JP2006256607A - Hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid car of an engine-electric motor which enables highly efficient driving without upsizing capacity of a motor and a battery. <P>SOLUTION: The hybrid car expands highly efficient driving range by lean burn, increases driving with the engine when torque is low, and reduces motor driving range by battery. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device and a control method for a hybrid vehicle having an engine and an electric motor.

  In a hybrid vehicle using an engine and an electric motor, power generated by the engine is converted into electric energy directly or by a generator, and the electric energy is converted into mechanical energy by a motor or stored in a battery. There are merits such as a longer mileage than an electric vehicle that supplies energy only by a battery.

  Japanese Patent Laid-Open No. 9-37410 discloses a configuration including an engine, a power distribution mechanism, and a motor generator. In such a hybrid vehicle, when the required driving torque is large, the engine is driven and a part of the engine power is distributed to the motor generator for assisting the vehicle speed to act as a generator. Torque assist is performed to increase the drive torque.

  On the other hand, when the driving torque is low and the vehicle speed is high, a part of the engine driving torque is recovered from the motor generator for driving torque assist, and the electric motor is operated as a motor by the electric power to operate at a high vehicle speed. It is possible.

JP 9-37410 A

  In such a configuration, when performing an operation with a low vehicle speed and a low required drive torque (a low required drive output), it is necessary to operate in a region where the engine torque is low. In a region where the engine torque is small, the throttle valve is closed, so that the pumping loss increases and the fuel consumption tends to deteriorate.

  Further, if the operation in the region where the pumping loss is large is restricted, the operation region where the engine is operated becomes small, and the motor becomes large in order to assist the torque during acceleration.

  If the engine operation is stopped at low speed and low torque, the battery operation increases, and there is a problem that the battery capacity increases and the battery charge / discharge control needs to be frequently performed.

  High-efficiency operation can be realized by combining the engine and transmission, selecting a small gear position (speed ratio for a continuously variable transmission ratio), and performing operation in a region where the engine torque is as large as possible. However, since the operation near the maximum torque is already performed, there is a problem that there is no surplus torque at the time of acceleration, the acceleration feeling is poor, and the drivability is lowered.

  Accordingly, a first object of the present invention is to provide an engine-electric motor hybrid vehicle that enables high-efficiency operation without increasing the capacity of the motor and battery.

  The second object of the present invention is to ensure drivability during high-efficiency operation.

  Achieving this first object can be realized by expanding the high-efficiency operation region by lean burn, increasing the operation by the engine at low torque, and reducing the motor operation by the battery.

  Lean burn has an advantage of reducing pumping loss because the throttle valve is opened. In this case, as a method of reducing the pumping loss of the engine at low torque, the intake valve timing may be controlled to control the intake air amount.

  The second object can be realized by selecting a region where the engine speed is large and securing a surplus torque when operating at the required engine output.

  For example, it is determined whether the driver attaches importance to fuel efficiency or drivability according to changes in the accelerator opening, and when the drivability is emphasized, an engine operating region with a large margin torque is selected. In areas where the engine speed is high, fuel efficiency is worse than the maximum efficiency point, but priority is given to drivability.

  According to the present invention, it is possible to provide an engine-electric motor hybrid vehicle capable of high-efficiency operation without increasing the capacity of the motor and battery, and to ensure drivability during high-efficiency operation. is there.

  These can be realized by expanding the high-efficiency operation range by lean burn, increasing the operation by the engine at low torque, and reducing the motor operation by the battery. Lean burn has an advantage of reducing pumping loss because the throttle valve is opened. In this case, as a method of reducing the pumping loss of the engine at low torque, the intake valve timing may be controlled to control the intake air amount.

  Further, in order to operate at the required engine output, it can be realized by selecting a region where the engine speed is large and securing a surplus torque. For example, it is determined whether the driver attaches great importance to fuel efficiency or drivability according to changes in the accelerator opening, and when the drivability is emphasized, an engine operating region with a large margin torque is selected. In the region where the engine speed is high, the fuel efficiency is slightly worse than the maximum efficiency point, but the drivability can be improved.

  Embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows the configuration of the present invention. The engine 80 includes a drive assist motor generator 81, a differential motor generator 83, a power distribution mechanism 82, a battery 87, and inverters 84 and 85. The engine 81 is preferably a direct injection engine that can control the output of the engine by the air-fuel ratio. The in-cylinder injection engine directly injects fuel into the cylinder and can control the distribution of the air-fuel mixture, so that a super lean burn operation is possible. The drive wheels 88 are driven by an engine 81, a drive assist motor generator 81, and a differential motor generator 83. Controls the distribution of drive torque to maximize engine efficiency. The engine and motor are optimally controlled by a control unit for control (not shown).

  FIG. 2 shows a configuration example of the power distribution mechanism 82. The output is distributed by the gears 82a to 82h. The engine output is transmitted to 82f through the gear 82a, and the drive wheels 88 are driven by 82g and 82h. The shaft of the motor generator (hereinafter referred to as MG) 81 is coaxial with the gear 82h, and when no electricity is applied to the MG, the output of the gear is transmitted as it is. When the MG 83 operates as a motor and drives the gear 82c, the rotation of the gear 82g is added, the rotation of the drive shaft is increased, and operation at a high vehicle speed is possible. Electricity of the battery 87 drives the drive assisting MG 81 via the inverter 81 or drives the differential MG via the inverter 85.

  FIG. 3 shows the basic operation of the present invention when the vehicle speed is assisted. The output from the engine 80 is transmitted to the drive wheel 88 through the gears 82a, 82e, 82d, and 82g. In high-speed flat ground traveling where the drive torque is small and the vehicle speed is high, the drive assist MG 81 is operated as a generator, and the differential MG 83 for vehicle speed assist is operated as a motor with the generated power. When the MG 83 rotates the gear 82c, the output rotation of the gear 82g can be increased.

  FIG. 4 shows the basic operation of the present invention in the case of assisting driving torque. The output from the engine 80 is transmitted to the drive wheel 88 through the gears 82a, 82e, 82d, and 82g. During high-speed traveling operation with a large driving torque, a high vehicle speed, and a small driving torque, a part of the engine torque is distributed by the power distribution mechanism 82, and the differential MG 83 for vehicle speed assist is driven to assist the torque. In this way, the driving torque can be controlled by distributing the engine power by the power distribution mechanism 82 and optimally controlling the torque assist MG 81 and the vehicle speed assist MG 83.

  FIG. 5 shows the relationship between vehicle speed and drive torque. When a driving torque larger than the engine torque is required at the same engine output, the torque assist MG is operated as a motor, the engine torque and the motor torque are combined, and the driving torque is increased. On the other hand, when the vehicle speed is required, the torque assist MG is operated as a generator, and the vehicle speed assist differential MG is operated as a motor to assist the vehicle speed. As a result, the driving torque and the vehicle speed can be changed at the same output even with one operating point of the engine.

  In the above description, the differential gear is used as an example of the power distribution mechanism, but other mechanisms such as a planetary gear mechanism may be used.

FIG. 6 shows an example of the configuration of the engine. Air is drawn into the engine 13 through the air amount detection sensor 7, the throttle valve 10, the intake pipe 11, and the intake valve 16. The amount of air can be controlled by changing the opening of the throttle valve 10 and the opening of the intake valve 16. The amount of air is measured by the air amount detection sensor 7. As necessary, the intake pipe pressure sensor 31 and the in-cylinder pressure sensor 42 detect the pressure in the intake pipe and the cylinder, respectively. The intake valve is, for example, an electromagnetic solenoid 18,
When a voltage is applied to 19 from the drive circuit 30, the movable part 22 moves by the action of electromagnetic force, and the intake valve 16 connected thereto opens and closes. The drive circuit may be built in the engine control unit 12. The exhaust valve 17 performs the same operation. Fuel is supplied from an injector 1 that can inject fuel directly into the cylinder. The injector is driven by a drive circuit 32. The throttle valve is opened and closed by a motor 9, and the opening degree is detected by a throttle sensor 8. The accelerator opening α is detected by an accelerator opening sensor (not shown), and the intake and exhaust valves are controlled based on at least the accelerator opening sensor signal. The control device 12 controls a throttle valve, an intake / exhaust valve, and the like based on the signal of the sensor.

  In such a configuration, since the fuel is directly injected into the cylinder, the air-fuel mixture in the cylinder can be directly controlled, and the operation with the air-fuel mixture having a large air-fuel ratio, that is, the lean burn operation is possible. As a result, operation with the throttle valve opened is possible, and pumping loss can be reduced. Furthermore, since the intake air amount in the cylinder can be controlled by controlling the opening / closing timing and period of the intake / exhaust valve as described above, the air amount can be adjusted regardless of the throttle valve, and the pumping loss can be further reduced. There is an effect.

  FIG. 7 shows engine torque and fuel consumption rate characteristics. The fuel consumption rate is reduced in a region where the engine shaft torque is large, and fuel consumption is good. This is because as the shaft torque increases, the opening of the throttle valve increases, and the pumping loss is reduced. The reason for having the best fuel efficiency at a position lower than the throttle valve fully open is that the air-fuel ratio is set deep in this engine. The engine efficiency can be increased by operating the engine so as to be in the middle and high load region. On the other hand, since the pumping loss increases as the engine torque decreases, the motor is operated. For this reason, in the conventional hybrid system, the operation by the motor increases, and it is necessary to frequently perform charge / discharge control on the motor or enlarge the battery. Further, since the motor is operated to a higher torque, it is necessary to provide a large motor. Since the vehicle body becomes heavy due to the motor and the battery, even if the fuel efficiency is improved by high-efficiency driving by the engine and the motor, the fuel efficiency deteriorates due to the increase in the vehicle weight, and the effect of improving the fuel efficiency is reduced as a whole.

FIG. 8 shows an engine operating method according to the present invention. Increasing the air-fuel ratio to stoichiometric (14.7), such as 20, 40, reduces the torque during full-open operation. At this time, the opening of the throttle valve is increased, and the pumping loss can be reduced. Therefore, the fuel consumption can be improved even in the operation region where the engine torque is low. For this reason, the operation with the motor is reduced, the motor can be used with a small motor, the battery can be made small, and the weight can be reduced. For example, the engine is operated at an air-fuel ratio of 40, and when the engine output is required, the air-fuel ratio is changed to be reduced, and the torque is increased. When the air-fuel ratio is made smaller than 20, the engine is operated at stoichiometric (14.7), and when the engine output is required, the engine speed is increased.

  FIG. 9 shows the addition of the target air-fuel ratio and EGR to the engine torque and the engine speed. Super lean burn operation with an air-fuel ratio of 40 or more is performed at a so-called low load when the engine torque and the engine speed are small to reduce fuel consumption. As the load increases, an operation in which EGR is added at an air-fuel ratio of 20 to 40, an operation in which EGR is added at an air-fuel ratio stoichiometry (14.7), and an operation state in which EGR is not added when the load increases further are set. NOx can be reduced by adding EGR. In order to increase the engine output when the throttle valve is fully opened, EGR is stopped, a large amount of air is sucked into the cylinder, and more fuel is burned.

  FIG. 10 shows a control example of the air flow pattern in the engine. In the so-called lean burn operation with an air-fuel ratio of 40 or more at the time of so-called low load when the engine torque and the engine speed are small, it is necessary to concentrate the air-fuel mixture in the vicinity of the spark plug (stratification). A reverse tumble flow is formed in the engine, and the fuel is conveyed in the direction of the spark plug by the air flow. In an operation in which EGR is added at an air-fuel ratio of 20 to 40 when the load increases, if the air-fuel mixture is concentrated too much around the spark plug, oxygen becomes insufficient and smoke is likely to be generated. Therefore, the flow in the cylinder is swirled so that the air-fuel mixture in the cylinder is not relatively concentrated. The swirl flow is effective in promoting the mixing of air and fuel because the flow is easily preserved even when the piston approaches compression top dead center. Further, when EGR is added, there is an effect of improving the mixing of the EGR and the air-fuel mixture and stabilizing the combustion. Even in an operation in which EGR is added with an air-fuel ratio stoichiometric (14.7) of the mixture, a swirl flow is obtained. Further, when the load increases, it is necessary to introduce a large amount of air in order to increase the output in an operation state where EGR is not added, and the flow that can be formed by the shape of the intake pipe without providing resistance to the intake valve, the intake pipe, etc. And In order to improve the output, it is important to promote the mixing of air and fuel in the cylinder and increase the air utilization rate. The forward tumble also pumps out the fuel in the piston cavity and promotes the mixing of air and fuel.

  FIG. 11 shows another embodiment when the target air-fuel ratio and EGR are added to the engine torque and the engine speed. At so-called low load when the engine torque and engine speed are small, super lean burn operation with an air-fuel ratio of 80 to 40 is performed to reduce fuel consumption. As the load increases, an operation in which EGR is added at an air-fuel ratio of 20 to 40, an operation in which EGR is added at an air-fuel ratio stoichiometry (14.7), and an operation state in which EGR is not added when the load increases further are set. NOx can be reduced by adding EGR. In order to increase the engine output when the throttle valve is fully opened, EGR is stopped, a large amount of air is sucked into the cylinder, and more fuel is burned.

  FIG. 12 shows an example of combustion control. When the engine torque and engine speed are small, so-called low load, compression ignition is performed not by the flame propagation from the spark plug but by the compression heat of the piston. In this case, since the air-fuel mixture is ignited at each location, the propagation distance is shortened and combustion with a very thin air-fuel mixture such as an air-fuel ratio of 80 is possible. Further, in the operating range where the air-fuel ratio is small, stratified combustion is performed to collect the air-fuel mixture around the spark plug, and when the air-fuel ratio is further decreased, combustion is performed using a homogeneous air-fuel mixture that uniformly mixes air and fuel in the cylinder.

  FIG. 13 shows the engine control method during acceleration operation. If the required engine output is satisfied, for example, point A or point B can be selected. In order to improve fuel efficiency, operation at point A with less pumping loss is performed. At this time, when accelerating, there is no room for the maximum torque of the engine, so it is necessary to assist the torque with a motor. At this time, there is a problem that the motor becomes large. When the operation is performed at the point B, the throttle valve opening is small, so that the pumping loss increases and the fuel consumption deteriorates. At this time, since there is a margin up to the maximum torque, there is no (or even a small) motor assist and a sufficient acceleration feeling can be obtained. In other words, it is necessary to enlarge the motor in order to achieve both fuel economy and acceleration.

  FIG. 14 shows an example of control in the present invention. By operating at the air-fuel ratio 40, the throttle valve opening can be increased also at point B, so that the pumping loss can be reduced and the fuel consumption can be improved. At this time, since there is a margin up to the maximum engine torque, a sense of acceleration can be obtained. Compared to point A, point B is slightly worse in fuel efficiency, but point B is selected in a driving region where driving performance is important. For example, the driver's orientation is determined to focus on drivability when the frequency of changes in the accelerator opening is high. For example, it is determined that fuel consumption is important when the accelerator position is small and steady operation is being performed. The determination can be made using at least the accelerator opening data.

  FIG. 15 shows another operation example of the present invention. As the air-fuel ratio, the air-fuel ratios of 40, 20, and 15 are changed stepwise without changing linearly. In this case, there is an advantage that the control of the air-fuel ratio is simplified. In addition, since an air-fuel ratio in which NOx is generated between the air-fuel ratios 20 to 15 can be avoided, it is effective in terms of exhaust measures. However, if the air-fuel ratio is changed stepwise, the engine torque also changes, causing a problem in drivability. Therefore, the throttle opening is controlled by a motor or the like to eliminate the torque step.

  In the present invention, since the drive shaft is equipped with a motor, as shown in FIG. 16, when the drive torque is to be controlled in accordance with the accelerator opening, first, the torque is precisely controlled by the motor, and the torque exceeds a certain torque. The engine air-fuel ratio is switched from 40 to 20 at that time. Since there is a torque step at this time, it is possible to adjust the motor torque so that no step is generated in the drive torque. In this case, since the responsiveness to the target torque is different between the engine and the motor, the response of the torque at the time of transition is controlled by a dynamic engine and motor model.

  FIG. 17 shows a block diagram of the present invention. The target drive torque is calculated from signals such as accelerator opening, vehicle speed, battery capacity, brake, and air conditioner. As the target drive torque, engine torque and motor torque are distributed by distributed drive torque calculation means, and throttle opening, air-fuel ratio, vehicle speed assist MG control, and torque assist MG control are performed. In such a configuration, in addition to the above description, the engine is stopped during idling, and energy is actively collected by torque assist MG during deceleration and stored in the battery. Since the throttle valve opening is large in lean burn operation, the effectiveness of engine braking tends to deteriorate, so braking is applied with torque assist MG so that the driver does not feel uncomfortable. When the battery is full and energy cannot be recovered from the torque assist MG, the throttle valve or the intake valve of the engine may be closed to apply the engine brake.

  FIG. 18 shows another embodiment. The driving state is determined from data such as the accelerator opening and the vehicle speed, and it is determined whether the emphasis is on fuel efficiency or driving performance, and engine torque control is performed. When fuel efficiency is important, driving with good fuel efficiency with little excess torque is performed. When driving performance is emphasized, fuel consumption is slightly deteriorated, but driving with extra torque is performed.

  FIG. 19 shows another embodiment of the present invention. A transmission (stepped or continuously variable) is provided at the output of the drive motor. Based on the result of the target drive torque calculation means, the distribution of engine torque and motor torque is determined and the gear ratio is calculated.

As shown in FIG. 20, the drive torque is controlled by the gear ratio, and the torque between the respective gears is controlled by the aforementioned torque assist MG and the differential MG for vehicle speed assist. This
Even if the MG capacity is small, it is possible to control the drive torque, and the control range of the drive torque can be widened, so operation is possible without using a torque converter or fluid coupling with low transmission efficiency. is there. As a result, the drive torque can be controlled by the stepped gear and the MG.

  FIG. 22 shows another embodiment of the present invention. In order to purify NOx during lean burn combustion, the lean NOx catalyst 35a is used. At the time of lean burn operation, the exhaust pipe has an excess of oxygen, that is, an oxidizing atmosphere, so that a normal three-way catalyst cannot reduce NOx. The lean catalyst allows NOx to be adsorbed on the catalyst and can be reduced even in an oxidizing atmosphere by unburned hydrocarbons in the exhaust during rich operation. In this embodiment, in-cylinder injection and variable intake / exhaust valves are mounted as the engine, but this is also effective for lean burn by intake port injection.

  FIG. 23 shows the change in the purification rate of the lean NOx catalyst with respect to the elapsed time. The NOx purification rate decreases with time. This is because if the lean operation is continued, the amount of NOx adsorbed on the catalyst increases and is released without being adsorbed. When rich operation is performed such that the air-fuel ratio is 13, adsorbed NOx is reduced by unburned hydrocarbons, and the purification rate is improved again.

  Furthermore, as shown in FIG. 24, when a fuel having a high sulfur content is used with a longer elapsed time, SOx adheres to the surface of the catalyst, and the purification rate decreases. However, even in this case, the purification rate can be improved by performing the rich operation. In this case, a rich operation for a longer time than the release of the NOx adsorption amount is required. In either case, rich operation is required, engine efficiency is reduced, and fuel efficiency is deteriorated.

  Therefore, as shown in FIG. 25, the NOx adsorption amount is estimated from data such as the air-fuel ratio, the intake air amount, the engine speed, and the fuel injection timing, and the degree of SOx deterioration is estimated from the length of operation time. Alternatively, a NOx sensor is installed at the outlet of the NOx catalyst, or a NOx sensor or oxygen concentration sensor is installed at the inlet and outlet to determine NOx catalyst adsorption and SOx deterioration, and regeneration operation is performed. At that time, the engine and motor torque are controlled. Do.

  FIG. 26 shows a flowchart. As described above, the NOx adsorption amount and the SOx deterioration degree are estimated to determine whether or not the regeneration control is performed. When regeneration control is required, the engine torque is reduced to reduce the amount of fuel consumed by the engine within a range where regeneration control can be performed. When the engine torque decreases, the drive shaft torque decreases and the drivability deteriorates. Therefore, the torque of the drive motor is increased so that there is no torque step. After that, rich operation is performed and regeneration control is performed. As a result, the engine is made rich when the torque of the engine is small, that is, the amount of fuel consumption is small. When the regeneration control is completed, the engine torque is increased again, the torque of the drive motor is adjusted so that there is no torque step, and lean operation is performed.

  FIG. 27 shows the share of the engine and motor in the drive torque. The engine is mainly operated during normal operation. On the other hand, during the regeneration control, the motor torque is adjusted so that the torque of the engine is reduced and there is no torque step.

  As a result, as shown in FIG. 28, compared with the case where the regeneration control is performed in the normal operation, the cost of deterioration of the fuel consumption due to the enrichment of the engine is reduced, and the catalyst is regenerated without deteriorating the fuel consumption. Can do.

  Compared to reducing the amount of adsorption, since a rich operation for a relatively long time is required during SOx regeneration, the amount of deterioration in fuel consumption is large. Therefore, the control as in the present invention may be performed only during SOx regeneration. .

  FIG. 29 shows another embodiment of the present invention. An engine 80 that can change the air-fuel ratio is provided with a continuously variable transmission 100 and a torque assist motor generator 81 that can change the gear ratio steplessly. The engine can reduce pumping loss by lean burn. In-cylinder injection is desirable because it can increase the air-fuel ratio during lean burn, but intake port injection may also be used. In order to operate the motor when the engine is stopped, a clutch 150 for separating the motor generator 81 and the engine 80 is provided.

  FIG. 30 shows the configuration of the continuously variable transmission 100 and the motor generator 81. In order to assist the motor, it is possible to integrate a motor with the drive shaft. Thereby, the arrangement of the motor can be made compact.

  FIG. 31 shows the relationship between vehicle speed and drive shaft torque. In the case of the continuously variable transmission 100, the gear ratio can be continuously changed, so that the drive shaft torque can be continuously changed. This eliminates the need for torque multiplication by the torque converter as in the stepped transmission, and avoids deterioration in transmission efficiency in the torque converter. Further, the drive torque can be continuously controlled with respect to the engine torque.

  FIG. 32 shows a block diagram of the present invention. The gear ratio and the distribution drive torque are calculated with respect to the target drive torque, and the engine torque and the motor torque are calculated. In accordance with the engine torque and the rotational speed, the air-fuel ratio and the throttle opening that are efficient are calculated. When the engine torque is low, the clutch is disengaged and the torque assist motor is controlled. The transmission ratio of the continuously variable transmission is controlled based on the target transmission ratio.

  The engine selects an efficient air-fuel ratio based on the engine torque and the rotational speed as shown in FIGS. In port injection, an air-fuel ratio of about 25 is the lean operation limit.

  FIG. 33 shows another embodiment of the present invention. Instead of changing the air-fuel ratio, the pumping loss can be reduced by changing the intake valve timing, changing the intake air amount, and operating the engine, so the intake valve control may be performed. Further, the pumping loss may be reduced by exhaust gas recirculation (EGR).

  FIG. 34 shows another embodiment of the present invention. A motor generator 300 is provided between the in-cylinder injection engine 80 and the transmission 100. The transmission is connected to drive wheels 88. The motor generator 300 functions as a motor for starting the engine, assisting driving force during acceleration, and suppressing torque fluctuations to absorb engine torque fluctuations. Further, it is possible to operate as a generator, generate power by energy recovery during deceleration operation or engine drive, and supply necessary power. Motor generator 300 is connected to battery 303 via inverter 84. The battery 303 has a voltage of 42V, for example. A step-down DC-DC converter 303 is connected to the battery 303 and connected to the battery 309. The battery 309 is 14V, for example. Other electric auxiliary machines 304-306 are connected to the battery 309. Further, the booster DC-DC converter 308 may be provided in the battery 303 to drive the drive circuit 30 for the electromagnetic intake and exhaust valves.

  Further, for example, a drive circuit 301 of a fuel injection valve 302 is connected to the battery 303 to drive the fuel injection valve. Usually, in the case of in-cylinder injection, the fuel pressure is set to 100 atm, and the responsiveness of the valve opening / closing time of 1 ms or less is required. Therefore, it is necessary to supply a voltage of 40 V or more. For this reason, when only a 14V battery is provided, it is necessary to provide a DC-DC converter for driving the fuel injection valve, which increases costs. By using a battery of 42V, a DC-DC converter is not required in the drive circuit of the fuel injection valve, the circuit is simplified, and the circuit can be formed on the same base as the engine control unit. Further, by increasing the voltage, it is possible to reduce the current even when driving other electric actuators compared to 14 V, which is effective for downsizing of the actuators.

  By combining the idle stop and the in-cylinder injection engine as in the present invention, it is possible to reduce the fuel consumption during idling by idling stop and to reduce the fuel consumption during traveling by lean burn of in-cylinder injection. In addition, if port stop injection is repeated, the fuel during start cranking adheres to the intake pipe and the exhaust tends to deteriorate, but the in-cylinder injection prevents the fuel from adhering to the intake pipe and improves the exhaust. is there.

  FIG. 35 shows another embodiment of the present invention. An alternator 84 for generating 42V, for example, is provided in the engine. The starter 321 is provided separately. With such a configuration, 42V can be supplied without significantly changing the layout of the conventional engine.

  FIG. 36 shows an example of the configuration of the motor generator 300. A rotor 403 is connected between the engine 80 and the transmission 100. A permanent magnet 401 is attached to the rotor. An inverter 84 and a battery 303 are connected to the coil of the stator 402, and operate as a motor or a generator by controlling the inverter.

  FIG. 37 shows an example of a drive circuit for the injection valve. The coil 410 of the injection valve controls the voltage from the battery 303 by switches (MOS-FET, etc.) 409 and 408. As shown in FIG. 38, by controlling the drive current according to the injection drive signal (open / close signal), it is possible to reduce the valve opening time and the hold current during the valve opening.

FIG. 39 shows another embodiment of the present invention. Two alternators 320 with different generated voltages,
323 is provided. Thereby, for example, voltages of 14V and 42V can be generated, and a step-down DC-DC converter or the like can be eliminated.

1 shows a system diagram of the present invention. 1 shows a system diagram of the present invention. Operation | movement explanatory drawing of this invention is shown. Operation | movement explanatory drawing of this invention is shown. Operation | movement explanatory drawing of this invention is shown. The structure of an engine is shown. The operation | movement explanatory drawing of a conventional system is shown. Operation | movement explanatory drawing of this invention is shown. An example of air-fuel ratio and EGR control is shown. An example of an air flow control method is shown. An example of air-fuel ratio and EGR control is shown. An example of a combustion control method is shown. The operation | movement explanatory drawing of a conventional system is shown. Operation | movement explanatory drawing of this invention is shown. Another embodiment of the present invention will be described. The drive torque control at the time of transition is shown. 1 shows a block diagram of the present invention. Fig. 4 shows another block diagram of the present invention. 4 shows another embodiment of the system of the present invention. 1 shows a block diagram of the present invention. Operation | movement explanatory drawing of this invention is shown. Another embodiment of the present invention will be described. The operation example of a NOx catalyst is shown. The operation example of a NOx catalyst is shown. 1 shows a block diagram of the present invention. 2 shows a flowchart of the present invention. Operation | movement explanatory drawing of this invention is shown. The effect of this invention is shown. Another embodiment of the present invention will be described. Another embodiment of the present invention will be described. The operation of the continuously variable transmission is shown. 1 shows a block diagram of the present invention. Operation | movement explanatory drawing of this invention is shown. Another embodiment of the present invention will be described. Another embodiment of the present invention will be described. Operation | movement explanatory drawing of this invention is shown. The drive circuit of an injection valve is shown. A drive current waveform is shown. Another embodiment of the present invention will be described.

Claims (6)

Engine,
A transmission connected to the drive wheels,
A motor generator disposed between the engine and the shift;
An inverter connected to the motor generator;
Battery A connected to the inverter;
A DC-DC converter that steps down the voltage of the battery A;
A battery B connected to the DC-DC converter;
A hybrid vehicle comprising an injector to which a driving voltage is supplied from a battery A. The hybrid vehicle according to claim 1,
The motor generator is a hybrid vehicle that has the functions of starting the engine, driving assistance during acceleration, and energy recovery during deceleration. The hybrid vehicle according to claim 1,
A hybrid vehicle characterized in that an injector drive circuit is built in a control unit for engine control. The hybrid vehicle according to claim 1,
A hybrid vehicle characterized in that the motor generator is water-cooled and is shared with the engine coolant. In the hybrid vehicle according to claim 4,
A hybrid vehicle characterized in that a water cooling passage of a motor generator is arranged upstream of a passage of engine cooling water. Engine,
A transmission connected to the drive wheels,
Alternator A and alternator B having different generated voltages;
Battery A and battery B connected to alternator A and alternator B, respectively;
An injector to which a driving voltage is supplied from the battery A,
A hybrid vehicle characterized in that the voltage of the battery A is higher than the voltage of the battery B.

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