JP2005299504A - Power output device, automobile equipped with the device, and method of controlling the device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device capable of rapidly increasing the pressure of a fuel to an cylinder fuel injection valve when an internal combustion engine is automatically started and starting the internal combustion engine even when the pressure of the fuel to the cylinder fuel injection valve cannot be sufficiently increased. <P>SOLUTION: When the engine having the cylinder fuel injection valve and a port fuel injection valve is automatically started, if a power Pb allowed to output from a battery is less than a threshold Pset set as a power sufficient for starting the engine and the power can be secured by stopping the driving of auxiliary equipment allowed to stop driving, the driving of the auxiliary equipment is stopped and a high-pressure fuel pump feeding the fuel to the cylinder fuel injection valve is driven to start the engine by fuel injection from the cylinder fuel injection valve (S160 to S180). When the power is not allowed to secure, the engine is started by the port fuel injection valve. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device, an automobile equipped with the power output device, and a method for controlling the power output device. More specifically, the present invention relates to a drive shaft using power from an internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder. The present invention relates to a power output device capable of outputting power to the vehicle, an automobile equipped with the same, and a control method for such a power output device.

Conventionally, as this type of power output device, a device that increases the fuel supply pressure (fuel pressure) to the fuel injection valve immediately before automatically stopping the in-cylinder internal combustion engine has been proposed (for example, Patent Document 1). reference). In this apparatus, by increasing the fuel pressure immediately before the internal combustion engine is automatically stopped, fuel injection is possible even in the compression stroke immediately after the next automatic start, thereby improving fuel efficiency.
JP 2001-317389 A

  In the idling stop control for stopping idling operation of the stopped internal combustion engine and the intermittent operation of the internal combustion engine in the hybrid vehicle, the operation of the internal combustion engine is frequently automatically stopped and automatically started. At this time, it is conceivable to increase the fuel pressure immediately before the automatic stop as in the above-described device. However, in the configuration in which the fuel is supplied to the fuel injection valve by the electric pump, the fuel pressure is simply driven by the electric pump. Therefore, even if the fuel pressure is not increased immediately before the automatic stop, the fuel pressure can be increased during the automatic start. At this time, it is sufficient that sufficient electric power can be supplied to the electric pump, but there may be a case where sufficient electric power cannot be supplied to the electric pump for supplying electric power to other devices.

  The power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus are one of the objects to quickly increase the pressure of the fuel to the cylinder fuel injection valve when the internal combustion engine is automatically started. To do. Further, the power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus can more reliably increase the fuel pressure to the cylinder fuel injection valve when the internal combustion engine is automatically started. One of the purposes is to do. Furthermore, the power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus cannot sufficiently increase the fuel pressure to the cylinder fuel injection valve when the internal combustion engine is automatically started. However, one purpose is to start the internal combustion engine.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus 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 using power from an internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder,
A fuel pressurization supply means for receiving the supply of electric power to pressurize the fuel and supply the fuel to the cylinder fuel injection valve;
Power supply means for supplying power as the fuel pressurization supply means as one of power supply destinations;
When the predetermined stop condition is satisfied, the operation of the internal combustion engine is automatically stopped, and when the predetermined start condition is satisfied, power is supplied from the power supply means to the fuel pressurization supply means in preference to another supply destination. Automatic stop starting means for automatically starting the internal combustion engine that has been automatically stopped;
It is a summary to provide.

  In the power output apparatus of the present invention, the internal combustion engine having the in-cylinder fuel injection valve that injects fuel into the cylinder is automatically stopped when a predetermined stop condition is satisfied, and the power supply means is satisfied when the predetermined start condition is satisfied. The internal combustion engine that is automatically stopped by automatically supplying power to the fuel pressurizing supply means that pressurizes the fuel prior to other supply destinations and supplies the fuel to the in-cylinder fuel injection valve is automatically started. As a result, when the internal combustion engine is automatically started, the fuel pressure to the in-cylinder fuel injection valve can be increased more reliably and quickly.

  In such a power output apparatus of the present invention, the internal combustion engine includes an intake pipe fuel injection valve that injects fuel into the intake pipe, and the automatic start / stop means automatically starts the internal combustion engine when the internal combustion engine is started. The fuel injection from the in-cylinder fuel injection valve may be used to automatically start the internal combustion engine in preference to the fuel injection from the cylinder. In this way, the internal combustion engine having the in-cylinder fuel injection valve and the intake pipe fuel injection valve can be automatically started with priority given to the fuel injection from the in-cylinder fuel injection valve. In this case, the automatic stop start means is means for automatically starting the internal combustion engine by injecting fuel from the intake pipe fuel injection valve when power from the power supply means is insufficient when the internal combustion engine is automatically started. It can also be. In this way, the internal combustion engine can be automatically started more reliably even when power from the power supply means is insufficient.

  The power output apparatus of the present invention further includes an electric motor capable of outputting power to the drive shaft using power from the power supply means, and the automatic stop start means is configured to output the power when the predetermined start condition is satisfied. It may be a means for automatically starting the automatically stopped internal combustion engine by supplying power to the fuel pressurizing and supplying means in preference to other supply destinations excluding power supply from the supply means to the electric motor. it can. In this way, power can be output from the electric motor to the drive shaft even when the internal combustion engine is automatically started. In the power output device of the present invention of this aspect, the required power setting means for setting the required power to be output to the drive shaft, and the internal combustion engine so that the power based on the set required power is output to the drive shaft. And a control means for controlling the electric motor. In this way, power based on the required power can be output to the drive shaft.

  The automobile of the present invention uses the power output apparatus of the present invention according to any one of the above-described aspects, that is, basically uses the power from an internal combustion engine having an in-cylinder fuel injection valve that injects fuel into the cylinder. A power output device capable of outputting power to a drive shaft, comprising: a fuel pressurizing supply means that pressurizes fuel upon supply of electric power and supplies the fuel to the in-cylinder fuel injection valve; and the fuel pressurizing supply means. Power supply means that supplies power as one of the power supply destinations, and automatically stops the operation of the internal combustion engine when a predetermined stop condition is satisfied, and another supply from the power supply means when a predetermined start condition is satisfied A power output device including an automatic stop start means for automatically starting the internal combustion engine that has been automatically stopped by supplying power to the fuel pressurization supply means in advance, and an axle is connected to the drive shaft. The gist of this is

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effects exhibited by the power output device of the present invention, for example, in-cylinder fuel injection when the internal combustion engine is automatically started. The same effects as the effect of increasing the fuel pressure to the valve more reliably and quickly can be obtained.

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, fuel pressurizing supply means for supplying the electric power to the cylinder fuel injection valve and supplying the fuel to the in-cylinder fuel injection valve; A power supply means for supplying power as a supply destination of the pressure supply means, and for controlling the power output device that outputs power to the drive shaft using power from the internal combustion engine,
(A) When a predetermined stop condition is satisfied, the operation of the internal combustion engine is automatically stopped;
(B) When a predetermined start condition is established, the power supply means supplies power to the fuel pressurization supply means in preference to another supply destination, and the automatically stopped internal combustion engine is automatically started. To do.

  According to this control method for a power output apparatus of the present invention, when a predetermined stop condition is satisfied, the internal combustion engine having the in-cylinder fuel injection valve that injects fuel into the cylinder is automatically stopped, and the predetermined start condition is satisfied. When this is done, the internal combustion engine is automatically started by automatically supplying power to the fuel pressurizing and supplying means that pressurizes the fuel from the power supply means over the other supply destinations and supplies the fuel to the in-cylinder fuel injection valve. When the internal combustion engine is automatically started, the fuel pressure to the in-cylinder fuel injection valve can be increased more reliably and quickly.

  In such a power output device control method of the present invention, the internal combustion engine includes an intake pipe fuel injection valve for injecting fuel into the intake pipe, and step (b) has priority over fuel injection from the intake pipe fuel injection valve. It is also possible to automatically start the internal combustion engine by injecting fuel from the in-cylinder fuel injection valve. In this way, the internal combustion engine having the in-cylinder fuel injection valve and the intake pipe fuel injection valve can be automatically started with priority given to the fuel injection from the in-cylinder fuel injection valve. In this case, the step (b) may be a step of automatically starting the internal combustion engine by injecting fuel from the intake pipe fuel injection valve when power from the power supply means is insufficient. In this way, the internal combustion engine can be automatically started more reliably even when power from the power supply means is insufficient.

  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. In the hybrid vehicle 20 of the embodiment, as shown in the figure, a carrier 34 for connecting a plurality of pinion gears 33 via a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22 and a gear mechanism 37. A planetary gear 30 to which a ring gear shaft 32a having a ring gear 32 coupled to drive wheels 39a and 39b via a differential gear 38 is connected, a motor MG1 capable of generating electricity connected to a sun gear 31 of the planetary gear 30, and a planetary gear. A motor MG2 connected to the ring gear 32 of the gear 30 via a ring gear shaft 32a and a reduction gear 35, and a hybrid electronic control unit 70 for controlling the entire power output apparatus are provided.

  As shown in FIG. 2, the engine 22 includes an in-cylinder fuel injection valve 125 (indicated as 125a to 125d in FIG. 1) for directly injecting hydrocarbon-based fuel such as gasoline or light oil into the cylinder, an intake port, The internal combustion engine is provided with a port fuel injection valve 126 (indicated as 126a to 126d in FIG. 1) for injecting fuel into the internal combustion engine. The engine 22 is provided with these two types of fuel injection valves 125 and 126, so that the air cleaned by the air cleaner 122 is sucked through the throttle valve 124 and gasoline is injected from the port fuel injection valve 126. The mixed air and gasoline are mixed, and the mixture is sucked into the combustion chamber via the intake valve 128, and explosively burned by the electric spark generated by the spark plug 130. In the same manner as in the port injection drive mode for converting to 26 rotational motion, air is sucked into the combustion chamber, and 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 by In-cylinder injection drive mode that obtains rotational 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 and cranked. 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). .

  As shown in FIG. 1, the fuel in the fuel tank 60 is supplied to the port fuel injection valves 126 a to 126 d by the fuel pump 62. In-cylinder fuel injection valves 125 a to 125 d are supplied with fuel supplied from a fuel tank 60 by a fuel pump 62 and pressurized by a high-pressure fuel pump 64 by a delivery pipe 66. Electric power from the battery 50 is supplied to the electric motors 62 a and 64 a as actuators of the fuel pump 62 and the high-pressure fuel pump 64 via the DC / DC converter 90. The DC / DC converter 90 is also connected to a low-voltage auxiliary machine 92 attached to the vehicle. Although not shown, a check valve for preventing the back flow of fuel and maintaining the fuel pressure in the delivery pipe 66 is attached to the discharge side of the high-pressure fuel pump 64. The delivery pipe 66 is provided with a relief pipe 68 that returns the fuel to the fuel tank 60 via a relief valve 67 that prevents the fuel pressure from becoming excessive.

  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 and the like 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 intake air amount from the vacuum sensor 148 that detects the intake air amount, the fuel pressure from the fuel pressure sensor 69 attached to the delivery pipe that supplies fuel to the cylinder fuel injection valves 125a to 125d, and the like are input via the input port. It is. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 integrates a drive signal to the cylinder fuel injection valves 125a to 125d and the port fuel injection valves 126a to 126d, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, the drive signal to the motors 62a and 64a of the fuel pump 62 and the high-pressure fuel pump 64, etc. are output. It is output through the port. Further, the engine ECU 24 communicates 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 operating state of the engine 22 as necessary. .

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as a generator and can be driven as an electric motor, and are connected to a battery 50 connected by a power line 54 via inverters 41 and 42. Exchange power. 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. A high-voltage auxiliary machine 96 such as an air compressor in an air conditioner in the passenger compartment is connected to the power line 54 of the battery 50 via an auxiliary drive circuit 94.

  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 when the engine 22 is automatically started when switching from the motor operation mode to the charge / discharge operation mode in the hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart showing an example of an automatic start instruction routine executed by the hybrid electronic control unit 70 when the engine 22 is automatically started. This automatic start instruction routine is executed immediately when the conditions for automatic start of the engine 22 are satisfied. Therefore, the motor MG2 is driven and controlled according to the depression of the accelerator pedal 83 by the driver and the engine 22 is cranked. Therefore, since it is executed prior to or in parallel with the start-up drive control routine for driving and controlling the motors MG1 and MG2, if the time required for cranking of the engine 22 is taken into consideration, immediately after starting cranking It will be finished. In the hybrid vehicle 20 of the embodiment, the remaining capacity (SOC) of the battery 50 is within the management area during operation in the charge / discharge operation mode, and is set according to the depression of the accelerator pedal 83 by the driver. If the condition for automatic stop of the engine 22 is satisfied when the requested vehicle power is less than a first predetermined value (for example, 2 kW, 3 kW, 5 kW, 7 kW, 10 kW, etc.), the engine 22 is automatically stopped. Switching to the motor operation mode, a second predetermined value (for example, a vehicle required power set in response to the driver's depression of the accelerator pedal 83 while operating in the motor operation mode is larger than the first predetermined value (for example, 4 kW, 5 kW, 8 kW, 10 kW, 15 kW, etc.) or when the remaining capacity (SOC) of the battery 50 falls below the management area As a second automatic start condition is satisfied, it switches the engine 22 has been automatically stopped is automatically started charge-discharge drive mode.

  When the automatic start instruction routine is executed, the CPU 72 of the hybrid electronic control unit 70 first executes a process of inputting the output limit Wout of the battery 50 and the supplied power Wb (step S100). Here, the output limit Wout of the battery 50 is calculated based on the battery temperature Tb and the remaining capacity (SOC) of the battery 50, and the supply power Wb is the product of the output voltage of the battery 50 and the charge / discharge current. Is calculated from the battery ECU 52 by communication. Thus, when the output limit Wout and the supply power Wb are input, the output power Pb is calculated by subtracting the supply power Wb from the output limit Wout (step S110), and whether or not the output power Pb is greater than or equal to the threshold value Pset. Is determined (step S120). Here, the threshold value Pset is set as electric power sufficient to crank the engine 22 and drive the fuel pump 62 and the high-pressure fuel pump 64. When outputable power Pb is equal to or greater than threshold value Pset, it is determined that sufficient power can be supplied to start engine 22, and a drive instruction is output to engine ECU 24 to drive high-pressure fuel pump 64. (Step S170), the engine ECU 24 is instructed to start the engine 22 by fuel injection from the cylinder fuel injection valves 125a to 125d (Step S180), and this routine is finished. The engine ECU 24 drives the motors 62a and 64a to drive the fuel pump 62 and the high-pressure fuel pump 64 with respect to the engine 22 for which cranking has been started by such an instruction, and the rotational speed Ne of the engine 22 is a threshold Nref (for example, , 600 rpm, 800 rpm, 1000 rpm, etc.), the fuel injection control from the in-cylinder fuel injection valves 125a to 125d and the ignition control of the spark plug 130 are started and the engine 22 is started.

  On the other hand, when the outputable power Pb is less than the threshold value Pset, an auxiliary machine (for example, a passenger compartment) that can be stopped until the start of the engine 22 is completed among the high-pressure auxiliary machine 96 and the low-pressure auxiliary machine 92. The estimated supply power Wb2 estimated when the driving of the air compressor in the air-conditioning equipment is stopped (step S130), and the estimated output possible power Pb2 is calculated by subtracting the estimated supply power Wb2 from the output limit Wout. (Step S140), the estimated output possible power Pb2 is compared with the threshold value Pset (Step S150). When the estimated output possible power Pb2 is equal to or greater than the threshold value Pset, it is determined that if driving of the auxiliary machine capable of stopping driving is stopped, sufficient power can be supplied to start the engine 22, and the auxiliary machine capable of stopping driving. Is stopped (step S160), a drive instruction is output to the engine ECU 24 to drive the high-pressure fuel pump 64 (step S170), and the engine 22 is started by fuel injection from the cylinder fuel injection valves 125a to 125d. Is instructed to the engine ECU 24 (step S180), and this routine is terminated. That is, the engine 22 is started by supplying electric power to the electric motor 64a of the high-pressure fuel pump 64 in preference to other auxiliary machines. As described above, the engine ECU 24 drives the motors 62a and 64a to drive the fuel pump 62 and the high-pressure fuel pump 64 with respect to the engine 22 for which cranking has been started by such an instruction. When the engine reaches the threshold value Nref, the fuel injection control from the cylinder fuel injection valves 125a to 125d and the ignition control of the spark plug 130 are started to start the engine 22.

  When the estimated output possible power Pb2 is less than the threshold value Pset in step S150, it is determined that the start of the engine 22 by fuel injection from the in-cylinder fuel injection valves 125a to 125d is inappropriate, and the fuel injection valves 126a to 126d for the ports The engine ECU 24 is instructed to start the engine 22 by fuel injection (step S190), and this routine ends. The engine ECU 24 drives only the electric motor 62a to drive the fuel pump 62 with respect to the engine 22 for which cranking has been started by such an instruction. When the rotational speed Ne of the engine 22 reaches the threshold value Nref, the port fuel The engine 22 is started by starting the fuel injection control from the injection valves 126a to 126d and the ignition control of the spark plug 130.

  When the engine 22 thus automatically stopped is automatically started, priority is given to the start of the engine 22 by fuel injection from the cylinder fuel injection valves 125a to 125d because the shock at the initial explosion at the start of the engine 22 is given. This is for reducing the ignition timing and increasing the retard of the ignition timing for promptly warming up the catalyst in the purifier 134. This is based on the fact that the ignition timing delay limit due to misfire is larger in the start of the engine 22 by in-cylinder injection than in the start of the engine 22 by port injection.

  According to the hybrid vehicle 20 of the embodiment described above, when the automatically stopped engine 22 is automatically started, power is supplied to the electric motor 64a of the high-pressure fuel pump 64 in preference to other auxiliary machines. The fuel pressure of the delivery pipe 66 to the fuel injection valves 125a to 125d can be quickly increased, and the engine 22 can be quickly started by fuel injection from the cylinder fuel injection valves 125a to 125d. As a result, the ignition timing can be retarded more greatly at the start, so that the shock at the first explosion can be reduced and the catalyst in the purifier 134 can be warmed up quickly. Further, when power supply necessary for starting the engine 22 by fuel injection from the cylinder fuel injection valves 125a to 125d is not performed, the engine 22 is started by fuel injection from the port fuel injection valves 126a to 126d. The engine 22 can be automatically started more reliably regardless of whether the power supply is excessive or insufficient. Of course, even when the engine 22 is automatically started, the power corresponding to the accelerator pedal 83 of the driver can be output to the ring gear shaft 32a to travel.

  In the hybrid vehicle 20 of the embodiment, power is supplied from the battery 50 to the electric motors 62a and 64a of the fuel pump 62 and the high-pressure fuel pump 64 via the DC / DC converter 90, but a low-voltage battery different from the battery 50 is provided, Electric power may be supplied from the low-voltage battery to the motors 62a and 64a of the fuel pump 62 and the high-pressure fuel pump 64. In this case, as the threshold value Pset to be compared with the outputtable power Pb and the estimated outputable power Pb2, the power required to drive the fuel pump 62 and the high-pressure fuel pump 64 may be used. In this case, auxiliary machines that can stop driving are limited to low-pressure auxiliary machines.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is cranked and sufficient electric power for driving the fuel pump 62 and the high-pressure fuel pump 64 cannot be supplied from the battery 50, the engine 22 is completely started. When the auxiliary machine that can stop driving is stopped and the engine 22 is started by fuel injection from the in-cylinder fuel injection valves 125a to 125d, when sufficient power cannot be supplied from the battery 50, power is supplied to the motor MG2. The engine 22 may be started by fuel injection from the in-cylinder fuel injection valves 125a to 125d by driving the high-pressure fuel pump 64 slightly.

  In the hybrid vehicle 20 of the embodiment, the engine 22 having the in-cylinder fuel injection valves 125a to 125d and the port fuel injection valves 126a to 126d is mounted, but only the in-cylinder fuel injection valves 125a to 125d are installed. It is good also as what mounts the engine which has. In this case, when sufficient power cannot be supplied from the battery 50, the high-pressure fuel pump 64 may be driven by restricting the power supply to the motor MG2 slightly.

  In the hybrid vehicle 20 of the embodiment, the crankshaft 26 of the in-cylinder injection engine 22 is connected to the planetary gear 30 to which the motor MG1 and the motor MG2 are connected, but the in-cylinder injection engine is mounted. If it is an automobile that performs automatic stop start control that automatically stops the engine when a predetermined stop condition is satisfied and starts the engine that is automatically stopped when the predetermined start condition is satisfied, it has priority over other auxiliary machines. Since electric power can be supplied to the electric motor 64a of the high-pressure fuel pump 64, the vehicle may have any configuration. For example, as illustrated in the hybrid vehicle 120 of the modification of FIG. 4, the power of the motor MG2 is different from the axle (the axle to which the drive wheels 39a and 39b are connected) to which the ring gear shaft 32a is connected (in FIG. 4). The axles connected to the wheels 39c and 39d) may be connected to the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the drive wheels, as illustrated in the hybrid vehicle 220 of the modified example of FIG. An outer rotor 234 connected to a drive shaft that outputs power to 39a and 39b, 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 may be a thing. Further, as illustrated in the hybrid vehicle 320 of the modification of FIG. 6, the engine 22 may be connected to the rotation shaft of the motor 330 that outputs power to the drive wheels 39 a and 39 b via the transmission 340 by the clutch 327. Good. In this way, a cylinder injection engine capable of outputting power to the axle and a motor capable of outputting power to the axle are mounted, and travel using the power from the engine and travel using only the power from the motor. In addition to a hybrid vehicle capable of driving, a vehicle that does not include a motor for traveling and travels only by power from an engine may be used. As the automatic stop start control in this type of automobile, idle stop control can be considered, and when the engine is automatically started in this idle stop control, the high pressure fuel pump has priority over the other auxiliary devices described in the embodiments. Control for supplying power to the 64 electric motors 64a can be applied.

  In the embodiment, the control at the time of automatic start of the cylinder injection type internal combustion engine of the present invention has been described as being applied to the control of automatic start of the engine mounted on the hybrid vehicle. It may be applied to control of automatic start of an internal combustion engine mounted on a moving body such as an aircraft, or may be applied to control of automatic start of an internal combustion engine incorporated in equipment other than the mobile body, such as power generation equipment. It is good.

  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.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram illustrating an example of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the automatic start instruction | indication routine performed by the electronic control unit for hybrids 70 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

Explanation of symbols

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 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 Electric power line, 60 Fuel tank, 62 Fuel pump, 62a, 64a Electric motor, 64 High pressure fuel pump, 66 Delivery pipe, 6 Relief valve, 68 relief pipe, 69 fuel pressure sensor, 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, 90 DC / DC converter, 92 Auxiliary machine, 122 Air cleaner, 124 Throttle valve, 125, 125a to 125d In-cylinder fuel injection valve, 126, 126a to 126d Fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 136 throttle motor, 138 ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Vacuum sensor, 150 Variable valve timing mechanism, 230 Pair rotor motor, 232 Inner rotor 234 Outer rotor, 327 Clutch, 330 Motor, 340 Transmission , MG1, MG2 motors.

Claims (9)

A power output device capable of outputting power to a drive shaft using power from an internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder,
A fuel pressurization supply means for receiving the supply of electric power to pressurize the fuel and supply the fuel to the cylinder fuel injection valve;
Power supply means for supplying power as the fuel pressurization supply means as one of power supply destinations;
When the predetermined stop condition is satisfied, the operation of the internal combustion engine is automatically stopped, and when the predetermined start condition is satisfied, power is supplied from the power supply means to the fuel pressurization supply means in preference to another supply destination. Automatic stop starting means for automatically starting the internal combustion engine that has been automatically stopped;
A power output device comprising: The power output device according to claim 1,
The internal combustion engine includes an intake pipe fuel injection valve for injecting fuel into the intake pipe,
The automatic start / stop means automatically starts the internal combustion engine by injecting fuel from the in-cylinder fuel injection valve in preference to fuel injection from the intake pipe fuel injection valve when the internal combustion engine is automatically started. A power output device.   The automatic stop start means is means for automatically starting the internal combustion engine by injecting fuel from the intake pipe fuel injection valve when power from the power supply means is insufficient when the internal combustion engine is automatically started. 2. The power output device according to 2. The power output device according to any one of claims 1 to 3,
An electric motor capable of outputting power to the drive shaft using electric power from the power supply means;
The automatic stop starting means supplies power to the fuel pressurizing supply means in preference to other supply destinations excluding power supply from the power supply means to the electric motor when the predetermined start condition is satisfied. A power output device that is means for automatically starting the internal combustion engine that has been automatically stopped. The power output device according to claim 4,
Required power setting means for setting required power to be output to the drive shaft;
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:   An automobile comprising the power output device according to any one of claims 1 to 5 and an axle connected to the drive shaft. An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder, fuel pressurizing supply means for supplying the electric power to the cylinder fuel injection valve and supplying the fuel to the in-cylinder fuel injection valve; A power supply means for supplying power as a supply destination of the pressure supply means, and for controlling the power output device that outputs power to the drive shaft using power from the internal combustion engine,
(A) When a predetermined stop condition is satisfied, the operation of the internal combustion engine is automatically stopped;
(B) When a predetermined start condition is established, the power supply means gives priority to other supply destinations to supply power to the fuel pressurization supply means to automatically start the automatically stopped internal combustion engine. Control method. It is a control method of the power output device according to claim 7,
The internal combustion engine includes an intake pipe fuel injection valve for injecting fuel into the intake pipe,
The step (b) is a step of automatically starting the internal combustion engine by injecting fuel from the in-cylinder fuel injection valve in preference to fuel injection from the intake pipe fuel injection valve.   9. The method of controlling a power output apparatus according to claim 8, wherein the step (b) is a step of automatically starting the internal combustion engine by injecting fuel from the fuel injection valve for intake pipe when power from the power supply means is insufficient. .

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