JP2006144725A - Fuel injection control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve exhaust emission performance of an internal combustion engine by adopting a cylinder injection type engine to a hybrid vehicle and materializing reduction of HC emission and reduction of warming up time. <P>SOLUTION: When start of the cylinder injection type internal combustion engine is requested and the internal combustion is under a cold engine start condition, engine start is not permitted until pressure (fuel pressure) in a pressure accumulation chamber gets to predetermined pressure or higher and negative pressure in an intake pipe gets to predetermined value or higher (absolute pressure is the predetermined value or less) and compression stroke injection is performed during a fixed period when the pressure gets to the predetermined values or higher to reduce HC at a time of start. Torque drop of a vehicle during compression stoke injection is corrected by a motor generator for vehicle drive. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle having a direct injection internal combustion engine and an electric motor as drive sources, and more particularly to fuel injection control when the internal combustion engine is started.

  In recent years, hybrid vehicles using an internal combustion engine and an electric motor as drive sources are known from the viewpoint of reducing emissions and improving fuel consumption. In a region where the efficiency of the internal combustion engine is reduced (for example, when the vehicle is stopped or when the vehicle is running at a low speed), the hybrid vehicle can automatically stop the internal combustion engine and can run with the driving force of only the electric motor.

On the other hand, a cylinder injection internal combustion engine (cylinder injection engine) that directly injects fuel into a combustion chamber has been put into practical use for the purpose of improving fuel consumption. In this in-cylinder injection type engine, a homogeneous combustion mode in which fuel is injected in the intake stroke to form a uniform mixture in the combustion chamber, and fuel is injected in the compression stroke so that the vicinity of the stoichiometric air-fuel ratio is around the spark plug. It has two combustion modes, the stratified combustion mode, which forms an air-fuel mixture and achieves an ultra-lean air-fuel ratio as a whole, and these engine combustion modes depend on engine operating conditions such as engine speed and engine load. It can be switched appropriately. In particular, the stratified charge combustion mode is performed in the low rotation and low load regions, and the pumping loss of the internal combustion engine can be reduced, so that a great improvement in fuel consumption can be expected. In addition, by applying the in-cylinder injection engine to the idling slip vehicle, it is possible to inject fuel directly into the combustion chamber. Torque control accuracy can be improved. An example in which such an in-cylinder injection engine is applied to a hybrid vehicle is disclosed (for example, Patent Document 1). According to Patent Document 1, when the fuel pressure supplied to the fuel injection valve becomes equal to or less than a predetermined value while the internal combustion engine is stopped (idle stop), the cylinder in the compression stroke and the cylinder in the next compression stroke are preliminarily set. Fuel is sprayed to improve restartability.

JP 2002-285883 A

  However, since these direct injection engines inject fuel directly into the combustion chamber, the fuel atomization is poor, the amount of fuel adhering to the combustion chamber wall surface is large, and the ignition of the spark plug is ignited at the time of starting, particularly at the time of cold start. There is a problem that the exhaust performance (HC at start-up) is significantly deteriorated due to a low temperature or the like. Further, in idling stop vehicles such as hybrid vehicles, the start and stop of the internal combustion engine are frequently repeated, and thus the amount of HC emission is inevitably increased.

  The present invention has been invented in view of the above circumstances, and an in-cylinder injection engine is applied to a hybrid vehicle so as to reduce HC emissions and shorten warm-up time and improve exhaust performance of an internal combustion engine. For the purpose.

An object of the present invention is to drive a cylinder injection internal combustion engine having a fuel injection valve for directly injecting fuel in a fuel pressure storage chamber into a combustion chamber, a high-pressure fuel pump for pumping fuel into the fuel pressure storage chamber, and an electric motor. In the hybrid vehicle
When a start request for the direct injection internal combustion engine is made, a cold start mode request determining means for determining whether the internal combustion engine is a cold start mode request, and the determination means is determined as a cold start mode request And a means for setting the fuel injection start timing of the internal combustion engine to be different from the case of a request other than the request for the cold start mode, and is achieved by a fuel injection device for a direct injection internal combustion engine for a hybrid vehicle. The

  According to the fuel injection device for a cylinder injection internal combustion engine for a hybrid vehicle of the present invention, by utilizing the characteristics of the hybrid vehicle, HC (hydrocarbon), which has been a problem at the time of cold start in a conventional cylinder injection engine, is achieved. ) Reduces emissions and shortens engine warm-up time. Therefore, the present invention can be applied to a hybrid vehicle of a direct injection type engine that is more efficient than a port injection engine.

  The present invention is a switching type in which the power source is switched by connecting / disconnecting power transmission by, for example, clutch means, and a mix in which the output of the engine and the motor generator is synthesized or distributed by a composite distribution mechanism such as a planetary gear. The present invention can be applied to various types of hybrid vehicles including an engine and a motor generator as power sources when the vehicle travels, such as a type, a motor generator or an assist type that uses the engine as an auxiliary.

  The operation mode of a hybrid vehicle including an engine and a motor generator as a power source includes, for example, an electric travel mode that travels using only the motor generator as a power source, an engine mode that travels using only the engine as a power source, an engine, and Engine / motor generator operation mode that travels using both motor generators as power source, power generation travel mode that generates power with motor generator while traveling using engine as power source, engine uses only motor generator as power source, engine Series power generation mode used only for power generation. In the present invention, an operation mode determination means for identifying these operation modes is provided in the hybrid vehicle control device.

  Next, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram of a hybrid vehicle system 1 according to an embodiment of the present invention. The hybrid vehicle system 1 includes an in-cylinder injection engine 2 that generates torque by burning fuel, a clutch 3 that transmits and shuts off power, a first motor generator 4 that is mainly used for driving, and power generation and engine start A second motor generator 5 used for the above, a transmission mechanism 6 connected to the drive wheels 8, a battery 7, an accelerator pedal 160, and a hybrid vehicle control device 9 are mounted. Furthermore, a battery temperature sensor 17, a vehicle speed sensor 18, a brake switch 19 that detects that the driver has stepped on the brake, a shift position sensor 20, an accelerator pedal sensor 21 that detects the angle of the accelerator pedal 160 that the driver has stepped on, An idle switch 22 for detecting that the accelerator pedal 160 is fully closed, that is, the accelerator pedal 160 is not depressed, is mounted.

  The in-cylinder injection engine 2 controls the output according to the operating state by controlling the throttle valve opening, the fuel injection amount, the ignition timing, and the like by the hybrid vehicle control device 9. The outputs of the first motor generator 4 and the second motor generator 5 are controlled according to the driving state by controlling the current by the hybrid vehicle control device 9. The hybrid vehicle control device 9 includes an engine control device 11, a clutch control device 12, a first motor generator control device 13, a second motor generator control device 14, a transmission mechanism control device 15, a battery remaining amount detection means 16, A control device 10 is provided, and the hybrid vehicle control device 9 performs signal processing according to a predetermined program.

  The present invention is also applied to the hybrid vehicle system 1 shown in FIG. 2 using a power distribution mechanism 105 such as a planetary gear instead of the clutch 3 and the speed change mechanism 6 of the hybrid vehicle system 1 shown in FIG. it can.

FIG. 3 shows sensor inputs and input / output of operation amounts of the hybrid vehicle control device 9 according to an embodiment of the present invention. The engine control device 11, the clutch control device 12, the first motor generator control device 13, the second motor generator control device 14, and the speed change mechanism control device 15 are arranged in order to avoid the complexity of the drawings. It is shown on both the left and right sides of the control device 10. The engine control device 11 provided in the hybrid vehicle control device 9 is supplied with signals from a crank angle sensor 24, an air flow sensor 25, an intake air temperature sensor 26, a throttle valve opening sensor 27, and an engine water temperature sensor 28, and throttles. The output of the engine 2 is controlled according to the operating state by the valve opening 42, the fuel injection amount 43, and the ignition timing 44. Clutch current sensor and clutch temperature sensor signals are input to the clutch control device 12 provided in the hybrid vehicle control device 9, and power is transmitted and disconnected by the clutch current 47. The first motor generator control device 13 receives signals from the first motor generator speed sensor 29, the first motor generator current sensor 30, and the first motor generator temperature sensor 31, and the first motor generator The output of the first motor generator 4 is controlled according to the operating state by the current 45. The second motor / generator controller 14 receives signals from the second motor / generator speed sensor 32, the second motor / generator current sensor 33, and the second motor / generator temperature sensor 34. The torque or rotation speed, which is the output of the second motor generator 5, is controlled by the current 46 in accordance with the operating state. The transmission mechanism control device 15 receives signals from the transmission mechanism input shaft rotational speed sensor 37, the transmission mechanism output shaft rotational speed sensor 38, and the transmission mechanism hydraulic sensor 39, and controls the transmission mechanism hydraulic pressure 48 to control the transmission mechanism. 6 gear ratio is controlled. Signals from the battery current sensor 40, the battery voltage sensor 41, and the battery temperature sensor 17 are input to the remaining battery level detection means 16.

  The total control device 10 determines the driving force and power generation amount required for the vehicle based on the request from the driver obtained from the accelerator pedal sensor 21 and the battery remaining amount information obtained by the battery remaining amount detecting means 16. The driving force distribution between the second motor generator 5 and the in-cylinder injection engine 2 is determined by calculation. When it is determined that the driving force of the in-cylinder injection engine 2 is necessary, the comprehensive control device 10 instructs the engine control device 11 to send an engine start request 70 and an engine torque command value 69. The clutch control device 12 is commanded with a clutch engagement command signal 75, the first motor generator control device 13 is commanded with a first motor generator torque command value 71, and the second motor generator control is performed. A second motor generator torque command value 72, a second motor generator rotation speed command value 73, and a second motor generator command switching signal 74 are commanded to the device 14, and the speed change mechanism control device 15 is provided with a speed change mechanism. Command input shaft speed command value 76.

  Next, the in-cylinder injection engine 2 according to the present invention will be described.

FIG. 4 shows the overall configuration of the in-cylinder injection engine 2 control system of the present embodiment. The in-cylinder injection engine 2 is composed of four cylinders (not shown), and as described above, the second motor generator rotates the crankshaft 101d of the engine based on the engine start request 70 of the general control device 10. . A detailed method of starting the engine will be described later with reference to FIG.

Air introduced into each cylinder 101b is taken in from the inlet portion 102a of the air cleaner 102, passes through an air flow meter (air flow sensor) 25, and passes through a throttle body 140 in which an electric throttle valve 140a for controlling the intake flow rate is accommodated. The collector 106 is entered. The air sucked into the collector 106 is distributed to the intake pipes 107 connected to the cylinders 101b of the direct injection engine 2, and then introduced into the combustion chamber 101c formed by the piston 101a, the cylinder 101b, and the like. It is burned. The air flow sensor 25 outputs a signal representing the intake air flow rate to the engine control device 11. Further, a throttle sensor 27 for detecting the opening degree of the electric throttle valve 140a is attached to the throttle body 140, and its signal is also output to the engine control device 11.

On the other hand, fuel such as gasoline is primarily pressurized from the fuel tank 50 by the fuel pump 51 and regulated to a constant pressure (for example, 3 kg / cm ² ) by the fuel pressure regulator 52, and further by a high-pressure fuel pump 300 described later. The secondary pressure is increased to a high pressure (for example, 50 kg / cm ² ), and the fuel is injected into the combustion chamber 101 c from the fuel injection valve (fuel injection valve) 54 provided in each cylinder 101 b via the pressure accumulation chamber 53. The fuel injected into the combustion chamber 101c is ignited by the spark plug 109 by the ignition signal that has been increased in voltage by the ignition coil 108.

  A crank angle sensor 24 attached to the crankshaft 101d of the direct injection engine 2 outputs a signal indicating the rotational position of the crankshaft 101d to the engine control device 11, and a camshaft (not shown) of the exhaust valve 120. The cam angle sensor 117 attached to the engine outputs an angle signal representing the rotational position of the cam shaft to the engine control device 11 and controls the angle signal representing the rotational position of the pump drive cam 100 of the high-pressure fuel pump 300 to the engine. Output to the device 11. In this embodiment, a cam-driven high-pressure fuel pump is taken as an example of a more general system, but the present invention is not limited to this. In particular, an electric pump may be used in a hybrid vehicle including a high voltage battery. In particular, by using an electric pump, the pressure (fuel pressure) in the pressure accumulating chamber 53 is not affected by changes in the engine speed (camshaft motion changes), and the effects of the present invention are further enhanced.

  The exhaust pipe 209 is provided with an air-fuel ratio sensor 208 that linearly detects, for example, an oxygen concentration in the exhaust gas and outputs a detection signal to the engine control device 11, an exhaust gas purification catalyst 210, and the like.

Next, the configuration of the engine control device 11 and the engine starting method will be described with reference to FIG. The main parts of the engine control device 11 are MPU 203, EP-ROM 202,
The RAM 204 and the I / O LSI 201 including an A / D converter are included. When the engine is started, the second motor generator (not shown) directly connected to the crankshaft 101d is rotated based on the engine start request 70 and the engine torque command value, which are commands from the comprehensive control device 10, As the engine rotates, the crank angle sensor 24, the cam angle sensor 117, the water temperature sensor 28 for measuring the engine coolant temperature, the intake pipe internal pressure sensor 129 for measuring the pressure in the intake pipe, and various sensors including the fuel pressure sensor 56, etc. A signal is input as input, a predetermined calculation process is executed, various control signals calculated as a result of the calculation are output, and predetermined values are output to the high-pressure pump solenoid 90, each fuel injection valve 54, the ignition coil 108, and the like as actuators. To control the fuel discharge amount, fuel injection amount control, intake air amount control, ignition timing control, etc. Than it is.

  Next, the fuel injection mode will be described with reference to FIG. FIG. 6A is a diagram showing a compression stroke injection mode. In the compression stroke injection mode, fuel injection is performed while the internal combustion engine is in the compression stroke, that is, in a state where both the intake valve 121 and the exhaust valve 120 are closed. On the other hand, in the intake stroke injection mode, the fuel injection is performed while the internal combustion engine is in the intake stroke, that is, in a state where the intake valve 121 is open and the exhaust valve is closed. As shown in FIG. 6, in the intake stroke injection, the fuel diffuses throughout the combustion chamber, whereas in the compression stroke injection, a vertical vortex (tumble flow) created in the combustion chamber 101c acts, and the fuel is only in the vicinity of the plug. It is a form of gathering.

By the way, in a cylinder injection engine, compared with an intake pipe (port) injection engine, when starting a cold engine, fuel with a high boiling point component with poor atomization is directly injected into the combustion chamber, so that the fuel adhering to the piston or the combustion chamber This increases the amount of fuel in the combustion chamber, leading to an increase in HC emissions. Therefore, in order to reduce the HC emission amount, it is important to improve the atomization of the fuel as much as possible or to reduce the fuel adhering to the piston and the combustion chamber. In view of this problem, as shown in FIG. 6, in the compression stroke injection, fuel is collected only in the vicinity of the plug as compared with the intake stroke injection, so that the amount of fuel adhering to the combustion chamber is small. Further, as shown in FIG. 10, by increasing the pressure (fuel pressure) in the pressure accumulating chamber 53, the amount of fuel adhered in the combustion chamber is reduced. Further, the atomization becomes higher as the intake pipe negative pressure is higher (absolute pressure is lower).

  Based on the above, a method for realizing an embodiment of the present invention will be described with reference to the flowcharts of FIGS.

  FIG. 7 is a routine showing means for determining whether the start mode is cold start or normal start. In step 701, it is determined whether or not there is an engine start request from the overall control apparatus 10. When there is no engine start request, that is, when it is determined that the engine is in an idling stop state, it is not necessary to start the engine, and thus this routine ends. If it is determined in step 701 that there is an engine start request, the process proceeds to step 702, and it is determined in the engine control device 11 whether the engine water temperature is equal to or higher than a predetermined value. When it is smaller than the predetermined value, the routine proceeds to step 705, where it is determined that the cold-start mode is set, and this routine is terminated. When it is determined in step 702 that the engine water temperature is equal to or higher than the predetermined value, the process proceeds to step 703 to determine whether or not the exhaust gas purification catalyst 210 is activated. Here, if it is determined that the catalyst activation determination is not being performed, the process proceeds to step 705 to determine the cold start mode, and this routine is terminated. If it is determined in step 703 that the catalyst activation is being determined, the process proceeds to step 704 and this routine is terminated. The determination means in Step 703 may be a means for attaching a temperature sensor to the catalyst or estimating the catalyst temperature, although details will not be described. Although not particularly shown in this flowchart, the normal start mode may be determined when the required torque from the driver is large.

  Next, a method for determining the fuel injection mode will be described with reference to FIG. If it is determined in step 801 that the normal start mode is determined based on the start mode result determined in the routine of FIG. 7, the process proceeds to step 806, and whether or not the intake pipe negative pressure is higher than the normal start permission negative pressure threshold value. Determine whether. When it is determined that the pressure is lower than the normal start permission negative pressure threshold, this step is repeated until the pressure exceeds the threshold, and when the pressure exceeds the threshold, the process proceeds to step 807 where it is determined that the intake stroke injection mode is selected. The stroke injection is started and this routine is finished. In step 806, the normal start permission negative pressure threshold value may be set to a threshold value at which the air-fuel ratio (torque) at the start time can be easily controlled or a threshold value that can be changed according to the engine torque command value.

  Next, when it is determined in step 801 that the engine is in the cold start mode, the process proceeds to step 802 to determine whether or not the pressure (fuel pressure) in the pressure accumulating chamber 53 is equal to or higher than a predetermined value (cold start permission fuel pressure threshold). judge. If it is less than the cold start permission fuel pressure threshold value, this step is repeated until it becomes equal to or greater than the threshold value. As shown in FIG. 10, the cold start start fuel pressure threshold is such that the amount of fuel adhering in the combustion chamber decreases as the pressure in the accumulator 53 increases (fuel pressure), and the amount of adhering is saturated at a certain fuel pressure. is there. Therefore, in the present invention, if the cold start permission fuel pressure threshold value is too large, there is a concern that the start time may be delayed.

  Next, when the fuel pressure becomes equal to or higher than the cold start permission fuel pressure threshold in step 802, the process proceeds to step 803, and it is determined whether or not the intake pipe negative pressure is higher than the cold start permission negative pressure threshold. If it is determined that the value is lower than the cold start permission negative pressure threshold value, this step is repeated until the threshold value becomes equal to or higher than the threshold value. Here, the negative pressure threshold value at the time of cold start is characterized by a value giving priority to fuel atomization. In step 803, when the intake pipe negative pressure becomes equal to or greater than the threshold value, the process proceeds to step 804, where the compression stroke injection mode is determined, and fuel injection is started by the compression stroke injection. In step 803, the intake pipe negative pressure may be calculated by the intake pipe internal pressure sensor 129, but may be a means for estimating based on the output signal of the air flow sensor 25 or the like.

  In step 805, this step is repeated until the compression stroke injection mode continues for a predetermined time. After the predetermined time has elapsed, the routine proceeds to step 807, where the compression stroke injection mode is switched to the intake stroke injection mode, and this routine is terminated. Here, the predetermined time may be time determination or the number of combustion cycles. Further, since the exhaust gas temperature rise is accelerated by retarding the ignition timing during the compression stroke injection, the time determination may be changed according to the catalyst temperature. Further, the specification may be such that the intake stroke injection is immediately switched according to the engine torque command value 69.

  Next, the necessity for torque increase correction when switching from the compression stroke injection mode to the intake stroke injection mode will be described with reference to FIG. One of the features of in-cylinder injection engines is a method of reducing the pumping loss by performing super lean operation (for example, A / F = 40) in a low load and low rotation range. Since the rotation region is idle-stopped, super lean operation is not necessary. Therefore, the A / F at the start in the present invention is characterized in that it is in a range slightly leaner than the stoichiometric (A / F = 14.7) and not exceeding the rich limit in the compression stroke injection. However, in the start-up A / F region used in the present invention (compression stroke injection start A / F in FIG. 9), the engine torque with respect to A / F is smaller during the compression stroke injection than during the intake stroke injection. There is.

  On the other hand, the total control device 10 calculates a target drive torque necessary for the vehicle and outputs a torque command value to the engine control device 11 and the first motor generator control device 13. Therefore, the present invention is characterized in that the torque increase correction is performed by the first motor / generator for the shortage of the engine torque during the compression process injection as shown in FIG. That is, this torque shortage is characterized by correcting the engine start delay of the hybrid vehicle of the present invention and the torque switching step when switching from compression stroke injection to intake stroke injection.

  FIGS. 11 and 12 show charts when the engine is started in the normal start mode and the cold start mode.

FIG. 11 shows a case where the engine is started in the normal start mode. When an engine start request is received from the comprehensive control device 10, the second motor generator 5 rotates the crankshaft 101d and the engine rotates. When the negative pressure in the intake pipe 107 is lower than the normal start permission negative pressure threshold (the absolute pressure is high), the engine does not start fuel injection, and the target motor torque during that time is realized by the first motor generator 4 To do. When the negative pressure in the intake pipe 107 becomes higher than the normal start permission negative pressure threshold (the absolute pressure becomes lower), the fuel injection mode is set to the intake stroke injection, fuel injection is started, and the engine torque rises. After the engine torque rises, the target drive torque is realized by the torque of the first motor generator 5 and the torque of the direct injection engine 2.

  FIG. 12 shows a case where the engine is started in the cold start mode. When an engine start request is received from the integrated control device 10, the second motor generator 5 rotates the crank 101d and the engine rotates. When the negative pressure in the intake pipe 107 is lower than the normal start permission negative pressure threshold (the absolute pressure is high), or when the pressure in the accumulator 53 is lower than the cold start permission fuel pressure threshold, the engine is fueled. The first motor generator 4 realizes the target drive torque during the period without starting the injection. When the negative pressure in the intake pipe 107 has become higher than the normal start permission negative pressure threshold (absolute pressure has decreased), and the pressure in the pressure accumulation chamber 53 has become higher than the cold start permission fuel pressure threshold. When the fuel injection mode is set to the compression stroke injection, the fuel injection is started and the engine torque rises. After the engine torque rises, the target drive torque is realized by the torque of the first motor generator 5 and the torque of the direct injection engine 2. Thereafter, after a predetermined time has elapsed, the routine proceeds to intake stroke injection. The first motor generator 4 corrects the torque step generated at the time of transition.

Next, the effect by this invention is demonstrated. FIG. 13 is a diagram showing the time after start-up and the engine-out HC emission amount. When the compression stroke injection is performed at the time of starting, the amount of HC discharged from the engine can be greatly reduced as compared with the case where the compression stroke is not performed (intake stroke injection). Further, FIG. 14 shows the effect when the compression stroke injection and the ignition timing retard are combined. Compared to when starting with intake stroke injection, when starting with compression stroke injection and ignition timing retard, the temperature of the catalyst 210 rises quickly (upper FIG. 14), so the HC emissions after the catalyst 210 are also greatly reduced. (FIG. 14 bottom).

  According to the present invention, since the starting HC which is a problem of the in-cylinder injection engine can be reduced, the in-cylinder injection engine can be employed in the hybrid vehicle. As described above, the in-cylinder injection engine originally has an effect of improving fuel efficiency by performing the super lean operation. However, as in the present invention, the effect that the compression ratio can be increased and the cooling loss is small can be expected even when only stoichiometric operation is performed. Is indispensable. In addition, by hybridizing the in-cylinder injection engine, it is possible to overcome the problem of starting HC, which was a weak point.

1 is a system configuration diagram of a hybrid vehicle system. (Example 1) 1 is a system configuration diagram of a hybrid vehicle system. (Example 2) It is an input / output diagram of sensor input and operation amount of the hybrid vehicle control device. ) It is a block diagram of a cylinder injection type engine control system. It is a block diagram of a cylinder injection type engine control apparatus. It is explanatory drawing of fuel-injection mode. It is a flowchart which performs starting mode determination. It is a flowchart which determines fuel-injection mode. It is a figure explaining the torque level | step difference by injection mode. It is a figure which shows the setting method of the fuel pressure permission threshold value at the time of starting. It is a time chart at the time of starting in normal starting mode. It is a time chart at the time of starting by cold machine start mode. It is the figure which showed the effect at the time of applying this invention. It is the figure which showed the effect at the time of applying this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle system, 2 ... In-cylinder injection engine, 3 ... Clutch, 4 ... 1st motor generator, 5 ... 2nd motor generator, 6 ... Transmission mechanism, 7 ... Battery, 8 ... Drive wheel, DESCRIPTION OF SYMBOLS 9 ... Hybrid vehicle control apparatus, 10 ... General control apparatus, 11 ... Engine control apparatus, 12 ... Clutch control apparatus, 13 ... 1st motor generator control apparatus, 14 ... 2nd motor generator control apparatus, 15 ... Transmission mechanism control Device: 16 ... Battery remaining amount detection means, 17 ... Battery temperature sensor, 18 ... Vehicle speed sensor, 19 ... Brake switch, 20 ... Shift position sensor, 21 ... Accelerator pedal sensor, 22 ... Idle switch, 24 ... Crank angle sensor, 25 ... Air flow sensor, 26 ... Intake air temperature sensor, 27 ... Throttle valve opening sensor, 28 ... Engine water temperature sensor, 29 ... First motor generator rotation Sensor: 30 ... First motor / generator current sensor 31: First motor / generator temperature sensor 32: Second motor / generator speed sensor 33: Second motor / generator current sensor 34: Second motor / generator Temperature sensor 37... Transmission mechanism input shaft rotational speed sensor 38. Transmission mechanism output shaft rotational speed sensor 39. Transmission mechanism hydraulic sensor 40... Battery current sensor 41. Battery voltage sensor 42. ... fuel injection amount, 44 ... ignition timing, 45 ... first motor generator current, 46 ... second motor generator current, 47 ... clutch current, 48 ... transmission mechanism hydraulic pressure, 50 ... fuel tank, 51 ... fuel pump, 52 DESCRIPTION OF SYMBOLS ... Fuel pressure regulator, 53 ... Accumulation chamber, 54 ... Fuel injection valve, 56 ... Fuel pressure sensor, 69 ... Engine torque command value, 70 ... Engine start request | requirement, 71 ... First motor generator torque command value, 7 ... second motor-generator torque command value, 73 ... second motor-generator rotational speed command value, 74 ... second motor-generator command switching signal,
75 ... Clutch engagement command signal, 76 ... Transmission mechanism input shaft rotational speed command value, 90 ... High-pressure pump solenoid, 100 ... Pump drive cam, 101a ... Piston, 101b ... Each cylinder, 101c ... Combustion chamber, 101d ... Crankshaft, 102 DESCRIPTION OF SYMBOLS ... Air cleaner, 106 ... Power distribution mechanism, 106 ... Collector, 107 ... Each intake pipe, 108 ... Ignition coil, 109 ... Ignition plug, 117 ... Cam angle sensor, 120 ... Exhaust valve, 121 ... Intake valve, 129 ... Intake pipe internal pressure Sensor: 140 ... Throttle body, 140a ... Electric throttle valve, 160 ... Accelerator pedal, 202 ... EP-ROM, 203 ... MPU, 204 ... RAM, 208 ... Air-fuel ratio sensor, 209 ... Exhaust pipe, 210 ... For exhaust gas purification Catalyst, 300 ... high pressure fuel pump.

Claims (8)

A hybrid vehicle using a direct-injection internal combustion engine having a fuel injection valve for directly injecting fuel in the fuel accumulator chamber and a high-pressure fuel pump for pumping fuel into the fuel accumulator chamber, and a motor as a drive source In
When a start request for the direct injection internal combustion engine is made, a cold start mode request determining means for determining whether the internal combustion engine is a cold start mode request, and the determination means is determined as a cold start mode request And a means for setting the fuel injection start timing of the internal combustion engine to be different from the case of a request other than the request for the cold start mode. The fuel injection device for a direct injection internal combustion engine for a hybrid vehicle according to claim 1,
The fuel injection device characterized in that the means for setting the fuel injection start timing differently starts fuel injection in the compression stroke of the internal combustion engine. The fuel injection device for a cylinder injection type internal combustion engine for a hybrid vehicle according to claim 1 or 2,
The means for setting the fuel injection start timing differently starts the fuel injection when the fuel pressure in the pressure accumulating chamber becomes a predetermined value or more. The predetermined value of the fuel pressure in the pressure accumulating chamber according to claim 3 is:
A fuel injection device characterized in that the amount of fuel adhering to the combustion chamber of the internal combustion engine is a value that is a predetermined value or less. In the fuel-injection apparatus of the cylinder injection type internal combustion engine for hybrid vehicles in any one of Claims 1-4,
The fuel injection device according to claim 1, wherein the cold start mode request determination means is based on at least one of a water temperature of the internal combustion engine and activation information of a catalyst provided in the internal combustion engine. In the fuel-injection apparatus of the cylinder injection type internal combustion engine for hybrid vehicles in any one of Claims 1-4,
The fuel injection device according to claim 1, wherein after the fuel injection is started in the compression stroke of the internal combustion engine by means of setting the fuel injection start timing differently, the fuel injection is switched to the intake stroke injection after a predetermined time has elapsed. The hybrid vehicle according to claim 6, wherein
During the compression stroke injection of the fuel injection timing, the driving torque of the hybrid vehicle is corrected by the driving force of the electric motor. The drive torque correction according to claim 7 is characterized in that the drive torque of the hybrid vehicle is increased and corrected.

Images