Control device

Abstract

To provide a control device capable of applying appropriate torque to a crank shaft of an internal combustion engine by using a motor at start of a firing operation of the internal combustion engine.SOLUTION: In a control device, an integrated intake air amount is a value that increases along with an increase in an integrated value of an intake air amount in a firing operation performed by an internal combustion engine from start of the internal combustion engine to a current time. The control device estimates torque to be output by the internal combustion engine so that torque output from the internal combustion engine increases as the integrated intake air amount increases at start of the firing operation.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control device for an internal combustion engine. [Background technology]

[0002] A known example of a conventional invention relating to a control device is an output state detection device described in Patent Document 1. The output state detection device determines the operating state of the engine based on at least one value (or a combination of values) of the cooling water temperature, intake air amount, engine speed, air-fuel ratio, and ignition timing, and calculates the engine output torque from this operating state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-343458 Summary of the Invention [Problem to be solved by the invention]

[0004] When the engine starts firing, the motor applies an appropriate torque to the engine crankshaft based on the engine output torque. Therefore, it is important to accurately calculate the engine output torque so that the motor can generate the appropriate torque.

[0005] However, when the output state detection device described in Patent Document 1 uses the coolant temperature to calculate the output torque, the change in the coolant temperature lags behind the change in the temperature of the engine's combustion chamber. This makes it difficult for this output state detection device to calculate the output torque with high accuracy. As a result, it is difficult for the output state detection device described in Patent Document 1 to apply an appropriate torque to the crankshaft of the internal combustion engine using the motor.

[0006] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a control device that can apply an appropriate torque to the crankshaft of an internal combustion engine by a motor when the internal combustion engine starts firing. [Means for solving the problem]

[0007] The first aspect is A control device, The cumulative intake amount is a value that increases with an increase in the cumulative value of the intake amount during firing operation performed by the internal combustion engine from the start of the internal combustion engine to the present time, the control device estimates the torque to be output by the internal combustion engine at the start of firing operation so that the torque to be output by the internal combustion engine increases as the cumulative intake amount increases; It is a control device.

[0008] The second aspect is The motoring operation that is performed for the nth time after the internal combustion engine is started is defined as the nth motoring operation, n is a natural number, When the first motoring operation is performed without performing the firing operation, the control device adds a total amount of intake air during a period in which the internal combustion engine performed the first motoring operation to the integrated intake air amount, When a first motoring operation is performed after the firing operation, the control device subtracts a total amount of intake air during a period in which the internal combustion engine performed the first motoring operation from the integrated intake air amount, The control device subtracts a total amount of intake air during a period in which the internal combustion engine performs an m-th motoring operation from the integrated intake air amount. m is an integer equal to or greater than 2; 1 is a control device according to a first aspect.

[0009] The third aspect is the water temperature is the temperature of the cooling water of the internal combustion engine; the control device estimates the torque output by the internal combustion engine at the start of firing operation so that the torque output by the internal combustion engine increases as the water temperature rises; The control device according to the first or second aspect.

[0010] The fourth aspect is A control device for a vehicle equipped with an internal combustion engine and a motor that starts the internal combustion engine, The cumulative intake amount is a value that increases with an increase in the cumulative value of the intake amount during firing operation performed by the internal combustion engine from the start of the internal combustion engine to the present time, the control device controls the motor so that the torque output by the motor decreases as the cumulative intake amount increases at the start of firing operation. It is a control device. [Effects of the Invention]

[0011] According to the present invention, the motor can apply an appropriate torque to the crankshaft of the internal combustion engine when the internal combustion engine starts firing. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic diagram of a vehicle 10 . [Figure 2] FIG. 2 is a schematic diagram of a vehicle 10 including an internal combustion engine 26 . [Figure 3] FIG. 3 is a flowchart showing the process executed by the control device 100. [Figure 4] FIG. 4 is a diagram showing the first table. [Figure 5] FIG. 5 is a diagram showing the second table. [Figure 6] FIG. 6 is a diagram showing the third table. DETAILED DESCRIPTION OF THE INVENTION

[0013] (Embodiment) [Vehicle 10 Structure] The structure of a vehicle 10 equipped with a control device 100 according to one embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a schematic diagram of the vehicle 10. Fig. 2 is a schematic diagram of the vehicle 10 including an internal combustion engine 26.

[0014] The vehicle 10 is, for example, a four-wheeled automobile. The vehicle 10 is a hybrid vehicle. In this embodiment, the vehicle 10 is a series hybrid vehicle. As shown in Fig. 1, the vehicle 10 includes an internal combustion engine 26, a battery 36, a generator 50 (motor), a motor 52, an inverter 54, a power transmission device 56, a left front wheel 58L, and a right front wheel 58R.

[0015] The internal combustion engine 26 generates power using gasoline as fuel. The internal combustion engine 26 is a port injection type internal combustion engine. The internal combustion engine 26 generates power to operate the generator 50, which will be described later. The internal combustion engine 26 does not generate power that is transmitted to the left front wheel 58L and the right front wheel 58R. The internal combustion engine 26 is a four-stroke engine. The internal combustion engine 26 is an engine that has one or more cylinders, but generally is an engine that has multiple cylinders. When the internal combustion engine 26 is an engine that has multiple cylinders, the multiple cylinders may be arranged in a single row, two rows, or four rows.

[0016] The generator 50 is connected to the internal combustion engine 26. The generator 50 generates electric power by being operated by the internal combustion engine 26. The generator 50 is, for example, an AC generator. The generator 50 also functions as a motor that starts the internal combustion engine 26.

[0017] The battery 36 stores the power generated by the generator 50. The battery 36 is a secondary battery that can be charged and discharged. The battery 36 is, for example, a lithium-ion battery or an all-solid-state battery.

[0018] The motor 52 generates power transmitted to a left front wheel 58L and a right front wheel 58R of the vehicle 10 using the electric power generated by the generator 50. In this embodiment, the motor 52 generates power to run the vehicle 10 using the electric power stored in the battery 36. However, the battery 36 may store electric power generated when the vehicle 10 decelerates, in addition to the electric power generated by the generator 50. The motor 52 is, for example, an AC motor.

[0019] The inverter 54 controls the motor 52. In this embodiment, the inverter 54 converts the AC current generated by the generator 50 into DC current and supplies the DC current to the battery 36. As a result, the battery 36 is charged with the power generated by the generator 50. The inverter 54 also converts the DC current generated by the battery 36 into AC current and supplies the AC current to the motor 52. The motor 52 operates on the AC current supplied from the inverter 54.

[0020] The power generated by the motor 52 is transmitted to the power transmission device 56. The power transmission device 56 transmits the power generated by the motor 52 to a left front wheel 58L and a right front wheel 58R. Such a power transmission device 56 is, for example, a reducer and a differential.

[0021] 2, the vehicle 10 further includes an injector 31, an electronic throttle 32, a crank angle sensor 38, a water temperature sensor 39, a temperature and pressure sensor 40, a throttle position sensor 42, a control device 100, a storage device 102, an intake path R1, and an exhaust path R2 in addition to the internal combustion engine 26. The internal combustion engine 26 also includes a piston 27, a crankshaft 29, and a spark plug 30.

[0022] The intake path R1 is a path through which air flows into the internal combustion engine 26. An injector 31 is provided in the intake path R1. The injector 31 injects fuel. This causes an air-fuel mixture to be formed in the intake path R1. The intake path R1 is connected to an intake port of the internal combustion engine 26. Therefore, the air-fuel mixture flows from the intake path R1 through the intake port into the combustion chamber of the internal combustion engine 26.

[0023] In the internal combustion engine 26, the combustion of the air-fuel mixture causes the piston 27 to move up and down. The up and down movement of the piston 27 is converted into the rotation of the crankshaft 29. As a result, the internal combustion engine 26 generates power. At this time, the internal combustion engine 26 generates exhaust gas.

[0024] The exhaust path R2 is connected to an exhaust port of the internal combustion engine 26. The exhaust path R2 is a path through which exhaust gas flowing out from the internal combustion engine 26 flows.

[0025] The electronic throttle 32 is a valve that adjusts the amount of air passing through the intake path R1 (hereinafter referred to as the intake air amount). The electronic throttle 32 is provided in the intake path R1. The electronic throttle 32 opens and closes the intake path R1 under the control of a control device 100, which will be described later.

[0026] The control device 100 is a part of an ECU (Engine Control Unit). The control device 100 controls an internal combustion engine 26, a spark plug 30, an injector 31, and an electronic throttle 32. The storage device 102 is a combination of a ROM (Read Only Memory) and a RAM (Random Access Memory), and is also a part of the ECU. The storage device 102 stores programs executed by the control device 100.

[0027] The control device 100 receives a vehicle speed signal a, a crank angle signal b, an accelerator opening signal c, an intake air temperature / intake pressure signal d, a cooling water temperature signal e, and an atmospheric pressure signal f.

[0028] The vehicle speed signal a is output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle 10. The crank angle signal b is output from a crank angle sensor 38 that detects the angle of the crankshaft 29 of the internal combustion engine 26. The control device 100 can calculate the rotation speed R of the internal combustion engine 26 based on the crank angle signal b. The accelerator opening signal c is output from a throttle position sensor 42 that detects the depression amount of the accelerator pedal or the opening degree of the electronic throttle 32 as the accelerator opening (in other words, the required engine load factor). The intake air temperature / intake pressure signal d is output from a temperature pressure sensor 40 that detects the intake air temperature and intake pressure in the intake path R1. The coolant temperature signal e is output from a water temperature sensor 39 that detects the temperature (water temperature t) of the coolant of the internal combustion engine 26. The atmospheric pressure signal f is output from an atmospheric pressure sensor that detects the atmospheric pressure.

[0029] The control device 100 calculates the rotation speed R of the internal combustion engine 26 and estimates the amount of intake air filling the cylinders of the internal combustion engine 26 based on the vehicle speed signal a, crank angle signal b, accelerator opening signal c, intake air temperature / intake pressure signal d, coolant temperature signal e, and atmospheric pressure signal f. Then, the control device 100 determines the fuel injection amount, fuel injection timing, fuel injection pressure, and ignition timing based on the rotation speed R and intake air amount of the internal combustion engine 26. Then, the control device 100 generates an ignition signal i, a fuel injection signal j, and an opening control signal k based on the fuel injection amount, fuel injection timing, fuel injection pressure, and ignition timing.

[0030] The ignition signal i is output to an igniter. The igniter generates a spark in the spark plug 30 based on the ignition signal i. The fuel injection signal j is output to the injector 31. The injector 31 injects fuel based on the fuel injection signal j. The opening control signal k is output to the electronic throttle 32. The electronic throttle 32 opens and closes the throttle valve based on the opening control signal k.

[0031] [Operation of the control device 100] Next, the processing executed by the control device 100 will be described with reference to the drawings. FIG. 3 is a diagram showing a flowchart executed by the control device 100. FIG. 4 is a diagram showing a first table. FIG. 5 is a diagram showing a second table. FIG. 6 is a diagram showing a third table. The control device 100 executes the flowchart of FIG. 6 by reading out a program stored in the storage device 102. The storage device 102 also stores the first to third tables.

[0032] First, the operating state of the internal combustion engine 26 will be described. The operating state of the internal combustion engine 26 indicates whether the internal combustion engine 26 is performing firing operation F, motoring operation M, or stop S. Firing operation F is an operation in which the internal combustion engine 26 generates power. In firing operation F, the injector 31 injects fuel and the spark plug 30 generates a spark. Motoring operation M is an operation in which the generator 50 functions as a motor to rotate the crankshaft 29 of the internal combustion engine 26. In motoring operation M, the injector 31 does not inject fuel and the spark plug 30 does not generate a spark. In addition, the nth motoring operation performed after the internal combustion engine 26 is started is defined as the nth motoring operation, where n is a natural number. Stop S is a state in which the rotation of the crankshaft 29 of the internal combustion engine 26 is stopped.

[0033] The cumulative intake air amount V is a value that increases with an increase in the cumulative value of the intake air amount during firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 to the present. In this embodiment, the cumulative intake air amount V is the cumulative value of the intake air amount during firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 to the present. However, the cumulative intake air amount V may decrease when motoring operation M is performed. The control device 100 acquires the cumulative intake air amount V based on the intake temperature / intake pressure signal d acquired from the temperature / pressure sensor 40. The memory device 102 stores the cumulative intake air amount V.

[0034] At the start of this process, the operating state of the internal combustion engine 26 is stopped S. When this process starts, the control device 100 determines whether to start motoring operation M or firing operation F (step S1). If firing operation F is to be started, this process proceeds to step S2. If motoring operation M is to be started, this process proceeds to step S5.

[0035] When firing operation F is started, the control device 100 estimates the torque TT output by the internal combustion engine 26 (step S2). More specifically, the control device 100 acquires the water temperature t based on the cooling water temperature signal e output from the water temperature sensor 39. Furthermore, the control device 100 acquires the cumulative intake air amount V stored in the storage device 102. However, in step S2, the cumulative intake air amount V is V1 (=0). Then, the control device 100 acquires a correction coefficient X corresponding to the water temperature t and the cumulative intake air amount V using the first table of FIG. 4. The first table shows the relationship between the water temperature t, the cumulative intake air amount V, and the correction coefficient X. Then, the following equations (1) to (4) are established. n and m are natural numbers.

[0036] t1 <t2<t3<t4<t5… ···(1) 0=V1 <V2<V3<V4<V5… ···(2) Xn1 <Xn2<Xn3<Xn4<Xn5… ···(3) X1m <X2m<X3m<X4m<X5m… ···(4)

[0037] Furthermore, the control device 100 calculates the rotation speed R of the internal combustion engine 26 based on the crank angle signal b output from the crank angle sensor 38. The control device 100 also calculates the amount of intake air v flowing into the internal combustion engine 26 per unit time based on the intake air temperature / intake pressure signal d output from the temperature / pressure sensor 40. Then, the control device 100 obtains the base torque T corresponding to the intake air amount v and the rotation speed R using the second table of FIG. 5. The base torque T is an estimated value of the torque of the internal combustion engine 26 before being corrected by the correction coefficient X. The second table shows the relationship between the intake air amount v, the rotation speed R, and the base torque T. Then, the following equations (5) to (8) are established, where n and m are natural numbers.

[0038] v1 <v2<v3<v4<v5… ···(5) R1 <R2<R3<R4<R5… ···(6) Tn1 <Tn2<Tn3<Tn4<Tn5… ···(7) T1m <T2m<T3m<T4m<T5m… ···(8)

[0039] Furthermore, the control device 100 obtains the torque TT of the internal combustion engine 26 by multiplying the base torque T by a correction coefficient X. The torque TT is an estimated value of the torque generated by the internal combustion engine 26 at the start of the firing operation F.

[0040] Here, in the first table, as the cumulative intake air amount V increases, the correction coefficient X increases. The torque TT is a value obtained by multiplying the base torque T by the correction coefficient X. Therefore, as the cumulative intake air amount V increases, the torque TT increases. Therefore, in step S2, at the start of firing operation F, the control device 100 estimates the torque TT output by the internal combustion engine 26 so that the torque output by the internal combustion engine 26 increases as the cumulative intake air amount V increases.

[0041] Furthermore, in the first table, the correction coefficient X increases as the water temperature t increases. The torque TT is a value obtained by multiplying the base torque T by the correction coefficient X. Therefore, the torque TT increases as the water temperature t increases. Therefore, in step S2, at the start of firing operation F, the control device 100 estimates the torque TT output by the internal combustion engine 26 so that the torque output by the internal combustion engine 26 increases as the water temperature t increases.

[0042] Next, the control device 100 performs firing operation F (step S3). Specifically, the control device 100 obtains the torque MT corresponding to the torque TT estimated in step S3 using the third table shown in FIG. 5. The torque MT is the torque output by the generator 50 to rotate the crankshaft 29 of the internal combustion engine 26 at the start of firing operation F. The third table shows the relationship between the torque TT and the torque MT. The following equations (9) and (10) are established.

[0043] TT1 <TT2<TT3<TT4<TT5… ···(9) MT1>MT2>MT3>MT4>MT5… (10)

[0044] The control device 100 starts the firing operation F by outputting the acquired torque MT to the generator 50 to rotate the crankshaft 29 of the internal combustion engine 26. As described above, as the cumulative intake air amount V increases, the torque TT output by the internal combustion engine 26 increases. Furthermore, according to equations (9) and (10), as the torque TT output by the internal combustion engine 26 increases, the torque MT output by the generator 50 decreases. Therefore, as the cumulative intake air amount V increases, the torque MT output by the generator 50 decreases. Therefore, at the start of the firing operation F, the control device 100 controls the generator 50 (motor) so that the torque MT output by the generator 50 decreases as the cumulative intake air amount V increases.

[0045] Next, the control device 100 adds the total amount of intake air during the period in which the firing operation F was performed in step S3 to the cumulative intake air amount V (step S4). After that, the process proceeds to step S7.

[0046] When starting the motoring operation M, the control device 100 causes the generator 50 to generate a predetermined torque MT. As a result, the control device 100 performs the motoring operation M (step S5). Furthermore, the control device 100 adds the total amount of intake air during the period in which the motoring operation M of step S5 was performed to the cumulative intake air amount V (step S6). In this way, when the first motoring operation M was performed without performing the firing operation F, the control device 100 adds the total amount of intake air during the period in which the internal combustion engine 26 performed the first motoring operation M to the cumulative intake air amount V.

[0047] Here, the reason why the control device 100 adds the total amount of intake air during the period when motoring operation M was performed to the cumulative intake air amount V in step S9 will be explained. The cumulative intake air amount V is a value that increases with an increase in the cumulative value of the intake air amount during firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 to the present, and indirectly represents the temperature of the combustion chamber of the internal combustion engine 26. The control device 100 did not perform firing operation F before the motoring operation M in step S5. Therefore, the temperature of the combustion chamber of the internal combustion engine 26 is low at the time of step S5. If the motoring operation M is performed in this state in step S5, the internal combustion engine 26 will be heated by compressing the intake air. As a result, the temperature of the combustion chamber of the internal combustion engine 26 will rise. Therefore, in step S6, the control device 100 adds the total amount of intake air during the period when motoring operation M was performed to the cumulative intake air amount V. After this, the process proceeds to step S10.

[0048] In step S7, the control device 100 determines whether to start motoring operation M or to stop S the internal combustion engine 26 (step S7). If motoring operation M is to be started, the process proceeds to step S8. If the internal combustion engine 26 is to be stopped S, the process proceeds to step S14.

[0049] When starting the motoring operation M, the control device 100 causes the generator 50 to generate a predetermined torque MT. This causes the control device 100 to perform the motoring operation M (step S8). Furthermore, the control device 100 subtracts the total amount of intake air during the period in which the motoring operation M was performed in step S8 from the cumulative intake air amount V (step S9). When it is determined in step S1 that the firing operation F is to be started, the motoring operation M in step S9 is the first motoring operation M. In this way, when the first motoring operation M is performed in step S8 after performing the firing operation F in step S3, the control device 100 subtracts the total amount of intake air during the period in which the internal combustion engine 26 performed the first motoring operation M from the cumulative intake air amount V.

[0050] Here, the reason why the control device 100 subtracts the total amount of intake air during the period in which motoring operation M was performed from the cumulative intake air amount V in step S9 will be explained. The cumulative intake air amount V is a value that increases as the cumulative value of the intake air amount during firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 to the present increases, and indirectly represents the temperature of the combustion chamber of the internal combustion engine 26. When firing operation F is performed in step S3, the temperature of the combustion chamber of the internal combustion engine 26 increases. In this state, when motoring operation M is performed in step S8, the internal combustion engine 26 is cooled by the intake air. As a result, the temperature of the combustion chamber of the internal combustion engine 26 decreases. Therefore, in step S9, the control device 100 subtracts the total amount of intake air during the period in which motoring operation M was performed from the cumulative intake air amount V. After this, the process proceeds to step S10.

[0051] In step S10, the control device 100 determines whether to start firing operation F or to stop S the internal combustion engine 26 (step S10). If firing operation F is to be started, the process proceeds to step S11. If the internal combustion engine 26 is to be stopped S, the process proceeds to step S14.

[0052] In step S14, the control device 100 sets the cumulative intake air amount V to 0 (step S14). After that, this process ends.

[0053] When firing operation F is started, control device 100 estimates torque TT output by internal combustion engine 26 (step S11). Note that steps S11 to S13 are the same as steps S2 to S4, respectively, and therefore description thereof will be omitted. When step S13 ends, this process returns to step S7. In this case, this process repeats steps S7 to S14. When steps S7 to S14 are repeated, the m-th motoring operation M is performed in step S8, where m is an integer equal to or greater than 2. In this case, control device 100 subtracts the total amount of intake air during the period in which internal combustion engine 26 performed m-th motoring operation M from cumulative intake air amount V in step S9.

[0054] [effect] The control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 at the start of the firing operation F of the internal combustion engine 26. More specifically, the torque output by the internal combustion engine 26 depends on the temperature of the combustion chamber of the internal combustion engine 26. The temperature of the combustion chamber of the internal combustion engine 26 is more likely to fluctuate than the water temperature t. Therefore, it is difficult for the control device 100 to detect the temperature of the combustion chamber of the internal combustion engine 26 based solely on the water temperature t. On the other hand, the integrated intake air volume V is a value that increases as the integrated value of the intake air volume during the firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 increases, and indirectly represents the temperature of the combustion chamber of the internal combustion engine 26. Therefore, at the start of the firing operation F, the control device 100 estimates the torque TT output by the internal combustion engine 26 so that the torque output by the internal combustion engine 26 increases as the integrated intake air volume V increases. This allows the control device 100 to accurately estimate the torque TT that the internal combustion engine 26 outputs when the firing operation F of the internal combustion engine 26 starts. As a result, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 when the firing operation F of the internal combustion engine 26 starts.

[0055] As described above, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 at the start of the firing operation F of the internal combustion engine 26. This prevents the generator 50 from generating too much torque MT at the start of the firing operation F of the internal combustion engine 26. As a result, the generator 50 is prevented from generating too much torque MT, which would cause the rotational speed of the internal combustion engine 26 to increase more than necessary.

[0056] Furthermore, the control device 100 suppresses the occurrence of gear rattle in the power transmission device. Gear rattle is a sound that occurs when the teeth of two gears in the power transmission device collide with each other when the internal combustion engine 26 generates torque while the torque output by the internal combustion engine 26 is in a state where it is around 0 Nm.

[0057] More specifically, when transitioning from motoring operation M to firing operation F, the generator 50 generates torque and then receives torque from the internal combustion engine 26. That is, in motoring operation M, the generator 50 generates positive torque. On the other hand, in firing operation F, the generator 50 generates negative torque. Therefore, there is a time during which the torque generated by the generator 50 is near 0 Nm. If the time during which the torque generated by the generator 50 is near 0 Nm becomes long, gear strike is likely to occur at the start of firing operation F.

[0058] Here, the control device 100 can accurately estimate the torque TT output by the internal combustion engine 26 at the start of the firing operation F of the internal combustion engine 26. This prevents the torque TT from being estimated to be too small. In other words, the generator 50 is prevented from generating too much torque MT. This prevents the torque generated by the generator 50 from becoming close to 0 Nm at the start of the firing operation F of the internal combustion engine 26, even though the torque generated by the generator 50 needs to be negative. As a result, the control device 100 prevents gear rattle from occurring in the power transmission device.

[0059] Furthermore, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 at the start of firing operation F of the internal combustion engine 26. At the start of firing operation F, the control device 100 estimates the torque TT to be output by the internal combustion engine 26 so that the torque output by the internal combustion engine 26 increases as the water temperature t rises. In this way, the control device 100 estimates the torque TT to be output by the internal combustion engine 26 based on the water temperature t and the cumulative intake air amount V. This allows the control device 100 to accurately estimate the torque TT to be output by the internal combustion engine 26 at the start of firing operation F of the internal combustion engine 26. As a result, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 at the start of firing operation F of the internal combustion engine 26.

[0060] Furthermore, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 at the start of the firing operation F of the internal combustion engine 26. More specifically, the torque output by the internal combustion engine 26 depends on the temperature of the combustion chamber of the internal combustion engine 26. The temperature of the combustion chamber of the internal combustion engine 26 is more likely to fluctuate than the water temperature t. Therefore, it is difficult for the control device 100 to detect the temperature of the combustion chamber of the internal combustion engine 26 based solely on the water temperature t. On the other hand, the integrated intake air volume V is a value that increases as the integrated value of the intake air volume during the firing operation F performed by the internal combustion engine 26 from the start of the internal combustion engine 26 increases, and indirectly represents the temperature of the combustion chamber of the internal combustion engine 26. Therefore, at the start of the firing operation F, the control device 100 can estimate the torque TT output by the internal combustion engine 26 so that the torque output by the internal combustion engine 26 increases as the integrated intake air volume V increases. Then, when the firing operation F starts, if the torque output by the internal combustion engine 26 increases, the torque MT that the generator 50 should output may be small. Therefore, the control device 100 controls the generator 50 so that the torque MT that the generator 50 outputs decreases when the cumulative intake air amount V increases when the firing operation F starts. In this way, the control device 100 can apply an appropriate torque MT to the crankshaft 29 of the internal combustion engine 26 by the generator 50 when the firing operation F of the internal combustion engine 26 starts.

[0061] (Other embodiments) The control device according to the present invention is not limited to the control device 100, and can be modified within the scope of the gist thereof.

[0062] The fuel may be a hydrocarbon fuel other than gasoline, or an alcohol fuel such as bioethanol fuel.

[0063] The automobile may be a three-wheeled automobile or a two-wheeled automobile. The two-wheeled automobile is a leaning vehicle in which the body leans in the same direction as the direction of travel around the corner. The three-wheeled automobile may be a leaning vehicle or a vehicle that rolls in the opposite direction to the direction of travel around the corner.

[0064] The control device 100 does not need to use the water temperature t to estimate the torque TT output by the internal combustion engine 26.

[0065] The control device 100 does not need to use the water temperature t to control the generator 50 at the start of the firing operation F.

[0066] The vehicle 10 may be a parallel hybrid vehicle. [Explanation of symbols]

[0067] 10: Vehicle 26: Internal combustion engine 27: Piston 29: Crankshaft 30: Spark plug 31: Injector 32: Electronic throttle 36: Battery 38: Crank angle sensor 39: Water temperature sensor 40: Temperature and pressure sensor 42: Throttle position sensor 50: Generator 52: Motor 54: Inverter 56: Power transmission device 58L: Left front wheel 58R: Right front wheel 100: Control device 102: Storage device F: Firing operation M: Motoring operation MT: Torque R: Rotation speed R1: Intake path R2: Exhaust route S:Stop T: Base torque TT: Torque V: Cumulative intake volume X: Correction coefficient t:Water temperature v: Intake volume

Claims

1. A control device, The cumulative intake amount is a value that increases with an increase in the cumulative value of the intake amount during firing operation performed by the internal combustion engine from the start of the internal combustion engine to the present time, the control device estimates the torque to be output by the internal combustion engine at the start of firing operation so that the torque to be output by the internal combustion engine increases as the cumulative intake amount increases; Control device.

2. The motoring operation that is performed for the nth time after the internal combustion engine is started is defined as the n-th motoring operation, n is a natural number, When the first motoring operation is performed without the firing operation, the control device adds a total amount of intake air during a period in which the internal combustion engine performed the first motoring operation to the integrated intake air amount, When a first motoring operation is performed after the firing operation, the control device subtracts a total amount of intake air during a period in which the internal combustion engine performed the first motoring operation from the integrated intake air amount, the control device subtracts a total amount of intake air during a period in which the internal combustion engine performs an m-th motoring operation from the integrated intake air amount. m is an integer of 2 or greater; The control device according to claim 1 .

3. the water temperature is the temperature of the cooling water of the internal combustion engine; the control device estimates the torque output by the internal combustion engine at the start of firing operation so that the torque output by the internal combustion engine increases as the water temperature rises; The control device according to claim 1 or 2.

4. A control device for a vehicle equipped with an internal combustion engine and a motor that starts the internal combustion engine, The cumulative intake amount is a value that increases with an increase in the cumulative value of the intake amount during firing operation performed by the internal combustion engine from the start of the internal combustion engine to the present time, the control device controls the motor so that the torque output by the motor decreases as the cumulative intake amount increases at the start of firing operation. Control device.

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