Engine equipment

Abstract

To enable both of outputting torque earlier from an engine and suppressing occurrence of torque shock in predetermined start control.SOLUTION: In predetermined start control for controlling an engine and a clutch to resume fuel injection and ignition of the engine from a state where fuel cut of the engine is being performed and the clutch is disengaged and then, engage the clutch, when ignition frequency is less than predetermined frequency, ignition timing of a target cylinder that is a target of next ignition is set so as to become an advance angle side as closing time intake manifold pressure that is pressure of an intake manifold when an intake valve is closed is lower.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an engine device, and more particularly to an engine device including an engine and a motor connected to an output shaft of the engine via a clutch. [Background technology]

[0002] A starting device has been proposed that starts an engine by igniting fuel supplied to a cylinder in the expansion stroke (see, for example, Patent Document 1). In this starting device, before starting the engine, the amount of crank movement at the first combustion in the cylinder in the expansion stroke is predicted based on the water temperature and the crank stop position, and if it is determined that the piston of the following cylinder will not pass the compression top dead center by the first combustion alone, the starter is operated after the crank is operated by the first combustion. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-316455 A Summary of the Invention [Problem to be solved by the invention]

[0004] In an engine system having an engine and a motor connected to the engine output shaft via a clutch, during a specified start-up control in which engine fuel injection and ignition are resumed from a state in which engine fuel has been cut and the clutch has been released, and then the clutch is engaged, it is necessary to simultaneously output torque from the engine early to bring the engine speed closer to the motor speed, while suppressing the occurrence of torque shock.

[0005] The main object of the engine apparatus of the present invention is to achieve both early torque output from the engine and suppression of the occurrence of torque shock during predetermined start control. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the engine device of the present invention employs the following means.

[0007] The engine device of the present invention comprises: An engine device including an engine, a motor connected to an output shaft of the engine via a clutch, and a control device that controls the engine, the motor, and the clutch, the control device, during a predetermined start control for controlling the engine and the clutch so as to resume fuel injection and ignition of the engine from a state in which fuel cut of the engine and release of the clutch are performed and then engage the clutch, sets an ignition timing for a target cylinder which is to be the next target of ignition so that the ignition timing becomes more advanced as the intake manifold pressure at the time of intake valve closure, which is the pressure in the intake manifold when the intake valve is closed, becomes lower. The gist of the present invention is as follows.

[0008] In the engine device of the present invention, during a predetermined start control in which the engine and the clutch are controlled so that the engine fuel injection and ignition are resumed from a state in which the engine fuel is cut and the clutch is released, and then the clutch is engaged, if the number of ignitions is less than a predetermined number, the ignition timing is set so that the lower the intake manifold pressure at the time of closing, which is the pressure in the intake manifold when the intake valve is closed, the more advanced the ignition timing is. The lower the intake manifold pressure at the time of closing, the less the amount of air in the target cylinder is, and the less likely it is that torque is output from the engine. Therefore, by setting the ignition timing to the advanced side as the intake manifold pressure at the time of closing is lower, it is possible to make it easier to output torque from the engine when the intake manifold pressure at the time of closing is low, and to suppress the output of large torque from the engine when the intake manifold pressure at the time of closing is high, thereby suppressing the occurrence of torque shock. As a result, during the predetermined start control, it is possible to achieve both early torque output from the engine (from when the intake manifold pressure at the time of closing is relatively low) and suppression of the occurrence of torque shock when the intake manifold pressure at the time of closing becomes relatively high.

[0009] In the engine device of the present invention, the control device may set the optimal ignition timing for the target cylinder when the closed intake manifold pressure is equal to or lower than a pressure threshold value during the predetermined start control when the number of ignitions is less than the predetermined number. In this way, it is possible to make it easier to output torque from the engine when the closed intake manifold pressure is equal to or lower than a pressure threshold value during the predetermined start control. In this case, the control device may set the ignition timing for the target cylinder by guarding the tentative ignition timing obtained using a predetermined map such that the lower the closed intake manifold pressure, the more the tentative ignition timing is advanced, with the optimal ignition timing.

[0010] In the engine device of the present invention, when the number of ignitions is less than the specified number of times during the specified start control, the control device may set the ignition timing for the target cylinder so that the ignition timing becomes more retarded as the engine speed decreases.

[0011] In the engine device of the present invention, the control device may set the ignition timing for the target cylinder based on the rotation speed of the motor and the rotation speed of the engine when the number of ignitions is equal to or greater than the predetermined number during the predetermined start control. In this case, the control device may set the ignition timing for the target cylinder so that the higher the rotation speed of the motor, the more advanced the ignition timing becomes. Furthermore, the control device may set the ignition timing for the target cylinder within a retard limit range based on the rotation speed of the engine when the number of ignitions is equal to or greater than the predetermined number during the predetermined start control. In this way, the engine rotation speed can be quickly brought close to the motor rotation speed.

[0012] In the engine apparatus of the present invention, the condition for engaging the clutch may include a condition that a differential rotation speed between the rotation speed of the motor and the rotation speed of the engine is less than a predetermined rotation speed. [Brief description of the drawings]

[0013] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device as an embodiment of the present invention. [Diagram 2] 1 is a diagram showing an outline of the configuration of an engine 22 mounted on a hybrid vehicle 20. FIG. [Diagram 3] 5 is a flowchart showing an example of ignition control during independent COM start control executed by an engine ECU 24. [Figure 4] FIG. 4 is an explanatory diagram showing an example of a first ignition timing setting map. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0015] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with an engine device according to an embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of an engine 22 equipped in the hybrid vehicle 20. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes the engine 22, a motor 30, an inverter 32, a clutch K0, an automatic transmission 40, a high-voltage battery 60, a low-voltage battery 62, a DC / DC converter 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0016] The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel to output power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel into an intake port, and an in-cylinder injection valve 127 that injects fuel into a cylinder. The engine 22 can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode by having the port injection valve 126 and the in-cylinder injection valve 127. In the port injection mode, air purified by the air cleaner 122 is sucked into the intake pipe 123 and passes through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 downstream of the surge tank 125 of the intake pipe 123, and the air and fuel are mixed. This mixture is then drawn into the combustion chamber 129 via the intake valve 128, where it is explosively combusted by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132, which is pushed down in the cylinder bore by the energy of the mixture, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. In the shared injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. Exhaust discharged from the combustion chamber 129 to an exhaust pipe 134 via an exhaust valve 133 is discharged into the outside air via a purification device 135 and a PM filter 136. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components in the exhaust such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The PM filter 136 is formed as a porous filter from ceramics, stainless steel, or the like, and collects particulate matter (PM) such as soot in the exhaust.In place of the PM filter 136, a four-way catalyst that combines the purification function of a three-way catalyst with the function of trapping particulate matter may be used.

[0017] The operation of the engine 22 is controlled by the engine ECU 24. The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a cooling water temperature Tw from a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples of the above include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 of the intake pipe 123, the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 of the intake pipe 123, and the surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples of the above include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 of the exhaust pipe 134, a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 of the exhaust pipe 134 and the PM filter 136, and a differential pressure ΔP from a differential pressure sensor 136a that detects a differential pressure before and after the PM filter 136 (a differential pressure between the upstream side and the downstream side).

[0018] From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via an output port. Examples of signals output from the engine ECU 24 include a control signal to a throttle valve 124, a control signal to a port injection valve 126, a control signal to an in-cylinder injection valve 127, and a control signal to an ignition plug 130.

[0019] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140, and calculates a 30-degree rotation required time T30, which is the time required for the crank angle θca to rotate by 30 degrees. The engine ECU 24 also calculates a load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates a PM accumulation amount Qpm as the accumulation amount of particulate matter accumulated on the PM filter 136 based on the differential pressure ΔP from the differential pressure sensor 136a, and calculates a filter temperature Tf as the temperature of the PM filter 136 based on the rotation speed Ne of the engine 22 and the load factor KL.

[0020] 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating power using power from the engine 22 are connected to the crankshaft 23 of the engine 22. The starter motor 25 and the alternator 26 are connected to a low-voltage power line 63 together with a low-voltage battery 62, and are controlled by the HVECU 70.

[0021] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded in a rotor core, and a stator in which a three-phase coil is wound around a stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of an automatic transmission 45. The inverter 32 is used to drive the motor 30, and is connected to a high-voltage power line 61. The motor 30 is rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 34 controlling the switching of multiple switching elements of the inverter 32.

[0022] Although not shown, the motor ECU 34 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the motor ECU 34 via the input port. Examples of signals input to the motor ECU 34 include a rotational position θmg from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect the phase currents of the respective phases of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via an output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the rotational speed Nmg of the motor 30 based on the rotational position θmg of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0023] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the HVECU 70 to connect and disconnect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30.

[0024] The automatic transmission 40 has a torque converter 43 and an automatic transmission 45 with, for example, six speeds. The torque converter 43 is configured as a general fluid transmission device, and transmits the power of an input shaft 41 connected to a rotating shaft 31 of the motor 30 to a transmission input shaft 44 which is an input shaft of the automatic transmission 45 with amplified torque, or transmits the torque as is without amplifying it. The automatic transmission 45 has the transmission input shaft 44, an output shaft 42 connected to driving wheels 49 via a differential gear 48, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches, brakes). Each of the plurality of friction engagement elements has a hydraulic servo configured of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The automatic transmission 45 forms forward gears from 1st gear to 6th gear and reverse gears by engaging and disengaging a plurality of friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The hydraulic pressure of hydraulic oil from a mechanical oil pump or an electric oil pump is adjusted and supplied to the clutch K0 and the automatic transmission 45 by a hydraulic control device (not shown). The hydraulic control device has a valve body with a plurality of oil passages formed therein, a plurality of regulator valves, a plurality of linear solenoid valves, etc. This hydraulic control device is controlled by the HVECU 70.

[0025] High-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery with a rated voltage of several hundred volts, and is connected to high-voltage power line 61 together with inverter 32. Low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12 V or 14 V, and is connected to low-voltage power line 63 together with starter motor 25 and alternator 26. DC / DC converter 64 is connected to high-voltage power line 61 and low-voltage power line 63. This DC / DC converter 64 supplies power from high-voltage power line 61 to low-voltage power line 63 with a voltage step-down.

[0026] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include the rotation speed Nin from the rotation speed sensor 41a attached to the input shaft 41 of the automatic transmission 40, the rotation speed Nmi from the rotation speed sensor 44a attached to the transmission input shaft 44 of the automatic transmission 40, and the rotation speed Nout from the rotation speed sensor 42a attached to the output shaft 42 of the automatic transmission 40. Examples of signals input to the HVECU 70 include the voltage Vbh of the high-voltage battery 60 from a voltage sensor attached between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from a current sensor attached to the output terminal of the high-voltage battery 60, and the voltage Vbl from a voltage sensor attached between the terminals of the low-voltage battery 62. Other examples of such signals include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87.

[0027] Various control signals are output from the HVECU 70 via an output port. Examples of signals output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Examples of signals output from the HVECU 70 include a control signal to the clutch K0 and the automatic transmission 40 (hydraulic control device), and a control signal to the DC / DC converter 64. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via a communication port. The HVECU 70 calculates a rotation speed ratio Gt of the automatic transmission 40 by dividing the rotation speed Nin of the input shaft 41 of the automatic transmission 40 from the rotation speed sensor 41a by the rotation speed Nout of the output shaft 42 of the automatic transmission 40 from the rotation speed sensor 42a.

[0028] In this embodiment, the engine device corresponds to the engine 22, the clutch K0, the motor 30, the HVECU 70, the engine ECU 24, and the motor ECU .

[0029] In the hybrid vehicle 20 of the embodiment thus configured, the engine 22, the clutch K0, the motor 30, and the automatic transmission 40 are controlled by cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 34 so as to travel in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode). Here, the HV driving mode is a mode in which the clutch K0 is in an engaged state and the vehicle travels using the power of the engine 22, and the EV driving mode is a mode in which the clutch K0 is in a released state and the vehicle travels without using the power of the engine 22.

[0030] In controlling the automatic transmission 40 in the HV driving mode or the EV driving mode, the HVECU 70 first sets a target gear M* of the automatic transmission 45 based on the accelerator opening Acc and the vehicle speed V. Then, when the gear M of the automatic transmission 45 matches the target gear M*, the HVECU 70 controls the automatic transmission 45 so that the gear M is maintained. On the other hand, when the gear M and the target gear M* differ, the HVECU 70 controls the automatic transmission 45 so that the gear M matches the target gear M*.

[0031] In controlling the engine 22 and the motor 30 in the HV driving mode, the HVECU 70 first sets a required torque Tout* required for driving (required of the output shaft 42 of the automatic transmission 40) based on the accelerator opening Acc and the vehicle speed V. Next, the required torque Tout* of the output shaft 42 is divided by the rotation speed ratio Gt of the automatic transmission 40, and the value is set as the required torque Tin* of the input shaft 41. After setting the required torque Tin* of the input shaft 41 in this manner, the HVECU 70 sets a target torque Te* of the engine 22 and a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the target torque Te* of the engine 22 to the engine ECU 24 and transmits the torque command Tm* of the motor 30 to the motor ECU 34. Upon receiving the target torque Te*, the engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated at the target torque Te*. When the motor ECU 34 receives the torque command Tm*, it performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0032] In controlling the motor 30 in the EV driving mode, the HVECU 70 sets a required torque Tin* of the input shaft 41 in the same manner as in the HV driving mode, sets a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the torque command Tm* to the motor ECU 34. Upon receiving the torque command Tm*, the motor ECU 34 performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0033] In the hybrid vehicle 20 of the embodiment, when a stop condition is satisfied in the HV driving mode by cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 34, the torque from the engine 22 is replaced with the torque from the motor 30, and then the fuel cut of the engine 22 is performed and the clutch K0 is released when the rotation speed Ne of the engine 22 is less than a threshold value Neref1 (for example, about 600 rpm to 800 rpm). Then, when a start condition is satisfied while the engine 22 is rotating, start control of the engine 22 is performed with recovery from the fuel cut of the engine 22 (resumption of fuel injection and ignition). For example, a condition that the required torque Tin* of the input shaft 41 is less than a threshold value Tinref while the engine 22 is operating can be used as the stop condition. For example, a condition that the required torque Tin* is equal to or greater than a threshold value Tinref while the engine 22 is intermittently stopped can be used as the start condition. Examples of the start control of the engine 22 include FC (Fuel Cut) recovery control, independent COM (Change Of Mind) start control, and COM start control.

[0034] The FC recovery control is basically performed when the start condition is satisfied and the rotation speed Ne of the engine 22 is equal to or greater than the threshold value Neref1. In the FC recovery control, the fuel injection and ignition of the engine 22 are resumed while the clutch K0 is kept engaged.

[0035] Independent COM start control is basically performed when the engine 22 speed Ne is less than the threshold Neref1 and equal to or greater than a lower threshold Neref2 (e.g., several hundred rpm lower) when the start condition is met. Independent COM start control restarts fuel injection and ignition of the engine 22 while continuing to release the clutch K0, controls the engine 22 so that the differential speed ΔN between the motor 30 speed Nmg and the engine 22 speed Ne becomes small, and engages the clutch K0 when the clutch K0 engagement condition is met.

[0036] The COM start control is basically performed when the engine 22 speed Ne is less than the threshold value Neref2 when the start condition is satisfied. In the COM start control, the clutch K0 is half-engaged (slip-engaged) and the engine 22 is cranked using the cranking torque from the motor 30 while fuel injection and ignition are resumed, the clutch K0 is released while controlling the engine 22 so that the differential speed ΔN becomes small, and when the clutch K0 engagement condition is satisfied, the clutch K0 is engaged.

[0037] An example of the condition for engaging the clutch K0 during independent COM start control or COM start control is that the differential rotation speed ΔN is less than a threshold value ΔNref (e.g., about 50 rpm to 150 rpm). Furthermore, the fuel injection control during FC recovery control, independent COM start control, or COM start control is performed in the direct injection mode.

[0038] Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the ignition control of the engine 22 during the independent COM start control, will be described. FIG. 3 is a flowchart showing an example of the ignition control during the independent COM start control executed by the engine ECU 24. This routine is repeatedly executed while switching the target cylinder to be ignited (explosive combustion) next during the independent COM start control. During the independent COM start control, the clutch K0 is continuously released while fuel injection and ignition of the engine 22 are resumed, so that the torque from the engine 22 must be used to reduce the differential speed ΔN between the rotation speed Nmg of the motor 30 and the rotation speed Ne of the engine 22. For this reason, regarding the intake air amount control and fuel injection control during the independent COM start control, the throttle valve 124 and the in-cylinder injection valve 127 are basically controlled so that the pressure of the intake manifold (intake manifold pressure Pin) is increased by increasing the throttle opening TH compared to the COM start control, and the differential speed ΔN is reduced. In the embodiment, the surge pressure Ps is used as the intake manifold pressure Pin.

[0039] In the ignition control during the independent COM start control of Fig. 3, the engine ECU 24 first inputs the number of ignitions Ni since the start of the independent COM start control (step S100) and compares the input number of ignitions Ni with a threshold value Niref (step S110). Here, the predetermined number of ignitions Niref can be, for example, about 3 to 6 times.

[0040] When the number of ignitions Ni is less than the threshold value Niref in step S110, data such as the closed-time intake manifold pressure Pinc and the rotation speed Ne of the engine 22 are input (step S120), the ignition timing Ti of the target cylinder is set based on the input closed-time intake manifold pressure Pinc and the rotation speed Ne of the engine 22 (step S130), the ignition timing Ti is used to control the spark plug 130 (step S160), and this routine is terminated.

[0041] Here, the intake manifold pressure at closing Pinc is the intake manifold pressure Pin when the intake valve 128 of the target cylinder is closed (timing), and in this embodiment, the surge pressure Ps from the pressure sensor 125a when the intake valve 128 of the target cylinder is closed is input. The rotation speed Ne of the engine 22 is a value calculated based on the crank angle θcr of the engine 22 from the crank position sensor 140.

[0042] The ignition timing Ti of the target cylinder can be set by guarding the tentative ignition timing Titmp of the target cylinder based on the intake manifold pressure Pinc at the time of closing and the rotation speed Ne of the engine 22 to the advance side with the optimal ignition timing. The tentative ignition timing Titmp of the target cylinder can be set by, for example, determining the relationship between the intake manifold pressure Pinc at the time of closing, the rotation speed Ne of the engine 22, and the tentative ignition timing Titmp of the target cylinder in advance by experiments, analysis, machine learning, or the like, and storing it as a first ignition timing setting map, and when the intake manifold pressure Pinc at the time of closing and the rotation speed Ne of the engine 22 are given, deriving the corresponding tentative ignition timing Titmp from this map. FIG. 4 is an explanatory diagram showing an example of the first ignition timing setting map. As shown in the figure, the tentative ignition timing Titmp is set so that the lower the intake manifold pressure Pinc at the time of closing is, the more advanced it is, and so that the lower the rotation speed Ne of the engine 22 is, the more retarded it is. In particular, in a region (region A in FIG. 4) where the closed-time intake manifold pressure Pinc is equal to or lower than a threshold value Pincref1 that increases as the rotation speed Ne of the engine 22 increases, an optimal advance timing or a timing on the more advanced side is set. Also, in a region (region B in FIG. 4) where the closed-time intake manifold pressure Pinc is sufficiently higher than the threshold value Pincref1 and equal to or higher than a threshold value Pincref2 that decreases as the rotation speed Ne of the engine 22 decreases, a retard limit timing or a timing slightly advanced from the threshold value Pinc is set. The lower the closed-time intake manifold pressure Pinc, the smaller the amount of air in the target cylinder, making it difficult for the engine 22 to output torque. Therefore, when the closed-time intake manifold pressure Pinc is relatively low, the ignition timing Ti can be set relatively to the advanced side, making it easier to output torque from the engine 22. In particular, in a region where the closed-time intake manifold pressure Pinc is equal to or lower than the threshold value Pincref, the ignition timing Ti can be set to the optimal ignition timing, making it easier to output torque from the engine 22. Furthermore, when the closed-time intake manifold pressure Pinc is relatively high, the ignition timing Ti is set to be relatively retarded, thereby making it possible to prevent the engine 22 from outputting a large torque and thus suppress the occurrence of a torque shock.As a result, it is possible to output torque from the engine 22 early (from when the closed-time intake manifold pressure Pinc is relatively low) while suppressing the occurrence of torque shock in the engine 22 when the closed-time intake manifold pressure Pinc becomes relatively high.

[0043] When the number of ignitions Ni is equal to or greater than the threshold value Niref in step S110, data such as the rotation speed Nmg of the motor 30 and the rotation speed Ne of the engine 22 are input (step S140), the ignition timing Ti of the target cylinder is set based on the input rotation speed Nmg of the motor 30 and the rotation speed Ne of the engine 22 (step S150), the ignition timing Ti is used to control the spark plug 130 (step S160), and this routine is terminated.

[0044] Here, the rotation speed Nmg of the motor 30 is calculated by the motor ECU 34 based on the rotational position θmg of the motor 30 from the rotational position sensor 30a, and the calculated value is input by communication via the HVECU 70. The rotation speed Ne of the engine 22 is calculated based on the crank angle θcr of the engine 22 from the crank position sensor 140, and the input value is input.

[0045] The ignition timing Ti of the target cylinder can be set by, for example, determining in advance the relationship between the rotation speed Nmg of the motor 30, the rotation speed Ne of the engine 22, and the ignition timing Ti through experiments, analysis, machine learning, or the like, and storing it as a second ignition timing setting map, and when the rotation speed Nmg of the motor 30 and the rotation speed Ne of the engine 22 are given, deriving the corresponding ignition timing Ti from this map. Since it is necessary to quickly bring the rotation speed Ne of the engine 22 close to the rotation speed Nmg of the motor 30, in the embodiment, the ignition timing Ti is set so that the higher the rotation speed Nmg of the motor 30 is, the more advanced the ignition timing Ti is. In addition, since the retard limit at which ignition is possible is correlated with the rotation speed Ne of the engine 22, in the embodiment, the ignition timing Ti is set within the retard limit range based on the rotation speed Ne of the engine 22. As a result, the rotation speed Ne of the engine 22 can be quickly brought close to the rotation speed Nmg of the motor 30.

[0046] In the engine device mounted on the hybrid vehicle 20 of the embodiment described above, during independent COM start control, when the number of ignitions Ni is less than the threshold value Niref, the ignition timing Ti for the target cylinder is set to the advanced side as the closed-time intake manifold pressure Pinc becomes lower. This makes it possible to output torque from the engine 22 early (from when the closed-time intake manifold pressure Pinc is relatively low) while suppressing the occurrence of torque shock in the engine 22 when the closed-time intake manifold pressure Pinc becomes relatively high.

[0047] In the engine device mounted on the hybrid vehicle 20 of the embodiment, during independent COM start control, when the number of ignitions Ni is less than the threshold value Niref, the ignition timing Ti for the target cylinder is set based on the closed-time intake manifold pressure Pinc and the rotation speed Ne of the engine 22. However, the ignition timing Ti may be set based only on the closed-time intake manifold pressure Pinc without taking into account the rotation speed Ne of the engine 22.

[0048] In the engine device mounted on the hybrid vehicle 20 of the embodiment, during the independent COM start control, when the number of ignitions Ni is less than the threshold value Niref, the ignition timing Ti for the target cylinder is set to the optimum ignition timing when the closed-time intake manifold pressure Pinc is in the pressure threshold value Pincref range. However, even when the closed-time intake manifold pressure Pinc is in the pressure threshold value Pincref range, the ignition timing Ti may be set to a timing slightly retarded from the optimum ignition timing.

[0049] The hybrid vehicle 20 of the embodiment is equipped with a six-speed automatic transmission 45. However, it may be equipped with a four-speed, five-speed, eight-speed, or other automatic transmission.

[0050] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0051] Although the engine device of the embodiment is mounted on the hybrid vehicle 20, it may be mounted on a moving body other than a vehicle, or may be incorporated into stationary equipment.

[0052] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the clutch K0 corresponds to the "clutch", the motor 30 corresponds to the "motor", and the HVECU 70, the engine ECU 24, and the motor ECU 34 correspond to the "control device".

[0053] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0054] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0055] The present invention can be used in the engine device manufacturing industry and the like. [Explanation of symbols]

[0056] 20 hybrid vehicle, 22 engine, 23 crankshaft, 24 engine ECU, 25 starter motor, 26 alternator, 30 motor, 30a rotational position sensor, 31 rotating shaft, 32 inverter, 34 motor ECU, 40 automatic transmission, 41 input shaft, 41a rotational speed sensor, 42 output shaft, 42a rotational speed sensor, 43 torque converter, 44 transmission input shaft, 44a rotational speed sensor, 45 automatic transmission, 48 differential gear, 49 drive wheel, 60 high voltage battery, 61 high voltage side power line, 62 low voltage battery, 63 low voltage side power line, 64 DC / DC converter, 70 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, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor.

Claims

1. An engine device including an engine, a motor connected to an output shaft of the engine via a clutch, and a control device that controls the engine, the motor, and the clutch, the control device, during a predetermined start control for controlling the engine and the clutch so as to resume fuel injection and ignition of the engine from a state in which fuel cut of the engine and release of the clutch are performed and then engage the clutch, sets an ignition timing for a target cylinder which is to be the next target of ignition so that the ignition timing becomes more advanced as the intake manifold pressure at the time of intake valve closure, which is the pressure in the intake manifold when the intake valve is closed, becomes lower. Engine equipment.

2. 2. The engine device according to claim 1, When the number of ignitions is less than the predetermined number of times during the predetermined start control, the control device sets the optimal ignition timing to the target cylinder when the closed-time intake manifold pressure is equal to or lower than a pressure threshold value. Engine equipment.

3. 3. The engine device according to claim 2, When the number of ignitions is less than the predetermined number of times during the predetermined start control, the control device sets the ignition timing for the target cylinder by guarding the tentative ignition timing obtained using a predetermined map such that the lower the closed-time intake manifold pressure is, the more the tentative ignition timing is advanced, with the optimal ignition timing. Engine equipment.

4. An engine device according to any one of claims 1 to 3, When the number of ignitions is less than the predetermined number of times during the predetermined start control, the control device sets the ignition timing for the target cylinder so that the ignition timing becomes more retarded as the engine speed becomes lower. Engine equipment.

5. An engine device according to any one of claims 1 to 4, When the number of ignitions is equal to or greater than the predetermined number of times during the predetermined start control, the control device sets the ignition timing for the target cylinder based on a rotation speed of the motor and a rotation speed of the engine. Engine equipment.

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