Engine equipment

Abstract

To execute start preparation processing at more appropriate timing.SOLUTION: In an engine device including an engine having a cylinder injection valve and an ignition plug, a motor and a clutch connected to the engine and the motor, in the case where first start control for controlling the engine, the motor and the clutch so as to half-engage the clutch, crank the engine with the motor, start fuel injection and ignition and then engage the clutch is executed along with a start request of the engine, when the half-engagement of the clutch is started, start preparation processing that includes resetting fuel injection frequency and ignition frequency is executed.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an engine device, and more particularly to an engine device including an engine, a motor, and a clutch connected to the engine and the motor. [Background technology]

[0002] Conventionally, as this type of engine device, one that is mounted on a hybrid vehicle that includes an engine, a motor, a clutch connected to the engine and the motor, a starter for cranking the engine, and a transmission connected to the motor and driving wheels has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when starting the engine while the vehicle is stopped, the clutch is engaged and the engine is cranked by the motor, and when starting the engine while the vehicle is moving, the engine is cranked by the starter. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-118544 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a hybrid vehicle in which the engine can be cranked by the motor with the clutch half-engaged, there are several possible methods for controlling the engine start, such as the timing of starting fuel injection and ignition, etc. Therefore, the timing of starting preparation processing, such as resetting the number of fuel injections and the number of ignitions, is an issue.

[0005] A main object of the engine apparatus of the present invention is to execute the start preparation process at a more appropriate timing. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the engine device of the present invention employs the following means.

[0007] The engine device of the present invention comprises: An engine device including an engine having an in-cylinder injection valve and an ignition plug, a motor, a clutch connected to the engine and the motor, and a control device that controls the engine, the motor, and the clutch, When the control device executes a first start control for controlling the engine, the motor, and the clutch so as to half-engage the clutch in response to a request to start the engine, crank the engine by the motor, start fuel injection and ignition, and then engage the clutch, the control device executes a start preparation process including resetting the number of fuel injections and the number of ignitions when half-engagement of the clutch is started. The gist of the present invention is as follows.

[0008] In the engine device of the present invention, when a first start control is executed in which the engine, motor, and clutch are controlled so that the engine is cranked by the motor with the clutch partially engaged in response to a request to start the engine, fuel injection and ignition are started, and then the clutch is engaged, a start preparation process is executed that includes resetting the number of fuel injections and the number of ignitions when the clutch is partially engaged. This makes it possible to execute the start preparation process at a more appropriate timing when the first start control is executed.

[0009] In the engine system of the present invention, the control device may prohibit the fuel injection and the ignition until the start preparation process is completed when executing the first start control, thereby making it possible to avoid unnecessary fuel injection and ignition before the clutch is partially engaged.

[0010] In the engine device of the present invention, when executing second start control in response to the start request, which controls the engine and the clutch so as to start fuel injection and ignition without half-engaging the clutch and then engage the clutch, the control device may execute the start preparation process when the start request begins. This makes it possible to execute the start preparation process at a more appropriate timing when executing the second start control. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an engine device as an embodiment of the present invention. [Diagram 2] 1 is a diagram showing an outline of the configuration of an engine 22 mounted on a hybrid vehicle 20. FIG. [Diagram 3] 4 is a flowchart showing an example of a start preparation processing routine executed by an engine ECU 24. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0013] Fig. 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 equipped with an engine device according to an embodiment of the present invention. Fig. 2 is a schematic diagram showing the configuration of an engine 22 equipped in the hybrid vehicle 20. As shown in Fig. 1, the hybrid vehicle 20 of the embodiment includes the engine 22, a motor 30, an inverter 32, a clutch K0, an automatic transmission 40, a high-voltage battery 60, a low-voltage battery 62, a DC / DC converter 64, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0014] The engine 22 is configured as a six-cylinder internal combustion engine that uses fuel such as gasoline or diesel to output power through four strokes: intake, compression, expansion (explosive combustion), and exhaust. As shown in FIG. 2, the engine 22 has a port injection valve 126 that injects fuel into an intake port, and an in-cylinder injection valve 127 that injects fuel into a cylinder. The engine 22 can be operated in any one of a port injection mode, an in-cylinder injection mode, and a common injection mode by having the port injection valve 126 and the in-cylinder injection valve 127. In the port injection mode, air purified by the air cleaner 122 is sucked into the intake pipe 123 and passes through the throttle valve 124 and the surge tank 125, and fuel is injected from the port injection valve 126 downstream of the surge tank 125 of the intake pipe 123, and the air and fuel are mixed. This mixture is then drawn into the combustion chamber 129 via the intake valve 128, where it is explosively combusted by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132, which is pushed down in the cylinder bore by the energy of the mixture, is converted into the rotational motion of the crankshaft 23. In the in-cylinder injection mode, air is drawn into the combustion chamber 129 in the same manner as in the port injection mode, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. In the shared injection mode, fuel is injected from the port injection valve 126 when air is drawn into the combustion chamber 129, and fuel is injected from the in-cylinder injection valve 127 during the intake stroke and compression stroke, and is explosively combusted by an electric spark from the spark plug 130, to obtain the rotational motion of the crankshaft 23. These injection modes are switched based on the operating state of the engine 22. Exhaust discharged from the combustion chamber 129 to an exhaust pipe 134 via an exhaust valve 133 is discharged into the outside air via a purification device 135 and a PM filter 136. The purification device 135 has a purification catalyst (three-way catalyst) 135a that purifies harmful components in the exhaust such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The PM filter 136 is formed as a porous filter from ceramics, stainless steel, or the like, and collects particulate matter (PM) such as soot in the exhaust.In place of the PM filter 136, a four-way catalyst that combines the purification function of a three-way catalyst with the function of trapping particulate matter may be used.

[0015] The operation of the engine 22 is controlled by the engine ECU 24. The engine ECU 24 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 140 that detects the rotational position of the crankshaft 23 of the engine 22, and a cooling water temperature Tw from a water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Other examples of signals input to the engine ECU 24 include cam angles θci and θco from a cam position sensor 144 that detects the rotational position of an intake camshaft that opens and closes the intake valve 128 and the rotational position of an exhaust camshaft that opens and closes the exhaust valve 133. Other examples of the above include the throttle opening TH from a throttle valve position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from an air flow meter 123a attached upstream of the throttle valve 124 of the intake pipe 123, the intake air temperature Ta from a temperature sensor 123t attached upstream of the throttle valve 124 of the intake pipe 123, and the surge pressure Ps from a pressure sensor 125a attached to the surge tank 125. Other examples of the above include a front air-fuel ratio AF1 from a front air-fuel ratio sensor 137 attached upstream of the purification device 135 of the exhaust pipe 134, a rear air-fuel ratio AF2 from a rear air-fuel ratio sensor 138 attached between the purification device 135 of the exhaust pipe 134 and the PM filter 136, and a differential pressure ΔP from a differential pressure sensor 136a that detects a differential pressure before and after the PM filter 136 (a differential pressure between the upstream side and the downstream side).

[0016] From the engine ECU 24, various control signals for controlling the operation of the engine 22 are output via an output port. Examples of signals output from the engine ECU 24 include a control signal to a throttle valve 124, a control signal to a port injection valve 126, a control signal to an in-cylinder injection valve 127, and a control signal to an ignition plug 130.

[0017] The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the engine 22 from the crank position sensor 140. The engine ECU 24 also calculates a load factor KL (the ratio of the volume of air actually taken in one cycle to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter 123a and the rotation speed Ne of the engine 22. Furthermore, the engine ECU 24 calculates a PM accumulation amount Qpm as the accumulation amount of particulate matter accumulated on the PM filter 136 based on a differential pressure ΔP from the differential pressure sensor 136a, and calculates a filter temperature tf as the temperature of the PM filter 136 based on the rotation speed Ne of the engine 22 and the load factor KL.

[0018] 1, a starter motor 25 for cranking the engine 22 and an alternator 26 for generating power using power from the engine 22 are connected to the crankshaft 23 of the engine 22. The starter motor 25 and the alternator 26 are connected to a low-voltage power line 63 together with a low-voltage battery 62, and are controlled by the HVECU 70.

[0019] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded in a rotor core, and a stator in which a three-phase coil is wound around a stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of an automatic transmission 45. The inverter 32 is used to drive the motor 30, and is connected to a high-voltage power line 61. The motor 30 is rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 34 controlling the switching of multiple switching elements of the inverter 32.

[0020] Although not shown, the motor ECU 34 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the motor ECU 34 via the input port. Examples of signals input to the motor ECU 34 include a rotational position θmg from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect the phase currents of the respective phases of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via an output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the rotational speed Nmg of the motor 30 based on the rotational position θmg of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0021] The clutch K0 is configured as, for example, a hydraulically driven friction clutch, and is controlled by the HVECU 70 to connect and disconnect the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30.

[0022] The automatic transmission 40 has a torque converter 43 and an automatic transmission 45 with, for example, six speeds. The torque converter 43 is configured as a general fluid transmission device, and transmits the power of an input shaft 41 connected to a rotating shaft 31 of the motor 30 to a transmission input shaft 44 which is an input shaft of the automatic transmission 45 with amplified torque, or transmits the torque as is without amplifying it. The automatic transmission 45 has the transmission input shaft 44, an output shaft 42 connected to driving wheels 49 via a differential gear 48, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches, brakes). Each of the plurality of friction engagement elements has a hydraulic servo configured of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The automatic transmission 45 forms forward gears from 1st gear to 6th gear and reverse gears by engaging and disengaging a plurality of friction engagement elements, and transmits power between the transmission input shaft 44 and the output shaft 42. The hydraulic pressure of hydraulic oil from a mechanical oil pump or an electric oil pump is adjusted and supplied to the clutch K0 and the automatic transmission 45 by a hydraulic control device (not shown). The hydraulic control device has a valve body with a plurality of oil passages formed therein, a plurality of regulator valves, a plurality of linear solenoid valves, etc. This hydraulic control device is controlled by the HVECU 70.

[0023] High-voltage battery 60 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery with a rated voltage of several hundred volts, and is connected to high-voltage power line 61 together with inverter 32. Low-voltage battery 62 is configured as, for example, a lead-acid battery with a rated voltage of about 12 V or 14 V, and is connected to low-voltage power line 63 together with starter motor 25 and alternator 26. DC / DC converter 64 is connected to high-voltage power line 61 and low-voltage power line 63. This DC / DC converter 64 supplies power from high-voltage power line 61 to low-voltage power line 63 with a voltage step-down.

[0024] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include the rotation speed Nin from the rotation speed sensor 41a attached to the input shaft 41 of the automatic transmission 40, the rotation speed Nmi from the rotation speed sensor 44a attached to the transmission input shaft 44 of the automatic transmission 40, and the rotation speed Nout from the rotation speed sensor 42a attached to the output shaft 42 of the automatic transmission 40. Examples of signals input to the HVECU 70 include the voltage Vbh of the high-voltage battery 60 from a voltage sensor attached between the terminals of the high-voltage battery 60, the current Ibh of the high-voltage battery 60 from a current sensor attached to the output terminal of the high-voltage battery 60, and the voltage Vbl from a voltage sensor attached between the terminals of the low-voltage battery 62. Other examples of such signals include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87.

[0025] Various control signals are output from the HVECU 70 via an output port. Examples of signals output from the HVECU 70 include a control signal to the starter motor 25 and a control signal to the alternator 26. Examples of signals output from the HVECU 70 include a control signal to the clutch K0 and the automatic transmission 40 (hydraulic control device), and a control signal to the DC / DC converter 64. The HVECU 70 is connected to the engine ECU 24 and the motor ECU 34 via a communication port. The HVECU 70 calculates a rotation speed ratio Gt of the automatic transmission 40 by dividing the rotation speed Nin of the input shaft 41 of the automatic transmission 40 from the rotation speed sensor 41a by the rotation speed Nout of the output shaft 42 of the automatic transmission 40 from the rotation speed sensor 42a.

[0026] In this embodiment, the engine device corresponds to the engine 22, the clutch K0, the motor 30, the HVECU 70, the engine ECU 24, and the motor ECU .

[0027] In the hybrid vehicle 20 of the embodiment thus configured, the engine 22, the clutch K0, the motor 30, and the automatic transmission 40 are controlled by cooperative control between the HVECU 70, the engine ECU 24, and the motor ECU 34 so as to travel in a hybrid driving mode (HV driving mode) or an electric driving mode (EV driving mode). Here, the HV driving mode is a mode in which the clutch K0 is in an engaged state and the vehicle travels using the power of the engine 22, and the EV driving mode is a mode in which the clutch K0 is in a released state and the vehicle travels without using the power of the engine 22.

[0028] In controlling the automatic transmission 40 in the HV driving mode or the EV driving mode, the HVECU 70 first sets a target gear M* of the automatic transmission 45 based on the accelerator opening Acc and the vehicle speed V. Then, when the gear M of the automatic transmission 45 matches the target gear M*, the HVECU 70 controls the automatic transmission 45 so that the gear M is maintained. On the other hand, when the gear M and the target gear M* differ, the HVECU 70 controls the automatic transmission 45 so that the gear M matches the target gear M*.

[0029] In controlling the engine 22 and the motor 30 in the HV driving mode, the HVECU 70 first sets a required torque Tout* required for driving (required of the output shaft 42 of the automatic transmission 40) based on the accelerator opening Acc and the vehicle speed V. Next, the required torque Tout* of the output shaft 42 is divided by the rotation speed ratio Gt of the automatic transmission 40, and the value is set as the required torque Tin* of the input shaft 41. After setting the required torque Tin* of the input shaft 41 in this manner, the HVECU 70 sets a target torque Te* of the engine 22 and a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the target torque Te* of the engine 22 to the engine ECU 24 and transmits the torque command Tm* of the motor 30 to the motor ECU 34. Upon receiving the target torque Te*, the engine ECU 24 performs operation control of the engine 22 (air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated at the target torque Te*. When the motor ECU 34 receives the torque command Tm*, it performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0030] In controlling the motor 30 in the EV driving mode, the HVECU 70 sets a required torque Tin* of the input shaft 41 in the same manner as in the HV driving mode, sets a torque command Tm* of the motor 30 so that the required torque Tin* is output to the input shaft 41, and transmits the torque command Tm* to the motor ECU 34. Upon receiving the torque command Tm*, the motor ECU 34 performs switching control of a plurality of switching elements of the inverter 32 so that the motor 30 is driven by the torque command Tm*.

[0031] In the hybrid vehicle 20 of the embodiment, when a request to stop the engine 22 is made while the engine 22 is in operation, the engine ECU 24 and the motor ECU 34 perform a stop control of the engine 22 by cooperative control. The stop request is made, for example, when a condition is satisfied that the required torque Tin* of the input shaft 41 is less than the threshold value Tinref. In the stop control, basically, fuel injection and ignition are stopped and the throttle valve 124 is closed, and when the rotation speed Ne of the engine 22 falls below a threshold value Neref1 (for example, about 600 rpm to 800 rpm), the clutch K0 is released, and further, when the rotation speed Ne of the engine 22 falls below a threshold value Neref2 lower than the threshold value Neref1 (for example, about several hundred rpm lower), the throttle valve 124 is temporarily opened. The reason for temporarily opening the throttle valve 124 will be described later.

[0032] When a request to start the engine 22 is made while fuel injection and ignition of the engine 22 are stopped, the start control of the engine 22 is executed. The start request is made, for example, when a condition that the required torque Tin* is equal to or greater than a threshold value Tinref is satisfied. Examples of the start control of the engine 22 include FC (Fuel Cut) recovery start control, independent COM (Change Of Mind) start control, COM start control, TDC (Top Dead Center) start control, and PUSH start control. The method of the start control is selected, for example, based on the rotation speed Ne of the engine 22 and the rotation speed Nmg of the motor 30 when the start request is made (started). The fuel injection control during the start control is performed in an in-cylinder injection mode.

[0033] The FC recovery start control is basically performed when a start request is made and the rotation speed Ne of the engine 22 is equal to or greater than a threshold value Neref1 (the clutch K0 is engaged) and the rotation speed Nmg of the motor 30 is equal to or greater than a threshold value Nmgref (for example, the same value as the threshold value Neref1). In the FC recovery start control, fuel injection and ignition of the engine 22 are basically started while the clutch K0 continues to be engaged.

[0034] The independent COM start control is basically performed when a start request is made, the engine 22 speed Ne is less than the threshold Neref1 (the clutch K0 is released) and is equal to or greater than a lower threshold Neref3 (e.g., several hundred rpm lower), and the motor 30 speed Nmg is equal to or greater than the threshold Nmgref. In the independent COM start control, the engine 22 is basically started to inject fuel and ignite while the clutch K0 is kept released, the engine 22 is controlled so that the differential speed ΔN between the motor 30 speed Nmg and the engine 22 speed Ne becomes smaller, and the clutch K0 is engaged (fully engaged) when a first engagement condition for the clutch K0 is satisfied. As the first engagement condition for the clutch K0, for example, a condition that the differential speed ΔN is less than a threshold ΔNref (e.g., about 50 rpm to 150 rpm) and the number of ignitions Ni is equal to or greater than a threshold Niref (e.g., about 5 to 8 times) can be used. For the clutch K0, the hydraulic control device basically performs fast fill control, constant pressure standby, and full engagement control in that order. In fast fill control, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes a target hydraulic pressure for closing the gap between the piston of the clutch K0 and the friction engagement plate. In constant pressure standby, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes a target hydraulic pressure (a hydraulic pressure somewhat lower than that of fast fill control) at which no engagement force (friction force) is generated in the clutch K0. In full engagement control, the hydraulic control device is controlled so that the hydraulic pressure of the clutch K0 becomes a target hydraulic pressure for full engagement.

[0035] The COM start control is basically performed when a start request is made, the engine 22 speed Ne is less than the threshold Neref3 and greater than 0, and the motor 30 speed Nmg is equal to or greater than the threshold Nmgref. In the COM start control, the clutch K0 is half-engaged (slip-engaged) and the engine 22 is cranked using the cranking torque from the motor 30 while fuel injection and ignition are started, the clutch K0 is released while controlling the engine 22 so that the differential speed ΔN becomes small, and the clutch K0 is engaged (fully engaged) when the first engagement condition of the clutch K0 described above is satisfied. The clutch K0 is basically subjected to fast fill control, constant pressure standby, half-engagement control, low pressure standby, and full engagement control in this order by the hydraulic control device. The fast fill control, constant pressure standby, and full engagement control have been described above. In the half-engagement control, the hydraulic control device controls the hydraulic pressure of the clutch K0 to a target hydraulic pressure for half-engagement (a target hydraulic pressure lower than the target hydraulic pressure for full engagement), specifically, a target hydraulic pressure that allows the motor 30 to crank the engine 22 while the clutch K0 slips.

[0036] TDC start control is basically performed when a start request is made and the engine 22 speed Ne is 0 (the engine 22 is stopped) and the motor 30 speed Nmg is equal to or greater than the threshold value Nmgref. In TDC start control, the clutch K0 is half-engaged (slip-engaged) to crank the engine 22 using the cranking torque from the motor 30, the first fuel injection and ignition are performed in the cylinder that reaches the compression top dead center first (the first target cylinder) or the cylinder that reaches the compression top dead center second (the second target cylinder), the clutch K0 is released while controlling the engine 22 so that the differential speed ΔN is small, and the clutch K0 is engaged when the above-mentioned first engagement condition for the clutch K0 is satisfied. The selection of which of the first target cylinder and the second target cylinder the initial fuel injection and ignition should be performed in is basically made based on whether or not the crank angle (stop crank angle) θcrsp when the engine 22 is stopped intermittently (stopped rotating) is within a predetermined crank angle range (e.g., BTDC 40 to 80 (before TDC 40 to 80 degrees)) in which the initial explosion can be performed in the first target cylinder. Therefore, when the stop crank angle θcrsp is within the predetermined crank angle range, the initial fuel injection and ignition are performed in the first target cylinder, and when the stop crank angle θcrsp is not within the predetermined crank angle range, the initial fuel injection and ignition are performed in the second target cylinder. In the embodiment, as described above, when the rotation speed Ne of the engine 22 becomes less than the threshold value Neref2 during the stop control, the throttle valve 124 is temporarily opened. This is to increase the amount of air in the first target cylinder in preparation for the first fuel injection and ignition to be performed in the first target cylinder.

[0037] PUSH start control is basically performed when a start request is made and the rotation speed Nmg of the motor 30 is less than a threshold value Nmgref. In PUSH start control, the clutch K0 is basically half-engaged (slip-engaged) to crank the engine 22 using the cranking torque from the motor 30, and when a second engagement condition for the clutch K0 is satisfied, the clutch K0 is engaged, and then fuel injection and ignition for the engine 22 are started. As the second engagement condition for the clutch K0, for example, a condition that the differential rotation speed ΔN is less than a threshold value ΔNref can be used.

[0038] In the embodiment, during FC recovery start control, calculated injection control is executed from the first fuel injection as fuel injection control that controls the in-cylinder injection valve 127 using the target injection amount Qf*. In calculated injection control, the target injection amount Qf* is basically set based on the predicted in-cylinder air amount Qcypr, which is a predicted value of the in-cylinder air amount, so that the front air-fuel ratio AF1 becomes the target air-fuel ratio AF1* (e.g., the stoichiometric air-fuel ratio), and the set target injection amount Qf* is used to control the in-cylinder injection valve 127. The predicted in-cylinder air amount Qcypr can be calculated using an air model based on, for example, the required opening of the throttle valve 124 used for air amount control.

[0039] In addition, in the case of independent COM start control, COM start control, TDC start control, and PUSH start control, as fuel injection control, prospective injection control is executed from the first fuel injection until a transition condition is satisfied, and when the transition condition is satisfied, the control transitions to calculated injection control. In prospective injection control, the target injection amount Qf* is basically set without being based on the predicted in-cylinder air amount Qcypr, the front air-fuel ratio AF1, or the target air-fuel ratio AF1*, and the in-cylinder injection valve 127 is controlled using the set target injection amount Qf*. As the target injection amount Qf* in prospective injection control in independent COM start control or COM start control, for example, a fixed amount can be used, or a value based on at least one of the rotation speed Ne of the engine 22 and the intake manifold pressure Pin (surge pressure Ps) at the time when the intake valve 128 of the target cylinder is closed can be used. The target injection amount Qf* in the prospective injection control in the TDC start control may be, for example, a fixed amount, or a value based on at least one of the stop crank angle θcrsp and the time elapsed since the engine 22 stopped rotating. The target injection amount Qf* in the prospective injection control in the PUSH start control may be, for example, a value similar to the target injection amount Qf* in the prospective injection control in the independent COM start control or the COM start control, or a value similar to the target injection amount Qf* in the prospective injection control in the TDC start control. The transition condition for transitioning from the prospective injection control to the calculated injection control may be, for example, a condition in which the number of fuel injections Nf (number of fuel injection cylinders) is equal to or greater than a predetermined number (for example, about 6 to 9 times) and the rotation speed Ne of the engine 22 is a predetermined rotation speed (for example, about 300 to 500 rpm).

[0040] Next, a description will be given of the operation of the hybrid vehicle 20 of the embodiment, in particular, the start preparation process associated with a request to start the engine 22. Fig. 3 is a flowchart showing an example of a start preparation process routine executed by the engine ECU 24. This routine is executed when a request to start the engine 22 is made (started).

[0041] When the start preparation processing routine of FIG. 3 is executed, the engine ECU 24 first checks the start control method (step S100). Then, when the start control method is COM start control, TDC start control, or PUSH start control, that is, when the clutch K0 is half-engaged and the engine 22 is cranked by the motor 30, the start preparation processing is executed (step S120) after waiting for the clutch K0 to start half-engaging (half-engagement control) (step S110), and the routine is terminated. In the start preparation processing, the number of fuel injections Nf, the number of ignitions Ni, and the crank angle θcr are reset, for example, during fast fill control before the clutch K0 starts half-engaging (half-engagement control) (before the engine 22 starts cranking by the motor 30), there is a possibility that the engine 22 may rotate unintentionally. For this reason, in the embodiment, the start preparation processing is executed when the clutch K0 starts half-engaging (half-engagement control). Even if a start request is initiated, fuel injection and ignition are prohibited until the start preparation process is completed. This allows the start preparation process to be executed at a more appropriate timing in the case of COM start control, TDC start control, or PUSH start control, and also makes it possible to avoid unnecessary fuel injection or ignition before the clutch K0 starts to be half-engaged, thereby avoiding unintended rotation of the engine 22. In this embodiment, the engine ECU 24 detects the start of half-engagement (half-engagement control) of the clutch K0 by communicating with the HVECU 70 that controls the clutch K0 (hydraulic control device).

[0042] If the start control method in step S100 is independent COM start control, the start preparation process is immediately executed (step S120) and this routine ends. In the case of independent COM start control, the clutch K0 is not half-engaged to crank the engine 22 by the motor 30, so the start preparation process is executed when a start request is issued. This allows fuel injection and ignition to start.

[0043] If the start control method in step S100 is FC recovery start control, this routine ends without executing the start preparation process. In the case of FC recovery start control, the clutch K0 is engaged and calculation injection control is executed as fuel injection control from the first fuel injection, so there is no need to use the fuel injection count Nf as a transition condition for transitioning from anticipatory injection control to calculation injection control, or to use the ignition count Ni as the first engagement condition of the clutch K0. For this reason, in the embodiment, in the case of FC recovery start control, the start preparation process is not executed. This makes it possible to avoid the time required for the start preparation process.

[0044] In the engine device provided in the hybrid vehicle 20 of the embodiment described above, in the case of COM start control, TDC start control, or PUSH start control, i.e., when the clutch K0 is partially engaged and the engine 22 is cranked by the motor 30, a start preparation process is executed when the clutch K0 begins to be partially engaged, and fuel injection and ignition are prohibited until the start preparation process is completed even if a start request is initiated. This makes it possible to execute the start preparation process at a more appropriate timing in the case of COM start control, TDC start control, or PUSH start control, and to avoid unnecessary fuel injection or ignition before the clutch K0 begins to be partially engaged, thereby avoiding unintended rotation of the engine 22.

[0045] In the engine device of the hybrid vehicle 20 of the embodiment, in the case of the independent COM start control, the start preparation process is executed immediately, which allows the start preparation process to be executed at a more appropriate timing in the case of the independent COM start control.

[0046] Although not explained, in the engine device equipped in the hybrid vehicle 20 of the embodiment, when the engine 22 is started by cranking the engine 22 using the starter motor 25 to initiate fuel injection and ignition, it is considered that a start preparation process is executed when cranking of the engine 22 is started by the starter motor 25.

[0047] The hybrid vehicle 20 of the embodiment is equipped with a six-speed automatic transmission 45. However, it may be equipped with a four-speed, five-speed, eight-speed, or other automatic transmission.

[0048] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0049] Although the engine device of the embodiment is mounted on the hybrid vehicle 20, it may be mounted on a moving body other than a vehicle, or may be incorporated into stationary equipment.

[0050] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor 30 corresponds to the "motor", the clutch K0 corresponds to the "clutch", and the HVECU 70, the engine ECU 24, and the motor ECU 34 correspond to the "control device".

[0051] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0052] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0053] The present invention can be used in the engine device manufacturing industry and the like. [Explanation of symbols]

[0054] 20 hybrid vehicle, 22 engine, 23 crankshaft, 24 engine ECU, 25 starter motor, 26 alternator, 30 motor, 30a rotational position sensor, 31 rotating shaft, 32 inverter, 34 motor ECU, 40 automatic transmission, 41 input shaft, 41a rotational speed sensor, 42 output shaft, 42a rotational speed sensor, 43 torque converter, 44 transmission input shaft, 44a rotational speed sensor, 45 automatic transmission, 48 differential gear, 49 drive wheel, 60 high voltage battery, 61 high voltage side power line, 62 low voltage battery, 63 low voltage side power line, 64 DC / DC converter, 70 HVECU, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 Brake pedal position sensor, 87 vehicle speed sensor, 122 air cleaner, 123 intake pipe, 123a air flow meter, 123t temperature sensor, 124 throttle valve, 124a throttle valve position sensor, 125 surge tank, 125a pressure sensor, 126 port injection valve, 127 in-cylinder injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 132 piston, 133 exhaust valve, 134 exhaust pipe, 135 purification device, 135a purification catalyst, 136 PM filter, 136a differential pressure sensor, 137 front air-fuel ratio sensor, 138 rear air-fuel ratio sensor, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, K0 clutch.

Claims

1. An engine device including an engine having an in-cylinder injection valve and an ignition plug, a motor, a clutch connected to the engine and the motor, and a control device that controls the engine, the motor, and the clutch, When the control device executes a first start control for controlling the engine, the motor, and the clutch so as to half-engage the clutch in response to a request to start the engine, crank the engine by the motor, start fuel injection and ignition, and then engage the clutch, the control device executes a start preparation process including resetting the number of fuel injections and the number of ignitions when half-engagement of the clutch is started. Engine equipment.

2. 2. The engine device according to claim 1, When the control device executes a second start control in which the engine and the clutch are controlled so that fuel injection and ignition are started without half-engagement of the clutch in response to the start request and then the clutch is engaged, the control device executes the start preparation process when the start request is initiated. Engine equipment.

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