JP2005226553A - Power output device, automobile mounting the same thereon, and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device provided with an electric motor and an internal combustion engine which has an in-cylinder fuel injection valve and a port fuel injection valve, and to provide a control for switching between the fuel injection valves and adjustment of fuel injection. <P>SOLUTION: When switching between the fuel injection from the in-cylinder fuel injection valve and the fuel injection from the port fuel injection valve is performed, counter torque Tcnt according to the switching is set (S212 to S218) and the counter torque is output from a motor (S230). The start of the corresponding adjustment is permitted, when adjustment of the fuel injection from the valves is required (S120), a requirement power P* corresponds to an adjustment power region P(Rn) in which transition to an operation point for each adjustment can be performed while preventing a driver from feeling incongruity (S160), and remaining capacity of the battery is within an allowable SOC range required for completion of the corresponding adjustment (S180). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  More particularly, the present invention relates to a power output device capable of outputting power to a drive shaft, a vehicle equipped with the power output device, and a control method for such a power output device.

Conventionally, as this type of power output device, power from an in-cylinder fuel injection engine that directly injects fuel into a cylinder and a generator motor attached to a crankshaft of the engine is transmitted to a drive wheel via a transmission. What is output has been proposed (see, for example, Patent Document 1). In this device, the delay in response of the engine output is reduced by controlling the fuel injection amount so that the target air-fuel ratio corresponding to the target output at the time of operation of the generator motor is controlled using an in-cylinder fuel injection type engine. ing.
JP 11-336582 A

  As a fuel injection method of the internal combustion engine, there are a cylinder fuel injection type in which fuel is directly injected into a cylinder included in the above-described power output device, and a port fuel injection type in which fuel is injected into an intake port of the internal combustion engine. An internal combustion engine of the type is also mounted on a vehicle as a power output device together with an electric motor. By the way, as an internal combustion engine, what has both such a cylinder fuel injection type and a port fuel injection type can also be considered.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a power output apparatus including an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve and an electric motor. One. Further, the power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof are provided in a power output apparatus including an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve, and an electric motor. One of the purposes is to output the corresponding power. Furthermore, the power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof include: an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve; One object is to suppress torque fluctuation that may occur in the drive shaft when switching. Alternatively, the power output device of the present invention, the automobile equipped with the same, and the control method thereof include a power output device including an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve and an electric motor. One of the purposes is to efficiently adjust the fuel injection. Further, the power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof are provided in a power output apparatus including an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve, and an electric motor. One of the purposes is to adjust the fuel injection of the internal combustion engine while outputting the corresponding power.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof employ the following means.

The power output device of the present invention is
A power output device capable of outputting power to a drive shaft,
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
It is a summary to provide.

  According to the power output device of the present invention, the internal combustion engine is operated by fuel injection from the in-cylinder fuel injection valve, operation by fuel injection from the port fuel injection valve, in-cylinder fuel injection valve, Operation by fuel injection from both of the port fuel injection valves can be switched. As a result, energy efficiency can be improved, and quick torque changes can be handled. In addition, since an electric motor is also provided, it is possible to quickly and stably cope with changes by performing cooperative control with such an internal combustion engine.

  In such a power output apparatus of the present invention, the required power setting means for setting the required power required for the drive shaft based on the operation of the operator, and the power based on the set required power is output to the drive shaft. And a control means for controlling the internal combustion engine and the electric motor. If it carries out like this, the motive power according to the required motive power based on an operator's operation can be output to a drive shaft.

  In the power output device of the present invention that outputs power corresponding to the required power to the drive shaft, the power output device includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft. You can also. If it carries out like this, the motive power from an internal combustion engine and the motive power from an electric motor can be output to a drive shaft.

  In the power output apparatus of the present invention in which the power from the internal combustion engine is transmitted to the drive shaft, the control means includes in-cylinder injection operation by fuel injection from the in-cylinder fuel injection valve and the port fuel injection valve. The internal combustion engine is controlled by a designated fuel injection operation among a plurality of fuel injection operations including a port injection operation by fuel injection from the engine, and is generated in the drive shaft when the fuel injection operation of the internal combustion engine is switched. It may be a means for driving and controlling the electric motor so as to cancel at least a part of the torque fluctuation. By so doing, it is possible to suppress torque fluctuations that may occur in the drive shaft as the fuel injection operation of the internal combustion engine is switched.

  In the power output apparatus of the present invention in which power from the internal combustion engine is transmitted to the drive shaft, the control means is based on the set required power at a normal time when the predetermined adjustment relating to fuel injection of the internal combustion engine is not performed. The internal combustion engine and the electric motor are controlled so that power is output to the drive shaft, and when performing the predetermined adjustment, the operation necessary for the predetermined adjustment is performed with priority and the set required power It is also possible to control the internal combustion engine and the electric motor so that power based on the above is output to the drive shaft. In this way, the internal combustion engine and the electric motor are controlled so that the power based on the required power set based on the operation of the operator is output to the drive shaft at a normal time when the predetermined adjustment relating to the fuel injection of the internal combustion engine is not performed. When performing the above-mentioned predetermined adjustment, the internal combustion engine and the electric motor may be controlled such that the operation necessary for the predetermined adjustment is performed with priority and power based on the set required power is output to the drive shaft. it can. As a result, it is possible to efficiently perform a predetermined adjustment relating to fuel injection of the internal combustion engine while outputting power corresponding to the required power to the drive shaft.

  In the power output apparatus of the present invention in which the predetermined adjustment is performed, the predetermined adjustment includes a first adjustment based on fuel injection only from the in-cylinder fuel injection valve and only from the port fuel injection valve. The control means includes at least one of a second adjustment based on fuel injection and a third adjustment based on fuel injection from both the in-cylinder fuel injection valve and the fuel injection valve for the port. When performing the first adjustment, the internal combustion engine is controlled so that the internal combustion engine is preferentially operated by fuel injection only from the in-cylinder fuel injection valve, and when performing the second adjustment, the port fuel is used. The internal combustion engine is controlled so that the internal combustion engine is preferentially operated by fuel injection only from the injection valve, and when performing the third adjustment, the in-cylinder fuel injection valve and the port fuel injection are performed. Can be assumed the internal combustion engine by the fuel injection from both of the valve is a means for controlling the internal combustion engine to be operated with priority. In this way, each adjustment (first to third adjustments) can be performed more appropriately.

  In the power output apparatus of the present invention in which the predetermined adjustment is performed, when the control means is requested to perform the predetermined adjustment, the operation of the internal combustion engine at the normal time performs the predetermined adjustment. It is also possible to provide means for controlling the internal combustion engine and the electric motor as the adjustment time when a predetermined operation range including an operation necessary for the above is reached. In this way, it is possible to suppress the internal combustion engine from being operated in order to perform a predetermined adjustment at a timing unexpected by the operator. As a result, it is possible to prevent the operator from feeling uncomfortable as the internal combustion engine is operated at a timing unexpected by the operator. In this case, the control means may be means for executing the predetermined adjustment based on the state of the power storage means when a request to perform the predetermined adjustment is made. In this way, it is possible to prevent the power storage means from being overcharged or overdischarged in order to complete the predetermined adjustment, and it is possible to suppress the predetermined adjustment from being canceled in an incomplete state.

  Further, in the power output apparatus of the present invention in which a predetermined adjustment is performed, the control means controls the internal combustion engine so that the internal combustion engine is operated in an operation region necessary for performing the predetermined adjustment during the adjustment. It can also be a means for controlling. In this way, the predetermined adjustment can be performed more appropriately.

  In the power output apparatus of the present invention in which the predetermined adjustment is performed, the predetermined adjustment may be an adjustment for performing an abnormality determination related to fuel injection, or may be related to fuel injection. It may be an adjustment for performing learning, or an adjustment for ensuring the function of the in-cylinder fuel injection valve or the port fuel injection valve.

  In the power output apparatus of the present invention in which the power from the internal combustion engine is transmitted to the drive shaft, the power transmission means is connected to the output shaft of the internal combustion engine and the drive shaft, and inputs and outputs power and power. Accordingly, it may be a means for outputting at least part of the power from the internal combustion engine to the drive shaft. In this case, the power transmission means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is based on the power input / output to / from any two of the three shafts. It may be a means provided with a three-axis power input / output means for inputting / outputting power to / from the shaft and a generator for inputting / outputting power to / from the third shaft, or an output shaft of the internal combustion engine. A first rotor mounted on the drive shaft and a second rotor mounted on the drive shaft, with input / output of electric power by electromagnetic action between the first rotor and the second rotor; It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft.

  The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that can basically output power to a drive shaft, and a cylinder that injects fuel into a cylinder. An internal combustion engine having an internal fuel injection valve and a port fuel injection valve for injecting fuel into the intake port; an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric storage means capable of exchanging electric power with the electric motor; The gist of the present invention is that a power output device is mounted, and the axle is connected to the drive shaft.

  Since the power output device of the present invention according to any one of the above-described aspects is mounted on the automobile of the present invention, the effects of the power output device of the present invention, for example, the fuel injection mode of the internal combustion engine is switched depending on the situation. The effect of being able to improve energy efficiency as well as responding to rapid torque changes, and the effect of being able to respond quickly and stably to changes by cooperative control of the internal combustion engine and the motor The effect of being able to output to the drive shaft the power corresponding to the required power based on the operation of the operator, the effect of being able to suppress torque fluctuations that can occur in the drive shaft due to the switching of the fuel injection operation of the internal combustion engine, Providing the same effect as the effect that the predetermined adjustment related to the fuel injection of the internal combustion engine can be efficiently performed while outputting the power corresponding to the required power to the drive shaft. It can be.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port; an electric motor capable of inputting / outputting power to / from a drive shaft; A method of controlling a power output device comprising a power storage means capable of exchange,
(A) setting required power required for the drive shaft based on the operation of the operator;
(B) The gist is to control the internal combustion engine and the electric motor so that power based on the set required power is output to the drive shaft.

  According to the control method of the power output apparatus of the present invention, the internal combustion engine is operated by fuel injection from the in-cylinder fuel injection valve, operation by fuel injection from the port fuel injection valve, in-cylinder fuel, depending on the situation. The operation by fuel injection from both the injection valve and the port fuel injection valve can be switched and the power corresponding to the required power based on the operation of the operator can be output to the drive shaft. As a result, energy efficiency can be improved while outputting power corresponding to power based on the operation of the operator to the drive shaft.

  In such a power output device control method of the present invention, the power output device includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft, and the step (b) includes the step (b) The internal combustion engine by a designated fuel injection operation among a plurality of fuel injection operations including a cylinder injection operation by fuel injection from a cylinder fuel injection valve and a port injection operation by fuel injection from the port fuel injection valve And controlling the electric motor to cancel at least a part of the torque fluctuation generated in the drive shaft in accordance with the switching of the fuel injection operation of the internal combustion engine. By so doing, it is possible to suppress torque fluctuations that may occur in the drive shaft as the fuel injection operation of the internal combustion engine is switched.

  In the method for controlling a power output apparatus of the present invention, the power output apparatus includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft, and the step (b) includes: The internal combustion engine and the electric motor are controlled so that the power based on the set required power is output to the drive shaft at a normal time when the predetermined adjustment relating to fuel injection of the internal combustion engine is not performed, and the predetermined adjustment is performed. At the time of adjustment, the operation necessary for the predetermined adjustment is performed with priority, and the internal combustion engine and the electric motor are controlled so that power based on the set required power is output to the drive shaft. You can also In this way, the internal combustion engine and the electric motor are controlled so that the power based on the required power set based on the operation of the operator is output to the drive shaft at a normal time when the predetermined adjustment relating to the fuel injection of the internal combustion engine is not performed. Since the operation necessary for the predetermined adjustment is preferentially performed at the time of performing the predetermined adjustment described above, and the internal combustion engine and the electric motor are controlled so that the power based on the set required power is output to the drive shaft. A predetermined adjustment relating to fuel injection of the internal combustion engine can be efficiently performed while outputting power corresponding to the required power to the drive shaft.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  As shown in FIG. 2, the engine 22 includes an in-cylinder fuel injection valve 125 that directly injects hydrocarbon-based fuel such as gasoline and light oil into the cylinder, and a port fuel injection valve 126 that injects fuel into the intake port. It is comprised as an internal combustion engine provided with these. The engine 22 is provided with such two fuel injection valves 125 and 126, thereby sucking in air cleaned by the air cleaner 122 through the throttle valve 124 and injecting gasoline from the port fuel injection valve 126. Air and gasoline are mixed, the mixture is sucked into the combustion chamber via the intake valve 128, and is exploded and burned by an electric spark by the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is applied to the crankshaft 26. In the same manner as in the port injection drive mode for converting to the rotational movement of the air, the air is sucked into the combustion chamber, and the fuel is injected from the in-cylinder fuel injection valve 125 after the intake stroke or the compression stroke is reached. The crankshaft 26 is exploded and burned by electric sparks. In-cylinder injection drive mode for obtaining a rolling motion, and fuel is injected from the port fuel injection valve 126 when air is burned into the combustion chamber, and fuel is injected from the in-cylinder fuel injection valve 125 in the intake stroke and compression stroke. Operation control is performed in any one of the common injection drive mode for obtaining the rotational motion of the shaft 26. These drive modes are switched based on the operation state of the engine 22, the operation state required for the engine 22, and the like. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). .

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the load of the engine 22 The amount of intake air from the vacuum sensor 148 that detects the amount of intake air, the air-fuel ratio from the air-fuel ratio sensor 135a provided on the upstream side (combustion chamber side) of the exhaust pipe purifier 134, the downstream of the exhaust pipe purifier 134 Oxygen provided on the side Oxygen sensing signals from the capacitors 135b, etc. fuel pressure from the fuel pressure sensor (not shown) attached to the delivery pipe for supplying the fuel is input through the input port to the fuel injection valve 125 for a cylinder. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, from the engine ECU 24, a drive signal to the cylinder fuel injection valve 125 and the port fuel injection valve 126, a drive signal to the throttle motor 136 for adjusting the position of the throttle valve 124, and an ignition integrated with the igniter. A control signal to the coil 138, a control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, and the like are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

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

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

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Here, since the torque conversion operation mode is when the charge / discharge power of the battery 50 is 0 in the charge / discharge operation mode, it can be considered as one mode of the charge / discharge operation mode. Therefore, the hybrid vehicle 20 of the embodiment travels by switching between the motor operation mode and the charge / discharge operation mode. Note that, as described above, the operation of the engine 22 in the charge / discharge operation mode is performed by switching the port injection drive mode, the in-cylinder injection drive mode, and the common injection drive mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the fuel injection of the engine 22 is switched and the adjustment related to the fuel injection of the engine 22 is executed will be described. Here, adjustments related to the fuel injection of the engine 22 include learning for correcting the secular change in the fuel injection of the in-cylinder fuel injection valve 125 and the port fuel injection valve 126, the air-fuel ratio sensor 135a, and the oxygen sensor 135b. Various learnings that are accompanied by fuel injection control from the in-cylinder fuel injection valve 125 and the port fuel injection valve 126, such as learning for correcting the secular change of the engine, abnormality determination of the air-fuel ratio sensor 135a, and abnormality of the oxygen sensor 135b An abnormality determination of various sensors performed with fuel injection from the in-cylinder fuel injection valve 125 and the port fuel injection valve 126, such as determination, and the fixed form of the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 Fuel injection, eg deposit deposits, to recover from functional degradation that occurs with typical use For example, there is a function recovery measure that is performed with fuel injection from the in-cylinder fuel injection valve 125 or the port fuel injection valve 126, such as fuel injection in a specific operation state that is performed to solve the problem. it can.

  FIG. 3 is a flowchart showing an example of a drive control routine in consideration of the adjustment related to the fuel injection of the engine 22 and the fuel injection mode. This routine is repeatedly executed by the hybrid electronic control unit 70 every predetermined time (for example, every 8 msec). When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Necessary for control of vehicle speed V, motors MG1, MG2 rotation speeds Nm1, Nm2, remaining capacity (SOC) of battery 50, input / output limits Win, Wout of battery 50, adjustment operation request, adjustment power region P (Rn), etc. A process of inputting correct data is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It is assumed that the remaining capacity (SOC) of the battery 50 is calculated by the battery ECU 52, and the input / output limits Win and Wout of the battery 50 are detected by the temperature sensor 51. What is set based on the battery temperature Tb and the remaining capacity (SOC) of the battery 50 is input from the battery ECU 52 by communication. The adjustment operation request and the adjustment power region P (Rn) are input by reading out the data stored in the predetermined region of the RAM 76 which is set and transmitted by the adjustment request processing executed every predetermined time by the engine ECU 24. It was supposed to be. The adjustment request process will be briefly described.

  The adjustment request process is performed by executing an adjustment request routine illustrated in FIG. In the adjustment request process, the engine ECU 24 first determines the necessity of adjustment related to fuel injection (step S300). In this determination, for example, the necessity of learning, abnormality determination, and function recovery treatment that are performed when the system is ready for execution after startup is determined until each adjustment is completed after startup. The necessity of learning, abnormality determination, and function recovery treatment to be performed is determined when it is time to perform it. Here, the adjustment is to change the operation region of the engine 22 and the drive mode of the engine 22 according to the contents. For example, there are four operation areas of an idle operation area, a light load operation area, a medium load operation area, and a high load operation area, and the three drive modes of the above-described port injection drive mode, in-cylinder injection drive mode, and common injection drive mode. You can think of combinations. Taking learning in fuel injection control as an example, driving is performed in any driving mode in any driving region by using learning results in 12 states obtained by combining all four driving regions and three driving modes. However, since fuel injection control can be performed more appropriately, all of the 12 states need to be learned regularly. In addition, taking the abnormality determination of the air-fuel ratio sensor 135a and the oxygen sensor 135b as an example, fuel injection control is performed so that the air-fuel ratio becomes a predetermined value on the lean side when the purification device 134 reaches a state where it can function sufficiently. Excess oxygen is absorbed by the purifier 134, and when the oxygen is detected by the oxygen sensor 135b, fuel injection control is performed so that the air-fuel ratio becomes a predetermined value on the rich side to remove the oxygen absorbed by the purifier 134. Therefore, the abnormality determination can be performed by comparing the detection result of the air-fuel ratio sensor 135a and the detection timing of the oxygen sensor 135b with the calculated value. This may be performed depending on the region, and may be performed in any drive mode. In this case, considering that the abnormality determination is performed with high accuracy in a relatively short time, the light load operation region or the medium load operation region is preferable. As described above, the adjustment includes learning, abnormality determination, and function recovery treatment, and the necessity determination is performed for each operation region and drive mode of the engine 22 for each adjustment. When the necessity for adjustment related to fuel injection is determined (step S310), an adjustment power region P (Rn) including an operation region necessary for executing the adjustment Rn for which necessity is determined is set. (Step S320), the adjustment operation request and the set adjustment power region P (Rn) are transmitted to the hybrid electronic control unit 70 (Step S330), and this routine is terminated. The adjustment operation request and the adjustment power area P (Rn) transmitted to the hybrid electronic control unit 70 are stored in a predetermined area of the RAM 76. In the input process for the adjustment operation request and the adjustment power region P (Rn) (step S100 in the routine of FIG. 3), the stored data is read. Here, the adjustment power region P (Rn) is set as a region that can be shifted to a driving region necessary for executing the adjustment Rn without causing the driver to feel uncomfortable. For example, when the operation region necessary for adjustment is the idle operation region, the adjustment power region can be set including part of the engine stop state and the light load operation region which are the operation regions close to the idle operation region. . On the other hand, if the necessity for any adjustment is not determined, the adjustment operation request is canceled (step S340), and this routine is terminated. The adjustment operation request is released by deleting the adjustment operation request stored in a predetermined area of the RAM 76 by the hybrid electronic control unit 70 that has received the release request through communication.

  Returning to the drive control routine of FIG. When data necessary for the above-described control is input, a ring gear as a drive shaft connected to the drive wheels 63a and 63b as torque required for the vehicle based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. A required torque Tr * and a required power P * to be output to the shaft 32a are set (step S110). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When Acc and vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power P * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, it is determined whether or not an adjustment operation request is made (step S120). When the adjustment operation request is not made, the charge / discharge request power Pb * required by the battery 50 and the loss Loss are set to the set request power P *. Are added to calculate the required engine power Pe * (step S130), and the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the calculated required engine power Pe * (step S140). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, it is determined whether or not the drive mode of the engine 22 can be switched (step S212). The drive mode of the engine 22 is determined by the drive mode setting process (not shown) and the engine required power Pe *, required for the engine 22 when the adjustment related to the fuel injection of the engine 22 is not executed. A control routine (adjustment which will be described later) that is set to any one of the port injection drive mode, the in-cylinder injection drive mode, and the common injection drive mode depending on the vehicle speed V and performs adjustment related to fuel injection of the engine 22 Set by the hour operation control routine). When the drive mode of the engine 22 is not switched, the counter torque Tcnt is set to 0 (step S214), and the drive mode of the engine 22 is switched from the port injection drive mode or the common injection drive mode to the in-cylinder injection drive mode. Torque Tset1 is set to the counter torque Tcnt (step S216), and when the drive mode of the engine 22 is switched from the in-cylinder injection drive mode or the common injection drive mode to the port injection drive mode, the torque Tset2 is set to the counter torque Tcnt. (Step S218). Here, the counter torque Tcnt suppresses torque fluctuation that may occur in the ring gear shaft 32a as the drive shaft when the air-fuel ratio of the air-fuel mixture supplied to the engine 22 deviates from the target air-fuel ratio when the drive mode of the engine 22 is switched. Therefore, the torque to be output from the motor MG1 is set. In the embodiment, the torque Tset1 when switching to the in-cylinder injection drive mode and the torque Tset2 when switching to the port injection mode are applied to the ring gear shaft 32a when switching the drive mode of the engine 22 by experiment. The output torque fluctuation was obtained, the torque for canceling this was calculated, and the calculated torque was set in consideration of the gear ratio Gr of the reduction gear.

  When the counter torque Tcnt is set in this way, the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. And the torque limits Tmax and Tmin as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation by the rotation speed Nm2 of the motor MG2 by the following equations (3) and (4) (step) S220), using the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the counter torque Tcnt, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by the equation (5). (Step S230) and within the calculated torque limits Tmax and Tmin So as to limit the tentative motor torque Tm2tmp is set as the torque command Tm2 * of the motor MG2 (step S240). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited within the range of the output limit of the battery 50. At the same time, torque fluctuation that can occur in the ring gear shaft 32a when the drive mode of the engine 22 is switched can be suppressed. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tcnt (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S120 that an adjustment operation request has been made, it is determined whether adjustment is currently being performed (step S150). If adjustment is not being performed, the required power P * is any of the adjustment power regions P. It is determined whether or not (Rn) is satisfied (step S160). When the required power P * corresponds to one of the adjustment power regions P (Rn), the driver does not feel uncomfortable even if the engine 22 is shifted to the adjustment operation point to perform the corresponding adjustment. The allowable SOC range (S1, S2) for the corresponding adjustment is input (step S170), and it is determined whether the remaining capacity (SOC) of the battery 50 is within the allowable SOC range (step S180). Here, the allowable SOC range is set as a range in which the battery 50 is not overdischarged or overcharged by the charge / discharge power predicted until the corresponding adjustment is completed, and is necessary for the capacity and adjustment of the battery 50. It can be set for each adjustment depending on the operation point of the engine 22 and the time required for the adjustment. Therefore, when the remaining capacity (SOC) of the battery 50 is within the allowable SOC range, it can be determined that the power that is excessive or insufficient until the corresponding adjustment is completed can be covered by the charge / discharge power from the battery 50, Conversely, when the remaining capacity (SOC) of the battery 50 is outside the allowable SOC range, it can be determined that the power that is excessive or insufficient until the corresponding adjustment is completed cannot be covered by the charge / discharge power from the battery 50. . When the remaining capacity (SOC) of the battery 50 is within the allowable SOC range, the start of the corresponding adjustment is permitted (step S190), and the operation point necessary for the corresponding adjustment is determined as the target rotational speed Ne * of the engine 22 and the target torque Te. * Is set (step S200). For example, when the corresponding adjustment requires an idle operation at 600 rpm of the engine 22, 600 rpm is set as the target rotational speed Ne * and a value 0 is set as the target torque Te *. When the target rotational speed Ne * and the target torque Te * are set in this way, the processes after step S210 are executed using the set target rotational speed Ne * and the target torque Te *. These processes have been described above. When the required power P * does not correspond to any adjustment power region P (Rn) in step S160 or when the remaining capacity (SOC) of the battery 50 is outside the allowable SOC range in step S180, the corresponding adjustment is started. The permission is not made, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set by the aforementioned steps S130 and S140. If the start of the adjustment is permitted, it is determined that the adjustment is currently being performed in step S150 from the next time, and the target rotation speed Ne * and the target torque Te * are set in step S200, and the processes in and after step S210 are performed. To do.

  FIG. 8 is a flowchart illustrating an example of an adjustment operation control routine that is executed by the engine ECU 24 when the start of adjustment is permitted. In this routine, first, the target rotational speed Ne * and the target torque Te * are input (step S400), and a fuel injection valve for executing the corresponding adjustment is set (step S410). For example, when the corresponding adjustment is learning in fuel injection control using the in-cylinder fuel injection valve 125, fuel injection by the in-cylinder fuel injection valve 125 is set, and fuel using the port fuel injection valve 126 is set. In the case of learning in injection control, fuel injection by the port fuel injection valve 126 is set. Then, fuel injection control by the fuel injection valve set so that the engine 22 is operated at an operation point set by the target rotational speed Ne * and the target torque Te * is started (step S420), and a control signal for starting adjustment is sent. This is transmitted to the hybrid electronic control unit 70 (step S430). Thereby, it is possible to determine that the hybrid electronic control unit 70 is currently being adjusted. Then, after the adjustment is completed (step S440), the adjustment completion is transmitted to the hybrid electronic control unit 70 (step S450), and the fuel injection control by the set fuel injection valve is canceled (step S460). This routine ends.

  According to the hybrid vehicle 20 of the embodiment described above, since the engine 22 having the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 is provided, the engine 22 is connected to the in-cylinder fuel injection valve 125 according to the situation. It is possible to switch between the operation by fuel injection from the fuel injection, the operation by fuel injection from the port fuel injection valve 126, and the operation by fuel injection from both the in-cylinder fuel injection valve 125 and the port fuel injection valve 126. As a result, more appropriate fuel injection can be performed and energy efficiency can be improved. Of course, since the three-shaft power distribution and integration mechanism 30, the motor MG1, and the motor MG2 are provided, the power required by the driver is output to the ring gear shaft 32a as the drive shaft while operating the engine 22 at an efficient operation point. can do.

  Further, according to the hybrid vehicle 20 of the embodiment, when the drive mode of the engine 22 (port injection drive mode, in-cylinder injection drive mode, shared injection drive mode) is switched, the counter torque corresponding to the switching of the drive mode By outputting Tcnt from the motor MG1, it is possible to suppress torque fluctuation that may occur in the ring gear shaft 32a as the drive shaft in accordance with the switching of the drive mode. Therefore, the ride comfort can be improved when the drive mode of the engine 22 is switched.

  Furthermore, according to the hybrid vehicle 20 of the embodiment, while outputting the driving force required by the driver for adjustment related to the fuel injection of the engine 22 including the in-cylinder fuel injection valve 125 and the port fuel injection valve 126. Can be done. In addition, since the operation region and drive mode of the engine 22 necessary for the adjustment are taken into consideration, the adjustment related to the fuel injection of the engine 22 can be finely performed. Further, since it is determined whether the remaining capacity (SOC) of the battery 50 is within the allowable SOC range necessary for completing the adjustment, the battery 50 is not overcharged or overdischarged, and the adjustment is performed halfway. Interruption can be suppressed. As a result, the adjustment can be performed more efficiently. Furthermore, since adjustment operation requests are made until the necessity for adjustment is no longer determined, all adjustments can be made. Further, since the adjustment corresponding to the required power P * corresponding to the adjustment power region P (Rn) is performed, the driver feels uncomfortable even when the operation point of the engine 22 is changed as the adjustment is performed. Can be suppressed.

  In the hybrid vehicle 20 of the embodiment, regardless of whether or not adjustment related to fuel injection of the engine 22 is performed, the counter torque Tcnt corresponding to the switching of the drive mode is set to the motor MG1 when the drive mode of the engine 22 is switched. However, the counter torque Tcnt corresponding to the switching of the drive mode of the engine 22 may not be output from the motor MG1 when the adjustment related to the fuel injection of the engine 22 is performed.

  In the hybrid vehicle 20 of the embodiment, both the control at the time of switching the driving mode in which the counter torque Tcnt corresponding to the switching of the driving mode of the engine 22 is output from the motor MG1 and the adjustment related to the fuel injection of the engine 22 are performed. However, the control at the time of switching the drive mode may be performed but the adjustment related to the fuel injection of the engine 22 may not be performed, or the adjustment related to the fuel injection of the engine 22 is performed but the control at the time of switching the drive mode is performed. It may not be. Further, the control at the time of switching the drive mode and the adjustment related to the fuel injection of the engine 22 may not be performed.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated at an operation point necessary for adjustment until the corresponding adjustment is completed. However, the adjustment is interrupted according to the operation of the driver, and the operation point of the engine 22 is set. It may be changed.

  In the hybrid vehicle 20 of the embodiment, the adjustment corresponding to the required power P * corresponding to the adjustment power region P (Rn) is executed, but the required power P * matches the power corresponding to the adjustment. Sometimes adjustments may be performed. Further, the adjustment may be executed regardless of the required power P *.

  In the hybrid vehicle 20 of the embodiment, the adjustment is started when the remaining capacity (SOC) of the battery 50 is within the allowable SOC range necessary for completing the adjustment, but the remaining capacity (SOC) of the battery 50 is started. Regardless, the adjustment may be started.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30. Any configuration can be used as long as the driving point can be freely changed. For example, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 10, the engine 22, the inner rotor 232 connected to the crankshaft 26 of the engine 22, and a drive shaft that outputs power to the drive wheels 63 a and 63 b are connected. And a motor MG2 attached to the drive shaft and a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. It is good.

  The hybrid vehicle 20 of the embodiment is a hybrid vehicle that can freely change the operating point of the engine during traveling. However, the operating point of the engine may not be completely changed freely. For example, as shown in a hybrid vehicle 320 of a modified example of FIG. 11, the engine 22 is connected to a drive shaft to which a motor 330 is attached via a clutch, and power from the engine 22 and the motor 330 is transmitted via a transmission 340. It is good also as a structure output to the driving wheels 63a and 63b.

  The hybrid vehicles 20, 120, 220, and 320 according to the embodiments and the above-described modified examples are configured to output at least part of the power from the engine 22 to the drive shaft. Any configuration may be employed as long as it includes an engine having a port fuel injection valve and a motor capable of outputting power to the drive shaft. For example, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 12, power is generated by the generator 430 using the power from the engine 22, and the traveling motor 440 is driven using this power or the power from the battery. It can also be configured as a so-called series hybrid vehicle.

  Although the present invention has been described as a hybrid vehicle, the present invention is not limited to the hybrid vehicle, and may be a power output device mounted on the hybrid vehicle. In the case of this form of power output device, it may be mounted on a vehicle such as a train other than an automobile, mounted on a moving body such as an aircraft or a ship other than a vehicle, or incorporated as a power source for construction equipment that does not move. Good. Moreover, it is good also as a form of the control method of a power output device.

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

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram illustrating an example of a configuration of an engine 22. FIG. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 5 is a flowchart showing an example of an adjustment request processing routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. 4 is a flowchart showing an example of an adjustment operation control routine executed by an engine ECU 24. It is a block diagram which shows an example of the hybrid vehicle 120 of a modification. It is a block diagram which shows an example of the hybrid vehicle 220 of a modification. FIG. 12 is a configuration diagram illustrating an example of a hybrid vehicle 320 according to a modification. FIG. 12 is a configuration diagram illustrating an example of a hybrid vehicle 420 according to a modification.

Explanation of symbols

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU) ), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 125 in-cylinder fuel injection valve, 126 port fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam Position sensor, 146 Throttle valve position sensor, 148 Vacuum sensor, 150 Variable valve timing mechanism, 230 Anti-rotor motor, 232 inner rotor 234 outer rotor, 330 motor, 340 transmission, 430 generator, 440 motor, MG1, MG2 motor.

Claims (19)

A power output device capable of outputting power to a drive shaft,
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
A power output device comprising: The power output device according to claim 1,
Required power setting means for setting required power required for the drive shaft based on an operation by an operator;
Control means for controlling the internal combustion engine and the electric motor so that power based on the set required power is output to the drive shaft;
A power output device comprising:   The power output apparatus according to claim 2, further comprising power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft.   The control means includes a designated fuel among a plurality of fuel injection operations including a cylinder injection operation by fuel injection from the cylinder fuel injection valve and a port injection operation by fuel injection from the port fuel injection valve. 4. The means for controlling the operation of the electric motor so as to control the operation of the internal combustion engine by an injection operation and to cancel at least a part of a torque fluctuation generated in the drive shaft when the fuel injection operation of the internal combustion engine is switched. Power output device.   The control means controls the internal combustion engine and the electric motor so that power based on the set required power is output to the drive shaft at a normal time when a predetermined adjustment relating to fuel injection of the internal combustion engine is not performed, At the time of adjustment for performing a predetermined adjustment, the operation required for the predetermined adjustment is performed with priority, and the internal combustion engine and the electric motor are controlled so that power based on the set required power is output to the drive shaft. The power output apparatus according to claim 3 or 4, which is a means. The power output device according to claim 5,
The predetermined adjustment includes a first adjustment based on fuel injection only from the cylinder fuel injection valve, a second adjustment based on fuel injection only from the port fuel injection valve, and the cylinder fuel injection valve. And at least one of the third adjustments based on fuel injection from both of the port fuel injection valves,
The control means, when performing the first adjustment, controls the internal combustion engine so that the internal combustion engine is preferentially operated by fuel injection only from the in-cylinder fuel injection valve, and performs the second adjustment. When performing the third adjustment, the internal combustion engine is controlled so that the internal combustion engine is preferentially operated by fuel injection only from the port fuel injection valve, and when performing the third adjustment, the in-cylinder fuel injection valve and the port A power output device which is means for controlling the internal combustion engine so that the internal combustion engine is preferentially operated by fuel injection from both fuel injection valves.   When the control means is requested to perform the predetermined adjustment, the control means performs the adjustment when the operation of the internal combustion engine in the normal time is in a predetermined operation region including an operation necessary for performing the predetermined adjustment. The power output apparatus according to claim 5 or 6, which is means for controlling the internal combustion engine and the electric motor as occasion demands.   8. The power output apparatus according to claim 7, wherein the control means is means for executing the predetermined adjustment based on a state of the power storage means when a request to perform the predetermined adjustment is made.   The power output apparatus according to any one of claims 5 to 8, wherein the control means is means for controlling the internal combustion engine so that the internal combustion engine is operated in an operation region necessary for performing the predetermined adjustment during the adjustment. .   The power output apparatus according to any one of claims 5 to 9, wherein the predetermined adjustment is an adjustment for performing an abnormality determination related to fuel injection.   11. The power output apparatus according to claim 5, wherein the predetermined adjustment is an adjustment for performing learning related to fuel injection.   The power output apparatus according to any one of claims 5 to 11, wherein the predetermined adjustment is an adjustment for ensuring a function of the in-cylinder fuel injection valve or the port fuel injection valve.   The power transmission means is means connected to the output shaft of the internal combustion engine and the drive shaft, and outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power. The power output apparatus according to any one of claims 3 to 12.   The power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and power is supplied to the remaining shaft based on power input / output to / from any two of the three shafts. The power output apparatus according to claim 13, comprising: a three-axis power input / output means for inputting / outputting power; and a generator for inputting / outputting power to / from the third shaft.   The power transmission means includes a first rotor attached to an output shaft of the internal combustion engine and a second rotor attached to the drive shaft, the first rotor and the second rotation. 14. The power output apparatus according to claim 13, wherein the power output apparatus is a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with a child.   An automobile comprising the power output device according to any one of claims 1 to 15 and having an axle connected to the drive shaft. An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port; an electric motor capable of inputting / outputting power to / from a drive shaft; A method of controlling a power output device comprising a power storage means capable of exchange,
(A) setting required power required for the drive shaft based on the operation of the operator;
(B) A control method for a power output device that controls the internal combustion engine and the electric motor so that power based on the set required power is output to the drive shaft. It is a control method of the power output device according to claim 17,
The power output device includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft,
The step (b) is designated among a plurality of fuel injection operations including a cylinder injection operation by fuel injection from the cylinder fuel injection valve and a port injection operation by fuel injection from the port fuel injection valve. And controlling the operation of the electric motor so as to cancel at least a part of the torque fluctuation generated in the drive shaft in accordance with the switching of the fuel injection operation of the internal combustion engine. Device control method. It is a control method of the power output device according to claim 17,
The power output device includes power transmission means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft,
The step (b) controls the internal combustion engine and the electric motor so that power based on the set required power is output to the drive shaft at a normal time when a predetermined adjustment relating to fuel injection of the internal combustion engine is not performed. In the adjustment for performing the predetermined adjustment, the operation necessary for the predetermined adjustment is performed with priority, and the internal combustion engine and the electric motor are connected so that power based on the set required power is output to the drive shaft. A method for controlling a power output apparatus, the step of controlling.

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