JP5983452B2 - Control device for fuel injection valve - Google Patents

Description

  The present invention belongs to a technical field related to a control device for a fuel injection valve disposed in each cylinder of an engine mounted on a vehicle.

  For example, in Patent Document 1, each cylinder of an engine is provided with a direct injection injector that directly injects fuel into the cylinder, and a port injection injector that injects fuel into an intake port, and these direct injection injector and port injection Each injector is driven via a driver circuit.

JP 2012-122403 A

  Incidentally, in-cylinder injection from a direct injection injector is preferred in order to increase the air filling rate and obtain high torque. However, when the temperature of the engine is lower than, for example, 0 ° C., water vapor generated by fuel combustion may freeze at the injection port of the direct injection injector, and the injection port may be blocked. The problem is that the amount of fuel to be used is insufficient.

  The present invention has been made in view of such a point, and an object of the present invention is to prevent a shortage of the amount of fuel supplied into the cylinder due to icing at the injection port of the direct injection injector. There is to do.

In order to achieve the above object, in the present invention, the fuel injection valve of each cylinder of the engine is directed to the control device for the fuel injection valve disposed in each cylinder of the engine mounted on the vehicle. Engine water temperature detection comprising two direct injection injectors for directly injecting fuel into the engine and one port injection injector for injecting fuel into the intake port of the engine for detecting the temperature of the cooling water of the engine And control means for controlling the operation of the two direct injection injectors and the port injection injector for each cylinder, and the control means is configured to detect the engine water temperature when the engine is started in each cylinder. Regardless of the detected temperature, the fuel is injected by only one of the two direct injection injectors. After completion of the starting of the gin, when the engine water temperature detecting means according to the detected temperature is equal to or higher than the predetermined temperature, while performing the injection of fuel by the two direct injection injector, when the detected temperature is lower than the predetermined temperature, The fuel injection is performed by the one port injector.

With the above configuration, after the start of the engine is completed, when the temperature detected by the engine water temperature detecting means is equal to or higher than a predetermined temperature (for example, a temperature around 0 ° C.), that is, a temperature at which freezing does not occur at the injection port of the direct injection injector In this case, the fuel injection is performed by the two direct injection injectors, thereby increasing the air filling rate and obtaining a high torque. As a result, the engine can be operated efficiently. On the other hand, when the detected temperature is lower than the predetermined temperature, that is, when the temperature is such that icing occurs at the injection port of the direct injection injector, fuel is injected by the port injection injector. Even if icing occurs at the nozzle, it is possible to prevent the amount of fuel supplied into the cylinder from becoming insufficient. In addition, when the engine is started, the engine startability can be improved.

Another control device for a fuel injection valve according to the present invention is a control device for a fuel injection valve disposed in each cylinder of an engine mounted on a vehicle, wherein the fuel injection valve for each cylinder of the engine is the cylinder. Engine water temperature detection comprising two direct injection injectors for directly injecting fuel into the engine and one port injection injector for injecting fuel into the intake port of the engine for detecting the temperature of the cooling water of the engine And control means for controlling the operations of the two direct injection injectors and the port injection injectors for each cylinder, wherein the control means has a temperature detected by the engine water temperature detection means at a predetermined temperature in each cylinder. When the above is true, fuel is injected by the two direct injection injectors, while when the detected temperature is lower than the predetermined temperature, the one port Is configured to perform injection of fuel by the morphism injector, one of the direct injection injector of the above two direct injection injector is connected, energized and non to said one of the direct injection injector by the control means The direct injection driver circuit capable of controlling energization and the other direct injection injector or the port injection injector of the two direct injection injectors via a relay are selectively connected, and the control means And a direct injection / port injection driver circuit capable of controlling energization and non-energization of the other direct injection injector or the port injection injector, and the control means is detected by the engine water temperature detection means. When switching the fuel injection between the two direct injection injectors and the port injection injector according to the temperature, the relay By controlling the movement, that is configured to switch the connection to the direct-injection / port injection driver circuit between the other of the direct injection injector and the port injector.

As a result, when the temperature detected by the engine water temperature detecting means is equal to or higher than a predetermined temperature (for example, a temperature around 0 ° C.), that is, at a temperature at which freezing does not occur at the injection port of the direct injection injector, By injecting fuel with the injector, high air torque can be obtained by increasing the air filling rate. As a result, the engine can be operated efficiently. On the other hand, when the detected temperature is lower than the predetermined temperature, that is, when the temperature is such that icing occurs at the injection port of the direct injection injector, fuel is injected by the port injection injector. Even if icing occurs at the nozzle, it is possible to prevent the amount of fuel supplied into the cylinder from becoming insufficient. Further, the direct injection / port injection driver circuit combines the driver circuit for driving the other direct injection injector and the driver circuit for driving the port injection injector. Can be reduced. As a result, the driver IC provided with the driver circuit can be reduced in size and the cost can be reduced.

In the control device for another fuel injection valve, the control means switches the connection of the other direct injection injector and the port injection injector to the direct injection / port injection driver circuit by the relay. It is preferable that the direct injection / port injection driver circuit is configured to execute when it is in a non-energized state.

  That is, when the direct-injection / port-injection driver circuit is energized, current also flows through the relay. If the relay is operated in this state, spark discharge may occur at the relay contact, leading to deterioration of the relay. Becomes higher. Therefore, by performing the switching of the connection when the direct injection / port injection driver circuit is in a non-energized state, no spark discharge occurs at the relay contact, and the reliability and durability of the relay are improved. be able to.

  In the case where the switching of the connection is executed when the direct injection / port injection driver circuit is in a non-energized state, the control means is configured to perform the connection when the direct injection / port injection driver circuit is in an energized state. When the switching timing is reached, the injection time by the injector connected to the direct injection / port injection driver circuit is shortened, and the direct injection / port injection driver circuit is de-energized. And after the switching, the shortage of the injected fuel due to the shortening of the injection time is determined by the injector connected to the direct injection / port injection driver circuit or the one connected to the direct injection driver circuit. It is preferable that it is comprised so that it may supplement with the injector for direct injection.

  Thus, the relay can be switched early without reducing the fuel injection amount.

  In addition, when the direct injection / port injection driver circuit is in an energized state, the control means determines the specified switching timing when the connection switching timing is reached in a specific period from the start of energization to the elapse of a predetermined time. It is preferable that the connection switching in the period is not performed.

  That is, in a specific period from the start of energization until a predetermined time (several ms) elapses, a considerably large inrush current flows through the relay, so even if the direct injection / port injection driver circuit is turned off, As a result of the operation delay, the relay is not immediately de-energized. As a result, if the switching of the connection is executed during the specific period, there is a high possibility that the relay will deteriorate. Therefore, the reliability and durability of the relay can be further improved by preventing the switching of the connection during the specific period.

The vehicle is a hybrid vehicle having a traveling motor in addition to the engine, and the control means uses the one direct injection injector connected to the direct injection driver circuit when the engine is started. And after the start of the engine is completed, the fuel injection is switched between the two direct injection injectors and the port injection injector according to the temperature detected by the engine water temperature detecting means. The control means further includes a relay for detecting a temperature detected by the engine water temperature detecting means when the vehicle is being driven by the driving motor while the engine is stopped. While the other injector is connected to the direct injection / port injection driver circuit, Serial detection temperature, when lower than the predetermined temperature, by the relay, the Injector for the port injection is configured to a state connected to the direct-injection / port injection driver circuit, it is preferable.

  Thus, after the start of the engine is completed, the fuel can be injected immediately by the injector corresponding to the temperature detected by the engine water temperature detecting means. Here, at the time of starting the engine, the water vapor generated immediately before the stop of the engine is usually evaporated. Therefore, even if the detected temperature is lower than the predetermined temperature, the water vapor generated at the injection port of the direct injection injector. The possibility of freezing is low. Accordingly, in order to improve the startability of the engine, fuel is injected from the one direct injection injector. This one direct-injection injector is connected to a direct-injection driver circuit that is not related to the relay. Therefore, the relay may be in any state when the engine is started, and the engine is stopped. When the vehicle is running by the running motor, it is necessary to switch when starting the engine even if the injector corresponding to the detected temperature is connected to the direct injection / port injection driver circuit by a relay. No, the number of relay operations can be reduced.

As described above, according to the control device for a fuel injection valve of the present invention , the temperature detected by the engine water temperature detecting means is at a temperature at which icing does not occur at the injection port of the direct injection injector after the start of the engine is completed. Sometimes, by injecting fuel with two direct injection injectors, the engine can be operated efficiently, and when the detected temperature is such that icing occurs at the injection port of the direct injection injector, By injecting fuel with the injector for injection, it is possible to prevent the amount of fuel supplied into the cylinder from becoming insufficient due to icing at the injection port of the injector for direct injection. In addition, when the engine is started, the engine startability can be improved.

According to another fuel injection valve control device of the present invention, when the temperature detected by the engine water temperature detecting means is at a temperature at which freezing does not occur at the injection port of the direct injection injector, the two direct injection injectors By injecting fuel, the engine can be operated efficiently, and when the detected temperature is such that icing occurs at the injection port of the direct injection injector, fuel is injected by the port injection injector. As a result, it is possible to prevent a shortage of the amount of fuel supplied to the cylinder due to icing at the injection port of the direct injection injector. In addition, the driver IC provided with the driver circuit can be reduced in size and the cost can be reduced.

It is a schematic block diagram which shows the hybrid vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a figure which shows the engine and control system of the hybrid vehicle shown in FIG. It is a circuit diagram which shows the circuit structure for driving the injector for port injection, and the injector for direct injection. It is a graph which shows the change of the engine speed at the time of engine starting, and the change of the torque which acts on the rotating shaft of a motor generator. It is a figure which shows an example of the mode of switching from the fuel injection by the port injection injector to the fuel injection by the direct injection injector. It is a figure which shows another example of the mode of switching from the fuel injection by the port injection injector to the fuel injection by the direct injection injector. It is a flowchart which shows a part of process operation regarding the engine starting by a control unit. It is a flowchart which shows the remainder of the processing operation regarding the engine starting by a control unit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a control device according to an embodiment of the present invention. This vehicle 1 is a so-called series type hybrid vehicle, and an engine 10 mounted on the vehicle 1 and a rotating shaft are connected to an output shaft (an eccentric shaft 13 described later) of the engine 10. A motor generator 20 that is driven to start and is driven by the engine 10 after being started to generate electric power, a high-voltage / large-capacity battery 30 in which the electric power generated by the motor generator 20 is stored (charged), an engine 10, a traveling motor 40 that is driven by at least one of the electric power generated by the motor generator 20 and the stored electric power (discharge power) of the battery 30.

  An inverter 50 is provided between the motor generator 20, the battery 30, and the traveling motor 40. Via the inverter 50, the power generated by the motor generator 20 is supplied to the battery 30 and / or the traveling motor 40, and the discharged power from the battery 30 is supplied to the motor generator 20 and / or the traveling motor 40. Is done.

  The traveling motor 40 is driven by being supplied with at least one of the generated power of the motor generator 20 and the discharged power from the battery 30. The driving force of the traveling motor 40 is transmitted to the left and right front wheels 61 as driving wheels via the differential device 60, whereby the vehicle 1 travels. The traveling motor 40 operates as a generator when the vehicle 1 is decelerated, and the generated power is charged in the battery 30. The battery 30 can be externally charged by a power source external to the vehicle 1.

  Engine 10 is used only for power generation by motor generator 20. In this embodiment, the engine 10 is a hydrogen engine in which hydrogen gas stored in the hydrogen tank 70 is supplied as fuel.

  As shown in FIG. 2, the engine 10 is a twin-rotor (two-cylinder) rotary piston engine, and is roughly arranged in a rotor housing chamber 11 a formed in two saddle-shaped rotor housings 11 (inside cylinders). Each of the triangular rotors 12 is accommodated. The two rotor housings 11 are integrated with the side housings so as to be sandwiched between three side housings (not shown), and each rotor housing chamber 11a is composed of each rotor housing 11 and the side housings on both sides thereof. Is formed. In FIG. 2, the two rotor housings 11 (two cylinders) are shown in an unfolded state, and the eccentric shafts 13 respectively drawn in the central portions in the two rotor housings 11 are the same.

  Each of the rotors 12 has apex seals (not shown) at the apexes of the triangles, and the apex seals are in sliding contact with the inner surface of the trochoid of the rotor housing 11. Three working chambers (corresponding to combustion chambers) are defined in 11a (in each cylinder). Each rotor 12 rotates around the eccentric shaft 13 in a state where the three apex seals of the rotor 12 are in contact with the inner peripheral surface of the trochoid of the rotor housing 11, and around the axis of the eccentric shaft 13. To revolve around. While the rotor 12 makes one revolution, the working chambers formed between the tops of the rotor 12 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. The rotating force is output from the eccentric shaft 13 as the output shaft through the rotor 12.

  Each rotor accommodating chamber 11a communicates with an intake passage 14 so as to communicate with the working chamber in the intake stroke, and an exhaust passage 15 communicates with the working chamber in the exhaust stroke. There is one intake passage 14 on the upstream side, but on the downstream side, the intake passage 14 branches into two branch passages and communicates with each of the rotor accommodating chambers 11a. A throttle valve 16 that is driven by a throttle valve actuator 90 such as a stepping motor to adjust the cross-sectional area (valve opening degree) of the intake passage 14 is disposed upstream of the branch portion of the intake passage 14. A port injection injector 17 that injects hydrogen (fuel) supplied from the hydrogen tank 70 into each branch passage (corresponding to an intake port) downstream of the branch portion of the intake passage 14. It is arranged. The hydrogen injected by the port injector 17 is supplied to the working chamber in the intake stroke in a state of being mixed with air (premixed state).

  Two exhaust passages 15 are provided on the upstream side so as to communicate with the respective rotor accommodating chambers 11, but are joined together on the downstream side. An exhaust gas purification catalyst 80 for purifying the exhaust gas is disposed downstream of the merging portion of the exhaust passage 15. In this embodiment, the exhaust gas purification catalyst 80 is a NOx storage reduction catalyst. In FIG. 2, arrows shown in the intake passage 14 and the exhaust passage 15 indicate the flow of intake and exhaust.

  Each rotor housing 11 (each cylinder) includes a direct injection injector 18 that directly injects hydrogen (fuel) supplied from the hydrogen tank 70 into the rotor accommodating chamber 11 (inside the cylinder), and the port injection injector. 17 or a spark plug 19 for igniting hydrogen injected from the direct injection injector 18 is provided.

  In the present embodiment, only one port injection injector 17 is provided in each branch path, but the direct injection injector 18 is provided in each rotor housing 11 in the axial direction of the eccentric shaft 13 (perpendicular to the plane of FIG. 2). 2 are arranged side by side (only one is visible in FIG. 2). That is, the fuel injection valve disposed in each cylinder is composed of two direct injection injectors 18 and one port injection injector 17.

  The vehicle 1 includes a battery current / voltage sensor 101 that detects a current flowing in and out of the battery 30 and a voltage of the battery 30, an accelerator opening sensor 102 that detects a depression amount (accelerator opening) of an accelerator pedal, A vehicle speed sensor 103 that detects the vehicle speed, a rotation angle sensor 104 that is provided on the eccentric shaft 13 and detects the rotation angle position of the eccentric shaft 13 (also serves as an engine rotation speed sensor that detects the rotation speed of the engine 10), and the engine 10 An air-fuel ratio sensor 105 for detecting the air-fuel ratio of the exhaust gas of the exhaust gas, and a temperature of the cooling water (engine water temperature) flowing in the water jacket facing the water jacket (not shown) formed in the rotor housing 11 Engine water temperature sensor 106 and the pressure in the hydrogen tank 70 (i.e. A tank pressure sensor 107 that detects the remaining amount of hydrogen in the hydrogen tank 70, and a control unit 100 that performs operation control of the engine 10, operation control of the inverter 50 (that is, operation control of the motor generator 20 and the travel motor 40), and the like. And are provided.

  The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, a RAM or ROM, and stores a program and data, and an electrical signal An input / output (I / O) bus. Various signals from the battery current / voltage sensor 101, the accelerator opening sensor 102, the vehicle speed sensor 103, the rotation angle sensor 104, the air-fuel ratio sensor 105, the engine water temperature sensor 106, the tank pressure sensor 107, and the like are input to the control unit 100. It has become so.

  The control unit 100 controls the engine 10 by outputting control signals to the throttle valve actuator 90, the port injection injector 17, the direct injection injector 18, and the spark plug 19 based on the input signal. A control signal is output to the inverter 50 to control the motor generator 20 and the traveling motor 40. The control unit 100 constitutes control means for controlling the operations of the two direct injection injectors 18 and the port injection injectors 17 of each cylinder.

  When the engine water temperature detected by the engine water temperature sensor 106 in each cylinder is equal to or higher than a predetermined temperature (for example, a temperature near 0 ° C.), the control unit 100 causes the two direct injection injectors 18 to inject fuel. On the other hand, when the engine water temperature is lower than the predetermined temperature, fuel is injected by the one port injector 17.

  That is, when the engine water temperature is lower than the predetermined temperature, water vapor generated when the fuel (hydrogen) is combusted freezes at the injection port of the direct injection injector 18 and may be blocked. Further, the ice adhering to the inner peripheral surface of the trochoid of the rotor housing 11 is scraped into the injection port of the direct injection injector 18 by the apex seal of the rotor 12, and this also blocks the injection port of the direct injection injector 18. There is a case. When the injection hole of the direct injection injector 18 is thus closed, the amount of fuel supplied into the rotor accommodating chamber 11 is insufficient. Therefore, in order to prevent a shortage of the amount of fuel supplied into the rotor storage chamber 11 due to the icing, when the engine water temperature is such that icing occurs at the injection port of the direct injection injector 18, the port injector 17 To inject fuel. If the engine water temperature is equal to or higher than the predetermined temperature, the ice in the injection port of the direct injection injector 18 melts and the water vapor generated when the fuel (hydrogen) burns does not freeze, so the air filling rate is reduced. The fuel is injected from the direct injection injector 18 so as to obtain a high torque by increasing the pressure.

  Here, when the engine 10 is started, the engine water temperature immediately before the previous engine stop is usually equal to or higher than the predetermined temperature, and the water vapor generated immediately before the engine stops evaporates. Even if the engine water temperature is lower than the predetermined temperature, it is unlikely that ice is present in the injection hole of the direct injection injector 18. Therefore, in order to improve the startability of the engine 10, the control unit 100 injects fuel by the direct injection injector 18 when the engine 10 is started. However, when the engine 10 is started, fuel is injected by one of the two direct injection injectors 18 of each cylinder (a direct injection injector 18a described later). When the engine water temperature is lower than the predetermined temperature after the start of the engine 10 is completed, fuel is injected by the port injection injector 17, and when the engine water temperature is equal to or higher than the predetermined temperature, The fuel is injected by the one direct injection injector 18 (direct injection injector 18a) and the other direct injection injector 18 (direct injection injector 18b described later).

  FIG. 3 shows a circuit configuration for driving the port injection injector 17 and the direct injection injector 18.

  In the present embodiment, the direct injection driver circuit 111 for driving one direct injection injector 18 (reference numeral 18a in FIG. 3) of the two direct injection injectors 18 of each cylinder, Direct injection / port injection driver circuit 112 for selectively driving one of the two direct injection injectors 18 (reference numeral 18b in FIG. 3) or the port injection injector 17 Are provided in one driver IC 110 in correspondence with the number of cylinders. Hereinafter, when the two direct injection injectors 18 are distinguished from each other, they are referred to as a direct injection injector 18a or a direct injection injector 18b.

  The direct injection driver circuit 111 is connected to a direct injection injector 18a (specifically, an actuator that opens and closes a valve), and the control unit 100 controls energization and non-energization of the direct injection injector 18a. Is a possible circuit. That is, the direct-injection driver circuit 111 is provided with a switch element such as a transistor. When the switch element is turned on by the control unit 100, the battery 30 is turned on. From the positive terminal of the battery 117 having a different low voltage (for example, 12V), the battery flows in order from the direct injection injector 18a and the direct injection driver circuit 111, and then to the negative terminal (ground) of the battery 117. The control unit 100 applies a pulse signal to the switch element and injects fuel by the direct injection injector 18a for a time corresponding to the pulse width. The battery 117 supplies power to the control unit 100 and the driver IC 110 in order to drive other electronic devices.

  The direct injection / port injection driver circuit 112 is one in which a direct injection injector 18 b (actuator) or a port injection injector 17 (actuator) is alternatively connected via a relay 115, and is controlled by the control unit 100. This is a circuit capable of controlling energization and non-energization of the direct injection injector 18b or the port injection injector 17. The direct-injection / port-injection driver circuit 112 is also provided with a switch element similar to the direct-injection driver circuit 111, and the ON / OFF of the switch element is controlled by the control unit 100, and the above-described switch element is applied by applying a pulse signal. When the switch element is turned ON, the battery 117 sequentially flows from the positive terminal of the battery 117 to the direct injection injector 18a or the port injection injector 17, the relay 115, and the direct injection / port injection driver circuit 112, and then the negative terminal of the battery 117. (Ground).

  The relay 115 switches connection of the direct injection injector 18 b and the port injection injector 17 to the direct injection / port injection driver circuit 112 by supplying and stopping the current from the control unit 100.

  When the control unit 100 switches the fuel injection between the two direct injection injectors 18 (18a, 18b) and the port injection injector 17 according to the temperature detected by the engine water temperature sensor 106 as described above, By controlling the operation, the direct injection / port injection driver circuit 112 is switched between the direct injection injector 18 b and the port injection injector 17. In other words, when the temperature detected by the engine water temperature sensor 106 becomes lower than the predetermined temperature from the state lower than the predetermined temperature, the relay 115 has the port injection injector 17 connected to the direct injection / port injection driver circuit 112. From the state (hereinafter referred to as the first state), the direct injection / port injection driver circuit 112 is connected to the direct injection injector 18b (hereinafter referred to as the second state). The fuel can be injected by the injector 18 (18a, 18b).

  When the engine 10 is started, fuel is injected only by the direct injection injector 18a. This direct injection injector 18 a can operate irrespective of the operation of the relay 115. Therefore, when the temperature detected by the engine water temperature sensor 106 when the vehicle 1 is running by the running motor 40 while the engine 10 is stopped is equal to or higher than the predetermined temperature, the control unit 100 turns the relay 115 on the first side. 2, the direct injection injector 18 b is connected to the direct injection / port injection driver circuit 112. When the detected temperature is lower than the predetermined temperature, the relay 115 is set to the first state. Thus, the port injection injector 17 is connected to the direct injection / port injection driver circuit 112. In this way, after the start of the engine 10 is completed, fuel can be injected immediately by the injector corresponding to the detected temperature. Even in this case, it is not necessary to switch the engine 10 at the time of starting, and the number of operations of the relay 115 can be reduced.

  The control unit 100 controls the inverter 50 to change the operating state of the motor generator 20 into a driving state in which the engine 10 is driven by power supply from the battery 30 and power generation by driving by the engine 10 to generate the generated power in the battery. 30 and the power generation state supplied to the traveling motor 40 can be switched. Then, when starting the engine 10, the control unit 100 starts the engine 10 with the operating state of the motor generator 20 as the driving state, and after the start of the engine 10 is completed (determined by the engine start determination unit 100a described later). After that, the power generation state is switched. The control unit 100 is provided with an engine start determination unit 100a that determines whether or not the engine 10 has been started as described later.

  The inverter 50 transmits information on the current (drive current or generated current) flowing through the motor generator 20 and the voltage applied to the motor generator 20 to the control unit 100. Control unit 100 detects torque acting on the rotating shaft of motor generator 20 based on these currents and voltages. Thus, inverter 50 and control unit 100 constitute torque detecting means for detecting torque acting on the rotating shaft of motor generator 20. The detected torque has a positive value on the side where the motor generator 20 drives the engine 10 and a negative value on the side where the motor generator 20 is driven by the engine 10 (see FIG. 4).

  In addition, the control unit 100 controls the inverter 50 to drive the traveling motor 40 with only the discharged power from the battery 30 and with the generated power from the motor generator 20 only. It is configured to be switchable to a mode in which power is supplied from both the battery 30 and the motor generator 20. The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing in and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101, and the detected battery On the basis of the remaining capacity of 30 and the remaining amount of hydrogen in the hydrogen tank 70 by the tank pressure sensor 107, the driving motor 40 is driven only by the discharge power from the battery 30, or the motor generator 20 The mode is carried out with only the generated power from Depending on the remaining capacity of the battery 30 and the remaining amount of hydrogen, the driving motor 40 can be driven only with the discharged power from the battery 30 or with only the generated power from the motor generator 20. In some cases, the mode may be set, and in this case, the mode to be set may be determined by selection by a switch operated by the passenger of the vehicle 1.

  In any of the above embodiments, and when the driving motor 40 is driven only by the discharge power from the battery 30 (when the engine 10 is stopped), the control unit 100 opens the accelerator. Based on input information from the degree sensor 102, the vehicle speed sensor 103, etc., it is determined whether or not the occupant acceleration request level is higher than a predetermined threshold, and it is determined that the occupant acceleration request level is higher than the predetermined threshold. In some cases, the driving of the traveling motor 40 is switched to a mode in which power is supplied from both the battery 30 and the motor generator 20. Thereafter, when the passenger's acceleration request level is lower than the predetermined threshold value from a state higher than the predetermined threshold value, the mode is returned to the mode in which only the discharge power from the battery 30 is used.

  The driving motor 40 is driven with only the discharge power from the battery 30, the driving power with only the generated power from the motor generator 20, or with the power from both the battery 30 and the motor generator 20. When switching to the mode, there is a request for starting the engine 10 (a power generation request by the motor generator 20). Further, when switching in reverse, there is a request to stop the engine 10, and the engine 10 is stopped.

  When there is a request to start the engine 10 while the engine 10 is stopped, the control unit 100 rotates the engine 10 by driving the motor generator 20 at the first predetermined rotation speed (cranking). In the engine 10, the engine 10 is started by injecting fuel (hydrogen) with the direct-injection injector 18 a and igniting the injected fuel with the spark plug 19. In the present embodiment, it is assumed that the engine speed and the motor generator 20 are the same. At the time of fuel injection and cranking before ignition, the engine 10 is driven by the motor generator 20 and rotates at the first predetermined rotation speed (N1 in FIG. 4). In the present embodiment, the first predetermined rotation speed N1 is set to, for example, 600 rpm to 1000 rpm.

  The control unit 100 does not inject and ignite the fuel from the start of driving of the engine 10 until a preset set time elapses, and does not perform the fuel injection and ignition in the rotor accommodating chamber 11a (inside the cylinder). ) To scavenge the remaining fuel. This is because when the engine 10 is started, the combustion air-fuel ratio is made rich in fuel, so if the fuel injected before the previous engine stop remains in the rotor housing chamber 11a, the fuel becomes too rich. . During the scavenging, the control unit 100 fully opens the throttle valve 16 and introduces a large amount of air into the rotor accommodating chamber 11a so that the fuel is quickly and smoothly scavenged. The set time is set to a time (about several seconds) at which the fuel scavenging in the rotor accommodating chamber 11a can be almost completed at the first predetermined rotation speed N1.

  As shown in FIG. 4, at the time of fuel injection and cranking before ignition (at the time of scavenging), the detected torque (torque acting on the rotating shaft of the motor generator 20) is T1 (positive value). . Then, while cranking the engine 10, the fuel is injected at the time when the fuel injection timing comes after the set time has elapsed, and the fuel is ignited at the time when the ignition timing comes. The timing of fuel injection and ignition is determined by the rotational angle position of the eccentric shaft 13 detected by the rotational angle sensor 104.

  Fuel injection and ignition are started from time t1 in FIG. 4, whereby the engine 10 attempts to rotate autonomously and the output shaft of the engine 10 attempts to drive the rotation shaft of the motor generator 20. As a result, the detected torque decreases from the drive torque T1 during fuel injection and cranking before ignition, and the engine speed increases from the first predetermined speed N1.

  Due to the fuel injection and ignition, the detected torque eventually becomes zero from a positive value to a negative value. That is, the torque at which motor generator 20 is driven by engine 10 is greater than the torque at which motor generator 20 drives engine 10. At time t2 in FIG. 4, the detected torque is a negative value and the absolute value thereof is equal to or greater than a predetermined value T2 (the torque at which motor generator 20 is driven by engine 10 causes motor generator 20 to drive engine 10). The torque becomes larger than the predetermined value T2). At this stage, if the driving of the engine 10 by the motor generator 20 is stopped, the engine 10 is likely to rotate independently without stopping, but the engine speed almost increases from the rotational speed N1 during cranking. In some cases, this is not the case (in FIG. 4, this is the case). In this case, if driving of the engine 10 by the motor generator 20 is stopped, the engine 10 may be stopped. Therefore, after the fuel injection and ignition, the engine start determination unit 100a determines the rotation speed detected by the rotation angle sensor 104 after the detected torque is a negative value and the absolute value is equal to or greater than the predetermined value T2. 2 It is determined that the engine 10 has been started when the engine speed is equal to or greater than the predetermined rotational speed N2 (time t3 in FIG. 4).

  The second predetermined rotational speed N2 is a rotational speed that is surely larger than the first predetermined rotational speed N1 in consideration of fluctuations in the engine rotational speed, and is as close as possible to the first predetermined rotational speed N1. . For example, the second predetermined rotation speed N2 is set to be 100 to 150 rpm larger than the first predetermined rotation speed N1. As described above, after the possibility that the engine 10 operates independently becomes high, it is determined whether or not the engine 10 has started based on the engine speed, so that the determination that the engine 10 has started is made accurate. be able to.

  When the engine start determination unit 100a determines that the engine 10 has started, the control unit 100 switches the operation state of the motor generator 20 from the drive state to the power generation state under the control of the inverter 50. Thereby, the power supply from the battery 30 to the motor generator 20 (drive of the engine 10) is stopped, and the power generated by the motor generator 20 is supplied to the battery 30 and the traveling motor 40. Even in this case, the engine 10 rotates independently, and the engine speed increases to a higher speed than the second predetermined speed N2.

  Until the engine start determination unit 100a determines that the engine 10 has been started, the control unit 100 injects the fuel so that the combustion air-fuel ratio becomes fuel rich, while it is determined that the engine 10 has started. Thereafter, the fuel is injected so that the combustion air-fuel ratio becomes lean. Startability is improved by making the combustion air-fuel ratio rich in fuel until it is determined that the engine 10 has started (by setting the fuel amount so that the engine speed increases to a speed higher than the second predetermined speed N2). After the engine speed reaches the second predetermined speed N2, the engine speed increases (blows up) even if the engine is switched to fuel lean.

  After the engine start determination unit 100a determines that the engine 10 has been started, the control unit 100 controls the engine 10 to increase the engine speed until the engine speed reaches a preset set speed. Reaches the set rotational speed, the engine 10 is operated at the set rotational speed. The set rotational speed varies depending on the power generation amount to be generated by the motor generator 20 (a target power generation amount set based on the acceleration request level of the occupant), but is set to a value higher than the second predetermined rotational speed N2. ing. For this reason, even after it is determined that the engine 10 has started, the engine speed continues to rise to the set speed following the above-mentioned blow-up. In addition, the absolute value of the detected torque increases to a torque corresponding to the amount of power generated by motor generator 20.

  When the temperature detected by the engine water temperature sensor 106 (engine water temperature) is lower than a predetermined reference temperature, the control unit 100 generates power by the motor generator 20 compared to when the detected temperature is equal to or higher than the reference temperature. Try to reduce. The reference temperature is a temperature at which the rotational resistance of the output shaft of the engine 10 and the rotation shaft of the motor generator 20 becomes very large when the engine water temperature becomes lower than the reference temperature. In the present embodiment, the reference temperature is the same value as the predetermined temperature (for example, around 0 ° C.) that is a threshold value for selectively using the two direct injection injectors 18 and the one port injection injector 17 for each cylinder. Is set to Thus, at a temperature at which the rotational resistance becomes very large, the load on the engine 10 is reduced by reducing the amount of power generated by the motor generator 20, thereby preventing deterioration of fuel consumption and emission. Note that when the detected temperature is lower than the reference temperature, the excess air ratio λ is made smaller than when the detected temperature is equal to or higher than the reference temperature. However, by reducing the amount of power generation, the excess air ratio λ Is not so small.

  As described above, the control unit 100 injects fuel by the direct injection injector 18a and starts the engine 10 until the engine start determining unit 100a determines that the engine 10 has started in each cylinder. After the determination (after the start of the engine 10), when the temperature detected by the engine water temperature sensor 106 is equal to or higher than the predetermined temperature, fuel is injected by the two direct injection injectors 18, while the detected temperature is When the temperature is lower than the predetermined temperature, fuel is injected by one port injection injector 17.

  When the detected temperature becomes lower than the predetermined temperature after the engine 10 has been started, the control unit 100 supplies fuel from the port injector 17 to the two direct injectors 18. Switch injection. Here, the detected temperature may be lower than the predetermined temperature from a state of the predetermined temperature or higher. For example, the cooling water of the engine 10 is used as a heat source of a heater provided on a seat or the like, and a considerable amount of heat is supplied to the heater. The control unit 100 switches the fuel injection from the two direct-injection injectors 18 to the port-injection injectors 17 when the detected temperature becomes lower than the predetermined temperature from the state of the predetermined temperature or higher.

  Further, the control unit 100 controls the operation of the relay 115 when the fuel injection is switched between the two direct injection injectors 18 and the port injection injector 17 in accordance with the detected temperature, so that the direct injection injector is controlled. The connection of the direct injection / port injection driver circuit 112 between the port 18b and the port injection injector 17 is switched.

  The control unit 100 connects the direct-injection injector 18b and the port-injection injector 17 to the direct-injection / port-injection driver circuit 112 in order to prevent deterioration of the relay 115 due to spark discharge at the contact of the relay 115. Is switched when the direct injection / port injection driver circuit 112 is in a non-energized state.

  That is, when the direct injection / port injection driver circuit 112 is in a non-energized state, when the connection switching timing comes, the connection switching is immediately executed.

  In addition, the control unit 100 determines the connection switching timing when the direct injection / port injection driver circuit 112 is in an energized state (when the direct injection / port injection driver 17 or the direct injection injector 18b is in a fuel injection state). When this happens, the injection time by the injector connected to the direct injection / port injection driver circuit 112 is shortened, and the direct injection / port injection driver circuit 112 is deenergized, and then the connection is switched. After the switching, the shortage of the injected fuel due to the shortening of the injection time is caused by the injector connected to the direct injection / port injection driver circuit 112 or the direct injection injector 18a connected to the direct injection driver circuit 111. Make up.

  For example, as shown in FIG. 5 or FIG. 6, in the fuel injection state by the port injector 17, when the connection switching timing (time ta) is reached, the injection time by the port injector 17 is shortened. After the direct injection / port injection driver circuit 112 is de-energized, the connection switching is performed. After the switching, the shortage of the injected fuel due to the reduction in the injection time is determined at time ta (actually Is compensated by the direct injection injector 18b connected to the direct injection / port injection driver circuit 112 as shown in FIG. 5 (time slightly delayed from ta) to time tb (the above shortage of fuel amount). Or the direct injection injector connected to the direct injection driver circuit 111 as shown in FIG. Compensated by Kuta 18a (for injected by direct injection injector 18a and the fuel amount of the shortfall). 5 and 6 show pulses applied to the direct injection injector 18 and the port injection injector 17.

  Further, in the fuel injection state by the two direct injection injectors 18a and 18b, when the connection switching timing is reached, the injection time by the direct injection injector 18b is shortened to reduce the direct injection / port injection driver circuit. After the switch 112 is turned off, the switching of the connection is executed, and after the switching, the shortage of the injected fuel due to the shortening of the injection time is reduced to the port connected to the direct injection / port injection driver circuit 112. It compensates with the injector 17a for direct injection connected to the injector 17 for injection, or the driver circuit 111 for direct injection.

  However, when the direct injection / port injection driver circuit 112 is in the energized state, the control unit 100 has reached the switching timing of the connection during a specific period from the start of energization until a predetermined time (several ms) has elapsed. Sometimes, the switching of the connection in the specific period is not executed.

  That is, since a considerably large inrush current flows through the relay 115 during the specific period, even if the direct injection / port injection driver circuit 112 is turned off, the relay 115 is immediately turned off due to the delay in operation of the relay 115. Instead, if the connection switching is executed during the specific period, the relay 115 is more likely to be deteriorated. Therefore, the reliability and durability of the relay 115 are further improved by not performing the switching of the connection during the specific period.

  When the control unit 100 does not execute the connection switching in the specific period as described above, the connection unit performs the connection switching after the specific period, or Executed after completion of fuel injection by the injector connected to the direct injection / port injection driver circuit 112 at the present time.

  Processing operations relating to the start of the engine 10 by the control unit 100 will be described based on the flowcharts of FIGS. This processing operation starts when there is a request for starting the engine 10 (a request for power generation by the motor generator 20) while the engine 10 is stopped. Before the processing operation, as described above, when the vehicle 1 is traveling by the traveling motor 40 while the engine 10 is stopped, the relay 115 is activated according to the temperature detected by the engine water temperature sensor 106. The first state or the second state is set.

  In the first step S1, the motor generator 20 is driven to rotate the engine 10 at the first predetermined rotational speed N1 (cranking). During the cranking, the fuel remaining in the rotor accommodating chamber 11a (cylinder) of the engine 10 is scavenged with the throttle valve 16 fully opened without performing fuel injection and ignition.

  In the next step S2, fuel injection and ignition are performed while continuing the cranking of the engine 10 (the cranking when fuel injection and ignition is performed is called ignition cranking). The fuel is injected during the ignition cranking by the direct injection injector 18a. The injection amount is such that the combustion air-fuel ratio becomes fuel rich.

  In the next step S3, the engine start determination unit 100a determines whether or not the detected torque is a negative value and the absolute value thereof is equal to or greater than a predetermined value T2 (in the flowchart, the detected torque is a negative value). Is omitted). When the determination in step S3 is NO, the process proceeds to step S4. When the determination in step S3 is YES, the process proceeds to step S9.

  In step S4, it is determined whether or not the measurement time of the timer that starts measurement from the start of the cranking is longer than a preset reference time ta (for example, 10 seconds to 10 and several seconds). When the determination in step S4 is NO, the process returns to step S2. On the other hand, when the determination in step S4 is YES, the process proceeds to step S5.

  In step S5, it is determined that the engine 10 has stopped without increasing the output torque of the engine 10, and in the next step S6, it is determined whether or not it has been determined that the engine 10 has been stopped twice or more.

  When the determination in step S6 is NO, the process proceeds to step S7, the timer is reset, and then the process returns to step S1. On the other hand, when the determination in step S6 is YES, the process proceeds to step S8, and the engine 10 breaks down on a display panel or the like provided on the instrument panel of the vehicle 1 so that an occupant (driver) of the vehicle 1 can visually recognize. Is displayed, and then the processing operation is terminated.

  In step S9 that proceeds when the determination in step S3 is YES, the ignition cranking is continued, and in the next step S10, the engine start determination unit 100a detects that the rotation speed detected by the rotation angle sensor 104 is the second predetermined rotation. It is determined whether or not the number is N2 or more.

  When the determination in step S10 is NO, the process proceeds to step S11, and it is determined whether or not the measurement time of the timer is longer than the reference time ta. When the determination at step S11 is NO, the process returns to step S9. When the determination at step S11 is YES, the process returns to step S5. That is, even if the detected torque is a negative value and the absolute value thereof is equal to or greater than the predetermined value T2, if the detected rotational speed does not exceed the second predetermined rotational speed N2 within the reference time ta, the engine It is determined that the engine 10 has stopped because the rotational speed has decreased.

  When the determination in step S10 is YES, the process proceeds to step S12, and the engine start determination unit 100a determines that the engine 10 has started.

  In the next step S13, it is determined whether or not the temperature detected by the engine water temperature sensor 106 is lower than a predetermined temperature Te1. When the determination in step S13 is YES, the process proceeds to step S14, while when the determination in step S13 is NO, the process proceeds to step S17.

  In step S14, the relay 115 is set to the first state, and fuel is injected by the port injection injector 17. The fuel injection amount after it is determined that the engine 10 has been started is such an amount that the combustion air-fuel ratio becomes fuel lean.

  The determination result in step S13 is normally the same as the determination result whether or not the detected temperature is lower than the predetermined temperature Te1 before this processing operation. Therefore, the determination in step S13 is YES. When the routine proceeds to step S14, the relay 115 has already been in the first state, so that the fuel injection by the port injection injector 17 can be performed immediately.

  In the next step S15, the motor generator 20 is set to the power generation state. The power generation amount at this time is smaller than the power generation amount in step S18 described later.

  In the next step S16, it is determined again whether or not the temperature detected by the engine water temperature sensor 106 is lower than the predetermined temperature Te1. When the determination in step S16 is YES, the process returns to step S15.

  When the determination in step S13 is NO or when the determination in step S16 is NO, the process proceeds to step S17, where the relay 115 is set to the second state and the two direct injection injectors 18a and 18b. Inject fuel with.

  When the determination in step S13 is NO and the process proceeds from step S13 to step S17, the relay 115 has already been in the second state, whereby the fuel is injected by the two direct injection injectors 18a and 18b. Can be done immediately.

  In the next step S18, the motor generator 20 is set in the above power generation state, and then this processing operation is terminated.

  It should be noted that once the engine water temperature becomes equal to or higher than the predetermined temperature, basically, the engine water temperature does not become lower than the predetermined temperature. In some cases, the engine water temperature may be lower than the predetermined temperature from a state of the predetermined temperature or higher. Therefore, the control unit 100 switches the state of the relay 115 in accordance with the temperature detected by the engine water temperature sensor 106 during the operation of the engine 10 even after the above processing operation is completed, and thus the two direct injection injectors 18a and 18b. And the port injection injector 17 are switched.

  Therefore, in this embodiment, when the temperature detected by the engine water temperature sensor 106 is at a temperature at which freezing does not occur at the injection port of the direct injection injector 18, fuel is injected by the two direct injection injectors 18. When the engine 10 can be operated efficiently and the detected temperature is such that icing occurs at the injection port of the direct injection injector 18, fuel is injected by the port injection injector 17 so that It is possible to prevent the amount of fuel supplied to the cylinder from becoming insufficient due to the formation of ice at the nozzle hole of the injector 18 for injection.

  Further, since the direct injection injector 18b or the port injection injector 17 is alternatively connected to the direct injection / port injection driver circuit 112 via the relay 115, a driver circuit for driving the direct injection injector 18b. And the driver circuit for driving the port injection injector 17 can be shared by the direct injection / port injection driver circuit 112, and the number of driver circuits can be reduced. As a result, the driver IC 110 provided with a driver circuit for driving all the injectors 17 and 18 can be reduced in size and the cost can be reduced.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the engine start determination unit 100a has a negative value (the detected torque) that acts on the rotating shaft of the motor generator 20 after fuel injection and ignition, and the absolute value thereof is the predetermined value T2. After the above, it is determined that the engine 10 has started when the rotational speed detected by the rotational angle sensor 104 is equal to or higher than the second predetermined rotational speed N2, but the detected torque is a negative value and When the absolute value becomes equal to or greater than the predetermined value T2, or when the detected rotational speed becomes equal to or greater than the second predetermined rotational speed N2, it may be determined that the engine 10 has started.

  In the above embodiment, the engine 10 is a rotary piston engine using hydrogen as a fuel, but may be a reciprocating engine or an engine using a fuel other than hydrogen (for example, gasoline).

  Further, in the above embodiment, the vehicle 1 is a series type hybrid vehicle. However, any type of hybrid vehicle may be used as long as it includes an engine and a traveling motor. It may be a vehicle which runs only with an engine.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention is useful for a control device for a fuel injection valve disposed in each cylinder of an engine mounted on a vehicle.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Engine 17 Port injection injector 18 Direct injection injector 18a Direct injection injector 18b connected to the direct injection driver circuit 18b Direct injection injector connected to the direct injection / port injection driver circuit 100 Control unit ( Control means)
106 Engine water temperature sensor (engine water temperature detection means)
111 Direct Injection Driver Circuit 112 Direct Injection / Port Injection Driver Circuit 115 Relay

Claims (6)

A control device for a fuel injection valve disposed in each cylinder of an engine mounted on a vehicle,
The fuel injection valve for each cylinder of the engine includes two direct injection injectors that directly inject fuel into the cylinder, and one port injection injector that injects fuel into the intake port of the engine.
Engine water temperature detecting means for detecting the temperature of the cooling water of the engine;
Control means for controlling the operation of the two direct injection injectors and the port injection injectors of each cylinder,
In each cylinder, when the engine is started , the control means injects fuel only with one of the two direct injection injectors, regardless of the temperature detected by the engine water temperature detection means. When the temperature detected by the engine water temperature detection means is equal to or higher than a predetermined temperature after completion of engine startup, fuel is injected by the two direct injection injectors, while the detected temperature is higher than the predetermined temperature. The fuel injection valve control device is configured to inject fuel with the one port injection injector when the value is lower. A control device for a fuel injection valve disposed in each cylinder of an engine mounted on a vehicle,
The fuel injection valve for each cylinder of the engine includes two direct injection injectors that directly inject fuel into the cylinder, and one port injection injector that injects fuel into the intake port of the engine.
Engine water temperature detecting means for detecting the temperature of the cooling water of the engine;
Control means for controlling the operation of the two direct injection injectors and the port injection injectors of each cylinder,
When the detected temperature by the engine water temperature detecting means is equal to or higher than a predetermined temperature in each cylinder, the control means performs fuel injection by the two direct injection injectors, while the detected temperature is lower than the predetermined temperature. When low, it is configured to inject fuel by the one port injector.
A direct injection driver circuit that is connected to one of the two direct injection injectors and is capable of controlling energization and non-energization of the one direct injection injector by the control means;
Of the two direct injection injectors, the other direct injection injector or the port injection injector is alternatively connected via a relay, and the other direct injection injector or the port injection by the control means is connected. A direct injection / port injection driver circuit capable of controlling energization and non-energization of the injector;
Further, the control means controls the operation of the relay when switching fuel injection between the two direct injection injectors and the port injection injector according to the temperature detected by the engine water temperature detection means. A control device for a fuel injection valve configured to switch connection of the other direct injection injector and the port injection injector to the direct injection / port injection driver circuit. The control apparatus for a fuel injection valve according to claim 2,
The control means switches the connection of the other direct-injection injector and the port-injection injector to the direct-injection / port-injection driver circuit by the relay. A control device for a fuel injection valve, which is configured to be executed when in an energized state. The control apparatus for a fuel injection valve according to claim 3,
When the direct injection / port injection driver circuit is in an energized state, the control means determines the injection time by the injector connected to the direct injection / port injection driver circuit. After shortening and de-energizing the direct injection / port injection driver circuit, the switching of the connection is performed, and after the switching, the shortage of injected fuel due to the reduction of the injection time is reduced. A fuel injection valve control apparatus comprising: an injector connected to a driver circuit for port injection or the one direct injection injector connected to the direct injection driver circuit. The control apparatus for a fuel injection valve according to claim 4,
When the direct injection / port injection driver circuit is in an energized state, the control means is configured to switch the connection during the specific period until a predetermined time elapses from the start of energization. A control device for a fuel injection valve, characterized in that the connection switching is not executed. In the fuel injection valve control device according to any one of claims 2 to 5,
The vehicle is a hybrid vehicle having a driving motor in addition to the engine,
The control means injects fuel by the one direct injection injector connected to the direct injection driver circuit at the time of starting the engine, and detects the detection by the engine water temperature detection means after completion of the engine start. It is configured to switch fuel injection between the two direct injection injectors and the port injection injector according to temperature,
Further, when the temperature detected by the engine water temperature detecting means is equal to or higher than the predetermined temperature when the vehicle is running by the running motor while the engine is stopped, the control means uses the relay to while the other injector while it is connected to the direct-injection / port injection driver circuit, said detection temperature, the when a predetermined temperature lower than, due the relay, the direct injection / port injector for the port injection A control device for a fuel injection valve configured to be connected to an injection driver circuit.

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