JP2010096095A - Internal combustion engine, vehicle provided therewith, and method for controlling start of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the startability of an engine, whose output shaft is connected via a damper with a latter stage shaft, by utilizing the torsion angle of the damper. <P>SOLUTION: When a predetermined time tref1 has been passed since an engine is started, if the torsion angle θ of the damper has been continued to be less than a predetermined angle θref for a predetermined time tref2 or more, the engine and a motor are controlled so that fuel injection and ignition are started to start the engine (S100 to 160, S180 to S230). If the torsion angle θ being less than the predetermined angle θref has not been continued for the predetermined time tref2, the cranking of the engine is continued by increasing the torque output from the motor by torque Tc1. The engine 22 and a motor MG1 are controlled so that fuel injection and ignition is started to start the engine 22 (S100 to S230) when the revolution number Ne of engine 22 has reached the revolution number Nfire ready for ignition start. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device, a vehicle including the same, and a start control method for the internal combustion engine device, and more specifically, an internal combustion engine having an output shaft connected to a subsequent shaft through a torsion element and cranking the internal combustion engine. The present invention relates to an internal combustion engine device provided with possible cranking means, a vehicle including the same, and a start control method for such an internal combustion engine device.

Conventionally, as this type of internal combustion engine device, there has been proposed a device that detects the twist of the drive system based on the difference between the rotational speed of the output shaft of the engine and the rotational speed of the drive shaft connected to the drive wheels ( For example, see Patent Document 1). In this device, the amount of fuel injection to the engine is set based on the detected twist of the drive system, thereby suppressing the vibration of the vehicle that occurs based on the twist of the drive system.
JP 2001-82212 A

  In a device in which the output shaft of the engine is connected to the rear shaft of the rear stage via a torsion element such as a damper, the control using the torsion angle of the torsion element is performed as an index indicating the vibration of the vehicle as in the above-described device. It is. However, the torsion angle of the torsional element is not only indicative of vehicle vibrations, but is also considered to indicate other elements. In particular, when starting the engine, the twist angle of the torsion element is considered to be an index indicating the rotational resistance of the engine, and the startability of the engine is improved by using the twist angle of the twist element. This is also an issue.

  The internal combustion engine device of the present invention, the vehicle including the same, and the start control method of the internal combustion engine device utilize the startability of the internal combustion engine in which the output shaft is connected to the subsequent stage shaft via the torsion element. The main purpose is to make it better.

  The internal combustion engine device of the present invention, a vehicle equipped with the internal combustion engine device, and the start control method of the internal combustion engine device employ the following means in order to achieve the main object described above.

The internal combustion engine device of the present invention is
An internal combustion engine device comprising: an internal combustion engine having an output shaft connected to a rear stage shaft via a torsion element; and cranking means capable of cranking the internal combustion engine,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
A rear shaft rotational speed detection means for detecting a rear shaft rotational speed which is the rotational speed of the rear shaft;
The torsion element corresponding to the rotational resistance of the internal combustion engine when the internal combustion engine is cranked by the cranking means based on the difference between the detected output shaft rotational speed and the detected rear shaft rotational speed A twist angle calculation means for calculating the twist angle of
When the start of the internal combustion engine is requested, when the crank angle of the internal combustion engine is started and a predetermined time has elapsed and the calculated twist angle is less than the predetermined angle, fuel injection and ignition to the internal combustion engine The internal combustion engine and the cranking means are controlled so that the internal combustion engine is started, and the calculated twist angle when the predetermined time has elapsed after the cranking of the internal combustion engine is started. When the angle exceeds the predetermined angle, the torque output from the cranking means is increased, and when the detected output shaft rotational speed reaches the predetermined rotational speed or more, fuel injection and ignition to the internal combustion engine are started. Start control means for controlling the internal combustion engine and the cranking means so that the internal combustion engine is started,
It is a summary to provide.

  In this internal combustion engine device of the present invention, the internal combustion engine is cranked by the cranking means based on the difference between the output shaft rotational speed that is the rotational speed of the output shaft of the internal combustion engine and the rear shaft rotational speed that is the rotational speed of the rear shaft. The torsion angle of the torsion element is calculated according to the rotational resistance of the internal combustion engine when the engine is started, and when the start of the internal combustion engine is requested, the torsion is performed when a predetermined time has elapsed after the cranking of the internal combustion engine is started. When the angle is less than the predetermined angle, the internal combustion engine and the cranking means are controlled so that the fuel injection and ignition to the internal combustion engine are started and the internal combustion engine is started. When the torsion angle is greater than or equal to a predetermined angle, the torque output from the cranking means is increased, and when the detected output shaft rotational speed reaches the predetermined rotational speed or more, the internal combustion engine is Starting fuel injection and ignition to control the internal combustion engine and cranking means so that the internal combustion engine is started. When cranking an internal combustion engine, the torsion element is twisted according to the rotational resistance of the internal combustion engine when it is rotating at a certain rotational speed although it depends on the rotational speed of the internal combustion engine and the increase in the rotational speed of the internal combustion engine. The torsion angle of the torsion element can be considered as an index indicating the rotational resistance of the internal combustion engine. In addition, the rotational resistance of the internal combustion engine changes depending on the temperature of the lubricant of the internal combustion engine and the lubrication state of the lubricant, so that the internal combustion engine is rotated for a certain amount of time even if it is a large value at the initial stage of rotation of the internal combustion engine. It is thought that it will change to a small value if it is made to. From these facts, in the internal combustion engine device of the present invention, when the twist angle is less than the predetermined angle, it is determined that the rotational resistance of the internal combustion engine is small and the fuel injection or ignition is in a sufficient state. When the fuel injection and ignition to the engine are started and the torsion angle is equal to or greater than a predetermined angle, it is determined that the rotational resistance of the internal combustion engine is large and the engine is not in a state sufficient for fuel injection or ignition. The torque output from the cranking means is increased so that the rotational speed is further increased, and when the rotational speed of the internal combustion engine exceeds a predetermined rotational speed, fuel injection and ignition are started to start the internal combustion engine. . For this reason, when the torsion angle has not reached a state sufficient for fuel injection or ignition exceeding a predetermined angle, the fuel injection or ignition is started to cause misfire at the first explosion or torque shock due to the initial explosion at a low rotational speed. In addition, the internal combustion engine can be started more reliably when the rotational resistance of the internal combustion engine having a torsion angle of a predetermined angle or more is large. That is, the startability of the internal combustion engine can be improved by starting fuel injection or ignition or increasing the torque output from the cranking means in accordance with the twist angle of the twist element.

  In such an internal combustion engine apparatus of the present invention, when the internal combustion engine is started in a state where the temperature of the internal combustion engine is equal to or higher than the predetermined temperature, the rotation speed of the output shaft is the same as the fuel injection to the internal combustion engine. It may be the time required to reach the rotational speed at which ignition is started. In this way, the torque output from the cranking means is usually obtained when the torsion angle is greater than a predetermined angle after the time when fuel injection and ignition can be started, that is, when the rotational resistance of the internal combustion engine is large. By increasing this, the internal combustion engine can be started more reliably.

  Further, in the internal combustion engine device of the present invention, the start control unit immediately increases the torque output from the cranking unit and then immediately returns to the internal combustion engine when the calculated twist angle becomes less than the predetermined angle. The fuel injection and ignition may be started to control the internal combustion engine to start, or immediately when the detected output shaft rotational speed exceeds the predetermined rotational speed. It may be a means for controlling the start of the internal combustion engine by starting fuel injection and ignition to the internal combustion engine. In this way, the internal combustion engine can be quickly started when the twist angle of the twist element reaches less than a predetermined angle or when the output shaft rotational speed reaches a predetermined rotational speed or more.

  The vehicle of the present invention includes the internal combustion engine device of the present invention according to any one of the above-described aspects, that is, an internal combustion engine in which an output shaft is basically connected to a rear stage shaft via a torsion element, and the internal combustion engine. A cranking means capable of cranking the output shaft, wherein the output shaft rotational speed detection means detects the output shaft rotational speed, which is the rotational speed of the output shaft, and the rotational speed of the rear shaft. The internal combustion engine is cranked by the cranking means based on the difference between the detected rear shaft rotational speed and the detected rear shaft rotational speed. And a torsion angle calculating means for calculating a torsion angle of the torsion element in accordance with the rotational resistance of the internal combustion engine, and when the start of the internal combustion engine is requested, the cranking of the internal combustion engine is started for a predetermined time. Has passed When the calculated torsion angle is less than a predetermined angle, the internal combustion engine and the cranking means are controlled so that the internal combustion engine is started by starting fuel injection and ignition to the internal combustion engine, When the calculated torsion angle is equal to or greater than the predetermined angle when cranking of the internal combustion engine is started, the torque output from the cranking means is increased and the detected output shaft rotation Start control means for controlling the internal combustion engine and the cranking means so that the internal combustion engine is started by starting fuel injection and ignition to the internal combustion engine when the number reaches a predetermined rotational speed or more; The gist of the invention is that the internal combustion engine device is mounted, and the axle is connected to the rear shaft.

  Since the vehicle according to the present invention is equipped with the internal combustion engine device according to any one of the above-described aspects, the effect of the internal combustion engine device according to the present invention, for example, the start of the internal combustion engine by utilizing the twist angle of the twist element. The effect similar to the effect etc. which can make property more favorable can be show | played.

The internal combustion engine start control method of the present invention includes:
An internal combustion engine having an output shaft connected to a rear stage shaft via a torsion element, and cranking means capable of cranking the internal combustion engine,
(A) when the internal combustion engine is cranked by the cranking means on the basis of the difference between the output shaft rotational speed that is the rotational speed of the output shaft and the rear-stage shaft rotational speed that is the rotational speed of the rear-stage shaft. Calculating the torsion angle of the torsion element according to the rotational resistance of the internal combustion engine;
(B) When the start of the internal combustion engine is requested, the fuel injection to the internal combustion engine is performed when the calculated twist angle is less than the predetermined angle when a predetermined time has elapsed since the cranking of the internal combustion engine was started. The internal combustion engine and the cranking means are controlled so that the internal combustion engine is started by starting the ignition and the ignition, and the calculated twist when a predetermined time has elapsed since the cranking of the internal combustion engine was started. When the angle is equal to or greater than the predetermined angle, the torque output from the cranking means is increased, and when the detected output shaft rotational speed reaches the predetermined rotational speed, fuel injection and ignition to the internal combustion engine are performed. Controlling the internal combustion engine and the cranking means to start and start the internal combustion engine;
This is the gist.

  In this internal combustion engine device start control method according to the present invention, the internal combustion engine is cranked based on the difference between the output shaft rotational speed that is the rotational speed of the output shaft of the internal combustion engine and the rear shaft rotational speed that is the rotational speed of the rear shaft. The torsion angle of the torsion element is calculated according to the rotational resistance of the internal combustion engine when cranked by the means, and when a start of the internal combustion engine is requested, a predetermined time has elapsed since the start of cranking of the internal combustion engine When the twist angle is less than a predetermined angle, the internal combustion engine and the cranking means are controlled so that the fuel injection and ignition to the internal combustion engine are started and the internal combustion engine is started, and the cranking of the internal combustion engine is started. The torque output from the cranking means is increased when the torsion angle is greater than or equal to a predetermined angle after a predetermined time has elapsed, and the detected output shaft rotational speed reaches a predetermined rotational speed or more. Starting fuel injection and ignition to the internal combustion engine to control the internal combustion engine and cranking means so that the internal combustion engine is started. As described above, the torsion angle of the torsion element can be considered as an index indicating the rotational resistance of the internal combustion engine. Even if the rotational resistance of the internal combustion engine is a large value at the initial rotation of the internal combustion engine, When the engine is rotated over time, it is considered that the value changes to a small value. Therefore, in the internal combustion engine device start control method of the present invention, when the twist angle is less than a predetermined angle, the rotational resistance of the internal combustion engine is small and the fuel When it is determined that the state is sufficient for injection and ignition, fuel injection and ignition to the internal combustion engine are started, and when the torsion angle is equal to or greater than a predetermined angle, the rotational resistance of the internal combustion engine is large, It is determined that the engine has not reached a sufficient state for ignition, and it is determined that the increase in the rotational speed of the internal combustion engine may be suppressed, so that the rotational speed of the internal combustion engine is further increased. Becomes to start the internal combustion engine rotational speed of the internal combustion engine with increasing torque output from the ring means to start fuel injection and ignition when reaches the predetermined rotational speed or more. For this reason, when the torsion angle has not reached a state sufficient for fuel injection or ignition exceeding a predetermined angle, the fuel injection or ignition is started to cause misfire at the first explosion or torque shock due to the initial explosion at a low rotational speed. In addition, the internal combustion engine can be started more reliably when the rotational resistance of the internal combustion engine having a torsion angle of a predetermined angle or more is large. That is, the startability of the internal combustion engine can be improved by starting fuel injection or ignition or increasing the torque output from the cranking means in accordance with the twist angle of the twist element.

  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 the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, the engine water temperature Tw from the water temperature sensor 23a that detects the temperature of the cooling water of the engine 22 and the crank angle of the crankshaft 26 of the engine 22. The crank position from the crank position sensor 23b to be detected is input. 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on the crank position from the crank position sensor 23b. The engine 22 is supplied with lubricating oil for lubricating and cooling the engine 22 by an oil pump (not shown) that operates in accordance with the rotation of the crankshaft 26.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the carrier 34 is provided with a crankshaft 26 of the engine 22 through a carrier shaft 34a as a rear shaft, the sun gear 31 is provided with a motor MG1, and the ring gear 32 is provided with a reduction gear 35 through a ring gear shaft 32a. When the motor MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and the motor MG1 serves as an electric motor. When functioning, the power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  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 power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  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 operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation at the start of the engine 22 will be described. FIG. 2 is a flowchart showing an example of a start control routine executed by the hybrid electronic control unit 70 when the start of the engine 22 is requested.

  When the start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the cranking. Processing for inputting data necessary for control, such as elapsed time t1, determination duration t2, and twist angle θ of damper 28, is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 23b, and is input from the engine ECU 24 by communication. In addition, as the cranking elapsed time t1, the time measured by a timer (not shown) is input as the elapsed time from the start of this routine. Further, as the determination duration time t2, a time measured by a timer (not shown) is input as a time during which it is continuously determined that the torsion angle θ of the damper 28 is less than the predetermined angle θref in step S130 described later. The torsion angle θ of the damper 28 is input by reading what is calculated by the torsion angle calculation process of FIG. 3 executed by the hybrid electronic control unit 70 in parallel with this routine and written at a predetermined address in the RAM 76. To do. In the torsion angle calculation process of FIG. 3, the rotational speed Ne of the engine 22 and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input (step S300), and the input rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 Based on the gear ratio ρ of the integrated mechanism 30 (the number of teeth of the sun gear / the number of teeth of the ring gear) and the reduction ratio Gr of the reduction gear 35, the rotational speed Nc of the carrier shaft 34a as the rear shaft is calculated by the following equation (1). (Step S310) Based on the value obtained by subtracting the rotational speed Nc of the carrier shaft 34a from the rotational speed Ne of the engine 22, the torsion angle θ of the damper 28 is calculated by the following equation (2) (Step S320), and the torsion angle calculation is performed. The process ends. The input of the rotational speed Ne of the engine 22 has been described above. 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.

Nc = (ρ ・ Nm1 + Nm2 / Gr) / (1 + ρ) (1)
θ = 2π ・ ∫ (Ne-Nc) dt (2)

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map.

  Subsequently, the cranking elapsed time t1 from the start of this routine is compared with the predetermined time tref1 (step S120). When the cranking elapsed time t1 has not reached the predetermined time tref1, the engine 22 is cranked. The cranking torque Tc is set to the torque command Tm1 * of the motor MG1 (step S160), and the torque command Tm1 * set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further added. The torque command Tm2 * of the motor MG2 divided by the gear ratio Gr of the reduction gear 35 is calculated and set by the following equation (3) (step S180), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40, respectively. (Step S190). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. . Here, as the predetermined time tref1, for example, when the engine 22 is started at a normal temperature (for example, the engine water temperature Tw is 20 ° C. or higher), the rotation speed Ne of the engine 22 reaches the ignition start rotation speed Nfire. As a time required for the above, a time determined in advance by an experiment or the like can be used. Further, as the cranking torque Tc, a relatively large torque is set such that the rotational speed Ne of the engine 22 quickly passes through the resonance rotational speed band in which the engine 22 resonates and reaches the ignition start rotational speed Nfire. As the ignition start rotation speed Nfire, for example, 900 rpm, 1000 rpm, or the like can be used as the rotation speed near the lower limit value at which the engine 22 can be rotated stably. FIG. 5 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when the engine 22 is started. 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 connected to the engine 22 via the damper 28, and the R-axis indicates the motor speed. The rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of MG2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (3) can be easily derived from this alignment chart. By such control, the engine 22 can travel while outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while cranking the engine 22.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  When the torque commands Tm1 * and Tm2 * are thus transmitted to the motor ECU 40, the value of the combustion permission flag F is checked (step S200), and the rotational speed Ne of the engine 22 is compared with the ignition start rotational speed Nfire (step S210). Here, the combustion permission flag F is reset to a value of 0 when this routine is started, and after a predetermined time tref1 has elapsed since the start of this routine, the rotational speed Ne of the engine 22 becomes the ignition start rotational speed Nfire. This flag is set to a value of 1 when it is determined that the fuel injection and ignition may be performed even if it has not reached. For this reason, the process of step S200, S210 is a process which determines whether the fuel injection to the engine 22 and ignition may be started. Now, since it is considered that the predetermined time tref1 has not elapsed since the start of this routine, the combustion permission flag F is 0, and the engine speed Ne is not equal to the ignition start speed Nfire. Then, the above-described steps S100 to S120, S160, and S180 to S210 are repeatedly executed, and the cranking of the engine 22 is continued. While the cranking of the engine 22 is being continued in this way, when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire before the predetermined time tref1 has elapsed since the start of this routine (step S210). Then, a control command is transmitted to the engine ECU 24 so that fuel injection and ignition control for the engine 22 is started (step S220), and the processes of steps S100 to S120, S160, and S180 to S220 are repeatedly executed until the engine 22 is completely detonated. (Step S230), when the engine 22 is completely detonated, the start control routine is terminated. The engine ECU 24 that has received the control command performs control such as intake air amount control, fuel injection control, and ignition control so that the engine 22 is completely exploded. By such control, when the rotation speed Ne of the engine 22 reaches the ignition start rotation speed Nfire before the predetermined time tref1 has elapsed since the start of the engine 22, the engine 22 can be started quickly.

  When the predetermined time tref1 has elapsed since the start of this routine (step S120), it is determined whether or not the torsion angle θ of the damper 28 is less than the predetermined angle θref (step S130), and the determination is the duration time. The duration t2 is compared with the predetermined time tref2 (step S140). Here, the predetermined angle θref is a value determined in advance through experiments or the like as the value of the torsion angle θ of the damper 28 that can be determined to be in a state sufficient for fuel injection or ignition to the engine 22. Can be used. Moreover, as the predetermined time tref2, for example, a time such as several tens of milliseconds to several hundreds of milliseconds can be used as a time longer than the period in which the torsion angle θ of the damper 28 vibrates due to the compression of the engine 22. Now, considering that the engine 22 is cranked by the motor MG1 without fuel injection or ignition to the engine 22, the damper 28 twists as the rotational resistance of the engine 22 increases. It can be considered as an index indicating the rotational resistance of the engine 22. Further, even if the rotational speed Ne of the engine 22 is slightly smaller than the ignition start rotational speed Nfire, if the rotational resistance of the engine 22 is small, inconveniences such as misfire and torque shock occur when fuel injection and ignition are performed on the engine 22. It is considered that the rotational speed Ne can be quickly increased without causing the engine 22 to be stably combusted. Therefore, the processes of steps S130 and S140 are performed by comparing the twist angle θ with the predetermined angle θref and comparing the determination duration t2 with the predetermined time tref2, thereby reducing the rotational resistance of the engine 22 and the fuel injection to the engine 22. This is a process for determining whether or not a state sufficient for ignition has been reached.

  When the state in which the torsion angle θ of the damper 28 is less than the predetermined angle θref continues for a predetermined time tref2 or longer (steps S130 and 140), the rotational resistance of the engine is small and the state is sufficient to perform fuel injection and ignition. Judgment is made, the value 1 is set to the combustion permission flag F (step S150), and the above-described processing of steps S160, S180, and S190 is executed. When the value 1 is set in the combustion permission flag F in this manner, it is determined in step S200 that the fuel permission flag F is the value 1, and even if the rotational speed Ne of the engine 22 does not reach the ignition start rotational speed Nfire. Fuel injection and ignition are started (step S220). As described above, even if the rotational speed Ne of the engine 22 does not reach the ignition start rotational speed Nfire, it is considered that the combustion of the engine 22 is stably performed when the rotational resistance of the engine 22 is small. Thus, fuel injection and ignition to the engine 22 can be started at a more appropriate timing to start the engine 22, and the engine 22 can be started more satisfactorily.

  When the state where the torsion angle θ of the damper 28 is less than the predetermined angle θref does not continue for the predetermined time tref2 (steps S130 and S140), the rotational resistance of the engine 22 is large and the state is not sufficient to perform combustion injection and ignition. Judgment is made and the torque command Tm1 * of the motor MG1 is set to be increased by the torque Tc1 (step S170), and the torque command Tm2 * of the motor MG2 is calculated by the above-described equation (3) using the set torque command Tm1 *. (Step S180), torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S190), and the combustion permission flag F is set to 1 or the engine speed Ne reaches the ignition start engine speed Nfire. Steps S100 to S140 and S170 to S210 described above are repeated. And the cranking of the engine 22 is continued. Here, the torque Tc1 may be, for example, a fixed value determined in advance through experiments or the like, or may be a value determined based on the torsion angle θ of the damper 28, the characteristics of the battery 50, or the like. Good. In general, it is considered that when the rotational resistance of the engine 22 is large, an increase in the rotational speed Ne of the engine 22 is suppressed compared to when the rotational resistance is small. For this reason, when it is determined that the rotational resistance of the engine 22 is large, the torque output from the motor MG1 is increased and the cranking of the engine 22 is continued so that the rotational speed Ne of the engine 22 is further increased. . Thus, while the torque output from the motor MG1 is increased and the cranking of the engine 22 is continued, the state where the torsion angle θ of the damper 28 is less than the predetermined angle θref continues for the predetermined time tref2 or longer and the combustion permission flag. When a value 1 is set for F (steps S130 to S150, S200), or when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire (step S210), fuel injection and ignition to the engine 22 are started. (Step S220). Here, the reason why the value of the torsion angle θ of the damper 28 is examined during the cranking of the engine 22 by increasing the torque output from the motor MG1 is as follows. The rotational resistance of the engine 22 increases when the temperature of the engine 22 is low and the viscosity of the lubricating oil is high, or when the lubricating oil is not sufficiently supplied to the engine 22 such as in the initial rotation of the engine 22. If the motor 22 is rotated for a certain period of time, the temperature of the lubricating oil can be increased by frictional heat or the like, and the supply of the lubricating oil to the engine 22 can be secured, and the rotational resistance of the engine 22 can be reduced to a small value. It is considered to change. Therefore, if the cranking of the engine 22 is continued, the rotational resistance of the engine 22 may be changed to a small level, which may be sufficient for fuel injection and ignition, and is therefore output from the motor MG1. During the cranking of the engine 22 by increasing the torque, the value of the torsion angle θ of the damper 28 is examined to determine whether or not the state is sufficient for fuel injection and ignition. By such control, it is possible to avoid inconveniences such as misfire and torque shock at the first explosion by starting fuel injection and ignition when the state is not sufficient for fuel injection and ignition. At the same time, the engine 22 can be started more reliably when the rotational resistance of the engine 22 is large. In other words, the startability of the engine 22 can be improved by starting fuel injection or ignition according to the torsion angle θ of the damper 28 or increasing the torque output from the motor MG1.

  According to the hybrid vehicle 20 of the embodiment described above, when the predetermined time period tref1 has elapsed since the start of the engine 22, the state where the twist angle θ is less than the predetermined angle θref continues for the predetermined time period tref2 or more. Torque output from the motor MG1 when the engine 22 and the motor MG1 are controlled such that fuel injection and ignition are started and the engine 22 is started, and the state where the twist angle θ is less than the predetermined angle θref does not continue for the predetermined time tref2. The engine 22 and the motor MG1 are started so that fuel injection and ignition are started to start the engine 22 when the engine speed Ne reaches the ignition start engine speed Nfire. The fuel injection when the fuel injection or ignition is not sufficient. In addition, it is possible to avoid the occurrence of inconvenience such as a misfire at the first explosion by starting ignition or a torque shock due to the first explosion at a low rotational speed, and the engine 22 can be made more effective when the rotational resistance of the engine 22 is large. It can be started reliably. That is, the startability of the engine 22 can be improved by starting fuel injection or ignition according to the torsion angle θ of the damper 28 or increasing the torque output from the motor MG1. Further, when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire before the predetermined time tref1 has elapsed since the start of the engine 22, the torque output from the motor MG1 is increased and the engine 22 is increased. When the state in which the torsion angle θ of the damper 28 is less than the predetermined angle θref continues for the predetermined time terf2 or longer while the cranking is continued, fuel injection and ignition to the engine 22 are started. Can be started quickly.

  In the hybrid vehicle 20 of the embodiment, when the predetermined time tref1 has elapsed since the start of the engine 22, the fuel injection is performed when the state where the torsion angle θ of the damper 28 is less than the predetermined angle θref continues for the predetermined time tref2 or more. However, the fuel injection and ignition may be started immediately when the twist angle θ is less than the predetermined angle θref. In this case, as the predetermined angle θref, a value that is set to a value that is larger than the predetermined angle θref used in the embodiment by a value corresponding to twice the amplitude at which the torsion angle θ is increased or decreased by the compression of the engine 22 is used. That's fine.

  In the hybrid vehicle 20 of the embodiment, when the torque output from the motor MG1 is increased and the cranking of the engine 22 is continued, the state where the torsion angle θ of the damper 28 is less than the predetermined angle θref is equal to or longer than the predetermined time tref2. When the engine 22 continues, fuel injection and ignition to the engine 22 are started. However, the engine 22 rotation speed Ne reaches the ignition start rotation speed Nfire without considering the twist angle θ of the damper 28. Fuel injection and ignition may be started.

  In the hybrid vehicle 20 of the embodiment, the fuel injection and ignition to the engine 22 are started or the torque output from the motor MG1 is increased according to the torsion angle θ of the damper 28 regardless of the engine water temperature Tw. The control corresponding to the twist angle θ may be performed only when the engine 22 is at a low temperature (for example, the engine water temperature Tw is less than 0 ° C. or the like). In this case, when the engine 22 is in a normal temperature state, fuel injection and ignition to the engine 22 may be started according to the rotational speed Ne of the engine 22 and the elapsed time since the start of the engine 22 is started.

  In the hybrid vehicle 20 of the embodiment, when the predetermined time tref1 has elapsed since the start of the engine 22, the state in which the twist angle θ of the damper 28 is less than the predetermined angle θref does not continue for the predetermined time tref2, the motor MG1 It is assumed that the output torque is increased and the cranking of the engine 22 is continued. If the temperature of the motor MG1 is high at this time, the torque output from the motor MG1 is decreased to reduce the cranking of the engine 22. It is good also as what continues. By so doing, it is possible to suppress the deterioration of the motor MG1 when the temperature of the motor MG1 is high. In this case, it is considered that by continuing the cranking of the engine 22, the rotational resistance of the engine 22 is considered to change small as described above. Therefore, the rotational resistance of the engine 22 changes slightly and the damper 28 is twisted. When the state where the angle θ is less than the predetermined angle θref continues for a predetermined time tref2 or longer, fuel injection and ignition to the engine 22 may be started.

  In the hybrid vehicle 20 of the 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 modified example of FIG. May be applied to a vehicle connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) 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). . Further, the motor MG2 may be connected to the ring gear shaft 32a via a transmission such as a two-speed shift, a three-speed shift, or a four-speed shift instead of the reduction gear 35, or the reduction gear 35 or the transmission may be connected to the motor MG2. It may be connected to the axle side without being interposed.

  Further, the internal combustion engine device of the present invention is not limited to the internal combustion engine device mounted on such a hybrid vehicle, but is mounted on a vehicle including an engine as a power source and a cranking device for cranking the engine. It is good also as a form of the internal combustion engine apparatus by which it is good, and it is good also as a form of the internal combustion engine apparatus mounted in vehicles other than motor vehicles, such as a train and an aircraft. Moreover, it does not matter as a form of the internal combustion engine apparatus mounted on things other than vehicles, such as a ship and construction equipment. Furthermore, it is good also as a form of the starting control method of an internal combustion engine apparatus.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 connected to the carrier shaft 34a via the damper 28 corresponds to an “internal combustion engine”, and the motor MG1 connected to the crankshaft 26 of the engine 22 via the power distribution and integration mechanism 30 is The crank position sensor 23b that detects the crank position of the crankshaft 26 and the engine ECU 24 that calculates the rotational speed Ne of the engine 22 based on the detected crank position correspond to “ranking means”. And the motor ECU 40 that calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. Rotation speed Nc of carrier shaft 34a based on rotation speeds Nm1 and Nm2 The hybrid electronic control unit 70 that executes the process of step S310 of the torsion angle calculation process of FIG. 3 to be calculated corresponds to the “rear shaft rotational speed detection means”, and the rotational speed Ne of the engine 22 and the rotational speed of the carrier shaft 34a. The hybrid electronic control unit 70 that performs the process of step S320 of the twist angle calculation process of FIG. 3 that calculates the twist angle θ of the damper 28 based on the difference from Nc corresponds to the “twist angle calculation means”. When the predetermined time period tref1 has elapsed since the start of the engine start, and the state where the twist angle θ is less than the predetermined angle θref continues for the predetermined time period tref2 or more, fuel injection and ignition are started and the engine 22 is started. A torque command Tm1 * for motor MG1 is set and transmitted to motor ECU 40, and a control command is transmitted to engine ECU 24. When the hybrid electronic control unit 70 that executes the processing of steps S120 to S160 and S190 to 230 of the start control routine of FIG. 2 or when the state where the twist angle θ is less than the predetermined angle θref does not continue for the predetermined time tref2, only the torque Tc1 is used. The torque command Tm1 * of the motor MG1 is set so as to increase and is transmitted to the motor ECU 40. When the engine speed Ne reaches the ignition start engine speed Nfire, fuel injection and ignition are started and the engine 22 is started. 2 is set and the torque command Tm1 * of the motor MG1 is set and transmitted to the motor ECU 40, and at the same time, the control command is transmitted to the engine ECU 24. The hybrid electronic system executes the processing of steps S120 to S170 and S190 to 230 of the start control routine of FIG. Based on control unit 70 and control command The engine ECU 24 that performs control such as intake air amount control, fuel injection control, and ignition control so that the engine 22 completes explosion, and the motor ECU 40 that controls the motor MG1 based on the torque command Tm1 * correspond to “starting control means”. To do.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and the output shaft is connected to the rear stage shaft via a torsion element. Anything can be used. The “cranking means” is not limited to the motor MG1 connected to the crankshaft 26 of the engine 22 via the power distribution and integration mechanism 30, and any means capable of cranking the internal combustion engine can be used. It doesn't matter. The “output shaft rotational speed detection means” is not limited to the one that detects the crank position of the crankshaft 26 and calculates the rotational speed Ne of the engine 22 based on the detected crank position. Any number may be used as long as it can detect the output shaft rotation number. As the “rear shaft rotational speed detection means”, the rotational positions of the rotors of the motors MG1 and MG2 are detected and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the detected rotational positions. The present invention is not limited to the calculation of the rotation speed Nc of the carrier shaft 34a based on Nm1 and Nm2, and any method may be used as long as it detects the rear shaft rotation speed that is the rotation speed of the rear shaft. The “twist angle calculation means” is not limited to the one that calculates the twist angle θ of the damper 28 based on the difference between the rotation speed Ne of the engine 22 and the rotation speed Nc of the carrier shaft 34a. Based on the difference between the output shaft speed and the detected rear shaft speed, the torsion angle of the torsion element according to the rotational resistance of the internal combustion engine when the internal combustion engine is cranked by the cranking means is calculated. Anything is acceptable. The “starting control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “start control means” is configured to perform fuel injection when a predetermined time period tref1 has elapsed since the start of the engine 22 and when a state where the twist angle θ is less than the predetermined angle θref continues for a predetermined time period tref2 or longer. The engine 22 and the motor MG1 are controlled so that the ignition is started and the engine 22 is started. When the state where the twist angle θ is less than the predetermined angle θref does not continue for the predetermined time tref2, the torque output from the motor MG1 is increased. The engine 22 and the motor MG1 are controlled so that fuel injection and ignition are started and the engine 22 is started when the engine speed Ne reaches the ignition start engine speed Nfire. The cranking of the internal combustion engine is not limited when the start of the internal combustion engine is requested. The internal combustion engine and the cranking means are controlled so that the internal combustion engine is started by starting fuel injection and ignition to the internal combustion engine when the torsion angle is less than the predetermined angle when a predetermined time has elapsed since the start. When a predetermined time has elapsed since the start of cranking of the internal combustion engine, if the torsion angle is greater than or equal to a predetermined angle, the torque output from the cranking means is increased and the detected output shaft rotational speed exceeds the predetermined rotational speed. Any method may be used as long as it controls the internal combustion engine and the cranking means so that the internal combustion engine is started by starting fuel injection and ignition to the internal combustion engine.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to an internal combustion engine device, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with an internal combustion engine device according to an embodiment of the present invention. 4 is a flowchart showing an example of a start control routine executed by the hybrid electronic control unit 70 when a start of the engine 22 is requested. 7 is a flowchart showing an example of a twist angle calculation process executed by the hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when starting the engine 22. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 Engine, 23a Water temperature sensor, 23b Crank position sensor, 24 Electronic control unit for engine (engine ECU), 26 Crankshaft, 28 damper, 30 Power distribution integrated mechanism, 31 Sun gear, 32 Ring gear, 32a Ring gear Shaft, 33 Pinion gear, 34 Carrier, 34a Carrier shaft, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 For battery Electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 7 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (6)

An internal combustion engine device comprising: an internal combustion engine having an output shaft connected to a rear stage shaft via a torsion element; and cranking means capable of cranking the internal combustion engine,
Output shaft rotational speed detection means for detecting an output shaft rotational speed that is the rotational speed of the output shaft;
A rear shaft rotational speed detection means for detecting a rear shaft rotational speed which is the rotational speed of the rear shaft;
The torsion element corresponding to the rotational resistance of the internal combustion engine when the internal combustion engine is cranked by the cranking means based on the difference between the detected output shaft rotational speed and the detected rear shaft rotational speed A twist angle calculation means for calculating the twist angle of
When the start of the internal combustion engine is requested, when the crank angle of the internal combustion engine is started and a predetermined time has elapsed and the calculated twist angle is less than the predetermined angle, fuel injection and ignition to the internal combustion engine The internal combustion engine and the cranking means are controlled so that the internal combustion engine is started, and the calculated twist angle when the predetermined time has elapsed after the cranking of the internal combustion engine is started. When the angle exceeds the predetermined angle, the torque output from the cranking means is increased, and when the detected output shaft rotational speed reaches the predetermined rotational speed or more, fuel injection and ignition to the internal combustion engine are started. Start control means for controlling the internal combustion engine and the cranking means so that the internal combustion engine is started,
An internal combustion engine device comprising: The internal combustion engine device according to claim 1,
The predetermined time is such that when the internal combustion engine is started in a state where the temperature of the internal combustion engine is equal to or higher than the predetermined temperature, the rotational speed of the output shaft reaches the rotational speed at which fuel injection and ignition to the internal combustion engine are started. Is the time required for
Internal combustion engine device. An internal combustion engine device according to claim 1 or 2,
The start control means immediately starts fuel injection and ignition to the internal combustion engine when the calculated twist angle becomes less than the predetermined angle after increasing the torque output from the cranking means. Means for controlling the internal combustion engine to be started;
Internal combustion engine device. An internal combustion engine device according to any one of claims 1 to 3,
The start control means controls the start of the internal combustion engine by immediately starting fuel injection and ignition to the internal combustion engine when the detected output shaft rotational speed reaches the predetermined rotational speed or more. Is,
Internal combustion engine device.   A vehicle on which the internal combustion engine device according to any one of claims 1 to 4 is mounted and an axle is connected to the rear stage shaft. An internal combustion engine having an output shaft connected to a rear stage shaft via a torsion element, and cranking means capable of cranking the internal combustion engine,
(A) when the internal combustion engine is cranked by the cranking means on the basis of the difference between the output shaft rotational speed that is the rotational speed of the output shaft and the rear-stage shaft rotational speed that is the rotational speed of the rear-stage shaft. Calculating the torsion angle of the torsion element according to the rotational resistance of the internal combustion engine;
(B) When the start of the internal combustion engine is requested, the fuel injection to the internal combustion engine is performed when the calculated twist angle is less than the predetermined angle when a predetermined time has elapsed since the cranking of the internal combustion engine was started. The internal combustion engine and the cranking means are controlled so that the internal combustion engine is started by starting the ignition and the ignition, and the calculated twist when a predetermined time has elapsed since the cranking of the internal combustion engine was started. When the angle is equal to or greater than the predetermined angle, the torque output from the cranking means is increased, and when the detected output shaft rotational speed reaches the predetermined rotational speed, fuel injection and ignition to the internal combustion engine are performed. Controlling the internal combustion engine and the cranking means to start and start the internal combustion engine;
A starting control method for an internal combustion engine device.

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