JP2012091532A - Internal combustion engine device and hybrid vehicle - Google Patents

Abstract

An internal combustion engine is stopped at a target rotational position with higher accuracy.
When an engine automatic stop instruction is issued, engine self-sustained operation control is executed until an elapse time after the automatic stop instruction is given exceeds a predetermined self-sustained operation continuation time, and then fuel cut motoring The control is executed (steps S400 to S480), the elapsed time tm from the execution of the fuel cut motoring control has passed a predetermined motoring time, and the engine crank angle CA is within the determination angle range Cref. Sometimes (steps S490 and S500), the engine speed reduction control is executed until the engine speed reaches the reduction control end threshold value Nref. As a result, the internal combustion engine can be stopped at the target rotational position with higher accuracy.
[Selection] Figure 7

Description

  The present invention relates to an internal combustion engine device and a hybrid vehicle, and more particularly to an internal combustion engine device including an internal combustion engine and an electric motor capable of outputting power to an output shaft of the internal combustion engine, and a hybrid vehicle including such an internal combustion engine device.

  Conventionally, as this type of internal combustion engine device, one that motors an engine with a motor generator connected to a crankshaft of the engine has been proposed (for example, see Patent Document 1). In this device, when the engine is stopped, when a fuel cut is executed and the engine speed decreases to a predetermined motor set speed, the motor generator is driven to motor the engine, The engine is stopped at the optimum crank angle stop position by stopping the driving of the motor generator when time elapses.

JP 2004-263666 A

  In the internal combustion engine apparatus described above, the driving of the motor generator is stopped when a predetermined time has elapsed since the start of motoring of the engine by the motor generator. In such control, the engine is stopped at an appropriate crank angle position. There are cases where it is not possible. While the engine is in operation, the engine repeats four strokes of intake, compression, expansion, and exhaust, resulting in pulsation torque. Immediately after the engine is stopped, the effect of pulsation torque during operation May remain and a pulsating component may be added to the engine speed. When the motor generator drive is stopped based on the time since the start of motoring in a state where the pulsation of the engine rotation is generated in this way, the crank angle at which the motor generator drive is stopped is reduced every time the motor generator is stopped. As a result, the engine cannot be stopped at an appropriate crank angle position.

  The main object of the internal combustion engine device and the hybrid vehicle of the present invention is to stop the internal combustion engine at the target rotational position with higher accuracy.

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

The 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 power to an output shaft of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
When the operation of the internal combustion engine is automatically stopped, the internal combustion engine and the electric motor are controlled so that fuel injection in the internal combustion engine is stopped and the rotational speed of the internal combustion engine becomes a predetermined rotational speed. Fuel cut motoring control is performed, a predetermined period of time elapses after execution of the fuel cut motoring control is started, and the detected rotational position is within a predetermined rotational position range. Control means for executing engine rotation stop control for controlling the internal combustion engine and the electric motor so that the stop of fuel injection in the internal combustion engine is continued and the internal combustion engine stops at a predetermined target rotation position When,
It is a summary to provide.

  In the internal combustion engine device of the present invention, when the operation of the internal combustion engine is automatically stopped, the injection of fuel in the internal combustion engine is stopped and the rotational speed of the internal combustion engine is set to a predetermined rotational speed. The fuel cut motoring control for controlling the electric motor is executed, a predetermined time period has elapsed since the start of the fuel cut motoring control, and the detected rotational position is in a predetermined rotational position range. When the engine is within the range, stop of fuel injection in the internal combustion engine is continued, and engine rotation stop control is executed to control the internal combustion engine and the electric motor so that the internal combustion engine stops at a predetermined target rotation position. The engine rotation stop control is executed when a predetermined period of time has elapsed since the execution of the fuel cut motoring control has started and the detected rotational position falls within a predetermined predetermined rotational position range. Therefore, the internal combustion engine can be stopped at the target rotational position with higher accuracy than when the engine rotational stop control is executed without considering the rotational position of the output shaft of the internal combustion engine. Here, the “predetermined period” is a time shorter than the time when the influence of the pulsating torque during the operation of the internal combustion engine after the execution of the fuel cut motoring control does not remain in the rotation of the internal combustion engine. It is possible to use a period until a predetermined time elapses or a period from when execution of the fuel cut motoring control is started until it is detected that the fluctuation in the rotational speed of the internal combustion engine is reduced. The “predetermined rotational position range” includes a rotational position range where the internal combustion engine can be stopped at the target rotational position when the engine rotational stop control is executed when the rotational position of the output shaft of the internal combustion engine reaches the predetermined rotational position range. Can be used.

  In such an internal combustion engine device of the present invention, the engine rotation stop control is a rotation in which the rotation speed of the internal combustion engine decreases from the predetermined rotation speed at a predetermined rate with time. The target rotational speed of the internal combustion engine is set as a number, and the internal combustion engine and the electric motor are set such that the fuel injection in the internal combustion engine is continuously stopped and the rotational speed of the internal combustion engine becomes the set target rotational speed. Or control for controlling the internal combustion engine and the electric motor so that the stop of fuel injection in the internal combustion engine is continued and the output of torque from the electric motor is stopped. You can also

  Further, in the internal combustion engine device of the present invention, when the control unit automatically stops the operation of the internal combustion engine, a predetermined self-sustained operation time is given after an automatic stop instruction for automatically stopping the operation of the internal combustion engine is given. Until the time elapses, the internal combustion engine and the electric motor are controlled so that the internal combustion engine is independently operated at a predetermined self-sustained operation speed, and the fuel cut motoring control is performed after the autonomous operation time has elapsed. It can also be a means for executing. If it carries out like this, fuel cut motoring control can be performed in the state which stabilized the operation | movement of the internal combustion engine, and an internal combustion engine can be stopped to a target rotation position more accurately. Here, as the “self-sustaining operation time”, a time during which the operation state of the internal combustion engine is stabilized can be used, and the “revolution speed for self-sustained operation” is preliminarily set as the rotation speed when the internal combustion engine is idling. A predetermined idle speed or a slightly higher speed than the idle speed can be used.

The hybrid vehicle of the present invention
An internal combustion engine device according to any one of the above aspects of the present invention, that is, an internal combustion engine device basically comprising an internal combustion engine and an electric motor capable of outputting power 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, and when the operation of the internal combustion engine is automatically stopped, fuel injection in the internal combustion engine is stopped and the rotation speed of the internal combustion engine is predetermined. A fuel cut motoring control for controlling the internal combustion engine and the electric motor so as to achieve a predetermined rotational speed, and a predetermined period of time has elapsed since the execution of the fuel cut motoring control was started; When the detected rotational position is within a predetermined rotational position range determined in advance, the fuel injection in the internal combustion engine is stopped and the internal combustion engine is A hybrid vehicle internal combustion engine system is mounted with a control means for executing the engine rotation stop control for controlling the internal combustion engine and the electric motor to stop in order was the target rotational position, and
A first electric motor as the electric motor;
A planetary gear mechanism in which three rotary elements are connected to a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotary shaft of the first electric motor;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
With
The gist of the present invention is that when the operation of the internal combustion engine is automatically stopped, the control means is a means for controlling the second electric motor so as to travel with a required driving force required for traveling.

  Since the hybrid vehicle of the present invention is equipped with the internal combustion engine device of the present invention according to any one of the above-described aspects, the effects exhibited by the internal combustion engine device of the present invention, for example, the internal combustion engine at the target rotational position with higher accuracy. The effect similar to the effect etc. which can be stopped is produced.

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. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart showing an example of an engine stop time drive control routine executed by a hybrid electronic control unit 70; 5 is a flowchart showing an example of an engine self-sustained operation control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when the engine 22 is operating independently. 4 is a flowchart showing an example of a fuel cut motoring control routine executed by a hybrid electronic control unit 70; 4 is a flowchart showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when the operation of the engine 22 is stopped and the motor MG1 is motoring. 4 is a flowchart illustrating an example of engine rotation reduction control executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the rate for control dn. Explanation showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotational elements of the power distribution and integration mechanism 30 when the rotational speed Ne of the engine 22 is decreased at the control rate dn by the motor MG1. FIG. An example of temporal changes in the actual rotational speed Ne of the engine 22 and the target rotational speed Ne * of the engine 22 from when the automatic stop instruction for automatically stopping the operating engine 22 is issued until the rotation of the engine 22 stops. It is explanatory drawing shown. 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.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device as one 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 automobile.

  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 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 angle CA 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. From the cooling water temperature from 142, the in-cylinder pressure 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 position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the intake from the temperature sensor 149 attached to the intake pipe. Temperature, air-fuel ratio from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is 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 of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The 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.

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

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

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the engine 22 is stopped will be described. FIG. 3 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. In this routine, when an automatic stop instruction for automatically stopping the operating engine 22 is given, for example, the remaining capacity (SOC) of the battery 50 is greater than or equal to a predetermined remaining capacity that does not require charging of the battery 50, and the required power is the engine. It is executed when the engine stop power set for stoppage is reached or when a motor travel switch (not shown) is turned on to instruct travel in the motor operation mode.

  When the engine stop drive control routine of FIG. 3 is executed, the CPU 72 of the hybrid electronic control unit 70 determines that the elapsed time ti after the automatic stop instruction is given is the autonomous operation time tiref (for example, 100 msec, 200 msec, 300 msec, etc. ) Is executed (step S100), then fuel cut motoring control is executed (step S110), and an elapsed time tm from the start of the fuel cut motoring control is determined. The motoring time tmref (for example, 100 msec, 200 msec, 300 msec, etc.) has passed, and the crank angle CA of the engine 22 is a determination angle range Cref (for example, a range from the bottom dead center of an exhaust stroke of a cylinder to 90 degrees later) ) When the engine is inside Second rotational speed is a predetermined rotational speed Nref (e.g., 20 rpm or 30 rpm, 40 rpm, etc.) by executing the engine speed pulled down control up to (step S120), and terminates this routine. Hereinafter, engine self-sustained operation control, fuel cut motoring control, and engine rotation reduction control will be described in order.

  FIG. 4 is a flowchart showing an example of an engine self-sustained operation control routine executed by the hybrid electronic control unit 70. When this 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, and the rotational speeds Nm1, Nm2 of the motors MG1, MG2. Then, a process of inputting data necessary for control such as input / output restriction Win, Wout of the battery 50 is executed (step S200). 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. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  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. Is set (step S210). 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. 5 shows an example of the required torque setting map.

  Subsequently, the rotational speed Nidl (for example, 900 rpm, 1000 rpm, 1100 rpm, etc.) determined as the rotational speed when the engine 22 is autonomously operated (no-load operation) is set as the target rotational speed Ne * and the engine 22. Is set to a value 0 and transmitted to the engine ECU 24 (step S220). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the engine 22 so that the engine 22 is autonomously operated (no-load operation) at the autonomous driving rotational speed Nidl. By such processing, the engine 22 can be operated independently.

  Next, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S230), and the sum of the torque with the required torque Tr * divided by the gear ratio Gr of the reduction gear 35 should be output from the motor MG2. The provisional motor torque Tm2tmp as the torque is calculated by the equation (1) (step S240). A value obtained by dividing the input / output limits Win and Wout of the battery 50 by the rotational speed Nm2 of the motor MG2 may be output from the motor MG2, and torque limits Tmin and Tmax as upper and lower limits of the torque may be output. ) (Step S250), and the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax (step S260). FIG. 6 is 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 the engine 22 is operating independently. 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. By setting the torque command Tm2 * of the motor MG2 in this way, the torque command Tm2 * is limited to the torque to be output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. It can be set as torque.

Tm2tmp = Tr * / Gr (1)
Tmin = Win / Nm2 (2)
Tmax = Wout / Nm2 (3)

  When torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are thus set, torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. . By such control, the engine 22 can be driven with a driving force based on the required torque Tr * while being independently operated at the rotation speed Nidl for the independent operation.

  Then, the elapsed time ti after the automatic stop instruction is given is compared with the independent operation time tiref (step S280), and the processing of steps S200 to S270 is repeated until the elapsed time ti has exceeded the independent operation time tiref. When the time ti has passed the self-sustained operation time tiref, this routine ends. By such control, the engine 22 can be driven with the driving force based on the required torque Tr * while being independently operated at the rotation speed Nidl for the independent operation until the elapsed time ti has passed the independent operation time tiref. Since the engine 22 is operated independently until the elapsed time ti has passed the independent operation time tiref, the operating state of the engine 22 can be stabilized.

  Next, fuel cut motoring control will be described. FIG. 7 is a flowchart showing an example of a fuel cut motoring control routine executed by the hybrid electronic control unit 70. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 inputs the crank angle CA, and at the same time as step S200 of the engine independent operation control routine of FIG. Processing for inputting data necessary for control, such as the accelerator opening degree Acc, the vehicle speed V from the vehicle speed sensor 88, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50, is executed (step S400). . Here, the crank angle CA detected by the crank position sensor 140 is input from the engine ECU 24 by communication.

  When the data is input in this way, the required torque Tr to be output to the ring gear shaft 32a as the drive shaft based on the input accelerator opening Acc and the vehicle speed V in the same process as step S210 of the engine independent operation control routine of FIG. * Is set (step S410), and a fuel injection stop command is transmitted to the engine ECU 24 (step S420). The engine ECU 24 that has received the fuel injection stop command controls the engine 22 so that fuel injection control and ignition control in the engine 22 are stopped. Through such processing, the operation of the engine 22 can be stopped.

  Subsequently, the self-sustained operation rotational speed Nidl is set to the target rotational speed Ne * of the engine 22 (step S430), the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and power distribution. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (4) using the gear ratio ρ of the integrated mechanism 30 and the formula (5) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. To calculate the torque command Tm1 * of the motor MG1 (step S440). Here, Expression (4) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the operation of the engine 22 is stopped and the motor MG1 is motoring. Expression (4) can be easily derived by using this alignment chart. Expression (5) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (5), “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) (4)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (5)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30 is calculated. Is obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of torque that may be output from the motor MG2 by dividing the deviation from the consumed power (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 Calculated by equation (8) (step S460) and calculated torque limits Tmin, Tmax Setting the torque command Tm2 * of the motor MG2 limits the tentative motor torque Tm2tmp (step S470). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (6) can be easily derived from the collinear diagram of FIG. 8 described above.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)
Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (8)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 in the same process as the process in step S270 of the engine autonomous operation control routine of FIG. Then, the motors MG1 and MG2 are driven and controlled (step S480). With such control, the motor MG1 can drive the engine 22 with the driving force based on the required torque Tr * while motoring the engine 22 at the self-sustaining operation rotational speed Nidl while the fuel injection in the engine 22 is stopped.

  Subsequently, the elapsed time tm from the start of the fuel cut motoring control routine is compared with the motoring time tmref (step S490). When the elapsed time tm has not passed the motoring time tmref, steps S400 to S400 are performed. The process of S480 is repeated. Here, the motoring time tmref is based on the time during which the influence of the pulsating torque due to the explosion combustion of the engine 22 does not remain at the rotational speed Ne of the engine 22 when the motor 22 is motored by the motor MG1 at the self-sustaining operation rotational speed Nidl. As a short period of time, what was obtained in advance through experiments and analysis was used. In this way, the motor 22 is motored by the motor MG1 at the self-sustained operation rotational speed Nidl while the fuel injection in the engine 22 is stopped until the elapsed time tm has passed the motoring time tmref. The influence of the pulsating torque of the engine 22 remaining in several Ne can be reduced.

  While the fuel injection in the engine 22 is stopped in this way, the motor MG1 motorizes the engine 22 at the self-sustained operation rotational speed Nidl while running with the driving force based on the required torque Tr *, the elapsed time tm is When the ring time tmref has elapsed (step S490), it is then checked whether or not the crank angle CA of the engine 22 is within the determination angle range Cref (step S500). Here, the determination angle range Cref is determined when the rotation of the engine 22 is stopped in the engine rotation stop control described later after the motor MG1 motorizes the engine 22 for the self-sustaining operation for the motoring time tmref. A target crank angle that is predetermined as a crank angle stop position at which the startability of the engine 22 will be good when the engine 22 is started next time (for example, 90 degrees before the top dead center of a compression stroke of a cylinder) In this case, the crank angle range in which the engine 22 can be stopped is obtained in advance through experiments and analysis.

  If the elapsed time tm has not passed the motoring time tmref (step S490), or if the crank angle CA is outside the determination angle range Cref even if the elapsed time tm exceeds the motoring time tmref (steps S490, S500). ), Steps S400 to S480 are repeated, and the motor MG1 travels while motoring the engine 22 at the self-sustaining operation speed Nidl. The elapsed time tm exceeds the motoring time tmref and the crank angle CA is determined as the determination angle. When it is within the range Cref (steps S290 and S500), this routine is terminated. With this process, the routine can be terminated when the crank angle CA of the engine 22 is within the determination angle range Cref.

  Next, engine rotation reduction control will be described. FIG. 9 is a flowchart showing an example of engine rotation reduction control executed by the hybrid electronic control unit 70. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the rotational speed Ne of the engine 22 and executes the accelerator process in the same process as the process of step S200 of the engine independent operation control routine of FIG. A process of inputting data necessary for control such as the opening degree Acc, the vehicle speed V, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 is executed (step S600), and the fuel cut in FIG. The required torque Tr * is set (step S610) in the same process as steps S410 and S420 of the motoring control routine (step S610), and a fuel injection stop command is transmitted to the engine ECU 24 to perform fuel injection control and ignition control of the engine 22. Is stopped (step S620). In the process of step S600, the rotation speed Ne of the engine 22 is calculated based on the crank position from the crank position sensor 140 and is input from the engine ECU 24 by communication.

  Next, a value obtained by subtracting the control rate dn from the currently set target rotational speed (previous rotational speed Ne *) is set as the target rotational speed Ne * of the engine 22 (step S630). As shown in FIG. 10, the control rate dn decreases the rotational speed of the engine 22 linearly from the self-sustained operation rotational speed Nidl toward the value 0 over time, so that the rotational speed of the engine 22 reaches the value 0. In other words, when the rotation of the engine 22 is stopped, a reduction rate that can make the crank angle position of the engine 22 the target crank angle is determined in advance by experiments or analysis. By such processing, the target rotational speed Ne * of the engine 22 can be set to a rotational speed that decreases at the control rate dn.

  When the target rotational speed Ne * is set, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to the motor ECU 40 in the same process as the processes in steps S440 to S480 of the fuel cut motoring control routine of FIG. Then, the motors MG1 and MG2 are controlled to be driven by the torque commands Tm1 * and Tm2 * (steps S640 to S680). FIG. 11 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotational elements of the power distribution and integration mechanism 30 when the rotational speed Ne of the engine 22 is decreased at the control rate dn by the motor MG1. . With such control, the motor MG1 can travel with the driving force based on the required torque Tr * while reducing the rotational speed Ne of the engine 22 at the control rate dn.

  Subsequently, the engine speed Ne of the engine 22 is compared with a lowering control end threshold value Nref for ending the lowering of the engine speed Ne (step S690), and the engine speed Ne is not equal to the lowering control end threshold value Nref. Sometimes, the processing of steps S600 to S680 is repeated and the motor MG1 travels with the driving force based on the required torque Tr * while decreasing the rotational speed Ne of the engine 22, and the rotational speed Ne of the engine 22 reaches the lowering control end threshold Nref. Sometimes (step S690), this routine ends. Here, the lowering control end threshold value Nref is set as a threshold value for determining whether or not to end this routine, and a relatively low rotational speed immediately before stopping is used. With such control, the rotation of the engine 22 can be stopped by lowering the rotation speed of the engine 22 by the motor MG1.

  FIG. 6 is a diagram illustrating an example of temporal changes in the actual rotational speed Ne of the engine 22 and the target rotational speed Ne * of the engine 22 from when an automatic stop instruction for automatically stopping the operating engine 22 is made until the rotation of the engine 22 stops. 12 shows. In the figure, the solid line indicates the target rotational speed Ne *, and the broken line indicates the rotational speed Ne. When an automatic stop instruction is given, the engine stop drive control routine of FIG. 3 is executed. First, the engine self-sustained operation control routine of FIG. 4 is executed, and the elapsed time ti after the automatic stop instruction is given is self-sustaining operation. Until the time tiref elapses, the engine 22 travels with a torque based on the required torque Tr * while autonomously operating at the engine speed Nidl. At this time, pulsation occurs in the rotational speed Ne of the engine 22 due to the influence of pulsating torque caused by the explosion combustion of the engine 22.

  When the elapsed time ti has passed the self-sustained operation time tiref (time t1), the fuel cut motoring control routine of FIG. 7 is subsequently executed, and the time elapsed since the execution of the fuel cut motoring control routine was started. Until the time tm has passed the motoring time tmref, the motor 22 is driven by the torque based on the required torque Tr * while the engine 22 is motored by the motor MG1 at the rotation speed Nidl for independent operation. When the elapsed time tm has passed the motoring time and the crank angle CA of the engine 22 is within the determination angle range Cref (time t2), the engine rotation reduction control routine of FIG. The engine speed reduction control is ended when the speed of the engine 22 is decreased and the engine speed of the engine 22 reaches the reduction control end threshold value Nref (time t3). Thereafter, the rotation of the engine 22 stops due to inertia.

  When the fuel cut motoring control is executed, the influence of the pulsation torque due to the explosion combustion of the engine 22 on the rotational speed Ne of the engine 22 gradually decreases as shown in the figure, but the influence of the pulsating torque is influenced by the rotational speed of the engine 22. Ne may remain. If the engine speed reduction control is executed in a state where the influence of the pulsating torque remains in the rotational speed Ne, the crank angle CA of the engine 22 when the engine speed reduction control is started is determined by the engine speed reduction control. It becomes different every time execution is started, and the engine 22 may not be able to be stopped at the target crank angle. In the embodiment, since the engine speed reduction control is executed when the crank angle CA of the engine 22 is within the determination angle range Cref, the engine 22 is kept in a state where the crank angle CA is within the determination angle range Cref. The execution of the speed reduction control can be started, and the engine 22 can be stopped at the target crank angle with higher accuracy. Since the engine speed reduction control is executed after the fuel cut motoring control is executed and the influence of the pulsation torque caused by the explosion combustion of the engine 22 on the engine speed Ne is reduced, the power distribution integration mechanism 30 and the reduction gear 35 are executed. , The occurrence of rattling noise between the gear mechanism 60 and the differential gear 62 can be suppressed. In addition, since the fuel cut motoring control is executed after the engine self-sustained operation control is executed to stabilize the operation state of the engine 22, the engine 22 can be stopped at the target crank angle with higher accuracy.

  According to the hybrid vehicle 20 of the embodiment described above, when an automatic stop instruction for automatically stopping the engine 22 is given, the fuel injection control and the ignition control in the engine 22 are stopped, and the elapsed time tm is equal to the motoring time tmref. The motor MG1 is controlled by the motor MG1 until the engine 22 is motored at the self-sustained rotation speed Nidl until the elapsed time tm, and the crank angle CA of the engine 22 is within the determination angle range after the elapsed time tm has passed the motoring time tmref. When it is within Cref, the value obtained by subtracting the control rate dn from the previous rotation speed Ne * is set as the target rotation speed Ne * of the engine 22, and the rotation speed Ne of the engine 22 becomes the set target rotation speed Ne *. The motor MG1 is controlled. Thereby, the engine 22 can be more accurately stopped at the target crank angle. In addition, since the engine 22 is motored by the motor MG1 after the engine 22 is operated independently during the autonomous operation time tiref, the engine 22 can be motored after the operating state of the engine 22 is stabilized. 22 can be stopped at the target crank angle with higher accuracy.

  In the hybrid vehicle 20 of the embodiment, the target rotation speed Ne * of the engine 22 is set to the rotation speed for independent operation Nidl in the process of step S220 of the engine autonomous operation control routine of FIG. * May be set to a rotational speed slightly lower than or slightly higher than the rotational speed for independent operation Nidl. When the target engine speed Ne * is set to a speed different from the engine speed Nidl for the self-sustained operation control routine, the target engine speed Ne * is set to be independent in the process of step S430 of the fuel cut motoring control routine of FIG. The engine 22 may be motored at a speed set by the motor MG1 by setting a speed different from the driving speed Nidl.

  In the hybrid vehicle 20 of the embodiment, when an automatic stop instruction is given, first, the engine 22 is autonomously operated at the independent operation speed Nidl, but the engine 22 may be subjected to load operation. Further, when an automatic stop instruction is given, fuel cut motoring control and engine rotation reduction control may be executed without performing such engine self-sustained operation control.

  In the hybrid vehicle 20 of the embodiment, it is determined in the process of step S490 of the fuel cut motoring control routine of FIG. 7 whether or not the elapsed time tm has passed the motoring time tmref, and the elapsed time tm is the motoring time tmref. However, in step S490, when the motor 22 is motored by the motor MG1 at the self-sustaining operation speed Nidl, the influence of the pulsation torque due to the explosion combustion of the engine 22 occurs. Since it is determined whether or not the remaining speed at the rotational speed Ne of the engine 22 is within the remaining period, the process of step S500 may be executed when the remaining period has elapsed. For example, the process is changed to the process of step S490. Based on the engine speed Ne calculated by the engine ECU 24 It may be determined whether or not the variation in the rotational speed Ne of the engine 22 is less than a predetermined value, and if the variation in the rotational speed Ne of the engine 22 is less than the predetermined value, the processing in step S500 is calculated. Good.

  In the hybrid vehicle 20 of the embodiment, in the process of step S630 of the engine rotation stop control routine of FIG. 9, the rotation speed of the engine 22 is linearly decreased from the self-sustained operation rotation speed Nidl toward the value 0 with time. Although the target rotational speed Ne * of the engine 22 is set as described above, the target rotational speed Ne * may be set so that the rotational speed of the engine 22 decreases with time. The target rotational speed Ne * may be set so as to decrease in a curve toward the value 0.

  In the hybrid vehicle 20 of the embodiment, the engine rotation reduction control routine is executed after the fuel cut motoring control, but immediately after the fuel cut motoring control, the engine rotation reduction control routine is not executed and the motor MG1 The torque output may be stopped.

  In the hybrid vehicle 20 of the embodiment, the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 in the process of step S240 of the engine self-sustained operation control routine of FIG. 4 is calculated as the temporary motor torque Tm2tmp. However, the pressing torque Tp and the required torque Tr to be output to the ring gear shaft 32a of the drive shaft so that one of the power distribution and integration mechanism 30, the reduction gear 35, the gear mechanism 60, and the differential gear 62 is pressed against the other. A value obtained by dividing the sum of the torque by * by the gear ratio Gr of the reduction gear 35 may be set as a temporary motor torque Tm2tmp as a torque to be output from the motor MG2. In this case, as the pressing torque Tp, the pulsating torque generated in the engine 22 that is operating independently at the independent operation speed Nidl is transmitted to the power distribution integrated mechanism 30, the reduction gear 35, the gear mechanism 60, and the differential gear 62. The minimum positive torque in the forward direction of the vehicle necessary to keep pressing one of the gears against the other in the state of being in the state, or a torque slightly larger than this is determined in advance by experiment or analysis, etc. It is desirable to do. In this way, a value obtained by dividing the sum of the pressing torque Tp and the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a temporary motor torque Tm2tmp as a torque to be output from the motor MG2, and the motor MG2 is controlled. Thus, one of the power distribution / integration mechanism 30, the reduction gear 35, the gear mechanism 60, and the differential gear 62 can be pressed against the other, and the power distribution / integration mechanism 30, the reduction gear 35, the gear mechanism 60, and the differential gear can be pressed against each other. Generation of rattling noise between the 62 gears can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). Further, as shown in the hybrid vehicle 220 of the modified example of FIG. 14, the engine has a generator 230 that generates power by the power of the engine 22 and a motor MG attached to a drive shaft connected to the drive wheels 63a and 63b. The power from the motor MG is output to the drive wheels 63a and 63b using the power from the generator 230 and the battery 50 with the charging and discharging of the battery 50 by the power generated by the power generator 230 using the power from the power 22. The present invention may be applied to the hybrid vehicle 220. In this case, the generator 230 corresponds to a motor for cranking the engine 22.

  Further, the present invention is not limited to those applied to such a hybrid vehicle, and the form of the internal combustion engine device mounted on such a moving body such as an automobile or an aircraft, or the internal combustion engine device incorporated in a non-moving facility such as a construction facility. It does not matter as a form.

  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. Regarding the internal combustion engine device, in the embodiment, the engine 22 corresponds to “internal combustion engine”, the motor MG1 corresponds to “electric motor”, the crank position sensor 140 corresponds to “rotational position detecting means”, and the engine 22 is automatically operated. When the stop instruction is given, the process of step S420 of the fuel cut motoring control routine of FIG. 7 for transmitting the fuel injection stop command for stopping the fuel injection control and the ignition control in the engine 22 to the engine ECU 24 or the engine rotation reduction of FIG. Processing in step S620 of the control routine, the torque command of the motor MG1 is set to the motor ECU 40 so that the motor MG1 motors the engine 22 at the self-sustained operation rotational speed Nidl until the elapsed time tm has passed the motoring time tmref. Send fuel cut motoring control Steps S430, S480 and S490 of Chin, when the elapsed time tm has passed the motoring time tmref and the crank angle CA of the engine 22 is within the determination angle range Cref, the fuel cut motoring control is terminated and the previous time A value obtained by subtracting the control rate dn from the rotational speed Ne * is set as the target rotational speed Ne * of the engine 22, and a torque command for the motor MG1 is issued so that the rotational speed Ne of the engine 22 becomes the set target rotational speed Ne *. A fuel electronic control unit 70 for executing steps S490 and S500 of the fuel cut motoring control routine that is set and transmitted to the motor ECU 40, and steps S630, S640, and S690 of the engine speed reduction control routine, and a fuel injection stop command Received fuel injection system in the engine 22 Ignition control and the engine ECU24 for controlling the engine 22 to be stopped, one combination of a motor ECU40 for driving and controlling the motors MG1 receives torque command Tm1 * corresponds to a "control unit" and. In the hybrid vehicle, the motor MG1 corresponds to the “first electric motor”, the power distribution and integration mechanism 30 corresponds to the “planetary gear mechanism”, the motor MG2 corresponds to the “second electric motor”, and the battery 50 corresponds to “ It corresponds to “electric storage means”.

  Here, in the internal combustion engine device, the “internal combustion engine” is not limited to an internal combustion engine that outputs power by a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine. Absent. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor that can output power to the output shaft of the internal combustion engine, such as an induction motor. I do not care. The “rotational position detecting means” is not limited to the crank position sensor 140, and any means that detects the rotational position of the output shaft of the internal combustion engine may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when an automatic stop instruction of the engine 22 is given, the engine 22 is controlled so that the fuel injection control and the ignition control in the engine 22 are stopped, and the elapsed time tm is equal to the motoring time tmref. The motor 22 is set by the motor MG1 so that the engine 22 is motored by the motor MG1 at the self-sustained rotation speed Nidl until the elapsed time tm, and the motor MG1 is controlled. After the elapsed time tm has passed the motoring time tmref, the engine 22 When the crank angle CA of the engine 22 falls within the determination angle range Cref, the fuel cut motoring control is terminated, and the value obtained by subtracting the control rate dn from the previous rotation speed Ne * is set as the target rotation speed Ne * of the engine 22. The engine speed Ne is set to the set target speed Ne *. The motor MG1 is not limited to controlling the motor MG1 by setting the torque command of the engine MG1, and when the operation of the internal combustion engine is automatically stopped, the fuel injection in the internal combustion engine is stopped and the rotational speed of the internal combustion engine is stopped. The fuel cut motoring control for controlling the internal combustion engine and the electric motor is executed so that the predetermined engine speed becomes a predetermined number of revolutions, and a predetermined period of time has elapsed since the execution of the fuel cut motoring control was started. When the detected rotational position falls within a predetermined predetermined rotational position range, the fuel injection in the internal combustion engine is continuously stopped, and the internal combustion engine and the electric motor are stopped so that the internal combustion engine stops at the predetermined target rotational position. As long as the engine rotation stop control for controlling the engine is executed, it may be anything. In the hybrid vehicle, the “first electric motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor. The “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30, and three rotating elements are connected to the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the first electric motor. Anything can be used. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type as long as it can input and output power to the drive shaft, such as an induction motor. The “power storage means” is not limited to the battery 50, and can exchange power with the first motor and the second motor, such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery. It does not matter as long as it is anything.

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

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

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

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control Unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 R OM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 Fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 136, throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position sensor, 146 throttle valve position Sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, 230 Generator, MG , MG1, MG2 motor.

Claims (5)

An internal combustion engine device comprising: an internal combustion engine; and an electric motor capable of outputting power to an output shaft of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
When the operation of the internal combustion engine is automatically stopped, the internal combustion engine and the electric motor are controlled so that fuel injection in the internal combustion engine is stopped and the rotational speed of the internal combustion engine becomes a predetermined rotational speed. Fuel cut motoring control is performed, a predetermined period of time elapses after execution of the fuel cut motoring control is started, and the detected rotational position is within a predetermined rotational position range. Control means for executing engine rotation stop control for controlling the internal combustion engine and the electric motor so that the stop of fuel injection in the internal combustion engine is continued and the internal combustion engine stops at a predetermined target rotation position When,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The engine rotation stop control sets a target rotation speed of the internal combustion engine as a rotation speed at which the rotation speed of the internal combustion engine decreases at a predetermined rate with time from the predetermined rotation speed, and the internal combustion engine An internal combustion engine device that controls the internal combustion engine and the electric motor so that the fuel injection in the engine is continuously stopped and the rotational speed of the internal combustion engine becomes the set target rotational speed. The internal combustion engine device according to claim 1,
The engine rotation stop control is a control for controlling the internal combustion engine and the electric motor so that stop of fuel injection in the internal combustion engine is continued and output of torque from the electric motor is stopped. An internal combustion engine device according to any one of claims 1 to 3,
When the operation of the internal combustion engine is automatically stopped, the control means determines the internal combustion engine in advance until a predetermined independent operation time elapses after an automatic stop instruction for automatically stopping the operation of the internal combustion engine is issued. An internal combustion engine device that controls the internal combustion engine and the electric motor so as to be autonomously operated at the determined independent rotational speed, and executes the fuel cut motoring control after the autonomous operation time has elapsed. A hybrid vehicle equipped with the internal combustion engine device according to any one of claims 1 to 4,
A first electric motor as the electric motor;
A planetary gear mechanism in which three rotary elements are connected to a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotary shaft of the first electric motor;
A second electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
With
The control means is means for controlling the second electric motor so as to travel with a required driving force required for traveling when the operation of the internal combustion engine is automatically stopped.

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