JP2018112071A - Automobile - Google Patents

Abstract

An object of the present invention is to prevent a driver from feeling rattling when starting an engine in response to a driver's operation when the shift position is a non-traveling position. When starting the engine, when the shift position SP is the traveling position, the fuel injection start timing is set to the first timing, and when the shift position is the non-traveling position and the start request is not based on the driver operation, When the fuel injection start timing is the second timing later than the first timing, and the shift position is the non-travel position and the start request is based on the driver operation, the fuel injection start timing is the same as the first timing or The third period is later than the first period and earlier than the second period. [Selection] Figure 3

Description

  The present invention relates to an automobile.

  Conventionally, this type of automobile has an engine and a motor that can crank the engine. When the engine is cranked and started by the motor, the shift lever is in either the P range or the N range and the vehicle is stopped. In the state, it has been proposed to increase the number of revolutions at which engine fuel injection is started compared to other cases (see, for example, Patent Document 1). In this automobile, by such control, the first fuel injection is performed in a state where the intake pressure is greatly reduced to promote atomization of the fuel spray.

JP 2010-188948 A

  In the above-described automobile, when the shift lever is in either the P range or the N range and the vehicle is in a stopped state, by increasing the rotational speed at which engine fuel injection is started, as compared with other cases, Although it is possible to promote atomization of the fuel spray and reduce vibration (shock) at the time of starting the engine, it is considered that the increase in the engine speed is delayed. For this reason, when the engine is started based on the driver's operation (for example, depression of the accelerator pedal) when the shift lever is in either the P range or the N range and the vehicle is in a stopped state, the driver feels harsh. There is a possibility of making it feel.

  The main object of the automobile of the present invention is to prevent the driver from feeling rattling when starting the engine in response to the driver's operation when the shift position is the non-traveling position.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
Engine,
A motor capable of cranking the engine;
A control device for controlling the engine and the motor so that the engine is cranked and started by the motor in response to a start request of the engine;
A car equipped with
The controller is
When starting the engine,
When the shift position is the travel position, the fuel injection start time is the first time,
When the shift position is a non-traveling position and the start request is not based on a driver operation, the fuel injection start timing is set to a second timing that is later than the first timing,
When the shift position is the non-running position and the start request is based on the driver operation, the start timing of the fuel injection is the same as the first timing or later than the first timing and the second timing The third period is earlier than the period,
This is the gist.

  In the automobile of the present invention, when the engine is started, when the shift position is the travel position, the fuel injection start timing is set to the first timing, the shift position is the non-travel position, and the start request is not based on the driver operation. Sometimes, the fuel injection start timing is set to the second timing that is later than the first timing, and when the shift position is the non-traveling position and the start request is based on the driver operation, the fuel injection start timing is set to the first timing. The third time is the same or later than the first time and earlier than the second time. Thereby, when the shift position is the non-running position and the start request is based on the driver operation, the driver can be prevented from feeling a sense of rattling. Of course, when the shift position is the non-running position and the start request is not based on the driver operation, atomization of the fuel spray at the start of the engine can be promoted, and vibration (shock) can be reduced. Here, the “non-travel position” corresponds to a parking position or a neutral position, and the “travel position” corresponds to a forward position or a reverse position.

  In the automobile according to the present invention, the control device may set the third time as a time that tends to be earlier as the accelerator operation amount is larger. Further, the control device sets the target rotational speed of the engine so as to increase as the accelerator operation amount increases, and controls the engine so that the engine rotates at the target rotational speed after the start of the engine is completed. Furthermore, the third time may be a time that tends to be faster as the target rotational speed is larger. If it does in this way, startability according to the amount of accelerator operation and the target number of rotations of an engine can be secured more fully.

  In the automobile of the present invention, when the engine is started, when the shift position is the travel position, the control device sets the start timing of the fuel injection as the first timing and sets the ignition start timing. When the fourth timing is set and the shift position is the non-running position and the start request is not based on a driver operation, the fuel injection start timing is set to the second timing and the ignition start timing is set to the fourth timing. When the shift position is the non-running position and the start request is based on the driver operation, the fuel injection start timing is set to the third timing and the ignition timing is set to the fifth timing that is later than the timing. The start time is the same as the fourth time or is later than the fourth time and earlier than the fifth time It may be as to the period.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the delay time setting routine performed by engine ECU24 of an Example. It is a flowchart which shows an example of the delay time setting routine of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, and a hybrid electronic control unit (hereinafter, “ 70).

  The engine 22 is configured as an internal combustion engine that outputs power by intake, compression, expansion (explosion combustion), and exhaust strokes using hydrocarbon fuels such as gasoline and light oil. As shown in FIG. 2, the engine 22 sucks the air cleaned by the air cleaner 122 into the intake pipe 125 through the throttle valve 124 and injects fuel from the fuel injection valve 126 to mix the air and the fuel. Then, the air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128a, explosively burned by an electric spark by the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. To do. Exhaust gas discharged from the combustion chamber 129 through the exhaust valve 128b to the exhaust pipe 133 is a purification catalyst (three-way) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air through a purification device 134 having a catalyst.

  The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of the signal input to the engine ECU 24 include a crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and a coolant temperature Tw from the coolant temperature sensor 142 that detects the coolant temperature of the engine 22. Can be mentioned. Further, cam angles θca and θcb from cam position sensors 144a and 144b that detect the rotational position of the intake camshaft that opens and closes the intake valve 128a and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 128b can also be cited. Further, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 attached to the intake pipe. The intake air temperature Ta can also be mentioned. The air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of signals output from the engine ECU 24 include a drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal to the fuel injection valve 126, and a drive control signal to the spark plug 130. be able to. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140. Further, the engine ECU 24 determines the volume efficiency (the volume of air actually sucked in one cycle with respect to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter and the rotational speed Ne of the engine 22. The ratio KL is also calculated.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 39a and 39b via a differential gear 38. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG 1 and MG 2 and are connected to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Signals input to the motor ECU 40, for example, flow in the rotational positions θm1, θm2 from the rotational position detection sensors 43, 44 that detect the rotational positions of the rotors of the motors MG1, MG2, and the phases of the motors MG1, MG2. A phase current from a current sensor that detects current can be mentioned. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of the signal input to the battery ECU 52 include the voltage Vb of the battery 50 from the voltage sensor 51 a installed between the terminals of the battery 50 and the current of the battery 50 from the current sensor 51 b attached to the output terminal of the battery 50. The temperature Tb of the battery 50 from the temperature sensor 51c attached to Ib and the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b, and inputs / outputs based on the calculated storage ratio SOC and the temperature Tb of the battery 50 from the temperature sensor 51c. The limits Win and Wout are calculated. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. The input / output limits Win and Wout are allowable charge / discharge power that may charge / discharge the battery 50.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft 36. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. Examples of the operation mode between the engine 22 and the motors MG1 and MG2 include the following modes (1) to (3).
(1) Torque conversion operation mode: The engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motors MG1 and MG2. (2) Charging / discharging operation mode: sum of required power and electric power necessary for charging / discharging of the battery 50. In this mode, the motor MG1 and MG2 are driven and controlled so that the required power is output to the drive shaft 36. The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 is charged with the battery 50 by the planetary gear 30 and the motors MG1 and MG2. The motors MG1 and MG2 are driven so that the torque is converted by the motor and the required power is output to the drive shaft 36. Gosuru mode (3) motor drive mode: stop the operation of the engine 22, required power to drive control of the motor MG2 to be outputted to the drive shaft 36 from the motor MG2 mode

  Further, in the hybrid vehicle 20 of the embodiment, when a start request for the engine 22 is made while the operation of the engine 22 is stopped, the engine 22 is started by cooperative control of the HVECU 70, the engine ECU 24, and the motor ECU 40. As a start request for the engine 22, for example, when the shift position SP is the travel position (D position or R position) and the required power is greater than the predetermined power, the shift position SP is the non-travel position (P position). And a start request for performing a so-called racing operation in which the accelerator pedal 83 is depressed at the N position), a start request for charging the battery 50, a start request for the engine 22, and the like. Specifically, the engine 22 is started as follows. The engine 22 is cranked by the motor MG1, and the engine 22 waits for the rotational speed Ne of the engine 22 to reach a threshold value Nref1 (for example, 350 rpm, 400 rpm, 450 rpm, etc.) or more. When the rotational speed Ne of the engine 22 reaches the threshold value Nref1 or more, ignition of the engine 22 is started. When the delay time Tdf elapses after the rotational speed Ne of the engine 22 reaches the threshold value Nref1 or more, the fuel injection of the engine 22 is performed. Start. When the delay time Tdf is 0, fuel injection and ignition are started when the rotational speed Ne of the engine 22 reaches the threshold value Nref1 or more. When the rotational speed Ne of the engine 22 reaches a threshold value Nref2 (for example, 800 rpm, 900 rpm, 1000 rpm, etc.) or more, it is determined that the engine 22 has been started. When the engine 22 is cranked, the cranking torque Tcr for cranking the engine 22 is output from the motor MG1 and acts on the drive shaft 36 in accordance with the output of the cranking torque Tcr from the motor MG1. The motor MG2 outputs a sum torque (Tcn + Td *) of the cancel torque Tcn for canceling the torque to be transmitted and the required torque Td * required for the drive shaft 36. Here, when the shift position SP is the travel position (D position or R position), a value for travel corresponding to the shift position SP, the accelerator opening Acc, and the vehicle speed V is set as the required torque Td *. A value of 0 is set when the SP is in a non-traveling position (P position or N position).

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when setting the delay time Tfd for starting fuel injection will be described. FIG. 3 is a flowchart illustrating an example of a delay time setting routine executed by the engine ECU 24 of the embodiment. This routine is executed when a request for starting the engine 22 is made.

  When the delay time setting routine of FIG. 2 is executed, the engine ECU 24 first inputs the shift position SP and the delay permission flag F1 (step S100). Here, as the shift position SP, the one detected by the shift position sensor 82 is input. The delay permission flag F1 is set to a value 1 when a delay of the fuel injection start timing is permitted by a delay permission flag setting routine (not shown), and a value 0 is set when the delay is not permitted. To do. As a condition for permitting the delay of the start timing of the fuel injection, for example, a condition in which the intake air amount Qa of the engine 22 is a predetermined amount or more can be mentioned.

  When the data is input in this way, it is determined whether the input shift position SP is a traveling position (D position or R position) or a non-traveling position (P position or N position) (step S110). When it is determined that the shift position SP is the traveling position, the value 0 (0 sec) is set to the delay time Tdf for starting fuel injection (step S130), and this routine is terminated.

  When it is determined in step S110 that the shift position SP is a non-traveling position, the value of the delay permission flag F1 is checked (step S120). When the delay permission flag F1 is 0, it is determined that the delay of the fuel injection start timing is not permitted, the value 0 is set as the fuel injection start delay time Tdf (step S130), and this routine is executed. Exit.

  When the delay permission flag F1 is 1 in step S120, it is determined that the delay of the fuel injection start timing is permitted, the driver start request flag F2 is input (step S140), and the driver start request flag F2 is input. The value is checked (step S150). Here, the driver start request flag F2 is set to a value of 1 when the start request of the engine 22 is based on a driver operation, and is set to a value of 0 when the start request of the engine 22 is not based on a driver operation. Was supposed to be entered. The engine 22 start request based on the driver operation can be, for example, a start request due to the above-described racing operation being performed. Examples of the engine 22 start request that is not based on the driver operation include a start request for charging the battery 50 and a start request for warming up the engine 22.

  When the driver request flag F2 is 0 in step S150, it is determined that the start request for the engine 22 is not based on the driver operation, and a time Tdf1 that is somewhat larger than the value 0 is set as the delay time Tdf for starting fuel injection. (Step S160), and this routine ends. Here, as the time Tdf1, a predetermined time, for example, 1.5 sec, 2 sec, 2.5 sec, or the like can be used. Thus, by using the time Tdf1 that is somewhat larger than the value 0 as the delay time Tdf, the fuel injection of the engine 22 can be started after the amount of air in the cylinder of the engine 22 is reduced. As a result, when the shift position SP is the non-traveling position and the start request of the engine 22 is not based on the driver operation, the atomization of fuel spray at the start of the engine 22 is promoted or vibration (shock) is reduced. can do.

  When the driver request flag F2 is the value 1 in step S150, it is determined that the engine 22 start request is based on the driver operation, and the fuel injection start delay time Tdf is greater than or equal to 0 and shorter than the time Tdf1. Tdf2 is set (step S160), and this routine ends. Here, as the time Tdf2, a predetermined time, for example, a value of 0 (0 sec), 0.3 sec, 0.5 sec, or the like can be used. In this way, by using the time Tdf2 that is greater than or equal to 0 and shorter than the time Tdf1 as the delay time Tdf, fuel injection of the engine 22 is started earlier than when the time Tdf1 is used as the delay time Tdf. The rotational speed of the engine 22 can be increased more quickly using the torque from the engine 22. As a result, when the shift position SP is the non-running position and the start request of the engine 22 is based on the driver operation, it is possible to suppress the driver from feeling a sense of rattling.

  In the hybrid vehicle 20 of the embodiment described above, when the engine 22 is cranked and started by the motor MG1 in response to a start request of the engine 22, when the shift position SP is the travel position, the delay time of the start of fuel injection When the value Tdf is set to 0, the shift position SP is the non-traveling position, and the start request of the engine 22 is not based on the driver operation, the delay time Tdf is set to a predetermined time Tdf1 that is somewhat larger than the value 0, and the shift position SP When SP is in the non-traveling position and the start request of the engine 22 is based on the driver operation, the delay time Tdf is set to a predetermined time Tdf2 that is not less than the value 0 and shorter than the predetermined time Tdf1. Thereby, when the shift position SP is the non-traveling position and the start request of the engine 22 is based on the driver operation, it is possible to suppress the driver from feeling a sense of rattling. Of course, when the shift position SP is the non-traveling position and the start request of the engine 22 is not based on the driver operation, the atomization of the fuel spray or the vibration (shock) at the start of the engine 22 is promoted. be able to.

  In the hybrid vehicle 20 of the example, a predetermined time that is not less than the value 0 and shorter than the time Tdf1 is used as the time Tdf2. However, the time Tdf2 may be set to a time that tends to be shorter as the accelerator opening Acc is larger, within a range that is greater than or equal to 0 and shorter than the time Tdf1. Further, the target rotational speed Ne * of the engine 22 is set so as to increase as the accelerator opening Acc increases, and the engine 22 is controlled so that the engine 22 rotates at the target rotational speed Ne * after the start of the engine 22 is completed. The time Tdf2 may be set to a time that tends to increase as the target rotational speed Ne * of the engine 22 increases. If it does in this way, startability according to accelerator opening Acc and target engine speed Ne * of engine 22 can be secured more fully.

  In the hybrid vehicle 20 of the embodiment, when starting the engine 22, although the delay time Tdf for starting fuel injection is set based on the shift position SP, the delay permission flag F1, and the driver start request flag F2, the start of ignition is set. The delay time Tdi is not provided. However, the fuel injection start delay time Tdf and the ignition start delay time Tdi may be set based on the shift position SP, the delay permission flag F1, and the driver start request flag F2. In this case, the engine ECU 24 may execute the delay time setting routine of FIG. 4 instead of the delay time setting routine of FIG. The delay time setting routine of FIG. 4 is the same as the delay time setting routine of FIG. 3 except that the processes of steps S200 to S220 are added. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the delay time setting routine of FIG. 4, when the shift position SP is the travel position in step S110, or when the shift position SP is the non-travel position in step S110 and the delay permission flag F1 is 0 in step S120, the engine ECU 24 performs the delay time setting routine of FIG. Then, a value 0 is set for the delay time Tdf for starting fuel injection (step S130), a value 0 is set for the delay time Tdi for starting ignition (step S200), and this routine is terminated.

  When the shift position SP is the non-traveling position in step S110, the delay permission flag F2 is the value 1 in step S120, and the driver start request flag F2 is the value 0 in step S150, the fuel injection start delay time Tdf is greater than the value 0. Is set to a somewhat larger time Tdf1 (step S160), a time Tdi1 that is somewhat larger than the value 0 is set to the ignition start delay time Tdi (step S210), and this routine is terminated. Here, as the time Tdi1, a predetermined time, for example, the same time as the time Tdf1 can be used. In this way, by using the time Tdf1 larger than the value 0 as the delay time Tdf and using the time Tdf1 somewhat larger than the value 0 as the delay time Tdi, the air amount in the cylinder of the engine 22 becomes smaller after the engine 22 becomes smaller. Fuel injection and ignition can be started. As a result, when the shift position SP is the non-traveling position and the start request of the engine 22 is not based on the driver operation, the atomization of fuel spray at the start of the engine 22 is promoted or vibration (shock) is reduced. can do.

  When the shift position SP is the non-traveling position in step S110, the delay permission flag F2 is 1 in step S120, and the driver start request flag F2 is 1 in step S150, the delay time Tdf for starting fuel injection is 0 or more. And a time Tdf2 that is shorter than the time Tdf1 (step S170), a time Tdi2 that is equal to or greater than 0 and shorter than the time Tdi1 is set as the ignition start delay time Tdi (step S220), and this routine is executed. finish. Here, as the time Tdi2, a predetermined time or a time based on the accelerator opening Acc or the target rotational speed Ne * of the engine 22, for example, the same time as the time Tdf2 can be used. As described above, by using the time Tdf2 that is equal to or greater than 0 and shorter than the time Tdf1 as the delay time Tdf and uses the time Tdi2 that is greater than 0 and shorter than the time Tdi1 as the delay time Tdi, the time Tdf1 is defined as the delay time Tdf. And using the torque from the engine 22 to increase the rotational speed of the engine 22 more quickly than when using the time Tdi1 as the delay time Tdi. Can do. As a result, when the shift position SP is the non-running position and the start request of the engine 22 is based on the driver operation, it is possible to suppress the driver from feeling a sense of rattling.

  In the hybrid vehicle 20 of the embodiment or the modified example, the fuel injection start timing and the ignition start timing are adjusted by using the fuel injection start delay time Tdf and the ignition start delay time Tdi. Or something). However, instead of the delay time Tdf and the delay time Tdi, the fuel injection start timing and the ignition start timing may be adjusted by using a delay rotation speed ΔNe or the like. In the case where the delay rotational speed ΔNe is used, for example, when the rotational speed Ne of the engine 22 reaches a value (Nref1 + ΔNe) that is a value obtained by adding the delay rotational speed ΔNe to the threshold value Nref1, the fuel injection of the engine 22 is started. When SP is the traveling position, the value 0 is set for the delay rotational speed ΔNe. When the shift position SP is the non-traveling position and the start request of the engine 22 is not based on the driver operation, the delay rotational speed ΔNe is set to a value less than 0. When the large value ΔNe1 is set, and the shift position SP is the non-traveling position and the start request of the engine 22 is based on the driver operation, the delay rotational speed ΔNe is set to a value ΔNe2 that is greater than or equal to 0 and smaller than the value ΔNe1. It is good also as what to do.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used.

  Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

  In the embodiment, the hybrid vehicle 20 is configured such that the engine 22 and the motor MG1 are connected to the drive shaft 36 coupled to the drive wheels 39a and 39b via the planetary gear 30 and the motor MG2 is connected to the drive shaft 36. However, any configuration may be used as long as the vehicle includes an engine and a motor that can crank the engine and can start the engine regardless of whether the shift position is the traveling position or the non-traveling position. For example, it may be configured as a hybrid vehicle in which a motor is connected to a drive shaft connected to drive wheels via a transmission and an engine is connected to the motor via a clutch. Moreover, it is good also as a structure of the motor vehicle which can connect an engine to the drive shaft connected with the drive wheel via the transmission, and connect a starter motor to the engine, and can perform an idle stop.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “motor”, the battery 50 corresponds to the “power storage device”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to the “control device”. To do.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit for motor (motor) ECU), 41, 42 inverter, 43, 44 rotational position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 70 hybrid electronic control Unit (HV ECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 8 Brake pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 125 Intake pipe, 126 Fuel injection valve, 128a Intake valve, 128b Exhaust valve, 129 Combustion chamber, 130 Spark plug, 132 Piston, 133 Exhaust pipe, 134 Purification Device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 140 Crank position sensor, 142 Water temperature sensor, 144a, 144b Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, MG1, MG2 motor.

Claims (1)

Engine,
A motor capable of cranking the engine;
A control device for controlling the engine and the motor so that the engine is cranked and started by the motor in response to a start request of the engine;
A car equipped with
The controller is
When starting the engine,
When the shift position is the travel position, the fuel injection start time is the first time,
When the shift position is a non-traveling position and the start request is not based on a driver operation, the fuel injection start timing is set to a second timing that is later than the first timing,
When the shift position is the non-running position and the start request is based on the driver operation, the start timing of the fuel injection is the same as the first timing or later than the first timing and the second timing The third period is earlier than the period,
Automobile.

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