JP2009281260A - Internal combustion engine device and start control method for internal combustion engine - Google Patents

Abstract

Deterioration of emissions is suppressed by more appropriately performing initial fuel injection at the start of an internal combustion engine.
A predicted intake air amount KL is predicted on the basis of an engine speed Ne, a throttle opening Th, an intake pipe negative pressure Pin, and the like (S140), and an engine first calculated immediately after determining a crank angle CA. The correction coefficient k1 is set so as to decrease as the rotation speed Ne increases (S150), and the execution intake air amount KL * is set by multiplying the predicted intake air amount KL by the correction coefficient k1 (S160). Then, the initial fuel injection amount τ is set for the execution intake air amount KL * (S170), and the engine is started by performing fuel injection of the initial fuel injection amount τ. Thereby, fuel injection can be performed more appropriately, and deterioration of emission at the time of starting can be suppressed.
[Selection] Figure 4

Description

  The present invention relates to an internal combustion engine device and a start control method of the internal combustion engine, and more specifically, an internal combustion engine device including an internal combustion engine and an electric motor capable of outputting torque to an output shaft of the internal combustion engine, and an internal combustion engine in such an internal combustion engine device. The present invention relates to a start control method.

Conventionally, as this type of internal combustion engine device, one has been proposed in which when the engine is started, the fuel injection time is shortened as the cranking speed increases (for example, see Patent Document 1). In this device, the fuel injection time is set based on the fact that the higher the cranking speed, the smaller the intake air amount, and the air-fuel ratio of the air-fuel mixture at the time of starting is made more appropriate.
JP 2004-162691 A

  Normally, the fuel injection amount of the engine is calculated from the intake air amount. However, since the intake air amount cannot be accurately predicted immediately after the engine cranking is started, the air-fuel ratio varies and the emission deteriorates. Cases arise. In particular, in the case of a hybrid vehicle equipped with a crank position detection sensor that needs to detect the reference position to detect the crank position of the engine, the engine is cranked with a relatively large torque in order to quickly pass through the resonance frequency band. In order to perform ranking, the engine speed when the crank speed reference position can be detected and the engine speed can be calculated differs greatly depending on the crank position when cranking is started. A large deviation occurs in the predicted value of the air amount, and proper fuel injection cannot be performed, leading to a deterioration in emissions.

  An internal combustion engine device and an internal combustion engine start control method according to the present invention are mainly intended to suppress the deterioration of emissions by more appropriately performing initial fuel injection at the start of the internal combustion engine.

  The internal combustion engine device and the internal combustion engine start control method of the present invention employ the following means in order to achieve the main object described above.

The first internal combustion engine device of the present invention is
An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft of the internal combustion engine based on the amount of rotation from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position ,
A rotational speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. A predicted intake air amount calculating means for calculating a predicted intake air amount;
Correction coefficient setting means for setting a correction coefficient so as to decrease as the rotation speed of the internal combustion engine first calculated by the rotation speed calculation means with cranking of the internal combustion engine increases;
An execution intake air amount setting means for setting the execution intake air amount by multiplying the calculated predicted intake air amount by the set correction coefficient;
When starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked, and when the fuel is first injected along with the cranking of the internal combustion engine, the set intake air amount for execution is set. And a start time control means for controlling the internal combustion engine so that the fuel injection amount is set with respect to the set fuel injection amount and the internal combustion engine is started.
It is a summary to provide.

  In the first internal combustion engine device of the present invention, when starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked. For the internal combustion engine, this is a predicted value of the intake air amount of the internal combustion engine based on the rotation speed calculated from the time when the rotation speed of the internal combustion engine is first calculated by the rotation speed calculation means with cranking of the internal combustion engine. The predicted intake air amount is calculated and a correction coefficient is set to tend to decrease as the internal combustion engine speed first calculated by the rotational speed calculation means according to the cranking of the internal combustion engine becomes smaller, and corrected to the predicted intake air amount. Multiply the coefficient to set the intake air volume for execution. When the fuel is first injected along with the cranking of the internal combustion engine, the fuel injection amount is set with respect to the intake air amount for execution, and the set fuel injection amount is injected to start the internal combustion engine. Control the internal combustion engine. Here, the correction coefficient is based on the fact that the difference between the actual intake air amount and the predicted intake air amount shifts in a direction of decreasing as the rotational speed of the internal combustion engine calculated first after the cranking starts. It can be determined by experiment. By such control, the first fuel injection at the time of starting the internal combustion engine can be performed more appropriately, thereby suppressing the deterioration of the emission.

The second internal combustion engine device of the present invention is
An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft of the internal combustion engine based on the amount of rotation from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position ,
A rotational speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. A predicted intake air amount calculating means for calculating a predicted intake air amount;
Correction coefficient setting means for setting a correction coefficient so as to increase as the angular difference between the rotational position detected by the rotational position detection means and the reference position increases when the operation of the internal combustion engine is stopped;
An execution intake air amount setting means for setting the execution intake air amount by multiplying the calculated predicted intake air amount by the set correction coefficient;
When starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked, and when the fuel is first injected along with the cranking of the internal combustion engine, the set intake air amount for execution is set. And a start time control means for controlling the internal combustion engine so that the fuel injection amount is set with respect to the set fuel injection amount and the internal combustion engine is started.
It is a summary to provide.

  In the second internal combustion engine device of the present invention, when starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked. For the internal combustion engine, this is a predicted value of the intake air amount of the internal combustion engine based on the rotation speed calculated from the time when the rotation speed of the internal combustion engine is first calculated by the rotation speed calculation means with cranking of the internal combustion engine. The predicted intake air amount is calculated and the correction coefficient is set so that the larger the angle difference between the rotational position detected by the rotational position detection means and the reference position when the operation of the internal combustion engine is stopped, the larger the predicted intake air amount. The amount of intake air for execution is set by multiplying the amount by the correction factor. When the fuel is first injected along with the cranking of the internal combustion engine, the fuel injection amount is set with respect to the intake air amount for execution, and the set fuel injection amount is injected to start the internal combustion engine. Control the internal combustion engine. Here, the correction coefficient is the rotation position of the output shaft of the internal combustion engine (rotation position when cranking is started) when the difference between the actual intake air amount and the predicted intake air amount stops the operation of the internal combustion engine. This is based on the fact that the larger the angle difference from the reference position, the larger the difference, and this can be determined by experimentation. By such control, the first fuel injection at the time of starting the internal combustion engine can be performed more appropriately, thereby suppressing the deterioration of the emission.

The first internal combustion engine braking control method of the present invention comprises:
The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position In an internal combustion engine device comprising: rotational position detection means for detecting a rotational position of an output shaft of the internal combustion engine based on the rotation speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position A starting control method for the internal combustion engine,
Controlling the electric motor so that the internal combustion engine is cranked;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. The predicted intake air amount is calculated, and a correction coefficient is set so as to decrease as the rotational speed of the internal combustion engine first calculated by the rotational speed calculation means according to the cranking of the internal combustion engine increases. The execution intake air amount is set by multiplying the predicted intake air amount by the set correction coefficient, and when the fuel is first injected along with the cranking of the internal combustion engine, the execution intake air amount is set with respect to the set intake intake air amount. Setting a fuel injection amount, and controlling the internal combustion engine so that the set fuel injection amount is injected to start the internal combustion engine;
It is characterized by that.

  In this first internal combustion engine start control method of the present invention, when starting the internal combustion engine, the motor is controlled so that the internal combustion engine is cranked. For the internal combustion engine, this is a predicted value of the intake air amount of the internal combustion engine based on the rotation speed calculated from the time when the rotation speed of the internal combustion engine is first calculated by the rotation speed calculation means with cranking of the internal combustion engine. The predicted intake air amount is calculated and a correction coefficient is set to tend to decrease as the internal combustion engine speed first calculated by the rotational speed calculation means according to the cranking of the internal combustion engine becomes smaller, and corrected to the predicted intake air amount. Multiply the coefficient to set the intake air volume for execution. When the fuel is first injected along with the cranking of the internal combustion engine, the fuel injection amount is set with respect to the intake air amount for execution, and the set fuel injection amount is injected to start the internal combustion engine. Control the internal combustion engine. Here, the correction coefficient is based on the fact that the difference between the actual intake air amount and the predicted intake air amount shifts in a direction of decreasing as the rotational speed of the internal combustion engine calculated first after the cranking starts. It can be determined by experiment. By such control, the first fuel injection at the time of starting the internal combustion engine can be performed more appropriately, thereby suppressing the deterioration of the emission.

A second internal combustion engine start control method according to the present invention includes:
The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position In an internal combustion engine device comprising: rotational position detection means for detecting a rotational position of an output shaft of the internal combustion engine based on the rotation speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position A starting control method for the internal combustion engine,
Controlling the electric motor so that the internal combustion engine is cranked;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. Calculating a predicted intake air amount and setting a correction coefficient so as to increase as the angular difference between the rotational position detected by the rotational position detecting means and the reference position increases when the operation of the internal combustion engine is stopped; The execution intake air amount is set by multiplying the calculated predicted intake air amount by the set correction coefficient, and when the fuel is first injected along with the cranking of the internal combustion engine, the set execution intake air amount is set. A fuel injection amount is set to control the internal combustion engine so that the set fuel injection amount is injected and the internal combustion engine is started.
It is characterized by that.

  In the second internal combustion engine start control method of the present invention, when starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked. For the internal combustion engine, this is a predicted value of the intake air amount of the internal combustion engine based on the rotation speed calculated from the time when the rotation speed of the internal combustion engine is first calculated by the rotation speed calculation means with cranking of the internal combustion engine. The predicted intake air amount is calculated and the correction coefficient is set so that the larger the angle difference between the rotational position detected by the rotational position detection means and the reference position when the operation of the internal combustion engine is stopped, the larger the predicted intake air amount. The amount of intake air for execution is set by multiplying the amount by the correction factor. When the fuel is first injected along with the cranking of the internal combustion engine, the fuel injection amount is set with respect to the intake air amount for execution, and the set fuel injection amount is injected to start the internal combustion engine. Control the internal combustion engine. Here, the correction coefficient is the rotation position of the output shaft of the internal combustion engine (rotation position when cranking is started) when the difference between the actual intake air amount and the predicted intake air amount stops the operation of the internal combustion engine. This is based on the fact that the larger the angle difference from the reference position, the larger the difference, and this can be determined by experimentation. By such control, the first fuel injection at the time of starting the internal combustion engine can be performed more appropriately, thereby suppressing the deterioration of the emission.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one embodiment of the present invention. In the hybrid vehicle 20 of the embodiment, a carrier is connected to an engine 22, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the operation of the engine 22, and a crankshaft 26 of the engine 22, and driving wheels. A planetary gear mechanism 30 in which a ring gear is coupled to a drive shaft connected to the drive shafts 63a and 63b via a differential gear 62, a motor MG1 capable of generating electricity connected to a sun gear of the planetary gear mechanism 30, and power to the drive shaft. A motor MG2 capable of generating and outputting power, inverters 41 and 42 as drive circuits for the motors MG1 and MG2, a battery 50 for exchanging power with the motors MG1 and MG2 via the inverters 41 and 42, and the entire vehicle are controlled. Electronic control unit for hybrid Hereinafter, and a called.) 70 HVECU. The HVECU 70 is connected to the rotational positions of the rotors of the motors MG1 and MG2 from a position detection sensor (not shown) attached to the motors MG1 and MG2 and the motors MG1 and MG2 from a current sensor (not shown) attached to the inverters 41 and 42. The applied phase current, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator pedal from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 The opening degree Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via an input port (not shown). The HVECU 70 outputs a switching control signal to the inverters 41 and 42 via an output port (not shown). The HVECU 70 is connected to the engine ECU 24 via a communication port (not shown), and exchanges various control signals and data with the engine ECU 24.

  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. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is 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 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve , The throttle opening Th from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal AF from the air flow meter 148 attached to the intake pipe, and the temperature sensor 1 also attached to the intake pipe 9, the intake pipe negative pressure Pin from the vacuum sensor 147 attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135 a, the oxygen signal from the oxygen sensor 135 b, etc. are input via the input port. Yes. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. As shown in FIG. 3, the crank position sensor 140 described above is attached so as to rotate in synchronization with the crankshaft 26, and teeth are formed every 10 degrees. It is configured as an electromagnetic pickup sensor having a timing rotor 140a having teeth, and generates a shaped wave every time the crankshaft 26 rotates 10 degrees. In the engine ECU 24, after the reference position is detected and the crank angle CA is determined (the crank angle CA for detecting the first tooth after the reference position is 10 degrees), the crank angle CA is determined based on the shaped wave from the crank position sensor 140. Is calculated as the rotational speed Ne of the engine 22. The internal combustion engine device according to the embodiment includes an engine 22, a motor MG1 capable of cranking the engine 22, various sensors attached to the engine 22, and an engine ECU 24.

  Next, the operation of the internal combustion engine device mounted on the hybrid vehicle 20 of this embodiment, particularly, the operation when setting the initial fuel injection amount when the engine 22 is started will be described. FIG. 4 is a flowchart illustrating an example of an initial fuel injection control routine that is executed by the engine ECU 24 in order to set the initial fuel injection amount when the engine 22 is started. This routine is executed when a control signal for starting the engine 22 is received from the HVECU 70. The engine 22 is started by driving the motor MG1 by the HVECU 70 to crank the engine 22, and fuel injection and ignition are performed by the engine ECU 24 in accordance with the cranking.

  When the initial fuel injection control routine is executed, the CPU 24a of the engine ECU 24 has missing teeth formed in the timing rotor 140a by the crank position sensor 140 attached to the crankshaft that rotates as the engine 22 is cranked by the motor MG1. Waiting for the crank angle CA to be determined by detecting the (reference position) (steps S100 and S110), the engine speed Ne is calculated based on the time required for the crank angle CA to rotate 30 degrees (step S100). S120). Therefore, the time from the start of cranking to the first calculation of the rotational speed Ne of the engine 22 is the rotational position of the crankshaft 26 when cranking is started (the missing tooth of the timing rotor 140a of the crank position sensor 140). The rotational speed Ne of the engine 22 calculated first differs from the rotational position (crank angle) of the crankshaft 26 when cranking is started. Become. In the embodiment, since the engine 22 is cranked by a relatively large torque from the motor MG1 that can receive the torque of the engine 22 via the planetary gear mechanism 30, the engine speed Ne calculated first is 400. It was the range of about ~ 700 rpm.

  Next, the throttle opening Th from the throttle valve position sensor 146 and the intake pipe negative pressure Pin from the vacuum sensor 147 are input (step S130), and the engine speed Ne, the throttle opening Th, the intake pipe negative pressure are input. A predicted intake air amount KL that is predicted as an intake air amount based on Pin is set (step S140). As the predicted intake air amount KL, in the embodiment, the relationship between the rotational speed Ne of the engine 22, the throttle opening Th, the intake pipe negative pressure Pin, and the predicted intake air amount KL is set in advance by simulation or the like, and the predicted intake air amount KL is set. It is stored in the ROM 24b as a setting map, and is set by deriving the corresponding predicted intake air amount KL from the map when the engine speed Ne, the throttle opening Th, and the intake pipe negative pressure Pin are given. However, in addition to this, other detection values such as an air flow meter signal AF from the air flow meter 148 and an intake air temperature from the temperature sensor 149 may be set, or a part of these detection values may be used. It may be set.

  When the predicted intake air amount KL is set, the correction coefficient k1 is set based on the engine speed Ne calculated first after the crank angle CA is determined (step S150), and the set correction coefficient k1 is used as the predicted intake air amount. The execution intake air amount KL * is set by multiplying KL (step S160). In the embodiment, the correction coefficient k1 is stored in the ROM 24b as a correction coefficient setting map by predetermining the relationship between the rotation speed Ne of the engine 22 calculated first and the correction coefficient k1 in advance. When the rotation speed Ne is given, the corresponding correction coefficient k1 is derived and set from the map. An example of the correction coefficient setting map is shown in FIG. As shown in the figure, the correction coefficient k1 is set so as to decrease as the rotational speed Ne of the engine 22 calculated first increases. As described above, the effective intake air amount KL * is set by multiplying the predicted intake air amount KL by the correction coefficient k1 because the predicted intake air amount KL for the first fuel injection is in a transient state. This is based on the fact that an error is likely to occur in the intake air amount, and that the simulation is based on the average cranking of the engine 22 in order to generalize the predicted intake air amount KL. The reason why the correction coefficient k1 is set so as to decrease as the rotational speed Ne of the engine 22 calculated first is larger is based on the fact that the negative pressure of the intake pipe increases and the intake air amount decreases as the rotational speed Ne increases.

  When the execution intake air amount KL * is thus set, the initial fuel injection amount τ is set based on the execution intake air amount KL * (step S170), and this routine is terminated. In the embodiment, the initial fuel injection amount τ is set by calculating the basic fuel injection amount τ0 that is the stoichiometric air-fuel ratio with respect to the execution intake air amount KL * by adding an increase correction τ1 at the start. As long as it is obtained based on the predicted intake air amount KL, it may be set by any method. When the initial fuel injection amount τ is thus set, the initial fuel injection amount τ is injected from the fuel injection valve 126 at the timing of the first fuel injection, and is ignited at the ignition timing of the corresponding cylinder, whereby the engine 22 is started. . It should be noted that the fuel injection amount is set using the predicted intake air amount KL in place of the execution intake air amount KL * for the next and subsequent annual injections.

  According to the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment described above, the correction coefficient k1 is set such that the larger the rotational speed Ne of the engine 22 calculated first immediately after determining the crank angle CA, the smaller the tendency. In addition, the effective intake air amount KL * is set by multiplying the predicted intake air amount KL predicted based on the engine speed Ne, the throttle opening Th, the intake pipe negative pressure Pin, and the like by the correction coefficient k1 set. By performing fuel injection using the initial fuel injection amount τ set for the execution intake air amount KL *, it is possible to perform fuel injection more appropriately. As a result, it is possible to suppress the deterioration of the emission at the start of the engine 22.

  In the internal combustion engine device mounted on the hybrid vehicle 20 of the embodiment, the correction coefficient k1 is set so as to decrease as the rotational speed Ne of the engine 22 calculated first immediately after the crank angle CA is determined. The rotational speed Ne of the engine 22 calculated first immediately after the crank angle CA is determined depends on the rotational position of the crankshaft 26 when the cranking is started (the rotational position of the missing tooth of the timing rotor 140a of the crank position sensor 140). Since they are different, the correction coefficient may be set based on the rotational position (crank angle CA) of the crankshaft 26 when cranking is started. An example of the initial fuel injection control routine executed by the engine ECU 24 at this time is shown in FIG. In this routine, after the crank angle CA is determined by detecting the missing tooth (reference position) formed in the timing rotor 140a by the crank position sensor 140 (steps S200 and S210), immediately after the crank angle CA is determined. The first rotation speed Ne of the engine 22 is calculated (step S220), the crank angle CA that was last input when the operation of the engine 22 was stopped the last time is input as the stop crank angle CAstop, and the throttle opening Th and the intake air The pipe negative pressure Pin is input (step S230), and the predicted intake air amount KL is set based on the engine speed Ne, the throttle opening Th, and the intake pipe negative pressure Pin (step S240). The processing so far is the same as in the embodiment. Then, the correction coefficient k2 is set based on the stop-time crank angle CAstop (step S250), and the execution intake air amount KL * is set by multiplying the set correction coefficient k2 by the predicted intake air amount KL (step S260). The initial fuel injection amount τ is set based on the set execution intake air amount KL * (step S270), and this routine is terminated. In the modified example, the correction coefficient k2 is stored in the ROM 24b as a correction coefficient setting map by predetermining the relationship between the stop crank angle CAstop and the correction coefficient k2, and corresponds to the map when the stop crank angle CAstop is given. The correction coefficient k2 to be derived is derived and set. An example of the correction coefficient setting map of the modification is shown in FIG. As shown in the figure, the correction coefficient k2 is set so as to increase as the stopping crank angle CAstop increases. The reason why the effective intake air amount KL * is set by multiplying the correction coefficient k2 by the predicted intake air amount KL and the reason why the correction coefficient k2 is set to increase as the stop-time crank angle CAstop increases are the same as in the embodiment. is there. The method for setting the initial fuel injection amount τ based on the execution intake air amount KL * is the same as in the embodiment. When the initial fuel injection amount τ is set in this way, even in the modified example, the initial fuel injection amount τ is injected from the fuel injection valve 126 at the timing of the first fuel injection, and is ignited at the ignition timing of the corresponding cylinder. It is started. As a result, even in the modified example, fuel can be injected more appropriately, and deterioration of emissions at the time of starting the engine 22 can be suppressed.

  In the internal combustion engine apparatus of the embodiment, the hybrid vehicle 20 outputs the power from the engine 22 to the drive wheels 63a and 63b via the planetary gear mechanism 30 and outputs the power from the motor MG2 to the drive wheels 63a and 63b. As shown in the modified example of FIG. 8, the power of the engine 22 is output to the drive wheels 63a and 63b via the planetary gear mechanism 30, and the drive wheels 63a and 63b from the motor MG2 are provided. The vehicle may be mounted on a hybrid vehicle 120 that outputs to an axle different from the connected axle (an axle connected to the wheels 64a and 64b in FIG. 8).

  In the internal combustion engine apparatus of the embodiment, the hybrid vehicle 20 outputs the power from the engine 22 to the drive wheels 63a and 63b via the planetary gear mechanism 30 and outputs the power from the motor MG2 to the drive wheels 63a and 63b. As shown in the modified example of FIG. 9, the drive from which the power from the engine 22 is output to the inner rotor 232 and the drive wheels 63a and 63b connected to the crankshaft 26 of the engine 22 is provided. It has an outer rotor 234 connected to the shaft, and transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 63a and 63b via a counter-rotor motor 230 that converts the remaining power into electric power. At the same time, it may be mounted on a hybrid vehicle 220 that outputs the power from the motor MG2 to the drive wheels 63a and 63b. In this case, the counter-rotor motor 230 corresponds to a motor for cranking the engine 22.

  In the internal combustion engine apparatus of the embodiment, the hybrid vehicle 20 outputs the power from the engine 22 to the drive wheels 63a and 63b via the planetary gear mechanism 30 and outputs the power from the motor MG2 to the drive wheels 63a and 63b. As shown in the modified example of FIG. 10, the motor MG is attached to the drive shaft connected to the drive wheels 63a and 63b via the transmission 330, and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive wheels 63a and 63b via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is transmitted via the transmission 330. It may be mounted on the hybrid vehicle 320 that outputs to the drive wheels 63a and 63b. In this case, the motor MG corresponds to the motor that cranks the engine 22. Furthermore, as shown in the modified example of FIG. 11, the generator 430 that generates power by the power of the engine 22 and the motor MG attached to the drive shaft connected to the drive wheels 63a and 63b, A hybrid vehicle that outputs the power from the motor MG to the drive wheels 63a and 63b using the power from the generator 430 and the battery 50 with the charging and discharging of the battery 50 by the power generated by the power generator 430 using the power. It may be mounted on 420. In this case, the generator 430 corresponds to a motor for cranking the engine 22.

  In addition, the internal combustion engine device of the present invention is not limited to that mounted on such a hybrid vehicle, and may be mounted on a vehicle other than the hybrid or may not be mounted on the vehicle. . Furthermore, it is good also as a form of the starting control method of an internal combustion engine.

  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 and the first internal combustion engine device of the present invention, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 cranking the engine 22 via the planetary gear mechanism 30 corresponds to the “electric motor”, and The crank position sensor 140 having the timing rotor 140a with the teeth as the reference position corresponds to “rotational position detecting means”, and the engine 22 is based on the time required for the crank angle CA from the crank position sensor 140 to rotate 30 degrees. The engine ECU 24 that calculates the rotational speed Ne corresponds to “rotational speed calculation means”, and sets the predicted intake air amount KL based on the rotational speed Ne of the engine 22, the throttle opening Th, and the intake pipe negative pressure Pin in FIG. The engine ECU 24 that executes the process of step S140 of the initial fuel injection control routine sets the “predicted intake air amount calculation means”. The engine that executes the process of step S150 of the initial fuel injection control routine of FIG. 4 that sets the correction coefficient k1 so as to decrease as the rotational speed Ne of the engine 22 calculated first after the crank angle CA is determined becomes larger. The ECU 24 corresponds to “correction coefficient setting means”, and executes the process of step S160 of the initial fuel injection control routine of FIG. 4 in which the correction intake coefficient KL * is set by multiplying the correction coefficient k1 by the predicted intake air quantity KL. The engine ECU 24 corresponds to “execution intake air amount setting means”, and has a stoichiometric air-fuel ratio with respect to the HVECU 70 that drives the motor MG1 and cranks the engine 22 when the engine 22 is started, and the execution intake air amount KL *. The initial fuel injection in FIG. 4 is set by adding an increase correction τ1 at the start to the basic fuel injection amount τ0. By injecting first fuel injection amount τ set and executes the processing of step S170 in the control routine of the engine ECU24 for starting the engine 22 corresponds to "start control means". In the embodiment and the second internal combustion engine device of the present invention, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 cranking the engine 22 via the planetary gear mechanism 30 corresponds to the “electric motor”, and The crank position sensor 140 having the timing rotor 140a with the teeth as the reference position corresponds to “rotational position detecting means”, and the engine 22 is based on the time required for the crank angle CA from the crank position sensor 140 to rotate 30 degrees. The engine ECU 24 for calculating the rotational speed Ne corresponds to “rotational speed calculation means”, and sets the predicted intake air amount KL based on the rotational speed Ne of the engine 22, the throttle opening Th, and the intake pipe negative pressure Pin in FIG. The engine ECU 24 that executes the process of step S240 of the initial fuel injection control routine sets the “predicted intake air amount calculation means”. The engine ECU 24 that executes the process of step S250 of the initial fuel injection control routine of FIG. 6 that sets the correction coefficient k2 so as to increase as the crank angle CAstop at the time of stop increases is equivalent to “correction coefficient setting means”. The engine ECU 24 that executes the processing of step S260 of the initial fuel injection control routine of FIG. 6 that sets the execution intake air amount KL * by multiplying the predicted intake air amount KL by the correction coefficient k2 is “execution intake air amount setting means”. HVECU 70 that drives the motor MG1 when the engine 22 is started and cranks the engine 22 and the basic fuel injection amount τ0 that is the stoichiometric air-fuel ratio with respect to the intake air amount KL * for execution is increased to τ1 when the engine 22 is started. The process of step S270 of the initial fuel injection control routine of FIG. The engine ECU24 for starting the engine 22 by injecting first fuel injection amount τ set and executes corresponds to the "start control means".

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be anything such as a hydrogen engine. The “electric motor” is not limited to the motor MG1, the anti-rotor motor 230, the motor MG, the generator 430, or the like, but may be any one that can output torque to the output shaft of the internal combustion engine. . The “rotational position detecting means” is not limited to the crank position sensor 140 having the timing rotor 140a with the missing tooth as a reference position, and is synchronized with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position. As long as the rotational position of the output shaft of the internal combustion engine is detected based on the amount of rotation of the rotating body that rotates from the reference position, any configuration may be used. The “rotational speed calculation means” is not limited to the one that calculates the rotational speed Ne of the engine 22 based on the time required for the crank angle CA from the crank position sensor 140 to rotate 30 degrees. As long as the number of revolutions of the internal combustion engine is calculated based on the rotational position, any configuration may be used. The “predicted intake air amount calculation means” is not limited to those for setting the predicted intake air amount KL based on the engine speed Ne, the throttle opening Th, and the intake pipe negative pressure Pin. In addition to the detection value, other detection values such as the air flow meter signal AF from the air flow meter 148 and the intake air temperature from the temperature sensor 149 are used to set the rotational speed in accordance with the cranking of the internal combustion engine. Any means may be used as long as it calculates a predicted intake air amount, which is a predicted value of the intake air amount of the internal combustion engine, based on the calculated rotational speed from when the internal combustion engine is first calculated by the means. Absent. As the “correction coefficient setting means”, the correction coefficient k1 is set so as to decrease as the rotational speed Ne of the engine 22 calculated first after the crank angle CA is determined, or as the stop crank angle CAstop increases. However, in the first internal combustion engine device of the present invention, the rotational speed of the internal combustion engine first calculated by the rotational speed calculation means in association with the cranking of the internal combustion engine is large. Any correction coefficient may be set as long as the correction coefficient is set so as to become smaller. In the second internal combustion engine device of the present invention, the rotational position detected by the rotational position detection means when the operation of the internal combustion engine is stopped. Any correction coefficient may be set as long as the angle difference between the reference position and the reference position increases. The “execution intake air amount setting means” is not limited to the one that sets the execution intake air amount KL * by multiplying the predicted intake air amount KL by the correction coefficient k1 or the correction coefficient k2, but is calculated. Any value may be used as long as the effective intake air amount is set by multiplying the predicted intake air amount by the set correction coefficient. The “starting time control means” is not limited to the combination of the HVECU 70 and the engine ECU 24, and may be configured by a single electronic control unit. Further, as the “starting time control means”, when the engine 22 is started, the motor MG1 is driven to crank the engine 22, and the basic fuel injection amount τ0 that becomes the stoichiometric air-fuel ratio with respect to the execution intake air amount KL *. Is not limited to starting the engine 22 by setting the initial fuel injection amount τ by adding the increase correction τ1 at the start to the fuel injection, and when the internal combustion engine is started, When the electric motor is controlled to be ranked and fuel is injected for the first time according to the cranking of the internal combustion engine, the fuel injection amount is set with respect to the set intake air amount for execution and the set fuel injection amount is injected. As long as the internal combustion engine is controlled so that the internal combustion engine is started, any configuration may be used.

  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 is the same as that of the embodiment described in the column of means for solving the problems. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

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. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the timing rotor 140a. 4 is a flowchart showing an example of an initial fuel injection control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the map for a correction coefficient setting. It is a flowchart which shows an example of the first time fuel injection control routine of a modification. It is explanatory drawing which shows an example of the correction coefficient setting map of a modification. FIG. 6 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 on which an internal combustion engine device according to a modification is mounted. FIG. 6 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 on which an internal combustion engine device according to a modification is mounted. FIG. 12 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 on which an internal combustion engine device according to a modification is mounted. FIG. 12 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 on which an internal combustion engine device according to a modification is mounted.

Explanation of symbols

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 30 planetary gear mechanism, 41, 42 inverter, 50 Battery, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit (HVECU), 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, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve 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, 140a timing rotor, 142 water temperature sensor, 143 pressure sensor, 144 cam position Sensor, 146 throttle valve position sensor, 147 vacuum sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330 transmission, 430 generator, MG, MG1, MG2 motor.

Claims (4)

An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft of the internal combustion engine based on the amount of rotation from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position ,
A rotational speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. A predicted intake air amount calculating means for calculating a predicted intake air amount;
Correction coefficient setting means for setting a correction coefficient so as to decrease as the rotation speed of the internal combustion engine first calculated by the rotation speed calculation means with cranking of the internal combustion engine increases;
An execution intake air amount setting means for setting the execution intake air amount by multiplying the calculated predicted intake air amount by the set correction coefficient;
When starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked, and when the fuel is first injected along with the cranking of the internal combustion engine, the set intake air amount for execution is set. And a start time control means for controlling the internal combustion engine so that the fuel injection amount is set with respect to the set fuel injection amount and the internal combustion engine is started.
An internal combustion engine device comprising: An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting torque to an output shaft of the internal combustion engine,
Rotation position detection means for detecting the rotation position of the output shaft of the internal combustion engine based on the amount of rotation from the reference position of the rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotation position as a reference position ,
A rotational speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. A predicted intake air amount calculating means for calculating a predicted intake air amount;
Correction coefficient setting means for setting a correction coefficient so as to increase as the angular difference between the rotational position detected by the rotational position detection means and the reference position increases when the operation of the internal combustion engine is stopped;
An execution intake air amount setting means for setting the execution intake air amount by multiplying the calculated predicted intake air amount by the set correction coefficient;
When starting the internal combustion engine, the electric motor is controlled so that the internal combustion engine is cranked, and when the fuel is first injected along with the cranking of the internal combustion engine, the set intake air amount for execution is set. And a start time control means for controlling the internal combustion engine so that the fuel injection amount is set with respect to the set fuel injection amount and the internal combustion engine is started.
An internal combustion engine device comprising: The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position In an internal combustion engine device comprising: rotational position detection means for detecting a rotational position of an output shaft of the internal combustion engine based on the rotation speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position A starting control method for the internal combustion engine,
Controlling the electric motor so that the internal combustion engine is cranked;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. The predicted intake air amount is calculated, and a correction coefficient is set so as to decrease as the rotational speed of the internal combustion engine first calculated by the rotational speed calculation means according to the cranking of the internal combustion engine increases. The execution intake air amount is set by multiplying the predicted intake air amount by the set correction coefficient, and when the fuel is first injected along with the cranking of the internal combustion engine, the execution intake air amount is set with respect to the set intake intake air amount. Setting a fuel injection amount, and controlling the internal combustion engine so that the set fuel injection amount is injected to start the internal combustion engine;
A starting control method for an internal combustion engine. The amount of rotation from the reference position of the internal combustion engine, an electric motor capable of outputting torque to the output shaft of the internal combustion engine, and a rotating body that rotates in synchronization with the output shaft of the internal combustion engine with a predetermined rotational position as a reference position In an internal combustion engine device comprising: rotational position detection means for detecting a rotational position of an output shaft of the internal combustion engine based on the rotation speed calculation means for calculating the rotational speed of the internal combustion engine based on the detected rotational position A starting control method for the internal combustion engine,
Controlling the electric motor so that the internal combustion engine is cranked;
This is a predicted value of the intake air amount of the internal combustion engine based on the calculated rotational speed from when the rotational speed of the internal combustion engine is first calculated by the rotational speed calculation means in accordance with cranking of the internal combustion engine. Calculating a predicted intake air amount and setting a correction coefficient so as to increase as the angular difference between the rotational position detected by the rotational position detecting means and the reference position increases when the operation of the internal combustion engine is stopped; The execution intake air amount is set by multiplying the calculated predicted intake air amount by the set correction coefficient, and when the fuel is first injected along with the cranking of the internal combustion engine, the set execution intake air amount is set. A fuel injection amount is set to control the internal combustion engine so that the set fuel injection amount is injected and the internal combustion engine is started.
A starting control method for an internal combustion engine.

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