JP2007126096A - Power output unit, its control method and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the vibration of an internal combustion engine on startup, and to secure combustion stability on initial explosion. <P>SOLUTION: In response to a request to start an engine, torque commands Tm1* and Tm2* are transmitted to motors MG1 and MG2 in such a state that intake air quantity is reduced until a surge tank internal pressure STP is turned to be a threshold STPref or less to carry out the motoring of the engine. Then, a compression force in a compression process is reduced, and vibration on startup is reduced, and inhalation air quantity is reduced, so that the torque on initial explosion is reduced, and that the vibration on initial explosion is reduced (S100 to S170). On the other hand, air is circulated in the engine in such a state that fuel is cut during motoring, and when the motoring time is prolonged, a section which should be originally gotten wet due to fuel is dried. Then, an increase value originated from motoring is set based on the motoring time so that fuel which should be supplied to combustion can be prevented from running out due to the attachment of fuel to the dried section, and combustion can be stably carried out on initial explosion as a result (S200 to S240). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and an automobile.

Conventionally, a hybrid vehicle that exchanges power among an internal combustion engine, a generator, and an electric motor connected via a planetary gear mechanism has been known. For example, in the hybrid vehicle described in Patent Document 1, when starting the internal combustion engine, the internal pressure of the surge tank is atmospheric pressure for the purpose of reducing vibrations generated during the compression stroke at the start of the internal combustion engine. The internal combustion engine is motored by a generator and an electric motor in a fuel cut state until the value falls below a predetermined value below to increase the rotational speed of the internal combustion engine.
JP 2004-308570 A

  Although the hybrid vehicle described above can reduce vibrations that occur during the compression stroke at the start of the internal combustion engine, it should be wet with the fuel of the internal combustion engine when the time for motoring in the fuel cut state becomes longer. The part may dry out. In such a case, since a part of the fuel injected into the internal combustion engine adheres to the dry part, there is a possibility that the fuel at the first explosion is insufficient and the combustion becomes unstable.

  An object of the power output device, the control method thereof, and the automobile of the present invention is to reduce the vibration at the start of the internal combustion engine and to ensure the combustion stability at the first explosion.

  The power output apparatus, the control method thereof, and the automobile of the present invention employ the following means in order to achieve the above object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine with input and output of torque to the drive shaft;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Pressure detecting means for detecting the pressure of the intake pipe connected to the internal combustion engine;
An air amount adjusting means capable of adjusting the amount of air sucked into the intake pipe;
Fuel injection means capable of injecting fuel into the internal combustion engine;
When the internal combustion engine is instructed to start, the rotational speed detected by the rotational speed detection means reaches a predetermined starting start rotational speed and the pressure detected by the pressure detection means reaches the predetermined negative pressure. Controlling the air amount adjusting means and the motoring means so as to motor the internal combustion engine in a state where the amount of air sucked into the internal combustion engine is reduced, and then starting fuel injection amount based on the time required for the motoring A start time control means for controlling the fuel injection means so that a fuel of a start time fuel injection amount taking into account the increase value is set to be injected into the internal combustion engine;
It is a summary to provide.

  In this power output device, when the internal combustion engine is instructed to start, the internal combustion engine reaches the internal combustion engine until the rotational speed of the internal combustion engine reaches a predetermined start start rotational speed and the pressure of the intake pipe connected to the internal combustion engine reaches a predetermined negative pressure. The internal combustion engine is motored in a state where the amount of air to be sucked is reduced, and then an increase value of the fuel injection amount at the start is set based on the time required for motoring, and the fuel injection at the start that takes into account the set increase value An amount of fuel is injected into the internal combustion engine. Since the internal combustion engine is motored in a state where the amount of air sucked into the internal combustion engine is reduced until the pressure in the intake pipe reaches a predetermined negative pressure, the compression force in the compression stroke of the internal combustion engine becomes small and vibration at the time of starting is reduced. Reduce. On the other hand, during motoring, air flows through the internal combustion engine in a fuel cut state. Therefore, if the time required for motoring becomes longer, the inner wall of the internal combustion engine that should be wet with the fuel will dry out. In order to prevent shortage of fuel to be burned due to fuel adhering to the part, the increase value of the fuel injection amount at the start is set based on the time required for motoring, so it is stable even at the first explosion And burn. In this way, vibration at the start of the internal combustion engine can be reduced and combustion stability at the first explosion can be ensured.

  The power output apparatus of the present invention may include an electric motor capable of inputting / outputting power to / from the drive shaft. In this case, the start time control means controls the motoring means and the electric motor when motoring the internal combustion engine. You may do it.

  The power output apparatus according to the present invention includes catalyst purification means that is provided downstream of the internal combustion engine and exhibits an exhaust purification function when the catalyst temperature is within a predetermined temperature range. If the catalyst temperature does not reach the predetermined temperature range when the start instruction is issued, the internal combustion engine is motored until the rotation speed detected by the rotation speed detection means reaches the predetermined start rotation speed. After controlling the motoring means, regardless of the pressure detected by the pressure detecting means, a predetermined normal start-up increase value is set as the increase value, and the start-up fuel injection amount in consideration of the increase value is set. The fuel injection means may be controlled so that fuel is injected into the internal combustion engine. In this way, when the catalyst is at a temperature at which the exhaust gas purifying function cannot be achieved, priority can be given to prevention of deterioration of emissions over reduction of vibration at the start of the internal combustion engine.

  In the power output apparatus of the present invention, when the start time control means sets the increase value based on the time required for the motoring, the increase value tends to increase as the time required for the motoring increases. You may set so that. As the time required for motoring becomes longer, the area of the dried portion increases, so the amount of fuel used for combustion tends to increase. For this reason, it is preferable to set so that the increase value tends to increase as the time required for motoring increases so that the fuel to be used for combustion does not run short.

  In the power output apparatus of the present invention, the start time control means sets the increase value based on the time required for the motoring, and when the time required for the motoring is within a predetermined short time range, A predetermined normal start increase value is set as the increase value, and when the time required for the motoring exceeds a predetermined short time range, an increase value larger than the normal start increase value may be set as the increase value. Good. When the time required for motoring is within a predetermined short time range, almost no dry part appears on the inner wall of the internal combustion engine, etc.If the increased value at the normal start is set as the increased value, combustion at the first explosion will occur. Stable enough. On the other hand, when the time required for motoring exceeds a short time range, a dry portion appears on the inner wall of the internal combustion engine and the like, so an increase value larger than the increase value at the normal start is set as the increase value. In addition, when the time required for motoring exceeds a predetermined short time range, the longer the time required for motoring, the larger the area of the dry part tends to increase, and the amount of fuel provided for combustion tends to increase. Therefore, it is preferable to set so that the increase value tends to increase.

  In the power output apparatus of the present invention, the motoring means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and power is input / output to / from any two of the three shafts. The three-shaft power input / output means for inputting / outputting power to / from the remaining shaft based on the gear mechanism may be configured as a generator for inputting / outputting power to / from the third shaft, or A first rotor attached to an output shaft of an internal combustion engine and a second rotor attached to the drive shaft have electric power generated by electromagnetic action between the first rotor and the second rotor. The rotor motor may be configured to output at least part of the power from the internal combustion engine to the drive shaft.

  The automobile of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can output power to the drive shaft. An internal combustion engine, motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine with torque input to and output from the drive shaft, and a rotational speed for detecting the rotational speed of the internal combustion engine Detecting means; pressure detecting means for detecting the pressure of an intake pipe connected to the internal combustion engine; air amount adjusting means capable of adjusting the amount of air sucked into the intake pipe; and fuel injection capable of injecting fuel into the internal combustion engine And when the internal combustion engine is instructed to start, the rotational speed detected by the rotational speed detecting means reaches a predetermined starting start rotational speed, and the pressure detected by the pressure detecting means becomes a predetermined negative pressure. Within the above until The air amount adjusting means and the motoring means are controlled so as to motor the internal combustion engine in a state in which the amount of air sucked into the engine is reduced, and thereafter the fuel injection amount at start-up is determined based on the time required for the motoring. A power output device comprising a start time control means for controlling the fuel injection means so as to inject fuel of a start time fuel injection amount to the internal combustion engine by setting an increase value and taking the increase value into account. Is connected to the drive shaft.

  Since the power output device of the present invention is mounted in the automobile of the present invention, the effects exhibited by the power output device of the present invention, for example, the vibration at the start of the internal combustion engine is reduced and the combustion stability at the first explosion is ensured. The same effects as those that can be achieved can be achieved.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine capable of outputting power to a drive shaft; motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine with input / output of torque to the drive shaft; and the internal combustion engine A control method of a power output device comprising: an air amount adjusting means capable of adjusting an air amount to be taken into an intake pipe connected to the engine; and a fuel injection means capable of injecting fuel into the internal combustion engine,
(A) When the internal combustion engine is instructed to start, the air sucked into the internal combustion engine until the rotational speed of the internal combustion engine reaches a predetermined start start rotational speed and the pressure of the intake pipe reaches a predetermined negative pressure Controlling the air amount adjusting means and the motoring means to motor the internal combustion engine with the amount reduced;
(B) After the step (a), based on the time required for the motoring, an increase value of the starting fuel injection amount is set, and the starting fuel injection amount taking into account the increasing value is injected into the internal combustion engine. Controlling the fuel injection means to be
It is made to include.

  In this power output device control method, when the internal combustion engine is instructed to start, the internal combustion engine speed reaches a predetermined start start rotational speed and the pressure of the intake pipe connected to the internal combustion engine reaches a predetermined negative pressure. Starting the motor with the amount of air sucked into the internal combustion engine being throttled, and then setting the increase value of the fuel injection amount at start based on the time required for motoring and taking into account the set increase value An amount of fuel is injected into the internal combustion engine. Since the internal combustion engine is motored in a state where the amount of air sucked into the internal combustion engine is reduced until the pressure in the intake pipe reaches a predetermined negative pressure, the compression force in the compression stroke of the internal combustion engine becomes small and vibration at the time of starting is reduced. Reduce. On the other hand, during motoring, air flows through the internal combustion engine in a fuel cut state. Therefore, if the time required for motoring becomes longer, the inner wall of the internal combustion engine that should be wet with the fuel will dry out. In order to prevent shortage of fuel to be burned due to fuel adhering to the part, the increase value of the fuel injection amount at the start is set based on the time required for motoring, so it is stable even at the first explosion And burn. In this way, vibration at the start of the internal combustion engine can be reduced and combustion stability at the first explosion can be ensured. In the method for controlling the power output apparatus, steps for realizing various functions of the power output apparatus of the present invention according to any one of the aspects described above may be added.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30 in which a carrier 34 that rotates a pinion gear 33 through a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22, and a planetary gear 30. A motor MG1 capable of generating electricity connected to the sun gear 31, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the planetary gear 30 via a reduction gear 35, and the entire hybrid vehicle 20 are controlled. The hybrid electronic control unit 70 is provided. The ring gear shaft 32a as a drive shaft is connected to an axle 64 to which drive wheels 63a and 63b are attached via a gear mechanism 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used for traveling. Used as power.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Gas that is sucked into the intake pipe 160 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber via the intake valve 128, and an electric spark is generated by the spark plug 130. The reciprocating motion of the piston 132 which is caused to explode and burn by the energy is converted into the rotational motion of the crankshaft 26. Intake into the engine 22 is performed via a surge tank 162 provided in the middle of the intake pipe 160 and having a volume sufficient to suppress intake pulsation. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). .

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the temperature of the cooling water from the engine, the intake valve 128 that performs intake and exhaust to the combustion chamber 166 and the rotational position of the camshaft that opens and closes the exhaust valve 129, and the throttle valve that detects the position of the throttle valve 124 From the pressure sensor 164 for detecting the throttle position from the position sensor 146, the catalyst bed temperature CT from the catalyst bed temperature sensor 135 attached to the purification device 134, and the internal pressure of the surge tank 162 provided in the middle of the intake pipe 160 Sir Tank pressure STP, an air flow meter signal AF from an air flow meter 148 located in an air intake pipe 160, and an intake air temperature from a temperature sensor 149 is similarly attached to the intake pipe 160 is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the remaining capacity (SOC) for managing the battery 50 is calculated. Calculates the calculated remaining capacity (SOC), battery temperature Tb, input / output limits Win and Wout, charge / discharge required power Pb *, which is a required value for charging / discharging the battery 50, and communicates data as necessary. To output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. And the motor MG2 convert the torque to be output to the ring gear shaft 32a. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Along with this, the required power is applied to the ring gear shaft 32a. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be powered, motor operation mode in which the operation of the engine 22 is stopped and operation corresponding to the power required by the motor MG2 is output to the ring gear shaft 32a. There is.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when the engine 22 is requested to start while the operation of the engine 22 is stopped will be described. FIG. 3 is a flowchart showing an example of a start time control routine executed by the hybrid electronic control unit 70 when the start request of the engine 22 is made. Here, when there is a request for starting the engine 22 while the operation of the engine 22 is stopped, for example, the engine required power Pe * required for the engine 22 when traveling in the motor operation mode exceeds the threshold value Pref. Or when the engine 22 is warmed up or the battery 50 needs to be charged immediately after starting the system in a stopped state. The motor operation mode will be briefly described below. The threshold value Pref is used to determine whether or not there is a request to start the engine 22, and is set in the vicinity of the lower limit power in a region where the engine 22 can be operated relatively efficiently. The engine required power Pe * is a drive shaft required power Pr * to be output to the ring gear shaft 32a as a drive shaft, and a charge / discharge required power Pb * required by the battery 50 (discharge power is positive and charge power is negative). Since the loss Loss is expressed by the following formula (1), even when the remaining capacity (SOC) of the battery 50 is relatively sufficient, when the driver depresses the accelerator pedal 83 greatly, or the remaining capacity of the battery 50 When the vehicle speed V increases and the rotational speed Nr of the ring gear shaft 32a increases even when the driver is not sufficiently depressed and the accelerator pedal 83 is not depressed, the vehicle speed is not depressed by the driver. Even when V is small and the rotational speed Nr of the ring gear shaft 32a is also small, the remaining capacity of the battery 50 is reduced and the required charge / discharge power Pb is large. Such as when the (charging power) is set, it exceeds the threshold value Pref. The drive shaft required power Pr * is obtained from a required torque setting map (see FIG. 4) stored in the ROM 74 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * required for the ring gear shaft 32a is derived, and the required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a decelerates the rotational speed Nm2 of the motor MG calculated based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44, as shown in the following formula (2). It was obtained by dividing by the gear ratio Gr of the gear 35. In the motor operation mode, the rotational speed Ne of the engine 22 is zero, and the torque Tm1 of the motor MG1 is also zero.

Pe * = Pr * -Pb * + Loss (1)
Pr * = Tr * ・ Nm2 / Gr (2)

  3 is executed, the CPU 72 of the hybrid electronic control unit 70 executes the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the engine 22. Ne, the catalyst bed temperature CT of the purifier 134 of the engine 22, the surge tank internal pressure STP of the engine 22, the rotational speeds Nm1, Nm of the motors MG1, MG2, the input / output limits Win, Wout of the battery 50, etc. are input. Then, based on the input accelerator opening Acc and the vehicle speed V, the required torque Tr * is set using the required torque setting map of FIG. 4 (step S110). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 attached to the crankshaft 26, and the catalyst bed temperature CT is obtained from the catalyst bed temperature sensor 135. The surge tank internal pressure STP is obtained from the pressure sensor 164 and input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  Subsequently, the torque command Tm1 * of the motor MG1 is derived and set from the engine start map using the rotation speed Ne of the engine 22 and the elapsed time t from the start of start (step S120). The engine starting map is a map in which the relationship between the torque command Tm1 * of the motor MG1 when starting the engine 22, the rotational speed Ne of the engine 22 and the elapsed time t from the start of starting is set. FIG. 5 shows an example of this map. In this map, as shown in FIG. 5, a relatively large torque is quickly set in the torque command Tm1 * using a rate process immediately after the time t1 when the engine 22 is instructed to start, and the rotational speed Ne of the engine 22 is set. Increase quickly. The engine 22 can be stably motored at the ignition start rotational speed Nstart or higher at a time t2 after the time when the rotational speed Ne of the engine 22 has passed through the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque that can be generated (motoring torque) is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Here, the ignition start rotational speed Nstart is set to a large rotational speed (for example, 1000 rpm) with a margin from the resonance rotational speed band in the present embodiment. Then, the motoring torque described above is used until the time t4 until the complete explosion speed Ncomb reaches the first time when the engine speed 22 exceeds the time t3 when the engine speed Ne reaches the ignition start speed Nstart and the engine 22 completes explosion. The torque command Tm1 * is set, and rate processing is performed so that the torque command Tm1 * becomes a value 0 quickly from time t4, and the torque command Tm1 * becomes a value 0 at time t5. Thereafter, when the engine 22 is operated autonomously, the value 0 is continuously set to the torque command Tm1 * of the motor MG1, and when power is generated by the motor MG1, the power generation torque (negative value) is set to the torque command Tm1 *. Set. In this way, immediately after the engine 22 is instructed to start, a large torque is set in the torque command Tm1 * of the motor MG1, and the engine 22 is motored, so that the engine 22 is quickly rotated to the ignition start rotational speed Nstart or more. Can be started.

  When the torque command Tm1 * of the motor MG1 is set in this way, the power consumption of the motor MG1 obtained by multiplying the input / output limit Win, Wout of the battery 50 and the torque command Tm1 * of the motor MG1 set by the current rotational speed Nm1 of the motor MG1 ( The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the (generated power) by the rotation speed Nm2 of the motor MG2 are calculated by the following equations (3) and (4). At the same time (step S130), using the required torque Tr *, torque command Tm1 *, and the gear ratio ρ of the planetary gear 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by equation (5) (step S140). The temporary motor torque Tm2tmp is limited by the torque limits Tmin and Tmax. The torque command Tm2 * of the motor MG2 is set as a value (step S150), the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, and the throttle fully closed command is set to fully close the throttle valve 124. Is transmitted to the engine ECU 24 (step S160). By setting the torque command Tm1 * of the motor MG1 and setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft while starting the engine 22 is set to the battery 50. Can be output as torque limited within the range of the input / output limits Win and Wout. Equation (5) can be easily derived from the alignment chart of FIG. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. On the other hand, the engine ECU 24 that has received the throttle full-close command drives the throttle motor 136 until the throttle valve 124 is fully closed. Therefore, when the engine 22 is motored, the piston 132 is opened and closed with the opening and closing of the intake valve 128 and the exhaust valve 129. Is repeatedly reciprocated, the air in the intake pipe 160 and the air in the combustion chamber 166 are discharged to the outside through the purification device 134.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Next, it is determined whether or not the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nstart (step S170), and when the rotational speed Ne of the engine 22 has not reached the ignition start rotational speed Nstart, the process returns to step S100. Steps S100 to S170 are repeated until the rotational speed Ne of 22 reaches the ignition start rotational speed Nstart. When the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nstart, it is confirmed whether or not the start command flag Fstart is a value 0 (step S180). The start command flag Fstart is a flag indicating whether or not a start command has been output to the engine 22. When the value is 0, it indicates that the start command has not yet been output to the engine 22. Indicates that a start command has been output. Now, considering that the rotation speed Ne of the engine 22 has reached the ignition start rotation speed Nstart for the first time in step S170, since the start command Fstart is 0 in step S180, the process proceeds to step S190 and subsequent steps. Then, it is determined whether the catalyst bed temperature CT is equal to or higher than a predetermined catalyst activation temperature (step S190). Here, the catalyst activation temperature is set at or near the lower limit of the temperature range in which the catalyst constituting the purification device 134 can sufficiently exhibit the exhaust purification function. When the catalyst bed temperature CT is equal to or higher than the predetermined catalyst activation temperature in step S190, it is subsequently determined whether or not the surge tank internal pressure STP has dropped below a threshold value STPref that is lower than atmospheric pressure (step S200). Here, the threshold value STPref is a pressure value that can reduce the compression force of the compression stroke at the time of motoring, and is commensurate with the amount of air that can output torque that can sufficiently reduce the vibration at the initial explosion of the engine 22. This is a pressure value, and is determined in advance by experiments or the like. Now, considering that the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nstart for the first time, the surge tank 162 has a large volume, so the surge tank internal pressure STP has not dropped below the threshold value STPref, so steps S100 to S200. Will be repeated. If it is determined that the surge tank internal pressure STP has dropped below the threshold value STPref while repeating these processes, an increase value derived from motoring is set based on the motoring time MT (step S210). A start command is output to the engine ECU 24 so as to ignite by performing fuel injection at the start time fuel injection amount in consideration of the increased value, and a value 1 is set to the start command flag Fstart (step S220). Then, the engine ECU 24 that has received the start command derives from the motoring to an increase value at the start (hereinafter referred to as an increase value at the normal start) calculated based on the temperature of the cooling water of the engine 22 and the temperature in the intake pipe 160. When the fuel injection amount at the start is calculated by adding the increase value, the fuel injection valve 126 is controlled so that the calculated fuel injection amount at the start is injected from the fuel injection valve 126, and the predetermined ignition timing is reached. The ignition coil 138 is energized to blow an electric spark from the spark plug 130 and ignite the air-fuel mixture.

  FIG. 6 is a map showing an example of the relationship between the motoring time MT and the increase value derived from motoring. In FIG. 6, the increase value derived from motoring is set to zero until the motoring time MT reaches time MT1, and is set to increase as the motoring time MT becomes longer from time MT1 to time MT2. After reaching the time MT2, the maximum increase value is set. The time MT1 is a short time range in which the wet state of the inner wall of the intake pipe 160 and the combustion chamber 166 is almost the same as before motoring even after motoring (that is, the intake pipe 160 and the combustion chamber 166 of the engine 22). The upper limit of the time range during which almost no dry portion appears on the inner wall. For this reason, until the motoring time MT reaches the time MT1, the combustion at the first explosion is sufficiently stabilized only by taking into account the increase value at the normal start, and therefore the increase value derived from motoring is set to zero. When the motoring time MT is between the time MT1 and the time MT2, the longer the motoring time MT, the more dry portions are generated on the inner wall of the intake pipe 160, the inner wall of the combustion chamber 166, etc. Therefore, the increase value derived from motoring is increased according to the area of the dry portion so that the fuel supplied to the combustion does not become insufficient due to the fuel adhering to the dry portion. The time MT2 is the lower limit of the time range in which the inner wall of the intake pipe 160 and the inner wall of the combustion chamber 166 are in a dry state. Therefore, after the motoring time MT exceeds the time MT2, the area of the dry portion of the inner wall of the intake pipe 160 and the inner wall of the combustion chamber 166 is substantially the same, so the maximum increase value corresponding to the area is set to the motor. It is adopted as an increase value derived from the ring. In the map of FIG. 6, the starting fuel injection amount is constant from zero to time MT1 and after time MT2, but overall, the starting fuel injection amount increases as the motoring time MT increases. It has become a trend.

  On the other hand, when the catalyst bed temperature CT is lower than the catalyst activation temperature in step S190, the purification device 134 cannot sufficiently perform the exhaust purification function, so the process proceeds to step S210 without waiting for the surge tank internal pressure STP to fall below the threshold value STPref. Advancing and setting an increase value derived from motoring based on the motoring time MT. That is, it is often determined that the catalyst bed temperature CT is lower than the catalyst activation temperature after parking for a relatively long period of time, and therefore fuel in the intake pipe 160 or the combustion chamber 166 is leaked due to oil-tight leakage or the like during that period. May be leaking. In such a case, waiting for the surge tank internal pressure STP to fall below the threshold value STPref increases the motoring time accordingly, so that the leaked fuel is sent together with air to the purification device 134 that cannot sufficiently perform the exhaust purification function. The emissions may deteriorate. In the present embodiment, in consideration of this point, when the catalyst bed temperature CT is lower than the catalyst activation temperature, the engine speed 22 Ne is set to the ignition start engine speed Nstart without waiting for the surge tank internal pressure STP to fall below the threshold value STPref. Immediately after the above, an increase value derived from motoring is set (step S210), and a start command is output to the engine ECU 24 (step S220). The motoring time MT at this time falls within the short time range (time 0 to time T1) of FIG. 6 because it does not wait for the surge tank internal pressure STP to fall below the threshold value STPref.

  In step S220, after the start command is output to the engine ECU 24 and the start command flag Fstart is set to a value 1, whether the engine 22 has completely exploded depending on whether or not the rotational speed Ne of the engine 22 has exceeded the complete explosion rotational speed Ncomb. It is determined whether or not (step S230). Here, the complete explosion speed Ncomb is an engine speed that is exceeded for the first time when the engine 22 is completely exploded, and is set to a value larger than the ignition start speed Nstart. Then, when the engine 22 is not completely exploded, the processes of steps S100 to S230 are repeated again. At that time, the start command flag F has already been set to the value 1, so a negative determination is made in step S180 and a skip is immediately made to step S230. Will do. Thereafter, when it is determined in step S230 that the engine 22 has completely exploded, it is determined that the start of the engine 22 has been completed, the start command flag F is reset to 0 (step S240), and this routine is terminated. When this routine is finished, a drive control routine (not shown) for running in the torque conversion operation mode or the charge / discharge operation mode for driving the engine 22 and the motors MG1, MG2 is executed. Therefore, detailed description thereof is omitted.

  FIG. 7 is an operation alignment chart when a start request for the engine 22 is made when the hybrid vehicle 20 is traveling in the motor operation mode. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. When traveling in the motor operation mode, as indicated by the dotted line in the figure, the rotational speed Ne of the engine 22 is zero, so that the rotational speed Nm1 of the motor MG1 can follow the rotational speed Nm2 of the motor MG2. The torque command Tm1 * of the motor MG1 is set to zero torque. In this motor operation mode, even when the remaining capacity (SOC) of the battery 50 is relatively sufficient, when the driver depresses the accelerator pedal 83 or the like, the engine 22 is requested to start, and the motor MG1 causes the engine 22 to start. Is torqued with the torque command Tm1 * so that the rotational speed Ne of the engine 22 becomes the ignition start rotational speed Nstart (see the solid line in FIG. 7), and the cancel torque for canceling the required torque Tr * and the reaction torque of the motor MG1. The motor MG2 is controlled so that the sum of (Tm1 * / ρ) is output to the ring gear shaft 32a. FIG. 8 is an operation alignment chart when a request for starting the engine 22 is made when the hybrid vehicle 20 is stopped and the operation of the engine 22 is stopped. When the vehicle is stopped and the operation of the engine 22 is stopped, the rotational speeds Nm1, Nm2, and Ne of the motors MG1, MG2 and the engine 22 are all zero (see the dotted line in FIG. 8). In such a case, when the system is started and it is necessary to warm up the engine 22 or charge the battery 50, the engine 22 is requested to start, and the motor 22 is motored by the torque command Tm1 * by the motor MG1. The rotational speed Ne of the engine 22 is set to the ignition start rotational speed Nstart (see the solid line in FIG. 8), and a cancel torque (Tm1 * / ρ) for canceling the reaction torque of the motor MG1 is output to the ring gear shaft 32a. The motor MG2 is controlled. 7 and FIG. 8, when the catalyst bed temperature CT is equal to or higher than the catalyst activation temperature after the engine speed Ne reaches the ignition start engine speed Nstart, the surge tank internal pressure STP is less than the threshold value STPref. Waiting for the engine to drop, the engine starting fuel injection amount is calculated by adding the motor starting derived increase value to the normal starting increase value, and the calculated start fuel injection amount is injected to ignite the mixture and When the explosion is completed and the catalyst bed temperature CT is lower than the catalyst activation temperature, the fuel injection amount at the start is calculated only by the increase value at the normal start regardless of the surge tank internal pressure STP, and the calculated fuel injection amount at the start is injected. Then, the air-fuel mixture is ignited and the engine 22 is completely exploded.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is requested to start, the motor 22 is operated in a state in which the intake air amount is reduced by the throttle valve 124 until the surge tank internal pressure STP falls below the threshold value STPref. As a result of the ringing, the compression force in the compression stroke of the engine 22 is reduced, vibration at the time of starting is reduced, and the amount of intake air is reduced, so the torque at the first explosion is reduced and the vibration at the first explosion is also reduced. On the other hand, since air flows through the engine 22 in a fuel cut state during motoring, when the motoring time MT becomes longer, the inner wall of the intake pipe 160 of the engine 22 and the inner wall of the combustion chamber 166 are inherently wetted with fuel. In order to set an increase value derived from motoring based on the motoring time MT so that the fuel to be burned does not run out due to fuel adhering to the dry part. It burns stably even at the first explosion. In this manner, vibration at the start of the engine 22 can be reduced and combustion stability at the first explosion can be ensured.

  In many cases, the catalyst bed temperature CT is determined to be lower than the catalyst activation temperature after parking for a relatively long period of time, and fuel is leaked into the intake pipe 160 or the combustion chamber 166 during this period due to oil-tight leakage or the like. May be leaking. In such a case, when waiting for the surge tank internal pressure STP to fall below the threshold value STPref, the motoring time is increased accordingly, and the leaked fuel is sent to the purification device 134 that cannot sufficiently perform the exhaust purification function together with the air. However, in this embodiment, immediately after the revolution speed Ne of the engine 22 becomes equal to or higher than the ignition start speed Nstart without waiting for the surge tank internal pressure STP to fall below the threshold value STPref. Since a start command is output to the engine ECU 24, priority can be given to prevention of deterioration of emissions over reduction of vibration when the engine 22 is started.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the above-described embodiment, a map representing an example of the relationship between the motoring time MT and the increase value derived from motoring is adopted, but the map shown in FIG. 9 may be adopted. In the map of FIG. 9, the increase value derived from motoring is set to zero until the motoring time MT reaches time MT1, and increases from time MT1 to time MT2 in a step function as the motoring time MT becomes longer. After the time MT2 is reached, the maximum increase value is set. The increase value derived from motoring may be zero until the motoring time MT reaches the time MT1, and may be a predetermined increase value (for example, the maximum increase value) after the time MT1. In these cases, the same effect as the above-described embodiment can be obtained.

  In the above-described embodiment, the throttle full-close command is transmitted to the engine ECU 24 in step S160. However, instead of the throttle full-close command, a command that causes the throttle valve 124 to be slightly opened from the full-close position is issued. You may transmit to ECU24. At this time, how much the throttle valve 124 is opened may be determined depending on, for example, how much the compression force in the compression stroke is reduced and how much the output torque at the first explosion is reduced.

  In the embodiment described above, the starting fuel injection amount is set in the starting control routine executed by the CPU 72 of the hybrid electronic control unit 70. However, when the engine 22 is requested to start, the hybrid electronic control unit is set. The start request may be transmitted from 70 to the engine ECU 24, and the CPU 24a of the engine ECU 24 that has received the start request may execute the engine ECU side start-time control routine of FIG. In other words, when this routine is started, the CPU 24a of the engine ECU 24 sets the surge tank internal pressure STP to be the surge tank internal pressure STP if the catalyst bed temperature CT is equal to or higher than the catalyst activation temperature after the rotation speed Ne becomes the ignition start rotation speed Nstart by motoring. The increase value derived from motoring is set after waiting for the value to fall below the threshold value STPref. If the catalyst bed temperature CT is lower than the catalyst activation temperature, the increase value derived from motoring is immediately set regardless of the surge tank internal pressure STP (step) S300 to S330). Thereafter, a process of injecting the fuel at the starting fuel injection amount calculated by adding the increasing value derived from motoring to the increasing value at the normal starting time from the fuel injection valve 126 and igniting the air-fuel mixture by the electric spark of the spark plug 130 is executed. (Step S340), after the rotational speed Ne exceeds the complete explosion speed Ncomb, a complete explosion signal is output to the hybrid electronic control unit 70 (Steps S350 and S360). In this case, the hybrid electronic control unit 70 may proceed to step S230 after step S160, and repeat the processes of steps S100 to S160 and S230 until a complete explosion signal is received from the engine ECU 24.

  In the hybrid vehicle 20 of the above-described embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 11, the motor MG2 May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the above-described embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the planetary gear 30, but in the modified example of FIG. As illustrated in the hybrid vehicle 220, the hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63 a and 63 b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the above-described embodiment, the operation of the variable valve timing mechanism 150 at the time of starting the engine 22 is not mentioned, but by setting the valve closing timing of the intake valve 128 to the retard side, the intake stroke is changed to the compression stroke. It is preferable to keep the intake valve 128 open as much as possible even after shifting to. By doing so, a large compression force is not generated in the compression stroke at the time of starting the engine, and the engine 22 can be started smoothly.

  As described above, the power output apparatus of the present invention can be applied to a hybrid vehicle, but is not limited to such a hybrid vehicle, and can also be applied to vehicles other than the vehicle, such as trains and ships.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to 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 starting control routine. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 6 is a map in which the relationship between a torque command Tm1 * of the motor MG1 when starting the engine 22, the rotational speed Ne of the engine 22 and the elapsed time t from the start of starting is set. 6 is a map in which a relationship between a motoring time MT when starting the engine 22 and an injection amount increase value is set. It is an operation alignment chart for demonstrating dynamically the rotation element of the planetary gear 30 when there exists an engine starting request | requirement in motor operation mode. It is an operation alignment chart for demonstrating dynamically the rotation element of the planetary gear 30 when there is an engine start request | requirement when it is stopping and there is no driver | operator's power request | requirement. It is the map which set the relationship between the motoring time MT at the time of starting the engine 22 of a modification, and the injection amount increase value. It is a flowchart which shows an example of the engine ECU side start time control routine. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft , 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery) ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64 axle, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU , 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve , 126 Fuel injection valve, 128 Intake valve, 129 Exhaust valve, 130 Spark plug, 132 Piston, 134 Purification device, 135 Catalyst bed temperature sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam Position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve Timing mechanism, 160 suction pipe, 162 a surge tank, 164 pressure sensor, 166 a combustion chamber, 232 the inner rotor, 234 outer rotor, 230 pair-rotor motor, MG1, MG2 motor.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine with input and output of torque to the drive shaft;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Pressure detecting means for detecting the pressure of the intake pipe connected to the internal combustion engine;
An air amount adjusting means capable of adjusting the amount of air sucked into the intake pipe;
Fuel injection means capable of injecting fuel into the internal combustion engine;
When the internal combustion engine is instructed to start, the rotational speed detected by the rotational speed detection means reaches a predetermined starting start rotational speed and the pressure detected by the pressure detection means reaches the predetermined negative pressure. Controlling the air amount adjusting means and the motoring means so as to motor the internal combustion engine in a state where the amount of air sucked into the internal combustion engine is reduced, and then starting fuel injection amount based on the time required for the motoring A start time control means for controlling the fuel injection means so that a fuel of a start time fuel injection amount taking into account the increase value is set to be injected into the internal combustion engine;
A power output device comprising: The power output device according to claim 1,
Provided with a catalyst purification means provided on the downstream side of the internal combustion engine and exhibiting an exhaust purification function when the catalyst temperature is within a predetermined temperature range;
The start time control means is configured such that when the start of the internal combustion engine is instructed and the catalyst temperature does not reach a predetermined temperature range, the rotation speed detected by the rotation speed detection means is a predetermined start start rotation. After controlling the motoring means to motor the internal combustion engine until the number reaches, a predetermined normal startup increase value is set as the increase value regardless of the pressure detected by the pressure detection means. Controlling the fuel injection means so that a starting fuel injection amount taking into account a value is injected into the internal combustion engine;
Power output device. The start-up control means sets the increase value based on the time required for the motoring so that the increase value tends to increase as the time required for the motoring increases.
The power output apparatus according to claim 1 or 2. The start time control means sets the increase value based on the time required for the motoring. When the time required for the motoring is within a predetermined short time range, the increase value is set as a predetermined normal start time. An increase value is set, and when the time required for the motoring exceeds a predetermined short-time range, an increase value larger than the normal start increase value is set as the increase value.
The power output apparatus according to claim 1 or 2. The motoring means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and power is applied to the remaining shaft based on power input / output to / from any two of the three shafts. The three-axis power input / output means for inputting / outputting is used as the gear mechanism, and is configured as a generator for inputting / outputting power to the third shaft,
The power output apparatus in any one of Claims 1-4. The motoring means includes a first rotor attached to the output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The first rotor and the second rotation A counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action with a child;
The power output apparatus in any one of Claims 1-4.   The motor vehicle which mounts the motive power output device in any one of Claims 1-6, and an axle shaft is connected to the said drive shaft. An internal combustion engine capable of outputting power to a drive shaft; motoring means connected to the output shaft of the internal combustion engine and capable of motoring the internal combustion engine with input / output of torque to the drive shaft; and the internal combustion engine A control method of a power output device comprising: an air amount adjusting means capable of adjusting an air amount to be taken into an intake pipe connected to the engine; and a fuel injection means capable of injecting fuel into the internal combustion engine,
(A) When the internal combustion engine is instructed to start, the air sucked into the internal combustion engine until the rotational speed of the internal combustion engine reaches a predetermined start start rotational speed and the pressure of the intake pipe reaches a predetermined negative pressure Controlling the air amount adjusting means and the motoring means to motor the internal combustion engine with the amount reduced;
(B) After the step (a), based on the time required for the motoring, an increase value of the starting fuel injection amount is set, and the starting fuel injection amount taking into account the increasing value is injected into the internal combustion engine. Controlling the fuel injection means to be
A method for controlling a power output apparatus including:

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