JP4229117B2 - Power output device, automobile equipped with the same, and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To protect a cylinder fuel injection valve when fuel injection from the cylinder fuel injection valve is limited, and to cope with required power for a driving shaft as much as possible, in a power output device provided with an internal combustion engine having the cylinder fuel injection valve and a fuel injection valve for a port and an electric motor. <P>SOLUTION: A hybrid automobile 20 is provided with the engine 22 having the cylinder fuel injection valve 125 and the fuel injection valve 126 for the port. In the automobile, opening and closing timing of an intake valve of the engine 22 is angle-delayed when an engine start-up condition is satisfied, and fuel is injected from the fuel injection valve 126 for the port to start the engine 22 when a temperature of an emission control device for exhaust from the engine is less than a threshold value. The fuel injection from the fuel injection valve 126 for the port is continued to warm up the emission control device by idling-operating the engine 22. A torque necessary for travel is output therein from the motor MG2 within a range of input and output limitation of a battery 50. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output device, an automobile equipped with the same, and a control method for the power output device.

2. Description of the Related Art Conventionally, a power output device has been proposed that includes an engine having an in-cylinder fuel injection valve that injects fuel into a cylinder and a port fuel injection valve that injects fuel into an intake port (for example, Patent Document 1). The device described in Patent Document 1 increases the share of the port fuel injection valve as the engine cooling water temperature is lower, and performs fuel injection with the in-cylinder fuel injection valve when the cooling water temperature is equal to or higher than a predetermined temperature.
JP 2000-8916 A

  However, in the apparatus described in Patent Document 1, for example, when the fuel injection from the in-cylinder fuel injection valve is limited and the operation of the engine is continued using the port fuel injection valve, the in-cylinder fuel injection valve Since the in-cylinder fuel injection valve itself cannot be cooled by fuel injection from the engine, the temperature of the in-cylinder fuel injection valve (the tip) increases with the temperature rise in the cylinder depending on the power (load) output from the engine. There has been a problem that the temperature is greatly increased. Further, if the power output from the engine is reduced in order to protect the in-cylinder fuel injection valve, there is a problem that the power required for traveling is not sufficiently output.

  The present invention has been made in view of such a problem, and in a power output device including an internal combustion engine having an in-cylinder fuel injection valve and a port fuel injection valve and an electric motor, the in-cylinder fuel injection valve Power output device capable of protecting the in-cylinder fuel injection valve when the fuel injection of the vehicle is restricted and responding to the required power to the drive shaft as much as possible, an automobile equipped with the power output device, and a control method for the power output device The purpose is to provide.

  The present invention adopts the following means in order to achieve the above-mentioned object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port, and capable of outputting power to the drive shaft;
State detecting means for detecting a state of a purification device for purifying the exhaust discharged from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
When a predetermined start condition is satisfied, fuel injection from the in-cylinder fuel injection valve is limited, and when the state detection means detects that the purification device is in a state where it is difficult to purify the exhaust, the purification device Fuel is injected from the port fuel injection valve until the exhaust gas can be purified, and the internal combustion engine is operated within a range not exceeding a predetermined low load range, and power based on required power is output. and that control means to control and the internal combustion engine motor,
It is equipped with.

  In this power output device, when a predetermined start condition is satisfied, fuel injection from the in-cylinder fuel injection valve is limited, and the purification device that purifies the exhaust discharged from the internal combustion engine is in a state where it is difficult to purify the exhaust. The internal combustion engine is operated within a range that does not exceed a predetermined low load range and the power based on the required power is output while the fuel is injected from the port fuel injection valve until the purifying device can purify the exhaust gas. Control the engine and the motor. In this way, by operating the internal combustion engine within a range that does not exceed the predetermined low load range, it is possible to suppress an increase in temperature of the in-cylinder fuel injection valve. Further, the required power is compensated by the electric motor for the amount that cannot be output from the internal combustion engine. Therefore, when fuel injection from the in-cylinder fuel injection valve is restricted, the in-cylinder fuel injection valve is protected and a request to the drive shaft as much as possible until the purifying device can purify the exhaust gas. It can correspond to power. Here, the “predetermined low load range” may be set, for example, to a load range of the internal combustion engine such that the temperature of the in-cylinder fuel injection valve becomes a temperature capable of protecting the in-cylinder fuel injection valve.

The power output apparatus of the present invention is provided with a closing timing changing means, capable of changing the opening and closing timing of the intake valve of the internal combustion engine, the pre-SL control means, opening and closing timing after the intake valves predetermined starting condition is established The internal combustion engine may be controlled such that the opening / closing timing changing means is controlled so as to change to a retarded angle side and fuel injection from the in-cylinder fuel injection valve is restricted. By so doing, the compression work when cranking the internal combustion engine can be reduced by changing the opening / closing timing of the intake valve to the retard side. In addition, when the purification device is in a state where it is difficult to purify the exhaust, if the opening / closing timing of the intake valve of the internal combustion engine is changed to the retard side and fuel is injected from the in-cylinder fuel injection valve, the emission may be deteriorated. However, when the opening / closing timing of the intake valve of the internal combustion engine is changed to the retarded side when the purification device is in a state where it is difficult to purify the exhaust, the fuel injection from the in-cylinder fuel injection valve is restricted and the fuel injection valve for the port Since the fuel injection is executed, it is possible to sufficiently suppress the deterioration of the emission.

In the power output apparatus of the present invention, before Symbol control means, in idle operation as a range not exceeding the predetermined low load range may control the internal combustion engine. In this way, since the temperature increase in the cylinder can be suppressed by performing the idling operation that is the lowest load in the internal combustion engine, the in-cylinder fuel injection valve can be sufficiently protected. Alternatively, pre-SL control means, as the temperature of the in-cylinder fuel injection valve as a range not exceeding the predetermined low load range to operate the engine in a low output state to be within a predetermined allowable temperature range The internal combustion engine may be controlled such that a part of the required power is output from the internal combustion engine. By doing so, power is output from the internal combustion engine within a range in which the in-cylinder fuel injection valve can be protected, so that power satisfying the required power can be output. Alternatively, pre-SL control means, when the storage amount of the storage means is within a predetermined range controls the internal combustion engine in idling operation as a range not exceeding the predetermined low load range, the charged amount of the electric storage means When the internal combustion engine is operated in a low output state where the temperature of the in-cylinder fuel injection valve is within a predetermined allowable temperature range as a range that does not exceed the predetermined low load range when it is below a predetermined range, the request is made The internal combustion engine may be controlled so that a part of the power is output from the internal combustion engine. In this way, when the electric power based on the required power can be output from the power storage means, the internal combustion engine is idled to suppress the temperature rise in the cylinder, and the output of the electric power based on all the required power from the power storage means is suppressed. When this is done, power is output from the internal combustion engine within a range in which the in-cylinder fuel injection valve can be protected, so that the in-cylinder fuel injection valve can be sufficiently protected and power that satisfies the required power can be output.

  In the power output device of the present invention, the state detection means detects that the purification device is in a state capable of purifying the exhaust when the temperature of the purification device is within a predetermined range, and the temperature of the purification device is predetermined. When it is below the range, it may be a means for detecting that the purification device is in a state where it is difficult to purify the exhaust gas. In this way, the state of the purification device can be detected relatively easily using the temperature of the exhaust purification device.

  The power output apparatus of the present invention is connected to the output shaft of the internal combustion engine and the drive shaft, and outputs at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. Electric power drive input / output means may be provided. At this time, the power driving input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power input / output to / from any two of the three shafts. It is good also as a means provided with the 3-axis type power input / output means by which the power input / output to the remaining one shaft is determined, and the generator capable of inputting / outputting power to the third rotating shaft. .

  An automobile according to the present invention includes any one of the power output devices described above, and an axle is connected to the drive shaft. When the fuel injection from the in-cylinder fuel injection valve is restricted as described above, the power output device protects the in-cylinder fuel injection valve until the purification device is in a state where the exhaust gas can be purified. At the same time, since the power required for the drive shaft can be accommodated as much as possible, the same effect can be obtained for a vehicle equipped with this.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port, and capable of outputting power to the drive shaft, and discharged from the internal combustion engine A state detecting means for detecting a state of a purifying device for purifying exhaust; an electric motor capable of outputting power to the drive shaft; and a power storage means capable of exchanging electric power with the motor; and outputting power to the drive shaft. A method for controlling a power output device,
When a predetermined start condition is satisfied, fuel injection from the in-cylinder fuel injection valve is limited, and when the state detection means detects that the purification device is in a state where it is difficult to purify the exhaust, the purification device Fuel is injected from the port fuel injection valve until the exhaust gas can be purified, and the internal combustion engine is operated within a range not exceeding a predetermined low load range, and power based on required power is output. It includes controlling an internal combustion engine and the electric motor.

  In this power output device control method, the fuel injection from the in-cylinder fuel injection valve is limited after a predetermined start condition is satisfied, and the purification device that purifies the exhaust discharged from the internal combustion engine is difficult to purify the exhaust. In this case, fuel is injected from the port fuel injection valve until the purifying device can purify the exhaust gas, and the internal combustion engine is operated within a range not exceeding the predetermined low load range and power based on the requested power is output. And controlling the internal combustion engine and the electric motor. In this way, by operating the internal combustion engine within a range that does not exceed the predetermined low load range, it is possible to suppress an increase in temperature of the in-cylinder fuel injection valve. Further, the required power is compensated by the electric motor for the amount that cannot be output from the internal combustion engine. Therefore, when fuel injection from the in-cylinder fuel injection valve is restricted, the in-cylinder fuel injection valve is protected and a request to the drive shaft as much as possible until the purifying device can purify the exhaust gas. It can correspond to power. In this method for controlling the power output apparatus, various aspects of the power output apparatus described above may be adopted, and steps for realizing each function of the power output apparatus described above may be added. .

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine system as an embodiment of the present invention. In the hybrid vehicle 20 of the embodiment, as shown in the figure, a carrier 34 for connecting a plurality of pinion gears 33 via a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22 and a gear mechanism 37. And a power distribution integration mechanism 30 to which a ring gear shaft 32a in which a ring gear 32 is connected to drive wheels 39a and 39b via a differential gear 38 is connected, and a motor capable of generating electricity connected to a sun gear 31 of the power distribution integration mechanism 30 MG1, motor MG2 connected to ring gear 32 of power distribution and integration mechanism 30 via ring gear shaft 32a and reduction gear 35, and hybrid electronic control unit 70 for controlling the entire power output device.

  As shown in FIG. 2, the engine 22 includes an in-cylinder fuel injection valve 125 (indicated as 125a to 125d in FIG. 1) for directly injecting hydrocarbon-based fuel such as gasoline or light oil into the cylinder, an intake port The internal combustion engine is provided with a port fuel injection valve 126 (indicated as 126a to 126d in FIG. 1) for injecting fuel into 127. The engine 22 is provided with these two types of fuel injection valves 125 and 126, so that air purified by the air cleaner 122 is sucked through the throttle valve 124 and gasoline is injected from the port fuel injection valve 126. The mixed air and gasoline are mixed, and the mixture is sucked into the combustion chamber via the intake valve 128, and explosively burned by the electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is applied to the crankshaft. In the same manner as in the port injection drive mode in which the rotary motion is converted to 26, air is sucked into the combustion chamber and fuel is injected from the in-cylinder fuel injection valve 125 after the intake stroke or the compression stroke is reached. The crankshaft 26 is exploded and burned by sparks. In-cylinder injection drive mode for obtaining a rolling motion, and fuel is injected from the port fuel injection valve 126 when air is sucked into the combustion chamber, and fuel is injected from the in-cylinder fuel injection valve 125 in the intake stroke and compression stroke. Operation control is performed in any one of the common injection drive mode for obtaining the rotational motion of the shaft 26. These drive modes are switched based on the operation state of the engine 22, the operation state required for the engine 22, and the like. The exhaust discharged from the exhaust valve 129 of the engine 22 passes through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx). Exhausted to the outside.

  As shown in FIGS. 1 and 2, the fuel from the fuel tank 60 is supplied to the port fuel injection valves 126 a to 126 d by the fuel pump 62. Electric power from the battery 50 is supplied to the electric motor 62 a as an actuator of the fuel pump 62 via the DC / DC converter 56. Fuel supplied from the fuel tank 60 by the fuel pump 62 and pressurized by the high-pressure pump 64 is supplied from the delivery pipe 66 to the in-cylinder fuel injection valves 125a to 125d. The high-pressure pump 64 is a pump that further pressurizes (for example, several MPa to several tens of MPa) the fuel supplied from the fuel pump 62 using the rotation of the cam shaft 27 in the delivery pipe 66. The high-pressure pump 64 is provided with an electromagnetic valve 64a that opens and closes when the fuel is pressurized on the side to which the fuel is supplied. The high-pressure pump 64 prevents the backflow of the fuel on the discharge side and the fuel pressure (fuel pressure) in the delivery pipe 66. ) Is attached. The high-pressure pump 64 opens the electromagnetic valve 64 a and guides the fuel sent from the fuel pump 62 to the inside of the high-pressure pump 64, and then closes the electromagnetic valve 64 a and pumps it by a plunger (not shown) that operates along with the rotation of the cam shaft 27. The fuel compressed inside is intermittently fed into the delivery pipe 66 through the check valve 65 to pressurize the fuel in the delivery pipe 66. Thus, the high-pressure pump 64 can pressurize the fuel with the delivery pipe 66 when the opening / closing control of the electromagnetic valve 64a is executed. The delivery pipe 66 is provided with a relief pipe 68 that returns the fuel to the fuel tank 60 via an electromagnetic relief valve 67 that prevents the fuel pressure from becoming excessive, and a fuel pressure sensor 69 that detects the fuel pressure.

The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 and the like are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve 129, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the load on the engine 22 The intake air amount from the vacuum sensor 148 that detects the intake air amount of the fuel, the fuel pressure Pf from the fuel pressure sensor 69 attached to the delivery pipe 66 that supplies fuel to the in-cylinder fuel injection valves 125a to 125d, and the purification device 1 Such purification device temperature sensor 135 for detecting the purification device temperature C of 4 is inputted via an input port. Further, various signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 integrates a drive signal to the cylinder fuel injection valves 125a to 125d and the port fuel injection valves 126a to 126d, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, the drive signal to the electric motor 62a of the fuel pump 62, the control signal to the electromagnetic valve 64a, etc. It is output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs a signal related to the operation state of the engine 22 as necessary. . The engine ECU24 corresponds to control means, purifier temperature sensor 135 corresponds to the state detection means.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as electric motors, and are connected to a battery 50 connected by a power line 54 via inverters 41 and 42. Exchange power. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the battery temperature sensor 51 attached to the battery 50, and the like are input. Output to the electronic control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. Incidentally, the hybrid electronic control unit 70 corresponds to control means.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, first, the operation of the drive control routine as the operation of the entire system of the hybrid vehicle 20 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is stored in the ROM 74 and is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the rotational speed Ne of the engine 22, the input / output limits Win and Wout of the battery 50, the warm-up execution flag Fc, and the engine operating flag Fe is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 140 attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the battery temperature sensor 51 and the remaining capacity (SOC) of the battery 50 by communication from the battery ECU 52. It was supposed to be entered. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient is set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. The warm-up execution flag Fc has an initial value of 0, and is a flag that is set to a value of 1 when the purification device 134 is warmed up in a startup warm-up control routine of the engine 22 described later. The input was made by communication. The engine operating flag Fe has an initial value of 0, and is a flag that is set to a value of 1 when the engine 22 is completely detonated and started in a startup warm-up control routine of the engine 22 described later. It was supposed to be input via communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the travel request power Pr * to be output to the ring gear shaft 32a is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. The required travel power Pr * is obtained by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Next, the value of the warm-up execution flag Fc is checked (step S120). When the warm-up execution flag Fc is 0, the value of the engine operating flag Fe is checked (step S130), and the engine operating flag Fe is set to a value. When it is 1, that is, when the engine 22 is in operation, it is determined whether or not a stop condition for the engine 22 is satisfied (step S140). The stop condition of the engine 22 is satisfied when the remaining capacity SOC of the battery 50 is equal to or greater than a predetermined amount and the vehicle speed V is less than a predetermined vehicle speed, or when the travel request power Pr * is less than a predetermined value. When the stop condition of the engine 22 is not satisfied, the engine required power Pe * is calculated by the equation (1) as the sum of the travel required power Pr *, the charge / discharge required power Pb * required by the battery 50, and the loss Loss. Then, the target engine speed Ne * and the target torque Te * are set from the intersection of the operation line for efficiently operating the engine 22 and the curve of the engine required power Pe * (Ne * × Te *) (step S150). Next, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the set target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, a torque command Tm1 * for the motor MG1 is calculated by Equation (3) (step S160). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Pe * = Tr * ・ Nm2 / Gr + Pb * + Loss… (1)
Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ)… (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt… (3)

  Subsequently, the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 (step S170), and a motor torque command Tm2 * to be output from the motor MG2 is set (step S250). Here, the motor torque command Tm2 * is obtained by multiplying the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotation speed Nm1 of the motor MG1 (power generation). The torque limits Tmin and Tmax as the lower and upper limits of the torque that may be output from the motor MG2 by dividing the deviation from the electric power) by the rotational speed Nm2 of the motor MG2 are calculated by the following equations (4) and (5): At the same time, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, and the calculated torque limit is calculated. The temporary motor torque Tm2tmp is set as a value limited by Tmin and Tmax. Then, torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S260), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * transmitted in step S170 causes the engine 22 to operate at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Control such as fuel injection control and ignition control at 22 is performed. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)

  On the other hand, when the engine operating flag Fe is 0 in step S130, that is, when the engine 22 is stopped, it is determined whether or not the start condition of the engine 22 is satisfied (step S180). The starting condition of the engine 22 is satisfied when the remaining capacity SOC of the battery 50 is less than a predetermined amount (for example, less than 50% or less than 40%) or when the travel request power Pr * is greater than or equal to a predetermined value. When the engine 22 start condition is not satisfied, or when the engine 22 stop condition is satisfied in step S140, the engine target speed Ne * is set to 0 and the target torque Te * is set to 0. The engine is stopped (step S190), the torque command Tm1 * of the motor MG1 is set to 0 (step S200), and the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 ( In step S170, the motor torque command Tm2 * to be output from the motor MG2 is set by limiting the input / output limits Win and Wout of the battery 50 in the same manner as described above (step S250). Then, torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S260), and the drive control routine is terminated. Thus, in the state where the engine 22 is stopped, the power based on the travel request power Pr * is output from the motor MG2.

  If the engine 22 start condition is satisfied in step S180, the cranking torque Tm1c is set in the torque command Tm1 * of the motor MG1 (step S210). In this embodiment, the cranking torque Tm1c is set based on the engine speed Ne input in step S100 so that the engine speed Ne exceeds the predetermined start speed Neref. Subsequently, an engine start command is transmitted to the engine ECU 24 (step S220). The engine ECU 24 that has received this command executes a start warm-up control routine shown in FIG. 4, which will be described later in detail. Subsequently, the motor torque command Tm2 * to be output from the motor MG2 is limited and set by the input / output limits Win and Wout of the battery 50 in the same manner as described above (step S240). Then, torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. Thus, when the engine 22 is started, the engine 22 is cranked by the motor MG1, and the power based on the travel request power Pr * is output from the motor MG2.

  When the warm-up execution flag Fc is 1 in step S120, that is, when the engine 22 is in operation and the purifier 134 is warmed up, the engine target rotational speed Ne * is set to the idle rotational speed Neid (for example, 600 rpm or 1000 rpm) and the target torque Te * is set to 0, that is, the engine 22 is set to idle (step S230), and the torque command Tm1 * of the motor MG1 is set to 0 (step S240). Then, the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 (step S170), and the motor torque command Tm2 * to be output from the motor MG2 is set in the input / output limits Win and Wout of the battery 50 in the same manner as described above. Restrict and set (step S250). Then, torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S260), and the drive control routine is terminated. Thus, during the warm-up of the purifier 134, the torque of the motor MG1 is set to a value of 0 and the purifier 134 is warmed up without outputting torque from the engine 22, while the engine of the travel request power Pr * The amount that cannot be output from the motor 22 is covered by the motor MG2. The drive control routine executed by the hybrid electronic control unit 70 has been described above.

  Next, an operation when starting the engine 22 will be described. FIG. 4 is a flowchart illustrating an example of a start warm-up control routine that is executed by the engine ECU 24 when the engine ECU 24 receives the engine start command transmitted in step S220 of the drive control routine. This routine is stored in a ROM (not shown) of the engine ECU 24. When the start warm-up control routine is executed, the engine ECU 24 first drives the fuel pump 62 and performs opening / closing control of the electromagnetic valve 64a (step S300). At this time, since the crankshaft 26 is cranked by the motor MG1 with the cranking torque Tm1c set in step S210 of the drive control routine, the high-pressure pump 64 is driven via the cam shaft 27 interlocked with the crankshaft 26. . In this manner, the fuel from the fuel tank 60 is supplied to the port fuel injection valve 126 and the in-cylinder fuel injection valve 125 and the fuel pressure Pf in the delivery pipe 66 is increased. Next, the variable valve timing mechanism 150 is driven by the variable valve timing mechanism 150 so that the opening / closing timing VVT of the intake valve 128 is retarded to a preset start timing VVTst (step S310), and the throttle valve 124 is opened. The throttle motor 136 is driven so that the degree of opening (throttle opening) TH is reduced to a predetermined opening TH1 to some extent (step S320). In this way, in order to retard the opening / closing timing VVT of the intake valve 128 to the start timing VVTst or to narrow the throttle opening TH to the predetermined opening TH1, the pressure in the cylinder during the compression stroke by the cranking of the engine 22 is reduced. The energy consumed during cranking can be reduced by reducing the rise.

  Next, the current engine speed Ne is input (step S330), and it is determined whether fuel injection is possible based on whether the engine speed Ne has exceeded a predetermined start speed Neref (step S340). If it is determined that fuel injection is not possible, the engine speed Ne is input in step S330, and the process waits until the engine speed Ne exceeds a predetermined start speed Neref. On the other hand, when it is determined that the engine speed Ne exceeds the predetermined start speed Neref and combustion injection is possible, the purifier temperature C of the purifier 134 is input (step S350), and the purifier temperature C is predetermined. It is determined whether or not the threshold value Cref is greater than (step S360). This threshold value Cref is set to a lower limit value of a temperature range in which the purifying device 134 can sufficiently purify the exhaust gas. When the purifier temperature C is equal to or higher than the threshold Cref, it is assumed that the purifier 134 can sufficiently purify the exhaust gas and that the purifier 134 does not need to be warmed up, and fuel is injected from the in-cylinder fuel injection valve 125. (Step S370), it is determined whether or not the engine 22 has completely exploded by igniting the injected fuel (Step S380). When the engine 22 is not completely exploded, fuel is injected from the in-cylinder fuel injection valve 125 in step S370 to ignite the injected fuel. When the engine 22 is completely exploded, the variable valve timing mechanism 150 uses the intake valve 128. The variable valve timing mechanism 150 is driven so that the opening / closing timing VVT is advanced, and the engine operating flag Fe is set to 1 (step S390), and this routine is terminated. The advance angle of the opening / closing timing VVT is gradually performed according to the operating state of the engine 22. Thereafter, the engine ECU 24 controls the engine 22 while switching to the in-cylinder injection drive mode, the port injection drive mode, the common injection drive mode, or the like based on the operation state of the engine 22, the operation state required for the engine 22, or the like.

  On the other hand, when the purifying device temperature C is not equal to or higher than the threshold value Cref in step S360, it is considered that the purifying device 134 is in a state where it is difficult to purify the exhaust gas, and the purifying device 134 needs to be warmed up. Injection is performed (step S400). Here, when the purifying device 134 is in a state where it is difficult to purify the exhaust, the fuel injection from the port fuel injection valve 126, that is, the fuel injection from the in-cylinder fuel injection valve 125 is limited is the variable valve timing. This is because when the opening / closing timing of the intake valve 128 is changed to the retard side by the mechanism 150, if fuel is injected from the in-cylinder fuel injection valve 125 and burned, the emission may be deteriorated. Next, after performing fuel injection from the port fuel injection valve 126, it is determined whether or not the engine 22 has been completely ignited by igniting the injected fuel (step S410). When the engine 22 has not completely exploded, fuel is injected from the port fuel injection valve 126 in step S400 to ignite the injected fuel. When the engine 22 has completed explosion, the variable valve timing mechanism 150 causes the intake valve 128 to The variable valve timing mechanism 150 is driven so that the opening / closing timing VVT is advanced, the value 1 is set to the warm-up execution flag Fc, and the value 1 is set to the engine operating flag Fe (step S420). The advance angle of the opening / closing timing VVT by the variable valve timing mechanism 150 is gradually performed according to the operating state of the engine 22.

  Then, the warm-up process of the purification apparatus 134 of step S430-S490 is performed. This warm-up process is performed after the complete explosion of the engine 22, that is, after the engine 22 is started, by advancing the opening / closing timing of the intake valve 128 until the purifier 134 can sufficiently purify the exhaust gas. In this process, fuel is injected from the valve 126 and the engine 22 is controlled to operate in a low load state. Specifically, the engine target speed Ne * set in step S230 of the drive control routine is input from the hybrid electronic control unit 70 by communication and the current engine speed Ne is input (step S430). Here, the engine target speed Ne * is set to the above-mentioned idle speed Neidl. Next, the throttle opening TH is set using the equation (7) so that the engine speed Ne becomes the target speed Ne * (step S440). Expression (7) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (7), “kth1” in the second term on the right side is a gain of the proportional term. “Kth2” in the third term on the right side is the gain of the integral term.

  TH = previous TH + kth1 (Ne * -Ne) + kth2∫ (Ne * -Ne) dt… (7)

  When the throttle opening TH is set, fuel is injected from the port fuel injection valve 126, the injected fuel is ignited (step S450), the purifier temperature C of the purifier 134 is input (step S460), and the purifier It is determined whether or not the temperature C is equal to or higher than the threshold value Cref (step S470). When the purifier temperature C is lower than the threshold value Cref, it is assumed that the warming-up of the purifier 134 has not been completed, and the processes of steps S430 to S470 are executed. During this process, the purification device 134 is warmed up by the heat of the exhaust from the engine 22 that is idling. When the purifier temperature C is equal to or higher than the threshold value Cref in step S470, the purifier 134 can sufficiently purify the exhaust gas, and the warm-up execution flag Fc is set to the value 0, assuming that the purifier 134 has finished warming up. (Step S480), and this routine ends. Thereafter, the engine ECU 24 controls the engine 22 while switching to the in-cylinder injection drive mode, the port injection drive mode, the common injection drive mode, or the like based on the operation state of the engine 22, the operation state required for the engine 22, or the like.

  Here, a series of movements of the hybrid vehicle 20 when the warm-up process is executed will be described. First, when the engine start condition is satisfied, the hybrid electronic control unit 70 sets the cranking torque Tm1c and cranks the engine 22 by the motor MG1. At this time, the engine ECU 24 retards the opening / closing timing VVT of the intake valve 128 and sets the opening TH of the throttle valve 124 to a predetermined opening TH1 to some extent, and the purifier temperature C of the purifier 134 is less than the threshold Cref. Sometimes, the warm-up execution flag Fc is set to 1, fuel is injected from the port fuel injection valve 126, and the engine 22 is started. When the engine 22 is started, the hybrid electronic control unit 70 sets the target engine speed Ne * to the idle speed Neidl, sets the torque command Tm1 * of the motor MG1 to a value 0, that is, outputs torque from the engine 22. Instead, the torque required for traveling is output from the motor MG2 within the range of the input / output limits Win and Wout of the battery 50. At this time, the engine ECU 24 sets the opening TH of the throttle valve 124 at which the rotational speed Ne of the engine 22 becomes the idle rotational speed Neidl, and performs the idling operation of the engine 22. Here, the engine ECU 24 starts the advance angle of the opening / closing timing VVT of the intake valve 128 after the engine 22 is started. The advance angle of the opening / closing timing VVT is gradually performed according to the operating state of the engine 22. After the engine 22 is started, fuel injection from the port fuel injection valve 126 is continued. When the purifier temperature C of the purifier 134 becomes equal to or higher than the threshold value Cref, the hybrid electronic control unit 70 causes the engine 22 and the motor MG2 to efficiently output torque satisfying the required torque Tr * from the engine 22 and the motor MG2. MG1 and motor MG2 are controlled. At this time, the engine ECU 24 controls the engine 22 while switching to the in-cylinder injection drive mode, the port injection drive mode, the common injection drive mode, or the like. As described above, when the engine 22 is started, the variable valve timing mechanism 150 sets the open / close timing VVT to the retarded angle side, thereby reducing the compression work of the engine 22 and facilitating cranking by the motor MG1, and for the port. By performing fuel injection from the fuel injection valve 126, deterioration of emissions is suppressed. Further, from the start of the engine 22 to the end of the warming-up of the purification device 134, even if there is a sudden acceleration request from the driver, the engine 22 does not output power and the port fuel injection valve 126 The fuel injection is continued to suppress the deterioration of the emission, and the warming-up of the purification device 134 is prioritized, and the power that satisfies the travel request power Pr * is output from the motor MG2 as much as possible within the range of power that can be supplied from the battery 50. To do.

  According to the hybrid vehicle 20 of the embodiment described above, the fuel injection from the in-cylinder fuel injection valve 125 is restricted after the start condition is satisfied, and the purification device 134 that purifies the exhaust discharged from the engine 22 removes the exhaust. When it is difficult to purify, fuel is injected from the port fuel injection valve 126 until the purifier 134 can purify the exhaust gas, and the engine 22 is operated in idle operation as a predetermined low load range and the required power. The engine 22 and the motor MG2 are controlled so that power based on Pr * is output. As described above, the engine 22 is operated in the idle operation so that the temperature increase of the in-cylinder fuel injection valve 125 can be suppressed, and the motor MG2 compensates the portion of the required torque Tr * that cannot be output from the engine 22. . Therefore, when fuel injection from the in-cylinder fuel injection valve 125 is restricted, the in-cylinder fuel injection valve 125 is protected and the drive shaft as much as possible until the purifying device 134 can purify the exhaust gas. It is possible to meet the demand for power. In addition, since the temperature increase in the cylinder can be suppressed by performing the idle operation with the lowest load in the engine 22, the in-cylinder fuel injection valve 125 can be sufficiently protected.

  In addition, after the start condition is satisfied, the opening / closing timing VVT of the intake valve 128 is changed to the retard side, and the engine 22 is controlled so that fuel injection from the in-cylinder fuel injection valve 125 is restricted. By changing the timing to the retard side, the compression work when the engine 22 is cranked can be reduced. Further, when the purifying device 134 is in a state where it is difficult to purify the exhaust, if the opening / closing timing of the intake valve of the engine 22 is changed to the retarded side and fuel is injected from the in-cylinder fuel injection valve 125, the emission is deteriorated. However, when the opening / closing timing of the intake valve of the engine 22 is changed to the retard side when the purifying device 134 is in a state where it is difficult to purify the exhaust, the fuel injection from the in-cylinder fuel injection valve 125 is restricted and the port Since the fuel injection is performed from the fuel injection valve 126, the deterioration of the emission can be sufficiently suppressed. Further, when the purifier temperature C of the purifier 134 is in a range equal to or higher than the threshold Cref, it is detected that the purifier 134 is in a state capable of purifying the exhaust, and when the purifier temperature C is lower than the threshold Cref, the purifier is purified. Since the device 134 detects that it is difficult to purify the exhaust gas, the state of the purification device 134 can be detected relatively easily using the temperature of the purification device 134.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, the value 0 is set in the torque command Tm1 * of the motor MG1 in step S240 of the drive control routine, and the purification device 134 is warmed up without outputting torque from the engine 22. However, the predetermined allowable torque command value Tm1prm is set in the torque command Tm1 * of the motor MG1, and the temperature of the in-cylinder fuel injection valve 125 is within a predetermined allowable temperature range that can sufficiently protect the in-cylinder fuel injection valve 125. The purifying device 134 may be warmed up by operating the engine 22 in a low output state to output a part of the travel request power Pr * from the engine 22. By so doing, power is output from the engine 22 within a range in which the in-cylinder fuel injection valve 125 can be protected, so that power that satisfies the required travel power Pr * can be output.

  Alternatively, in the above-described embodiment, the value 0 is set in the torque command Tm1 * of the motor MG1 in step S240 of the drive control routine, and the purification device 134 is warmed up without outputting torque from the engine 22. However, before step S240 of the drive control routine, it is determined whether or not the remaining capacity SOC of the battery 50 is within a predetermined range. When the remaining capacity SOC of the battery 50 is within the predetermined range, the torque command Tm1 of the motor MG1 is determined. * Is set to a value of 0 to control the engine 22 during idle operation. On the other hand, when the remaining capacity SOC of the battery 50 is below a predetermined range, a predetermined allowable torque command value Tm1prm is set to the torque command Tm1 * of the motor MG1. By operating the engine 22 in a low output state where the temperature of the in-cylinder fuel injection valve 125 falls within a predetermined allowable temperature range Some rows power demand Pr * may control the engine 22 to be output from the engine 22. The predetermined range of the remaining capacity SOC is set to a range (for example, 35% or more, 25% or more, etc.) in which the travel request power Pr * can be output without the output of power from the engine 22, for example. In this way, when the electric power based on the travel required power Pr * can be output from the battery 50, the engine 22 is idled to suppress the temperature rise in the cylinder, and the electric power based on all the power of the travel required power Pr * is supplied to the battery 50. In order to output power from the engine 22 within a range in which the in-cylinder fuel injection valve 125 can be protected, the in-cylinder fuel injection valve 125 is sufficiently protected and the travel request power Pr * is More satisfying power can be output.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. As illustrated in the hybrid vehicle 120, the power of the motor MG2 is connected to an axle (wheels 39c and 39d in FIG. 5) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 39a and 39b are connected). Drive that outputs power to the inner rotor 232 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22, as illustrated in the hybrid vehicle 220 of the modified example of FIG. An outer rotor 234 connected to the shaft, and transmits a part of the power of the engine 22 to the drive shaft. It may be or shall The pair-rotor motor 230 that converts the remaining power to electric power. Thus, a hybrid vehicle having any configuration may be used as long as it is a hybrid vehicle equipped with the engine 22 having the in-cylinder fuel injection valve 125 and the port fuel injection valve 126. Further, the engine 22 having such an in-cylinder fuel injection valve 125 and the port fuel injection valve 126 and a prime mover such as a motor may be mounted on a vehicle such as a train other than an automobile, or a moving body such as a ship or an aircraft. Good. Further, the power output device may be in the form of a power output device or a control method of the power output device.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the start warm-up control routine performed by engine ECU24 of the hybrid vehicle 20 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 27 camshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection Sensor, 50 Battery, 51 Battery temperature sensor, 52 Electronic control unit (battery ECU) for battery, 54 Power line, 60 Fuel tank, 62 Fuel pump, 62a Electric motor, 64 High-pressure fuel pump, 64a Electromagnetic valve , 65 Check valve, 66 Delivery pipe, 67 Relief valve, 68 Relief pipe, 69 Fuel pressure sensor, 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 In-cylinder fuel injection valve, 126 port fuel injection valve, 127 Intake port, 128 Intake valve, 129 Exhaust valve, 130 Spark plug, 132 Piston, 134 Purification device, 135 Purification device temperature sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 1 4 cam position sensor, 146 a throttle valve position sensor, 148 vacuum sensor, 150 a variable valve timing mechanism, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine having an in-cylinder fuel injection valve for injecting fuel into the cylinder and a port fuel injection valve for injecting fuel into the intake port, and capable of outputting power to the drive shaft;
State detecting means for detecting a state of a purification device for purifying the exhaust discharged from the internal combustion engine;
An electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
When a predetermined start condition is satisfied, fuel injection from the in-cylinder fuel injection valve is limited, and when the state detection means detects that the purification device is in a state where it is difficult to purify the exhaust, the purification device Fuel is injected from the port fuel injection valve until the exhaust gas can be purified, and the internal combustion engine is operated within a range not exceeding a predetermined low load range, and power based on required power is output. Control means for controlling the internal combustion engine and the electric motor;
Power output device with The power output device according to claim 1,
Opening and closing timing changing means capable of changing the opening and closing timing of the intake valve of the internal combustion engine,
The control means controls the opening / closing timing changing means so as to change the opening / closing timing of the intake valve to the retard side after a predetermined starting condition is satisfied, and fuel injection from the in-cylinder fuel injection valve is restricted. Controlling the internal combustion engine to
Power output device. The control means controls the internal combustion engine in idle operation as a range not exceeding the predetermined low load range;
The power output apparatus according to claim 1 or 2. The control means operates the internal combustion engine in a low output state where the temperature of the in-cylinder fuel injection valve is within a predetermined allowable temperature range as a range that does not exceed the predetermined low load range. Controlling the internal combustion engine such that a portion is output from the internal combustion engine;
The power output apparatus according to claim 1 or 2. The control means controls the internal combustion engine in idle operation as a range that does not exceed the predetermined low load range when the storage amount of the storage means is within a predetermined range, and the storage amount of the storage means falls below a predetermined range. When the internal combustion engine is operated in a low output state where the temperature of the in-cylinder fuel injection valve is within a predetermined allowable temperature range as a range that does not exceed the predetermined low load range, a part of the required power Controlling the internal combustion engine so that is output from the internal combustion engine,
The power output apparatus according to claim 1 or 2. The state detection means detects that the purification device is in a state capable of purifying the exhaust when the temperature of the purification device is within a predetermined range, and the state detection means when the temperature of the purification device is below the predetermined range Means for detecting that the purification device is in a state where it is difficult to purify the exhaust;
The power output apparatus in any one of Claims 1-5. The power output device according to any one of claims 1 to 6,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of power and power;
Power output device with The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. Then, a means comprising a three-axis power input / output means for determining the power input / output to and from the remaining one shaft, and a generator capable of inputting / outputting power to the third rotating shaft,
The power output apparatus according to claim 7.   An automobile in which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft.

Images