WO2015092509A1 - Véhicule hybride, dispositif de commande pour un véhicule hybride et procédé de commande d'un véhicule hybride pour réchauffage d'un catalyseur tout en évitant la perte de puissance en cas de besoin - Google Patents

Véhicule hybride, dispositif de commande pour un véhicule hybride et procédé de commande d'un véhicule hybride pour réchauffage d'un catalyseur tout en évitant la perte de puissance en cas de besoin Download PDF

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Publication number
WO2015092509A1
WO2015092509A1 PCT/IB2014/002721 IB2014002721W WO2015092509A1 WO 2015092509 A1 WO2015092509 A1 WO 2015092509A1 IB 2014002721 W IB2014002721 W IB 2014002721W WO 2015092509 A1 WO2015092509 A1 WO 2015092509A1
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WO
WIPO (PCT)
Prior art keywords
control
valve
internal combustion
combustion engine
hybrid vehicle
Prior art date
Application number
PCT/IB2014/002721
Other languages
English (en)
Inventor
Toshikazu Kato
Ryuta Teraya
Yoshikazu Asami
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2015092509A1 publication Critical patent/WO2015092509A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/068—Engine exhaust temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0694—Engine exhaust temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/086—Power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/47—Engine emissions
    • B60Y2300/474—Catalyst warm up
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • HYBRID VEHICLE CONTROLLER FOR HYBRID VEHICLE, AND CONTROL METHOD FOR HYBRID VEHICLE FOR WARMING-UP OF A CATALYST IN AVOIDING POWER LOSS WHEN REQUIRED
  • the invention relates to a hybrid vehicle, a controller for a hybrid vehicle, and a control method for a hybrid vehicle and, more particularly, to a hybrid vehicle that includes, an internal combustion engine including a variable valve actuating device for changing the operation characteristic of an intake valve, a controller for the hybrid vehicle, and a control method for the hybrid vehicle.
  • a purification device including a catalyst In order to purify exhaust gas from an internal combustion engine, a purification device including a catalyst is used. To cause the catalyst to sufficiently exercise a purification function, it is required to increase the temperature of the catalyst.
  • JP 2012-40915 A describes that, in a hybrid vehicle including an internal combustion engine, when warm-up of the catalyst is required, initially, the internal combustion engine is operated at a first operating point (for rapid catalyst warm-up) at which the ignition timing is retarded, the ignition timing is returned after the temperature of a catalyst end has increased, and then the internal combustion engine is operated at a second operating point at which an output required of the internal combustion engine is fixed.
  • the internal combustion engine is shifted into ordinary operation in which the output required of the internal combustion engine is changed on the basis of an output required of the vehicle as a whole.
  • an ECU that distributes power controls Pe to a constant value irrespective of a required output (Ptotal) required of the vehicle (hereinafter, this control is referred to as "Pe constant control").
  • Pe constant control an ECU that distributes power
  • an insufficient driving force of the vehicle is compensated by an assist driving force of a motor. If the required output (Ptotal) required of the vehicle increases beyond an assistable range of the motor during the Pe constant control, it is required to suspend the Pe constant control and cause the internal combustion engine to output engine torque.
  • the internal combustion engine is mainly used to heat the catalyst during catalyst warm-up, so Pe is set to a low value. Therefore, if the required output (Ptotal) required of the vehicle rapidly increases on the basis of user's accelerator operation, or the like, there is a concern that a response delay occurs because the response of the internal combustion engine is poor.
  • an internal combustion engine including a variable valve actuating device that is able to change the operation characteristic of an intake valve.
  • a variable valve actuating device that is able to change at least one of the valve lift or valve operating angle of an intake valve as such a variable valve actuating device.
  • Such an internal combustion engine including a variable valve actuating device may also be used for a hybrid vehicle.
  • JP 2012-40915 A has not studied a variable valve actuating device, so there is still room for improvement in terms of increasing the response of an internal combustion engine including a variable valve actuating device.
  • the invention provides a hybrid vehicle including an internal combustion engine that includes a variable valve actuating device and that has a reduced delay in response even during catalyst warm-up, a controller for the hybrid vehicle, and a control method for the hybrid vehicle.
  • An aspect of the invention provides a hybrid vehicle.
  • the hybrid vehicle includes an electric motor, an internal combustion engine, an exhaust emission control device and a controller.
  • the electric motor is configured to generate a vehicle driving force.
  • the internal combustion engine includes a variable valve actuating device.
  • the variable valve actuating device is configured to change an operation characteristic of an intake valve. The operation characteristic is defined by a valve lift and a valve operating angle.
  • the exhaust emission control device is configured to purify exhaust gas from the internal combustion engine with the use of a catalyst.
  • the controller is configured to execute catalyst warm-up control.
  • the catalyst warm-up control is control for warming up the catalyst of the exhaust emission control device.
  • the catalyst warm-up control includes a first control and a second control.
  • the first control is control for operating the internal combustion engine at a first operating point.
  • the second control is control for, after the first control is executed, operating the internal combustion engine at a second operating point irrespective of a driving force that is required to propel the hybrid vehicle.
  • An output of the internal combustion engine at the second operating point is larger than an output of the internal combustion engine at the first operating point.
  • the controller is configured to control the variable valve actuating device such that a maximum value of at least one of the valve lift or valve operating angle of the intake valve decreases as a required output that is required of the internal combustion engine increases, and control the electric motor such that the electric motor takes charge of a change in the required output.
  • variable valve actuating device may be configured to change the operation characteristic to one of a first characteristic and a second characteristic. At least one of the valve lift of the intake valve or the valve operating angle of the intake valve at the time when the operation characteristic is the second characteristic may be larger than the corresponding at least one of the valve lift of the intake valve or the valve operating angle of the intake valve at the time when the operation characteristic is the first characteristic.
  • the controller may be configured to operate the internal combustion engine while an ignition timing of the internal combustion engine at the time when the first control is executed is set to a retarded side than an ignition timing of the internal combustion engine at the time when the second control is executed.
  • the controller may be configured to, when the first control is executed, control the variable valve actuating device such that the operation characteristic becomes the first characteristic.
  • the controller may be configured to, when the second control is executed, control the variable valve actuating device such that the operation characteristic is changed to the second characteristic.
  • the output of the internal combustion engine is suppressed to a predetermined amount smaller than the required output, and the electric motor is controlled such that the electric motor takes charge of a change in the required output.
  • the required output increases, there arises a case where the electric motor is not able to take charge of the change.
  • the controller may be configured to execute third control.
  • the third control may be control for, after the second control is executed, operating the internal combustion engine on the basis of the driving force that is required to propel the hybrid vehicle and controlling the variable valve actuating device on the basis of a rotation speed and torque of the internal combustion engine.
  • the required output at the time when the second control is executed may include an output that is required of the hybrid vehicle at the time when control over the internal combustion engine is changed from the second control to the third control.
  • the controller may be configured to calculate the required output on the basis of a vehicle speed, an accelerator operation amount and a required driving force that is required of the hybrid vehicle.
  • variable valve actuating device may be configured to change a maximum value of at least one of the valve lift or valve operating angle of the intake valve in three values stepwisely.
  • the three values are a first value, a second value and a third value.
  • the second value may be larger than the first value.
  • the third value may be larger than the second value.
  • the controller may be configured to, when the second control is executed and when a required driving force that is required of the hybrid vehicle is larger than a predetermined value, set the maximum value of at least one of the valve lift or valve operating angle of the intake valve to the first value.
  • the controller may be configured to, when the required driving force is smaller than the predetermined value, set the maximum value of at least one of the valve lift or valve operating angle of the intake valve to the third value.
  • variable valve actuating device may be configured to change a maximum value of at least one of the valve lift or valve operating angle of the intake valve in two values stepwisely.
  • the two values are a first value and a second value.
  • the second value may be larger than the first value.
  • the controller may be configured to, when the second control is executed and when a required driving force that is required of the hybrid vehicle is larger than a predetermined value, set the maximum value of at least one of the valve lift or valve operating angle of the intake valve to the first value.
  • the controller may be configured to, when the required driving force is smaller than the predetermined value, set the maximum value of at least one of the valve lift or valve operating angle of the intake valve to the second value.
  • the hybrid vehicle includes an electric motor, an internal combustion engine and an exhaust emission control device.
  • the electric motor is configured to generate a vehicle driving force.
  • the internal combustion engine includes a variable valve actuating device.
  • the variable valve actuating device is configured to change an operation characteristic of an intake valve.
  • the operation characteristic is defined by a valve lift and valve operating angle of the intake valve.
  • the exhaust emission control device is configured to purify exhaust gas from the internal combustion engine with the use of a catalyst.
  • the controller includes a first warm-up control means and a second warm-up control means. The first warm-up control means operates the internal combustion engine at a first operating point.
  • the second warm-up control means operates the internal combustion engine at a second operating point, controls the variable valve actuating device such that a maximum value of at least one of the valve lift or valve operating angle of the intake valve decreases as a required output that is required of the internal combustion engine increases and controls the electric motor such that the electric motor takes charge of a change in the required output.
  • An output of the internal combustion engine at the second operating point is larger than an output of the internal combustion engine at the first operating point.
  • the hybrid vehicle includes an electric motor, an internal combustion engine, an exhaust emission control device and a controller.
  • the electric motor is configured to generate a vehicle driving force.
  • the internal combustion engine includes a variable valve actuating device.
  • the variable valve actuating device is configured to change an operation characteristic of an intake valve.
  • the operation characteristic is defined by a valve lift and valve operating angle of the intake valve.
  • the exhaust emission control device is configured to purify exhaust gas from the internal combustion engine with the use of a catalyst.
  • the control method includes executing first warm-up control by the controller.
  • the first warm-up control is control for operating the internal combustion engine at a first operating point.
  • the control method further includes executing second warm-up control by the controller.
  • the second warm-up control is control for operating the internal combustion engine at a second operating point, controlling the variable valve actuating device such that a maximum value of at least one of the valve lift or valve operating angle of the intake valve decreases as a required output that is required of the internal combustion engine increases and controlling the electric motor such that the electric motor takes charge of a change in the required output.
  • An output of the internal combustion engine at the second operating point is larger than an output of the internal combustion engine at the first operating point.
  • FIG. 1 is a block diagram that shows the overall configuration of a hybrid vehicle according to a first embodiment of the invention
  • FIG. 2 is a configuration view of an engine shown in FIG. 1 ;
  • FIG. 3 is a graph that shows the correlation between a crank angle and a valve displacement that is achieved by a VVL device
  • FIG. 4 is a front view of the VVL device
  • FIG. 5 is a perspective view that partially shows the VVL device shown in FIG. 4;
  • FIG. 6 is a graph that shows the correlation between a crank angle and a valve displacement that is achieved by the VVL device that is able to change the operation characteristic of each intake valve in three steps;
  • FIG. 7 is a view that illustrates an operation when a piston moves upward in a state where the valve lift and valve operating angle of each intake valve are large;
  • FIG. 8 is a view that illustrates an operation when the piston moves upward in a state where the valve lift and valve operating angle of each intake valve are small;
  • FIG. 9 is a view that illustrates an operation when the piston moves downward in a state where the valve lift and valve operating angle of each intake valve are small;
  • FIG. 10 is a graph that shows an operating line of the engine that includes the VVL device that is able to change the operation characteristic of each intake valve in three steps shown in FIG. 6;
  • FIG. 11 is a waveform chart for illustrating a controlled state of the engine from engine start-up to when the VVL device undergoes ordinary control;
  • FIG. 12 is a flowchart for illustrating control for determining the valve lift and the valve operating angle that are achieved by the VVL device in second warm-up control during catalyst warm-up;
  • FIG. 13 is a waveform chart for illustrating a controlled state of the engine from engine start-up to when the VVL device undergoes ordinary control according to an alternative embodiment.
  • FIG. 1 is a block diagram that shows the overall configuration of a hybrid vehicle according to the first embodiment of the invention.
  • the hybrid vehicle 1 includes an engine 100, motor generators MG1, MG2, a power split device 4, a reduction gear 5, drive wheels 6, an electrical storage device B, a power control unit (PCU) 20 and a controller 200.
  • PCU power control unit
  • the hybrid vehicle 1 is able to travel by using driving force that is output from at least one of the engine 100 or the motor generator MG2.
  • the power split device 4 is configured to be able to split driving force, which is generated by the engine 100, into driving force for driving the drive wheels 6 and driving force for driving the motor generator MG1.
  • the power split device 4 includes, for example, a planetary gear train.
  • the engine 100 generates driving force for propelling the vehicle.
  • the engine 100 also generates driving force for driving the motor generator MG1 that is able to operate as a generator.
  • the engine 100 can be cranked by the motor generator MG1 to start up.
  • the engine 100 includes a variable valve actuating device for changing the operation characteristic of each intake valve.
  • the controller 200 controls the variable valve actuating device on the basis of a condition of the vehicle. The configuration of the engine 100 and variable valve actuating device will be described in detail later with reference to FIG. 2 to FIG. 5.
  • Each of the motor generators MG1, MG2 is an alternating-current rotary electric machine, and is, for example, a three-phase alternating-current synchronous motor generator.
  • the motor generator MG1 can generate electric power by using the driving force of the engine 100. For example, when the SOC of the electrical storage device B reaches a predetermined lower limit, the engine 100 starts up, and electric power is generated by the motor generator MG1. Electric power generated by the motor generator MG1 is converted in voltage by the PCU 20. The converted electric power is temporarily stored in the electrical storage device B, or the converted electric power is directly supplied to the motor generator MG2.
  • the motor generator MG2 generates driving force by using at least one of electric power stored in the electrical storage device B or electric power generated by the motor generator MG1. Driving force of the motor generator MG2 is transmitted to the drive wheels 6 via the reduction gear 5.
  • the drive wheels 6 are front wheels. Instead of the front wheels or in addition to the front wheels, rear wheels may be driven by the motor generator MG2.
  • the motor generator MG2 is driven by the drive wheels 6 via the reduction gear 5, and the motor generator MG2 operates as a generator.
  • the motor generator MG2 operates as a regenerative brake that converts braking energy to electric power. Electric power generated by the motor generator MG2 is stored in the electrical storage device B.
  • the PCU 20 is a drive unit for driving the motor generators MG1, MG2.
  • the PCU 20 includes an inverter for driving the motor generators MG1, MG2, and can further include a converter for converting voltage between the inverter and the electrical storage device B.
  • the electrical storage device B is a rechargeable direct-current power supply, and includes, for example, a nickel-metal hydride secondary battery or a lithium ion secondary battery.
  • the voltage of the electrical storage device B is, for example, about 200 V.
  • the electrical storage device B stores electric power generated by the motor generators MG1, MG2.
  • a large-capacitance capacitor may also be employed as the electrical storage device B.
  • the electrical storage device B may be any electric power buffer as long as the electric power buffer is able to temporarily store electric power generated by the motor generators MG1, MG2 and supply the stored electric power to the motor generator MG2 or a voltage converter 30.
  • the electrical storage device B detects the voltage VB and current IB of the electrical storage device B, and outputs those detected values to the controller 200.
  • the controller 200 includes an electronic control unit (ECU) that includes a central processing unit (CPU), a storage device, input/output buffers, and the like (which are not shown).
  • the controller 200 receives signals (an accelerator operation amount ACC, a vehicle speed VSS, and the like) from various sensors and transmits control signals to devices, and executes control over the devices in the hybrid vehicle 1.
  • the controller 200 executes traveling control over the hybrid vehicle 1, charging control over the electrical storage device B, control over the engine 100 including the variable valve actuating device, and the like.
  • FIG. 2 is a configuration view of the engine 100 shown in FIG. 1. As shown in FIG. 2, air is taken into the engine 100 through an air cleaner 102. An intake air amount is adjusted by a throttle valve 104. The throttle valve 104 is driven by a throttle motor 312.
  • Intake air is mixed with fuel in each cylinder 106 (combustion chamber). Fuel is injected from each injector 108 to the corresponding cylinder 106.
  • the engine 100 will be described as a port injection type in which an injection hole of the injector 108 is provided in an intake port.
  • a direct injection injector that directly injects fuel into the corresponding cylinder 106 may be provided. Furthermore, only a direct injection injector may be provided.
  • Air- fuel mixture in each cylinder 106 is ignited by a corresponding ignition plug 110 to combust. Burned air- fuel mixture, that is, exhaust gas, is purified by a three-way catalyst 112, and is then emitted to the outside of the vehicle. A piston 114 is pushed downward by combustion of air- fuel mixture, and a crankshaft 116 rotates. Part of exhaust gas is returned to the intake ports as exhaust gas recirculation (EGR) gas through a circulation passage (not shown).
  • EGR exhaust gas recirculation
  • the intake valve 118 and an exhaust valve 120 are provided at the top portion of each cylinder 106.
  • the amount of air that is introduced into each cylinder 106 and the timing of introduction are controlled by the corresponding intake valve 118.
  • the amount of exhaust gas that is emitted from each cylinder 106 and the timing of emission are controlled by the corresponding exhaust valve 120.
  • Each intake valve 118 is driven by a cam 122.
  • Each exhaust valve 120 is driven by a cam 124.
  • valve lift and valve operating angle of each intake valve 118 are controlled by a variable valve lift (VVL) device 400.
  • the valve lift and valve operating angle of each exhaust valve 120 may also be controllable.
  • a variable valve timing (VVT) device that controls the open/close timing of each valve may be combined with the VVL device 400.
  • the controller 200 controls a throttle opening degree 9th, an ignition timing, a fuel injection timing, a fuel injection amount, and the operating state (open/close timing, valve lift, valve operating angle, and the like) of each intake valve so that the engine 100 is operated at a desired operating point on the basis of a traveling condition of the vehicle and a warm-up condition of the exhaust emission control device.
  • the operating point is an operating point of the engine 100, at which a power, torque and rotation speed of the engine 100 are determined.
  • the operating point of the engine 100 is determined so that the engine 100 outputs a desired power or torque. In the first embodiment, the operating point is set so that the power of the engine 100 becomes a desired operating power.
  • Signals are input to the controller 200 from various sensors, that is, a cam angle sensor 300, a crank angle sensor 302, a knock sensor 304 and a throttle opening degree sensor 306.
  • the cam angle sensor 300 outputs a signal indicating a cam position.
  • the crank angle sensor 302 outputs signals indicating the rotation speed of the crankshaft 116 (engine rotation speed) and the rotation angle of the crankshaft 116.
  • the knock sensor 304 outputs a signal indicating the strength of vibrations of the engine 100.
  • the throttle opening degree sensor 306 outputs a signal indicating the throttle opening degree 9th.
  • the controller 200 controls the engine 100 on the basis of the signals from these sensors.
  • FIG. 3 is a graph that shows the correlation between a crank angle and a valve displacement that is achieved by the WL device 400.
  • each exhaust valve 120 (FIG. 2) opens and closes in an exhaust stroke
  • each intake valve 118 (FIG. 2) opens and closes in an intake stroke.
  • a waveform EX indicates the valve displacement of each exhaust valve 120.
  • Waveforms INI, ⁇ 2 each indicate a valve displacement of each intake valve 118.
  • the valve displacement is a displacement of a valve from a state where the valve is closed.
  • valve lift is a valve displacement at the time when the opening degree of the intake valve 118 has reached a peak
  • valve operating angle is a crank angle of a period from when the intake valve 118 opens to when the intake valve 118 closes.
  • each intake valve 118 is changed by the WL device 400 between the waveforms TNI, ⁇ 2.
  • the waveform ⁇ 1 indicates the case where the valve lift and the valve operating angle are minimum.
  • the waveform ⁇ 2 indicates the case where the valve lift and the valve operating angle are maximum.
  • the valve operating angle increases with an increase in the valve lift.
  • the VVL device 400 is configured to be able to change the valve lift and the valve operating angle in three steps as shown later in FIG. 6.
  • FIG. 4 is a front view of the VVL device 400.
  • the configuration shown in FIG. 4 is one example.
  • the VVL device 400 is not limited to such a configuration.
  • the VVL device 400 includes a drive shaft 410, a support pipe 420, an input arm 430, and oscillation cams 440.
  • the drive shaft 410 extends in one direction.
  • the support pipe 420 covers the outer periphery of the drive shaft 410.
  • the input arm 430 and the oscillation cams 440 are arranged in the axial direction of the drive shaft 410 on the outer periphery of the support pipe 420.
  • An actuator (not shown) that linearly actuates the drive shaft 410 is connected to the distal end of the drive shaft 410.
  • the VVL device 400 includes the one input arm 430 in correspondence with the one cam 122 provided in each cylinder.
  • the two oscillation cams 440 are provided on both sides of each input arm 430 in correspondence with the pair of intake valves 118 provided for each cylinder.
  • the support pipe 420 is formed in a hollow cylindrical shape, and is arranged parallel to a camshaft 130.
  • the support pipe 420 is fixed to a cylinder head so as not to be moved in the axial direction or rotated.
  • the drive shaft 410 is inserted inside the support pipe 420 so as to be slidable in the axial direction.
  • the input arm 430 and the two oscillation cams 440 are provided on the outer periphery of the support pipe 420 so as to be oscillatable about the axis of the drive shaft 410 and not to move in the axial direction.
  • the input arm 430 includes an arm portion 432 and a roller portion 434.
  • the arm portion 432 protrudes in a direction away from the outer periphery of the support pipe 420.
  • the roller portion 434 is rotatably connected to the distal end of the arm portion 432.
  • the input arm 430 is provided such that the roller portion 434 is arranged at a position at which the roller portion 434 is able to contact the cam 122.
  • Each oscillation cam 440 has a substantially triangular nose portion 442 that protrudes in a direction away from the outer periphery of the support pipe 420.
  • a concave cam face 444 is formed at one side of the nose portion 442.
  • a roller rotatably attached to a rocker arm 128 is pressed against the cam face 444 by the urging force of a valve spring provided in the intake valve 118.
  • the WL device 400 further includes a device that changes a relative phase difference between the input ann 430 and each oscillation cam 440 around the axis of the support pipe 420.
  • the valve lift and valve operating angle of each intake valve 118 are changed as needed by the device that changes the relative phase difference.
  • FIG. 5 is a perspective view that partially shows the WL device 400 shown in FIG. 4.
  • FIG. 5 shows a structure with part cut away so that the internal structure is understood.
  • a slider gear 450 is accommodated in a space defined between the outer periphery of the support pipe 420 and the set of input ann 430 and two oscillation cams 440.
  • the slider gear 450 is supported on the support pipe 420 so as to be rotatable and slidable in the axial direction.
  • the slider gear 450 is provided on the support pipe 420 so as to be slidable in the axial direction.
  • the slider gear 450 includes a helical gear 452.
  • the helical gear 452 is located at the center portion of the slider gear 450 in the axial direction.
  • Right-handed screw spiral helical splines are formed on the helical gear 452.
  • the slider gear 450 includes helical gears 454.
  • the helical gears 454 are respectively located on both sides of the helical gear 452.
  • Left-handed screw spiral helical splines opposite to those of the helical gear 452 are formed on each of the helical gears 454.
  • helical splines corresponding to the helical gears 452, 454 are respectively formed on the inner peripheries of the input arm 430 and two oscillation cams 440.
  • the inner peripheries of the input arm 430 and two oscillation cams 440 define a space in which the slider gear 450 is accommodated. That is, the right-handed spiral helical splines are formed on the input arm 430, and the helical splines are in mesh with the helical gear 452.
  • the left-handed spiral helical splines are formed on each of the oscillation cams 440, and the helical splines are in mesh with the corresponding helical gear 454.
  • An oblong hole 456 is formed in the slider gear 450.
  • the oblong hole 456 is located between the helical gear 452 and one of the helical gears 454, and extends in the circumferential direction.
  • an oblong hole is formed in the support pipe 420, and the oblong hole extends in the axial direction so as to partially overlap with the oblong hole 456.
  • a locking pin 412 is integrally provided in the drive shaft 410 inserted inside the support pipe 420. The locking pin 412 protrudes through the overlapped portions of these oblong hole 456 and oblong hole (not shown).
  • the VVL device 400 is not limited to this type.
  • a VVL device that electrically drives each valve a VVL device that hydraulically drives each valve, or the like, may be used.
  • the controller 200 controls the valve lift and valve operating angle of each intake valve 118 by adjusting an operation amount of the actuator that linearly moves the drive shaft 410.
  • FIG. 6 is a graph that shows the correlation between a crank angle and a valve displacement that is achieved by the VVL device 400 that is able to change the operation characteristic of each intake valve 118 in three steps.
  • the VVL device 400 is able to change the operation characteristic to any one of first to third characteristics.
  • the first characteristic is indicated by a waveform IN la.
  • the second characteristic is indicated by a waveform IN2a.
  • the valve lift and the valve operating angle in the second characteristic are larger than the valve lift and the valve operating angle in the first characteristic.
  • the third characteristic is indicated by a waveform IN3a.
  • the valve lift and the valve operating angle in the third characteristic are larger than the valve lift and the valve operating angle in the second characteristic.
  • FIG. 7 is a view that illustrates an operation when the piston moves upward in a state where the valve lift and valve operating angle of each intake valve 118 are large.
  • FIG. 8 is a view that illustrates an operation when the piston moves upward in a state where the valve lift and valve operating angle of each intake valve 118 are small.
  • the close timing of each intake valve 118 delays when the corresponding piston 114 moves upward. Therefore, the engine 100 runs on the Atkinson cycle. That is, part of air taken into the cylinder 106 in an intake stroke is returned to the outside of the cylinder 106, and compression reaction that is a force for compressing air in an compression stroke decreases.
  • the compression ratio decreases, ignitability deteriorates, and the output response of the engine 100 decreases.
  • each intake valve 118 when the valve lift and valve operating angle of each intake valve 118 are small, the close timing of each intake valve 118 advances when the corresponding piston 114 moves upward. Therefore, the compression ratio increases. Thus, ignitability at a low temperature improves, and the output response of the engine improves. Because compression reaction increases, vibrations at engine start-up can increase.
  • FIG. 9 is a view that illustrates an operation when the piston moves downward in a state where the valve lift and valve operating angle of each intake valve 118 are small.
  • the open timing of each intake valve 118 delays when the corresponding piston 114 moves downward;
  • air- fuel mixture is taken in from the corresponding intake port in a state where a negative pressure is generated in the cylinder 106, so mixing of fuel in the cylinder 106 is facilitated, with the result that combustion can improve.
  • FIG. 10 is a graph that shows an operating line of the engine 100 that includes the VVL device 400 having an operation characteristic that is changeable in three steps and that is shown in FIG. 6.
  • ordinary control shown in the operation characteristics according to FIG. 10 is executed.
  • the abscissa axis represents engine rotation speed
  • the ordinate axis represents engine torque.
  • the lines indicated by the alternate long and short dashed line indicate torque characteristics respectively corresponding to the first to third characteristics (IN la to IN3a).
  • the circles indicated by the continuous line indicate equal fuel consumption lines. The fuel economy improves as approaching the center of the circles.
  • the engine 100 is basically operated along the engine operating line indicated by the continuous line.
  • the optimal valve lift and valve operating angle are selected in each of a low rotation region, an intermediate rotation region and a high rotation region.
  • the third characteristic (IN3a) is selected as the operation characteristic of each intake valve 118 such that the valve lift and the valve operating angle increase.
  • the second characteristic (IN2a) is selected as the operation characteristic of each intake valve 118 such that the valve lift and the valve operating angle are intermediate.
  • valve lift and valve operating angle of each intake valve 118 are large (third characteristic)
  • improvement in fuel economy by using the Atkinson cycle is given a higher priority than improvement in fuel economy by introduction of EGR gas.
  • intermediate valve lift and valve operating angle are selected (second characteristic)
  • improvement in fuel economy by introduction of EGR gas is given a higher priority than improvement in fuel economy by using the Atkinson cycle.
  • the third characteristic (IN3a) is selected as the operation characteristic of each intake valve 118 such that the valve lift and the valve operating angle increase.
  • FIG. 10 shows the characteristic of the VVL device 400 in the ordinary control.
  • the VVL device 400 is controlled in a different way from that of FIG. 10.
  • the first characteristic (IN l a) is selected as the operation characteristic of each intake valve 118 such that the valve lift and the valve operating angle decrease. In this way, the valve lift and the valve operating angle are determined on the basis of the operating state of the engine 100.
  • FIG. 11 is a waveform chart for illustrating a controlled state of the engine from engine start-up to when the VVL device undergoes ordinary control.
  • the abscissa axis represents time
  • the ordinate axes respectively represent the waveforms of, from the top, the engine rotation speed Ne, the engine power Pe, the ignition timing aop, a catalyst purification rate (for example, 10 mm from the end face), a catalyst purification rate (center), the combustion temperature, and the state of intake valve control.
  • a period Tl is just after engine start-up and in which the temperature of the engine and catalyst is low, so first warm-up control is executed.
  • the engine power Pe is set to substantially zero, and driving torque of the vehicle is mainly output from a drive motor.
  • the ignition timing aop of the engine 100 is controlled to the retarded side, and the engine 100 is operated at a first operating point at which the engine power Pe is set to the first operating power PI .
  • the first operating power PI is set to a low power of about zero to 3 kW.
  • the rotation speed of the engine 100 is set to an idling rotation speed, and the engine torque is set such that the engine power Pe becomes the first operating power PI .
  • catalyst warm-up for purifying exhaust gas is given a higher priority. Therefore, the engine is controlled such that the ignition timing aop of the engine is retarded and the temperature of combustion gas increases.
  • Intake valve control is executed by the VVL device 400 at the characteristic (IN la) shown in FIG. 6.
  • the valve open of each intake valve delays, and each intake valve is opened after a negative pressure is generated in the corresponding cylinder as described with reference to FIG. 9, so mixing of fuel is improved, the combustion state becomes uniform, and exhaust gas approaches a clean state.
  • the end face (for example, about 10 mm) of the catalyst 112S at a side close to the engine in FIG. 2 increases to a suitable temperature, and the purification rate reaches 100%.
  • the center portion of the catalyst 112S is not sufficiently heated, so the catalyst 112S has not yet reached a state that the catalyst 112S completely exercises its capability. Therefore, after a lapse of the period Tl, before shifting into the ordinary control, second warm-up control is executed.
  • the engine is operated at a second operating point. At the second operating point, various parameters of the engine are controlled such that the output of the engine is larger than that at the first operating point.
  • the controller 200 controls the engine 100 such that the engine 100 is operated at the second operating point at which the engine power Pe is set to the second operating power P2 higher than the first operating power PI .
  • the second operating power does not respond to the traveling power, and is determined within the exhaust gas purification ability of the S/C catalyst 112S.
  • the second operating power may be a constant value or may be increased with an increase in the exhaust gas purification ability of the S/C catalyst 112S (an increase in the temperature of the S/C catalyst 112S).
  • the rotation speed of the engine 100 is set to the idling rotation speed
  • the engine torque is set such that, after the catalyst warm-up control changes from the first warm-up control to the second warm-up control, the engine power Pe gradually increases from the first operating power PI to the second operating power P2.
  • the controller 200 returns the ignition timing aop of the engine 100, which has been controlled to the retarded side, to an ordinary state, and operates the engine 100 at the second operating power larger than the first operating power.
  • the second operating power does not respond to a traveling power, and is set to a predetermined value that does not exceed the exhaust gas purification ability of the catalyst 112S.
  • the predetermined value may be a constant value or may be increased stepwisely with an increase in the exhaust gas purification ability of the catalyst 112S (with an increase in the temperature of the catalyst 112S).
  • the traveling power is output from the motor generator MG2.
  • the temperature of the catalyst depends on the thermal capacity of the catalyst and the amount of heat that is applied to the catalyst; however, the amount of heat correlates with an accumulated amount of air, so it is possible to estimate the temperature of the catalyst by creating a map in advance for the correlation between an accumulated amount of air and a catalyst temperature.
  • the second warm-up control is to take measures for preventing deterioration of exhaust gas and also improve fuel economy. During periods T2, T3, T4, the second warm-up control is executed.
  • the temperature of the end face of the catalyst 112S increases to a suitable temperature and, at the timing at which the catalyst becomes able to exercise part of purification ability, retardation of the ignition- timing aop of the engine completes.
  • the engine is controlled so that the ignition timing aop of the engine is advanced and fuel economy is improved.
  • the engine power Pe is gradually increased from zero and fixed to a constant value so as to correspond to the amount of gas that the catalyst is able to purify During then, the engine rotation speed Ne is also controlled to a constant value. As a result of fixing the engine rotation speed Ne and the engine power Pe at constant values, warm-up of the catalyst is continued in a state where the operation of the engine is stable.
  • intake valve control is executed by the VVL device 400 at the characteristic (IN2a) shown in FIG. 6.
  • the catalyst purification rate has been increasing; however, while the engine ignition timing aop at which combustion is instable is being returned to an advanced side, the valve lift and valve operating angle of each intake valve are set to the intermediate characteristic (IN2a).
  • an intermediate effect between improvement of combustion in an increased compression ratio state resulting from early close of each intake valve (FIG. 8, FIG. 9) and improvement of fuel economy by the Atkinson cycle (FIG. 7) resulting from delayed close of each intake valve is intended.
  • intake valve control shifts into control during the period T3 (when the engine is operated in a state where the combustion temperature is lower than the set temperature, combustion is slow, and fuel economy deteriorates).
  • intake valve control is basically executed by the WL device 400 at the characteristic (IN3a) shown in FIG. 6.
  • the VVL device 400 By setting the VVL device 400 to the characteristic (IN3a), the effect of improvement of fuel economy by the Atkinson cycle (FIG. 7) resulting from delayed close of each intake valve is obtained.
  • the ordinary control is executed during the period T5.
  • the valve lift and the valve operating angle are controlled by the VVL device 400 in accordance with, for example, the characteristic shown in FIG. 10 on the basis of the engine rotation speed Ne and the engine load.
  • a power required of the engine is changed from the set value to a value that is determined on the basis of a required driving force.
  • the period T4 is a period just before the period T5 during which the ordinary control is executed. Thus, it is preferable to increase the response in preparation for the case where a high engine power Pe is required in the ordinary control.
  • the VVL device 400 is preferably operated to achieve the characteristic IN la (the valve lift and the valve operating angle are small). However, during the period T4, the characteristic IN la is more disadvantageous in terms of fuel economy than the characteristic IN3a (the valve lift and the valve operating angle are large).
  • the characteristic achieved by the VVL device 400 during the period T4 is changed in response to a required driving force based on driver's accelerator pedal operation, or the like.
  • a required driving force is smaller than a threshold, fuel economy is given a higher priority, and the WL device 400 is controlled to achieve the characteristic IN3a (the valve lift and the valve operating angle are large) as indicated by the continuous line during the period T4 in FIG. 11.
  • the required driving force is larger than the threshold, the response is given a higher priority, and the VVL device 400 is controlled to achieve the characteristic IN la (the valve lift and the valve operating angle are small) as indicated by the dashed line during the period T4 in FIG. 11.
  • FIG. 12 is a flowchart for illustrating control for determining the valve lift and the valve operating angle that are achieved by the VVL device 400 in the second warm-up control during catalyst warm-up.
  • the second warm-up control is executed during a period in which engine control shifts from the first warm-up control to the ordinary control.
  • the process of the flowchart shown in FIG. 12 is executed in the second half (period T13) of the second warm-up control.
  • step SI when the process is started, it is determined in step SI whether the second warm-up control is allowed. For example, when a power required to output a required driving force that is determined on the basis of user's accelerator operation is larger than PI (kW), it is not possible to achieve the power by compensating for the driving force with the battery and the motor when the second warm-up control is executed.
  • PI PI
  • step SI when the required driving force is larger than a predetermined value, it is determined that the second warm-up control is not allowed, and the process proceeds from step SI to step S6.
  • the catalyst temperature has sufficiently increased and the condition for shifting into the ordinary control is satisfied as well, the process proceeds from step SI to step S6.
  • step S6 control over the valve lift and valve operating angle of each intake valve is, for example, set to the ordinary control as described with reference to FIG. 10, and then the process of the flowchart ends in step S7.
  • step S2 it is determined whether the catalyst temperature is higher than a threshold (°C).
  • the threshold is set to be slightly lower than a catalyst temperature at which the second warm-up control is completed, and is a temperature indicating that the second warm-up control is likely to complete soon.
  • step S3 it is determined whether the required driving force is larger than a threshold.
  • the threshold is set within the range in which the second warm-up control is allowed to be continued. For example, when the required driving force is smaller than the threshold, there is a low possibility that such a large required driving force that requires engine control to exit from the second warm-up control arises during the second warm-up control. On the other hand, when the required driving force is larger than the threshold, there is a high possibility that such a large required driving force that requires engine control to exit from the second warm-up control arises during the second warm-up control.
  • step S3 when the required driving force is larger than the threshold in step S3, the process proceeds to step S4.
  • step S5 When the required driving force is smaller than or equal to the threshold in step S3, the process proceeds to step S5.
  • step S4 in order to increase the response, the VVL device 400 is controlled such that the valve lift of each intake valve is reduced and the valve operating angle of each intake valve becomes a small valve operating angle (IN la).
  • step S5 in order to improve fuel economy, the VVL device 400 is controlled such that the valve lift of each intake valve is increased and the valve operating angle of each intake valve is set to a large operating angle (IN3a). After the valve lift and the valve operating angle are set in step S4 or step S5, the process is executed from step S I again.
  • valve lift and the valve operating angle are determined on the basis of the required driving force in step S3.
  • the valve lift and the valve operating angle may be determined on the basis of the vehicle speed or power instead of or in addition to the required driving force.
  • the valve lift and valve operating angle of each intake valve are set to be changeable on the basis of the required driving force, or the like, of the vehicle during the second warm-up control.
  • the WL device is set to achieve a large valve lift and a large valve operating angle, and the second warm-up control is executed by placing importance on fuel economy.
  • the second warm-up control is executed by causing the VVL device to change the operation characteristic to a small valve lift and a small valve operating angle having a high torque response.
  • control over the engine including the VVL device that is able to change the characteristic of the intake valve in three steps is described; however, control over the valve lift and the valve operating angle during the second warm-up control is not limited to this configuration.
  • the invention is also applicable to an engine that is able to change the characteristic in two steps, in steps larger in number than three steps, or continuously.
  • application of the invention to a VVL device configured to be able to change the characteristic in two steps will be described as an alternative embodiment.
  • the VVL device changes the characteristic of each intake valve in two steps, that is, IN la and IN3a, in FIG. 6. Although there is a difference in that the characteristic IN2a is not used, the configuration of the vehicle, the configuration of the engine and the configuration of the VVL device are the same as the configurations described with reference to FIG. 1 to FIG. 5, so the description thereof will not be repeated.
  • FIG. 13 is a waveform chart for illustrating a controlled state of the engine from engine start-up to when the VVL device undergoes ordinary control according to the alternative embodiment.
  • the abscissa axis represents time
  • the ordinate axes respectively represent the waveforms of, from the top, the engine rotation speed Ne, the engine power Pe, the ignition timing aop, the catalyst purification rate (10 mm from the end face), the catalyst purification rate (center), the combustion temperature, and the state of intake valve control.
  • a period Ti l is just after engine start-up and in which the temperature of the engine and catalyst is low, so first warm-up control is executed.
  • the ignition timing aop of the engine is retarded.
  • Intake valve control is executed by the VVL device 400 at the characteristic (I la) shown in FIG. 6.
  • the second warm-up control is to take measures for preventing deterioration of exhaust gas and also improve fuel economy.
  • the second warm-up control is executed.
  • the temperature of the end face of the catalyst 112S increases to a suitable temperature and, at the timing at which the catalyst becomes able to exercise part of purification ability, retardation of the ignition timing aop of the engine completes.
  • the engine is controlled so that the ignition timing aop of the engine is advanced and fuel economy is improved.
  • the engine power Pe is gradually increased from zero and fixed to a constant value so as to correspond to the amount of gas that the catalyst is able to purify.
  • the engine rotation speed Ne is also controlled to a constant value. As a result of fixing the engine rotation speed Ne and the engine power Pe at constant values, warm-up of the catalyst is continued in a state where the operation of the engine is stable.
  • intake valve control is executed by the VVL device 400 at the characteristic (IN la) shown in FIG. 6.
  • the catalyst purification rate has been increasing; however, while the engine ignition timing aop at which combustion is instable is being returned to an advanced side, the valve lift and valve operating angle of each intake valve are set to the characteristic (IN la) of a small valve lift and a small valve operating angle.
  • clean exhaust gas is given a higher priority through improvement of combustion in an increased compression ratio state resulting from early close of each intake valve (FIG. 8, FIG. 9).
  • intake valve control shifts into control during the period T13 (when the engine is operated in a state where the combustion temperature is lower than the set temperature, combustion is slow, and fuel economy deteriorates).
  • intake valve control is basically executed by the VVL device 400 at the characteristic (IN3a) shown in FIG. 6.
  • the VVL device 400 By setting the VVL device 400 to the characteristic (IN3a), the effect of improvement of fuel economy by the Atkinson cycle (FIG. 7) resulting from delayed close of each intake valve is obtained.
  • the ordinary control is executed during the period T15.
  • the valve lift and the valve operating angle are controlled by the WL device 400 in accordance with, for example, the characteristic shown in FIG. 10 on the basis of the engine rotation speed Ne and the engine load.
  • a power required of the engine is changed from the set value to a value that is determined on the basis of a required driving force.
  • the period T14 is a period just before the period T15 during which the ordinary control is executed. Thus, it is preferable to increase the response in preparation for the case where a high engine power Pe is required in the ordinary control. To increase the response, the VVL device 400 is preferably operated to achieve the characteristic IN la (the valve lift and the valve operating angle are small). However, during the period T14, the characteristic IN la is more disadvantageous in terms of fuel economy than the characteristic IN3a (the valve lift and the valve operating angle are large).
  • the characteristic achieved by the WL device 400 during the period T14 is changed in response to a required driving force based on driver's accelerator pedal operation, or the like.
  • a required driving force is smaller than a threshold, fuel economy is given a higher priority, and the VVL device 400 is controlled to achieve the characteristic IN3a (the valve lift and the valve operating angle are large) as indicated by the continuous line during the period T14 in FIG. 13.
  • the required driving force is larger than the threshold, the response is given a higher priority, and the VVL device 400 is controlled to achieve the characteristic IN la (the valve lift and the valve operating angle are small) as indicated by the dashed line during the period T14 in FIG. 13.
  • valve lift and the valve operating angle during the period T14 are determined by a similar process to that of FIG. 12, so the description thereof will not be repeated.
  • VVL device 400 when configured to be able to change the characteristic in two steps as well, it is possible to improve the response of the vehicle.
  • valve operating angle of each intake valve 118 is changed together with the valve lift of each intake valve 118.
  • the invention is also applicable to a hybrid vehicle including an engine that includes a variable valve actuating device that is able to change one of the valve lift of each intake valve 118 and the valve operating angle of each intake valve 118.
  • the variable valve actuating device that is able to change one of the valve lift and valve operating angle of each intake valve 118 as well, it is possible to obtain similar advantageous effects to those of the case where it is possible to change both the valve lift and valve operating angle of each intake valve 118.
  • the variable valve actuating device that is able to change one of the valve lift and valve operating angle of each intake valve 118 may be implemented by utilizing various known techniques.
  • the controller 200 controls the power of the engine 100 for the output of the engine 100 (control the power to the first or second operating power). Instead, the controller 200 may control the torque of the engine 100 (torque demand control). That is, the controller 200 may operate the engine 100 in the first warm-up control such that the engine 100 outputs a first torque, and may operate the engine 100 in the second warm-up control such that the engine 100 outputs a second torque (second torque > first torque).
  • the first warm-up control the first operating point is set such that the torque of the engine 100 becomes the first torque
  • the second warm-up control the second operating point is set such that the torque of the engine 100 becomes the second torque.
  • the hybrid vehicle 1 includes the electric motor (motor generator MG2), the internal combustion engine (engine 100), the exhaust emission control device and the controller 200.
  • the electric motor generates a vehicle driving force.
  • the internal combustion engine includes the variable valve actuating device (VVL device 400) for changing the operation characteristic of each intake valve 118.
  • the operation characteristic of each intake valve 118 is defined by the valve lift and the valve operating angle.
  • the exhaust emission control device purifies exhaust gas from the internal combustion engine with the use of the catalyst.
  • the controller 200 executes catalyst warm-up control for warming up the catalyst of the exhaust emission control device.
  • the catalyst warm-up control includes first control (first warm-up control), second control (second warm-up control) and third control (ordinary control).
  • first control the internal combustion engine is operated at the first operating point in order to rapidly warm up the catalyst.
  • second control after the first control is executed, the internal combustion engine is operated at the second operating point that is larger in the output of the internal combustion engine than the first operating point irrespective of the driving force that is required to propel the hybrid vehicle.
  • third control after the second control is executed, the internal combustion engine is operated on the basis of the driving force that is required to propel the hybrid vehicle, and the variable valve actuating device is controlled on the basis of the rotation speed and torque of the internal combustion engine.
  • the controller 200 controls the variable valve actuating device so that the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 decreases as the required output increases, and controls the electric motor so that the electric motor takes charge of a change in the required output.
  • the controller 200 operates the internal combustion engine such that the ignition timing of the internal combustion engine during execution of the first control is set to the retarded side than the ignition timing of the internal combustion engine during execution of the second control.
  • the variable valve actuating device is configured to be able to change the operation characteristic to one of the first characteristic (IN l a) and the second characteristic (IN2a or I 3a). At least one of the valve lift of each intake valve 118 or the valve operating angle of each intake valve 118 in the second characteristic is larger than the corresponding at least one of the valve lift of each intake valve 118 or the valve operating angle of each intake valve 118 in the first characteristic.
  • the controller 200 further controls the variable valve actuating device such that, during execution of the first control, the operation characteristic becomes the first characteristic, and controls the variable valve actuating device such that, during execution of the second control, the operation characteristic is changed to the second characteristic.
  • the motor generator MG2 is controlled so that the output of the engine 100 is suppressed and the motor generator MG2 takes charge of a change in the required output.
  • the required output increases, there arises a case where the motor generator MG2 is not able to take charge of the change.
  • the second control second warm-up control
  • the characteristic during the period T4 or the period T14 is changed in two steps, that is, I la and IN3a, such that the valve lift and the valve operating angle at the time when the required driving force (or the required output) is large are smaller than the valve lift and the valve operating angle at the time when the required driving force (or the required output) is small.
  • the characteristic may be changed in multiple steps or continuously so that the maximum values of the valve lift and valve operating angle of each intake valve are reduced as the required output increases.
  • the required output during execution of the second control includes an output that is required of the vehicle at the time when control over the engine 100 is changed from the second control (second warm-up control) to the third control (ordinary control).
  • the controller 200 calculates the required output on the basis of the vehicle speed, the accelerator operation amount and the required driving force that is required of the vehicle.
  • the driving force that is required of the vehicle means to include the case where the controller of the vehicle determines the required driving force , irrespective of the accelerator pedal at the time of automatic traveling, or the like.
  • the VVL device 400 is configured to be able to change the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 in three steps, that is, first to third values (corresponding to IN l a to IN3a).
  • the first to third values are set such that the second value is larger than the first value and the third value is larger than the second value.
  • the controller 200 sets the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 to the first value when the required driving force that is required of the vehicle is larger than a predetermined value, and sets the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 to the third value when the required driving force is smaller than the predetermined value.
  • the VVL device 400 is configured to be able to change the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 in two steps, that is, first and second values (corresponding to IN l a, IN3a).
  • the first and second values are set such that the second value is larger than the first value.
  • the controller 200 sets the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 to the first value (corresponding to INl a) when the required driving force that is required of the vehicle is larger than a predetermined value, and sets the maximum value of at least one of the valve lift or valve operating angle of each intake valve 118 to the second value (corresponding to IN3a) when the required driving force is smaller than the predetermined value.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L'invention concerne un véhicule hybride qui comprend un moteur électrique, un moteur à combustion interne, un dispositif de commande d'émission d'échappement et un dispositif de commande. Le moteur électrique est configuré pour générer une force d'entraînement du véhicule. Le moteur à combustion interne comprend un dispositif d'actionnement de soupape variable. Le dispositif d'actionnement de soupape variable est configuré pour changer une caractéristique de fonctionnement d'une soupape d'admission. La caractéristique de fonctionnement est définie par une levée de soupape et un angle de fonctionnement de soupape. Le dispositif de commande d'émission d'échappement est configuré pour purifier les gaz d'échappement provenant du moteur à combustion interne à l'aide d'un catalyseur. Le dispositif de commande est configuré pour exécuter une commande de réchauffage du catalyseur. La commande de réchauffage du catalyseur est une commande destinée à réchauffer le catalyseur du dispositif de commande d'émission d'échappement. La commande de réchauffage du catalyseur comprend une première commande et une seconde commande. La première commande est la commande destinée à faire fonctionner le moteur à combustion interne à un premier point de fonctionnement. La seconde commande est la commande destinée à faire fonctionner, après que la première commande est exécutée, le moteur à combustion interne à un second point de fonctionnement sans tenir compte d'une force d'entraînement qui est nécessaire pour propulser le véhicule hybride. La sortie du moteur à combustion interne au niveau du second point de fonctionnement est plus importante que la sortie du moteur à combustion interne au niveau du premier point de fonctionnement. Lorsque la seconde commande est exécutée, le dispositif de commande est configuré pour commander le dispositif d'actionnement de soupape variable de telle sorte qu'une valeur maximale de la levée de soupape et/ou de l'angle de fonctionnement de soupape de la soupape d'admission diminue au fur et à mesure que le rendement requis qui est nécessaire, du moteur à combustion interne augmente, et pour commander le moteur électrique de telle sorte que le moteur électrique se charge d'un changement de rendement requis.
PCT/IB2014/002721 2013-12-19 2014-12-10 Véhicule hybride, dispositif de commande pour un véhicule hybride et procédé de commande d'un véhicule hybride pour réchauffage d'un catalyseur tout en évitant la perte de puissance en cas de besoin WO2015092509A1 (fr)

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JP2013-262405 2013-12-19

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WO2015145242A3 (fr) * 2014-03-26 2016-03-17 Toyota Jidosha Kabushiki Kaisha Véhicule hybride, dispositif de commande pour véhicule hybride et procédé de commande pour véhicule hybride
US9909512B2 (en) 2014-02-25 2018-03-06 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method for hybrid vehicle
CN110091859A (zh) * 2018-01-29 2019-08-06 丰田自动车株式会社 混合动力车辆的控制装置
US11753599B2 (en) 2021-06-04 2023-09-12 Afton Chemical Corporation Lubricating compositions for a hybrid engine

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DE102016208238A1 (de) * 2016-05-12 2017-11-16 Volkswagen Aktiengesellschaft Steuerungsverfahren für einen Hybridantrieb, Steuergerät und Hybridantrieb

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US6032753A (en) * 1996-06-10 2000-03-07 Toyota Jidosha Kabushiki Kaisha Catalyst temperature control apparatus for hybrid vehicle
EP1837223A1 (fr) * 2006-03-15 2007-09-26 Nissan Motor Co., Ltd. Contrôle de véhicule hybride
US20100251996A1 (en) * 2009-04-01 2010-10-07 Toyota Jidosha Kabushiki Kaisha Power output apparatus, hybrid vehicle provided with same, and control method of power output apparatus
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JP2012040915A (ja) 2010-08-17 2012-03-01 Toyota Motor Corp ハイブリッド車

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9909512B2 (en) 2014-02-25 2018-03-06 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method for hybrid vehicle
WO2015145242A3 (fr) * 2014-03-26 2016-03-17 Toyota Jidosha Kabushiki Kaisha Véhicule hybride, dispositif de commande pour véhicule hybride et procédé de commande pour véhicule hybride
US9889842B2 (en) 2014-03-26 2018-02-13 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle, controller for hybrid vehicle, and control method for hybrid vehicle
CN110091859A (zh) * 2018-01-29 2019-08-06 丰田自动车株式会社 混合动力车辆的控制装置
US11753599B2 (en) 2021-06-04 2023-09-12 Afton Chemical Corporation Lubricating compositions for a hybrid engine

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