JP2001304007A - Engine control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid insufficiency of creep force and slowness of a starting characteristic, by preventing delaying of a rise-up of engine torque, even when an engine speed is not quickly increased at restarting time. SOLUTION: An engine 1 and a motor 2 starting the engine 1 are provided, the engine 1 is automatically stopped in a prescribed vehicle stop condition and restarted when the stop condition is released. An engine control unit 20 starting supply of fuel, when a prescribed period passes even without increasing an engine speed to a prescribed value after the engine is restarted, is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device for automatically stopping an engine when the vehicle is temporarily stopped and automatically restarting the engine when starting the vehicle.

[0002]

2. Description of the Related Art A control device (idle stop device) for automatically stopping and restarting the engine of a vehicle is disclosed, for example, in Japanese Patent Application Laid-Open No. Hei 8-2.
No. 91725, JP-A-11-107799,
It is disclosed in JP-A-11-336581 and the like.

When the vehicle speed is reduced to zero while the brake is being depressed while the vehicle is running, the engine is automatically stopped. When the accelerator is depressed or the brake is released from this state, the engine is automatically deactivated. Will be restarted.

[0004] Conditions for restarting the engine include a case where immediate start is required, such as when the depression of the accelerator pedal is detected, and a case where the brake pedal is released even if the accelerator pedal is not depressed. Sometimes, you do not need to start immediately.

[0005] When the engine is restarted when a sudden start is not required, a sudden rise in torque unnecessarily increases vibration. Therefore, when a sudden start is not required, for example, when the motor is started, the engine speed rises to a predetermined speed, and the fuel injection is waited until the boost is settled, so that the engine is restarted. Vibration can be suppressed.

For example, if fuel is supplied immediately after the release of the brake from a state where there is no boost (the atmospheric pressure in the intake pipe), the rise in torque may be abrupt due to the large amount of actual air. Such a phenomenon can be avoided by injecting fuel after the start-up rotation speed of the engine is increased and the boost is sufficiently developed.

However, when a sudden start is required, for example, when the accelerator is suddenly depressed, the fuel is injected immediately to secure the engine torque required for the start and prevent the start from being delayed. .

[0008]

However, in such a control that waits until the engine speed reaches a predetermined state, when the motor is started by the motor, for example, when the frictional resistance of the engine is large, the engine speed tends to increase. Therefore, the rise of the engine torque may be greatly delayed. This tendency is enhanced when the engine temperature is relatively low or when the frictional resistance is increased due to deterioration of the engine oil.

Further, the motor of such an automatic stop / restart device is set to have a larger capacity than a cranking motor for starting an ordinary engine, and a driving force of the vehicle is generated by the motor torque. For this reason, if the gear position of the automatic transmission is within the drive range at the time of restart, a creep force is immediately generated. However, if the engine torque is not readily generated, the creep force is reduced accordingly, and the driver may feel uncomfortable.

The present invention solves such a problem. Even when the engine speed does not increase rapidly at the time of restarting, the delay of the rise of the engine torque is prevented, and the insufficient creep force and the start characteristic are prevented. The purpose is to:

[0011]

According to a first aspect of the present invention, there is provided a vehicle having an engine and a motor for starting the engine, which automatically stops the engine under predetermined stop conditions and restarts when the stop conditions are released. The engine control device includes control means for starting fuel supply when a predetermined period has elapsed even if the engine speed does not rise to a predetermined value after the engine is restarted.

In a second aspect based on the first aspect, the control means detects the number of revolutions at each predetermined crank angle of the engine, counts the number of times the number of revolutions is less than a predetermined value, and counts the number of times. When the number reaches a predetermined number, the supply of fuel is started.

[0013] In a third aspect based on the first or second aspect, the control means starts fuel supply immediately when the stop condition is released by depressing the accelerator.

[0014]

According to the first aspect of the present invention, the engine is started by the motor after the release of the idle stop, the engine speed increases to a predetermined speed, and the fuel supply is restarted when the boost is sufficiently generated. Therefore, it is possible to prevent a sudden rise in engine torque.

Further, when the engine friction is large such as when the engine oil is deteriorated or when the engine cooling water temperature is relatively low, or when the electric power supplied to the motor for starting the engine is insufficient, the motor torque is insufficient. If the increase in engine speed is delayed, fuel supply will be resumed after a predetermined period has elapsed after the engine has started, even if the engine speed does not reach the predetermined value. In addition, it is possible to prevent the start performance from being loose.

In the second aspect of the present invention, the fuel injection is started in accordance with the delay of the increase in the engine speed. Therefore, the timing of starting the engine combustion changes depending on the state of the engine friction, and the engine output is reduced within a shorter delay time. Can be launched.

In the third aspect of the invention, when the vehicle is started with the accelerator pedal depressed, the fuel is immediately supplied, and the vehicle can be started without delay.

[0018]

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, a motor generator 2 having both functions of a generator and a motor is provided between the engine 1 and the continuously variable automatic transmission 3. Motor generator 2 is directly connected to a crankshaft (not shown) of engine 1, and rotates synchronously with engine 1. The continuously variable automatic transmission 3 includes a torque converter 4 and a forward / reverse switching clutch 5.
And a belt-type continuously variable transmission 6, which transmits the driving torque of the engine 1 to the drive shaft 7 and the tire 8 via these.

The motor generator 2 is connected to the engine 1
It is functionally equivalent even if it is connected to a crankshaft via a belt or a chain. Further, a stepped automatic transmission may be used instead of the continuously variable automatic transmission 3. Further, instead of the torque converter 4, a start clutch for transmitting the torque of the engine 1 when the engine 1 is restarted may be provided.

The power control unit 12 controls the motor generator 2 to output and generate power, and power is supplied from a battery 13.
The battery 13 is charged by the generated power. A start control unit 10 is provided for performing an idle stop of the engine 1 such as when the vehicle is temporarily stopped, and automatically restarting the vehicle 1 when the vehicle is started. The start control unit 10 outputs a target torque and a target rotation speed of the motor generator 2 to the power control unit 12 based on signals from the following various sensors and a signal from an engine control unit 20 (see FIG. 2) described later. Then, the motor generator 2 is controlled via the power control unit 12.

Reference numeral 9 denotes a rotation speed sensor for detecting the rotation speeds of the engine 1 and the motor generator 2 and a crank angle of the engine 1, reference numeral 11 a brake sensor for detecting the amount of depression of a brake pedal 16 (see FIG. 2) of the vehicle, and reference numeral 15
Denotes an accelerator sensor for detecting the operation amount of the accelerator pedal 17 (see FIG. 2).

The start control unit 10
Is provided in the engine control unit 20, but may be provided in an integrated controller (not shown) that controls the entire power train of the vehicle.

FIG. 2 shows an engine control system. The engine control unit 20 controls stop (automatic stop) and start (restart) of the engine 1 based on detection signals of the following sensors.

Here, reference numeral 11 denotes a brake sensor, 15 denotes an accelerator sensor, 9 denotes a rotation speed sensor, 21 denotes a water temperature sensor for detecting a cooling water temperature of the engine, and 22 denotes a select position for detecting a position of a select lever of the automatic transmission 3. Sensor, 2
Reference numeral 3 denotes a vehicle speed sensor that detects a vehicle speed.

The engine control unit 20
Is based on the intake air amount of the engine 1 measured by the air flow meter 24 and the engine speed and the phase (crank angle) of the engine speed measured by the speed sensor 9.
A fuel amount corresponding to the intake air amount and an ignition timing corresponding to the engine load and the engine speed are calculated, and a fuel injector 25 provided at an intake port of each cylinder is driven to supply the calculated fuel amount. The ignition of the ignition plug 26 of each cylinder is controlled in accordance with the calculated ignition timing.

The engine 1 is of a so-called MPI type in which a fuel injector is provided at an intake port of each cylinder to inject fuel, but is a so-called direct injection type engine which directly injects fuel into each cylinder. There may be.

The intake system is provided with an electronically controlled throttle valve 27 whose opening can be electronically controlled, and controls the intake air amount of the engine 1 in accordance with a target engine torque input from an unillustrated integrated controller.

Although the engine 1 is a gasoline engine, a diesel engine may be used. In the case of a diesel engine, torque can be controlled by controlling the fuel injection amount.

Next, the contents of the automatic stop and restart control of the engine will be described with reference to the flowcharts of FIGS.

As shown in FIG. 3, in steps 1 to 5,
The warm-up operation is completed, the brake pedal 16 is depressed (ON), the vehicle speed is approximately 0 km / h, the accelerator pedal 17 is not depressed (OFF), the rotation of the engine 1 It is determined that the number is equal to or less than the idle speed (for example, 700 rpm).

At step 6, it is determined whether or not all of these conditions are satisfied for the first time (flag FCOND = 0). If it is the first time, the delay time and flag FCOND = 1 are set at step 7. If this is not the first time, skip step 7.

In step 8, the position of the select lever is checked. When the engine is not in the reverse range, the process proceeds to step 9 and thereafter for automatic engine stop.

In the reverse range, the engine 1 is not automatically stopped. If the engine 1 is stopped, the process proceeds to steps 29 to 32 (described later).

When the vehicle is not in the reverse range, that is, when the vehicle is in the drive range, the neutral range, or the parking range, a flag FRRST = 0 indicating that the vehicle is not in the reverse range is set in step 9, and the engine 1 is stopped in step 10. To see if.

If the engine 1 is not stopped, the engine stop mode of steps 12 to 17 is entered when the delay time set in steps 11 to 7 has elapsed.

In steps 12 and 14, the engine 1 is temporarily stopped, the motor torque of the motor generator 2 is set to 0, and the fuel injection of the engine 1 is prohibited. Step 15-
17, the engine stop sequence is performed for the first time (flag F
ISTPFST = 0), and if it is the first time, the idle stop (I / S) permission time and the flag F
After setting ISTPFST = 1, a flag FENGSTRT = 0 indicating the stop of the engine 1 is set.

As described above, when the vehicle is temporarily stopped, the engine 1 is automatically stopped. The automatic stop of the engine 1 may be performed only when the engine 1 is in the drive range.

On the other hand, when the conditions of steps 1 to 4 are not satisfied, that is, when the engine is automatically stopped, when the brake pedal 16 is released (off) or when the accelerator pedal 17 is depressed (on), In step 18, the flag FCOND is cleared (= 0), and the engine restart mode from step 19 to step 22 and subsequent steps is entered.

In steps 22 to 24, a target starting torque is given to the start control unit 10 to start driving the motor generator 2, and first, a delay time R corresponding to the development time of the intake pipe negative pressure (boost) is set. And a flag FENGSTRT = start of engine 1 =
Set 1.

The delay time R corresponding to the boost development time is the time from when the engine 1 is started (atmospheric pressure) to when the boost becomes -500 mmHg with the accelerator turned off, and is set to, for example, about 1.5 seconds. are doing.

In step 25, it is determined whether or not the accelerator pedal 17 is depressed.

When the accelerator pedal 17 is not depressed, the idling speed is set to the target speed in step 26 to control the speed of the motor generator 2, and the process proceeds to step 27 for starting fuel control. Here, when the engine is started and the actual engine speed reaches a predetermined value (for example, 600 rpm), the engine speed does not increase after a predetermined period, or a delay corresponding to the boost development time set in step S24. When the time R has elapsed, the fuel injection is started.

This will be described in more detail with reference to FIG. First, at step 51, it is determined whether or not the previous value of the flag FCOND is 1, and if not, it is determined that the control has been shifted to the start control for the first time, and the counter Nlow is determined at step 52.
= 0.

Next, it is determined whether or not a predetermined time (for example, 0.25 sec) has elapsed in step 53, and if it has elapsed, it is determined in step 54 whether or not the engine speed NE at TDC of each cylinder is smaller than a predetermined value. If it is larger, fuel injection is permitted in step 58, but if smaller, the counter value is incremented to Nlow + 1 in step 55.

Then, at step 56, the counter value Nlo
w is compared with a predetermined value mNLC, and if it is larger than mNLC, it is determined that a predetermined period has elapsed even if the engine speed has not reached the target value, and the routine proceeds to step 58, where fuel injection is permitted.

FIG. 6 shows the state of such control. The engine speed is less than a predetermined value at every predetermined crank angle, that is, at the top dead center of each cylinder. The number of times is counted, and when the counted number reaches a predetermined number, fuel injection is started even if the engine speed is lower than the target speed.

In step 56, the counter value is m.
If it is smaller than NCL, it is determined in step 57 whether or not the delay time R has elapsed. If not, fuel injection is prohibited in step 59. On the other hand, when the delay time R has elapsed, the routine proceeds to step 58, where fuel injection is permitted.

Returning to FIG. 3, it is determined in step 28 whether fuel injection is permitted or prohibited. If permitted, the process proceeds to step 37 to perform fuel injection. Return to the beginning.

In this way, the fuel supply is restarted when the engine speed reaches a predetermined value after starting, when the counter value reaches a predetermined number, or when a predetermined time has elapsed after starting. This is done when the fuel pressure is full.This prevents the engine torque from rising sharply when the fuel supply is restarted and prevents the engine torque from suddenly rising.However, when the engine cooling water temperature is relatively low or the engine oil is deteriorated, friction is reduced. When the engine speed is large and the rise of the engine speed tends to be delayed, or when the drive torque of the motor generator 2 is small and the increase of the engine speed is delayed, the engine torque is quickly increased to avoid a delay in the generation of the creep force. .

On the other hand, when the accelerator pedal 17 is depressed in the step 25, the operation immediately shifts to fuel injection, and at the same time, the rotation by the motor generator 2 is controlled in order to suppress the generation of excessive torque accompanying the complete combustion of the engine. In step 33 to step 35, the idle speed is set to the target speed in the start control unit 10, and the process proceeds to the speed control by the motor generator 2. When the engine 1 has completely exploded, the regenerative torque limiter described below is released, and at step 36, the torque control of the motor generator 2 is started at 0, and the restart control is terminated.

When the engine 1 is restarted, in parallel with the restart control, a regenerative torque limiter control for limiting the regenerative torque of the motor generator 2 (setting of the regenerative torque limiter)
I do.

This will be described with reference to the flowchart of FIG. 5. In step 101, the flag FCYLBRN is checked to determine whether or not the cylinder whose ignition timing comes next will burn. This is done by setting the flag FCYLBRN = 0 before the flag described later is set.
Go to 09.

In step 109, based on the crank angle of the engine 1, a flag CYLCS indicating which cylinder is in the compression stroke of the current crank angle position and a flag FHINJEX () indicating whether fuel has been injected into that cylinder. C
YLCS), fuel is injected into the cylinder at the next ignition timing (flag FHINJEX (CYLCS)
= 1).

If the fuel is not being injected, a predetermined delay time TFCBNDEC is set in step 110, and the initial value of the regenerative torque limiter TRQLMTST is calculated in step 111 every execution cycle (10 ms) of the flow (step 111). Update).

When fuel is injected, a flag FCYLBRN is set (= 1) at step 102 to estimate that the cylinder whose ignition timing will come next will burn. Thereafter, the same routine proceeds from step 101.

In step 103, it is checked whether or not the delay time TFCBNDEC set in step 110 has become 0, and if it is not 0, the flow execution period (10
ms), at step 112, the regenerative torque limiter T
The calculation (update) of the initial value of RQLMTST is repeated, and the delay time TFCBNDEC is subtracted in step 113.

The initial values of the regenerative torque limiter TRQLMTST are the engine stop time (time from the start of fuel cut) TISTPON and the elapsed time TI after engine start.
Given as a function with STPOF, a map set to the characteristics as shown in FIG. 7 is searched and found based on these. FIG. 8 shows an example of the map.

Immediately after the start of the engine, the boost is not developed, and the engine torque generated increases as much as the excess air is sucked in. As time passes, the boost is developed and the excess air disappears. In addition, if the time until the engine is started after the engine is stopped is long, the boost before the stop is lost and the pressure becomes the atmospheric pressure, but the shorter the time, the more the boost remains. Therefore, the engine stop time TISTPON is long,
As the elapsed time after starting the engine TISTPOF becomes shorter, the initial value of the regenerative torque limiter TRQLMTST is set to a larger value so as to absorb a torque corresponding to a large excess air, and the engine stop time TISTP is set.
ON is short, elapsed time after starting the engine TISTPOF
Is longer, the regenerative torque limiter TRQLMTST
Is set to reduce the initial value of.

FIG. 9 shows that the accelerator is depressed almost simultaneously with the start of the engine (the elapsed time TIS after the start of the engine).
(TPOF is almost 0 seconds), and after starting the engine, for example, 0.
The graph shows the characteristics of surplus air from the time of depression of the accelerator when the accelerator is depressed after the lapse of 8 seconds, and the required torque value to be absorbed. When the accelerator is depressed almost simultaneously with the start of the engine, the excess air is large and the torque to be absorbed is large, and the excess air decreases over time. For example, after 0.7 seconds (depending on the engine load), the torque is reduced. No absorption is required. Further, when the accelerator is depressed after e.g. 0.8 seconds after the start of the engine, there is almost no surplus air, and the torque to be absorbed becomes extremely small. However, in FIG. 9, the intake pipe pressure at the time of startup is set to the atmospheric pressure.

The regenerative torque limiter TRQLMTS
The initial value of T is the elapsed time TISTPO
It may be given as a function of only F.

If it is determined in step 103 that the delay time TFCBNDEC set in step 110 has become 0, the process proceeds to step 104 and subsequent steps.

The delay time TFCBNDEC is set to the time from the compression stroke to the ignition timing of the cylinder where the compression stroke comes next. Therefore, when the engine generates the combustion torque, the routine enters the step 104 and thereafter.
The delay time TFCBNDEC may be longer than the ignition timing by a predetermined time so as to match the peak of combustion.

In step 104, it is determined whether or not the state where the torque (regeneration torque) of the motor generator 2 is equal to or less than a predetermined value (0 or near 0) has been continued for a predetermined time.

When the regenerative torque of the motor generator 2 is not less than the predetermined value (when the torque to be absorbed is large), at step 106, the regenerative torque limiter TR
QLMTST (initial value) is subtracted. This is because a predetermined value DTTRQ from the previous value is used for each execution cycle (10 ms) of the flow.
LMT is set to the target value TGTRQLMT (0 or near 0).
Subtract within the range not less than.

When the regenerative torque of the motor generator 2 is kept below a predetermined value (0 or near 0) for a predetermined time, it is determined that the engine has completely exploded, and the flag fKANBAKU is set to 1 in step 107, and At 108, the regeneration torque limiter TRQLMTST is added (released). This is the flow execution cycle (10 ms)
For each time, the predetermined value DLTLMTP is added to the previous value, and the maximum value TGT
Add within the range not exceeding RQMAX.

That is, as shown in FIG. 10, the calculation of the initial value of the regenerative torque limiter TRQLMTST starts simultaneously with the start of the engine, and the regenerative torque limiter TRQLMTST starts at the timing when the engine generates the combustion torque.
At a predetermined gradient (predetermined value DLTLMTP / 10 ms) to 0 or near zero. After the complete explosion, the regenerative torque limiter TRQLMTST is added so as to be released.

The calculated value of the initial value of the regenerative torque limiter TRQLMTST in steps 111 and 112 and the regenerative torque limiter TRQLMT in steps 106 and 108
The subtraction value and the addition value of ST are transmitted to the start control unit 10 only when the accelerator pedal 17 is depressed for each calculation.

Note that these calculations are performed with positive values for simplicity, but since the regenerative torque is a negative value,
The regenerative torque limiter TRQLMTST converts the value to a negative value and transmits the converted value.

Next, the overall operation will be described.

When the brake pedal 16 is released from the state where the engine 1 is automatically stopped (accelerator pedal 17
Is not depressed), the motor generator 2 is driven, and the engine 1 is restarted.

The rotation speed control of the motor generator 2 is performed with the idle rotation speed being the target rotation speed, and the motor generator 2 reaches the predetermined idle rotation speed, or even if the delay time corresponding to the boost development time has not elapsed, The number of times that the engine speed slowly rises and the number of revolutions detected at each predetermined engine crank angle does not reach the predetermined value is counted. When the count value reaches the predetermined number, fuel injection is performed to start combustion.

As a result, the engine speed rises to a predetermined speed, and the fuel supply is restarted when the boost is sufficiently generated, so that a rapid rise in the engine torque can be prevented. In addition, when the increase in the engine speed is delayed due to engine friction, such as when the engine oil is deteriorated or when the engine cooling water temperature is relatively low, or when the power supplied to the motor generator 2 is insufficient, the motor speed does not increase sufficiently. In this case, when a predetermined period has elapsed after the engine is started, the fuel supply is restarted even if the engine speed does not reach the predetermined value, so that the engine start period is not unnecessarily prolonged and the engine output rises. Delay can be avoided.

When the fuel supply is restarted by counting the number of times that the engine speed does not reach the predetermined value, the timing for starting the engine combustion changes depending on the state of the engine friction. It is possible to start the engine output in time.

However, even if the engine torque is generated when the boost is not sufficiently developed, the torque of the motor generator 2 is reduced and regenerated by the rotation speed control. The rotation speed is started up smoothly, and is maintained at the idle rotation speed without generating excessive torque.

If the state where the torque of the motor generator 2 is equal to or less than the predetermined value continues for a predetermined time, it is determined that the explosion is complete, and the restart is terminated. However, if the engine torque is not generated due to smoldering, misfiring, etc. Motor generator 2 is driven. Therefore, even if the generation of the engine torque is delayed, the engine will not stall, and the creep torque is reliably maintained.

When the engine 1 is automatically stopped, the brake pedal 16 is released to release the accelerator pedal 17.
Is depressed, the motor generator 2 is driven,
The rotation speed control of the motor generator 2 is performed with the idling rotation speed as the target rotation speed, fuel injection is started at the same time when the accelerator pedal 17 is depressed, and the regenerative torque limiter of the motor generator 2 is set.

The regenerative torque limiter absorbs excessively generated engine torque as the stop time is longer and the elapsed time after start is shorter, based on the engine stop time and the elapsed time after start of the engine. Thus, the initial value is calculated and set. The stop time is long, the elapsed time after startup is short, that is, the boost is not developed as much as when the brake pedal 16 is released and the accelerator pedal 17 is immediately depressed, the excess air is large, and excessive engine torque is generated. However, an initial value is calculated and set so as to absorb the excessive engine torque.

That is, when the fuel injection is started by depressing the accelerator pedal 17 and the engine generates the combustion torque, the motor generator 2 is controlled by the rotation speed control of the motor generator 2 having the idle rotation speed as the target rotation speed, as shown in FIG. 2 changes the operation from the drive side to the regenerative side to absorb the torque, and the regenerative torque limiter limits the torque absorption to a set value (initial value).

In this case, before the engine generates the combustion torque, the motor generator 2 is driven by power without driving the torque to the regenerative torque limiter. However, when the engine generates the combustion torque, the motor generator 2 regenerates the torque. Sticking to the torque limiter (the regenerative torque of motor generator 2 matches the regenerative torque limiter)
Regenerative operation is performed.

Then, after setting the initial value, the regenerative torque limiter subtracts to zero or near zero with a predetermined slope.
That is, control is performed so as to reduce the absorption of torque by the motor generator 2 as shown in FIG.

If there is no regenerative torque limiter, the motor generator 2 operates to absorb all torques other than the combustion torque for maintaining the idling speed.
Only the excess torque is absorbed by the initial setting and the subtraction setting of the regenerative torque limiter.

The torque of motor generator 2 remains stuck to the regenerative torque limiter, and therefore the engine speed is changed from the idle speed to the target while the speed control of motor generator 2 is performed with the idle speed as the target speed. The rotation speed is smoothly increased. of course,
Even if the generation of engine torque is delayed due to smoldering, misfire, or the like, the engine speed is prevented from falling by engine speed control of the motor generator 2.

When the torque of the motor generator 2 is equal to or less than a predetermined value (zero or near zero) for a predetermined time, it is determined that a complete explosion has occurred, and the restart is terminated. However,
Although not shown in FIG. 11, after the complete explosion, the regenerative torque limiter is released, and the control is shifted from the rotation speed control of the motor generator 2 to the torque control.

Thus, based on the state of boost development,
Since the regenerative torque limiter is set to absorb excessive engine torque, when the brake pedal 16 is released and the accelerator pedal 17 is depressed, the overshoot torque can be accurately absorbed, and the driving force when starting the vehicle is smooth. Can be raised.

Therefore, the same acceleration force and the same feeling of acceleration can be obtained in the case where the engine is started from the idle state where the engine is not stopped, and the case where the engine is started and started in the state where the engine is stopped, and the drivability can be improved. .

The present invention is not limited to the above-described embodiment, and it is apparent that various changes can be made within the scope of the technical idea of the present invention.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an embodiment.

FIG. 2 is a configuration diagram showing an engine control system.

FIG. 3 is a flowchart showing control contents.

FIG. 4 is a flowchart showing control contents.

FIG. 5 is a flowchart showing control contents.

FIG. 6 is a timing chart showing a fuel supply start timing when the engine is restarted.

FIG. 7 is a characteristic diagram of an initial value of a regenerative torque limiter.

FIG. 8 is a map diagram of a regenerative torque limiter.

FIG. 9 is a characteristic diagram of surplus air from a time when an accelerator is depressed and a required torque value to be absorbed.

FIG. 10 is a timing chart of a regenerative torque limiter.

FIG. 11 is a timing chart when the engine is restarted (accelerator off).

FIG. 12 is a timing chart at the time of engine restart (accelerator on).

[Explanation of symbols]

 Reference Signs List 1 engine 2 motor generator 3 stepless automatic transmission 4 torque converter 9 rotation sensor 10 start control unit 11 brake sensor 12 power control unit 13 battery 15 accelerator sensor 20 engine control unit 21 water temperature sensor 22 select position sensor 23 vehicle speed sensor 24 Air flow meter 25 Fuel injector 26 Spark plug 27 Electronically controlled throttle valve

Continued on the front page F term (reference) 3G092 AC02 AC03 BB01 BB10 EA17 FA30 GA01 HA01Z HA06Z HE01Z HE03Z HE08Z HF08Z HF12Z HF21Z HF26Z 3G093 AA07 BA21 BA22 CA02 DA01 DA05 DA06 DA07 DA09 DB05 DB11 DB15 DB23 EA05 PA01Z PA11Z PE01Z PE03Z PE08Z PF01Z PF03Z PF05Z PF07Z

Claims (3)

[Claims] An engine control device for a vehicle, comprising: an engine; a motor for starting the engine; automatically stopping the engine under predetermined stop conditions and restarting when the stop condition is released; An engine control device for a vehicle, comprising: control means for starting fuel supply when a predetermined period has elapsed even if the number of revolutions has not risen to a predetermined value. 2. The control means detects the number of revolutions for each predetermined crank angle of the engine, counts the number of times that the number of revolutions is less than a predetermined value, and when the count reaches the predetermined number, the control means detects the number of revolutions. The engine control device for a vehicle according to claim 1, wherein supply of the engine is started. 3. The vehicle engine control device according to claim 1, wherein said control means immediately starts fuel supply when a stop condition is released by depressing an accelerator.