JP2008069701A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of inhibiting the rotational fluctuation of an output shaft more appropriately by operation of a torque adding means for adding torque to the output shaft, in cylinder cut-off control for combustion control of a part of cylinders only of a multi-cylinders internal combustion engine. <P>SOLUTION: In a torque fluctuation presume part B2, the presumed value of the output shaft torque (presumed shaft torque Trq(t)) of an internal combustion engine in the combustion cycle of this time is calculated based on the pressure in the combustion chamber in the last combustion cycle. In a rotational fluctuation presume part B4, the rotational fluctuation of the internal combustion engine is presumed based on the presumed shaft torque Trq(t). Further, in an oscillation control required torque calculation part B8, the torque to be added to the engine output shaft by a motor generator to make the presumed rotational fluctuation within an allowable range is calculated. The sum of this torque and the feedback compensation amount is a command torque Tc(t) to the motor generator. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention is applied to an in-vehicle system including a torque applying unit that mechanically connects to an output shaft of a multi-cylinder internal combustion engine to apply torque to the output shaft, and fuel is supplied to only some cylinders of the internal combustion engine. The present invention relates to a vehicle control device provided with a reduced-cylinder control means for burning the fuel.

  As this type of vehicle control device, for example, as seen in Patent Document 1 below, when the number of cylinders to be operated is halved, the output torque is opposite in phase to the output torque generated by the combustion of fuel in the cylinders to be operated. In order to apply torque to the output shaft in the same cycle as the torque generation cycle, one that operates an electric motor has been proposed. By applying torque in this way, it is possible to suppress an increase in rotational fluctuation of the output shaft when the output torque generation cycle is thinned out.

  By the way, the period for applying the torque becomes shorter as the rotational speed of the internal combustion engine increases. For this reason, as the rotational speed increases, it becomes more difficult to perform control to apply torque in the above manner with the electric motor.

Further, in the above control device, the applied torque is subjected to map calculation according to the operating state of the internal combustion engine. However, a lot of man-hours are required to adapt the relationship between various parameters that define the operating state and the manner of applying torque.
JP 2002-180863 A

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to apply torque for applying torque to the output shaft in the cylinder reduction control in which combustion control is performed by only some cylinders of a multi-cylinder internal combustion engine. An object of the present invention is to provide a vehicle control device that can more appropriately suppress rotation fluctuations of the output shaft by operating the means.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  According to a first aspect of the present invention, during the control by the reduced cylinder control means, a period in which torque is generated by combustion of fuel in the some cylinders, and a period in which torque is not generated due to combustion stop of the remaining cylinders In order to compensate for the torque difference, the torque applying means is configured to apply a torque smaller than a peak value of the generated torque to the output shaft over a period longer than a period in which the torque is generated by the combustion. Operation means for operating is provided.

  The period during which torque is generated by the combustion of fuel becomes shorter as the rotational speed increases. On the other hand, it is more difficult to generate a torque that increases and decreases after the torque is applied by the torque applying means as the increase and decrease time is shorter. For this reason, it becomes difficult to apply torque imitating torque generated by fuel combustion in order to compensate for the torque difference as the rotational speed increases.

  In this regard, in the above configuration, in order to apply torque smaller than the peak value of torque generated by combustion over a period longer than the period in which torque is generated by combustion, the torque applying means should be generated. A sudden change in torque can be suppressed. For this reason, the torque difference can be suppressed while applying a torque that can be easily generated by the torque applying means, and thus rotation fluctuation can be suppressed.

  According to a second aspect of the present invention, there is provided torque estimation means for preliminarily estimating an output torque of the internal combustion engine based on an operating state of the internal combustion engine during control by the cylinder reduction control means, and the output based on the estimated torque. A rotation estimation unit that estimates a rotation variation of the shaft; and an operation unit that operates the torque application unit to apply a torque to the output shaft so that the estimated rotation variation is within an allowable range. Features.

  In the above configuration, the rotational fluctuation amount is predicted based on the estimated torque. Then, torque is applied to the output shaft so that the rotational fluctuation is within the allowable range. As described above, by estimating the torque, it is possible to appropriately estimate the rotational fluctuation in the time case that is smaller than the period in which the four strokes are divided by the number of cylinders of all the cylinders. And, in order to perform the process of applying an appropriate torque while predicting the rotation fluctuation by the model, it is possible to reduce the matching man-hour compared with the case where the applying mode of the torque is adapted according to the operation state of the internal combustion engine. it can.

  According to a third aspect of the present invention, in the second aspect of the invention, the torque is applied to the output shaft from a peak value of the generated torque over a period longer than a period in which the torque is generated by the combustion. Is also applied as a small torque.

  The period during which torque is generated by the combustion of fuel becomes shorter as the rotational speed increases. On the other hand, it is more difficult to generate a torque that increases and decreases after the torque is applied by the torque applying means as the increase and decrease time is shorter. For this reason, it is difficult to apply torque imitating torque generated by fuel combustion in order to suppress rotational fluctuation during a period when torque is not generated by combustion stop as the rotational speed increases.

  In this regard, in the above configuration, in order to apply torque smaller than the peak value of torque generated by combustion over a period longer than the period in which torque is generated by combustion, the torque applying means should be generated. A sudden change in torque can be suppressed. For this reason, it is possible to suppress rotational fluctuations while applying torque that is easily generated by the torque applying means.

  The invention according to claim 4 is the invention according to claim 2 or 3, further comprising correction means for feedback correcting the torque applied to the output shaft based on the actual rotational speed of the output shaft. To do.

  In the above configuration, by using the feedback control together, it is possible to suitably suppress the rotational fluctuation caused by the structural variation between the cylinders.

  According to a fifth aspect of the present invention, in the first, third, or fourth aspect of the present invention, the application of the torque is performed corresponding to each of the periods in which no torque is generated due to the combustion stop. To do.

  In the above configuration, since the torque is applied corresponding to each of the periods in which the torque is not generated due to the combustion stop, the torque is generated by burning the fuel and the torque is generated due to the combustion stop. It is possible to favorably compensate for a torque difference from a period during which no is generated. For this reason, a rotation fluctuation can be suppressed suitably.

  According to a sixth aspect of the present invention, in the invention according to any one of the first to fifth aspects, the reduction cylinder control means performs injection required in each cylinder in order to generate a required torque by operating all cylinders of the internal combustion engine. The injection is performed by injecting an injection amount larger than the amount in each of the partial cylinders.

  In the configuration described above, only a part of the cylinders is operated although the required torque can be generated by the all cylinder operation. As a result, the charging efficiency in some cylinders can be higher than the charging efficiency assumed in each cylinder when all cylinders are operated, and the pumping loss can be reduced. Therefore, it is possible to reduce the fuel consumption required for generating the required torque.

  The invention according to claim 7 comprises engine stop means for stopping the internal combustion engine when the vehicle on which the internal combustion engine is mounted, and start means for restarting the internal combustion engine when the vehicle starts. The starting means starts the internal combustion engine by applying torque by the torque applying means.

  In the above configuration, in order to apply the torque using the torque applying means provided in the vehicle having a so-called idle stop function that is an automatic stop / start function of the engine, new hardware means are provided for suppressing rotation fluctuations. You can avoid that.

  Hereinafter, an embodiment in which a vehicle control device according to the present invention is applied to a vehicle control device having an engine automatic stop / start function will be described with reference to the drawings.

  FIG. 1 shows the overall configuration of the engine system of the present embodiment.

  The rotational speed of the output shaft of the six-cylinder gasoline engine (internal combustion engine 10) is shifted by the torque converter 12 and the automatic transmission 14, and is output to the drive wheels as the rotational force of the output shaft 16. Further, the output shaft of the internal combustion engine 10 is connected to the rotor 22 via the electromagnetic clutch 20. The rotor 22 is mechanically connected to the rotor 26 via a timing belt 24. Rotor 26 is connected to motor generator 28.

  The electronic control unit (ECU 30) includes an output of a crank angle sensor 32 that detects the rotation angle of the output shaft of the internal combustion engine 10, an output of an air flow meter 34 that detects an intake air amount of the internal combustion engine 10, and an accelerator pedal operation. The output of the accelerator sensor 36 that detects the amount, the output of the vehicle speed sensor 38 that detects the traveling speed (vehicle speed) of the vehicle, and the like are captured. Based on these captured outputs, various actuators of the internal combustion engine 10 are operated to control the output of the internal combustion engine 10.

  In addition to the full cylinder operation that operates all the cylinders of the internal combustion engine 10, the ECU 30 also performs a cylinder reduction control that operates some cylinders in order to reduce fuel consumption. FIG. 2 shows a processing procedure of the reduced cylinder control according to the present embodiment. This process is repeatedly executed by the ECU 30, for example, at a predetermined cycle.

  In this series of processing, first, in step S10, it is determined whether or not it is a reduced cylinder control region. Here, the conditions for the reduced cylinder control region are, for example, that the rotational speed of the internal combustion engine 10 is equal to or higher than the rotational speed α and equal to or lower than the rotational speed β (> α), and the vehicle speed is equal to or lower than the speed VB. Etc. This region is set to a region where the required torque that can be realized by the all cylinder operation can be realized by the reduced cylinder control.

  When an affirmative determination is made in step S10, a required torque for the internal combustion engine 10 is calculated in step S12 based on the operation amount of the accelerator pedal. Specifically, here, for example, a required torque from a traction control system that performs control to suppress idling of a driving wheel of a vehicle (not shown), or a required torque from a stability control system that performs control to suppress a side slip during traveling of the vehicle. Is added.

  In the subsequent step S14, the opening of the throttle valve is controlled to an opening for reducing cylinder control. Here, based on the required torque or the like, the opening is controlled to be adapted for reducing cylinder control. In the subsequent step S16, the injection amount of the cylinder to be operated for realizing the required torque by the operation of only some of the cylinders is calculated.

  When a negative determination is made in step S10 or when the process of step S16 is completed, this series of processes is temporarily terminated.

  FIG. 3 shows the injection amount in each cylinder for generating the required torque by the all-cylinder operation and the injection amount in each cylinder for generating the required torque by a part of the cylinders. As shown in the figure, the injection amount Q2 when only three cylinders are operated is larger than the injection amount Q1 when all six cylinders are operated. However, although both these two types of control achieve the required torque, the total injection amount in one combustion cycle is smaller when the reduced cylinder control is performed. This is because the charging efficiency of each cylinder subjected to combustion control is increased by the cylinder reduction control, and the pumping loss is reduced. Thus, in this embodiment, the fuel consumption is reduced by performing the cylinder reduction control.

  Note that the cylinder reduction control is not limited to halving the number of cylinders for which combustion control is performed, as exemplified in FIG. 3. For example, the cylinder reduction control may be a process of appropriately reducing the number of cylinders for which combustion control is performed one cylinder at a time.

  However, when the above-described cylinder reduction control is performed, a torque difference between a period generated by the combustion of fuel in some cylinders and a period in which no torque is generated due to the combustion stop of the remaining cylinders becomes significant, and as a result, the output shaft The rotation fluctuation of becomes large. Therefore, in the present embodiment, the torque difference is compensated by applying torque to the output shaft of the internal combustion engine 10 by the motor generator 28 shown in FIG.

  FIG. 4 shows a process related to the compensation of the torque difference particularly during the cylinder reduction control among the processes performed by the ECU 30.

  The torque fluctuation estimation unit B2 is a part that estimates in advance the torque output from the internal combustion engine 10 via the output shaft based on the combustion pressure (cylinder pressure) in the combustion chamber of the internal combustion engine 10. Here, the in-cylinder pressure is estimated based on parameters (for example, rotation speed, ignition timing, target air-fuel ratio, intake air amount, etc.) indicating the operating state of the internal combustion engine 10. This can be obtained, for example, by previously determining the relationship between these parameters and the in-cylinder pressure at each crank angle by experiments. If the in-cylinder pressure is known, the force Fg applied to the piston by combustion is known. On the other hand, based on an estimated value N (t) of the rotational speed of the output shaft, which will be described later, the inertial force Fr of the cylinder piston or the like is known. Therefore, the estimated shaft torque Trq (t), which is an estimated value of the output torque of the internal combustion engine 10, can be calculated based on the physical model based on the inertial force Fr and the force Fg caused by the combustion pressure. Incidentally, it is required to obtain an estimated value of the in-cylinder pressure at every crank angle interval shorter than the period of “(1 combustion cycle) / (number of cylinders of all cylinders)”. This is because the update interval (sampling period) of the value of the estimated shaft torque Trq (t) can be set to a period shorter than the period of “(1 combustion cycle) / (number of cylinders of all cylinders)”.

  The rotation fluctuation estimation unit B4 is a part that calculates an estimated value N (t) of the rotational speed using a physical model based on the estimated shaft torque Trq (t) and the flywheel inertia moment I of the internal combustion engine 10. That is, the estimated value N (t) of the rotational speed is calculated by dividing the time integral value of the estimated shaft torque Trq (t) by the flywheel moment of inertia. Here, by using the estimated shaft torque Trq (t), the update interval (sampling period) of the estimated value N (t) is shorter than the period of “(1 combustion cycle) / (number of cylinders of all cylinders)”. The period has been realized.

  The speed difference calculation unit B6 is a part that calculates the difference between the allowable rotational speeds and the estimated value N (t) (speed difference ΔN (t)).

  The vibration suppression request torque calculation unit B8 calculates the torque to be applied to the output shaft of the internal combustion engine 10 by the motor generator 28 in the vicinity of the compression top dead center of the cylinder whose combustion is stopped. This torque is positive because the speed difference ΔN (t) within the period of “(1 combustion cycle) / (number of cylinders of all cylinders)” centering on the compression top dead center of the cylinder whose combustion is stopped. When the local minimum for is positive. At this time, it is determined that the rotational speed decreases beyond the allowable range as combustion stops, and the torque to be applied to the output shaft of the internal combustion engine 10 is calculated based on the speed difference ΔN (t) and the rotational speed NE.

  Specifically, as shown in FIG. 5A, the torque applied by the motor generator 28 has a pseudo sine wave shape that gradually increases and then gradually decreases. The time interval T, which is the torque application time at this time, the amplitude K, which is the torque peak, and the timing L, which is the difference between the torque peak timing and the compression top dead center, are shown in FIG. b) to 5 (d). All of the maps shown in FIGS. 5B to 5D define the above parameters based on the rotational speed NE and the speed difference ΔN.

  The controller B10 shown in FIG. 4 is a part that calculates a feedback correction amount for keeping the rotational speed NE within the allowable rotational speed based on the rotational speed NE of the output shaft. Here, for example, a correction amount for PID control based on the difference between the allowable rotational speed and the actual rotational speed NE may be calculated.

  In the command torque output unit B12, the torque applied by the motor generator 28 by adding the feedback correction amount of the controller B10 to the pseudo sine wave torque (feed forward amount) set by the vibration suppression request torque calculation unit B8. Command value (command torque Tc (t)) is calculated.

  FIG. 6A shows a change in torque applied to the output shaft, and FIG. 6B shows a change in rotation speed of the output shaft.

  The solid line in FIG. 6A shows the transition of the torque generated by the internal combustion engine 10 when the combustion control of one cylinder is stopped. As shown in the drawing, in this case, the torque difference between the period in which the torque is generated by the combustion of the fuel and the period in which the torque is not generated due to the combustion stop increases. For this reason, as indicated by a solid line in FIG. 6B, the rotational fluctuation of the output shaft becomes large and does not fall within the allowable rotational speed. Here, as shown by a one-dot chain line in FIG. 6A, if the motor generator 28 applies a torque imitating a torque that is assumed to be generated if combustion control is performed even in the combustion stopped cylinder, As shown by the alternate long and short dash line in FIG. 6B, the rotation fluctuation can be suitably suppressed. However, when the rotational speed is increased, the generation period of torque by one combustion is shortened. For this reason, it becomes difficult to generate a torque imitating the torque assumed to be generated by combustion by the motor generator 28.

  Therefore, in this embodiment, as shown by a two-dot chain line in FIG. 6A, the torque generated by the combustion over a period longer than the period in which the torque is generated by the combustion of fuel in one cylinder. A torque smaller than the peak value is applied. That is, the peak value of the sinusoidal torque that gradually increases and then decreases is made smaller than the peak value of the torque generated by combustion. The time integral value of the torque is equivalent to the time integral value of the torque indicated by a one-dot chain line in FIG. The torque is applied mainly around the top dead center of the combustion stopped cylinder. Thereby, the torque indicated by the two-dot chain line can be easily generated by the motor generator 28. And also by this, as shown with a dashed-two dotted line in FIG.6 (b), rotation fluctuation can be suppressed suitably.

  FIG. 7 shows how torque is applied when the number of cylinders that perform combustion control is halved. In this case, torques applied corresponding to each combustion stop overlap each other. In this case, the final output of the vibration suppression request torque calculator B8 may be calculated by superimposing the pseudo sine wave torque waveforms.

  It is desirable that power is generated by motor generator 28 in a period other than the period in which torque is applied by motor generator 28, that is, in a period in which torque is generated by combustion. In this case, as indicated by a broken line in FIG. 6A, the torque actually generated in the output shaft during the period in which the torque is generated by combustion is less than the torque consumed by the power generation from the torque generated by the fuel. It will be Therefore, in this case, it is desirable that the time integral value of the torque to be applied corresponds to the time integral value of the torque indicated by the broken line.

  Further, when torque is applied by the motor generator 28, the battery power is consumed, resulting in an increase in fuel consumption. For this reason, the reduced cylinder control region determined in step S10 shown in FIG. 2 is consumed in order to apply the torque, rather than the difference in the fuel injection quantity by the all cylinder operation with respect to the injection quantity by the cylinder reduction control. It is desirable to set the operating range in which the amount of fuel to be reduced is assumed to be smaller.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) Torque is generated by combustion in order to compensate for a torque difference between a period in which torque is generated by combustion of fuel in some cylinders and a period in which torque is not generated due to combustion stop of the remaining cylinders Torque smaller than the peak value of the generated torque was applied to the output shaft over a period longer than the period. As a result, the torque difference can be suppressed while applying torque that can be easily generated by the motor generator 28, and thus rotation fluctuation can be suppressed.

  (2) A rotation fluctuation estimation unit B2 that calculates an estimated shaft torque Trq (t) and a rotation variation estimation unit B4 that estimates the rotation speed of the output shaft based on the estimated shaft torque Trq (t). A command torque for the motor generator 28 was calculated so as to apply torque to the output shaft so that the speed was within an allowable range. As a result, it is possible to appropriately estimate the rotational fluctuation in a time case that is smaller than the period of “(1 combustion cycle = 4 strokes) / (number of cylinders of all cylinders)”. And, in order to perform the process of applying an appropriate torque while predicting rotational fluctuations by the model, the number of man-hours to be reduced can be reduced compared with the case where the torque application mode is adapted according to the operating state of the internal combustion engine 10. Can do.

  (3) Based on the actual rotation speed of the output shaft, the torque applied to the output shaft is feedback corrected. As a result, it is possible to perform control to suppress rotational fluctuations due to structural variations among cylinders, response delay of the motor generator 28, and phase delay between the motor generator 28 and the internal combustion engine 10 due to slippage of the timing belt 24. . That is, according to the feedforward control, the rotational fluctuation due to each of the above factors occurs as a control error, but this can be compensated for by the feedback control.

  (4) Torque was applied corresponding to each period in which torque was not generated due to combustion stop. Thereby, rotation fluctuation can be suppressed suitably.

  (5) The cylinder reduction control is performed by injecting in each of some cylinders an injection amount larger than the injection amount necessary for each cylinder in order to generate the required torque by operating all the cylinders of the internal combustion engine 10. Thereby, the fuel consumption required in order to produce | generate a request | required torque can be reduced.

  (6) In order to apply the torque using the motor generator 28 for automatically (re) starting the engine, it is possible to avoid providing new hardware means for suppressing rotational fluctuations. it can.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  Even if the torque is not applied to the output shaft by applying a torque smaller than the peak value of the generated torque over a period longer than the period in which the torque is generated by combustion, the previous implementation The effects (2) to (6) of the embodiment can be obtained.

  -The means for estimating the output torque of the internal combustion engine 10 is not limited to the means based on the estimated pressure in the combustion chamber. For example, an in-cylinder pressure sensor that detects the pressure of combustion in the combustion chamber may be used based on the pressure in the combustion chamber of the previous combustion cycle. Further, for example, the determination may be performed based on the pressure in the combustion chamber of the previous combustion cycle and the current pressure. Here, the difference between the current pressure and the pressure at the corresponding timing in the previous combustion cycle indicates the degree of divergence between the pressure behavior of the previous combustion cycle and the pressure behavior of the current combustion cycle. For this reason, based on this difference and the behavior of pressure in the previous combustion cycle, the behavior of pressure in the current combustion cycle can be estimated with higher accuracy.

  Furthermore, the output torque is not limited to that estimated based on the pressure in the combustion chamber. For example, the output torque may be directly estimated based on the intake air amount, the rotation speed, the target air-fuel ratio, and the ignition timing. Here, for example, the waveform of torque generated by combustion is determined in advance in the manner illustrated in FIG. 5A, and parameters such as the amplitude of the determined waveform are map-calculated from the above four parameters. do it.

  Furthermore, the fact that the estimated shaft torque can be calculated based on the above four parameters in this manner means that the output of the damping request torque calculating unit B8 (the feed forward term of the command torque) from these parameters and the initial value of the rotational speed. ) Can be determined directly. Therefore, the feedforward term of the command torque may be map-calculated from these parameters without performing the process of estimating the estimated shaft torque. Also by this, the effects (1) and (3) to (6) of the previous embodiment can be obtained.

  The torque applied corresponding to a period in which no torque is generated due to each combustion stop is not limited to a pseudo sine wave shape, and may be, for example, a triangular wave shape.

  The internal combustion engine is not limited to the spark ignition type internal combustion engine such as the gasoline engine, but may be a diesel engine.

The figure which shows the whole structure of the engine system concerning one Embodiment. The flowchart which shows the process sequence of the cylinder reduction control concerning the embodiment. The figure which shows the injection quantity at the time of cylinder reduction control. The block diagram which shows the torque suppression process at the time of the cylinder reduction control concerning the said embodiment. The figure which shows the said torque suppression processing method. The time chart which shows the aspect of the said torque suppression process. The time chart which shows the aspect of the torque suppression process at the time of stopping combustion control in a some cylinder.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 20 ... Electromagnetic clutch, 22 ... Rotor, 24 ... Timing belt, 26 ... Rotor, 28 ... Motor generator, 30 ... ECU (one Embodiment of vehicle control apparatus).

Claims (7)

This is applied to an in-vehicle system that is provided with torque applying means for applying torque to the output shaft by being mechanically connected to the output shaft of a multi-cylinder internal combustion engine, and reduces the amount of fuel that is burned only in some cylinders of the internal combustion engine. In a vehicle control device provided with a cylinder control means,
In order to compensate for the torque difference between the period in which torque is generated by the combustion of fuel in the some cylinders and the period in which torque is not generated due to the combustion stop of the remaining cylinders during the control by the reduced cylinder control means, And an operating means for operating the torque applying means to apply a torque smaller than a peak value of the generated torque to the output shaft over a period longer than a period in which the torque is generated by the combustion. A vehicle control device. This is applied to an in-vehicle system that is provided with torque applying means for applying torque to the output shaft by being mechanically connected to the output shaft of a multi-cylinder internal combustion engine, and reduces the amount of fuel that is burned only in some cylinders of the internal combustion engine. In a vehicle control device provided with a cylinder control means,
Torque estimation means for preliminarily estimating the output torque of the internal combustion engine based on the operating state of the internal combustion engine during control by the reduced cylinder control means;
Rotation estimation means for estimating rotation fluctuation of the output shaft based on the estimated torque;
A vehicle control apparatus comprising: an operating unit that operates the torque applying unit so as to apply torque to the output shaft so that the estimated rotation fluctuation is within an allowable range.   The torque is applied to the output shaft as a torque smaller than a peak value of the generated torque over a period longer than a period in which the torque is generated by the combustion. The vehicle control device described.   The vehicle control device according to claim 2, further comprising a correction unit that feedback-corrects a torque applied to the output shaft based on an actual rotation speed of the output shaft.   5. The vehicle control device according to claim 1, wherein the torque is applied in correspondence with each of periods in which no torque is generated due to the combustion stop.   The reduced-cylinder control means performs injection by injecting a larger amount of injection in each of the cylinders than is necessary for each cylinder in order to generate the required torque by operating all cylinders of the internal combustion engine. The vehicle control device according to any one of claims 1 to 5. Engine stop means for stopping the internal combustion engine when the vehicle on which the internal combustion engine is mounted is stopped;
Starting means for restarting the internal combustion engine when starting the vehicle,
The vehicle control apparatus according to claim 1, wherein the starting unit starts the internal combustion engine by applying torque by the torque applying unit.

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