CN105246732A - 内燃发动机的启动控制装置和启动控制方法 - Google Patents

内燃发动机的启动控制装置和启动控制方法 Download PDF

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CN105246732A
CN105246732A CN201480031349.XA CN201480031349A CN105246732A CN 105246732 A CN105246732 A CN 105246732A CN 201480031349 A CN201480031349 A CN 201480031349A CN 105246732 A CN105246732 A CN 105246732A
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combustion pressure
explosive motor
pattern
shaft
power take
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CN105246732B (zh
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大埜健
渡边桂
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

内燃发动机的启动控制装置具备能够将内燃发动机的动力输出轴转动至目标怠速转速的强动力输出轴转动装置和无法将内燃发动机的动力输出轴转动至目标怠速转速的弱动力输出轴转动装置。而且，该内燃发动机的启动控制装置包括：启动模式判定部，其判定是以燃烧压力不要模式启动、还是以燃烧压力并用模式启动，在该燃烧压力不要模式下通过强动力输出轴转动装置进行启动，在该燃烧压力并用模式下通过弱动力输出轴转动装置进行动力输出轴转动并且同时使用通过向内燃发动机提供燃料所产生的燃烧压力来进行启动；以及进气量控制部，其使以燃烧压力不要模式启动的情况下的动力输出轴转动中的吸入空气量和以燃烧压力并用模式启动的情况下的动力输出轴转动中的吸入空气量不同。

Description

内燃发动机的启动控制装置和启动控制方法
技术领域
本发明涉及一种对内燃发动机的启动进行控制的装置和方法。
背景技术
在JP2001-193612A中，使用发动机启动用马达(启动器)或电动发电机来启动内燃发动机。而且，为了防止驾驶员的不自然感，根据车速切换通过哪一个进行启动。
发明内容
然而，在专利文献1中，没有针对与通过启动器启动或通过电动发电机启动相应的启动时的吸入空气量进行研究。因此，有可能在刚刚启动后发动机转速骤升或跌落。
因此，本发明的目的在于提供一种能够抑制刚刚启动后的发动机转速的骤升或跌落的内燃发动机的启动控制装置和启动控制方法。
根据本发明的某个方式，提供一种具备输出较大从而能够将内燃发动机的动力输出轴转动至目标怠速转速的强动力输出轴转动装置和输出较小从而无法将所述内燃发动机的动力输出轴转动至目标怠速转速的弱动力输出轴转动装置的内燃发动机的启动控制装置。而且，该内燃发动机的启动控制装置包括：启动模式判定部，其判定是以燃烧压力不要模式启动、还是以燃烧压力并用模式启动，在该燃烧压力不要模式下通过所述强动力输出轴转动装置进行动力输出轴转动来使所述内燃发动机达到目标怠速转速而启动，在该燃烧压力并用模式下通过所述弱动力输出轴转动装置进行动力输出轴转动并同时使用通过向所述内燃发动机提供燃料所产生的燃烧压力来使所述内燃发动机达到目标怠速转速而启动；以及进气量控制部，其使以所述燃烧压力不要模式启动的情况下的动力输出轴转动中的吸入空气量和以所述燃烧压力并用模式启动的情况下的动力输出轴转动中的吸入空气量不同。
附图说明
图1是应用本发明的内燃发动机的启动控制装置的系统的主要部分结构图。
图2是表示内燃发动机的启动控制装置的控制器所执行的控制内容的流程图。
图3是表示发动机冷却水温与燃烧压力不要模式和燃烧压力并用模式的校正用空气量之间的关系的图。
图4A是执行图2所示的控制逻辑并选择了燃烧压力不要模式的情况下的时间图。
图4B是执行图2所示的控制逻辑并选择了燃烧压力并用模式的情况下的时间图。
具体实施方式
图1是应用本发明的内燃发动机的启动控制装置的系统的主要部分结构图。
本发明的内燃发动机的启动控制装置被应用于例如混合动力车辆(HybridElectricVehicle；以下简称为“HEV”)。在此，说明HEV100的主要部分结构。
HEV100包括内燃发动机110、启动器机构120、电动发电机130以及变速器140。
内燃发动机110和电动发电机130是HEV100的驱动源。
启动器机构120包括作为弱动力输出轴转动装置的启动器121、小齿轮122以及环齿轮123。小齿轮122被设置于启动器121的旋转轴。环齿轮123被设置于内燃发动机110与作为强动力输出轴转动装置的电动发电机130之间。环齿轮123与小齿轮122啮合。由于形成这样的结构，因此当从启动器用电池124被提供电力时，启动器121旋转，其旋转扭矩经由小齿轮122和环齿轮123被传递到内燃发动机110。启动器121只在动力输出轴转动转速(例如200rpm)以下能够输出扭矩，在目标怠速转速(例如700rpm)时不能输出扭矩。因此，在使用启动器121启动内燃发动机110时，同时使用向通过启动器121而旋转的内燃发动机110提供燃料所产生的燃烧压力来启动内燃发动机110。此外，这样的发动机启动是极普通的方法。
电动发电机130例如是三相交流马达。电动发电机130根据需要经由逆变器132被提供混合动力用电池131的电力而旋转。通过电动发电机130的旋转扭矩，能够使HEV100行驶。另外，通过电动发电机130的旋转扭矩，也能够转动内燃发动机110的动力输出轴来进行启动。电动发电机130的动力输出轴转动扭矩比启动器121的动力输出轴转动扭矩大。启动器121在目标怠速转速时不能输出扭矩，但是电动发电机130的输出扭矩大，在内燃发动机110的目标怠速转速时也能够输出足够的动力输出轴转动扭矩。在该情况下，在内燃发动机启动时，并不特别需要燃烧压力。
此外，如果电动发电机130接受外力而被驱动使其旋转，则产生再生电力。经由逆变器132将该再生电力向混合动力用电池131充电。
这样，电动发电机130是HEV100的驱动源，并且是产生再生电力的发电机，同时还发挥作为用于启动内燃发动机110的电磁启动装置的功能。
变速器140使内燃发动机110和/或电动发电机130的输出旋转变速。在变速器140与电动发电机130之间设置离合器150。该离合器150在启动内燃发动机110时被分离。通过这样，能够防止启动内燃发动机110时的动力输出轴转动扭矩无用地传递到变速器140。
在此，为了容易地理解本实施方式，对本实施方式的要点进行说明。
如上所述，在本实施方式的内燃发动机的启动控制装置中，有使用启动器121启动内燃发动机的模式(燃烧压力并用模式)和使用电动发电机130启动内燃发动机的模式(燃烧压力不要模式)。
在燃烧压力并用模式下，使用动力输出轴转动扭矩小的启动器121，通过启动器121使内燃发动机110旋转并提供燃料产生燃烧压力来启动内燃发动机110。
在燃烧压力不要模式下，通过电动发电机130将内燃发动机的动力输出轴转动至目标怠速转速来启动内燃发动机110。电动发电机130由于动力输出轴转动扭矩大，因此不同时使用内燃发动机的燃烧压力也能够维持目标怠速转速。如果通过电动发电机130启动，则与通过启动器121启动相比能够在短时间内启动。因此，优选的是，尽可能地通过电动发电机130启动。
但是，有时产生混合动力用电池131的剩余电量减少、温度降低、电动发电机130的动力输出轴转动扭矩下降的情形。
在这种情况下，如上述那样，作为燃烧压力并用模式，使用启动器121，同时使用内燃发动机110的燃烧压力，来启动内燃发动机110。
另外，以往没有针对在使用电动发电机130启动内燃发动机110的情况下如何设定启动时的吸入空气量进行研究。如果将以往的通过启动器启动时的设定即节流阀的开口面积(吸入空气量)也应用于通过电动发电机启动的情况，则导致在刚刚启动后发动机转速骤升或跌落。这是由于考虑到用于内燃发动机通过燃烧提升至目标怠速转速的惯性量而更多地设置了空气量。
因此，在本实施方式中，构想使燃烧压力不要模式下的吸入空气量和燃烧压力并用模式下的吸入空气量不同。
以下说明具体的内容。
图2是表示内燃发动机的启动控制装置的控制器所执行的控制内容的流程图。
此外，每隔微小时间(例如10微秒)重复执行该流程。
在步骤S101中，控制器判定是否有内燃发动机110的启动指令。通过驾驶员的操作来指示发动机启动。还在从怠速停止恢复时进行指示。此外，关于怠速停止，存在在车辆停止过程中将内燃发动机110停止的情况、在以EV模式行驶的过程中将内燃发动机110停止的情况。控制器退出处理直到有启动指令，一旦有启动指令就将处理转移到步骤S102。
在步骤S102中，控制器判定是否以燃烧压力不要模式启动。如上所述，通过驾驶员的操作来指示发动机启动，还在从怠速停止恢复时进行指示。只在电池的剩余电量充足时允许怠速停止。因而，在从怠速停止恢复的恢复场景中，通常选择燃烧压力不要模式。另外，在怠速停止过程中，在由于例如空气调节器的使用、EV模式下的行驶等导致电池的剩余电量下降的情况下，在下降到能够以燃烧压力不要模式使发动机启动的剩余电量的时刻，启动内燃发动机110。因而，在该情况下，也选择燃烧压力不要模式。
在通过驾驶员的操作进行发动机启动时，如果电池的剩余电量充足，则选择燃烧压力不要模式。在电池的剩余电量少的情况、电池的温度低且可输出电力小的情况下，选择燃烧压力并用模式。
此外，当将燃烧压力不要模式和燃烧压力并用模式进行比较时，燃烧压力不要模式时发动机启动所需的时间更短。因此，在无论以哪个模式都能够启动内燃发动机110时，选择燃烧压力不要模式，仅在无法以燃烧压力不要模式启动时，选择燃烧压力并用模式。
在步骤S102中，如果判定结果是肯定的，则控制器将处理转移到步骤S103，如果判定结果是否定的，则将处理转移到步骤S104。
在步骤S103中，控制器根据燃烧压力不要模式表Ta设定校正用空气量Qadd。另外，在步骤S104中，控制器根据燃烧压力并用模式表Tb设定校正用空气量Qadd。该具体内容在后面记述。
在步骤S104中，控制器将维持目标怠速转速所需的空气量Qbase与校正用空气量Qadd相加求出总空气量Qall。而且，以能够提供该总空气量Qall的方式控制进气节流阀的开度、气门传动的开闭时期(气门正时)等。
接着，参照图3说明在燃烧压力不要模式(步骤S103)和燃烧压力并用模式(步骤S104)下设定的校正用空气量。此外，图3是表示发动机冷却水温与燃烧压力不要模式和燃烧压力并用模式的校正用空气量之间的关系的图。
从图3可知，冷却水温越高，校正用空气量越小。另外，燃烧压力不要模式的校正用空气量比燃烧压力并用模式的校正用空气量更小。
在燃烧压力并用模式下，通过启动器121使内燃发动机110旋转并提供燃料产生燃烧压力来启动内燃发动机110。因此，设定足以抗衡摩擦扭矩来提升发动机转速的空气量。
与此相对地，在燃烧压力不要模式下，如上所述，仅通过电动发电机130的动力输出轴转动扭矩就能够将内燃发动机110维持在目标怠速转速。因而，如果发动机冷却水温足够高，则不需要追加校正用空气量Qadd，仅提供维持目标怠速转速所需的空气量Qbase即可。但是，如果发动机冷却水温低，则燃料很难气化，因此发动机冷却水温越低，追加越多的校正用空气量Qadd。
此外，燃烧压力不要模式的校正用空气量与燃烧压力并用模式的校正用空气量的空气量差ΔQadd是以下空气量，即产生与在目标怠速转速时电动发电机130能够输出的扭矩相当的燃烧压力所需的空气量。即，相对于在燃烧压力并用模式下提供的空气量，在燃烧压力不要模式下减少产生与在目标怠速转速时电动发电机130能够输出的扭矩相当的燃烧压力所需的空气量。
在启动完成后，校正用空气量Qadd被减少至零。
图4A、图4B是执行图2所示的控制逻辑的情况下的时间图。
此外，下面，为了易于理解与上述流程之间的对应，一并记载了流程的步骤序号。
在图4A中记载了燃烧压力不要模式(利用电动发电机的启动模式)的情况。
在时刻t0，指示启动内燃发动机110(步骤S101)，选择燃烧压力不要模式(步骤S102：“是”)。在该情况下，根据燃烧压力不要模式表Ta设定校正用空气量Qadd(步骤S103)，并设定总空气量Qall(S105)。然后，提供该总空气量Qall来启动内燃发动机110。
在时刻t1，在内燃发动机110的启动完成后，校正用空气量Qadd被减少至零。
在图4B中记载了燃烧压力并用模式(利用启动器的启动模式)的情况。
在时刻t0，指示启动内燃发动机110(步骤S101)，选择燃烧压力并用模式(步骤S102：“否”)。在该情况下，根据燃烧压力并用模式表Tb设定校正用空气量Qadd(步骤S104)，并设定总空气量Qall(S105)。然后，提供该总空气量Qall来启动内燃发动机110。
在时刻t2，在内燃发动机110的启动完成后，校正用空气量Qadd被减少至零。
如图4A、图4B所示，在选择了燃烧压力并用模式的情况下，设定大的校正用空气量Qadd使得在通过动力输出轴转动扭矩小的启动器121使内燃发动机110旋转并提供燃料时以产生足以使内燃发动机110启动的动力输出轴转动扭矩的方式产生燃烧压力。因而，保证内燃发动机110的可靠的启动。
另一方面，在选择了燃烧压力不要模式的情况下，仅通过电动发电机130的动力输出轴转动扭矩将内燃发动机110提升至目标怠速转速来启动内燃发动机110。此时，基本上仅提供维持目标怠速转速所需的空气量Qbase。如果发动机冷却水温低，则燃料很难气化，因此追加校正用空气量Qadd。也就是说，虽然根据发动机冷却水温而或多或少，但是仅提供维持目标怠速转速所需的空气量。在燃烧压力不要模式下，设定比燃烧压力并用模式小的校正用空气量Qadd。这样，能够防止内燃发动机110的旋转骤升而给驾驶员带来不自然感。另外，能够降低之后的离合器接合时的冲击。并且，能够抑制以EV模式行驶的过程中启动内燃发动机110时产生驱动力差异。并且，由于启动时的空气量不会无用地增加，因此启动时的燃料消耗量变少，能够获得良好的燃料消耗性能。在内燃发动机是汽油发动机的情况下，也考虑不是如本实施方式那样通过减少空气量来抑制骤升，而是使点火时期延迟等来防止骤升，但是那样的方法导致燃料消耗变差。如本实施方式那样，通过减少启动时的无用的空气量，启动时的燃料消耗量减少，能够获得良好的燃料消耗性能。
以上，说明了本发明的实施方式，但是上述实施方式只是示出了本发明的应用例的一部分，并不是将本发明的保护范围限定于上述实施方式的具体结构的意思。
例如，图3的表只是一例。代替图3中实线所示的燃烧压力不要模式表Ta，也可以使用在发动机冷却水温比规定温度余裕高时收敛为零的图3中虚线所示的燃烧压力不要模式表Ta0。表的具体内容只要适当地设定即可。
另外，在上述说明中，将内燃发动机的启动控制装置应用于HEV，但是也可以不是HEV。
只要具有能够将内燃发动机的动力输出轴转动至目标怠速转速的强动力输出轴转动装置和输出比强动力输出轴转动装置的输出小从而不能将内燃发动机的动力输出轴转动至目标怠速转速的弱动力输出轴转动装置，则也可以应用于仅通过内燃发动机驱动的车辆。
本申请基于2013年5月30日向日本专利局申请的日本特愿2013-113818要求优先权，在本说明书中通过参照引用该申请的全部内容。

Claims (6)

1.一种内燃发动机的启动控制装置，具备：
强动力输出轴转动装置，其能够将内燃发动机的动力输出轴转动至目标怠速转速；以及
弱动力输出轴转动装置，其输出比所述强动力输出轴转动装置的输出小，无法将所述内燃发动机的动力输出轴转动至目标怠速转速，
该内燃发动机的启动控制装置包括：
启动模式判定部，其判定是以燃烧压力不要模式启动、还是以燃烧压力并用模式启动，在该燃烧压力不要模式下通过所述强动力输出轴转动装置进行动力输出轴转动来使所述内燃发动机达到目标怠速转速而启动，在该燃烧压力并用模式下通过所述弱动力输出轴转动装置进行动力输出轴转动并同时使用通过向所述内燃发动机提供燃料所产生的燃烧压力来使所述内燃发动机达到目标怠速转速而启动；
进气量控制部，其使以所述燃烧压力不要模式启动的情况下的动力输出轴转动中的吸入空气量和以所述燃烧压力并用模式启动的情况下的动力输出轴转动中的吸入空气量不同。
2.根据权利要求1所述的内燃发动机的启动控制装置，其特征在于，
在以所述燃烧压力不要模式启动的情况下，与以所述燃烧压力并用模式启动的情况相比，所述进气量控制部减少动力输出轴转动中的吸入空气量。
3.根据权利要求1或2所述的内燃发动机的启动控制装置，其特征在于，
所述进气量控制部使所述燃烧压力不要模式下的动力输出轴转动中的吸入空气量相对于所述燃烧压力并用模式下的动力输出轴转动中的吸入空气量，减少产生与在目标怠速转速时所述强动力输出轴转动装置能够输出的扭矩相当的燃烧压力所需的空气量。
4.根据权利要求1至3中的任一项所述的内燃发动机的启动控制装置，其特征在于，
在以所述燃烧压力不要模式启动的情况下，所述进气量控制部使动力输出轴转动中的吸入空气量仅为维持目标怠速转速所需的量。
5.根据权利要求1至4中的任一项所述的内燃发动机的启动控制装置，其特征在于，
所述强动力输出轴转动装置是在车辆行驶时也使用的电动机，
所述弱动力输出轴转动装置是在所述车辆行驶时不使用的电动机。
6.一种内燃发动机的启动控制方法，该内燃发动机具备：
强动力输出轴转动装置，其能够将内燃发动机的动力输出轴转动至目标怠速转速；以及
弱动力输出轴转动装置，其输出比所述强动力输出轴转动装置的输出小，无法将所述内燃发动机的动力输出轴转动至目标怠速转速，
该内燃发动机的启动控制方法包括以下过程：
启动模式判定过程，判定是以燃烧压力不要模式启动、还是以燃烧压力并用模式启动，在该燃烧压力不要模式下通过所述强动力输出轴转动装置进行动力输出轴转动来使所述内燃发动机达到目标怠速转速而启动，在该燃烧压力并用模式下通过所述弱动力输出轴转动装置进行动力输出轴转动并同时使用通过向所述内燃发动机提供燃料所产生的燃烧压力来使所述内燃发动机达到目标怠速转速而启动；以及
进气量控制过程，使以所述燃烧压力不要模式启动的情况下的动力输出轴转动中的吸入空气量和以所述燃烧压力并用模式启动的情况下的动力输出轴转动中的吸入空气量不同。
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