JP2011069349A - Power output device, hybrid vehicle, and method of determining condition of variable valve timing mechanism - Google Patents

Abstract

An object of the present invention is to respond more appropriately when an abnormal operation of a variable valve timing mechanism is detected.
When a state in which the timing difference ΔVT1 is greater than a threshold value VT1ref continues for a predetermined time t1 (S330, S340), it is determined that an operation abnormality has occurred in the variable valve timing mechanism, and the operation of the variable valve timing mechanism is performed. The abnormal time control for eliminating the abnormality is executed while the engine is continuously operated (S370 to S440), and the variable valve timing is determined by the amount of change during the execution of the abnormal time control of the opening / closing timing VT that can be detected when the engine rotates. It is determined whether or not the mechanism operation abnormality has been resolved (S420).
[Selection] Figure 11

Description

  The present invention relates to a power output device, a hybrid vehicle, and a variable valve timing mechanism state determination method.

  Conventionally, as this type of power output device, when it is determined that a failure has occurred in the variable valve timing mechanism (VVT) that changes the valve timing of the intake valve by driving the oil control valve (OCV), the OCV is forcibly driven. There has been proposed a method for re-determining the failure (see, for example, Patent Document 1). In this device, when it is determined that a failure has occurred in the VVT, the OCV is forcibly driven, and the crank angle signal (reference timing signal) serving as a reference from the crank angle sensor and the cam angle from the cam angle sensor at that time are determined. It is determined whether or not the VVT failure has been removed based on the displacement amount of the displacement angle (actual displacement angle) of the intake camshaft with respect to the crankshaft obtained from the signal.

JP 11-44226 A

  In addition to the hardware configuration described above, in the case of a power output device that has a motor that inputs and outputs power to the drive shaft and outputs power to the drive shaft with intermittent engine operation, it is determined that a failure has occurred in VVT. If the engine is stopped when the oil control valve is forcibly driven for re-determination, the actual displacement angle cannot be obtained, and VVT failure cannot be re-determined.

  A power output apparatus, a hybrid vehicle, and a variable valve timing mechanism state determination method according to the present invention include an internal combustion engine to which a variable valve timing mechanism is attached, and an electric motor. More appropriate when an abnormal operation of the variable valve timing mechanism is detected in an electric output that outputs power to the drive shaft and an engine operation output that outputs power to the drive shaft along with the operation of the internal combustion engine. The main purpose is to respond.

  The power output apparatus, hybrid vehicle, and variable valve timing mechanism state determination method of the present invention employ the following means in order to achieve the main object described above.

The power output apparatus of the present invention is
An internal combustion engine having a variable valve timing mechanism for changing an opening / closing timing of an intake valve and / or an exhaust valve by adjusting hydraulic pressure of hydraulic oil, and an electric motor for inputting / outputting power to / from a drive shaft. A power output device capable of outputting an electric power output from the electric motor to the drive shaft and an engine operation output outputting the power to the drive shaft with the operation of the internal combustion engine. ,
Open / close timing detection means for detecting the open / close timing when the internal combustion engine rotates;
When an abnormality in the operation of the variable valve timing mechanism is detected, the internal combustion engine is controlled so that the internal combustion engine is continuously operated in an abnormal state control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. An abnormality time processing execution means for determining whether or not the operation abnormality has been resolved based on the detected change amount of the opening / closing timing at the time of execution of the abnormality time control,
It is a summary to provide.

  In this power output device of the present invention, when an operation abnormality of the variable valve timing mechanism is detected, the internal combustion engine is continuously operated in the abnormal time control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. It is executed while controlling the internal combustion engine, and it is determined whether or not the operation abnormality has been resolved based on the amount of change in the opening / closing timing when the abnormality control is executed. That is, the abnormality control is executed while continuously operating the internal combustion engine. Thus, the opening / closing timing can be detected when the abnormality control is executed, and it can be determined whether or not the operation abnormality of the variable valve timing mechanism has been resolved. In other words, it is possible to respond more appropriately when an abnormal operation of the variable valve timing mechanism is detected.

  In such a power output apparatus of the present invention, when the abnormality processing execution means detects the operation abnormality, an unresolved number of times determined that the operation abnormality has not been resolved up to now is determined in advance. When the number of times is greater than or equal to the predetermined number of times, it may be a means that does not execute the abnormality control. By so doing, it is possible to suppress the frequency of execution of the abnormal control.

  In the power output apparatus of the present invention, the abnormality time processing execution means is a time during which a difference between the opening / closing timing of the intake valve and a target opening / closing timing which is a target value of the opening / closing timing is equal to or greater than a predetermined value. Is a means for detecting the operation abnormality when the operation abnormality continues for a predetermined time or more required to detect the operation abnormality.

  Furthermore, in the power output apparatus of the present invention, when the abnormal operation processing means detects the operational abnormality, the storage means for storing information indicating that the operational abnormality has been detected is stored in the storage means for storing information. It can also be.

  Alternatively, in the power output apparatus of the present invention, the abnormal time process execution means may be means that does not determine whether or not the internal combustion engine has misfired during execution of the abnormal time control. In this way, misjudgment of misfire of the internal combustion engine can be suppressed.

  In addition, in the power output apparatus of the present invention, the abnormality processing execution means tends to decrease as the rotational speed of the internal combustion engine decreases during execution of the abnormality control, and decreases as the volume efficiency of the internal combustion engine decreases. The internal combustion engine may be controlled so that the internal combustion engine is operated at an air-fuel ratio that tends to be. Further, the abnormality time processing execution means is accompanied by ignition at a timing that tends to be faster as the rotational speed of the internal combustion engine is smaller and to be earlier as the volumetric efficiency of the internal combustion engine is smaller during the execution of the abnormal time control. The internal combustion engine can be controlled to operate the internal combustion engine.

  The power output apparatus of the present invention may further include a mechanical hydraulic pump that is driven by rotation of the output shaft of the internal combustion engine and supplies the hydraulic oil to the variable valve timing mechanism. In this case, the hydraulic fluid supplied to the variable valve timing mechanism can be secured by continuously operating the internal combustion engine as the control at the time of abnormality.

  The hybrid vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described embodiments, that is, a variable valve that basically changes the opening / closing timing of the intake valve and / or the exhaust valve by adjusting the hydraulic pressure of the hydraulic oil. An internal combustion engine to which a timing mechanism is attached; and an electric motor that inputs / outputs power to / from a drive shaft; and an electric output that outputs power from the electric motor to the drive shaft in a state where the operation of the internal combustion engine is stopped; A power output device capable of engine operation output for outputting power to the drive shaft with operation of the internal combustion engine, the open / close timing detection means for detecting the open / close timing during rotation of the internal combustion engine, and the variable valve When the abnormality of the timing mechanism is detected, the internal combustion engine is controlled to control the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. Is executed while controlling the internal combustion engine so that the engine is continuously operated, and when the abnormality is determined whether or not the operation abnormality is resolved based on the detected change amount of the opening / closing timing when the abnormality control is executed A power output device including a processing execution means is mounted, and the axle is connected to the drive shaft.

  Since the hybrid vehicle of the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect produced by the power output device of the present invention, for example, when an operation abnormality of the variable valve timing mechanism is detected. The effect etc. which can respond | correspond appropriately can be show | played.

  Such a hybrid vehicle of the present invention includes a generator capable of generating electric power using power from the internal combustion engine, and a secondary battery capable of exchanging electric power with the generator and the electric motor, and the abnormal time processing execution means The internal combustion engine and the power generator are configured so that the secondary battery is charged by the power generated by the generator using the power from the internal combustion engine when the operation abnormality is detected when the shift position is the parking position. It may be a means for executing the abnormal control while controlling the machine.

The state determination method of the variable valve timing mechanism of the present invention is:
An internal combustion engine equipped with a variable valve timing mechanism that changes the opening and closing timing of the intake valve and / or the exhaust valve by adjusting the hydraulic pressure of the hydraulic oil, an electric motor that inputs and outputs power to the drive shaft, and the rotation of the internal combustion engine Open / close timing detection means for detecting open / close timing, and the drive shaft with the electric output for outputting the power from the electric motor to the drive shaft in a state where the operation of the internal combustion engine is stopped and the operation of the internal combustion engine. A state determination method of a variable valve timing mechanism in a power output device capable of engine operation output that outputs power to
When an abnormality in the operation of the variable valve timing mechanism is detected, the internal combustion engine is controlled so that the internal combustion engine is continuously operated in an abnormal state control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. To determine whether or not the operation abnormality has been resolved by the detected change amount of the opening and closing timing at the time of execution of the abnormality control,
It is characterized by that.

  In this variable valve timing mechanism state determination method of the present invention, when an abnormal operation of the variable valve timing mechanism is detected, the internal combustion engine continues the abnormal time control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. It is executed while controlling the internal combustion engine so as to be operated at the same time, and it is determined whether or not the operation abnormality has been resolved based on the amount of change in the opening / closing timing when the abnormality control is executed. That is, the abnormality control is executed while continuously operating the internal combustion engine. Thus, the opening / closing timing can be detected when the abnormality control is executed, and it can be determined whether or not the operation abnormality of the variable valve timing mechanism has been resolved. In other words, it is possible to respond more appropriately when an abnormal operation of the variable valve timing mechanism is detected.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 2 is an external configuration diagram showing an external configuration of a variable valve timing mechanism 150. FIG. 2 is a configuration diagram showing an outline of a configuration of a variable valve timing mechanism 150. FIG. It is explanatory drawing which shows an example of the opening / closing timing of the intake valve 128 when the angle of the intake cam shaft 129 is advanced, and the opening / closing timing of the intake valve 128 when the angle of the intake cam shaft 129 is retarded. It is a block diagram which shows the outline of a structure of the lock pin 154. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; 5 is a flowchart showing an example of an opening / closing timing control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the mode of the time change of the duty ratio D of the oil control valve (OCV) 156 in control at the time of abnormality. It is explanatory drawing which shows an example of the target air-fuel ratio setting map. It is explanatory drawing which shows an example of the map for ignition timing correction value setting. FIG. 6 is an explanatory diagram showing an example of a charge control routine during control execution when a P position abnormality is executed, which is executed by the hybrid electronic control unit 70; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  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 a power output apparatus as 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 power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhaled and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 includes a variable valve timing mechanism 150 that can continuously change the opening / closing timing VT of the intake valve 128. 3 and 4 are configuration diagrams showing an outline of the configuration of the variable valve timing mechanism 150. FIG. The variable valve timing mechanism 150 is fixed to the intake camshaft 129 that opens and closes the intake valve 128 and the housing portion 152a fixed to the timing gear 164 connected to the crankshaft 26 via the timing chain 162, as shown in the figure. A vane-type VVT controller 152 including a vane portion 152b and an oil control valve 156 that applies hydraulic pressure to the advance chamber and the retard chamber of the VVT controller 152 are provided, and the advance of the VVT controller 152 is provided via the oil control valve 156. By adjusting the hydraulic pressure applied to the corner chamber and the retard chamber, the vane portion 152b is rotated relative to the housing portion 152a to continuously adjust the angle of the intake camshaft 129 at the opening / closing timing VT of the intake valve 128. To change. The oil acting on the advance chamber and the retard chamber is supplied from the oil pan 176 side when the mechanical oil pump 174 is driven to rotate as the crankshaft 26 rotates. FIG. 5 shows an example of the opening / closing timing VT of the intake valve 128 when the angle of the intake camshaft 129 is advanced and the opening / closing timing VT of the intake valve 128 when the angle of the intake camshaft 129 is retarded. In the embodiment, the angle of the intake camshaft 129 at the opening / closing timing VT of the intake valve 128 at which power is efficiently output from the engine 22 is used as a reference angle, and the angle of the intake camshaft 129 is advanced from the reference angle. The engine 22 can be in an operating state in which high torque can be output, and by reducing the angle of the intake camshaft 129, the pressure fluctuation in the cylinder of the engine 22 is reduced to stop or start the operation of the engine 22. It is comprised so that it can be set as the driving | running state suitable for. Hereinafter, increasing the opening / closing timing VT of the intake valve 128, that is, advancing the angle of the intake camshaft 129 is referred to as "advancing", and delaying the opening / closing timing VT of the intake valve 128, Reducing the angle of the intake camshaft 129 is referred to as “retarding”.

  Further, a lock pin 154 for fixing relative rotation between the housing portion 152a and the vane portion 152b is attached to the vane portion 152b of the VVT controller 152. FIG. 6 is a configuration diagram showing an outline of the configuration of the lock pin 154. As shown in the figure, the lock pin 154 includes a lock pin main body 154a and a spring 154b attached so that the lock pin main body 154a is biased toward the housing portion 152a, and the angle of the intake camshaft 129 is the most retarded angle. When it is positioned, the spring 154b is engaged with the groove 158 formed in the housing portion 152a by the spring force of the spring 154b to fix the vane portion 152b to the housing portion 152a. Further, the lock pin 154 is provided with a hydraulic actuator (not shown) so that the lock pin body 154a fitted in the groove 158 can be pulled out by applying a hydraulic pressure that overcomes the spring force of the spring 154b via the oil passage 159. Is provided.

  The engine ECU 24 that controls the engine 22 is configured as a microprocessor centered on the CPU 24a. In addition to the CPU 24a, a ROM 24b that stores processing programs, a RAM 24c that temporarily stores data, an input / output port (not shown), And a communication port. The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor that detects the coolant temperature of the engine 22. The cooling water temperature from 142, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake camshaft 129 of the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the exhaust camshaft that opens and closes the exhaust valve From the cam angle θca from the cam position sensor 144 to be detected, the throttle opening TH from the throttle valve position sensor 146 to detect the position of the throttle valve 124, and the air flow meter 148 attached to the intake pipe to detect the mass flow rate of the intake air Sucking The intake air amount Qa, the intake air temperature Ta from the temperature sensor 149 attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, the operation of the variable valve timing mechanism 150 from the temperature sensor Oil temperature etc. are input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing VT of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . Further, the engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140, or the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22. Based on Ne, volume efficiency (ratio of volume of air actually sucked in one cycle to stroke volume per cycle of engine 22) KL is calculated.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as 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.

  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. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R position). and so on.

  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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a as the drive shaft with the operation of the engine 22. Therefore, both can be considered as an engine operation mode.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 7 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Processing for inputting data necessary for control such as Nm2, intermittent prohibition flag F is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the intermittent prohibition flag F is a flag that is set to a value of 0 when the intermittent operation of the engine 22 is not prohibited and set to a value of 1 when the intermittent operation of the engine 22 is prohibited. The one set by the opening / closing timing control routine is input from the engine ECU 24 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 8 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, the set engine required power Pe * is compared with a threshold value Pref as a lower limit value of a power region in which the engine 22 can be operated relatively efficiently (step S120). When the required power Pe * is equal to or greater than the threshold value Pref, it is determined that the engine 22 is to be operated, and the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the required power Pe *. (Step S130). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 9 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated and the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30 are used to obtain the equation (2). To calculate the torque command Tm1 * of the motor MG1 (step S140), and using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35, Torque command Tm2 * is calculated by equation (3) (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 10 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. And fuel injection control, ignition control, opening / closing timing control, etc. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated to output the required torque Tr * to the ring gear shaft 32a serving as a drive shaft.

  When the required power Pe * is less than the threshold value Pref in step S120, the value of the intermittent prohibition flag F is checked (step S150). When the intermittent prohibition flag F is 0, it is determined that the engine 22 is not prohibited from being stopped. Then, a value 0 is set for both the target rotational speed Ne * and the target torque Te * of the engine 22 so that the engine 22 is stopped (step S160), and a value 0 is set for the torque command Tm1 * of the motor MG1 (step S180). ), The torque command Tm2 * of the motor MG2 is set by the above equation (3) (step S190), the set target rotational speed Ne * of the engine 22, the target torque Te *, the torque commands Tm1 * of the motors MG1 and MG2, Tm2 * is transmitted to each ECU (step S200), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * set to the value 0 performs intake air amount control, fuel injection control, ignition control, opening / closing timing control and the like when the engine 22 is being controlled. When the engine 22 is stopped and the operation of the engine 22 is stopped, the state is maintained. In this case, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft with the engine 22 stopped.

  When the intermittent prohibition flag F is a value of 1 in step S150, it is determined that the operation stop of the engine 22 is prohibited, and the target engine speed Ne * of the engine 22 is set to the target engine speed Ne * so that the engine 22 operates independently. Ni (for example, 1000 rpm or 1200 rpm) is set, the target torque Te * is set to 0 (step S170), the motor MG1 torque command Tm1 * is set to 0 (step S180), and the above-described formula ( 3), the torque command Tm2 * of the motor MG2 is set (step S190), and the set target rotational speed Ne * and target torque Te * of the engine 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to each ECU. (Step S200), and the drive control routine is terminated. In this case, the engine 22 can travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft while operating the engine 22 independently.

  Next, operation control of the engine 22 by the engine ECU 24, in particular, opening / closing timing control will be described. Detailed description of intake air amount control, ignition control, and fuel injection control is omitted.

  FIG. 11 is a flowchart illustrating an example of an opening / closing timing control routine executed by the engine ECU 24. This routine is performed when an abnormality control described later for eliminating the abnormal operation of the variable valve timing mechanism 150 is not performed, and from the hybrid electronic control unit 70 to the target rotational speed Ne * and the target torque Te *. And executed when received.

  When the opening / closing timing control routine is executed, the CPU 24a of the engine ECU 24 first sets the value 0 when the system is started (ignition is on) and sets the value when the operation abnormality of the variable valve timing mechanism 150 is determined after the system is started. The value of the operation abnormality confirmation flag G set to 1 is checked (step S300). When the operation abnormality confirmation flag G is 0, that is, when the operation abnormality of the variable valve timing mechanism 150 is not confirmed, the intake valve 128 is set. The target opening / closing timing VT * and the current opening / closing timing VT are input (step S310). Here, the target opening / closing timing VT * is input based on the target rotational speed Ne * of the engine 22 and the target torque Te *. The opening / closing timing VT is calculated based on the angle (θca−θcr) of the cam angle θca of the intake camshaft 129 of the intake valve 128 from the cam position sensor 144 to the crank angle θcr from the crank position sensor 140. It was supposed to be entered.

Subsequently, a timing difference ΔVT1 as a difference between the input target opening / closing timing VT * and the opening / closing timing VT is calculated (step S320), the calculated timing difference ΔVT1 is compared with the threshold value VT1ref (step S330), and the timing difference ΔVT1. Is the threshold VT
If it is greater than 1ref, it is determined whether or not the state has continued for a predetermined time t1 (step S340). Here, the threshold value VT1ref is used to determine whether or not the variable valve timing mechanism 150 is operating normally. For example, 5 ° or 10 ° can be used. The predetermined time t1 is a time required to determine that an operation abnormality has occurred in the variable valve timing mechanism 150. For example, 5 seconds or 10 seconds can be used. When the variable valve timing mechanism 150 is operating normally, the timing difference ΔVT1 is usually small. However, when foreign matter enters the oil passage 159, the variable valve timing mechanism 150 does not operate normally (the opening / closing timing VT does not change sufficiently when the target opening / closing timing VT * changes), and the timing difference ΔVT1 is May be relatively large. The processes of steps S330 and S340 are processes for determining whether or not an operation abnormality has occurred in the variable valve timing mechanism 150.

  When the timing difference ΔVT1 is less than or equal to the threshold value VT1ref, or when the timing difference ΔVT1 is greater than the threshold value VT1ref and the state does not continue for the predetermined time t1, the variable valve is set so that the opening / closing timing VT becomes the target opening / closing timing VT *. The normal control for controlling the timing mechanism 150 is executed (step S350), a value 0 is set to the intermittent prohibition flag F indicating whether or not the intermittent operation of the engine 22 is prohibited, and transmitted to the hybrid electronic control unit 70. (Step S480), the opening / closing timing control routine is terminated. In this case, the engine ECU 24 intermittently operates the engine 22 based on the target rotational speed Ne * and the target torque Te * from the hybrid electronic control unit 70.

  On the other hand, when the state in which the timing difference ΔVT1 is greater than the threshold value VT1ref continues for a predetermined time t1, it is determined that an operation abnormality has occurred in the variable valve timing mechanism 150. The unresolved number Nab, which is the number of times that the operation abnormality of the valve timing mechanism 150 has not been resolved, is compared with the threshold value Nabref (step S360). Here, the number of unresolved times Nab in the embodiment is a storage medium that can hold data even when the system is off (for example, a non-volatile memory such as a flash memory or a supplementary not shown regardless of whether the system is on or off). It is assumed that the value 0 is set as an initial value at the time of shipment from the factory, maintenance of the variable valve timing mechanism 150, or the like. Further, the threshold value Nabref is used to determine whether or not to execute control at the time of an abnormality, which will be described later, and can be used twice or three times, for example.

  When the number of unresolved times Nab is equal to or less than the threshold value Nabref, it is determined that the abnormality control is executed, the intermittent prohibition flag F is set to 1 and transmitted to the hybrid electronic control unit 70 (step S370), and the abnormality control is started. The opening / closing timing VT input in step S310 is set to the initial opening / closing timing VTset as the opening / closing timing VT when the operation is performed (step S380), and the execution of the control at the time of abnormality is started and the control time tc which is the time from the start of the execution is set. Timekeeping is started (step S390). The hybrid electronic control unit 70 that has received the intermittent prohibition flag F in which the value 1 is set sends the target rotational speed Ne * and the target torque Te * of the engine 22 to the engine ECU 24 so that the engine 22 is loaded or operated independently. Send. Therefore, when the intermittent prohibition flag F is 1, the operation of the engine 22 is continued. Further, in the case of abnormality control, in the embodiment, the duty ratio D of the oil control valve 156 changes between 0% and 100% so that the opening / closing timing VT of the intake valve 128 changes regardless of the target opening / closing timing VT *. (The hydraulic pressure applied to the advance chamber and the retard chamber of the VVT controller 152 is changed). FIG. 12 shows an example of how the duty ratio D of the oil control valve (OCV) 156 changes with time during abnormal control.

  When the execution of the abnormal time control is thus started, the opening / closing timing VT of the intake valve 128 is input (step S400), and a timing change amount ΔVT2 as a difference between the input opening / closing timing VT and the initial opening / closing timing VTset is calculated (step S400). In S410, the calculated timing change amount ΔVT2 is compared with the threshold value VT2ref (Step S420). Here, the threshold value VT2ref is used to determine whether or not the variable valve timing mechanism 150 operates, that is, whether or not the abnormal operation of the variable valve timing mechanism 150 has been resolved. ° can be used.

  Considering immediately after the execution of the control at the time of abnormality, the timing change amount ΔVT2 is less than the threshold value VT2ref, so it is determined whether or not the control time tc has reached the predetermined time tcref (step S430), and the control time tc. Is determined not to reach the predetermined time tcref, the process returns to step S400. Here, the predetermined time tcref is a time required to determine that the operation abnormality of the variable valve timing mechanism 150 is not eliminated, and for example, 10 seconds, 20 seconds, 25 seconds, or the like can be used. When the timing change amount ΔVT2 reaches or exceeds the threshold value VT2ref while the processes in steps S400 to S420 are repeatedly executed while executing the control at the time of abnormality, it is determined that the operation abnormality of the variable valve timing mechanism 150 has been resolved. Then, the intermittent prohibition flag F is set to 0 and transmitted to the hybrid electronic control unit 70 (step S480), and this routine is terminated. In the hybrid vehicle 20, the engine 22 is normally intermittently operated in order to improve fuel efficiency. However, when the engine 22 stops rotating during the control during the abnormality, the mechanical oil pump 174 stops rotating and the oil can be changed. It cannot be supplied to the valve timing mechanism 150, and since the cam position θca and the crank position θcr cannot be obtained and the opening / closing timing VT cannot be obtained, it is determined whether or not the operation abnormality of the variable valve timing mechanism 150 has been resolved. I can't. On the other hand, in the embodiment, it is possible to determine whether or not the operation abnormality of the variable valve timing mechanism 150 has been resolved by executing the control at the time of abnormality while continuously operating the engine 22. That is, it is possible to respond more appropriately when an operation abnormality occurs in the variable valve timing mechanism 150.

  On the other hand, when the control time tc reaches the predetermined time tcref in step S420, it is determined that the operation abnormality of the variable valve timing mechanism 150 is not eliminated, the execution of the abnormal time control is terminated (step S440), and the abnormality confirmation flag G is set. A value 1 is set (step S450), the unresolved number Nab is incremented and updated (step S460), and a lighting instruction signal for lighting the warning lamp 89 is transmitted to the hybrid electronic control unit 70 (step S470). Then, the intermittent prohibition flag F is set to 0 and transmitted to the hybrid electronic control unit 70 (step S480), and the open / close timing control routine is terminated. The hybrid electronic control unit 70 that has received the lighting instruction signal lights the warning lamp 89.

  When the value 1 is set in the abnormality confirmation flag G in this way, when this routine is executed after the next time, the abnormality confirmation flag G is the value 1 in step S300, and the opening / closing timing control is performed without controlling the variable valve timing mechanism 150. End the routine. As a result, after the operation abnormality of the variable valve timing mechanism 150 is determined from the system start to the system stop (1 trip), the variable valve timing mechanism 150 is not controlled (normal control and abnormal control are not executed). Become.

  Further, when the state in which the timing difference ΔVT1 is greater than the threshold value VT1ref continues for a predetermined time t1 in steps S330 and S340, if the unresolved number Nab is greater than the predetermined number Nabref in step S360, the above-described abnormality control is executed. Without closing, the open / close timing control routine is terminated. Thereby, it is possible to suppress the frequency of execution of the abnormality control (control for changing the opening / closing timing VT regardless of the target rotational speed Ne * and the target torque Te * of the engine 22), and to suppress deterioration of fuel consumption. Can do.

  According to the hybrid vehicle 20 of the embodiment described above, when the state in which the timing difference ΔVT1 as the difference between the target opening / closing timing VT * and the opening / closing timing VT is greater than the threshold value VT1ref continues for a predetermined time t1, the variable valve timing is set. Since it is determined that an abnormal operation has occurred in the mechanism 150 and the abnormal time control for eliminating the abnormal operation of the variable valve timing mechanism 150 is executed while the engine 22 is continuously operated, it can be detected when the engine 22 is rotating. It is possible to determine whether or not the abnormal operation of the variable valve timing mechanism 150 has been eliminated by using the amount of change in the open / close timing VT. That is, when an abnormal operation of the variable valve timing mechanism 150 is detected, a more appropriate response can be made. Moreover, according to the hybrid vehicle 20 of the embodiment, even when the state in which the timing difference ΔVT1 is greater than the threshold value VT1ref continues for the predetermined time t1, the control at the time of abnormality is not executed when the unresolved number Nab is greater than the predetermined number Nabref. In addition, it is possible to suppress the execution frequency of the abnormal time control, and to suppress the deterioration of fuel consumption.

  In the hybrid vehicle 20 according to the embodiment, when the state in which the timing difference ΔVT1 is greater than the threshold value VT1ref continues for the predetermined time t1, the abnormal time control is executed when the unresolved number Nab is equal to or smaller than the predetermined number Nabref. When the Nab is greater than the predetermined number of times Nabref, the control at the time of abnormality is not executed. It may be executed.

  In the hybrid vehicle 20 of the embodiment, even when the abnormal operation of the variable valve timing mechanism 150 is not solved by the execution of the abnormal time control, the prohibition of the intermittent operation of the engine 22 is canceled after the abnormal time control is finished. When the operation abnormality of the valve timing mechanism 150 is not resolved, the prohibition of the intermittent operation of the engine 22 may be continued even after the abnormal control is finished.

  In the hybrid vehicle 20 of the embodiment, when the state in which the timing difference ΔVT1 is greater than the threshold value VT1ref continues for the predetermined time t1, it is determined that an operation abnormality has occurred in the variable valve timing mechanism 150, and the variable valve timing mechanism 150 The abnormal-time control for eliminating the abnormal operation is executed while the engine 22 is continuously operated. However, when it is determined that the variable valve timing mechanism 150 has an abnormal operation, the abnormal operation occurs. Anomaly occurrence information indicating that the data has been stored is stored in a storage medium that can retain data even when the system is off (for example, a non-volatile memory such as a flash memory or an auxiliary battery (not shown) regardless of whether the system is on or off). Is stored in a RAM of a power supply electronic control unit (not shown). Good. In this way, even when an abnormality occurs in the variable valve timing mechanism 150 and the abnormality is eliminated by the control at the time of abnormality, a history of the abnormality occurring in the variable valve timing mechanism 150 can be retained, and this can be maintained during maintenance. You can refer to the history.

  In the hybrid vehicle 20 of the embodiment, the determination of whether or not the engine 22 has misfired (detection of misfire) has not been described, but whether or not the engine 22 has misfired when the control at the time of abnormality is not executed. It is good also as what does not determine whether the engine 22 has misfired during execution of control at the time of abnormality. During execution of the abnormal time control, which is control for changing the opening / closing timing VT regardless of the target rotational speed Ne * and the target torque Te *, the output torque from the engine 22 and the rotational speed Ne are likely to fluctuate. For this reason, when determining whether or not the engine 22 has misfired based on fluctuations in the output torque and the rotational speed Ne, if this determination is performed during the abnormal time control, the output torque from the engine 22 due to the abnormal time control. There is a possibility of misjudgment of misfire of the engine 22 due to fluctuations in the rotational speed Ne. Therefore, misjudgment of misfiring of the engine 22 can be suppressed by not determining whether or not the engine 22 has misfired during execution of the abnormal time control.

  In the hybrid vehicle 20 according to the embodiment, detailed description of the fuel injection control and the ignition control of the engine 22 during execution of the abnormal time control is omitted, but during the execution of the abnormal time control, the rotational speed Ne and volume of the engine 22 are omitted. Fuel injection control or ignition control may be performed based on the efficiency KL or the like. In this case, as illustrated in the target air-fuel ratio setting map of FIG. 13, for example, the fuel injection control tends to decrease as the rotational speed Ne of the engine 22 decreases, and decreases as the volumetric efficiency KL of the engine 22 decreases. The target air-fuel ratio AF * is set to the tendency, and fuel injection is performed for the fuel injection time corresponding to the target fuel injection amount Qf * determined based on the intake air amount Qa so that the air-fuel ratio AF becomes the target air-fuel ratio AF *. This can be done by outputting a drive signal to the fuel injection valve 26. For ignition control, for example, the basic ignition timing Tftmp as the basic value of the target ignition timing Tf * is set in the same manner as when the abnormal time control is not executed, and the ignition timing correction value in FIG. The ignition timing correction value ΔTf is set so as to be faster as the rotational speed Ne of the engine 22 is smaller and as the volumetric efficiency KL of the engine 22 is smaller, and is determined as a timing earlier by the correction value ΔTf than the basic ignition timing Tftmp. This can be done by outputting a control signal to the ignition coil 138 so that ignition is performed at the target ignition timing Tf *. By performing the fuel injection control and the ignition control in this way, it is possible to more appropriately suppress misfiring due to unstable combustion of the engine 22 during execution of the abnormal time control.

  In the hybrid vehicle 20 of the embodiment, when an abnormal operation occurs in the variable valve timing mechanism 150 during running and the control at the time of abnormality is executed, when the required power Pe * is equal to or greater than the threshold value Pref, the engine 22 is loaded and the required power Pe When * is less than the threshold value Pref, the engine 22 is operated independently. However, the engine 22 may be operated under load even when the required power Pe * is less than the threshold value Pref. By doing so, it is possible to further suppress the operating state of the engine 22 becoming unstable during the execution of the abnormal time control, causing the rotational fluctuation of the engine 22 to increase or misfire, and the like.

  In the hybrid vehicle 20 of the embodiment, it has been described that when the abnormal operation occurs in the variable valve timing mechanism 150 during traveling, the abnormality control is executed while the engine 22 is continuously operated. When an abnormal operation occurs in the variable valve timing mechanism 150 at the parking position (when the drive wheels 63a and 63b are locked by a parking lock mechanism (not shown)), the generated power of the motor MG1 using the power from the engine 22 The abnormality control may be executed while controlling the engine 22 and the motor MG1 so that the battery 50 is charged. The control of the engine 22 and the motor MG1 in this case will be described using the charge control routine at the time of execution of the P position abnormality control in FIG. In the routine of FIG. 15, the hybrid electronic control unit 70 receives the intermittent prohibition flag F set with the value 1 from the engine ECU 24 and then receives the intermittent prohibition flag F set with the value 0 from the engine ECU 24. Until that is, that is, while the abnormal time control is being executed, it is repeatedly executed at predetermined time intervals. In this routine, the rotational speed Nch of the engine 22 for charging the battery 50 is set as the target rotational speed Ne * of the engine 22, and the torque Tch of the engine 22 for charging the battery 50 is set as the target torque Te * of the engine 22. (Step S500), the torque command Tm1 * of the motor MG1 is set (Step S510) using the value obtained by setting “Nm2” in the above formula (1) to 0 and the formula (2) (step S510). The target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S520), and this routine is terminated. By performing the abnormal control while the engine 22 is operating under load in this way, the operating state of the engine 22 during the abnormal control is executed as compared with the case where the abnormal control is performed while the engine 22 is operating independently. It becomes possible to further prevent the engine 22 from becoming unstable and causing the rotational fluctuation of the engine 22 to increase or misfire. Note that the rotation speed Nch and the torque Tch can be fixed values as values in a range that can sufficiently suppress the operation state of the engine 22 from becoming unstable during execution of the control at the time of abnormality. It can also be set based on the remaining capacity (SOC) of the battery 50 or the like.

  In the hybrid vehicle 20 of the embodiment, the mechanical oil pump 174 that is driven by the rotation of the crankshaft 26 and supplies oil to the variable valve timing mechanism 150 is provided. However, instead of or in addition to this, an electric motor is used. An electric oil pump that is driven to supply oil to the variable valve timing mechanism 150 may be provided.

  In the hybrid vehicle 20 of the embodiment, the variable valve timing mechanism 150 that can change only the opening / closing timing of the intake valve 128 is used. Instead, the variable valve timing mechanism that can change only the opening / closing timing of the exhaust valve is used. Or a variable valve timing mechanism capable of changing the opening / closing timings of the intake valve 128 and the exhaust valve may be used.

In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, the crankshaft 26 of the engine 22, the rotation shaft of the motor MG1, the power distribution integration mechanism 30 connected to the ring gear shaft 32a as the drive shaft, the ring gear shaft The motor MG2 is mounted so as to output power to 32a. However, as exemplified in the hybrid vehicle 120 of the modified example of FIG. 16, an axle (drive wheel) to which a ring gear shaft 32a as a drive shaft is connected. The motor MG2 may be attached to output power to an axle different from the axle to which the wheels 63a and 63b are connected (an axle connected to the wheels 64a and 64b in FIG. 16), or the hybrid vehicle illustrated in FIG. As illustrated in 220, the transmission 23 is connected to the drive shaft connected to the drive wheels 63a and 63b. The motor MG is attached via the motor MG, and the engine 22 is connected to the rotation shaft of the motor MG via the clutch 229. The power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230. In addition, the power from the motor MG may be output to the drive shaft via the transmission 230. Further, as exemplified in the hybrid vehicle 320 of the modified example of FIG. 18, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 63a and 63b are connected (the axle connected to the wheels 64a and 64b in FIG. 18).

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. It is good also as a form of a power output device. Moreover, it is good also as a form of the state determination method of the variable valve timing mechanism in such a power output device.

  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 variable valve timing mechanism 150 corresponds to “variable valve timing mechanism”, the engine 22 corresponds to “internal combustion engine”, the motor MG2 corresponds to “electric motor”, and detects the cam angle θca of the intake valve 128. The cam position sensor 144 that detects the crank angle θcr, and the engine ECU 24 that calculates the open / close timing VT based on the angle (θca−θcr) of the cam angle θca with respect to the crank angle θcr are “open / close timing”. The variable valve timing mechanism 150 operates abnormally when the state in which the timing difference ΔVT1 as the difference between the target opening / closing timing VT * and the opening / closing timing VT is greater than the threshold value VT1ref continues for a predetermined time t1. In the intermittent prohibition flag F. Is transmitted to the hybrid electronic control unit 70, and the control at the time of abnormality for eliminating the operation abnormality of the variable valve timing mechanism 150 is executed, and the variable valve timing mechanism 150 of the variable valve timing mechanism 150 is changed by the change amount of the opening / closing timing VT at that time. The engine ECU 24 that executes the opening / closing timing control routine of FIG. 11 for determining whether or not the operation abnormality has been resolved corresponds to “abnormality process execution means”.

  Here, the “variable valve timing mechanism” is not limited to the variable valve timing mechanism 150, and any variable valve timing mechanism may be used as long as the opening / closing timing of the intake valve or the exhaust valve is changed by adjusting the hydraulic pressure of the hydraulic oil. It doesn't matter. 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 MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “opening / closing timing detecting means” is limited to one that calculates the opening / closing timing VT based on the angle (θca−θcr) of the cam angle θca from the cam position sensor 144 to the crank angle θcr from the crank position sensor 140. Instead, any device that detects the opening / closing timing during rotation of the internal combustion engine may be used. As the “abnormal time processing execution means”, the variable valve timing mechanism 150 is used when a state where the timing difference ΔVT1 as the difference between the target opening / closing timing VT * and the opening / closing timing VT is greater than the threshold value VT1ref continues for a predetermined time t1. When the engine 22 continues to operate, the on-off timing that can be detected when the engine 22 is rotating is determined. It is not limited to determining whether or not the operation abnormality of the variable valve timing mechanism 150 has been resolved using the amount of change in VT. When the operation abnormality of the variable valve timing mechanism is detected, the hydraulic oil pressure is The internal combustion engine will continue to operate under abnormal control that controls the variable valve timing mechanism to change. Run while controlling the internal combustion engine, but may be any so long as the abnormal operation determining whether resolved by variation of the opening and closing timing at the time of abnormality control run.

  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 power output devices and hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 30 planetary gear, 36 drive shaft, 40 electronic control unit for motor (Motor ECU), 41, 42 inverter, 50 battery, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 82 shift position sensor, 84 Accelerator pedal position sensor, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Warning light, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Suction Valve, 129 Intake camshaft, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 152 VVT controller, 152a housing part, 152b vane part, 154 lock pin, 154a lock pin body, 154b spring, 156 oil Control valve, 158 groove, 159 oil passage, 162 timing chain, 164 timing gear, 174 Mechanical oil pump, 176 oil pan, 229 clutch, 230, 330 transmission, MG, MG1, MG2 motor.

Claims (11)

An internal combustion engine having a variable valve timing mechanism for changing an opening / closing timing of an intake valve and / or an exhaust valve by adjusting hydraulic pressure of hydraulic oil, and an electric motor for inputting / outputting power to / from a drive shaft. A power output device capable of outputting an electric power output from the electric motor to the drive shaft and an engine operation output outputting the power to the drive shaft with the operation of the internal combustion engine. ,
Open / close timing detection means for detecting the open / close timing when the internal combustion engine rotates;
When an abnormality in the operation of the variable valve timing mechanism is detected, the internal combustion engine is controlled so that the internal combustion engine is continuously operated in an abnormal state control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. An abnormality time processing execution means for determining whether or not the operation abnormality has been resolved based on the detected change amount of the opening / closing timing at the time of execution of the abnormality time control,
A power output device comprising: The power output device according to claim 1,
When the abnormal operation processing means detects the abnormal operation, when the number of unresolved times, which is the number of times it has been determined that the abnormal operation has not been resolved up to now, is equal to or greater than a predetermined number of times, A means of not performing control,
Power output device. The power output device according to claim 1 or 2,
The abnormal time processing execution means is a predetermined time required for detecting the operation abnormality when a difference between the opening / closing timing of the intake valve and a target opening / closing timing which is a target value of the opening / closing timing is equal to or greater than a predetermined value. When it continues over the above, it is means for detecting the abnormal operation.
Power output device. A power output device according to any one of claims 1 to 3,
The abnormal time process execution means is means for storing information indicating that the operation abnormality is detected in a storage means for storing information when the operation abnormality is detected.
Power output device. A power output device according to any one of claims 1 to 4,
The abnormal time process execution means is means for not determining whether or not the internal combustion engine has misfired during execution of the abnormal time control.
Power output device. A power output device according to any one of claims 1 to 5,
The abnormal time processing execution means operates the internal combustion engine at an air-fuel ratio that tends to decrease as the rotational speed of the internal combustion engine decreases and decreases as the volumetric efficiency of the internal combustion engine decreases during execution of the abnormal time control. Means for controlling the internal combustion engine to be
Power output device. The power output device according to any one of claims 1 to 6,
The abnormal-time process execution means, during the execution of the abnormal-time control, is accompanied by ignition at a timing that tends to be faster as the rotational speed of the internal combustion engine is smaller and earlier as the volumetric efficiency of the internal combustion engine is smaller. Means for controlling the internal combustion engine to be operated;
Power output device. A power output device according to any one of claims 1 to 7,
A mechanical hydraulic pump that is driven by rotation of the output shaft of the internal combustion engine and supplies the hydraulic oil to the variable valve timing mechanism;
A power output device comprising:   A hybrid vehicle comprising the power output device according to any one of claims 1 to 8, and an axle connected to the drive shaft. The hybrid vehicle according to claim 9,
A generator capable of generating electricity using power from the internal combustion engine;
A secondary battery capable of exchanging electric power with the generator and the motor;
With
The abnormal time process execution means is configured to charge the secondary battery with the power generated by the generator using the power from the internal combustion engine when the abnormal operation is detected when the shift position is the parking position. Means for executing the abnormal time control while controlling the internal combustion engine and the generator;
Hybrid car. An internal combustion engine equipped with a variable valve timing mechanism that changes the opening and closing timing of the intake valve and / or the exhaust valve by adjusting the hydraulic pressure of the hydraulic oil, an electric motor that inputs and outputs power to the drive shaft, and the rotation of the internal combustion engine Open / close timing detection means for detecting open / close timing, and the drive shaft with the electric output for outputting the power from the electric motor to the drive shaft in a state where the operation of the internal combustion engine is stopped and the operation of the internal combustion engine. A state determination method of a variable valve timing mechanism in a power output device capable of engine operation output that outputs power to
When an abnormality in the operation of the variable valve timing mechanism is detected, the internal combustion engine is controlled so that the internal combustion engine is continuously operated in an abnormal state control for controlling the variable valve timing mechanism so that the hydraulic pressure of the hydraulic oil changes. To determine whether or not the operation abnormality has been resolved by the detected change amount of the opening and closing timing at the time of execution of the abnormality control,
A state determination method for a variable valve timing mechanism.

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