Engine device

Abstract

To perform crank-angle storage processing in a more appropriate period.SOLUTION: There is provided a crank-angle sensor that has a timing rotor having a plurality of tooth formed at an equal angle interval in the outer periphery excluding chipped tooth of a part, and mounted on a crank shaft, and an electromagnetic pickup for detecting passing of the tooth according to the rotation of the timing rotor. In stop control of an engine, crank angle storage processing for storing a crank angle detected by the crank-angle sensor is started, and in the case of predetermined start control of starting the engine with half-engagement of a clutch and cranking of the engine by a motor, the crank angle storage processing is ended upon starting half-engagement of the clutch.SELECTED DRAWING: Figure 5

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 a crankshaft of the engine via a clutch.

Background Art

[0002] Conventionally, as this type of engine device, a hybrid vehicle including an engine, a motor generator connected to a crankshaft of the engine, and a transmission connected to the crankshaft of the engine via a clutch and connected to drive wheels has been proposed (for example, see Patent Document 1). In this engine device, when a start request for the engine during traveling is made, the crank angle of the engine is acquired from a crank angle sensor, and the engine is started by a starting method based on the acquired crank angle. For example, when the acquired crank angle is within a predetermined region, ignition start is performed by injecting fuel and igniting in a cylinder in the expansion stroke to rotate the crankshaft.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described engine device, consideration has not been given to during which period the crank angle storage process for storing the crank angle is performed when the fuel injection and ignition of the engine are stopped. If the end of the crank angle storage process is too early, the crank angle may be reset during engine stoppage, or a missing tooth of the timing rotor of a well-known crank angle sensor having a timing rotor and an electromagnetic pickup may be detected, and the crank angle may be an unintended value (for example, an uncertain value) when starting control of the engine is started.

[0005] The engine device of the present invention mainly aims to perform crank angle storage processing in a more appropriate period.

Means for Solving the Problem

[0006] The engine device of the present invention has adopted the following means to achieve the above main object.

[0007] The engine device of the present invention includes an engine, a motor connected to the crankshaft of the engine via a clutch, and a control device for controlling the engine, the motor, and the clutch, has a crank angle sensor having a timing rotor attached to the crankshaft with a plurality of teeth formed at equal angular intervals except for some missing teeth on the outer periphery, and an electromagnetic pickup for detecting the passage of the teeth in response to the rotation of the timing rotor, when performing stop control of the engine, the control device starts crank angle storage processing for storing the crank angle detected by the crank angle sensor, and in the case of predetermined start control for starting the engine with semi-engagement of the clutch and cranking of the engine by the motor, when starting semi-engagement of the clutch, the control device ends the crank angle storage processing. This is the gist.

[0008] In the engine device of the present invention, a timing rotor having a plurality of teeth at equal angular intervals except for some missing teeth formed on the outer periphery and attached to the crankshaft, and an electromagnetic pickup for detecting the passage of the teeth in accordance with the rotation of the timing rotor. And it has a crank angle sensor. Then, at the time of engine stop control, a crank angle storage process for storing the crank angle detected by the crank angle sensor is started, and in the case of a predetermined start control for starting the engine with the clutch semi-engaged and the engine cranked by the motor, when starting the semi-engagement of the clutch, the crank angle storage process is terminated. Here, in the predetermined start control, for the clutch, fast fill control, constant pressure standby, and semi-engagement control are performed in this order. That is, it takes time from the start of the predetermined start control to the start of the semi-engagement of the clutch. Also, when the crank angle storage process is being performed, resetting of the crank angle and detection of missing teeth of the timing rotor are masked. In the engine device of the present invention, in the case of the predetermined start control, by executing the crank storage process until the semi-engagement of the clutch is started, it is possible to avoid the crank angle becoming an unintended value (for example, an uncertain value) when starting the predetermined start control. That is, the crank angle storage process can be performed in a more appropriate period.

[0009] In the engine device of the present invention, in the case of a second predetermined start control for starting the engine without the semi-engagement of the clutch, the control device may end the crank angle storage process when ending the second predetermined start control. By doing so, even in the case of the second predetermined start control, the crank angle storage process can be ended at the end thereof.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0011] Next, the mode for carrying out the present invention will be described using examples.

Example

[0012] FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device as an embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22 mounted on the hybrid vehicle 20. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an 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.

[0013] The engine 22 is configured as a six-cylinder internal combustion engine that outputs power through four strokes of intake, compression, expansion (explosive combustion), and exhaust using fuel such as gasoline or diesel fuel. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel into the intake port and an in-cylinder injection valve 127 that injects fuel into the cylinder. By having the port injection valve 126 and the in-cylinder injection valve 127, the engine 22 can be operated in any of a port injection mode, an in-cylinder injection mode, and a shared injection mode. In the port injection mode, air cleaned by the air cleaner 122 is inhaled into the intake pipe 123, passed through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 on the downstream side of the surge tank 125 in the intake pipe 123 to mix the air and fuel. Then, this air-fuel mixture is inhaled into the combustion chamber 129 through the intake valve 128 and explosively combusted by an electric spark from the spark plug 130, converting the reciprocating motion of the piston 132 pushed down by the energy in the cylinder bore into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is inhaled into the combustion chamber 129 in the same manner as in the port injection mode, fuel is injected from the in-cylinder injection valve 127 during the intake stroke and the compression stroke, and 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 inhaled into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and the compression stroke, and 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. The exhaust discharged from the combustion chamber 129 to the exhaust pipe 134 through the exhaust valve 133 is discharged to the outside air through the purification device 135 and the PM filter 136. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in the exhaust. The PM filter 136 is formed as a porous filter from ceramics, stainless steel, etc., and collects particulate matter (PM) such as soot in the exhaust.Note that instead of the PM filter 136, a four-way catalyst that combines the purification function of a three-way catalyst and the collection function for particulate matter may be used.

[0014] The engine 22 is under operation control by the engine ECU 24. The engine ECU 24 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, input / output ports, and communication ports, although not shown. Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 via the input ports. Examples of the signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and the coolant temperature Tw from the water temperature sensor 142 that detects the temperature of the coolant water of the engine 22. Also included are the cam angles θci and θco from the cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes the intake valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 133. Further examples include the throttle opening TH from the throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 123a attached upstream of the throttle valve 124 in the intake pipe 123, the intake air temperature Ta from the temperature sensor 123t attached upstream of the throttle valve 124 in the intake pipe 123, and the surge pressure Ps from the pressure sensor 125a attached to the surge tank 125. Additionally, the front air-fuel ratio AF1 from the front air-fuel ratio sensor 137 attached upstream of the purification device 135 in the exhaust pipe 134, the rear air-fuel ratio AF2 from the rear air-fuel ratio sensor 138 attached between the purification device 135 and the PM filter 136 in the exhaust pipe 134, and the differential pressure ΔP from the differential pressure sensor 136a that detects the differential pressure (the differential pressure between the upstream side and the downstream side) across the PM filter 136 can be mentioned.

[0015] Here, the configuration of the crank position sensor 140 will be described. FIG. 3 is a configuration diagram showing an outline of the configuration of the crank position sensor 140. As shown in the figure, the crank position sensor 140 has a timing rotor 140a attached to the crankshaft 23 of the engine 22 and an electromagnetic pickup 140p. The timing rotor 140a is configured to have 36 teeth at 10-degree intervals on the outer periphery, with two consecutive teeth missing for detecting the reference position (e.g., top dead center of a predetermined cylinder), that is, 34 teeth and two consecutive missing teeth. Hereinafter, the range where teeth are formed on the outer periphery is referred to as the tooth portion 140b, and the range of the missing teeth is referred to as the missing tooth portion 140c. The electromagnetic pickup 140p detects the passage of teeth as the timing rotor 140a rotates.

[0016] From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via the output port. Examples of the signals output from the engine ECU 24 include a control signal to the throttle valve 124, a control signal to the port injection valve 126, a control signal to the in-cylinder injection valve 127, and a control signal to the ignition plug 130.

[0017] The engine ECU 24 is connected to the HV ECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. Further, the engine ECU 24 calculates the load factor KL (the ratio of the volume of air actually inhaled 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 rotational speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates the PM deposition amount Qpm as the deposition amount of particulate matter deposited on the PM filter 136 based on the differential pressure ΔP from the differential pressure sensor 136a, or calculates the filter temperature tf as the temperature of the PM filter 136 based on the rotational speed Ne and load factor KL of the engine 22.

[0018] As shown in FIG. 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating electricity using the 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 the low-voltage side power line 63 together with the low-voltage battery 62 and are controlled by the HVECU 70.

[0019] The motor 30 is configured as a synchronous generator motor and has a rotor in which permanent magnets are embedded in the rotor core and a stator in which three-phase coils are wound around the stator core. The rotating shaft 31 to which the rotor of this motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via the clutch K0 and is also connected to the input shaft 41 of the automatic transmission 45. The inverter 32 is used to drive the motor 30 and is connected to the high-voltage side power line 61. The motor 30 is rotationally driven by switching control of a plurality of switching elements of the inverter 32 by a motor electronic control unit (hereinafter referred to as "motor ECU") 34.

[0020] Although not shown, the motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of the signals input to the motor ECU 34 include the 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 the phase currents Iu and Iv from a current sensor that detects the phase current of each phase of the motor 30. Control signals to the inverter 32 and the like are output from the motor ECU 34 via the output ports. 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.

[0021] 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.

[0022] The automatic transmission 40 includes a torque converter 43 and, for example, a six-speed automatic transmission 45. The torque converter 43 is configured as a general fluid transmission device, and amplifies and transmits the power of the input shaft 41 connected to the rotating shaft 31 of the motor 30 to the transmission input shaft 44, which is the input shaft of the automatic transmission 45, or transmits it as it is without amplifying the torque. The automatic transmission 45 includes a transmission input shaft 44, an output shaft 42 connected to the drive 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 by 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 and reverse gears from the first speed to the sixth speed by engaging and disengaging the plurality of friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The clutch K0 and the automatic transmission 45 are supplied with hydraulic oil pressure regulated from a mechanical oil pump or an electric oil pump by a hydraulic control device (not shown). The hydraulic control device includes a valve body in which a plurality of oil passages are formed, a plurality of regulator valves, a plurality of linear solenoid valves, and the like. This hydraulic control device is controlled by the HVECU 70.

[0023] The high-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery with a rated voltage of about several hundred volts, and is connected to the high-voltage side power line 61 together with the inverter 32. The low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12V or 14V, and is connected to the low-voltage side power line 63 together with the starter motor 25 and the alternator 26. The DC / DC converter 64 is connected to the high-voltage side power line 61 and the low-voltage side power line 63. This DC / DC converter 64 supplies the power of the high-voltage side power line 61 to the low-voltage side power line 63 with a voltage step-down.

[0024] 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 the signals input to the HVECU 70 include the rotational speed Nin from the rotational speed sensor 41a attached to the input shaft 41 of the automatic transmission 40, the rotational speed Nmi from the rotational speed sensor 44a attached to the transmission input shaft 44 of the automatic transmission 40, and the rotational speed Nout from the rotational speed sensor 42a attached to the output shaft 42 of the automatic transmission 40. Also included are the voltage Vbh of the high-voltage battery 60 from the voltage sensor attached between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from the current sensor attached to the output terminal of the high-voltage battery 60, and the voltage Vbl from the voltage sensor attached between the terminals of the low-voltage battery 62. Further examples include the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87.

[0025] Various control signals are output from the HVECU 70 via the output ports. Examples of the signals output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Control signals to the clutch K0, the automatic transmission 40 (hydraulic control device), and the DC / DC converter 64 can also be cited. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via communication ports. The HVECU 70 calculates the speed ratio Gt of the automatic transmission 40 by dividing the rotational speed Nin of the input shaft 41 of the automatic transmission 40 from the rotational speed sensor 41a by the rotational speed Nout of the output shaft 42 of the automatic transmission 40 from the rotational speed sensor 42a.

[0026] In the embodiment, as the engine device, the engine 22, the clutch K0, the motor 30, the HVECU 70, the engine ECU 24, and the motor ECU 34 correspond.

[0027] In the hybrid vehicle 20 of the embodiment configured in this way, the engine 22, the clutch K0, the motor 30, and the automatic transmission 40 are controlled to run in the hybrid driving mode (HV driving mode) or the electric driving mode (EV driving mode) by the cooperative control of the HVECU 70, the engine ECU 24, and the motor ECU 34. Here, the HV driving mode is a mode in which the clutch K0 is engaged and the power of the engine 22 is used for driving, and the EV driving mode is a mode in which the clutch K0 is disengaged and the power of the engine 22 is not used for driving.

[0028] In the control of the automatic transmission 40 in the HV driving mode and the EV driving mode, the HVECU 70 first sets the target gear stage M* of the automatic transmission 45 based on the accelerator opening Acc and the vehicle speed V. Then, when the gear stage M of the automatic transmission 45 matches the target gear stage M*, the automatic transmission 45 is controlled so that the gear stage M is maintained. On the other hand, when the gear stage M is different from the target gear stage M*, the automatic transmission 45 is controlled so that the gear stage M matches the target gear stage M*.

[0029] In the control of the engine 22 and the motor 30 in the HV running mode, the HVECU 70 first sets a required torque Tout* required for running (required for the output shaft 42 of the automatic transmission 40) based on the accelerator opening Acc and the vehicle speed V. Subsequently, a value obtained by dividing the required torque Tout* of the output shaft 42 by the gear ratio Gt of the automatic transmission 40 is set as the required torque Tin* of the input shaft 41. When the required torque Tin* of the input shaft 41 is set in this way, the target torque Te* of the engine 22 and the torque command Tm* of the motor 30 are set so that the required torque Tin* is output to the input shaft 41. The target torque Te* of the engine 22 is transmitted to the engine ECU 24, and the torque command Tm* of the motor 30 is transmitted to the motor ECU 34. When receiving the target torque Te*, the engine ECU 24 performs operation control (such as air amount control, fuel injection control, ignition control, etc.) of the engine 22 so that the engine 22 is operated at the target torque Te*. When 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*.

[0030] In the control of the motor 30 in the EV running mode, the HVECU 70 sets the required torque Tin* of the input shaft 41 in the same manner as in the HV running mode, sets the torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits it to the motor ECU 34. When 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*.

[0031] Also, in the hybrid vehicle 20 of the embodiment, when a stop request for the engine 22 is made while the engine 22 is being operated, stop control of the engine 22 is executed through cooperative control among the HVECU 70, the engine ECU 24, and the motor ECU 34. The stop request is made, for example, when a condition that the required torque Tin* of the input shaft 41 is less than the threshold value Tinref is satisfied. In the stop control, basically, after replacing the torque of the engine 22 with the torque of the motor 30, fuel injection and ignition are stopped and the throttle valve 124 is closed. When the rotational speed Ne of the engine 22 reaches less than the threshold value Neref1 (for example, about 600 rpm to 800 rpm), the clutch K0 is disengaged. Further, when the rotational speed Ne of the engine 22 reaches less than the threshold value Neref2 (for example, lower by about several hundred rpm) that is lower than the threshold value Neref1, the throttle valve 124 is temporarily opened. The reason for temporarily opening the throttle valve 124 will be described later.

[0032] Then, when a start request for the engine 22 is made while the fuel injection and ignition of the engine 22 are stopped, start control of the engine 22 is executed. The start request is made, for example, when a condition that the required torque Tin* is greater than or equal to the threshold value Tinref is satisfied. Examples of the type of start control of the engine 22 include FC (Fuel Cut) return start control, self-sustaining COM (Change Of Mind) start control, COM start control, TDC (Top Dead Center) start control, PUSH start control, and the like. The selection of the type of start control is made, for example, based on the rotational speed Ne of the engine 22 and the rotational speed Nmg of the motor 30 when the start request is made (started). Note that the fuel injection control during start control is performed in the in-cylinder injection mode.

[0033] The FC return start control is basically performed when a start request is made, provided that the engine speed Ne of the engine 22 is equal to or higher than a threshold value Neref1 (with the clutch K0 engaged) and the motor speed Nmg of the motor 30 is equal to or higher than a threshold value Nmgref (for example, the same value as the threshold value Neref1). In the FC return start control, basically, fuel injection and ignition of the engine 22 are started while continuing the engagement of the clutch K0.

[0034] The self-sustaining COM start control is basically performed when a start request is made, provided that the engine speed Ne of the engine 22 is less than the threshold value Neref1 (with the clutch K0 disengaged) and equal to or higher than a lower threshold value Neref3 (for example, several hundred rpm lower), and the motor speed Nmg of the motor 30 is equal to or higher than the threshold value Nmgref. In the self-sustaining COM start control, basically, fuel injection and ignition of the engine 22 are started while continuing the disengagement of the clutch K0, the engine 22 is controlled so that the differential speed ΔN between the motor speed Nmg and the engine speed Ne becomes small, and when the first engagement condition of the clutch K0 is satisfied, the clutch K0 is engaged (fully engaged). As the first engagement condition of the clutch K0, for example, a condition that the differential speed ΔN is less than a threshold value ΔNref (for example, about 50 rpm to 150 rpm) and the number of ignition times Ni is equal to or higher than a threshold value Niref (for example, about 5 to 8 times) can be used. For the clutch K0, basically, the hydraulic control device performs fast fill control, constant pressure standby, and full engagement control in this order. In the fast fill control, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes the target hydraulic pressure for filling the gap between the piston and the friction engagement plate of the clutch K0. In the constant pressure standby, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes the target hydraulic pressure (a hydraulic pressure lower than that in the fast fill control to some extent) at which no engagement force (frictional force) is generated in the clutch K0. In the full engagement control, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes the target hydraulic pressure for full engagement.

[0035] COM start control is basically performed when a start request is made, provided that the engine speed Ne of the engine 22 is less than the threshold value Neref3, greater than the value 0, and the motor speed Nmg of the motor 30 is greater than or equal to the threshold value Nmgref. In COM start control, basically, the clutch K0 is semi-engaged (slip engaged), and while cranking the engine 22 using the cranking torque from the motor 30, fuel injection and ignition are started. The engine 22 is controlled so that the differential speed ΔN becomes small, and the clutch K0 is released. When the first engagement condition of the above-described clutch K0 is satisfied, the clutch K0 is engaged (fully engaged). For the clutch K0, basically, fast fill control, constant pressure standby, semi-engagement control, low pressure standby, and full engagement control are performed in this order by the hydraulic control device. The fast fill control, constant pressure standby, and full engagement control have been described above. In semi-engagement control, the hydraulic pressure of the clutch K0 is controlled by the hydraulic control device so as to be the target hydraulic pressure for semi-engagement (a target hydraulic pressure lower than the target hydraulic pressure for full engagement), specifically, the target hydraulic pressure at which the engine 22 can be cranked by the motor 30 while the clutch K0 slips.

[0036] TDC start control is basically performed when the engine speed Ne of the engine 22 is 0 (the engine 22 is stopped) when a start request is made and the motor speed Nmg of the motor 30 is equal to or higher than the threshold value Nmgref. In TDC start control, basically, the clutch K0 is semi-engaged (slip engaged), and the engine 22 is cranked using the cranking torque from the motor 30. Fuel injection and ignition are started in the cylinder that first reaches top dead center of compression (the first target cylinder) or the cylinder that secondarily reaches top dead center of compression (the second target cylinder). The required torque Te* is set so that the differential speed ΔN becomes small, and while controlling the engine 22, the clutch K0 is released. When the first engagement condition of the clutch K0 described above is satisfied, the clutch K0 is engaged. Hereinafter, in TDC start control, the case where fuel injection and ignition are started in the first target cylinder is referred to as 1TDC start control, and the case where fuel injection and ignition are started in the second target cylinder is referred to as 2TDC start control. In the embodiment, the selection of whether to execute 1TDC start control or 2TDC start control is determined by determining whether the stop crank angle θcrsp, which is the crank angle θcr when the engine 22 stops, is within a predetermined crank angle range (for example, BTDC 40 to 80 (Before TDC 40 degrees to 80 degrees), etc.) where the first explosion can occur in the first target cylinder, during the period from when the engine 22 stops until a start request is made or when a start request is made (before turning on the start flag Fst described later). Therefore, when the stop crank angle θcrsp is within the predetermined crank angle range, 1TDC start control is executed, and when the stop crank angle θcrsp is not within the predetermined crank angle range, 2TDC start control is executed. In the embodiment, as described above, during stop control, when the engine speed Ne of the engine 22 reaches less than the threshold value Neref2, the throttle valve 124 is temporarily opened. This is to increase the in-cylinder air amount of the first target cylinder in preparation for the execution of 1TDC start control.

[0037] PUSH start control is basically performed when a start request is made and the rotational speed Nmg of the motor 30 is less than the threshold value Nmgref. In PUSH start control, basically, the clutch K0 is semi-engaged (slip engaged), and the engine 22 is cranked using the cranking torque from the motor 30. When the second engagement condition of the clutch K0 is satisfied, the clutch K0 is engaged, and then fuel injection and ignition of the engine 22 are started. As the second engagement condition of the clutch K0, for example, a condition that the differential rotational speed ΔN is less than the threshold value ΔNref can be used.

[0038] Next, the operation of the hybrid vehicle 20 of the embodiment will be described, particularly the start preparation process associated with the start request of the engine 22 and the crank angle storage process for storing the crank angle θcr. FIG. 4 is a flowchart showing an example of a start preparation process routine executed by the engine ECU 24, and FIG. 5 is a flowchart showing an example of a crank angle storage process routine executed by the engine ECU 24. These will be described in order below.

[0039] The start preparation process routine in FIG. 4 will be described. This routine is executed when a start request for the engine 22 is made (started) and start control is started. When this routine is executed, the engine ECU 24 first checks the type of start control (step S100). Then, when the type of start control is COM start control, TDC start control, or PUSH start control, that is, when the clutch K0 is semi-engaged and the engine 22 is cranked by the motor 30, it waits for the start of the semi-engagement of the clutch K0 (step S110), executes the start preparation process (step S130), switches the start flag Fst from OFF to ON (step S120), and ends this routine.

[0040] Here, the start flag Fst is a flag used in the crank angle memory processing routine of FIG. 5. When it is turned on by the process of step S130, it turns off when the rotational speed Ne of the engine 22 is equal to or higher than a threshold value Neref4 (for example, about 500 rpm to 700 rpm) and a predetermined time (about several tens to several hundreds of msec) has elapsed. The start preparation process is a process that executes resetting of the fuel injection count Nf, the ignition count Ni, and the like. Before starting the half-engagement (half-engagement control) of the clutch K0 (before starting the cranking of the engine 22 by the motor 30), for example, during fast fill control, if fuel injection and ignition are performed, there is a possibility of causing an unintended rotation of the engine 22. For this reason, in the embodiment, it is assumed that the start preparation process is executed when starting the half-engagement (half-engagement control) of the clutch K0. And even when the start request starts, fuel injection and ignition are prohibited until the start preparation process is completed. Thereby, in the case of COM start control, TDC start control, or PUSH start control, the start preparation process can be executed at a more appropriate timing, and unnecessary fuel injection and ignition before starting the half-engagement of the clutch K0 can be avoided, thereby avoiding an unintended rotation of the engine 22. Note that in the embodiment, the engine ECU 24 is assumed to detect the start of the half-engagement (half-engagement control) of the clutch K0 through communication with the HVECU 70 that controls the clutch K0 (hydraulic control device).

[0041] When the start control type is the self-supporting COM start control in step S100, immediately (in a relatively short time), the start preparation process is executed (step S130), and the start flag Fst is switched from off to on (step S120), and this routine ends. In the case of the self-supporting COM start control, since the operation of half-engaging the clutch K0 and cranking the engine 22 by the motor 30 does not occur, it is assumed that the start preparation process is executed immediately (in a relatively short time) when the start request starts. Thereby, fuel injection and ignition can be started earlier.

[0042] When the start control type is the FC return start control in step S100, the start preparation process is not executed, and the start flag Fst is not switched from off to on (kept off), and this routine ends. Thereby, it is possible to avoid taking time for the start preparation process, and it is possible to start fuel injection and ignition earlier.

[0043] Next, the crank angle storage process routine of FIG. 5 will be described. This routine is executed when a stop request for the engine 22 is made (started) and stop control is started. When this routine is executed, the engine ECU 24 first determines whether or not the fuel injection of the engine 22 has been stopped (step S200). When the fuel injection has not been stopped, it waits for the fuel injection to stop. Then, when it is determined in step S200 that the fuel injection has been stopped, the crank angle storage process is started (step S210). Here, the crank angle storage process is a process for storing the crank angle θcr at that time as the stop crank angle θcrsp when the engine 22 stops rotating. In the embodiment, when the crank angle storage process is being performed, the reset of the crank angle θcr and the detection of the missing teeth of the timing rotor 140a are masked.

[0044] When the crank angle storage process is started in this way, it is determined whether the above-described start flag Fst is on or off (step S220). When it is determined that the start flag Fst is off, it is determined whether or not the start control has ended (step S230). When it is determined that the start control has not ended, the process returns to step S220.

[0045] When repeatedly executing the processes of steps S220 and S230, if it is determined that the start flag Fst is on in step S220, the crank angle storage process is terminated (step S240), and this routine is terminated. Therefore, when a start request is made and the type of start control is COM start control, TDC start control, or PUSH start control, when starting the semi-engagement of the clutch K0, the start flag Fst is turned on and based on this, the crank angle storage process is terminated. As a result, during the crank angle storage process, for example, when the engine 22 stops rotating or when a start request is made and start control is started, the reset of the crank angle θcr and the detection of missing teeth of the timing rotor 140a are masked, and when starting these start controls, it is possible to avoid the crank angle θcr being an unintended value (uncertain value). Therefore, for example, when the type of start control is TDC start control, it is possible to more appropriately select whether to execute 1TDC start control or 2TDC start control based on the stop crank angle θcrsp, or more appropriately set the fuel injection amount and ignition timing based on the stop crank angle θcrsp. Also, when the type of start control is self-supporting COM start control, when the start request starts, immediately (in a relatively short time), the start flag Fst is turned on and based on this, the crank angle storage process is terminated. As a result, even in the case of self-supporting COM start control, the crank angle storage process can be terminated. Then, when the crank angle storage process is terminated, the detection of missing teeth of the timing rotor 140a is started. As a result, it is possible to appropriately detect the crank angle θcr and the rotational speed Ne. From these, it can be said that the crank angle storage process can be performed for a more appropriate period.

[0046] When repeatedly executing the processes of steps S220 and S230, even when it is determined in step S230 that the start control has ended, the crank angle storage process is also ended (step S240), and this routine is ended. As described above, when the type of start control is FC return start control, since the start flag Fst is not switched from off to on (held in the off state), the crank angle storage process cannot be ended using the start flag Fst. Therefore, in the embodiment, it is assumed that the crank angle storage process is ended when the start control ends. As a result, even in the case of FC return start control, the crank angle storage process can be ended at the time of its end. Then, by continuing the crank angle storage process until the FC return start control ends, in the event that the FC return start control fails and the rotational speed Ne of the engine 22 decreases to disengage the clutch K0, and then a start request is made again and a start control type such as COM start control or TDC start control is selected (when the start flag Fst is turned on when starting to semi-engage the clutch K0), resetting of the crank angle θcr and detection of missing teeth of the timing rotor 140a can be masked.

[0047] FIGS. 6 and 7 are time charts showing an example of the state of the control mode, the rotational speed Ne of the engine 22, the start flag Fst, and the execution of the crank angle storage process. FIG. 6 shows the case where the type of start control is TDC start control, and FIG. 7 shows the case where the type of start control is FC return start control.

[0048] In the example of FIG. 6, when a stop request is made in the HV driving mode to start stop control and stop the fuel injection of the engine 22 (at time t11), the crank angle storage process is started. As a result, during the crank angle storage process, for example, when the engine 22 stops rotating (at time t12) or when a start request is made to start the start control (at time t13), the reset of the crank angle θcr and the detection of the missing teeth of the timing rotor 140a are masked. Thereby, it is possible to avoid the crank angle θcr (stop crank angle θcrsp) from becoming an unintended value (uncertain value). Then, based on the fact that the type of the start control is TDC start control, when starting the cranking of the engine 22 by the motor 30 with the clutch K0 semi-engaged (at time t14), the start flag Fst is turned on, and based on this, the crank angle storage process is terminated.

[0049] In the example of FIG. 7, when a stop request is made in the HV driving mode to start stop control and stop the fuel injection of the engine 22 (at time t21), the crank angle storage process is started. As a result, during the crank angle storage process, for example, when a start request is made to start the start control (at time t22), the reset of the crank angle θcr and the detection of the missing teeth of the timing rotor 140a are masked. Thereby, it is possible to avoid the crank angle θcr from becoming an unintended value (uncertain value). Then, when the start flag Fst is not turned on because the type of the start control is FC return start control, when the start control is terminated and the vehicle shifts to the HV driving mode (at time t23), the crank angle storage process is terminated based on this.

[0050] In the engine device mounted on the hybrid vehicle 20 of the embodiment described above, when the fuel injection of the engine 22 is stopped during the stop control, the crank angle storage process is started. Then, when a start request is made and the type of start control is COM start control, TDC start control, or PUSH start control, that is, when starting the engine 22 with the clutch K0 semi-engaged and the engine 22 cranked by the motor 30, the start flag Fst is turned on when starting to semi-engage the clutch K0, and based on this, the crank angle storage process is terminated. Thereby, when the type of start control is COM start control, TDC start control, or PUSH start control, it is possible to avoid the crank angle θcr being an unintended value (for example, an uncertain value) when starting the start control. That is, the crank angle storage process can be performed for a more appropriate period.

[0051] Also, in the engine device mounted on the hybrid vehicle 20 of the embodiment, when a start request is made and the type of start control is self-sustaining COM start control, that is, when starting to inject fuel and ignite the engine 22 while continuing to disengage the clutch K0 and then engaging the clutch K0, the start flag Fst is turned on immediately (in a relatively short time) when the start request is started, and based on this, the crank angle storage process is terminated. Thereby, in the case of self-sustaining COM start control, the crank angle storage control can be terminated.

[0052] Furthermore, in the engine device mounted on the hybrid vehicle 20 of the embodiment, when a start request is made and the type of start control is FC return start control, the start flag Fst is not turned on even when the start request is started, and the crank angle storage process is terminated when the start control is terminated. Thereby, in the case of FC return start control, the crank angle storage process can be terminated.

[0053] In the engine device mounted on the hybrid vehicle 20 of the embodiment, when a start request is made and the type of start control is self-sufficient COM start control, the start flag Fst is turned on immediately (in a relatively short time) when the start request is started, and based on this, the crank angle storage process is terminated. However, in this case, similar to the case where the type of start control is FC return start control, even when the start request is started, the start flag Fst may not be turned on, and the crank angle storage process may be terminated when the start control is terminated.

[0054] In the hybrid vehicle 20 of the embodiment, it is assumed that an automatic transmission 45 with six forward gears is provided. However, an automatic transmission with four forward gears, five forward gears, eight forward gears, etc. may be provided.

[0055] In the hybrid vehicle 20 of the embodiment, it is assumed that an engine ECU 24, a motor ECU 34, and an HV ECU 70 are provided. However, at least two of these may be integrally configured.

[0056] In the engine device of the embodiment, it is assumed that it is mounted on the hybrid vehicle 20, but it may be mounted on a moving body other than a vehicle or incorporated into equipment that does not move.

[0057] Note that the correspondence relationship between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is an example for specifically explaining the form for implementing the invention described in the column of means for solving the problems in the embodiment. Therefore, it does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the column of means for solving the problems.

[0058] As described above, the embodiments have been used to explain the forms for implementing the present invention. However, the present invention is not limited to such embodiments, and it goes without saying that the present invention can be implemented in various forms without departing from the gist of the present invention.

Industrial Applicability

[0059] The present invention can be used in the manufacturing industry of engine devices and the like.

Explanation of Signs

[0060] 20 Hybrid vehicle, 22 Engine, 23 Crankshaft, 24 Engine ECU, 25 Starter motor, 26 Alternator, 30 Motor, 30a Rotation position sensor, 31 Rotation 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 Airflow 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, K0 Clutch.

Claims

【Claim 1】 An engine device comprising: an engine; a motor connected to a crankshaft of the engine via a clutch; and a control device configured to control the engine, the motor, and the clutch, A crank angle sensor having a timing rotor attached to the crankshaft, the timing rotor having a plurality of teeth formed at equal angular intervals except for some missing teeth on an outer periphery thereof, and an electromagnetic pickup configured to detect passage of the teeth in accordance with rotation of the timing rotor, When performing stop control of the engine, the control device starts a crank angle storage process of storing a crank angle detected by the crank angle sensor. In the case of a predetermined start control for starting the engine with semi-engagement of the clutch and cranking of the engine by the motor, when starting the semi-engagement of the clutch, the control device ends the crank angle storage process. In the case of a second predetermined start control for starting the engine without semi-engagement of the clutch, when ending the second predetermined start control, the control device ends the crank angle storage process. Engine device.

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