JP2018080654A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable condensed water in a combustion chamber of an engine to be more sufficiently exhausted.SOLUTION: This invention comprises an engine in which an opening or closing timing of an intake valve and an exhaust valve can be changed and a power force is outputted through each of the strokes of intake, compression, expansion and exhaustion; and a motor capable of motoring the engine. A scavenging control is carried out to control the engine and the motor in such a way that a valve closing timing of the exhaust valve and a valve opening timing of the intake valve become a top dead center and motoring the engine is carried out by the motor after stopping the fuel injection of the engine.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine and a motor that can change the opening and closing timings of an intake valve and an exhaust valve and output power by each stroke of intake, compression, expansion, and exhaust.

  Conventionally, as a control device for an internal combustion engine, when a request to stop the internal combustion engine is detected, the fuel injection amount is increased, and when the rotational speed of the internal combustion engine rises to a predetermined rotational speed, the fuel injection is stopped and then the throttle is opened. The thing which increases a degree is proposed (for example, refer to patent documents 1). In this internal combustion engine device, by such control, immediately before the internal combustion engine is stopped, a large amount of fresh air is introduced into the combustion chamber to enhance the scavenging function in the combustion chamber, and deposits adhere to the fuel injection valve and the spark plug. Is reduced or eliminated.

JP 2007-64032 A

  When the temperature of the internal combustion engine (engine) is lower than the dew point, condensed water may be generated due to condensation in the combustion chamber during operation of the internal combustion engine. In the control in the control device for the internal combustion engine described above, there is a possibility that the condensed water in the combustion chamber cannot be sufficiently discharged.

  The main purpose of the hybrid vehicle of the present invention is to make it possible to discharge the condensed water in the combustion chamber of the engine more sufficiently.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine that can change the opening and closing timing of the intake valve and the exhaust valve, and outputs power by each stroke of intake, compression, expansion, and exhaust;
A motor capable of motoring the engine;
A control device for controlling the engine and the motor;
A hybrid vehicle comprising:
After the fuel injection of the engine is stopped, the control device is configured so that the closing timing of the exhaust valve and the opening timing of the intake valve become top dead centers and the engine is motored by the motor. Performing scavenging control to control the engine and the motor;
This is the gist.

  In the hybrid vehicle of the present invention, after the fuel injection of the engine is stopped, the engine and the motor are arranged such that the closing timing of the exhaust valve and the opening timing of the intake valve become top dead centers and the engine is motored by the motor. Execute scavenging control to control. When the engine is motored by the motor, if the actual expansion period of the engine is longer than the actual compression period, the condensed water in the combustion chamber becomes steam due to decompression in the combustion chamber during the actual expansion period. When the engine is motored by the motor, the exhaust valve closing timing and the intake valve opening timing are both set to the top dead center so that steam is discharged from the combustion chamber to the exhaust pipe during the exhaust period. However, during the intake period, steam can be prevented from being re-inhaled into the combustion chamber. As a result, the condensed water in the combustion chamber can be made into steam and sufficiently discharged through the exhaust pipe.

  In such a hybrid vehicle of the present invention, the control device performs the scavenging control in addition to the exhaust valve closing timing and the intake valve opening timing being top dead centers. It is good also as what controls so that a valve-opening timing may become a bottom dead center. In this way, the actual expansion period of the engine can be lengthened and the amount of condensed water evaporated in the combustion chamber can be increased, so that the amount of steam discharged to the exhaust pipe can be increased.

  In the hybrid vehicle of the present invention, the control device performs the scavenging control when the engine temperature is equal to or lower than a predetermined temperature when the fuel injection of the engine is stopped, and the engine temperature is lower than the predetermined temperature. If it is higher, the scavenging control may not be executed. In this way, when the engine temperature is higher than the predetermined temperature when the fuel injection of the engine is stopped, power consumption by the motor for executing the scavenging control can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 3 is a flowchart showing an example of a control routine executed by an HVECU 70. 4 is an explanatory diagram showing an example of lift amounts of an intake valve 128a and an exhaust valve 128b during operation of the engine 22. FIG. It is explanatory drawing which shows an example of the lift amount of the intake valve 128a at the time of execution of scavenging control, and the exhaust valve 128b. FIG. 3 is an explanatory diagram schematically showing an exhaust period and an intake period of an engine 22. FIG. 3 is an explanatory diagram schematically showing an exhaust period and an intake period of an engine 22. It is explanatory drawing which shows an example of the lift amount of the intake valve 128a at the time of execution of the scavenging control of a modification, and the exhaust valve 128b.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG <b> 1 and MG <b> 2, inverters 41 and 42, a battery 50 as a power storage device, and a hybrid electronic control unit (hereinafter referred to as a hybrid electronic control unit). , “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power by intake, compression, expansion (explosion combustion), and exhaust strokes using, for example, a hydrocarbon fuel such as gasoline or light oil. As shown in FIG. 2, the engine 22 sucks the air cleaned by the air cleaner 122 into the intake pipe 125 through the throttle valve 124 and injects fuel from the fuel injection valve 126 to mix the air and the fuel. Then, the air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128a, explosively burned by an electric spark by the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. To do. Exhaust gas discharged from the combustion chamber 129 through the exhaust valve 128b to the exhaust pipe 133 is a purification catalyst (three-way) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air through a purification device 134 having a catalyst. The engine 22 includes variable valve timing mechanisms 150a and 150b that can change the opening and closing timing of the intake valve 128a and the exhaust valve 128b.

  As shown in FIG. 1, the operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of the signal input to the engine ECU 24 include a crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and a coolant temperature Tw from the coolant temperature sensor 142 that detects the coolant temperature of the engine 22. Can be mentioned. Further, cam angles θca and θcb from cam position sensors 144a and 144b that detect the rotational position of the intake camshaft that opens and closes the intake valve 128a and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 128b can also be cited. Further, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 attached to the intake pipe. The intake air temperature Ta can also be mentioned. The air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Signals output from the engine ECU 24 include, for example, a drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal to the fuel injection valve 126, and an ignition coil 138 integrated with the igniter. And the drive control signal to the variable valve timing mechanisms 150a and 150b. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are connected to motors MG <b> 1 and MG <b> 2 and to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, etc. are input via the input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of the signal input to the battery ECU 52 include the voltage Vb of the battery 50 from the voltage sensor 51 a installed between the terminals of the battery 50 and the current of the battery 50 from the current sensor 51 b attached to the output terminal of the battery 50. The temperature Tb of the battery 50 from the temperature sensor 51c attached to Ib and the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. Battery ECU 52 calculates storage rate SOC based on the integrated value of current Ib of battery 50 from current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, 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 sensor 88 The vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the shift position SP, the accelerator opening Acc, and the vehicle speed V, and the required power corresponding to the required driving force is applied to the drive shaft 36. The engine 22 and the motors MG1 and MG2 are controlled to be output. Examples of the operation modes of the engine 22 and the motors MG1 and MG2 include the following modes (1) to (3). In both the torque conversion operation mode (1) and the charge / discharge operation mode (2), the engine 22 and the motors MG1 and MG2 are connected so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.
(1) Torque conversion operation mode: The engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motors MG1 and MG2. (2) Charging / discharging operation mode: sum of required power and electric power necessary for charging / discharging of the battery 50. In this mode, the motor MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36. The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 is charged with the battery 50 by the planetary gear 30 and the motors MG1 and MG2. The motors MG1 and MG2 are driven so that the torque is converted by the motor and the required power is output to the drive shaft 36. Gosuru mode (3) motor drive mode: stop the operation of the engine 22, required power to drive control of the motor MG2 to be outputted to the drive shaft 36 mode

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation after the fuel injection of the engine 22 is stopped will be described. FIG. 3 is a flowchart showing an example of a control routine executed by the HVECU 70 when the fuel injection of the engine 22 is stopped. Note that, for example, when the fuel injection of the engine 22 is stopped, it is possible to transition from the engine operation mode to the motor operation mode.

  When the control routine of FIG. 3 is executed, the HVECU 70 first inputs the coolant temperature Tw of the engine 22 (step S100), and compares the input coolant temperature Tw with the threshold value Twref (step S110). Here, as the cooling water temperature Tw of the engine 22, the value detected by the water temperature sensor 142 is input from the engine ECU 24 by communication. The threshold value Twref is a threshold value used for determining whether or not condensed water due to condensation may exist in the combustion chamber 129 of the engine 22, and is assumed as a dew point in the combustion chamber 129. For example, 60.degree. C., 65.degree. C., 70.degree.

  When the cooling water temperature Tw is equal to or lower than the threshold value Twref in step S110, it is determined that condensed water may exist in the combustion chamber 129 of the engine 22, and a scavenging control execution command is transmitted to the engine ECU 24 and the motor ECU 40. (Step S120), and this routine is finished. The engine ECU 24 that has received the scavenging control execution command changes the variable valve timing mechanisms 150a and 150b so that the valve opening timing of the intake valve 128a and the valve closing timing of the exhaust valve 128b become top dead centers over a predetermined time T1. To control. Further, the motor ECU 40 that has received the scavenging control execution command causes the engine 22 that has stopped fuel injection to be motored by the motor MG1 over a predetermined time T1, that is, to motor the engine 22 from the motor MG1. Is controlled so that the plurality of switching elements of the inverter 41 are output. This scavenging control is performed to discharge the condensed water in the combustion chamber 129 of the engine 22 to the exhaust pipe 133.

  In general, the hybrid vehicle 20 travels while intermittently operating the engine 22. For this reason, the operating time of the engine 22 is relatively short, and the coolant temperature Tw and the temperature of the lubricating oil do not rise so much, so that the surface temperature of the cylinder head, cylinder block, piston 132, etc. 129 may cause condensed water due to condensation. When an engine having an exhaust gas recirculation device (not shown) that supplies exhaust gas from the exhaust pipe 133 to the intake pipe 125 is used as the engine 22, the temperature in the combustion chamber 129 is less likely to rise. Is more likely to occur. Condensed water due to condensation in the combustion chamber 129 may cause corrosion of the spark plug 130, the intake valve 128a, the exhaust valve 128b, etc., or may cause fuel and lubricating oil in the combustion chamber 129 to be deposited, resulting in combustion failure. It is necessary to take some measures. In consideration of these, in the embodiment, when the fuel injection of the engine 22 is stopped, when the cooling water temperature Tw is equal to or lower than the threshold value Twref (when condensed water may exist in the combustion chamber 129). As the execution of the scavenging control, the engine 22 and the motor MG1 are controlled such that the opening timing of the intake valve 128a and the closing timing of the exhaust valve 128b become top dead centers and the engine 22 is motored by the motor MG1. It was supposed to be.

  FIG. 4 is an explanatory diagram showing an example of the lift amounts of the intake valve 128a and the exhaust valve 128b during operation of the engine 22, and FIG. 5 shows the lift amounts of the intake valve 128a and the exhaust valve 128b during execution of scavenging control. It is explanatory drawing which shows an example. 4 and 5, “TDC” indicates the top dead center, “exhaust BDC” indicates the bottom dead center between the expansion stroke and the exhaust stroke, and “intake BDC” indicates the intake stroke and the compression stroke. Indicates the bottom dead center between. “P11” and “P12” indicate an actual expansion period (period from TDC until the exhaust valve 128b is opened), and “P21” and “P22” indicate an actual compression period (the intake valve 128a is closed). To the TDC). In the embodiment, the valve opening period of the intake valve 128a (the period from when the valve is opened to when the valve is closed) is longer than the valve opening period of the exhaust valve 128b.

  When the engine 22 is operated, generally, as shown in FIG. 4, the exhaust valve 128b is opened before the exhaust BDC and closed after the TDC, and the intake valve 128a is opened before the TDC. And closes after intake BDC. Therefore, since there is a period in which both the intake valve 128a and the exhaust valve 128b are open, there is a merit when an increase in the internal EGR amount is required. However, when performing the scavenging control, opening and closing the intake valve 128a and the exhaust valve 128b as shown in FIG. 4 instead of FIG. 5 is disadvantageous for the following reason. When condensed water due to condensation is present in the combustion chamber 129 and the motor 22 is motored by the motor MG1, if the actual expansion period P11 is longer than the actual compression period P21, combustion in the actual expansion period P11 is performed. Due to the decompression in the chamber 129, the condensed water due to condensation becomes steam. In the case of FIG. 4, the intake valve 128a and the exhaust valve 128b are both open during the exhaust period (the period from the exhaust BDC to the TDC) and the intake period (the period from the TDC to the intake BDC). During the exhaust period, the steam is discharged not only into the exhaust pipe 133 but also into the intake pipe 125 as shown in FIG. 6A, and during the intake period, as shown in FIG. 6B, the intake pipe 128 is exhausted. In addition, it is considered that the exhaust pipe 133 is re-intaken into the combustion chamber 129. In contrast, in the embodiment, when the scavenging control is executed, the exhaust valve 128b is closed and the intake valve 128a is opened at TDC as shown in FIG. As a result, during the exhaust period, as shown in FIG. 7A, it is possible to prevent the steam from being discharged to the exhaust pipe 133 but not to the intake pipe 125, and during the intake period, FIG. As shown in b), steam can be prevented from being re-intaken into the combustion chamber 129 from the exhaust pipe 133. As a result, the condensed water in the combustion chamber 129 can be vaporized and exhausted sufficiently by the exhaust pipe 133. As described above, since the valve opening period of the intake valve 128a is longer than the valve opening period of the exhaust valve 128b, the actual expansion period P11 is longer than the actual compression period P21.

  When the coolant temperature Tw is higher than the threshold value Twref in step S110, it is determined that there is a low possibility that condensed water is generated in the combustion chamber 129 of the engine 22, and this routine is terminated without executing the scavenging control. Thereby, power consumption by the motor MG1 for executing the scavenging control can be suppressed.

  In the hybrid vehicle 20 of the embodiment described above, when the fuel injection of the engine 22 is stopped, the cooling water temperature Tw of the engine 22 is equal to or lower than the threshold value Twref (condensed water may exist in the combustion chamber 129). When the scavenging control is executed, the opening timing of the intake valve 128a and the closing timing of the exhaust valve 128b become top dead centers, and the engine 22 and the motor are motored by the motor MG1. MG1 is controlled. Thereby, the condensed water in the combustion chamber 129 can be made into steam and discharged sufficiently by the exhaust pipe 133.

  In the hybrid vehicle 20 of the embodiment, when the fuel injection of the engine 22 is stopped and the coolant temperature Tw of the engine 22 is equal to or lower than the threshold value Twref, both the valve opening timing of the intake valve 128a and the valve closing timing of the exhaust valve 128b are increased. The dead point. However, when the length of the valve opening period of the intake valve 128a and the exhaust valve 128b can be changed, for example, when the intake valve 128a and the exhaust valve 128b are opened and closed not by a cam but by driving a motor (not shown) or electromagnetic force of an electromagnetic coil. In addition to setting the opening timing of the intake valve 128a and the closing timing of the exhaust valve 128b as top dead centers, the opening timing of the exhaust valve 128b may be set as exhaust BDC. FIG. 8 is an explanatory diagram showing an example of lift amounts of the intake valve 128a and the exhaust valve 128b when the scavenging control is executed in this case. In FIG. 8, “P13” indicates the actual expansion period, and “P23” indicates the actual compression period. The actual expansion period P13 can be made longer than the above-described actual expansion period P12 by opening and closing the intake valve 128a and the exhaust valve 128b as shown in FIG. Thereby, since the amount of evaporation of condensed water in the combustion chamber 129 can be increased, the amount of steam discharged to the exhaust pipe 133 can be increased.

  In the hybrid vehicle 20 of the embodiment, when the fuel injection of the engine 22 is stopped, when the coolant temperature Tw of the engine 22 is equal to or lower than the threshold value Twref, scavenging control is executed, and the coolant temperature Tw of the engine 22 is higher than the threshold value Twref. In some cases, scavenging control is not executed. However, when the fuel injection of the engine 22 is stopped, the scavenging control may be executed regardless of the coolant temperature Tw of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used.

  Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

  In the embodiment, the hybrid vehicle 20 includes the engine 22, the planetary gear 30, and the motors MG1 and MG2. However, the opening and closing timings of the intake valve and the exhaust valve can be changed, and the intake, compression, expansion, and exhaust strokes Any configuration may be used as long as it is a hybrid vehicle including an engine that outputs power and a motor that can motor the engine.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “motor”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to the “control device”.

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

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

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit for motor (motor) ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line, 70 Hybrid electronics Control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal 86 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 125 Intake pipe, 126 Fuel injection valve, 128a Intake valve, 128b Exhaust valve, 129 Combustion chamber, 130 Spark plug, 132 Piston, 133 Exhaust pipe, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144a, 144b Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150a, 150b Variable valve timing mechanism, MG1, MG2 motor.

Claims (3)

An engine that can change the opening and closing timing of the intake valve and the exhaust valve, and outputs power by each stroke of intake, compression, expansion, and exhaust;
A motor capable of motoring the engine;
A control device for controlling the engine and the motor;
A hybrid vehicle comprising:
After the fuel injection of the engine is stopped, the control device is configured so that the closing timing of the exhaust valve and the opening timing of the intake valve become top dead centers and the engine is motored by the motor. Performing scavenging control to control the engine and the motor;
Hybrid car. The hybrid vehicle according to claim 1,
In executing the scavenging control, the control device sets the exhaust valve closing timing and the intake valve opening timing to be top dead center, and the exhaust valve opening timing is set to bottom dead center. To be controlled,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The control device executes the scavenging control when the engine temperature is equal to or lower than a predetermined temperature when the fuel injection of the engine is stopped, and executes the scavenging control when the engine temperature is higher than the predetermined temperature. do not do,
Hybrid car.

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