JP2014181691A - Start control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a start control device for internal combustion engine capable of appropriately restricting vibration at the time of cranking operation.SOLUTION: A start control device of this invention comprises: a pulse torque estimation part 31 for estimating a pulse torque applied to a crank shaft 10a when a cranking operation is carried out; a controller 32 for calculating a pre-processing vibration control torque on the basis of the pulsation torque; a low-pass filter 33 for calculating a vibration control torque by performing a low-pass filter processing in respect to the pre-processing vibration control torque; and a correcting part 34 for correcting a phase delay of the vibration control torque generated through the low-pass filtering processing. At the correcting part 34, a crank angle θe is corrected on the basis of a crank angle θe_ini at the time of start of cranking operation ranging from the time of starting of cranking operation to a time in which a piston in any cylinder 11 reaches to a top dead center and the number of revolutions Ne of an internal combustion engine, subsequently from the time in which the piston of any cylinder 11 reaches to the top dead center, the crank angle θe is corrected on the basis of the number of revolutions Ne.

Description

  The present invention relates to an internal combustion engine start control device that estimates a pulsating torque of an internal combustion engine at the time of starting and controls an electric motor used to start the internal combustion engine based on the estimated pulsating torque.

  An apparatus for estimating the combustion torque of an internal combustion engine from the rotational speed of the crankshaft of the internal combustion engine is known. For example, the rotational speed waveform of the internal combustion engine is filtered to be decomposed into a waveform of a frequency component synchronized with combustion of the internal combustion engine and a waveform of a frequency component that is a natural number multiple of that frequency, and then based on the rotational speed of the internal combustion engine Combustion is performed by correcting the waveform of each frequency component based on the phase lag calculated and correcting the amplitude of the waveform of each frequency component based on the rotational speed of the internal combustion engine, and then superimposing the corrected frequency component waveforms. An apparatus for calculating a torque waveform is known (see Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

JP 2010-059883 A JP 2001-263153 A JP-A-5-141335

  Immediately after starting the cranking of the internal combustion engine, the frequency of the torque of the internal combustion engine changes transiently. In the device of Patent Document 1, the frequency component is corrected based on the rotational speed of the internal combustion engine, but the case where the frequency changes transiently is not taken into consideration. Therefore, in such a case, the accuracy of torque estimation deteriorates. And when the electric motor used for cranking is controlled based on this estimated torque, the vibration at the time of cranking cannot be suppressed.

  Therefore, an object of the present invention is to provide a start control device for an internal combustion engine that can appropriately suppress vibration during cranking.

  The start control device of the present invention controls an electric motor provided so as to be able to drive a crankshaft of an internal combustion engine, and cancels a pulsating torque applied to the crankshaft from a cylinder of the internal combustion engine, and the internal combustion engine In the start control device for cranking the internal combustion engine by outputting a torque obtained by adding the torque necessary for engine cranking from the electric motor, estimating a pulsating torque applied to the crankshaft when the internal combustion engine is cranked Pulsating torque estimating means, vibration damping torque calculating means for calculating the pre-processing vibration damping torque based on the pulsating torque estimated by the pulsating torque estimating means, and the pre-processing vibration damping torque calculated by the vibration damping torque calculating means Filter processing means for performing the low-pass filter processing to calculate the damping torque, and performing the low-pass filter processing. Correcting means for correcting the phase lag of the damping torque generated in this manner, the correcting means reaching the top dead center of the piston of any cylinder of the internal combustion engine from the start of cranking of the internal combustion engine Until the cranking of the internal combustion engine is started, the phase delay of the damping torque is corrected based on the crank angle at the start of cranking and the rotational speed of the internal combustion engine, and the piston of any cylinder of the internal combustion engine is top dead. After reaching the point, the phase delay of the damping torque is corrected based on the rotational speed of the internal combustion engine.

  According to the start control device of the present invention, the correction means corrects the phase lag caused by performing the low-pass filter process, so that the influence of the phase lag caused by the low-pass filter process on the damping torque can be suppressed. In the present invention, the correction method is switched between when cranking starts and until the piston of any cylinder reaches top dead center and after the piston of any cylinder reaches top dead center. From the time cranking starts until the piston of any cylinder reaches top dead center, the frequency of pulsating torque changes according to the crank angle when cranking starts. Specifically, the frequency of the pulsating torque increases as the crank angle when cranking is started is closer to the crank angle at which any piston reaches top dead center. In the present invention, the phase delay of the damping torque during this period is corrected based on the crank angle at the start of cranking and the rotational speed of the internal combustion engine. Therefore, even if the frequency of the pulsation torque changes transiently, appropriate correction can be performed for the change. On the other hand, after the piston of any cylinder reaches top dead center, the frequency of the pulsating torque becomes constant. Therefore, during such a period, the phase delay of the damping torque is corrected based on the rotational speed of the internal combustion engine. Thus, by switching the correction method before and after the piston of any cylinder reaches the top dead center, an appropriate phase delay can be corrected in each period. Therefore, vibration during cranking can be appropriately suppressed.

  In one form of the start control device of the present invention, the pulsating torque estimating means estimates the pulsating torque based on a crank angle of the internal combustion engine, and the correcting means is used when the pulsating torque estimating means estimates the pulsating torque. The phase lag of the damping torque generated by performing the low-pass filter processing by correcting the crank angle used for the control may be corrected (claim 2). By estimating the pulsating torque using the corrected crank angle and calculating the damping torque based on the pulsating torque, it is possible to suppress the influence of the phase delay caused by the low-pass filter process.

  As described above, according to the start control device of the present invention, the piston of any cylinder reaches the top dead center from the start of cranking until the piston of any cylinder reaches the top dead center. Since the correction method is switched after and after, it is possible to correct the phase delay appropriately in each period. Therefore, vibration during cranking can be appropriately suppressed.

The figure which shows the principal part of the drive device of the hybrid vehicle to which the starting control apparatus which concerns on one form of this invention was applied. The block diagram which shows the process which a vehicle control apparatus performs in order to obtain | require a damping torque. The figure which shows an example of the vibration damping torque before a process output from the controller. The figure which shows an example of the damping torque after performing a low-pass filter process with a low-pass filter. Bode diagram of low-pass filter. The flowchart which shows the crank angle correction | amendment routine which a vehicle control apparatus performs. The figure which shows an example of the pulsation torque which generate | occur | produces at the time of cranking. The figure which shows the relationship between the frequency of pulsation torque, and a correction angle. The figure which shows an example of the damping torque calculated | required by the process shown in FIG. The figure which shows the principal part of the drive device of the other hybrid vehicle to which this invention is applied.

  Hereinafter, an embodiment will be described by applying the present invention to a drive device of a hybrid vehicle. As shown in FIG. 1, the drive device 2 of the hybrid vehicle 1 </ b> A includes an internal combustion engine (hereinafter abbreviated as “engine”) 10 and a motor / generator 3. The engine 10 and the motor / generator 3 are connected to the power split mechanism 4. The power split mechanism 4 is configured as a single pinion type planetary gear mechanism. The power split mechanism 4 is capable of rotating a sun gear S that is an external gear, a ring gear R that is an internal gear disposed coaxially with the sun gear S, and a pinion gear P that meshes with these gears S and R. And a carrier C that holds the periphery of the sun gear S so as to be able to revolve. The sun gear S is connected to the motor / generator 3 so as to rotate integrally therewith. The carrier C is connected to the crankshaft 10 a of the engine 10 via the damper 5. The damper 5 is a well-known one for attenuating rotational fluctuations that occur between the engine 10 and the power split mechanism 4. The ring gear R is connected to the output gear 6. The output gear 6 is connected to drive wheels through a reduction mechanism (not shown) so that power can be transmitted.

  The engine 10 is a spark ignition type four-cycle internal combustion engine mounted on a vehicle as a driving power source. The engine 10 includes four cylinders 11. As shown in the figure, the cylinder numbers # 1 to # 4 are assigned to the cylinders from one end to the other end in the arrangement direction to distinguish them from each other. In this engine 10, the explosion interval between the # 1 cylinder 11 and the # 3 cylinder 11 is shifted by 360 ° CA (meaning the crank angle), and the explosion timing of the # 4 cylinder 11 and the # 2 cylinder 11 is # 1. By shifting the cylinder 11 by 180 ° CA and 540 ° CA with reference to the explosion timing of the cylinder 11, explosions at equal intervals of 180 ° CA are realized. In this engine 10, the explosion order is set so that explosion occurs in each cylinder 11 in the order of # 1, # 4, # 3, and # 2.

  Operations of the motor / generator 3 and the engine 10 are controlled by the vehicle control device 20. The vehicle control device 20 is a computer unit that includes a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 20 controls various control objects such as the motor / generator 3 and the engine 10 according to a predetermined control program, thereby controlling the vehicle 1A. Various sensors for acquiring the state of the vehicle 1 </ b> A are connected to the vehicle control device 20. For example, a crank angle sensor 21 is connected to the vehicle control device 20. The crank angle sensor 21 outputs a signal corresponding to the angle (crank angle) of the crankshaft 10a. In addition to this, various sensors are connected to the vehicle control device 20, but they are not shown.

  When a predetermined start condition for starting the engine 10 is satisfied when the engine 10 is stopped, the vehicle control device 20 drives the crankshaft 10a with the motor / generator 3 to perform cranking. 10 is started. Therefore, the motor / generator 3 corresponds to the electric motor of the present invention. At this time, the vehicle control device 20 estimates the torque (pulsation torque) applied to the crankshaft 10a from each of the cylinders # 1 to # 4 during cranking, and from the motor / generator 3 to cancel the pulsation torque. Torque to be output (hereinafter sometimes referred to as vibration suppression torque) is calculated. The vehicle control device 20 also calculates torque to be output from the motor / generator 3 in order to perform cranking. Then, a torque obtained by adding the two calculated torques is output from the motor / generator 3 to crank the engine 10.

  FIG. 2 is a block diagram showing the process executed by the vehicle control device 20 to obtain the damping torque. Each block shown in this figure is realized by the vehicle control device 20 executing a predetermined program. As shown in this figure, the processing for obtaining the damping torque includes a pulsation torque estimating unit 31, a controller 32, and a low-pass filter 33. The pulsation torque estimation unit 31 estimates the pulsation torque τe based on the crank angle θe and the rotational speed Ne of the engine 10. For the crank angle θe and the rotational speed Ne, an output signal of the crank angle sensor 21 may be used. The controller 32 calculates a pre-processing vibration damping torque based on the estimated pulsation torque τe. The low-pass filter 33 performs a primary low-pass filter process on the pre-processing vibration damping torque to calculate the vibration damping torque.

  First, the controller 32 will be described. In the controller 32, a torque that cancels the pulsation torque τe is calculated as a pre-processing vibration damping torque. FIG. 3 shows an example of the pre-processing vibration damping torque output from the controller 32. As shown in this figure, the controller 32 may output a torque exceeding the rated torque of the motor / generator 3. Thus, the torque exceeding the rated torque is generated due to the frequency characteristics of the controller 32 or the characteristics of the signal input to the controller 32. Even if such torque is input to the motor / generator 3 as a command value, the motor / generator 3 cannot respond. Therefore, in the present invention, low-pass filter processing is performed on the pre-processing vibration damping torque output from the controller 32. This low-pass filter process is a well-known filter process for attenuating high-frequency components of a predetermined frequency or higher. Therefore, detailed description is omitted. FIG. 4 shows an example of the damping torque after the low-pass filter process is performed by the low-pass filter 33. As shown in this figure, the low-pass filter processing is performed on the pre-processing vibration damping torque, so that the torque falls within the rated torque of the motor / generator 3.

  However, as is well known, when such a low-pass filter process is performed, a phase difference between the input signal and the output signal is generated. FIG. 5 shows a Bode diagram of the low-pass filter 33. In addition, the horizontal axis of this figure is a logarithmic scale. Thick solid lines L1 and L2 indicate the amplitude and phase when low-pass filter processing is not performed. The thin solid lines L3 and L4 indicate the amplitude and phase when low-pass filter processing is performed. As shown in this figure, in the low-pass filter 33, a phase delay gradually occurs from a predetermined frequency, and the phase delay increases as the frequency increases. Thus, the phase delay in the low-pass filter 33 is determined according to the frequency of the pulsating torque τe.

  Therefore, in the process of obtaining the vibration damping torque of the present invention, a correction unit 34 (see FIG. 2) for correcting this phase difference is provided. The correction unit 34 includes a Δθe calculation unit 35 and a θe correction unit 36. The Δθe calculator 35 first calculates the frequency fe of the pulsating torque τe, and then calculates the correction angle Δθe for correcting the phase difference using the frequency fe. The θe correction unit 36 corrects the crank angle θe using the correction angle Δθe, and calculates the corrected crank angle θe2. As shown in FIG. 2, the corrected crank angle θe <b> 2 is input to the pulsation torque estimation unit 31. The pulsation torque estimation unit 31 estimates the pulsation torque τe using the corrected crank angle θe2.

  FIG. 6 shows a crank angle correction routine executed by the vehicle control device 20 in order to realize the correction unit 34. This routine is repeatedly executed at a predetermined cycle regardless of whether the engine 10 is operating or stopped.

  In this routine, the vehicle control device 20 first acquires the state of the engine 10 in step S11. For example, the crank angle θe is acquired as the state of the engine 10. In this process, the rotational speed Ne of the engine 10 is acquired based on the acquired crank angle θe. In the next step S12, the vehicle control device 20 determines whether or not the engine 10 is being started. Whether or not the engine 10 is starting may be determined based on, for example, the rotational speed Ne of the engine 10. For example, it may be determined that the engine is starting when the rotational speed Ne is equal to or lower than the idling rotational speed of the engine 10 and equal to or higher than 0. If it is determined that the engine 10 is not being started, the current routine is terminated.

  On the other hand, if it is determined that the engine 10 is starting, the process proceeds to step S13, and the vehicle control device 20 calculates the frequency fe of the pulsating torque τe. FIG. 7 shows an example of pulsating torque generated during cranking. Note that TDC (0), TDC (1),... On the horizontal axis indicate the number of times any piston of the four cylinders 11 has passed the top dead center (TDC) since cranking was started. Further, θIVC in this figure indicates the crank angle at which the intake valve of the cylinder 11 that is initially in the compression stroke at the time of cranking is closed. As shown in this figure, the pulsation torque changes in accordance with a crank angle (hereinafter also referred to as an initial crank angle) θe_ini at the start of starting of the engine 10. Further, after any cranking starts, before any cylinder passes through the top dead center, that is, a period from TDC (0) to TDC (1), and after passing through the top dead center, that is, a period after TDC (1). But the pulsation torque changes. Therefore, in the present invention, the calculation method of the frequency fe is changed between the period TDC (0) to TDC (1) and the period after TDC (1).

  In the period from TDC (0) to TDC (1), the frequency fe is calculated using the following equation (1).

  In this equation (1), the unit of “Ne” is “rpm”, that is, the number of revolutions per minute. On the other hand, the unit of “fe” is “Hz”. Therefore, Ne is divided by 60. Further, “n” in this equation indicates the number of cylinders. As described above, since the engine 10 has four cylinders, the equation (1) can be transformed into the following equation (1) 'by substituting 4 for n.

  On the other hand, in the period after TDC (1), the frequency fe is calculated using the following equation (2). Note that “60” in this equation is also for converting minutes into seconds.

  When this equation (2) is applied to the 4-cylinder engine 10, the following equation (2) 'is obtained.

  “2” in the expression (2) and “180 / (180−θe_ini)” in the expression (1) ′ are coefficients for converting the rotational speed Ne into the frequency of the pulsating torque. First, “2” in the expression (2) ′ will be described. Since the engine 10 has four cylinders, the pulsation torque is 180 ° and one cycle as shown in FIG. However, the crankshaft 10a makes one round at 360 °. Therefore, pulsating torque for two cycles is generated while the crankshaft 10a makes one revolution. Therefore, in order to convert the rotational speed Ne into the frequency of the pulsation torque, it is necessary to double the rotational speed Ne.

  On the other hand, in the period from TDC (0) to TDC (1) to which the expression (1) ′ is applied, as is clear from FIG. 7, the pulsating torque for a half cycle in the period from the initial crank angle θe_ini to TDC (1). Will occur. Therefore, the pulsation torque becomes one cycle in a period that is twice that period. For example, when the initial crank angle θe_ini is 60 °, a pulsating torque for a half cycle is generated at 120 ° from the initial crank angle θe_ini to TDC (1), and a pulsating torque for one cycle at 240 ° that is twice 120 °. It becomes. In this case, it can be assumed that 1.5 cycles of pulsating torque is generated during one revolution of the crankshaft 10a. Therefore, the rotation speed Ne can be converted into the frequency of the pulsation torque by multiplying the rotation speed Ne by “180 / (180−θe_ini)”.

  Returning to FIG. 6, the description of the crank angle correction routine will be continued. After the calculation of the frequency fe, the process proceeds to step S14, and the vehicle control device 20 calculates the correction angle Δθe. FIG. 8 shows the relationship between the frequency fe and the correction angle Δθe. In addition, the horizontal axis of this figure is a logarithmic scale. The correction angle Δθe may be calculated using the frequency fe and the relationship shown in this figure. The relationship shown in this figure may be obtained in advance through experiments, numerical calculations, etc., and stored in the ROM of the vehicle control device 20 as a map.

  In the next step S15, the vehicle control device 20 calculates the corrected crank angle θe2. This corrected crank angle θe2 is obtained by the following equation (3).

  By adding the correction angle Δθe in this way, the phase of the corrected crank angle θe2 advances with respect to the crank angle θe. Thereafter, the current routine is terminated.

  The corrected crank angle θe2 calculated in this way is input to the pulsation torque estimation unit 31. Then, the pulsation torque estimation unit 31 estimates the pulsation torque τe based on the corrected crank angle θe2 and the initial crank angle θe_ini. Specifically, for example, the relationship shown in FIG. 7 is stored in the ROM of the vehicle control device 20 as a map. Then, the pulsation torque τe may be estimated using the corrected crank angle θe2, the initial crank angle θe_ini, and this map.

  Thereafter, the pre-processing vibration damping torque is calculated from the pulsation torque τe by the controller 32 as described above. Then, the low-pass filter 33 performs low-pass filter processing on the pre-processing vibration damping torque to calculate the vibration damping torque.

  An example of the vibration damping torque calculated in this way is shown in FIG. This figure shows, as a comparative example, damping torque when the correction unit 34 does not perform correction, that is, when pulsation torque is estimated using the crank angle θe instead of the corrected crank angle θe2. In addition, the thin solid line L5 of this figure shows the damping torque calculated using the corrected crank angle θe2, and the thick solid line L6 shows a comparative example. As shown in this figure, the influence of the phase delay is eliminated in the damping torque calculated using the corrected crank angle θe2.

  The damping torque calculated in this way is added to the torque to be output from the motor / generator 3 to perform cranking thereafter, and the command torque is calculated. The vehicle control device 20 cranks the engine 10 by controlling the motor / generator 3 with this command torque.

  As described above, in the present invention, the corrected crank angle θe2 is calculated by performing the correction in consideration of the phase delay generated during the low-pass filter processing on the crank angle θe. Then, the damping torque is calculated using the corrected crank angle θe2. Therefore, the phase delay caused by the low-pass filter process can be eliminated or reduced. In the present invention, the method for calculating the frequency fe is changed between the period TDC (0) to TDC (1) and the period after TDC (1). As apparent from FIG. 7, during the period from TDC (0) to TDC (1), the frequency of the pulsating torque changes transiently according to the initial crank angle θe_ini. For example, when the initial crank angle θe_ini is 60 °, the pulsation torque is 240 ° and one cycle, but when the initial crank angle θe_ini is 120 °, the pulsation torque is 120 ° and one cycle. On the other hand, in the period after TDC (1), the pulsation torque is 180 ° and becomes one cycle. In the present invention, since the calculation method of the frequency fe is changed in these two periods, appropriate correction can be performed on the crank angle θe in each period. Therefore, vibration during cranking can be appropriately suppressed.

  In the embodiment described above, the crank angle θe used for estimating the pulsation torque τe is corrected, but the correction target is not limited to this. For example, the pre-processing vibration damping torque or the vibration damping torque may be corrected with the initial crank angle θe_ini and the rotational speed Ne so that the phase delay caused by the low-pass filter process is compensated. In this case as well, the correction method is changed between the period TDC (0) to TDC (1) and the period after TDC (1).

  In the embodiment described above, the pulsation torque estimation unit 31 corresponds to the pulsation torque estimation means of the present invention, and the controller 32 corresponds to the vibration damping torque calculation means of the present invention. The low-pass filter 33 corresponds to the filter processing unit of the present invention, and the correction unit 34 corresponds to the correction unit of the present invention.

  The internal combustion engine to which the present invention is applied is not limited to the internal combustion engine mounted on the hybrid vehicle 1A shown in FIG. For example, the present invention may be applied to an internal combustion engine mounted on the hybrid vehicle 1B shown in FIG. 10 that are the same as those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.

  In the vehicle 1B, the crankshaft 10a of the engine 10 is connected to the output shaft 3a of the motor / generator 3 via the damper 5 and the first clutch 41. The first clutch 41 is a known friction clutch. The first clutch 41 is configured to be switchable between an engaged state in which the crankshaft 10a and the output shaft 3a are connected and a released state in which the crankshaft 10a and the output shaft 3a are disconnected. The first clutch 41 is provided with an actuator (not shown) for switching the state of the first clutch 41. Thus, the first clutch 41 is configured as an automatic clutch. The first clutch 41 is controlled by the vehicle control device 20.

  The output shaft 3 a of the motor / generator 3 is connected to the input shaft 51 of the manual transmission 50 via the second clutch 42. The second clutch 42 is also a known friction clutch. The second clutch 42 is configured to be switchable between an engaged state in which the output shaft 3a and the input shaft 51 are connected and a released state in which the output shaft 3a and the input shaft 51 are disconnected. However, the second clutch 42 is operated by a clutch pedal (not shown). The relationship between the clutch pedal and the state of the second clutch 42 is the same as a well-known manual clutch.

  The manual transmission 50 has five forward speeds and reverse gears. Then, these shift stages are configured to be switched by a shift lever (not shown). The output shaft 52 of the manual transmission 50 is connected to drive wheels via a differential mechanism (not shown).

  Even in this vehicle 1B, the engine 10 can be cranked by the motor / generator 3 by switching the first clutch 41 to the engaged state. In that case, the vibration at the time of cranking can be suppressed appropriately by calculating the damping torque in the same manner as described above and performing the cranking using the damping torque.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, in the above-described embodiment, the damper between the internal combustion engine and the motor / generator is provided. However, the present invention may be applied to an internal combustion engine in which no damper is provided between them. The internal combustion engine to which the present invention is applied is not limited to a four-cylinder internal combustion engine. For example, the present invention may be applied to a 2-cylinder or 3-cylinder internal combustion engine, or the present invention may be applied to an internal combustion engine having 6 cylinders or more.

3 Motor generator
DESCRIPTION OF SYMBOLS 10 Internal combustion engine 10a Crankshaft 11 Cylinder 31 Pulsating torque estimation part (Pulsating torque estimation means)
32 Controller (Damping torque calculation means)
33 Low-pass filter (filter processing means)
34 Correction part (correction means)

Claims (2)

Torque required for controlling the electric motor provided to drive the crankshaft of the internal combustion engine and canceling out the pulsating torque applied to the crankshaft from the cylinder of the internal combustion engine and the torque required for cranking the internal combustion engine In the start control device for outputting the torque obtained by summing the torque from the electric motor and cranking the internal combustion engine,
Pulsating torque estimating means for estimating pulsating torque applied to the crankshaft during cranking of the internal combustion engine, and damping torque calculation for calculating pre-processing damping torque based on the pulsating torque estimated by the pulsating torque estimating means Means, filter processing means for calculating the damping torque by performing low-pass filter processing on the pre-processing damping torque calculated by the damping torque calculating means, and the damping generated by performing the low-pass filtering processing. Correction means for correcting the phase delay of the torque,
The correction means includes the crank angle at the start of cranking of the internal combustion engine and the internal combustion engine from the start of cranking of the internal combustion engine until the piston of any cylinder of the internal combustion engine reaches top dead center. The phase delay of the damping torque is corrected based on the engine speed, and after the piston of any cylinder of the internal combustion engine reaches top dead center, the vibration damping is based on the speed of the internal combustion engine. A start control device that corrects the phase delay of the torque. The pulsation torque estimation means estimates pulsation torque based on a crank angle of the internal combustion engine,
The said correction | amendment means correct | amends the phase lag of the said damping torque which arises by correct | amending the crank angle used when the said pulsation torque estimation means estimates a pulsation torque, and performing the said low-pass filter process. Start control device.

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