JP2008303741A - Vehicle control device, control method, program for realizing the method, and recording medium recording the program - Google Patents

Abstract

In a vehicle in which an internal combustion engine is cranked by a rotating electrical machine when the internal combustion engine is started, combustion failure at the start of the internal combustion engine is suppressed while preventing the internal combustion engine from starting.
An ECU calculates a coefficient K (1) based on an engine restart time T (S104), and calculates a coefficient K (2) based on the number of engine restarts (S112). And a step of setting the reduction coefficient K based on the coefficient K (1) and the coefficient K (2) (S114), and if the SOC of the traveling battery is large (YES in S118), the reference amount F ( 0) and the reduction coefficient K as a starting injection amount F (S120), and when the SOC of the traveling battery is small (NO in S118), the reference amount F (0) is started. A program including a step (S122) of setting as the hourly injection amount F is executed.
[Selection] Figure 3

Description

  The present invention relates to fuel supply control at the start of an internal combustion engine, and more particularly to fuel supply control in a vehicle in which the internal combustion engine is cranked by a rotating electrical machine when the internal combustion engine is started.

  2. Description of the Related Art A vehicle including a fuel injection control device that electronically controls a fuel injection valve provided in an internal combustion engine to supply and inject fuel is known. The fuel injection control device includes a start-time injection amount control device that increases the fuel injection amount at the time of starting the internal combustion engine in order to start the stopped internal combustion engine. In a vehicle equipped with such a starting injection amount control device, for example, Japanese Patent Application Laid-Open No. H8-100692 (Patent Document 1) discloses a technique for suppressing combustion failure when an internal combustion engine is repeatedly started at low temperatures. Yes.

  The internal combustion engine start-up injection amount control device disclosed in this publication includes an internal combustion engine, a fuel injection valve that injects fuel into the internal combustion engine, and a cooling water temperature of the internal combustion engine that is less than a set value when the internal combustion engine is started. If the operating time of the internal combustion engine before starting is less than or equal to the set value and the stop time of the internal combustion engine before starting is less than or equal to the set value, the starting injection amount required when starting the internal combustion engine is reduced. And means for controlling the fuel injection valve to inject.

According to the starting injection amount control device disclosed in this publication, when the internal combustion engine is started, the cooling water temperature of the internal combustion engine is not more than a set value, and the operation time of the internal combustion engine before starting is not more than the set value, When the stop time of the internal combustion engine before starting is equal to or less than the set value, the starting injection amount injected from the fuel injection valve is reduced. Therefore, when the internal combustion engine is repeatedly started at a low temperature, considering that the temperature in the combustion chamber is high and vaporization of the fuel is promoted, an appropriate amount of fuel necessary for combustion is supplied, Combustion failure can be suppressed.
Japanese Patent Laid-Open No. 8-100692

  In recent years, hybrid vehicles that use at least one of an internal combustion engine and a rotating electrical machine as a travel source and crank the internal combustion engine with the rotating electrical machine when starting the internal combustion engine have been put into practical use as part of measures against environmental problems. In such a hybrid vehicle, when the power storage state of the power storage mechanism that supplies electric power to the rotating electrical machine is reduced, the upper limit rotational speed when the internal combustion engine is cranked by the rotating electrical machine is reduced. In such a state, when the fuel injection amount at the start of the internal combustion engine is reduced, as in the start-up injection amount control device disclosed in Patent Document 1, the fuel is in a low state (lean state) and the engine is started. May not.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to use the internal combustion engine and the rotating electrical machine as travel sources, and the internal combustion engine is cranked by the rotating electrical machine when the internal combustion engine is started. The control device, the control method, the program for realizing the method, and the recording medium on which the program is recorded can suppress the combustion failure at the start of the internal combustion engine while suppressing the state where the internal combustion engine does not start Is to provide.

  A control device according to a first invention controls a vehicle including an internal combustion engine, a fuel supply mechanism that supplies fuel to the internal combustion engine, and a power storage mechanism that supplies electric power to a rotating electrical machine. In this vehicle, the internal combustion engine and the rotating electric machine are used as travel sources, and the internal combustion engine is cranked by the rotating electric machine when the internal combustion engine is started. The control device includes means for detecting a restart time from when the internal combustion engine is started to when it is stopped and then restarted, means for detecting the power storage state of the power storage mechanism, and the power storage state is a threshold value Means for determining whether or not the state is larger, and when the power storage state is larger than the threshold value, the fuel supply amount at the time of restart is compared with the case where the restart time is short compared to the case where it is long A first calculating means for calculating so as to decrease, and a first calculating means for calculating the fuel supply amount to be larger when the state of charge is smaller than the threshold value compared to when it is larger. 2 calculating means, and means for controlling the fuel supply mechanism so that the fuel supply amount calculated by any of the first calculating means and the second calculating means is supplied to the internal combustion engine. The control method according to the fourth invention has the same requirements as the control device according to the first invention.

  According to the first or fourth invention, if the restart time from when the internal combustion engine is started to when it is stopped and then restarted is short, it is considered that a large amount of fuel remains. Therefore, when the power storage state of the power storage mechanism is larger than the threshold value, the fuel supply amount at the time of restarting the internal combustion engine is calculated to be smaller when the restart time is short than when it is long. As a result, it is possible to suppress poor combustion due to a state where there is a large amount of fuel (rich state) at the time of restart when it is considered that a large amount of fuel remains. Furthermore, since the power storage state of the power storage mechanism is good and the upper limit rotational speed when cranking the internal combustion engine by the rotating electrical machine can be maintained high, the internal combustion engine can be operated even if the fuel supply amount at the time of restart is reduced. Can be started. On the other hand, when the power storage state of the power storage mechanism is smaller than the threshold value, the fuel supply amount at the time of restarting the internal combustion engine is calculated to be larger than when it is larger. Therefore, it is possible to prevent the internal combustion engine from starting due to the lean state when the upper limit rotational speed when cranking is reduced due to a decrease in the power storage state of the power storage mechanism. As a result, the internal combustion engine and the rotating electrical machine are used as the travel sources, and in the vehicle in which the internal combustion engine is cranked by the rotating electrical machine when the internal combustion engine is started, the internal combustion engine is prevented from starting. Thus, it is possible to provide a control device and a control method capable of suppressing the combustion failure at the start-up.

  In the control device according to the second invention, in addition to the configuration of the first invention, the first calculation means includes means for calculating a fuel supply amount by reducing a predetermined reference amount. The second calculation means includes means for calculating the reference amount as the fuel supply amount. The control method according to the fifth invention has the same requirements as those of the control device according to the second invention.

  According to the second or fifth invention, when the storage state is larger than the threshold value (that is, when the upper limit rotational speed when cranking can be maintained high), the rich state is obtained by reducing the predetermined reference amount. Combustion failure due to can be suppressed. On the other hand, when the power storage state is smaller than the threshold value (that is, when the upper limit rotational speed when cranking is reduced), the internal combustion engine is not started by the lean state by maintaining the predetermined reference amount. It can be suppressed.

  In the control device according to the third aspect of the invention, in addition to the configuration of the first aspect, the second calculation means calculates an upper limit rotational speed when cranking the internal combustion engine by the rotating electrical machine based on the storage state. And means for calculating the fuel supply amount based on the upper limit rotational speed. The control method according to the sixth invention has the same requirements as those of the control device according to the third invention.

  According to the third or sixth invention, when the storage state is smaller than the threshold value (that is, when the upper limit rotational speed when cranking decreases), the upper limit rotational speed when cranking is based on the storage state. Calculated. The fuel supply amount is calculated based on the upper limit rotational speed when cranking. Thereby, for example, the fuel supply amount can be increased according to the amount of decrease in the upper limit rotational speed when cranking. Therefore, it can suppress more appropriately that the internal combustion engine will not start due to the lean state.

  In the program according to the seventh invention, a computer is caused to execute the control method according to any one of the third to sixth inventions. A recording medium according to an eighth aspect records a computer-readable program for causing a computer to execute the control method according to any of the third to sixth aspects.

  According to the seventh or eighth invention, the control method according to any one of the third to sixth inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, the control block diagram of the whole hybrid vehicle provided with the control apparatus which concerns on this Embodiment is demonstrated. The present invention is not limited to the hybrid vehicle shown in FIG.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is also expressed as a motor generator 140A (MG (2) 140A) and a motor generator 140B (MG (1) 140B), but depending on the traveling state of the hybrid vehicle. The motor generator 140A functions as a generator, or the motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism 200 that distributes the power generated by 120 to the two paths of drive wheel 160 and MG (1) 140B, travel battery 220 that charges power for driving motor generator 140, and travel battery 220 Inverter 240 that performs current control while converting the direct current of DC and the alternating current of MG (2) 140A and MG (1) 140B, and battery control that manages and controls the state of charge (SOC) of traveling battery 220 Unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260, The engine ECU 280 controls the ignition timing of the engine 120 and the amount of fuel injected from a fuel injection valve (not shown) provided in the engine 120, the motor generator 140, the battery ECU 260, and the inverter 240 according to the state of the hybrid vehicle. And HV_ECU 320 that controls the entire hybrid system so that the hybrid vehicle can operate most efficiently by mutually managing and controlling the battery ECU 260, the engine ECU 280, the MG_ECU 300, and the like.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). The ECU 400 is an example).

  The power split mechanism 200 is a planetary gear including a planetary carrier (C), a sun gear (S), and a ring gear (R) in order to distribute the power of the engine 120 to both the drive wheels 160 and the MG (1) 140B. A mechanism (planetary gear) is used. Engine 120 is connected to planetary carrier (C), MG (1) 140A is connected to sun gear (S), and MG (2) 140B and drive wheel 160 are connected to ring gear (R). By controlling the rotational speed of MG (1) 140B, power split device 200 also functions as a continuously variable transmission. The rotational force of engine 120 is input to planetary carrier (C), which is transmitted to MG (1) 140A by sun gear (S) and to MG (2) 140B and drive wheel 160 by ring gear (R). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the MG (1) 140B, and the rotational speed of the engine 120 is reduced.

  Inverter 240 includes six IGBTs (Insulated Gate Bipolar Transistors) and six diodes connected in parallel to each IGBT so as to allow current to flow from the emitter side to the collector side of the IGBT.

  Inverter 240 causes motor generator 140 to function as a motor or a generator based on a control signal from ECU 400. When the motor generator 140 functions as a motor, the inverter 240 turns on / off (energizes / cuts off) the gate of each IGBT to convert the DC power supplied from the traveling battery 220 into AC power, Supply. When the motor generator 140 is caused to function as a generator, the inverter 240 turns on / off (energizes / cuts off) the gate of each IGBT to convert AC power generated by the motor generator 140 into DC power, and charges the traveling battery 220. To do. Inverter 240 and IGBT may use a well-known technique, and therefore, detailed description thereof will not be repeated here.

  Further, a boost converter 242 is provided between the traveling battery 220 and the inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the MG (2) 140A or MG (1) 140B, and therefore power is supplied from the traveling battery 220 to the MG (2) 140A or MG (1) 140B. When supplying the power, the boost converter 242 boosts the power. When charging, the voltage is stepped down by this step-up converter, and charging power is supplied to the traveling battery 220.

  Accelerator opening sensor 402, vehicle speed sensor 404, and start switch 406 are connected to ECU 400 via a harness or the like.

  Accelerator opening sensor 402 detects the opening (actual accelerator opening) of an accelerator pedal (not shown), and transmits a signal representing the detection result to ECU 400.

  Vehicle speed sensor 404 detects the speed of the vehicle from the rotational speed of the drive shaft, and transmits a signal representing the detection result to ECU 400.

  The start switch 406 is a switch for the driver to select to start the hybrid system. When the start switch 406 is switched from OFF to ON by the driver, the start switch 406 transmits an activation request signal for the hybrid system to the ECU 400.

  ECU 400 determines whether the vehicle is in a desired running state based on a signal and a map and program stored in ROM (Read Only Memory), signals sent from battery ECU 260, accelerator opening sensor 402, vehicle speed sensor 404, start switch 406, and the like. The equipment is controlled so that

  When ECU 400 receives the start request signal for the hybrid system from start switch 406, ECU 400 drives MG (1) 140B as a motor to start engine 120 that has been stopped. This driving force is transmitted to the crankshaft of engine 120 via power split mechanism 200. Thereby, the engine 120 is cranked. The cranking here means that the crankshaft of the engine 120 is rotated by a force other than the combustion energy of the fuel.

  After engine 120 is cranked, ECU 400 transmits a fuel injection command to engine ECU 280 so that fuel at the starting injection amount F is injected from the fuel injection valve. The startup injection amount F is a fuel injection amount required when the engine 120 is started by receiving a start request signal of the hybrid system. The starting injection amount F is set to a value increased from the fuel injection amount during normal operation in order to start the stopped engine 120.

  With reference to FIG. 2, a functional block diagram of the control device according to the present embodiment will be described. As shown in FIG. 2, the control device includes a restart time detection unit 410, a restart number calculation unit 420, an SOC detection unit 430, a starting injection amount calculation unit 440, and a fuel injection command unit 450. Including.

  Based on a signal from the start switch 406, the restart time detection unit 410 detects a time from when the start switch 406 is turned on to when it is turned off (hereinafter also referred to as a restart time T). To do.

  The number-of-restarts calculation unit 420 is based on the restart time T, and the number of times restarts in which the restart time T is shorter than a predetermined threshold A has been continuously performed (hereinafter also referred to as restart number). ) Is calculated. The calculated number of restarts is stored in a memory or the like included in ECU 400.

  SOC detection unit 430 detects the SOC of battery for traveling 220 based on a signal from battery ECU 260.

  The startup injection amount calculation unit 440 calculates the startup injection amount F based on the restart time T, the number of restarts, and the SOC.

  The fuel injection command unit 450 transmits a fuel injection command to the engine ECU 280 so that the calculated fuel injection amount F at the start time is injected from the fuel injection valve.

  The control device according to the present embodiment having such a functional block is read out from a CPU (Central Processing Unit) and a memory and a memory included in the ECU 400 even with hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs executed by the CPU. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 3, a control structure of a program executed by ECU 400 which is the control apparatus according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time.

  In step (hereinafter step is abbreviated as S) 100, ECU 400 detects the state of start switch 406 based on the signal from start switch 406.

  In S102, ECU 400 detects restart time T. The ECU 400 detects the time from when the start switch 406 is turned on until it is turned off and turned on again as the restart time T.

  In S104, ECU 400 calculates coefficient K (1) based on restart time T. For example, ECU 400 calculates coefficient K (1) based on a map having restart time T as a parameter as shown in FIG. In the map shown in FIG. 4, the restart time T is set to 1 when T (0) or more, and is set to be smaller than 1 as it is smaller than T (0). Note that the calculation method of the coefficient K (1) is not limited to this.

  In S106, ECU 400 determines whether restart time T is shorter than threshold A or not. The threshold value A is set based on the fuel remaining amount in the cylinder of the engine 120 before restarting. If shorter than threshold value A (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process proceeds to S110.

  In S108, ECU 400 increments the number of restarts stored in the memory. Note that the number of restarts is the number of times that restarts whose restart time T is shorter than the threshold A are continuously performed as described above.

  In S110, ECU 400 clears the number of restarts stored in the memory to “0”.

  In S112, ECU 400 calculates coefficient K (2) based on the number of restarts. ECU 400 calculates coefficient K (2), for example, based on a map having the number of restarts as a parameter as shown in FIG. In the map shown in FIG. 5, it is set to 1 when the number of restarts is 0, and is set to be smaller than 1 as the number of restarts increases. Note that the calculation method of the coefficient K (2) is not limited to this.

  In S114, ECU 400 sets a reduction coefficient K based on coefficient K (1) and coefficient K (2). ECU 400 sets the smaller one of coefficient K (1) and coefficient K (2) as reduction coefficient K. The method for setting the weight loss coefficient K is not limited to this.

  In S116, ECU 400 detects the SOC of battery for traveling 220 based on the signal from battery ECU 260.

  In S118, ECU 400 determines whether or not SOC of traveling battery 220 is greater than threshold value B. The threshold value B is based on an upper limit rotational speed (hereinafter also referred to as a cranking upper limit rotational speed NK) at which the engine 120 can be cranked by driving the MG (1) 140B with the electric power of the battery 220 for traveling. Is set. If the state is larger than threshold value B (YES in S118), the process proceeds to S120. Otherwise (NO in S118), the process proceeds to S122.

  In S120, ECU 400 sets the product of predetermined reference amount F (0) and reduction coefficient K as starting injection amount F. The reference amount F (0) is set to a value increased from the fuel injection amount during normal operation in order to start the stopped engine 120.

  In S122, ECU 400 sets a predetermined reference amount F (0) as starting injection amount F.

  In S124, ECU 400 transmits a fuel injection command to engine ECU 280 such that fuel of start injection amount F is injected from the fuel injection valve.

  An operation of engine 120 controlled by ECU 400 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  The fuel injection amount at the start of the engine 120 is increased from the fuel injection amount at the time of normal operation in order to start the engine 120 that has been stopped. However, when the restart time T is short or when the number of restarts is large, it is considered that a large amount of increased fuel remains in the cylinder of the engine 120.

  Therefore, the coefficient K (1) is calculated based on the restart time T (S104), the coefficient K (2) is calculated based on the number of restarts (S112), the coefficient K (1), and the coefficient K (2). The smaller one is set as the weight loss coefficient K (S114). If SOC of traveling battery 220 is greater than threshold value B (YES in S118), the product of reference amount F (0) and reduction coefficient K is set as starting injection amount F (S120). ). As a result, when the restart time T is short or the number of restarts is large, the starting injection amount F is reduced. Therefore, it is possible to suppress a combustion failure due to a rich state in the cylinder of engine 120. Since the SOC is large, the cranking upper limit rotational speed NK is maintained at a high value, so that the engine 120 can be started even if the starting injection amount F is reduced.

  On the other hand, when SOC of traveling battery 220 is smaller than threshold value B (NO in S118), the output of traveling battery 220 decreases, and therefore cranking upper limit rotational speed NK decreases. If the starting injection amount F is reduced even though the cranking upper limit rotational speed NK is reduced, the engine 120 may not be started.

  Therefore, when SOC of traveling battery 220 is in a small state (NO in S118), reference amount F (0) is set as start-up injection amount F without being reduced (S122). Therefore, in the state where the cranking upper limit rotational speed NK is decreasing, the start-up injection amount F is reduced and the cylinder in the engine 120 is prevented from being lean. Thereby, it can suppress that the engine 120 will be in the state which does not start.

  Furthermore, by starting engine 120, the power of engine 120 is transmitted to motor generator 140 via power split mechanism 200, and motor generator 140 can function as a generator to generate electric power. By charging the generated electric power to the traveling battery 220, the lowered SOC can be recovered and the traveling by the motor generator 140 can be performed stably. Further, when the SOC is restored to a state larger than threshold value B (YES in S118), the starting injection amount F can be reduced again to suppress combustion failure due to the rich state. .

  As described above, according to the control device according to the present embodiment, when the SOC of the traveling battery is in a state smaller than the threshold value, even when restarting in a short time or restarting in a short time. Even when the number of times is large, the fuel injection amount at the start of the engine is not reduced. Therefore, the lean state is suppressed in a state where the cranking upper limit rotational speed is decreasing. Thereby, it can suppress that an engine will be in the state which does not start.

<Second Embodiment>
Hereinafter, the control device according to the present embodiment will be described. The hybrid vehicle provided with the control device according to the present embodiment differs from the configuration of the hybrid vehicle according to the first embodiment described above only in the control structure of the program executed by ECU 400. The configuration other than these is the same as the configuration of the hybrid vehicle according to the first embodiment described above. The same reference numerals are assigned to the same components. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 6, a control structure of a program executed by ECU 400 which is the control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 6, the same steps as those in the flowchart shown in FIG. 3 are given the same step numbers. The processing is the same for them. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 400 determines whether or not SOC of traveling battery 220 is greater than threshold value B. If it is greater than threshold value B (YES in S200), the process proceeds to S120. Otherwise (NO in S200), the process proceeds to S202.

  In S202, ECU 400 calculates cranking upper limit rotation speed NK based on the SOC of battery for traveling 220. For example, ECU 400 calculates cranking upper limit rotation speed NK based on a map having SOC as a parameter as shown in FIG. In the map shown in FIG. 7, the cranking upper limit speed NK when the SOC is the threshold value B is NK (B), and the cranking upper limit speed NK is NK (B) as the SOC is smaller than the threshold value B. It is set to be smaller.

  In S202, ECU 400 calculates start-up injection amount F based on cranking upper limit rotation speed NK. For example, the ECU 400 calculates the starting injection amount F based on a map having the cranking upper limit rotational speed NK as a parameter as shown in FIG. In the map shown in FIG. 8, the starting injection amount F is set to increase as the cranking upper limit rotational speed NK is smaller than NK (B).

  An operation of engine 120 controlled by ECU 400 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  If SOC of traveling battery 220 is greater than threshold value B (YES in S118), the restart time T is short or the number of restarts is large as in the first embodiment described above. In this case, the starting injection amount F is reduced (S104, S112, S114, S120).

On the other hand, when SOC of traveling battery 220 is smaller than threshold value B (NO in S118), cranking upper limit rotation speed NK is calculated based on the SOC (S202),
It is calculated so that the starting injection amount F increases as the cranking upper limit rotational speed NK decreases (S204).

  As described above, according to the control device according to the present embodiment, when the SOC of the traveling battery is larger than the threshold value, the starting injection amount is the same as in the first embodiment described above. Is reduced and combustion failure due to a rich state is suppressed. On the other hand, when the SOC of the traveling battery is smaller than the threshold value, the fuel injection amount F is increased according to the decrease amount of the cranking upper limit rotation speed regardless of the restart time and the number of restarts. Therefore, it can suppress more appropriately that the engine will not start.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on the 1st Embodiment of this invention is mounted. It is a functional block diagram of a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control structure of ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the relationship between the restart time T and the coefficient K (1). It is a figure which shows the relationship between the frequency | count of restart and coefficient K (2). It is a flowchart which shows the control structure of ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows the relationship between SOC of driving | running | working battery, and cranking upper limit rotation speed NK. FIG. 6 is a diagram showing a relationship between a cranking upper limit rotation speed NK and a starting injection amount F.

Explanation of symbols

  120 engine, 140, 140A, 140B motor generator, 160 driving wheel, 180 speed reducer, 200 power split mechanism, 220 battery for traveling, 240 inverter, 242 boost converter, 260 battery ECU, 280 engine ECU, 300 MG_ECU, 320 HV_ECU, 400 ECU, 402 accelerator opening sensor, 404 vehicle speed sensor, 406 start switch, 410 restart time detection unit, 420 restart number calculation unit, 430 SOC detection unit, 440 start-up injection amount calculation unit, 450 fuel injection command unit.

Claims (8)

A control apparatus for a vehicle, comprising: an internal combustion engine; a fuel supply mechanism that supplies fuel to the internal combustion engine; and a power storage mechanism that supplies power to the rotating electrical machine, wherein the internal combustion engine and the rotating electrical machine are included in the vehicle. And the internal combustion engine is cranked by the rotating electrical machine when the internal combustion engine is started,
The controller is
Means for detecting a restart time from when the internal combustion engine is started to when it is stopped and then restarted;
Means for detecting a power storage state of the power storage mechanism;
Means for determining whether or not the state of charge is greater than a threshold;
A first calculating means for calculating the fuel supply amount at the time of restart so that the fuel supply amount at the time of restart is smaller when the restart time is short than when it is long when the power storage state is greater than a threshold; ,
A second calculating means for calculating the fuel supply amount to be larger than that in the large state when the power storage state is smaller than a threshold;
And a controller for controlling the fuel supply mechanism so that the fuel supply amount calculated by any one of the first calculation means and the second calculation means is supplied to the internal combustion engine. . The first calculating means includes means for calculating the fuel supply amount by reducing a predetermined reference amount,
The control device according to claim 1, wherein the second calculation means includes means for calculating the reference amount as the fuel supply amount. The second calculation means includes:
Means for calculating an upper limit rotational speed when cranking the internal combustion engine by the rotating electrical machine based on the power storage state;
The control device according to claim 1, further comprising: means for calculating the fuel supply amount based on the upper limit rotational speed. A vehicle control method comprising an internal combustion engine, a fuel supply mechanism for supplying fuel to the internal combustion engine, and a power storage mechanism for supplying electric power to the rotating electrical machine, wherein the internal combustion engine and the rotating electrical machine are provided in the vehicle. And the internal combustion engine is cranked by the rotating electrical machine when the internal combustion engine is started,
The control method is:
Detecting a restart time from when the internal combustion engine is started to when it is stopped and then restarted;
Detecting a power storage state of the power storage mechanism;
Determining whether the power storage state is greater than a threshold;
A first calculation step for calculating a fuel supply amount at the time of restart when the power storage state is greater than a threshold value so that the fuel supply amount at the time of restart is less than when the restart time is short;
A second calculation step of calculating the fuel supply amount so as to be larger than that in the case of the large state when the power storage state is smaller than a threshold;
Controlling the fuel supply mechanism so that the fuel supply amount calculated in either the first calculation step or the second calculation step is supplied to the internal combustion engine. The first calculating step includes a step of calculating the fuel supply amount by reducing a predetermined reference amount;
The control method according to claim 4, wherein the second calculation step includes a step of calculating the reference amount as the fuel supply amount. The second calculation step includes:
Calculating an upper limit rotational speed when cranking the internal combustion engine by the rotating electrical machine based on the power storage state;
The control method according to claim 4, further comprising: calculating the fuel supply amount based on the upper limit rotational speed.   The program for making a computer perform the control method in any one of Claims 4-6.   The recording medium which recorded the program for making a computer perform the control method in any one of Claims 4-6 so that computer reading was possible.

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