63b and the driven wheel regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the driving wheels 63a and 63b and the driven wheel and a steering angle from a steering angle sensor (not shown) by a signal line (not shown). When the driver depresses the brake pedal 85, an anti-lock brake system function (ABS) that prevents any of the driving wheels 63a, 63b and the driven wheels from slipping due to the lock or when the driver depresses the accelerator pedal 83 Traction control (TRC) for preventing any one of the drive wheels 63a and 63b from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, and the like are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, the crank position from the crank position sensor 140 is directly input to the hybrid electronic control unit 70 via the engine ECU 24. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and various control signals. And exchanging data.

  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 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, particularly the operation when stopping the operation of the engine 22 will be described. The processing for stopping the operation of the engine 22 is performed, for example, when the vehicle required power required for the vehicle from the accelerator opening Acc, the vehicle speed V, and the state of the battery 50 in a state where the vehicle speed V is less than the threshold value at which the engine 22 may be stopped This is performed when there is no other request to continue the operation of the engine 22. FIG. 3 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. This routine is executed when a request for stopping the operation of the engine 22 is made.

  When the engine stop drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first outputs a control signal to the engine ECU 24 so that the engine 22 is independently operated at a stop rotational speed Nstop slightly higher than the idle rotational speed. (Step S100), the coolant temperature (engine coolant temperature) Tw of the engine 22 is input (step S110), and the operation time Tdrv for autonomously operating the engine 22 at the stop rotational speed Nstop based on the engine coolant temperature Tw is set. A setting process is executed (step S120). Here, the stop rotation speed Nstop is set in a low rotation speed region in a rotation speed range in which the engine 22 can be stably operated. For example, a rotation speed such as 900 rpm or 1000 rpm is used. it can. The operation time Tdrv is set as a time for continuing the self-sustained operation at the stop rotation speed Nstop of the engine 22 in order to make the decrease in the rotation speed of the engine 22 after stopping the fuel injection steady. In the embodiment, the relationship between the engine water temperature Tw and the operation time Tdrv is obtained by experiments and stored in advance in the ROM 74 as an operation time setting map, and when the engine water temperature Tw is given, the corresponding operation time Tdrv is calculated from the map. It was set by deriving. An example of the operation time setting map is shown in FIG. As shown in the figure, the operation time Tdrv is set so as to become shorter as the engine water temperature Tw becomes higher, in other words, as the engine water temperature Tw becomes lower. This is because the lower the engine water temperature Tw, the larger the intake air filling amount of the engine 22 is considered. In other words, if the intake air filling amount of the engine 22 increases, the engine 22 will rotate more than usual even if the fuel injection of the engine 22 is stopped. Therefore, the time for operating the engine 22 at the stop rotation speed Nstop is lengthened. This is to make the intake air charge amount of the engine 22 close to the normal time and prevent the engine 22 from rotating excessively after the fuel injection is stopped. Therefore, in the embodiment, the operation time Tdrv for operating the engine 22 at the stop rotation speed Nstop is set based on the engine water temperature Tw, but the intake air detected and the intake air detected by the engine 22 are detected. The operating time Tdrv for operating the engine 22 at the stop rotation speed Nstop may be set based on the charging state of the engine 22, or a physical quantity reflecting the charging state of the intake air of the engine 22 is detected and based on the detected physical quantity It is also possible to set an operation time Tdrv for operating the engine 22 at the stop rotation speed Nstop. The engine water temperature Tw detected by the water temperature sensor 142 is input from the engine ECU 24 by communication.

  Next, the accelerator opening degree Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2 , A process of inputting data necessary for control such as the crank angle CA from the crank position sensor 140 and the input limit Win of the battery 50 is executed (step S130). Here, the rotation speed Ne of the engine 22 is input from the crank position detected by the crank position sensor 140, and the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 are the rotation position detection sensor 43, What is calculated based on the rotational position of the rotor of the motors MG1 and MG2 detected by the motor 44 is input from the motor ECU 40 by communication. In addition, the crank angle CA is determined by using the crank position detected by the crank position sensor 140 as an angle from the reference angle, and the input limit Win of the battery 50 is the battery of the battery 50 detected by the temperature sensor 51. What is set based on the temperature Tb and the remaining capacity (SOC) of the battery 50 is input from the battery ECU 52 by communication. The input limit Win is set as a negative value so that the larger the amount of power that can be input to the battery 50, the smaller the input limit Win.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V (step S140). In the embodiment, the required torque Tr * is obtained in advance by storing the relationship between the accelerator opening Acc, the brake pedal position BP, the vehicle speed V and the required torque Tr * in the ROM 74 as a required torque setting map. When Acc, brake pedal position BP, and vehicle speed V are given, the corresponding required torque Tr * is derived from the required torque setting map. FIG. 5 shows an example of the required torque setting map.

  Next, it is determined whether or not the input engine speed Ne is greater than a threshold value Nref which is smaller than the stop speed Nstop (step S150), and the engine 22 is operated in the vicinity of the stop speed Nstop. It is determined whether or not the time Tdrv has elapsed (step S160). The threshold value Nref will be described later. Considering immediately after outputting an instruction to autonomously operate the engine 22 at the stop rotational speed Nstop, since the rotational speed Ne of the engine 22 is larger than the stop rotational speed Nstop, a positive determination is made in step S150 (Ne> Nref). In step S160 and S170, a negative determination is made (Ne ≠ Nstop or the operation time Tdrv has not elapsed). In this case, since the engine 22 is in the process of reducing the rotational speed Ne by fuel cut or the like and is in the self-sustaining operation at the stop rotational speed Nstop, the torque output from the motor MG1 becomes unnecessary. A value 0 is set in the torque command Tm1 * of MG1 and transmitted to the motor ECU 40 (step S180). The motor ECU 40 that receives the torque command Tm1 * having the value 0 controls the switching element of the inverter 41 so that the output torque from the motor MG1 becomes the value 0. FIG. 6 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 when the engine 22 is operating independently at the stop rotational speed Nstop. 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. Two arrows on the C-axis indicate a torque Te output from the engine 22 to maintain the rotation of the engine 22 and a torque acting due to sliding friction or compression work caused by the rotation of the engine 22. An arrow on the R axis indicates torque output from the motor MG2 to the ring gear shaft 32a via the reduction gear 35.

  When the value 0 is set in the torque command Tm1 * of the motor MG1, the value is obtained by multiplying the input limit Win of the battery 50 and the torque command Tm1 * (in this case, value 0) of the motor MG1 by the current rotational speed Nm1 of the motor MG1. And calculating a torque limit Tmin as a lower limit of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 by the following equation (1): (Step S240), using the required torque Tr *, the torque command Tm1 * (in this case, the value 0), and the gear ratio ρ of the power distribution and integration mechanism 30, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is expressed by the formula ( 2) (step S250), and the value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limit Tmin. And it sets the torque command Tm2 * of the motor MG2 is transmitted to the motor ECU 40 (step S260). The motor ECU 40 that has received the torque command Tm2 * performs switching control of the switching element of the inverter 42 so that the torque of the torque command Tm2 * from the motor MG2 is output. Thus, by setting the torque command Tm2 * of the motor MG2, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the input limit Win of the battery 50. And more of the kinetic energy of the vehicle can be regenerated as electric power. Equation (2) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (2)

  Next, assuming that the torque command Tm2 * of the motor MG2 multiplied by the gear ratio Gr of the reduction gear 35 is subtracted from the required torque Tr *, the drive wheel 63a is driven via the brake wheel cylinders 96a to 96d by the operation of the brake actuator 92. , 63b and a brake torque command Tb * as a braking force to be applied to the driven wheel, and the set brake torque command Tb * is transmitted to the brake ECU 94 (step S270), and the rotational speed Ne of the engine 22 is set to 0. In comparison (step S280), when the rotational speed Ne of the engine 22 is not 0, the process returns to the data input process of step S130. The brake ECU 94 that has received the brake torque command Tb * operates the brake actuator 92 so that the braking torque converted to the ring gear shaft 32a becomes the brake torque command Tb * to apply the braking force to the drive wheels 63a, 63b and the driven wheels. .

  If it is determined in the determination processing in steps S150 to S170 that the operation time Tdrv has elapsed since the start of the self-sustaining operation at the stop rotational speed Nstop of the engine 22, that is, the intake air charging state of the engine 22 is normal. If it is determined that the engine has reached the state, a fuel cut instruction is transmitted to the engine ECU 24 to stop the fuel supply to the engine 22 and stop the ignition (step S190), and the rotational speed Ne of the engine 22 falls below the threshold Nref. The above-described data input process (step S130), the required torque Tr * setting process (step S140), the rotational speed Ne of the engine 22 is smoothly reduced (reduced) based on the crank angle CA, and the engine 22 is rotated. Decreasing vibration suppression torque that suppresses accompanying vibration is used as a torque command Tm for motor MG1. A process of setting to * and transmitting to the motor ECU 40 (step S200), a process of setting the torque command Tm2 * of the motor MG2 using the set torque command Tm1 * and transmitting to the motor ECU 40 (steps S240 to S260), a brake The process of setting the torque command Tb * and transmitting it to the brake ECU 94 (step S270) is repeated. Thus, after waiting for the operation time Tdrv to elapse after the self-sustained operation at the stop rotational speed Nstop of the engine 22 is started, the engine 22 is brought into a normal state (intake air charging state) after the engine 22 is brought into the normal state. Thus, the fuel can be cut by 22 and the rotation of the engine 22 can be stably and smoothly reduced. In addition, since the reduced vibration suppression torque is set to the torque command Tm1 * of the motor MG1 and driven, it is possible to smoothly reduce the rotational speed of the engine 22 and to suppress vibration that may occur with the rotation of the engine 22. it can. FIG. 7 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 when the rotational speed of the engine 22 is smoothly reduced with the fuel supply to the engine 22 stopped. Show.

  If it is determined in steps S150 to S170 that the rotational speed Ne of the engine 22 has reached the threshold value Nref or less, the value of the correction torque setting flag F is checked (step S210), and the correction torque setting flag F is zero. Sometimes, based on the crank angle CA and the engine coolant temperature Tw, a correction torque Tmod is set to prevent any cylinder from exceeding the top dead center just before the engine 22 stops, and a value 1 is set to the correction torque setting flag F. Is set (step S220). Here, the threshold value Nref is set as the number of revolutions of the engine 22 that starts correction of the torque command Tm1 * of the motor MG1 with the correction torque Tmod so that any cylinder does not exceed the top dead center immediately before the engine 22 stops. As described above, the value is smaller than the stop rotational speed Nstop. As the value of the threshold Nref, for example, 600 rpm, 700 rpm, 800 rpm, or the like can be used. The correction torque setting flag F is set to 0 by an initial process (not shown) when the engine stop driving control routine is started, and is set to 1 when the correction torque Tmod is set as described above. When the correction torque setting flag F is determined to be 1 in step S210, the correction torque Tmod is not set again because the correction torque Tmod has already been set. Therefore, the correction torque Tmod is set based on the crank angle CA and the engine water temperature Tw when the engine speed Ne reaches the threshold value Nref. In the embodiment, the correction torque Tmod is used for setting the correction torque by previously determining the relationship between the crank angle CA and the correction torque Tmod when the operation of the engine 22 is stopped after the engine 22 is completely warmed up by an experiment or the like. The map is stored in the ROM 74, and the relationship between the engine water temperature Tw and the correction coefficient kw for correcting the correction torque Tmod is determined in advance by experiments or the like and stored in the ROM 74 as a correction coefficient setting map, and given crank angle A corresponding correction torque Tmod is derived from the CA and the correction torque setting map, a corresponding correction coefficient kw is derived from the given engine coolant temperature Tw and the correction coefficient setting map, and the correction coefficient kw is derived from the derived correction torque Tmod. It was set as a value obtained by multiplying. An example of the correction torque setting map is shown in FIG. 8, and an example of the correction coefficient setting map is shown in FIG. In the embodiment, the correction torque Tmod is adjusted so that the crank angle CA when the engine 22 is stopped is changed from 30 degrees to 60 degrees before the top dead center. In the example of FIG. Before the crank angle CA when Ne reaches the threshold value Nref is less than 0 degree (top dead center), the motor MG1 is used to smoothly reduce the rotation of the engine 22 and to suppress vibrations associated with the rotation of the engine 22. The torque set in the torque command Tm1 * is set as the correction torque Tmod, and the crank angle CA when the rotation speed Ne of the engine 22 reaches the threshold value Nref is set. On the other hand, after the value of 0 degrees (top dead center), the torque in the direction to suppress the decrease in the rotational speed of the engine 22 is set as the correction torque Tmod. It is. The correction coefficient kw is set to a value of 0 when the engine coolant temperature Tw is less than the temperature Tref, is set to a value greater than 1.0 when the engine coolant temperature Tw is equal to or higher than the temperature Tref, and is set to a value when the engine coolant temperature Tw is relatively high. A value of 1.0 is set. The reason why the value 0 is set in the correction coefficient kw when the engine water temperature Tw is lower than the temperature Tref is that the control by the correction torque Tmod is performed because other control is performed to warm up the engine 22 when the temperature of the engine 22 is low. Even if it is performed, it is difficult to achieve an expected effect (an effect that the top dead center is not exceeded immediately before the engine 22 is stopped), and therefore, the correction torque Tmod is set to 0 and no unnecessary correction is performed. It is. The reason why the correction coefficient kw is set to a value larger than 1.0 when the engine coolant temperature Tw is relatively low is that the viscosity of the lubricating oil of the engine 22 increases when the engine coolant temperature Tw is low.

  When the correction torque Tmod is set in this manner, the engine is based on the above-described data input process (step S130), the required torque Tr * setting process (step S140), and the crank angle CA until the rotational speed Ne of the engine 22 becomes zero. The torque obtained by adding the correction torque Tmod to the reduced vibration suppression torque that smoothly reduces the rotational speed Ne of the motor 22 and suppresses the vibration accompanying the rotation of the engine 22 is set in the torque command Tm1 * of the motor MG1 and transmitted to the motor ECU 40. Processing (step S230), processing for setting the torque command Tm2 * of the motor MG2 using the set torque command Tm1 * and transmitting it to the motor ECU 40 (steps S240 to S260), setting of the brake torque command Tb * and brake ECU 94 The process of transmitting to (Step S270) is repeated. And, when the rotation speed Ne of the engine 22 becomes equal to 0 (step S280), and thereupon ends the engine stop drive control routine. In this way, by controlling the torque obtained by adding the correction torque Tmod to the reduced vibration suppression torque to the torque command Tm1 * of the motor MG1, it is possible to suppress exceeding the top dead center immediately before the engine 22 stops. It is possible to suppress vibrations that may be caused by exceeding the top dead center immediately before the engine 22 stops. As described above, the engine 22 stops in the range of 30 degrees to 60 degrees before the top dead center. After the engine stop time drive control routine is completed, a motor travel time drive control routine (not shown) in a motor operation mode in which the vehicle travels only with the output torque from the motor MG2 is repeatedly executed.

  According to the hybrid vehicle 20 of the embodiment described above, when the operation of the engine 22 is stopped, only the operation time Tdrv corresponding to the engine water temperature Tw related to the charged state of the intake air at the stop rotation speed Nstop. Since the fuel supply of the engine 22 is stopped after the autonomous operation, the fuel supply of the engine 22 can be stopped after the state of the engine 22 (intake air charging state) is set to a normal state. As a result, the rotation of the engine 22 after the fuel supply is stopped can be made stable and smooth, and the engine 22 is more reliably stopped within a range of 30 degrees to 60 degrees before the top dead center. be able to.

  Further, according to the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the crank angle CA when the rotation speed Ne reaches the threshold value Nref after starting to reduce the rotation speed Ne of the engine 22 is determined. The correction torque Tmod based on the engine water temperature Tw is output from the motor MG1 in addition to the reduced vibration suppression torque at the time of reduction, so that the crank angle CA does not exceed the top dead center of 0 degrees immediately before the engine 22 stops. The engine 22 can be stopped within a range of 30 to 60 degrees before the top dead center. As a result, vibration caused by exceeding the top dead center immediately before the engine 22 stops can be suppressed. In addition, since the reduced vibration suppression torque is output from the motor MG1 when the rotational speed Ne of the engine 22 is reduced, the rotational speed Ne of the engine 22 can be smoothly reduced and the rotational speed Ne of the engine 22 can be reduced. Vibration that may occur can be suppressed. Further, when the engine water temperature Tw is lower than the temperature Tref when the operation of the engine 22 is stopped, the control based on the correction torque Tmod is not performed, so that useless control can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the operation time Tdrv in which the engine 22 is autonomously operated at the stop rotation speed Nstop before the fuel injection of the engine 22 is stopped is set based on the engine water temperature Tw. The operating time Tdrv may be set on the basis of the detected intake air filling state while directly detecting the air filling state, and a physical quantity other than the engine water temperature Tw that reflects the intake air filling state of the engine 22 is detected. The operation time Tdrv may be set based on the detected physical quantity and the intake air filling state estimated from the detected physical quantity. In this case, the operation time Tdrv may be set so as to increase as the filling amount of the intake air in the engine 22 increases.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the crank angle CA and the engine water temperature Tw when the rotation speed Ne reaches the threshold value Nref after starting to reduce the rotation speed Ne of the engine 22 are determined. The correction torque Tmod based on the above is output from the motor MG1 in addition to the reduced vibration suppression torque at the time of reduction. However, when the operation of the engine 22 is stopped, the rotation of the engine 22 starts after the reduction of the rotational speed Ne is started. The engine water temperature Tw when the number Ne reaches the threshold value Nref is not considered, and the correction torque Tmod based only on the crank angle CA may be output from the motor MG1 in addition to the reduced vibration suppression torque at the time of reduction.

  In the hybrid vehicle 20 of the embodiment, when the engine water temperature Tw is lower than the temperature Tref when the operation of the engine 22 is stopped, the control by the correction torque Tmod is not performed. However, even if the engine water temperature Tw is lower than the temperature Tref, the correction torque The control by Tmod may be performed.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the engine 22 is stopped in the range of 30 degrees to 60 degrees before the top dead center. The crank angle CA at which the engine 22 is stopped may be outside the range of 30 to 60 degrees from the top dead center, as long as it does not exceed the point.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the crank angle CA and the engine water temperature Tw when the rotation speed Ne reaches the threshold value Nref after starting to reduce the rotation speed Ne of the engine 22 are determined. The correction torque Tmod based on the above is output from the motor MG1 in addition to the reduced vibration suppression torque at the time of reduction, but instead of the engine water temperature Tw, the temperature of the engine 22 or the temperature of another medium reflecting the temperature of the engine 22 It does not matter as a thing using.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the crank angle CA does not exceed the top dead center of 0 degrees immediately before the engine 22 stops in order to suppress vibration that may occur when the engine 22 is stopped. However, the control at the time of stopping the operation of the engine 22 is not limited to the control that suppresses the vibration that may occur when the engine 22 is stopped. Control for stopping the engine 22 in a predetermined crank angle range may be executed in order to improve the startability.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In addition, if an internal combustion engine is provided, the same control as part of the engine stop drive control routine of the above-described embodiment can be performed, so that the movement of an automobile, a vehicle, a ship, an aircraft, or the like provided with the internal combustion engine. It may be in the form of a power output device or an internal combustion engine device mounted on a body or the like, or may be in the form of a power output device or internal combustion engine device incorporated in a non-moving construction facility or the like. Moreover, it is good also as a form of the control method of such an internal combustion engine apparatus and a power output device, and it does not matter as a form of the operation stop method of an internal combustion engine.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the manufacturing industry of internal combustion engine devices and power output devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for driving time setting. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 when the engine 22 is carrying out the self-sustained operation at the stop rotation speed Nstop. Explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 when the rotation speed of the engine 22 is reduced smoothly in the state which stopped the fuel supply to the engine 22 It is. It is explanatory drawing which shows an example of the map for correction torque setting. It is explanatory drawing which shows an example of the map for a correction coefficient setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 0 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, 90 Brake master cylinder, 92 Brake actuator, 94 Brake electronics Control unit (brake ECU), 96a to 96d Brake wheel cylinder, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 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. 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (12)

An internal combustion engine device comprising an internal combustion engine,
Filling-related quantity detection means for detecting a filling-related quantity that is a physical quantity related to filling of intake air in the internal combustion engine;
A stop-time operation time setting means for setting a stop-time operation time in a tendency to become longer as the charge of the intake air related to the detected charge-related amount increases .
When stopping the operation of the internal combustion engine, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped to Stop-time control means for stopping operation;
An internal combustion engine device comprising: The internal combustion engine device according to claim 1 ,
The filling-related amount detection means is means for detecting the temperature of the medium reflecting the temperature of the internal combustion engine,
The stop operation time setting means is a means for setting the stop operation time so as to become longer as the detected temperature is lower. An internal combustion engine device comprising an internal combustion engine,
  Filling-related quantity detection means for detecting the temperature of the medium reflecting the temperature of the internal combustion engine as a filling-related quantity that is a physical quantity related to the filling of intake air in the internal combustion engine;
  Stop operation time setting means for setting the stop operation time in a tendency to become longer as the detected temperature is lower,
  When stopping the operation of the internal combustion engine, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped to Stop-time control means for stopping operation;
  An internal combustion engine device comprising: An internal combustion engine device comprising an internal combustion engine,
Temperature detecting means for detecting the temperature of the medium reflecting the temperature of the internal combustion engine;
Stop operation time setting means for setting the stop operation time in a tendency to become longer as the detected temperature is lower ,
When stopping the operation of the internal combustion engine, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped to Stop-time control means for stopping operation;
An internal combustion engine device comprising: An internal combustion engine device according to any one of claims 1 to 4 ,
An electric motor capable of outputting torque to the output shaft of the internal combustion engine;
The stop-time control means is means for controlling the electric motor so that the output shaft of the internal combustion engine stops within a predetermined rotational position range.
Internal combustion engine device. A power output device that outputs power to a drive shaft,
An internal combustion engine device according to any one of claims 1 to 4 , comprising an internal combustion engine capable of outputting power to the drive shaft as the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Control that controls the internal combustion engine and the electric motor so that the driving force based on the set required driving force is output to the drive shaft along with the intermittent operation of the internal combustion engine while functioning also as the stop time control means. Means,
A power output device comprising: The power output device according to claim 6 ,
Electric power that can exchange electric power with the power storage means, is connected to the output shaft and the drive shaft of the internal combustion engine, and outputs power to the output shaft and the drive shaft with input and output of electric power and power With input and output means,
The control means is means for controlling the power power input / output means in addition to the internal combustion engine and the electric motor so that a driving force based on the set required driving force is output to the driving shaft. . 8. The power output apparatus according to claim 7, wherein the stop-time control means is means for controlling the output shaft of the internal combustion engine to stop within a predetermined rotational position range. An internal combustion engine operation stop method for stopping operation of an internal combustion engine,
The stop operation time is set so as to increase as the charge of the intake air related to the charge related quantity that is a physical quantity related to the charge of the intake air in the internal combustion engine increases, and the stop operation time is set over the set stop operation time. After operating the internal combustion engine at a predetermined rotational speed, stop the fuel supply to the internal combustion engine to stop the operation of the internal combustion engine;
A method for stopping the operation of an internal combustion engine. An internal combustion engine operation stop method for stopping operation of an internal combustion engine,
A stop operation time is set so as to become longer as the temperature of the internal combustion engine is lower , and after the internal combustion engine is operated at a predetermined speed over the set stop operation time, fuel supply to the internal combustion engine is performed. Stop and stop operation of the internal combustion engine;
A method for stopping the operation of an internal combustion engine. A control method for an internal combustion engine device comprising an internal combustion engine and an electric motor that outputs torque to an output shaft of the internal combustion engine,
When the operation of the internal combustion engine is stopped, the operation time at the time of stop is set so as to increase as the charging of the intake air related to the charging related quantity that is a physical quantity related to the charging of the intake air in the internal combustion engine increases. Then, after operating the internal combustion engine at a predetermined rotational speed for the set stop time, the fuel supply to the internal combustion engine is stopped and the output shaft of the internal combustion engine is stopped within a predetermined rotational position range. Controlling the internal combustion engine and the electric motor to
A control method for an internal combustion engine device. A control method for an internal combustion engine device comprising an internal combustion engine and an electric motor that outputs torque to an output shaft of the internal combustion engine,
When stopping the operation of the internal combustion engine , the stop operation time is set so as to become longer as the temperature of the internal combustion engine becomes lower, and the internal combustion engine is kept at a predetermined rotational speed over the set stop operation time. After the operation, the fuel supply to the internal combustion engine is stopped, and the internal combustion engine and the electric motor are controlled so that the output shaft of the internal combustion engine stops within a predetermined rotational position range.
A control method for an internal combustion engine device.

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