JP2011051480A - Internal combustion engine device, hybrid car, and method for starting internal combustion engine - Google Patents

Abstract

An internal combustion engine is started more smoothly by suppressing an excessive torque from acting on an output shaft of the internal combustion engine when the internal combustion engine is started in cold weather.
When a start of the engine is requested in the cold state, the engine is controlled to perform fuel injection and ignition to the engine (S100), and a predetermined time tref elapses after the start of the engine is requested. Until the engine rotation change amount ΔNe reaches a predetermined value ΔNfire or more, the motor is controlled so that power is output from the motor within a limit value Wstart smaller than the battery output limit Wout (S110 to S150, S170). After the predetermined time tref elapses and the engine rotation change amount ΔNe reaches a predetermined value ΔNfire or more, the motor is controlled such that power is output from the motor within a range in which the value Wup is added to the battery output limit Wout ( S110 to S160, S170).
[Selection] Figure 4

Description

  The present invention relates to an internal combustion engine device, a hybrid vehicle, and a method for starting an internal combustion engine.

  Conventionally, this type of internal combustion engine device includes an engine and a motor that can crank the engine through a gear mechanism, and when the engine is requested to start, a gradually increasing torque is output from the motor. It has been proposed that the gear mechanism is loosened and then a large torque is output from the motor to quickly increase the engine speed and start the engine (see, for example, Patent Document 1). In this device, such control suppresses the generation of noise from the gear mechanism and starts the engine smoothly.

JP 2006-315510 A

  In such an internal combustion engine device, when the outside air temperature is cold, for example, −10 ° C. or lower, the maximum power that can be output from the battery decreases, the viscosity of the lubricating oil of the internal combustion engine increases, and the rotational resistance increases. For this reason, even if the maximum power is output from the motor within the range of the battery output limit, the rotational speed of the internal combustion engine may not be sufficiently increased. In this case, it is conceivable that fuel injection and ignition are performed on the internal combustion engine from the time when the rotational speed of the internal combustion engine is small, and the rotational speed of the internal combustion engine is increased using the torque associated with explosion combustion from the internal combustion engine. If explosion combustion in the internal combustion engine is started when the rotational speed of the internal combustion engine is in the resonance rotational speed range of the vehicle, the torque due to the resonance of the vehicle and the torque due to the start of the explosion combustion are excessively increased in the output shaft of the internal combustion engine. Torque may be applied.

  The internal combustion engine device, the hybrid vehicle, and the internal combustion engine start method according to the present invention suppress the application of excessive torque to the output shaft of the internal combustion engine when the internal combustion engine is started in the cold state, thereby making the internal combustion engine smoother. The main purpose is to start.

  The internal combustion engine device, the hybrid vehicle, and the internal combustion engine start method according to the present invention employ the following means in order to achieve the above-described main object.

The internal combustion engine device of the present invention is
An internal combustion engine device having an internal combustion engine,
An electric motor capable of cranking the internal combustion engine;
A secondary battery capable of exchanging electric power with the electric motor;
Temperature detecting means for detecting the temperature of the secondary battery;
An output limit setting means for setting an output limit that may be discharged from the secondary battery in a tendency to limit the lower the temperature of the detected secondary battery when cold,
When the start of the internal combustion engine is requested in the cold state, the internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine, and the electric motor is controlled by the internal combustion engine from the internal combustion engine. The internal combustion engine includes a power system including the internal combustion engine and the electric motor within a set range of the output limit of the secondary battery until the start of output when torque in a direction to increase the rotational speed of the internal combustion engine is output. The motor is controlled to rotate at a rotational speed smaller than the resonant rotational speed range, and after the start of the output, an output limiting power corresponding to a relaxed output limit that is less restrictive than the set output limit is output from the electric motor. Start control means for controlling the engine to reach a rotational speed greater than the resonance rotational speed band;
It is a summary to provide.

  In the internal combustion engine device of the present invention, when the start of the internal combustion engine is requested in the cold state, the internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine. The electric motor is set such that the lower the temperature of the secondary battery is, the lower the temperature is, until the start of output in which the torque in the direction to increase the rotational speed of the internal combustion engine is output from the internal combustion engine. The internal combustion engine is controlled to rotate at a rotational speed smaller than the resonance rotational speed band of the power system including the internal combustion engine and the electric motor within the range of the output limit that may be discharged from the secondary battery. Control is performed so that an output limiting power corresponding to a relaxed output limit that is less restrictive than the set output limit is output from the electric motor and the internal combustion engine reaches a rotational speed greater than the resonance rotational speed range. Thereby, the explosion combustion of the internal combustion engine can be started at a rotational speed smaller than the resonance rotational speed range, and the combustion of the internal combustion engine accompanying the start of the explosion combustion in the internal combustion engine when the internal combustion engine is in the resonant rotational speed range It is possible to suppress an excessive torque acting on the output shaft. Also, with such control, when the internal combustion engine is started, the resonance rotational speed band can be quickly passed by the power accompanying the explosion combustion of the internal combustion engine and the output limiting power from the electric motor. That is, by such control, it is possible to start the internal combustion engine more smoothly by suppressing the excessive torque from acting on the output shaft of the internal combustion engine when the internal combustion engine is started in the cold state.

  In such an internal combustion engine apparatus of the present invention, the start control means outputs from the electric motor a reinforced output limited power corresponding to a reinforced output limit imposed by the set output limit until the start of the output. It can also be a means for controlling the electric motor. Here, the “enhanced output restriction” is a restriction in which explosion combustion of the internal combustion engine is started before the rotational speed of the internal combustion engine reaches the resonance rotational speed band of the power system when the enhanced output restricted power is output from the electric motor. A predetermined limit may be used.

  Further, in the internal combustion engine device of the present invention, the start control means is a means for controlling when the predetermined first time has elapsed since the start of the internal combustion engine was requested as the output start time. Or the amount of change per unit time of the rotational speed of the internal combustion engine after a predetermined second time has elapsed since the start of the internal combustion engine was requested. It is also possible to control the time when the above is reached as the output start time.

The hybrid vehicle of the present invention
An internal combustion engine device of the present invention according to any one of the above-described aspects;
It is connected to three shafts of a drive shaft coupled to the drive wheel, an output shaft of the internal combustion engine, and a rotation shaft of the electric motor, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
It is a summary to provide.

  Since the automobile according to the present invention includes the internal combustion engine device according to the present invention according to any one of the above-described aspects, the output shaft of the internal combustion engine can be used when the internal combustion engine is started in the cold. Thus, it is possible to achieve the same effects as the effect of suppressing the excessive torque from acting on the internal combustion engine and starting the internal combustion engine more smoothly. The “three-axis power input / output means” may be a single-pinion type or double-pinion type planetary gear mechanism, or may be a differential gear.

The internal combustion engine starting method of the present invention includes:
An internal combustion engine comprising: an internal combustion engine; an electric motor capable of cranking the internal combustion engine; and a secondary battery capable of exchanging electric power with the electric motor. A method for starting an internal combustion engine,
The internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine, and a torque in the direction of increasing the rotational speed of the internal combustion engine is output from the internal combustion engine to the electric motor. Until the start of output, the internal combustion engine is within the range of the output limit that may be discharged from the secondary battery, which is set such that the lower the temperature of the secondary battery is, the lower the temperature is during cold. The engine is controlled to rotate at a rotational speed smaller than the resonance rotational speed band of a power system including the engine and the output after the start of the output according to a relaxed output limit that is more restrictive than the output limit of the secondary battery. Control is performed so that a limiting power is output from the electric motor and the internal combustion engine reaches a rotational speed greater than the resonance rotational speed range.
It is characterized by that.

  In the internal combustion engine start method according to the present invention, when the start of the internal combustion engine is requested in the cold state, the internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine. The electric motor is set such that the lower the temperature of the secondary battery is, the lower the temperature is, until the start of output in which the torque in the direction to increase the rotational speed of the internal combustion engine is output from the internal combustion engine. The internal combustion engine is controlled to rotate at a rotational speed smaller than the resonance rotational speed band of the power system including the internal combustion engine and the electric motor within the range of the output limit that may be discharged from the secondary battery. Control is performed so that the output limiting power corresponding to the relaxed output limitation that is more lenient than the output limitation of the secondary battery is output from the electric motor and the internal combustion engine reaches a rotational speed greater than the resonance rotational speed range. Thereby, the explosion combustion of the internal combustion engine can be started at a rotational speed smaller than the resonance rotational speed range, and the combustion of the internal combustion engine accompanying the start of the explosion combustion in the internal combustion engine when the internal combustion engine is in the resonant rotational speed range It is possible to suppress an excessive torque acting on the output shaft. Also, with such control, when the internal combustion engine is started, the resonance rotational speed band can be quickly passed by the power accompanying the explosion combustion of the internal combustion engine and the output limiting power from the electric motor. That is, by such control, it is possible to start the internal combustion engine more smoothly by suppressing the excessive torque from acting on the output shaft of the internal combustion engine when the internal combustion engine is started in the cold state.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device according to an embodiment of the present invention. It is explanatory drawing which shows an example of the relationship between battery temperature Tb and input-output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. 4 is a flowchart showing an example of a cold start control routine executed by a hybrid electronic control unit 70; FIG. 5 is an explanatory diagram showing an example of the time course of the control output limit Woutc, the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22 when the engine 22 is started in the cold state. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device 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, And a hybrid electronic control unit 70 for controlling the entire vehicle. Here, the engine 22, the motor MG1, the battery 50, the hybrid electronic control unit 70, and the like correspond to the internal combustion engine device of the present invention.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout. As shown in FIG. 2, when the battery temperature Tb is lower than the appropriate temperature range (during cold), the absolute values of the input / output limits Win and Wout of the battery 50 are smaller as the battery temperature Tb is lower (limit is imposed). It is set to the tendency.

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

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the engine 22 when it is cold will be described. FIG. 4 is a flowchart showing an example of a cold start control routine executed by the hybrid electronic control unit 70. In this routine, for example, when the coolant temperature of the engine 22 detected by a water temperature sensor (not shown) is lower than a predetermined temperature (for example, -10 ° C, -15 ° C, etc.), the ignition switch 80 is pushed by the operator, and the vehicle is It is executed when it is turned on. In this embodiment, it is assumed that the stop of the vehicle is secured by a parking lock mechanism (not shown) while this routine is being executed.

  When the cold start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits a fuel injection signal to the engine ECU 24 (step S100). The engine ECU 24 that has received the fuel injection signal starts fuel injection control and ignition control of the engine 22. However, now we are considering immediately after the start of the engine 22 is requested, and even if such fuel injection control or ignition control is executed, explosion combustion will not occur until the cylinder in the engine 22 reaches a certain pressure or higher. Absent.

  Subsequently, data necessary for control such as the rotational speed Ne of the engine 22, the rotational speed Nm1 of the motor MG1, and the output limit Wout of the battery 50 are input (step S110), and the previous input from the input rotational speed Ne of the engine 22 is performed. The engine speed change amount ΔNe of the engine 22 is calculated by subtracting the engine speed of the engine 22 (previous Ne) (step S120). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotation speed Nm1 of the motor MG1 is calculated from the rotation position of the rotor of the motor MG1 detected by the rotation position detection sensor 43 and is input from the motor ECU 40 by communication. Further, the output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. Note that now the cold time is considered and the temperature of the battery 50 is low, so the output limit Wout of the battery 50 is set to a relatively small value (strong limit) (see FIG. 2).

  Next, the time after the start of the engine 22 is requested, that is, the elapsed time t measured by a timer (not shown) after the start of this routine is compared with a predetermined time tref (step S130), and the engine 22 The rotation speed change amount ΔNe is compared with a predetermined value ΔNfire (step S140). Here, the predetermined time tref is a predetermined time (for example, several hundred msec) during which the rotational speed Ne of the engine 22 changes relatively large by the output from the motor MG1 after the start of the engine 22 is requested. The predetermined value ΔNfire is a value that is determined in advance through experiments or the like as a value that is slightly smaller than the amount of change in which the rotational speed Ne of the engine 22 increases when explosion combustion in the engine 22 is started. Can be used. That is, the processes of steps S130 and S140 are processes for determining whether or not the rotational speed Ne of the engine 22 has greatly changed due to the start of explosion combustion in the engine 22, and the rotational speed of the engine 22 to the engine 22 is determined. This is a process for determining whether or not torque output in the direction of increasing Ne is started.

  Even when the elapsed time t since the start of the engine 22 is requested is less than the predetermined time tref, or when the elapsed time t is equal to or longer than the predetermined time tref, the engine 22 has a rotational speed change amount ΔNe that is smaller than the predetermined value ΔNfire. In step S150, the control output limit Woutc is divided by the number of revolutions Nm1 of the motor MG1 and the control output limit Woutc is set to the limit value Wstart (step S150). Is limited by the rated torque Tmax of the motor MG1, a torque command Tm1 * of the motor MG1 is set and transmitted to the motor ECU 40 (step S170). The motor ECU 40 that has received the torque command Tm1 * of the motor MG1 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. Here, as the limit value Wstart, when the engine 22 is cranked by outputting the maximum power from the motor MG1 within the range of the control output limit Woutc while performing fuel injection and ignition to the engine 22, 22 is smaller than the output limit Wout that has been previously determined by experiment or the like as a value at which explosion combustion in the engine 22 is started until the rotational speed Ne reaches the resonance rotational speed range (for example, 200 rpm to 300 rpm) of the vehicle. Can be used). The reason why the torque command Tm1 * is set by imposing a limit based on the rated torque Tmax of the motor MG1 is to consider the case where the rotational speed Nm1 of the motor MG1 is near zero. Thus, by setting the torque command Tm1 * and driving the motor MG1, the engine 22 can be cranked by outputting the maximum power from the motor MG1 within the range of the control output limit Woutc. Then, the rotation speed Ne of the engine 22 is compared with a start completion rotation speed Nfin (for example, 700 rpm, 800 rpm, etc.) for determining whether or not the engine 22 has been started (step S180). Therefore, the engine speed Ne is not equal to the start completion speed Nfin, and the processes of steps S110 to S150 and S170 described above are repeatedly executed. As a result, the engine 22 is rotated at a rotational speed smaller than the resonance rotational speed range of the vehicle by the motor MG1.

  Thus, when the engine 22 is rotating at a rotational speed smaller than the resonance rotational speed range of the vehicle by the output of the motor MG1, a predetermined time tref elapses after the start of the engine 22 is requested, and the rotational speed change amount of the engine 22 is increased. When ΔNe reaches or exceeds the predetermined value ΔNfire (steps S130 and S140), it is determined that explosion combustion in the engine 22 is started and torque output in a direction to increase the rotational speed Ne of the engine 22 from the engine 22 is started. Then, the value obtained by adding the value Wup to the output limit Wout of the battery 50 input in step S110 is set as the control output limit Woutc (step S160), and the set control output limit Woutc is set at the rotation speed Nm1 of the motor MG1. By setting the torque command Tm1 * of the motor MG1, Until the rotation speed Ne of the engine 22 reaches the start completion rotation speed Nfin (step S180), the processes of steps S110 to S140, S160, and S170 described above are repeatedly executed. When the rotation speed Ne is increased and the rotation speed Ne of the engine 22 reaches the start completion rotation speed Nfin (step S180), it is determined that the start of the engine 22 has been completed, and this routine is ended. Here, as the value Wup, a value determined based on the characteristics of the battery 50 is used as power that does not deteriorate the battery 50 even if the power is taken out from the battery 50 beyond the output limit Wout for a short time. Can do. After starting the output of torque in the direction to increase the rotational speed Ne of the engine 22 from the engine 22 by such control, the engine is used by using the power accompanying the explosion combustion from the engine 22 and the power output from the motor MG1. The engine speed Ne can be increased, and the engine 22 can be started by quickly passing through the vehicle's resonance speed band.

  FIG. 5 shows an example of the passage of time of the control output limit Woutc, the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22 when the engine 22 is started in the cold state. In the embodiment, when the start of the engine 22 is requested in the cold state (time t1), the explosion combustion in the engine 22 is started and the torque in the direction to increase the rotational speed Ne of the engine 22 is output from the engine 22. Until then, the control output limit Woutc is set to the value Wstart to control the motor MG1 (time t1 to time t2). Thereby, the explosion combustion of the engine 22 can be started at a rotational speed smaller than the resonance rotational speed band of the vehicle, and the explosion of the engine 22 is started at the resonance rotational speed band of the vehicle. An excessive torque can be prevented from acting. Further, after the torque in the direction to increase the rotational speed Ne of the engine 22 is output from the engine 22, the output limit Wout of the battery 50 is temporarily relaxed (added the value Wup) from the motor MG1. The maximum power is output, and the rotational speed of the engine 22 is increased by Ne using the power associated with the explosion combustion of the engine 22 and the power from the motor MG1 (time t2 to time t3). As a result, the engine 22 can be started by quickly passing through the resonance rotational speed band of the vehicle. Therefore, by such control, it is possible to start the engine 22 more smoothly by suppressing an excessive torque from acting on the crankshaft 26 of the engine 22 when the engine 22 is started in the cold state.

  According to the hybrid vehicle 20 equipped with the internal combustion engine device of the embodiment described above, when the engine 22 is requested to start when it is cold, the engine 22 is controlled so that fuel injection and ignition to the engine 22 are started. Until the engine 22 outputs torque in a direction that increases the rotational speed Ne of the engine 22, the motor MG1 is controlled so that the engine 22 rotates at a rotational speed smaller than the resonance rotational speed range of the vehicle. After the torque in the direction to increase the rotational speed Ne is output, the maximum power is output from the motor MG1 within the range in which the value Wup is added to the output limit Wout of the battery 50, and the engine 22 is in the resonance rotational speed band of the vehicle. Since the motor MG1 is controlled to rotate at a higher rotational speed, the engine 22 is started when the engine 22 is started in the cold state. To suppress the excessive torque from acting on the crankshaft 26 of the 22 it is possible to start the engine 22 more smoothly.

  In the hybrid vehicle 20 of the embodiment, until the explosion combustion of the engine 22 is started, the limit value Wstart smaller than (the limit is imposed on) the output limit Wout of the battery 50 is set and set as the control output limit Woutc. It is assumed that the maximum power is output from the motor MG1 within the range of the control output limit Wotc, but the engine 22 rotates at a rotational speed smaller than the resonance rotational speed range of the vehicle until the explosion combustion of the engine 22 is started. The motor MG1 may be controlled. For example, until the explosion combustion of the engine 22 is started, the pressure in the cylinder of the engine 22 can be made higher than the pressure necessary for the start of the explosion combustion of the engine 22, and the vehicle The feedback is made so that the motor rotates at a predetermined rotational speed (for example, 100 rpm or 150 rpm) smaller than the resonance rotational speed band. It may be used to control the motor MG1 by the control.

  In the hybrid vehicle 20 of the embodiment, after the predetermined time tref has elapsed since the start of the engine 22 is requested, the engine 22 undergoes explosive combustion when the engine speed change amount ΔNe reaches a predetermined value ΔNfire or more. Although it was determined that the engine had started, explosion combustion in the engine 22 was started when a predetermined time tref2 had elapsed since the start of the engine 22 regardless of the engine speed change amount ΔNe. The engine 22 may be determined based on a signal from a vibration sensor that detects vibration of the engine 22 or a signal from a pressure sensor that detects pressure in the cylinder of the engine 22. It is also possible to determine whether or not. As the predetermined time tref2, a time determined in advance through experiments or the like may be used as the time from when the start of the engine 22 is requested until the explosion combustion of the engine 22 is predicted to start.

  In the hybrid vehicle 20 of the embodiment, the fuel injection control and the ignition control to the engine 22 are started immediately after the start of the engine 22 is requested. However, the rotational speed Ne of the engine 22 is smaller than the resonance rotational speed range of the vehicle. In addition, fuel injection control and ignition to the engine 22 are started when the rotation speed N1 near the lower limit of the rotation speed at which the explosion combustion of the engine 22 can be started, or the rotation speed Ne of the engine 22 is set to the rotation speed N1. The fuel injection and ignition to the engine 22 may be started when a predetermined time required to reach the engine 22 has elapsed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 6) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  Further, the present invention is not limited to those applied to hybrid vehicles, but is incorporated in non-moving equipment such as internal combustion engine devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. An internal combustion engine device may be used. Furthermore, it is good also as a form of the starting method of the internal combustion engine in such an internal combustion engine apparatus.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “electric motor”, the battery 50 corresponds to the “secondary battery”, and the temperature sensor 51 attached to the battery 50 detects “temperature detection”. The battery ECU 52 that sets the output limit Wout based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 corresponds to “output limit setting means”. When the start is requested, a fuel injection signal is transmitted to the engine ECU 24, and the engine 22 is limited until a predetermined time tref elapses after the start of the engine 22 is requested and the rotational change amount ΔNe of the engine 22 reaches a predetermined value ΔNfire or more. The torque of the motor MG1 is divided by dividing the control output limit Woutc in which the value Wstart is set by the rotational speed Nm1 of the motor MG1. The command Tm1 * is set and transmitted to the motor ECU 40. After a predetermined time tref has elapsed since the start of the engine 22 is requested, the rotation change amount ΔNe of the engine 22 reaches a predetermined value ΔNfire or more, and then the output of the battery 50 The hybrid electronic control unit 70 sets the torque command Tm1 * of the motor MG1 and transmits it to the motor ECU 40 by dividing the control output limit Woutc set by adding the value Wup to the limit Wout by the rotation speed Nm1 of the motor MG1. The engine ECU 24 that performs fuel injection control and ignition control of the engine 22 based on the fuel injection signal and the motor ECU 40 that controls the motor MG1 based on the torque command Tm1 * correspond to “starting control means”. Further, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and the motor MG2 corresponds to a “second electric motor”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that can crank the internal combustion engine. The “secondary battery” is not limited to the battery 50, and any battery that can exchange electric power with an electric motor, such as a nickel hydride secondary battery, a lithium secondary battery, a nickel cadmium secondary battery, or a lead storage battery. It doesn't matter. The “temperature detection means” is not limited to the temperature sensor 51 and may be any means as long as it detects the temperature of the power storage means. As the “output limit setting means”, for example, calculation based on the internal resistance of the battery 50 in addition to the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50, etc. As long as an output limit may be set that may discharge from the power storage means in a tendency to be imposed, any method may be used. The “starting control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “start control means” controls the engine 22 so that fuel injection and ignition are performed on the engine 22 when the start of the engine 22 is requested in the cold state, and the start of the engine 22 is requested. Until the rotation change amount ΔNe of the engine 22 reaches the predetermined value ΔNfire or more after the predetermined time tref has elapsed, the control output limit Woutc in which the limit value Wstart is set is divided by the rotation speed Nm1 of the motor MG1. The torque command Tm1 * is set to control the motor MG1, and after a predetermined time tref has elapsed since the start of the engine 22 is requested, the rotation change amount ΔNe of the engine 22 reaches a predetermined value ΔNfire or more. The output limit Woutc for control set by adding the value Wup to the output limit Wout is set to the rotation of the motor MG1. It is not limited to the control of the motor MG1 by setting the torque command Tm1 * of the motor MG1 by dividing by Nm1, but when the start of the internal combustion engine is requested in the cold, Control is performed so that fuel injection and ignition to the internal combustion engine are performed. Then, for the electric motor, the power storage means is set such that the lower the temperature of the power storage means, the more restrictive is imposed until the start of output when the torque in the direction of increasing the rotational speed of the internal combustion engine is output from the internal combustion engine. The internal combustion engine is controlled to rotate at a rotational speed that is smaller than the resonance rotational speed band of the power system including the internal combustion engine and the electric motor within the range of the output restriction that may be discharged from the engine. As long as the output limiting power corresponding to the relaxed output limitation that is more restrictive is output from the electric motor and the internal combustion engine is controlled so as to reach a rotational speed higher than the resonance rotational speed range, any power may be used. Further, the “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but a mechanism using a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, A differential gear such as a differential gear that has an operating action different from that of a planetary gear is connected to three axes of the drive shaft, the output shaft of the internal combustion engine, and the rotary shaft of the motor, and is input to and output from any two of the three shafts. As long as the power is input / output to / from the remaining shafts based on the power to be generated, any configuration may be used. The “second electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to the drive shaft. It doesn't matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in the manufacturing industry of internal combustion engine devices and hybrid vehicles.

  20, 120 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 60 Gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (6)

An internal combustion engine device having an internal combustion engine,
An electric motor capable of cranking the internal combustion engine;
A secondary battery capable of exchanging electric power with the electric motor;
Temperature detecting means for detecting the temperature of the power storage means;
An output limit setting means for setting an output limit that may be discharged from the power storage means in a tendency to limit the lower the temperature of the detected power storage means;
When the start of the internal combustion engine is requested in the cold state, the internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine, and the electric motor is controlled by the internal combustion engine from the internal combustion engine. Resonance of a power system in which the internal combustion engine includes the internal combustion engine and the electric motor within the set output limit of the power storage means until the start of output when torque in a direction to increase the rotational speed of the internal combustion engine is output. The internal combustion engine is controlled so as to rotate at a rotational speed smaller than the rotational speed range, and after the start of the output, an output limiting power corresponding to a relaxed output restriction that is less restrictive than the set output restriction is output from the electric motor. Starting control means for controlling to reach a rotational speed greater than the resonance rotational speed band,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The start control means is a means for controlling the electric motor so that a reinforced output limited power corresponding to the reinforced output limit imposed by the set output limit is output from the electric motor until the output is started. is there,
Internal combustion engine device. An internal combustion engine device according to claim 1 or 2,
The start control means is a means for controlling, as the output start time, when a predetermined first time has elapsed since the start of the internal combustion engine was requested.
Internal combustion engine device. An internal combustion engine device according to claim 1 or 2,
The start control means has a change amount per unit time of the rotation speed of the internal combustion engine equal to or greater than a predetermined change amount after a predetermined second time has elapsed since the start of the internal combustion engine was requested. Is a means for controlling the time when the output is reached as the output start time,
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 4,
It is connected to three shafts of a drive shaft coupled to the drive wheel, an output shaft of the internal combustion engine, and a rotation shaft of the electric motor, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
A second electric motor capable of inputting and outputting power to the drive shaft;
A hybrid car with The internal combustion engine when the start of the internal combustion engine is requested in the cold state in the internal combustion engine device comprising an internal combustion engine, an electric motor capable of cranking the internal combustion engine, and an electric storage means capable of exchanging electric power with the electric motor. An engine starting method,
The internal combustion engine is controlled to perform fuel injection and ignition to the internal combustion engine, and a torque in the direction of increasing the rotational speed of the internal combustion engine is output from the internal combustion engine to the electric motor. The internal combustion engine is connected to the internal combustion engine within a range of the output limit that may be discharged from the power storage means that is set to tend to be restricted as the temperature of the power storage means is lower when the power is cold until the start of output. The motor is controlled to rotate at a rotational speed smaller than a resonance rotational speed band of a power system including the electric motor, and after the start of the output, the output limiting power corresponding to the relaxed output limit that is more lenient than the output limit of the power storage unit is Controlling the internal combustion engine to reach a rotational speed greater than the resonance rotational speed range output from the electric motor;
A starting method for an internal combustion engine.

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