JP2018013103A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress generation of abnormal sound cased by vibration of a fuel supply device for supplying fuel to a port injection valve and a cylinder injection valve.SOLUTION: A fuel supply device includes: a fuel tank; a first pump for supplying fuel in the fuel tank to a first passage to which a port injection valve is connected; a check valve provided in the first passage; and a second pump for pressurizing the fuel of a port injection valve side of the check valve in the first passage and supplying the fuel to a second passage to which a cylinder injection valve is connected. When a start time actual fuel pressure that is an actual fuel pressure of the fuel to be supplied to the port injection valve at the time of a start of fuel supply to an engine is higher than a target fuel pressure, the first pump is controlled such that the fuel pressure of the fuel to be supplied to the port injection valve is gradually changed from the start time actual fuel pressure to the target fuel pressure.SELECTED DRAWING: Figure 3

Description

    The present invention relates to an automobile, and more particularly, to an automobile provided with an engine and a fuel supply device.

  Conventionally, as this type of automobile, an automobile having an engine having a port injection valve and an in-cylinder injection valve, and a fuel supply device that supplies fuel to the port injection valve and the in-cylinder injection valve has been proposed (for example, , See Patent Document 1). Here, the fuel supply device includes a fuel tank, a feed pump that supplies fuel from the fuel tank to the first passage connected to the port injection valve, a check valve provided in the first passage, and a first passage. A high-pressure fuel pump that pressurizes fuel on the port injection valve side of the check valve and supplies the pressurized fuel to the second passage connected to the in-cylinder injection valve. In this automobile, the feed pump is controlled so that the fuel pressure of the fuel supplied to the port injection valve becomes the target fuel pressure.

JP2015-218595A

  In the above-described automobile, when the target fuel pressure of the port injection valve decreases when the fuel supply to the engine is started, the fuel pressure from the feed pump decreases according to the target fuel pressure. However, the fuel pressure on the feed pump side may be lower than the fuel pressure on the port injection valve side, and the check valve may close. When the check valve is closed, the pulsation of the fuel pressure in the first passage generated by driving the high-pressure fuel pump becomes large, and the fuel supply device or the like may vibrate and noise may be generated.

  The main object of the automobile of the present invention is to suppress the generation of noise caused by the vibration of the fuel supply device that supplies fuel to the port injection valve and the in-cylinder injection valve.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
An engine having a port injection valve for injecting fuel into the intake pipe, and an in-cylinder injection valve for injecting fuel into the cylinder;
A fuel tank; a first pump for supplying fuel from the fuel tank to a first passage to which the port injection valve is connected; and a fuel pressure provided in the first passage and on the first pump side A check valve that opens when the fuel pressure is higher than the fuel pressure of the first injection pump and closes when the fuel pressure on the first pump side is equal to or lower than the fuel pressure on the port injection valve side, and more than the check valve in the first passage. A fuel supply device having a second pump for pressurizing the fuel on the port injector side and supplying the fuel to the second passage connected to the cylinder injection valve;
A control device for controlling the engine and the fuel supply device;
A car equipped with
The control device controls the first pump so that a fuel pressure of fuel supplied to the port injection valve becomes a target fuel pressure;
Further, when the actual fuel pressure at the start time, which is the actual fuel pressure of the fuel supplied to the port injector at the start of fuel supply to the engine, is higher than the target fuel pressure, the control device supplies the fuel to be supplied to the port injector. Controlling the first pump so that the fuel pressure of the fuel gas gradually changes from the actual fuel pressure at the start toward the target fuel pressure,
This is the gist.

  In the automobile of the present invention, the first pump is controlled so that the fuel pressure of the fuel supplied to the port injection valve becomes the target fuel pressure. Further, when the actual fuel pressure at the start, which is the actual fuel pressure of the fuel supplied to the port injector at the start of fuel supply to the engine, is higher than the target fuel pressure, the fuel pressure of the fuel supplied to the port injector is changed from the actual fuel pressure at the start to the target. The first pump is controlled so as to gradually change toward the fuel pressure. Such control suppresses the fuel pressure on the first pump side in the first passage of the check valve from being equal to or lower than the fuel pressure on the port injection valve side of the check valve, thereby suppressing the check valve from closing. Thereby, since it is suppressed that the pulsation of the fuel pressure of a 1st channel | path becomes large by the drive of a 2nd pump, the vibration of a fuel supply apparatus can be suppressed and generation | occurrence | production of abnormal noise can be suppressed.

  In such an automobile of the present invention, the control device is configured such that when a predetermined time has elapsed since the start of fuel supply to the engine, the target fuel pressure is lower than before the predetermined time has elapsed. May be set.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of configurations of an engine 22 and a fuel supply device 60. It is a flowchart which shows an example of the target fuel pressure setting routine performed by engine ECU24 of an Example.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22 and a fuel supply device 60.

  As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a fuel supply device 60, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit. (Hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using a fuel such as gasoline or light oil. As shown in FIG. 2, the engine 22 includes a port injection valve 125 that injects fuel into the intake port and an in-cylinder injection valve 126 that injects fuel into the cylinder. The engine 22 includes the port injection valve 125 and the in-cylinder injection valve 126, so that the engine 22 can be operated in any of the port injection mode, the in-cylinder injection mode, and the common injection mode.

  In the port injection mode, air cleaned by the air cleaner 122 is sucked through the throttle valve 124 and fuel is injected from the port injection valve 125 to mix the air and fuel. Then, the air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark by the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. . In the in-cylinder injection mode, air is sucked into the combustion chamber in the same manner as in the port injection mode, fuel is injected from the in-cylinder injection valve 126 during the intake stroke or the compression stroke, and explosive combustion is performed by an electric spark from the spark plug 130. Thus, the rotational movement of the crankshaft 26 is obtained. In the common injection mode, the fuel is injected from the port injection valve 125 when air is sucked into the combustion chamber, and the fuel is injected from the in-cylinder injection valve 126 in the intake stroke or the compression stroke. Thus, the rotational movement of the crankshaft 26 is obtained. These injection modes are switched based on the operating state of the engine 22.

  Exhaust gas from the combustion chamber is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is done.

  As shown in FIG. 2, the fuel supply device 60 is configured as a device that supplies fuel to the port injection valve 125 and the in-cylinder injection valve 126 of the engine 22. The fuel supply device 60 includes a fuel tank 61, a feed pump (first pump) 62 that supplies fuel from the fuel tank 61 to a low-pressure side passage (first passage) 63 to which the port injection valve 125 is connected, and a low-pressure side passage. And a high pressure side passage (second passage) to which the cylinder injection valve 126 is connected by pressurizing fuel on the side of the port injection valve 125 relative to the check valve 64 in the low pressure side passage 63. And a high-pressure fuel pump (second pump) 65 for supplying to 66.

  The feed pump 62 and the check valve 64 are disposed in the fuel tank 61. The feed pump 62 is configured as an electric pump that operates by receiving power supplied from the battery 50. The check valve 64 is opened when the fuel pressure (fuel pressure) on the feed pump 62 side in the low pressure side passage 63 is higher than the pressure on the port injection valve 125 side, and the pressure on the feed pump 62 side is set on the port injection valve 125 side. The valve is closed when the pressure is less than.

  The high-pressure fuel pump 65 is a pump that is driven by power from the engine 22 (rotation of the camshaft) and pressurizes the fuel in the low-pressure side passage 63. The high-pressure fuel pump 65 is connected to the suction port and opens and closes when the fuel is pressurized. The high-pressure fuel pump 65 is connected to the discharge port to prevent the back flow of the fuel and holds the fuel pressure in the high-pressure side passage 66. And a check valve 65b. The high-pressure fuel pump 65 sucks fuel from the feed pump 62 when the electromagnetic valve 65a is opened during operation of the engine 22, and uses the power from the engine 22 when the electromagnetic valve 65a is closed. The fuel supplied to the high pressure side passage 66 is pressurized by intermittently feeding the fuel compressed by the operating plunger (not shown) to the high pressure side passage 66 through the check valve 65b. When the high pressure fuel pump 65 is driven, the fuel pressure in the low pressure side passage 63 and the fuel pressure in the high pressure side passage 66 pulsate according to the rotation of the engine 22 (rotation of the camshaft).

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. .

  Signals from various sensors necessary for controlling the operation of the engine 22 and controlling the fuel supply device 60 are input to the engine ECU 24 via an input port. Examples of signals input to the engine ECU 24 include a crank position θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a coolant temperature Tw from the coolant temperature sensor 142 that detects the temperature of coolant in the engine 22. Can be mentioned. Another example is the cam position θca from the cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes the intake valve 128 and the exhaust camshaft that opens and closes the exhaust valve. Further, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 attached to the intake pipe. The intake air temperature Ta can also be mentioned. In addition, the air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe can also be mentioned. Further, the fuel pressure Pfp from the fuel pressure sensor 68 that detects the fuel pressure on the port injection valve 125 side of the check valve 64 in the low pressure side passage 63 of the fuel supply device 60 (fuel pressure of fuel supplied to the port injection valve 125), The fuel pressure Pfd from the fuel pressure sensor 69 that detects the fuel pressure in the high-pressure side passage 66 (fuel pressure of the fuel supplied to the in-cylinder injection valve 126) can also be mentioned.

  Various control signals for controlling the operation of the engine 22 or controlling the fuel supply device 60 are output from the engine ECU 24 via the output port. Examples of signals output from the engine ECU 24 include a drive signal to the port injection valve 125, a drive signal to the in-cylinder injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. A control signal to the ignition coil 138 can be given. Further, a drive control signal to the feed pump 62 and a drive control signal to the electromagnetic valve 65a of the high-pressure fuel pump 65 can be cited.

  The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

  As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

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

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2. , Θm2, a temperature tm2 of a motor MG2 from a temperature sensor (not shown) that detects the temperature of the motor MG2, a phase current from a current sensor (not shown) that detects each phase current of the motors MG1 and MG2, and the like are input via an input port. ing. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. The motor ECU 40 calculates a motor torque Tm1 that is an estimated value of the driving torque of the motor MG1 based on the phase current of the motor MG1.

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

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

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  The hybrid vehicle 20 of the embodiment configured in this manner travels in a hybrid travel (HV travel) mode or an electric travel (EV travel) mode. Here, the HV traveling mode is a mode in which the engine 22 is operated while the engine 22 is operated, and the EV traveling mode is a mode in which the engine 22 is not operated.

  In the HV traveling mode, the HVECU 70 first sets the required torque Td * required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, and the rotational speed Np of the drive shaft 36 is set to the set required torque Td *. To calculate the required power Pd * required for the drive shaft 36. Here, as the rotational speed Np of the drive shaft 36, for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor can be used. Subsequently, the required power Pe * required for the vehicle is calculated by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the required power Pd *. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 and the torque command Tm1 of the motors MG1 and MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36. Set * and Tm2 *. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Fuel injection control, ignition control, etc. are performed. The engine ECU 24 also controls the fuel supply device 60 when the engine 22 is operated. Specifically, the feed pump 62 is adjusted so that the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp in the low pressure side passage 63 closer to the port injection valve 125 than the check valve 64 becomes the target fuel pressure Pfp *. At the same time, the electromagnetic valve 65a of the high-pressure fuel pump 65 is controlled so that the fuel pressure Pfd in the high-pressure side passage 66 becomes the target fuel pressure Pfd *. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. To do. In this HV travel mode, when the stop condition of the engine 22 is satisfied, such as when the required power Pe * reaches the stop threshold value Pstop or less, the operation of the engine 22 is stopped and the EV travel mode is entered.

  In the EV travel mode, the HVECU 70 sets the required torque Td * of the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the required torque Td *. The torque command Tm2 * of the motor MG2 is set, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When motor ECU 40 receives torque commands Tm1 * and Tm2 * of motors MG1 and MG2, switching control of a plurality of switching elements of inverters 41 and 42 is performed such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *. To do. In this EV travel mode, when the start condition of the engine 22 is satisfied, such as when the required power Pe * calculated in the same manner as in the HV travel mode reaches a start threshold Pstart greater than the stop threshold Pstop, the engine 22 22 is started to shift to the HV traveling mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the target fuel pressure on the port injection valve 125 side of the check valve 64 in the low pressure side passage 63 (target fuel pressure of fuel supplied to the port injection valve 125) ) A process when setting Pfp * will be described. FIG. 3 is a flowchart illustrating an example of a target fuel pressure setting routine executed by the engine ECU 24 of the embodiment. This routine is repeatedly executed while the engine 22 is operating.

  When the target fuel pressure setting routine is executed, the engine ECU 24 executes a process of inputting the rotation speed (engine speed) Ne of the engine 22 and the engine torque Te (step S100). The rotation speed Ne of the engine 22 is input based on the crank angle θcr from the crank position sensor 23. In the planetary gear 30, the torque from the engine 22 is distributed from the carrier to the sun gear and the ring gear, and the motor MG1 is responsible for the reaction force against the torque distributed to the sun gear. Therefore, the gear ratio ρ of the planetary gear 30 and the motor torque What is calculated by the HVECU 70 using the following equation (1) based on Tm1 is input by communication. “Ρ” is obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear. Here, the motor torque Tm1 is calculated by the motor ECU 40 based on the phase current of the motor MG1 from the current sensor, and is input to the HVECU 70 by communication.

   Te = -Tm1 × (1 + ρ) / ρ (1)

  Subsequently, a temporary target fuel pressure Pfptag that is a temporary target value of the fuel pressure on the side of the port injection valve 125 with respect to the check valve 64 in the low pressure side passage 63 is calculated using the input engine speed Ne and the engine torque Te. Set (step S110). The temporary target fuel pressure Pfptag is set to the fuel pressure Pfp1 until a predetermined time Tref (for example, 5 seconds, 6 seconds, 7 seconds, etc.) elapses after the fuel supply is started, and for a predetermined time Tref after the fuel supply is started. After elapses, the fuel pressure Pfp2 is set lower than the fuel pressure Pfp1. The fuel pressures Pfp1, Pfp2 are set based on the relationship between the engine speed Ne, the engine torque Te, and the fuel pressures Pfp1, Pfp2, which are determined in advance through experiments and analysis. When the temporary target fuel pressure Pfptag is set to the fuel pressure Pfp1, atomization of the fuel can be promoted as compared with the case where the fuel pressure Pfp2 is set. When the temporary target fuel pressure Pfptag is set to the fuel pressure Pfp2, the power consumption of the feed pump 62 can be suppressed as compared with the case where the fuel pressure Pfp1 is set.

  Subsequently, it is determined whether or not it is immediately after the start of fuel supply to the engine 22 (step S120). Immediately after the start of fuel supply to the engine 22, immediately after starting the fuel supply with the start of operation of the engine 22 from the EV travel mode to the HV travel mode, or after the accelerator pedal 83 is turned off, For example, when the fuel supply is stopped (fuel cut), the accelerator pedal 83 is depressed and immediately after the fuel supply to the engine 22 is started.

  If it is not immediately after starting the fuel supply to the engine 22, the temporary target fuel pressure Pfptag is set to the target fuel pressure Pfp * (step S150), and this routine is ended. When the target fuel pressure Pfp * is set in this way, the engine ECU 24 sets the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp on the port injection valve 125 side of the check valve 64 in the low pressure side passage 63 to the target fuel pressure Pfp *. The feed pump 62 is controlled so that

  When it is immediately after the start of fuel supply to the engine 22, the fuel pressure Pfp is input (step S130). Here, as the fuel pressure Pfp, the value detected by the fuel pressure sensor 68 is input. The fuel pressure Pfp is generally adjusted in the vicinity of the target fuel pressure Pfp * by the control of the feed pump 62 when the fuel supply to the engine 22 is continued to some extent. It rises with the temperature rise of the low-pressure side passage 63 due to the heat received, and then falls with the temperature fall of the low-pressure side passage 63. Therefore, while the fuel supply of the engine 22 is stopped, the fuel pressure Pfp may be somewhat higher or lower than the temporary target fuel pressure Pfptag (fuel pressure Pfp1 or fuel pressure Pfp2).

  Subsequently, the input fuel pressure Pfp is compared with the temporary target fuel pressure Pfptag (step S140). When the fuel pressure Pfp is equal to or lower than the temporary target fuel pressure Pfptag, the temporary target fuel pressure Pfptag is set to the target fuel pressure Pfp * (step S150), and this routine ends. When the target fuel pressure Pfp * is set in this way, the engine ECU 24 sets the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp on the port injection valve 125 side of the check valve 64 in the low pressure side passage 63 to the target fuel pressure Pfp *. The feed pump 62 is controlled so that Now, it is considered that the fuel pressure Pfp is equal to or lower than the temporary target fuel pressure Pfptag. The feed pump 62 is configured such that the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp in the low pressure side passage 63 closer to the port injection valve 125 than the check valve 64 becomes the target fuel pressure Pfp * (temporary target fuel pressure Pfptag). Therefore, the fuel pressure on the feed pump 62 side from the check valve 64 in the low pressure side passage 63 is suppressed to be equal to or lower than the fuel pressure on the port injection valve 125 side (fuel pressure of fuel supplied to the port injection valve 125) Pfp. The closing of the check valve 64 is suppressed.

  When the fuel pressure Pfp exceeds the temporary target fuel pressure Pfptag, the value obtained by subtracting the rate value R from the fuel pressure Pfp is set as the target fuel pressure Pfp * (step S160), and the process returns to step S130. Then, the fuel pressure Pfp is input, and the processes of steps S130, S140, and S160 are repeated until the input fuel pressure Pfp becomes equal to or lower than the temporary target fuel pressure Pfptag. When the fuel pressure Pfp becomes equal to or lower than the temporary target fuel pressure Pfptag, Is set to the target fuel pressure Pfp * (step S150), and this routine is terminated. Therefore, the target fuel pressure Pfp * is set so as to decrease at a rate value R from the fuel pressure Pfp at the start of fuel supply to the engine 22 toward the temporary target fuel pressure Pfptag. Here, the rate value R is fed so that the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp in the low pressure side passage 63 on the side of the port injection valve 125 from the check valve 64 becomes the target fuel pressure Pfp *. A value determined in advance through experimentation or analysis as a value smaller than the check pressure 64 in the low pressure side passage 63 so that the fuel pressure on the feed pump 62 side does not become lower than the fuel pressure on the port injection valve 125 side when the pump 62 is controlled. Is set as When the target fuel pressure Pfp * is set in this way, the fuel pressure (fuel pressure of fuel supplied to the port injection valve 125) Pfp on the port injection valve 125 side of the check valve 64 in the low pressure side passage 63 becomes the target fuel pressure Pfp *. The feed pump 62 is controlled as follows. Thereby, it can suppress that the fuel pressure by the side of the feed pump 62 rather than the check valve 64 in the low voltage | pressure side channel | path 63 becomes below the fuel pressure by the side of the port injection valve 125.

  In the embodiment, setting the target fuel pressure Pfp * to decrease at the rate value R from the fuel pressure Pfp at the start of fuel supply to the engine 22 toward the temporary target fuel pressure Pfptag has the following effects. Here, as a comparative example, consider a case where the temporary target fuel pressure Pfptag is set to the target fuel pressure Pfp * regardless of the fuel pressure Pfp at the start of fuel supply to the engine 22. In the comparative example, the temporary target fuel pressure Pfptag is set to the target fuel pressure Pfp * regardless of the fuel pressure Pfp at the start of fuel supply to the engine 22, so that a predetermined time Tref elapses after the fuel supply to the engine 22 is started. The target fuel pressure Pfp * decreases from the fuel pressure Pfp1 to the fuel pressure Pfp2. At this time, the amount of fuel from the feed pump 62 decreases, the pressure on the feed pump 62 side becomes lower than the pressure on the port injection valve 125 side than the check valve 64 in the low pressure side passage 63, and the check valve 64 is closed. I may speak. When the check valve 64 is closed, the pulsation of the fuel pressure in the low-pressure side passage 63 generated by driving the high-pressure fuel pump 65 increases, and the fuel supply device 60 (the low-pressure side passage 63, the fuel tank 61, etc.), the vehicle body, etc. It may vibrate and generate abnormal noise.

  In the embodiment, when the fuel pressure Pfp at the start of fuel supply to the engine 22 exceeds the temporary target fuel pressure Pfptag, the fuel pressure Pfp at the start of fuel supply decreases at the rate value R from the fuel pressure Pfp at the start of fuel supply toward the temporary target fuel pressure Pfptag. Set the target fuel pressure Pf *. This suppresses the pressure on the feed pump 62 side from being equal to or lower than the pressure on the port injection valve 125 side relative to the check valve 64 in the low pressure side passage 63, thereby suppressing the check valve 64 from closing. Can do. Therefore, it is possible to suppress an increase in fuel pressure pulsation in the low-pressure side passage 63 generated by driving the high-pressure fuel pump 65, and the fuel supply device 60 (low-pressure side passage 63, fuel tank 61, etc.), the vehicle body, etc. vibrate. Can be suppressed, and generation of abnormal noise can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the fuel pressure Pfp at the start of fuel supply to the engine 22 is higher than the temporary target fuel pressure Pfptag, the fuel pressure of the fuel supplied to the port injection valve 125 is changed from the fuel pressure Pfp to the temporary target. Since the feed pump 62 is controlled so as to gradually change toward the fuel pressure Pfptag, it is possible to suppress an increase in fuel pressure pulsation in the low-pressure side passage 63 generated by driving the high-pressure fuel pump 65, and a fuel supply device 60 (low pressure side passage 63, fuel tank 61, etc.) can be suppressed from vibrating, and abnormal noise can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the fuel pressure Pfp at the start of fuel supply to the engine 22 is higher than the temporary target fuel pressure Pfptag, the fuel pressure of the fuel supplied to the port injection valve 125 is directed from the fuel pressure Pfp toward the temporary target fuel pressure Pfptag. The feed pump 62 is controlled so as to change at the rate value R. However, since the feed pump 62 may be controlled so that the fuel pressure of the fuel supplied to the port injection valve 125 gradually changes from the fuel pressure Pfp toward the temporary target fuel pressure Pfptag, for example, the fuel supplied to the port injection valve 125 The feed pump 62 may be controlled so that the fuel pressure changes stepwise from the fuel pressure Pfp toward the temporary target fuel pressure Pfptag.

  In the hybrid vehicle 20 of the embodiment, the temporary target fuel pressure Pfptag is set to the fuel pressure Pfp1 until the predetermined time Tref elapses after the fuel supply is started, and after the predetermined time Tref elapses after the fuel supply is started. Is set to a fuel pressure Pfp2 lower than the fuel pressure Pfp1, but may be set to a relatively low fuel pressure Pfp2 without setting the fuel pressure Pfp1 after the fuel supply is started, or the fuel supply is started. Alternatively, the fuel pressure Pfp1 may be set without setting the fuel pressure Pfp2.

  In the hybrid vehicle 20 of the embodiment, the engine ECU 24, the motor ECU 40, and the HVECU 70 are provided. However, the engine ECU 24, the motor ECU 40, and the HVECU 70 may be configured as a single electronic control unit.

  In the embodiment, the hybrid vehicle 20 includes the engine 22, the planetary gear 30, the motors MG <b> 1 and MG <b> 2, and the battery 50. However, a configuration of a so-called one-motor hybrid vehicle including an engine, one motor, and a battery may be employed. Moreover, it is good also as a structure of the motor vehicle which drive | works using only the motive power from an engine, without providing a motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “engine”, the fuel supply device 60 corresponds to a “fuel supply device”, and the engine ECU 24 corresponds to a “control device”.

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

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

  The present invention can be used in the automobile manufacturing industry.

  20 Hybrid Vehicle, 22 Engine, 23 Crank Position Sensor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 38 Differential Gear, 39a, 39b Drive Wheel, 40 For Motor Electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 Power line , 60 Fuel supply device, 61 Fuel tank, 62 Feed pump, 63 Low pressure side passage, 64 Check valve, 65 High pressure fuel pump, 65a Electromagnetic valve, 65b Check valve, 66 High pressure side passage, 68, 6 9 Fuel pressure sensor, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor , 122 Air cleaner, 124 Throttle valve, 125 Port injection valve, 126 In-cylinder injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position Deployment sensor, 148 an air flow meter, 149 temperature sensor, MG1, MG2 motor.

Claims (1)

An engine having a port injection valve for injecting fuel into the intake pipe, and an in-cylinder injection valve for injecting fuel into the cylinder;
A fuel tank; a first pump for supplying fuel from the fuel tank to a first passage to which the port injection valve is connected; and a fuel pressure provided in the first passage and on the first pump side A check valve that opens when the fuel pressure is higher than the fuel pressure of the first injection pump and closes when the fuel pressure on the first pump side is equal to or lower than the fuel pressure on the port injection valve side, and more than the check valve in the first passage. A fuel supply device having a second pump for pressurizing the fuel on the port injector side and supplying the fuel to the second passage connected to the cylinder injection valve;
A control device for controlling the engine and the fuel supply device;
A car equipped with
The control device controls the first pump so that a fuel pressure of fuel supplied to the port injection valve becomes a target fuel pressure;
Further, when the actual fuel pressure at the start time, which is the actual fuel pressure of the fuel supplied to the port injector at the start of fuel supply to the engine, is higher than the target fuel pressure, the control device supplies the fuel to be supplied to the port injector. Controlling the first pump so that the fuel pressure of the fuel gas gradually changes from the actual fuel pressure at the start toward the target fuel pressure,
Automobile.

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