JPH0979063A - Control device for internal combustion engine whose power is assisted by an electric motor - Google Patents

Abstract

(57) Abstract: In an internal combustion engine that switches between stratified combustion and uniform combustion according to a load state, the fuel consumption is improved by supplementing the engine power with an electric motor in a medium load range. A cylinder injection engine 1 has injection valves 7a to 7d for directly injecting fuel into a combustion chamber 2. The electric motor 17 assists the power of the engine 1 as needed. The electronic control unit (ECU) 41 executes the stratified charge combustion by controlling the injection valves 7a to 7d in order to obtain necessary power according to the load state when the load state of the engine 1 is in the low load range. To do. When the load state is in the high load range, the ECU 41 executes uniform combustion by controlling the injection valves 7a to 7d so as to obtain necessary power according to the load state. Further, when the load condition is in the middle load range, the ECU 41 further obtains the necessary power according to the load condition so that the electric motor 1
Control 7 Therefore, the amount of fuel consumed by the engine 1 is reduced as much as the electric motor 17 is used in the medium load range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine whose power is assisted by an electric motor as needed. More specifically, the present invention relates to a control device for an internal combustion engine, the power of which is assisted by the electric motor that controls the supply of fuel to the internal combustion engine and the operation of the electric motor according to the operating state of the internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, there is an internal combustion engine that performs lean burn. This type of internal combustion engine obtains necessary power and suitable fuel consumption by burning a mixture in the combustion chamber that is leaner than the theoretical air-fuel ratio.

There is "stratified combustion" as one of the lean combustion methods. This stratified combustion gives different concentration distributions of fuel in a stratified manner to the air-fuel mixture in the combustion chamber. The mixture is ignited by the spark plugs arranged in the distribution region of the combustible mixture, and the combustion proceeds to the entire mixture. The fuel used for this stratified charge combustion is supplied to the combustion chamber in the compression stroke of the internal combustion engine. This stratified combustion is contrasted with "uniform combustion" in which an air-fuel mixture is dispersed and burned throughout the combustion chamber. The fuel used for this uniform combustion is supplied to the combustion chamber in the intake stroke of the internal combustion engine.

Japanese Unexamined Patent Publication (Kokai) No. 2-169834 discloses a cylinder injection type internal combustion engine capable of executing stratified combustion and uniform combustion, and a control system therefor. In addition to stratified charge combustion and uniform combustion, this internal combustion engine can execute "weak stratified charge combustion" in which these two combustion modes are combined with each other. In weak stratified combustion, the fuel supplied in the intake stroke of the internal combustion engine is dispersed throughout the combustion chamber, and the fuel supplied in the subsequent compression stroke forms a high-concentration fuel distribution only around the spark plug, and the mixture is formed. To burn. In this control device, an electronic control unit (ECU) selectively uses stratified combustion, weak stratified combustion and uniform combustion according to the load state of the internal combustion engine. That is, when the engine load is small, the ECU executes stratified combustion, and when the engine load is large, the ECU executes uniform combustion. Further, when the engine load is medium, the ECU executes weak stratified charge combustion. The reason why stratified charge combustion is not executed when the engine load is medium is that the air-fuel mixture becomes excessively lean and it becomes difficult to ignite or burn the air-fuel mixture, or the unburned fuel content increases and the emissions are increased. This is to prevent the deterioration of

[0005]

However, in the control device of the above-mentioned prior art publication, although weak stratified charge combustion is ensured by executing weak stratified charge combustion at a medium engine load, weak stratified charge combustion is achieved. The fuel consumption will be lower than when the stratified charge combustion is executed by the amount of executing. In that sense, the advantages of stratified combustion aiming to improve fuel efficiency cannot be fully utilized.

Further, in this control device, when the combustion mode is switched between stratified combustion and uniform combustion due to a sudden change in engine load, the air-fuel ratio of the air-fuel mixture becomes unstable immediately thereafter, and the output of the internal combustion engine is changed. May fluctuate discontinuously.

The present invention has been made in view of the above-mentioned circumstances, and a first object thereof is to switch combustion modes including at least stratified combustion and uniform combustion according to the load state of the internal combustion engine. It is an object of the present invention to provide a control device for an internal combustion engine, the power of which is assisted by the electric motor, which improves the fuel efficiency of the internal combustion engine by assisting the power of the internal combustion engine by the electric motor.

A second object of the present invention is, in addition to the first object, the power is assisted by an electric motor capable of ensuring power stability and good drivability of the internal combustion engine at the time of switching combustion modes. It is to provide a control device for an internal combustion engine.

[0009]

In order to achieve the first object, in the first invention described in claim 1, as shown by the solid line in FIG. 1, the combustion chamber M2 is provided by the fuel supply means M1.
Is the internal combustion engine M3 in which the fuel supplied to the combustion chamber is controlled, and stratified charge combustion in which the mixture supplied to the compression stroke is provided with different concentration distributions in a stratified mixture in the combustion chamber M2 to burn the mixture. , An internal combustion engine M3 adapted to disperse the air-fuel mixture in the entire combustion chamber M2 by the fuel supplied in the intake stroke and burning the air-fuel mixture in accordance with the load state, and the power of the internal combustion engine M3. In order to assist the internal combustion engine M3, the control device for the internal combustion engine M3 is connected to the output shaft M4 of the internal combustion engine M3 and is controlled as necessary. The load detection means M6 for detecting small, medium and large levels, and when the detection result of the load detection means M6 is small, outputs power according to the load state. First control means M for controlling the fuel supply means M1 to perform the stratified charge combustion in order to obtain from the M4
7 and the second detection control for controlling the fuel supply means M1 in order to perform uniform combustion so as to obtain power according to the load state from the output shaft M4 when the detection result of the load detection means M6 is large. Means M8, and third control means M9 for controlling the electric motor M5 in order to obtain power according to the load state from the output shaft 4 when the detection result of the load detection means M6 is medium The purpose is.

According to the configuration of the first invention, the internal combustion engine M3
When the load state of the first control means M is small, the first control means M
By controlling the fuel supply means M1 by 7, the stratified charge combustion with low fuel consumption is executed. As a result, required power can be obtained from the output shaft M4 in a small load state, and suitable fuel consumption can be obtained. When the load condition of the internal combustion engine M3 is large, the second control means M8 controls the fuel supply means M1 to execute uniform combustion. As a result, the required power according to the load state is obtained from the output shaft M4. On the other hand, when the load state of the internal combustion engine M3 is medium, the third control means M9 controls the electric motor M5 so that the required power according to the load state is obtained from the output shaft M4.

Therefore, in a medium load state, the electric power required by the electric motor M5 is obtained in place of the internal combustion engine M3, so that the fuel consumed by the internal combustion engine M3 is correspondingly reduced.

In order to achieve the above first object, in the second invention described in claim 2, as shown by the solid line in FIG. 2, unlike the configuration of the first invention, the third control means M9 is provided. Instead of the above, when the detection result of the load detection means M6 is medium, the fuel supply is performed in order to obtain the power according to the load state from the output shaft M4 by the cooperation of the execution of the stratified charge combustion and the operation of the electric motor M5. It is intended to include fourth control means M10 for controlling the means M1 and the electric motor M5.

According to the structure of the second invention, the internal combustion engine M3
When the load state of the is medium, the fourth control means M
By controlling the fuel supply means M1 and the electric motor M5 by the engine 10, the stratified charge combustion is executed, the electric motor M5 is driven, and necessary power according to the load state is obtained from the output shaft M4.

Therefore, at a medium load, the internal combustion engine M uses a sufficient amount of fuel for the stratified charge combustion, and is insufficient only by the stratified charge combustion.
The power of 3 is assisted by the electric motor M5. This allows
The fuel consumed by the internal combustion engine M3 is reduced by the amount of the supplement. In addition, the power consumed by the electric motor M5 is reduced by the amount of power that the internal combustion engine M3 bears by stratified combustion.

In order to achieve the above first object, in the third invention described in claim 3, as shown by the solid line in FIG. 3, unlike the configuration of the first invention, the internal combustion engine M3 has a stratified combustion. In addition to uniform combustion, the fuel supplied in the intake stroke disperses the air-fuel mixture throughout the combustion chamber M2, and the fuel supplied in the subsequent compression stroke gives different concentration distributions to the air-fuel mixture and burns the air-fuel mixture. The weakly stratified combustion is performed, and each combustion mode can be switched according to the load state. Furthermore, when the detection result of the storage value determination means M12 for determining whether the storage value of the battery M11 is equal to or greater than a predetermined value and the load detection means M6 is medium, the power corresponding to the load state is obtained. Is controlled from the output shaft M5, and when the storage value determining means M12 determines that the storage value is less than a predetermined value, the weak stratified charge combustion is supplemented with the power obtained by the electric motor M5. And a fifth control means M13 for controlling the fuel supply means M1 in order to execute the above.

According to the structure of the third invention, the internal combustion engine M3
The fifth control means M13 controls the fuel supply means M1 and the electric motor M5 when the load state of 1 is medium and the stored value of the battery M11 is less than the predetermined value. As a result, the weak stratified charge is executed, the electric motor M5 is driven, and necessary power according to the load state is obtained from the output shaft M4.

Therefore, in a medium load state, when the stored value of the battery M11 is less than a predetermined value, the electric power of the output shaft M4 is assisted by driving the electric motor M5 within a range possible by the stored value. It Further, since the weakly stratified combustion bears the power amount which is insufficient by the electric motor M5 alone, the fuel consumed by the electric motor M5 is reduced.

In order to achieve the above-mentioned second object, in the fourth invention described in claim 4, in the constitution of the first, second or third invention as shown by the chain double-dashed line in FIGS. , First
When the combustion mode is switched between the stratified charge combustion controlled by the control means M7 and the uniform combustion controlled by the second control means M8, the output shaft M4 is provided with power corresponding to the load condition. Electric motor M to assist the power of M4
It is intended that the sixth control means M14 for controlling 5 is provided.

According to the structure of the fourth aspect of the invention, in addition to the operation of the first, second or third aspect of the invention, when the combustion mode is switched between the stratified charge combustion and the uniform combustion, it is necessary according to the load condition. The power of the output shaft M4 is assisted by the electric motor M5 to obtain power. Therefore, when the combustion mode is switched,
The power of the output shaft M4 does not change discontinuously.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment in which the control device of the first and fourth inventions described above is embodied in an automobile will be described in detail below with reference to the drawings.

FIG. 4 shows a schematic configuration diagram of a gasoline engine system. 5, 6 and 7 show an engine structure and a part of its driving stroke. A gasoline engine (hereinafter simply referred to as "engine") as a cylinder injection type internal combustion engine includes an engine block 1a, and the block 1a includes a combustion chamber 2
Including a plurality of (four in this embodiment) cylinders # 1, #
2, # 3 and # 4. The outside air introduced into the intake passage 5 through the air cleaner 4 flows through the intake manifold 3 branched into the cylinders # 1 to # 4.

In the intake stroke of the engine 1, this outside air is taken in by the intake valves 6 (FIG. 5) provided in the cylinders # 1 to # 4.
(A), FIG. 6 (a), and FIG. 7 (a)), when the intake port (not shown) is opened, it is introduced into the combustion chamber 2. In this embodiment, an in-cylinder injection type engine 1 in which high-pressure fuel is directly injected into a combustion chamber 2 is adopted in order to achieve both fuel efficiency and output. Each cylinder # 1 to # 4
A plurality of electromagnetic injectors 7a, 7 provided for each
b, 7c, 7d directly inject fuel into each combustion chamber 2. These injectors 7a to 7d constitute the fuel supply means of the present invention. The outside air introduced into the combustion chamber 2 and the fuel injected into the combustion chamber 2 form an air-fuel mixture.

After the air-fuel mixture is formed in each combustion chamber 2, spark plugs 8a, 8b, 8 provided for each of cylinders # 1 to # 4.
By operating c and 8d, the air-fuel mixture burns in each combustion chamber 2. This combustion causes the piston 9 (see FIGS. 5 to 7)
Also, the crankshaft 10 operates and the power of the engine 1 is obtained.

After that, when the exhaust ports (not shown) are opened by the exhaust valves provided for each of the cylinders # 1 to # 4, the burnt gas is exhausted from each combustion chamber 2 into the exhaust manifold 11 and the exhaust gas. Is led to the passage 12,
Further, it is purified by the catalytic converter 13 and discharged to the outside.

The continuously variable transmission (CVT) 14 connected to the crankshaft 10 of the engine 1 is the power of the engine 1.
That is, the rotational force of the crankshaft 10 is transmitted to the drive shaft 15. The drive shaft 15 transmits the power transmitted from the CVT 14 to the drive wheels 16. Where C
The VT 14 transmits the rotation of the crankshaft 10 to the drive shaft 15 steplessly, that is, continuously changing the speed. C
Since the VT 14 can continuously change the rotation of the crankshaft 10, the VT 14 has less power loss and less shift shock than the conventional automatic transmission (AT). The CVT 14 incorporates a speed change mechanism driven by hydraulic control. Therefore, in order to control the gear ratio of the CVT 14, the control valve of the hydraulic circuit built in the CVT 14 is controlled.

A motor generator (M / M) as an electric motor of the present invention provided between the engine 1 and the CVT 14
G) 17 is connected in series to the crankshaft 10 via the flywheel 18. By controlling the M / G 17 as necessary, the power is added to the rotational force of the crankshaft 10 to assist the power of the engine 1. In this embodiment, the M / G 17 has the functions of both an electric motor and a generator. The M / G 17 functions as an electric motor when assisting the power of the engine 1. The M / G 17 operates by receiving the rotational force of the engine 1 to function as a generator and generate electric power. The electric power obtained by the M / G 17 is stored in a power storage device (not shown) including the battery 40 as needed. Here, detailed description of the power storage device is omitted.

5 to 7 show how the injectors 7a to 7d and the spark plugs 8a to 8d are attached to the cylinders # 1 to # 4. The cylinder block 1b and the cylinder head 1c form an engine block 1a. Each cylinder # 1
In # 4, the piston 9 that moves up and down includes a recess 9b on its top surface 9a. Piston 9 in each cylinder # 1 to # 4
The space surrounded by and the cylinder head 1c forms the combustion chamber 2. Cylinder head 1 corresponding to each cylinder # 1 to # 4
Each of the spark plugs 8a to 8d mounted perpendicularly to c is located substantially in the center of the combustion chamber 2. Similarly, the injectors 7a to 7d obliquely attached to the cylinder head 1c corresponding to the cylinders # 1 to # 4 have the tips of the injectors 7a to 7d.
Direct to ~ 8d. In each of the cylinders # 1 to # 4, the intake valve 6 and the exhaust valve are the spark plugs 8a to 8d.
The intake port and the exhaust port are selectively opened and closed without interfering with the injectors 7a to 7d. Each of the injectors 7a to 8a injects fuel in a spray form with a large spread angle and a weak penetration force.

The fuel supply device for supplying high-pressure fuel to each injector 7a-7d includes a fuel tank 21, a low-pressure pump 22, a high-pressure pump 23, a reservoir tank 24, a fuel line 25 and a plurality of branch pipes. The fuel tank 21 stores a predetermined fuel. The low-pressure pump 22 is the fuel tank 2
Pump up fuel from 1. The high-pressure pump 23 further increases the pressure of the fuel discharged from the low-pressure pump 22, and sends the high-pressure fuel to the reservoir tank 24 under pressure. This high pressure pump 2
3 has a built-in pressure variable mechanism capable of changing the discharge pressure. This variable mechanism is electrically controlled. Each branch pipe distributes the high-pressure fuel supplied to the reservoir tank 24 to each injector 7a to 7d. Therefore, the high pressure fuel is injected into the combustion chambers 2 by opening the injectors 7a to 7d. Fuel left uninjected in each injector 7a to 7d is returned to a return line (not shown).
Return to the fuel tank 21 through.

The catalytic converter 13 is a storage N type lean N for purifying nitrogen oxides (NOx) in the exhaust gas.
The Ox catalyst 13a is incorporated. The catalyst 13a temporarily absorbs NOx discharged from the combustion chamber 2 together with the exhaust gas when the air-fuel mixture is lean. When the air-fuel mixture is rich, the catalyst 13a receives the fuel component left unburned in the combustion chamber 2 as a reducing agent and reduces the absorbed NOx. Therefore, in order to reduce NOx from the catalyst 13a, it is necessary to temporarily enrich the air-fuel mixture.

In this embodiment, the engine 1 performs lean combustion by performing so-called "stratified combustion" when the load condition is small, that is, when the load condition is low. When the load condition is large, that is, when the load condition is high, so-called "uniform combustion" is performed to enrich the air-fuel mixture. Furthermore, when the engine 1 is in a medium load state, that is, in a medium load state,
In addition to “stratified combustion” and “uniform combustion”, “weak stratified combustion” in which these two combustion modes are combined with each other is configured to be performed.

Generally, stratified charge combustion gives a stratified different concentration distribution of fuel to the air-fuel mixture in the combustion chamber, and ignites the air-fuel mixture by an ignition plug arranged in the distribution region of the combustible air-fuel mixture.
It means that combustion proceeds to the entire mixture. FIG. 5 shows the process of stratified charge combustion in this embodiment.

In the intake stroke shown in FIG. 5 (a), the intake valve 6 is opened so that air is taken into the combustion chamber 2. Then, in the compression stroke shown in FIG. 5B, the air in the combustion chamber 2 is gradually compressed. Then, in the latter stage of the compression stroke shown in FIG. 5C, the injectors 7a to 7 are directed toward the spark plugs 8a to 8d and the recess 9b of the piston 9.
Fuel is injected from d. The amount of fuel injected at this time is small, and the air-fuel ratio can be made lean as a whole air-fuel mixture. Here, the fuel penetration is weak and the combustion chamber 2
Since the pressure inside is high and the air flow is small,
The injected fuel is unevenly distributed in a region near the spark plugs 8a to 8d. The fuel distribution in this region is non-uniform and exists from a rich air-fuel mixture layer to a fuel-free air layer. Then, in this region, the combustible air-fuel mixture layer having the value of the stoichiometric air-fuel ratio that is most likely to burn is present. Therefore, in the combustion stroke shown in FIG. 5D, the flammable mixture layer is ignited by the spark plugs 8a to 8d, so that the flame propagates to the entire non-uniform mixture layer to perform lean combustion. .

Generally, uniform combustion means that the air-fuel mixture is dispersed and burned in the entire combustion chamber. FIG. 6 shows the process of uniform combustion in this embodiment. At the beginning of the intake stroke shown in FIG. 6A, a required amount of fuel is injected from the injectors 7a to 7d toward the spark plugs 8a to 8d and the recess 9b of the piston 9. The amount of fuel injected at this time is larger than that of stratified charge combustion, and the air-fuel mixture can be set to the stoichiometric air-fuel ratio or the air-fuel mixture can be enriched. This injected fuel has a wide divergence angle and shows a spray state with a weak penetration force. Part of the fuel floats in the combustion chamber 2, and the other part collides with the recess 9b. Similarly, in the intake stroke, the intake valve 6 is opened, so that air is taken into the combustion chamber 2. Therefore, in the combustion chamber 2, the fuel is further diffused by the turbulence of the intake air.

Therefore, the fuel is distributed in the combustion chamber 2 with a substantially uniform concentration from the latter stage of the intake stroke to the early stage of the compression stroke shown in FIG. 6 (b). The air-fuel ratio of this mixture facilitates flame propagation after ignition and exhibits a rich value.

Thereafter, in the latter stage of the compression stroke shown in FIG. 6 (c), the air-fuel mixture is compressed to a high pressure. Furthermore, FIG.
In the combustion stroke shown in (d), the air-fuel mixture is ignited by the spark plugs 8a to 8d, so that the flame propagates to the entire air-fuel mixture and combustion is achieved. At this time, a part of the fuel component of the enriched mixture remains in the combustion chamber 2 without burning. This unburned fuel component is supplied to the catalyst 13a as a reducing agent by being discharged into the exhaust passage 12 together with the exhaust gas in the subsequent exhaust stroke. Here, the reducing agent supplied to the catalyst 13a by enriching the air-fuel mixture by uniform combustion is referred to as "rich spike".

On the other hand, the weak stratified combustion means that the air-fuel mixture is dispersed in the entire combustion chamber and a high-concentration fuel distribution is formed around the ignition plug to burn the air-fuel mixture. FIG. 7 shows the process of weak stratified charge combustion in this embodiment.

At the beginning of the intake stroke shown in FIG. 7 (a),
A required amount of fuel is injected from the injectors 7a to 7d toward the spark plugs 8a to 8d and the recess 9b of the piston 9. This injected fuel has a wide divergence angle and shows a spray state with a weak penetration force. Part of the fuel floats in the combustion chamber 2, and the other part collides with the recess 9b. Similarly, in the intake stroke, the intake valve 6 is opened, so that air is taken into the combustion chamber 2. Therefore, in the combustion chamber 2, the fuel is further diffused by the turbulence of the intake air.

Therefore, the fuel is distributed in the combustion chamber 2 with a substantially uniform concentration from the latter stage of the intake stroke to the early stage of the compression stroke shown in FIG. 7 (b). The air-fuel ratio of this mixture facilitates flame propagation after ignition.

Thereafter, in the latter stage of the compression stroke shown in FIG. 7 (c), the air-fuel mixture is compressed to a high pressure. At the same time, a required amount of fuel is injected again from the injectors 7a to 7d toward the spark plugs 8a to 8d and the recess 9b of the piston 9. The fuel injected at this time is the spark plugs 8a-8.
It is unevenly distributed in the region close to d. The fuel distribution in this region is non-uniform, forming a richer air-fuel mixture than the others.

Then, in the combustion stroke shown in FIG. 7 (d), the air-fuel mixture is ignited by the spark plugs 8a to 8d.
At this time, the rich air-fuel mixture layer around the spark plugs 8a to 8d becomes a nucleus of the flame to start combustion, and the flame propagates to the entire air-fuel mixture to achieve combustion.

The total amount of fuel used in such weakly stratified combustion is larger than that in stratified charge combustion by the amount injected during the intake stroke as well, but is smaller than that in uniform combustion. According to such weak stratified charge combustion, good ignition and combustion with a high air utilization rate can be obtained. In particular, in a conventional engine, when the engine is operated at a medium load, the required amount of fuel is injected in the first half of the intake stroke or the compression stroke, so that the fuel diffuses throughout the combustion chamber. Therefore, the air-fuel mixture formed in the combustion chamber becomes excessively lean, and ignition and combustion tend to be difficult. On the other hand, during medium load operation, the required amount of fuel is injected in the latter half of the compression stroke,
There is a tendency that a large amount of smoke is generated or the air utilization ratio cannot be increased and a sufficiently high output cannot be obtained. In this embodiment, during the medium load operation, the fuel is separately injected into the intake stroke and the compression stroke to achieve good ignition and combustion with a high air utilization rate, and the output of the engine 1 is improved. Furthermore, in this embodiment, the air-fuel ratio of the uniform air-fuel mixture formed by the fuel injected in the intake stroke during medium load operation is leaner than that of uniform combustion, and only flame propagation is possible. You can set it to a value. Therefore, it is possible to improve the fuel consumption of the air-fuel mixture as a whole as compared with that of uniform combustion.

The throttle valve 19 provided in the intake passage 5 operates in conjunction with the operation of an accelerator pedal (not shown). By operating the throttle valve 19, the intake air amount VS for the intake passage 5 is adjusted.

In FIG. 4, an intake air temperature sensor 31 provided near the air cleaner 4 detects the temperature (intake air temperature) THA of the air taken into the intake passage 5 and outputs a signal corresponding to the temperature. . The air flow meter 32 provided near the air cleaner 4 detects the intake air amount VS and outputs a signal corresponding to the amount. A throttle sensor 33 provided near the throttle valve 19 detects an opening (throttle opening) TA of the valve 19 and outputs a signal according to the opening. This sensor 33 can also detect the state where the throttle valve 19 is fully closed. In this embodiment, the throttle sensor 33 constitutes the load detecting means of the present invention, and the value of the throttle opening TA reflects the low load, medium load and high load states.

On the other hand, the oxygen sensor 34 provided in the middle of the exhaust passage 12 detects the oxygen concentration Ox remaining in the exhaust gas and outputs a signal according to the concentration. The water temperature sensor 35 provided in the engine block 1a detects the temperature of the cooling water (cooling water temperature) THW flowing in the block 1a and outputs a signal corresponding to the temperature.

The distributor 20 has each spark plug 8
Distributes the ignition signal to be applied to a-8c. The igniter 30 outputs a high voltage to the distributor 20 in synchronization with the angle of the crankshaft 10, that is, the change in the crank angle. The ignition timing of each of the spark plugs 8a to 8c is determined by the high voltage output timing of the igniter 30.

The rotation speed sensor 36 provided in the distributor 20 detects the rotation speed (engine rotation speed) NE of the crankshaft 10 based on the rotation of a rotor (not shown) built in the distributor 20, and determines that speed. The corresponding signal is output. Similarly, the cylinder discrimination sensor 37 provided in the distributor 20 detects a change in crank angle at a predetermined rate based on the rotation of the rotor, and outputs a signal according to the change.

The pressure sensor 38 provided in the reservoir tank 24 detects the fuel pressure in the tank 24,
A signal corresponding to the pressure is output. The battery tester 39 connected to the battery 40 detects the stored value (charge value) VC of the battery 40 and outputs a signal according to the magnitude.

In this embodiment, various sensors 31 to 31 are provided.
Reference numeral 7 constitutes an operating state detecting means for detecting the operating state of the engine 1. The pressure sensor 38 constitutes pressure state detection means for detecting the pressure state in the fuel supply device. The battery tester 40 constitutes a storage value detecting means for detecting the storage value of the battery 40.

Here, the electronic control unit (ECU) 41 constitutes the first to sixth control means and the stored value determination means in the present invention. This ECU 41 is provided with the above-mentioned various sensors 3
The signals output from 1 to 39 are input. ECU 41
Is based on these input signals, each injector 7a-7
d, CVT 14, M / G 17, high pressure pump 23, igniter 30, etc. are controlled.

As shown in the block diagram of FIG. 8, the ECU 4
1 is a central processing unit (CPU) 42, a read only memory (ROM) 43, a random access memory (RAM) 4
4, a backup RAM 45, a timer counter 46, etc. are provided. The ECU 41 constitutes a logical operation circuit in which these units 42 to 46, an external input circuit 47, an external output circuit 48 and the like are connected by a bus 49. Where RO
M43 stores a predetermined control program and the like in advance. RA
M44 temporarily stores the calculation result of the CPU 42 and the like. The backup RAM 45 stores previously stored data.
The timer counter 46 can simultaneously perform a plurality of counting operations. The external input circuit 47 includes a buffer, a waveform shaping circuit, an A / D converter, and the like. The external output circuit 48 includes a drive circuit and the like. The various sensors 31 to 39 are connected to the external input circuit 47. Each member 7a-7d, 14, 17,
23, 30 and the like are connected to the external output circuit 48.

The CPU 42 reads the signals from the various sensors 31 to 39, which are input via the external input circuit 47, as input values. The CPU 42 executes the fuel injection control including the air-fuel ratio control, the ignition timing control, the high pressure pump control, the CVT control and the M / G control based on these input values in order to execute the respective members 7a to 7d, 14, 17, 23, 30 etc. are controlled. The battery 40 mounted on the vehicle is connected to the ECU 41. From the battery 40 to the CPU 42, the members 7a to 7
Each member 7a to 7d, 14, 17, 23, 3 is controlled by controlling energization to d, 14, 17, 23, 30 and the like.
Controls operations such as 0.

Here, the fuel injection control is to control the amount of fuel injected from each injector 7a to 7d and the injection timing according to the operating state of the engine 1.
The air-fuel ratio control is to control the air-fuel ratio in the combustion chamber 2 based on at least the detection value of the oxygen sensor 34. The ignition timing control is performed by controlling the igniter 30 according to the operating state of the engine 1 so that each ignition plug 8
That is, the ignition timing of the air-fuel mixture in each combustion chamber 2 is controlled by operating a to 8d. The high-pressure pump control is to maintain the fuel pressure in the reservoir tank 24 at a predetermined value,
That is, the high pressure pump 23 is controlled based on the detection value of the pressure sensor 38. The CVT control is to control the gear ratio of the CVT 14 based on the detection values of the throttle sensor 33, the rotation speed sensor 36 and the like. The M / G control is to control the power of the M / G 17 according to the operating state of the engine 1.

Next, the contents of the fuel injection control and the M / G control executed by the above-mentioned ECU 41 will be described. FIG.
Is a flow chart showing a "control routine" for executing this control. The ECU 41 stores the control program and the like related to this routine in the ROM 43 in advance. ECU4
1 executes this routine periodically at predetermined time intervals.

In step 100, the ECU 41 determines, based on the detection values of the various sensors 32, 33, 36, 39, etc.
Values such as the intake air amount VS, the throttle opening TA, the engine rotation speed NE, and the charge value VC are read.

In step 110, the ECU 41 calculates the required torque T required by the driver for the engine 1 based on the throttle opening TA. The ECU 41 calculates the value of the required torque T by referring to the function data shown in FIG. In this function data, the value of the required torque T with respect to the value of the throttle opening TA is predetermined. In this function data, "α" and "β
(Α <β) ”is a reference value for classifying the load state of the engine 1. That is, in this embodiment, the range in which the value of the throttle opening TA is “TA ≦ α” is set as the “low load range”. In this low load range, the ECU 41 executes stratified charge combustion to obtain the required torque T. The range in which the value of the throttle opening TA is “α <TA ≦ β” is set as the “medium load range”. In this medium load range, the ECU 41
Activates M / G 17 to obtain the required torque T.
Further, the range in which the value of the throttle opening TA is “β <TA” is set as the “high load range”. In this high load range, the ECU 41 executes uniform combustion to obtain the required torque T. In this embodiment, the ECU 41 that executes the process of step 110 corresponds to a calculating unit for calculating the required torque T.

In step 111, the ECU 41 calculates the value of the basic injection amount Q1 to be injected into the combustion chamber 2 based on the required torque T, the engine speed NE, and the like. In this embodiment, the ECU 41 that executes the process of step 111 corresponds to a calculating unit that calculates the basic injection amount Q1.

In step 120, the ECU 41 determines whether or not the load condition of the engine 1 is switched from the low load region where the stratified charge combustion is to be executed to the high load region where the uniform combustion is to be executed within a predetermined period. In this embodiment, the ECU 41 that executes the process of step 120 corresponds to a determination unit that determines whether or not the execution of stratified charge combustion has switched to the execution of uniform combustion. Here, when it is within the predetermined period after switching from the low load range to the high load range, the ECU 41 shifts the processing to step 130.

In step 130, the ECU 41 calculates the value of the target injection amount Q based on the value of the basic injection amount Q1,
Based on the value of the target injection amount Q, the injectors 7a to 7a
Uniform combustion is performed by controlling b. here,
The ECU 41 calculates the value of the target injection amount Q according to the following calculation formula.

Q = Q1 * k1 Here, “k1” is a coefficient, which is defined by the following equation. k1 = 1 + a Here, “a” indicates the ratio between the value of the required torque T under uniform combustion and the value of the required torque T under stratified combustion. In this embodiment, the ECU 4 that executes the processing of steps 120 and 130
1 is when the load state of the engine 1 is in the high load range,
In order to perform uniform combustion so that power corresponding to the load state is obtained from the crankshaft 10, each injector 7a
It corresponds to the second control means of the present invention for controlling 7d.

Then, in step 131, the ECU
41 is a predetermined coefficient k for the value of the required torque T calculated this time
The value of the required torque T is newly calculated by multiplying by 2 (0 ≦ k2 <0.4), and the M / G 17 is operated based on the new required torque T value. That is, the ECU 4
1 calculates a new value of the required torque T according to the following calculation formula.

T = T * k2 Here, the coefficient k2 decays with time after the combustion mode is switched from stratified combustion to uniform combustion. In this embodiment, the ECU 41 that executes the process of step 131
When the combustion mode is switched from stratified combustion to uniform combustion, M / is used to assist the power of the crankshaft 10 in order to obtain power according to the load condition from the crankshaft 10.
It corresponds to the sixth control means of the present invention for controlling G17. After executing the processing of step 131, the ECU
41 ends the process once.

On the other hand, in step 120, when the low load region is switched to the high load region and is not within the predetermined period, that is, when the low load region is switched to the high load region and the predetermined period has elapsed, the low load region is switched to the high load region. If there is no switching to the load range, the ECU 41 shifts the processing to step 140.

At step 140, the ECU 41 determines whether or not the load condition of the engine 1 is in the low load region where the stratified charge combustion should be executed. The ECU 41 makes this determination by determining whether or not the value of the throttle opening TA is less than or equal to the reference value α. In this embodiment, the ECU 41 that executes the process of step 140 corresponds to a determination unit that determines whether or not the load state of the engine 1 is in the low load range. Here, when the load state of the engine 1 is in the low load range, the ECU 41 shifts the processing to step 150.

In step 150, the ECU 41 sets the value of the basic injection amount Q1 as the value of the target injection amount Q, and based on the value of the target injection amount Q, the injectors 7a to 7b.
By controlling the, the stratified charge combustion intended for lean burn is executed. In this embodiment, the ECU 41 that executes the process of step 150 executes the stratified charge combustion so that the power corresponding to the load state of the engine 1 is obtained from the crankshaft 10 when the load state of the engine 1 is in the low load range. It corresponds to the first control means of the present invention for controlling each injector 7a to 7d. Then, in step 151, the ECU 41 stops the M / G 17. In this embodiment, the ECU 41 that executes the process of step 151
It corresponds to a control means for stopping the assistance of the power of the engine 1 by the M / G 17 when the engine 1 is performing the stratified charge combustion. Then, the ECU 41 once ends the subsequent processing.

On the other hand, in step 140, when the load state of the engine 1 is not in the low load range, the ECU 41 shifts the processing to step 160. In step 160, the ECU 41 determines whether the load state of the engine 1 is in the high load range where uniform combustion should be executed. ECU 41
This judgment is made by judging whether or not the value of the throttle opening TA is larger than the reference value β. In this embodiment, the ECU 41 that executes the process of step 160 corresponds to a determination unit that determines whether the load state of the engine 1 is in the high load range. Here, when the load state of the engine 1 is in the high load range, the ECU 41 executes the processing in step 1
Move to 70.

In step 170, the ECU 41 calculates the value of the target injection amount Q based on the value of the basic injection amount Q1 and operates the injectors 7a to 7b based on the value of the target injection amount Q, as in the process of step 130. Uniform combustion is performed by controlling. In this embodiment, step 12
ECU 4 that executes the processing of 0, 140, 160, 170
1 is when the load state of the engine 1 is in the high load range,
In order to perform uniform combustion so that power corresponding to the load state is obtained from the crankshaft 10, each injector 7a
It corresponds to the second control means of the present invention for controlling 7d.

Then, in step 171, the ECU
In 41, the M / G 17 is stopped, and the subsequent processing is temporarily ended. In this embodiment, the ECU 41 that executes the process of step 171 corresponds to the control means for stopping the assistance of the power of the engine 1 by the M / G 17 when executing the uniform combustion.

On the other hand, in step 160, when the load state of the engine 1 is in the medium load range, the ECU 41 shifts the processing to step 180. In step 180, the ECU 41 executes fuel cut by forcibly stopping the fuel injection from each of the injectors 7a-7b. That is, the ECU 41 controls the injectors 7a to 7d to stop the supply of fuel to the combustion chamber 2. In this embodiment, steps 120, 140, 16
The ECU 41 that executes the processing of 0, 180 is the engine 1
It corresponds to the control means for executing the fuel cut when the load state of is in the middle load range.

Subsequently, in step 181, the ECU
41 operates the M / G 17 based on the value of the required torque T, and temporarily ends the subsequent processing. In this embodiment, the ECU 41 that executes the processing of steps 120, 140, 160, 181 obtains the power corresponding to the load state from the crankshaft 10 when the load state of the engine 1 is in the medium load range. It corresponds to the third control means of the present invention for controlling the M / G 17.

According to the above configuration, when the load state of the engine 1 is in the low load range, the ECU 41 controls the injectors 7a to 7d based on the value of the required target injection amount Q, so that the fuel consumption is reduced. Perform low-volume stratified combustion. By performing this stratified charge combustion, the power required in the low load range can be obtained from the crankshaft 10 and suitable fuel consumption can be obtained. From this meaning, it is possible to achieve both fuel efficiency and output of the engine 1. When the load state of the engine 1 is in the high load range, the ECU 41 controls the injectors 7a to 7d based on the value of the required target injection amount Q to execute uniform combustion. By performing this uniform combustion, the power required in the high load range is given to the crankshaft 1.
Obtained from 0. On the other hand, when the load state of the engine 1 is in the medium load range, the ECU 41 controls only the M / G 17 to obtain the power required in the medium load range from the crankshaft 10.

Therefore, according to this embodiment, the stratified charge combustion is executed for the purpose of improving the fuel consumption and the output of the engine 1 under the load condition of the low load region, and the output of the engine 1 under the load condition of the high load region. Uniform combustion is performed to ensure In addition, in the load state in the medium load range, the required power is obtained by the M / G 17 instead of the engine 1, so that the fuel consumed by the engine 1 is reduced by the amount by which the engine 1 is not operated. As a result, the fuel consumption of the engine 1 can be improved, and the advantages of the stratified combustion aiming at the improvement of the fuel consumption can be fully utilized.

In addition, according to this embodiment, when the load state of the engine 1 is switched from the low load region to the high load region, that is, when the combustion mode is switched from execution of stratified combustion to execution of uniform combustion. In order to obtain the required power according to the load condition at that time, the power of the crankshaft 10 is M
/ G17 assists. Therefore, the power of the crankshaft 10 does not change discontinuously when the combustion mode is switched.

FIG. 11 is a timing chart showing an example of the control result when switching the combustion mode. As is clear from this chart, immediately after switching the combustion mode, the torque obtained by executing the uniform combustion temporarily decreases. However, the required torque T is compensated by the torque of the M / G 17 during the reduction period, so the required torque T
It can be seen that can be secured stably. As a result, even when the combustion mode of the engine 1 is switched, the engine 1
Without reducing the apparent power of the engine 1
The power of can be stabilized and good drivability can be secured.

In this embodiment, the stratified charge combustion is adopted to realize lean combustion on the premise that the cylinder injection type engine 1 is used. Therefore, it is possible to achieve both fuel efficiency and output of the engine 1. Especially in terms of fuel economy,
It is extremely advantageous as compared with an external injection engine.

In this embodiment, since the M / G 17 is used, power can be generated by the M / G 17 by transmitting the power of the engine 1 to the M / G 17 when the engine 1 is decelerating. Becomes By the power generation, the power storage device can be regenerated.

Next, a second embodiment in which the control device of the second and fourth inventions is embodied in an automobile will be described with reference to the drawings. In each of the following embodiments including this embodiment, the same components as those in the first embodiment will be described.
The same reference numerals are given and the description is omitted. Therefore, in each of the following embodiments, the points that are particularly different from the first embodiment will be mainly described.

In the second embodiment, "control routine"
The content is different from that of the first embodiment. FIG.
3 is a flowchart showing a "control routine" according to the present embodiment.

In the routine of FIG. 12, each step 100, 120, shown by the same reference numeral as that of the routine of FIG.
130, 131, 140, 150, 151, 160, 1
The contents of 70 and 171 are basically the same as those of the first embodiment. In the second embodiment, 21 shown in FIG.
The contents of 0, 211, 280 and 281 are different from those of FIG.

That is, in step 210, the ECU 4
1 calculates the required torque T by referring to the function data shown in FIG. In this embodiment, the ECU 41 executes the stratified charge combustion in order to obtain the required torque T in the low load range in which the value of the throttle opening TA is "TA≤α". The value of the throttle opening TA is “α <TA ≦ β”
In the medium load region where, the ECU 41 executes the stratified charge combustion and operates the M / G 17 in order to obtain the required torque T. Further, the value of the throttle opening TA is “β <
In the high load range of "TA", the ECU 41 executes uniform combustion to obtain the required torque T. In this embodiment, the ECU 41 that executes the process of step 210 corresponds to a calculating unit for calculating the required torque T.

Subsequently, in step 211, the ECU
Reference numeral 41 calculates the value of the basic injection amount Q1 to be injected into the combustion chamber 2 based on the required torque T, the engine speed NE, and the like. Here, when the load state of the engine 1 is in the low load range, the ECU 41 calculates the basic injection amount Q1 having a value proportional to the value of the required torque T. When the load state is in the medium load range, the maximum basic injection amount Q1max having a uniform value is calculated regardless of the magnitude of the required torque T. The maximum basic injection amount Q1max corresponds to the injection amount required to execute the minimum necessary stratified charge combustion that can obtain the maximum torque within a range that does not cause deterioration of emission and misfire. In this embodiment, the ECU 41 that executes the process of step 211 corresponds to a calculating means for calculating the basic injection amount Q1 and the maximum basic injection amount Q1max.

On the other hand, in step 160, when the load state of the engine 1 is in the medium load range, the ECU 41 shifts the processing to step 280. In step 280, the ECU 41 sets the value of the above-mentioned maximum basic injection amount Q1max as the value of the target injection amount Q, and the target injection amount Q
Stratified charge combustion is performed by controlling injectors 7a-7b based on the value of. In this embodiment, an EC that executes the processing of steps 120, 140, 160 and 280
When the load condition of the engine 1 is in the medium load range, the U41 provides maximum power to the engine 1 without causing any adverse effect.
Corresponds to the control means for carrying out the stratified charge combustion.

Subsequently, in step 281, the ECU
41 subtracts the value of the engine torque TQ corresponding to the value of the target injection amount Q calculated this time from the value of the required torque T calculated this time to calculate the value of the supplemental torque TD. Then, the ECU 41 operates the M / G 17 based on the value of the supplemental torque TD.

Therefore, according to the processing of steps 280 and 281, the required torque T is obtained by supplementing the engine torque TQ obtained by the stratified charge combustion with the supplementary torque TD obtained by the M / G 17. In this embodiment, steps 120, 140, 160, 280,
When the load state of the engine 1 is in the medium load range, the ECU 41 that executes the process of 281 cranks the power corresponding to the load state by the execution of the stratified combustion by the engine 1 and the operation of the M / G 17 in cooperation with the crank. It corresponds to the fourth control means of the present invention for controlling each injector 7a-7d and M / G 17 to obtain from the shaft 10. After executing the processing of step 281, the ECU 41 once terminates the processing.

According to the configuration of the second embodiment, when the load state of the engine 1 is in the medium load range, the ECU 4
1 controls each of the injectors 7a to 7d and the M / G 17, whereby the minimum necessary stratified charge combustion is executed, the M / G 17 is driven, and the required power corresponding to the load state is obtained from the crankshaft 10. To be

Therefore, in the medium load range, the amount of fuel that does not cause deterioration of emission and misfire is used for the stratified charge combustion, and the power component of the engine 1 which is insufficient only by the stratified charge combustion is M / M. It can be assisted by G17. As a result, the fuel consumed by the engine 1 is reduced by the amount of the supplement. In addition, the power consumed by the M / G 17 is reduced by the amount of power that the engine 1 bears by the stratified combustion. As a result, the fuel consumption of the engine 1 can be improved, and the advantages of the stratified combustion aiming at the improvement of the fuel consumption can be fully utilized. Further, in this embodiment, when the load state of the engine 1 is in the medium load range, the required torque T is obtained by the engine 1 and the M / G 17, so that the M / G 17 is entirely applied in the medium load range. Compared with the first embodiment, the power consumption amount for the M / G 17 can be minimized. The other actions and effects are basically the same as those of the first embodiment.

Next, a third embodiment in which the control device of the third and fourth inventions is embodied in an automobile will be described with reference to the drawings. In the third embodiment, the contents of the "control routine" differ from those of the first and second embodiments.
FIG. 15 is a flowchart showing the "control routine" according to this embodiment.

In the routine of FIG. 15, each step 100, 120, shown by the same reference numeral as that of the routine of FIG.
130, 131, 140, 150, 151, 160, 1
The contents of 70 and 171 are basically the same as those of the first embodiment. In the third embodiment, 31 shown in FIG.
0,311,380,381,382,383,384
9 differs from that of FIG.

That is, in step 310, the ECU 4
1 calculates the required torque T by referring to the function data shown in FIG. In this embodiment, the ECU 41 executes the stratified charge combustion in order to obtain the required torque T in the low load range in which the value of the throttle opening TA is "TA≤α". The value of the throttle opening TA is “α <TA ≦ β”
In the medium load range where, in order to obtain the required torque T, the ECU 41 basically operates the M / G 17, and exceptionally executes the weak stratified charge combustion and operates the M / G 17. Further, in the high load range in which the value of the throttle opening TA is “β <TA”, the ECU 41 executes uniform combustion to obtain the required torque T. In this embodiment, step 310
The ECU 41 that executes the process of (1) corresponds to a calculation unit that calculates the required torque T.

Subsequently, in step 311, the ECU
Reference numeral 41 calculates the value of the basic injection amount Q1 to be injected into the combustion chamber 2 based on the required torque T, the engine speed NE, and the like. In this embodiment, the ECU 41 that executes the process of step 311 corresponds to a calculating unit that calculates the basic injection amount Q1.

On the other hand, in step 160, when the load state of the engine 1 is in the medium load range, the ECU 41 shifts the processing to step 380. In step 380, it is determined whether or not the charge value VC read this time is equal to or greater than a predetermined reference value V1. The reference value V1 means that the charge value VC of the battery 40 tends to be insufficient. In this embodiment, the ECU 41 that executes the process of step 380 functions as a storage value determination unit of the present invention for determining whether the charge value (storage value) VC of the battery 40 is equal to or greater than a predetermined reference value V1. Equivalent to. Where the charge value VC
Is greater than or equal to the reference value V1, the charge value VC is sufficient, and therefore the ECU 41 shifts the processing to step 381.

In step 381, the ECU 41 executes the fuel cut by forcibly stopping the fuel injection from each of the injectors 7a-7b. In this embodiment, steps 120, 140, 160, 380, 381
The ECU 41 that executes the process of (1) corresponds to a control unit that executes fuel cut when the load state of the engine 1 is in the medium load range.

Subsequently, in step 382, the ECU
41 operates the M / G 17 based on the value of the required torque T, and temporarily ends the subsequent processing. In this embodiment, the ECU 41 that executes the processing of steps 120, 140, 160, 380 and 382 corresponds to the control means for operating the M / G 17 to obtain the required torque T when executing the fuel cut.

On the other hand, in step 380, the charging value V
When C is less than the reference value V1, the charge value VC tends to be insufficient, so the ECU 41 shifts the processing to step 383.

In step 383, the ECU 41 calculates the value of the motor torque Tvc according to the charging value VC at that time, and based on the value of the motor torque Tvc, the M / G is calculated.
Activate 17. That is, the ECU 41 determines that the charge value VC
In anticipation of a shortage tendency, the M / G 17 is operated within the range of the electric power covered by the charge value VC.

Subsequently, in step 384, the ECU
Reference numeral 41 calculates the value of the target injection amount Q based on the value of the basic injection amount Q1 after considering the operation amount of the M / G 17. Then, the ECU 41 executes the weak stratified charge combustion by controlling the injectors 7a to 7d based on the value of the target injection amount Q. Here, the ECU 41 calculates the value of the target injection amount Q according to the following calculation formula.

Q = Q1 * (1-Tvc / T) That is, the ECU 41 sets the target injection amount Q to the injection amount corresponding to the ratio other than the share of the motor torque Tvc in the current request torque T. It is calculated and the value is applied to the execution of weak stratified charge combustion. After completing the processing of step 384, the ECU 41 once terminates the subsequent processing.

Therefore, according to the processing of steps 383 and 384, the required torque T is obtained by supplementing the motor torque Tvc obtained by the M / G 17 with the torque obtained based on the weak stratified charge combustion. In this embodiment, steps 120, 140, 160, 380-3
When the load state of the engine 1 is in the medium load range, the ECU 41 that executes the process of 84 controls the M / G 17 in order to obtain the power corresponding to the load state from the crankshaft 10, and charges the battery 40. A fifth control of the present invention for controlling each injector 7a-7d to perform a weak stratified charge combustion in order to supplement the power obtained by the M / G 17 when the value VC is less than a predetermined reference value V1. It corresponds to the means.

According to the configuration of the third embodiment, the load state of the engine 1 is in the medium load range and the battery 40
If the charging value VC of the battery is less than the predetermined reference value V1, E
The CU 41 controls the injectors 7a to 7d and the M / G 17. As a result, weak stratified charge is executed and M
/ G17 is driven, and the required power corresponding to the load state is obtained from the crankshaft 10.

Therefore, in the medium load range, when the charge value VC of the battery 40 is less than the reference value V1, the power of the crankshaft 10 is driven by driving the M / G 17 within the possible range of the charge value VC. Is assisted. Where M /
Since the power amount which is insufficient only by G17 is borne by the weak stratified combustion, the fuel consumed by the engine 1 is reduced by the amount assisted by M / G17. As a result, the fuel efficiency of the engine 1 can be improved, and even if the charge value VC of the battery 40 is not sufficient, the best fuel efficiency can be improved within the range of the charge value VC. Further, in this embodiment, when the load state of the engine 1 is in the medium load range, the engine 1 and the M / G are
Since the required torque T is obtained by 17, the power consumption for the M / G 17 can be minimized as compared with the first embodiment in which the M / G 17 is entirely applied in the medium load range. For other actions and effects,
It is basically the same as that of the first embodiment.

The present invention can be embodied in the following other embodiments. The same operation and effect as those of the above embodiments can be obtained in the following other embodiments. (1) In each of the above-described embodiments, the power of the engine 1 is assisted by the M / G 17 when the combustion mode is switched from the stratified combustion to the uniform combustion. On the other hand, when the combustion mode is switched from uniform combustion to stratified combustion, M / G1
The power of the engine 1 may be assisted by 7.

(2) In each of the above embodiments, the M / G (motor generator) 1 having the functions of both the electric motor and the generator.
Although 7 is used, a motor that merely functions as a generator may be used.

(3) In each of the above embodiments, the four-cylinder engine 1 is embodied, but it may be embodied in a three-cylinder, five-cylinder, six-cylinder, or eight-cylinder engine. Furthermore, it is described below that each of the above-described embodiments includes the following various embodiments related to the technical idea described in the claims together with the effects thereof.

(A) In the invention described in claim 1, the internal combustion engine is an in-cylinder injection type engine capable of performing stratified combustion in order to realize lean combustion. According to this configuration, it is possible to achieve both fuel efficiency and output of the internal combustion engine by lean combustion.

(B) In the invention described in claim 1, the electric motor also has a power generation function. According to this structure, it becomes possible to generate electric power by the electric motor.

[0105]

According to the first aspect of the present invention, in a control device for an internal combustion engine in which a combustion mode including at least stratified combustion and uniform combustion is switched according to the load condition of the internal combustion engine, the load condition is small. When it is in the order of magnitude, the stratified charge combustion is executed in order to obtain the power according to the load state by the internal combustion engine. When the load condition is large, uniform combustion is executed so that the internal combustion engine can obtain power corresponding to the load condition. Further, when the load state is medium, the electric motor is controlled so that the power corresponding to the load state is obtained by the electric motor.

Therefore, in the medium load state, the electric power is obtained by the electric motor instead of the internal combustion engine, so that the fuel consumed by the internal combustion engine is correspondingly reduced. As a result, the fuel efficiency of the internal combustion engine can be improved.

According to the second aspect of the present invention, in a control device for an internal combustion engine in which combustion modes including at least stratified combustion and uniform combustion are switched according to the load condition of the internal combustion engine, When the load is small, the stratified charge combustion is executed so that the internal combustion engine can obtain the power corresponding to the load state. When the load condition is large, uniform combustion is executed so that the internal combustion engine can obtain power corresponding to the load condition. Further, when the load state is medium, power corresponding to the load state is obtained by cooperation between execution of stratified combustion by the internal combustion engine and operation of the electric motor.

Therefore, in a medium load condition, the electric power of the internal combustion engine, which is insufficient only by the stratified charge combustion, is assisted by the electric motor, so that the fuel consumed by the internal combustion engine is reduced by the auxiliary amount. As a result, the fuel efficiency of the internal combustion engine can be improved. In addition, the power consumption of the electric motor can be saved.

According to the third aspect of the present invention, in the control device for an internal combustion engine, the combustion mode including at least stratified combustion and uniform combustion is switched according to the load state of the internal combustion engine. When the load is small, the stratified charge combustion is executed so that the internal combustion engine can obtain the power corresponding to the load state. When the load condition is large, uniform combustion is executed so that the internal combustion engine can obtain power corresponding to the load condition. Furthermore, when the load condition is medium, the electric motor is controlled to obtain power according to the load condition, and when the stored value of the battery is less than the predetermined value,
The weak stratified charge combustion is executed to supplement the power obtained by the electric motor.

Therefore, in a medium load state, when the stored value of the battery is low, the electric power of the internal combustion engine is assisted by driving the electric motor within a range where the stored value is possible, and is assisted by the electric motor. Less fuel is consumed. As a result, the fuel efficiency of the internal combustion engine can be improved. In addition, it is possible to achieve the best improvement in fuel consumption within the range of the stored value of the battery that is low.

According to the invention described in claim 4,
In the configuration of the second or third aspect of the invention, when the combustion mode is switched between stratified combustion and uniform combustion, the power is assisted by an electric motor in order to obtain power according to the load state.

Therefore, in addition to the actions and effects of the first, second, or third invention, the power does not change discontinuously when the combustion mode is switched. As a result, it is possible to secure the power stability of the internal combustion engine when switching the combustion mode,
This has the effect of ensuring good drivability.

[Brief description of drawings]

FIG. 1 is a conceptual configuration diagram showing a basic configuration concept of first and fourth inventions.

FIG. 2 is a conceptual configuration diagram showing a basic configuration concept of second and fourth inventions.

FIG. 3 is a conceptual configuration diagram showing a basic configuration concept of third and fourth inventions.

FIG. 4 is a schematic configuration diagram showing a gasoline engine system of one embodiment.

5 (a) to (d) are cross-sectional views showing the structure of the engine and a series of operation strokes.

6 (a) to 6 (d) are sectional views showing the structure of the engine and a series of operation strokes.

7 (a) to (d) are cross-sectional views showing the structure of the engine and a series of operation strokes.

FIG. 8 is a block diagram showing an ECU and the like.

FIG. 9 is a flowchart showing a “control routine”.

FIG. 10 is a graph showing function data of throttle opening and required torque.

FIG. 11 is a timing chart showing an example of a control result.

FIG. 12 is a flowchart showing a “control routine”.

FIG. 13 is a graph showing function data of throttle opening and required torque.

FIG. 14 is a graph showing function data of throttle opening and required torque.

FIG. 15 is a flowchart showing a “control routine”.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine as an internal combustion engine, 2 ... Combustion chamber, 7a-7
d ... Injector as fuel supply means, 10 ... Crank shaft, 17 ... Motor generator (M / G) as electric motor, 33 ... Throttle sensor as load detection means, 40 ... Battery, 41 ... ECU (41 is first to first) It constitutes a sixth control means and a storage value judgment means).

Claims (4)

[Claims] 1. An internal combustion engine in which the fuel supplied to a combustion chamber is controlled by a fuel supply means, and the mixture supplied to the combustion chamber is provided with different concentration distributions in a stratified mixture in the combustion chamber. The internal combustion is designed to switch between stratified combustion in which the air-fuel mixture is burned by combustion and homogeneous combustion in which the air-fuel mixture is burned by dispersing the air-fuel mixture in the entire combustion chamber by the fuel supplied in the intake stroke. An institution,
A control device for an internal combustion engine, the power of which is assisted by an electric motor comprising: an electric motor that is connected to an output shaft of the internal combustion engine to assist the power of the internal combustion engine and is controlled as necessary. Load detection means for detecting a load state over a small, medium, and large range, and in order to obtain power according to the load state from the output shaft when the detection result of the load detection means is small. First control means for controlling the fuel supply means to execute the stratified charge combustion, and when the detection result of the load detection means is large, the power corresponding to the load state is obtained from the output shaft. Therefore, when the detection result of the load detection means is medium, the second control means for controlling the fuel supply means in order to execute the uniform combustion, and when the detection result of the load detection means is medium, the motive power corresponding to the load state is output. A control device for an internal combustion engine whose power is assisted by an electric motor, comprising: a third control means for controlling the electric motor in order to obtain the force axis. 2. An internal combustion engine in which the fuel supplied to the combustion chamber is controlled by the fuel supply means, and the mixture supplied to the combustion chamber is provided with different concentration distributions in a stratified mixture in the combustion chamber. The internal combustion is designed to switch between stratified combustion in which the air-fuel mixture is burned by combustion and homogeneous combustion in which the air-fuel mixture is burned by dispersing the air-fuel mixture in the entire combustion chamber by the fuel supplied in the intake stroke. An institution,
A control device for an internal combustion engine, the power of which is assisted by an electric motor comprising: an electric motor that is connected to an output shaft of the internal combustion engine to assist the power of the internal combustion engine and is controlled as necessary. Load detection means for detecting a load state over a small, medium, and large range, and in order to obtain power according to the load state from the output shaft when the detection result of the load detection means is small. First control means for controlling the fuel supply means to execute the stratified charge combustion, and when the detection result of the load detection means is large, the power corresponding to the load state is obtained from the output shaft. Therefore, when the detection result of the load detection means is medium, a second control means for controlling the fuel supply means for executing the uniform combustion is provided, and the power corresponding to the load state is generated. Power is assisted by an electric motor, characterized in that the electric motor is provided with a fourth control means for controlling the fuel supply means and the electric motor in order to obtain from the output shaft by cooperation of execution of laminar combustion and operation of the electric motor. Control device for internal combustion engine. 3. An internal combustion engine in which the fuel supplied to the combustion chamber is controlled by the fuel supply means, and the mixture supplied to the combustion chamber is provided with different concentration distributions in a layered mixture in the combustion chamber. Stratified combustion in which the air-fuel mixture is burned by the fuel, uniform combustion in which the air-fuel mixture is burned by dispersing the air-fuel mixture in the entire combustion chamber by the fuel supplied in the intake stroke, and the combustion by the fuel supplied in the intake stroke The air-fuel mixture is dispersed throughout the chamber, and the fuel supplied to the subsequent compression stroke is provided with different concentration distributions in the air-fuel mixture in a stratified manner so as to switch between weak stratified combustion in which the air-fuel mixture is burned depending on the load condition. Driven by an electric motor that includes an internal combustion engine and an electric motor that is connected to the output shaft of the internal combustion engine to assist the power of the internal combustion engine and that is controlled by power supply from a battery if necessary. In a control device for an internal combustion engine in which power is assisted, load detection means for detecting a load state of the internal combustion engine over a small extent, a medium extent, and a large extent, and whether or not a stored value of the battery is a predetermined value or more. When the detection result of the storage value determination means for determining whether or not the load detection means is small, in order to obtain the power corresponding to the load state from the output shaft, to execute the stratified charge combustion, First control means for controlling the fuel supply means, and when the detection result of the load detection means is large, for executing the uniform combustion so as to obtain power according to the load state from the output shaft. Second control means for controlling the fuel supply means, and when the detection result of the load detection means is moderate, controls the electric motor to obtain power according to the load state from the output shaft. In both cases, when the storage value determining means determines that the storage value is less than the predetermined value, the fuel supply means is used to execute the weak stratified charge combustion in order to supplement the power obtained by the electric motor. A control device for an internal combustion engine whose power is assisted by an electric motor, comprising: a fifth control means for controlling. 4. A control device for an internal combustion engine whose power is assisted by the electric motor according to claim 1, 2 or 3, wherein stratified charge combustion under the control of the first control means and the second
Controlling the electric motor to assist the power of the output shaft so as to obtain the power according to the load state from the output shaft when the combustion mode is switched between uniform combustion controlled by the control means of A control device for an internal combustion engine, the power of which is assisted by an electric motor, characterized in that the control means of 6 is provided.