JP5696646B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a technical field of a control device applied to, for example, a hybrid vehicle.

  There is known a hybrid vehicle including both an internal combustion engine and an electric motor as a power source for traveling. Such a hybrid vehicle travels in an HV (Hybrid) travel mode (or CS (Charge Sustaining) travel mode) using both the internal combustion engine and the electric motor as a power source according to the driving state of the hybrid vehicle. Can do. Alternatively, such a hybrid vehicle uses only an electric motor as a power source (in other words, the internal combustion engine is stopped) in an EV (Electronic vehicle) travel mode (or CD) according to the driving state of the hybrid vehicle. (Charge Depleting) driving mode). An example of such a hybrid vehicle is disclosed in Patent Document 1, for example.

Japanese Patent Application No. 2010-93256

  By the way, in the vehicle equipped with the internal combustion engine, a technique for increasing the amount of fuel supplied when starting the internal combustion engine based on the temperature in the combustion chamber of the internal combustion engine or the like has been proposed by the present applicant. This technique has been proposed mainly for the purpose of suppressing deterioration of emissions when starting an internal combustion engine. In this technique, typically, the amount of fuel supplied when starting the internal combustion engine is determined based on the temperature of the cooling medium of the internal combustion engine (for example, the coolant temperature) that correlates with the temperature in the combustion chamber of the internal combustion engine. The increase is corrected.

  However, if the technique for increasing the fuel supply amount described above is applied to the hybrid vehicle described above, the following technical problems will occur. Specifically, as described above, the hybrid vehicle can travel in the EV traveling mode in which the internal combustion engine is stopped. Therefore, when the hybrid vehicle travels in the EV travel mode, it is estimated that the temperature in the combustion chamber remains relatively low (for example, the temperature that is normally detected when the internal combustion engine is in a cold state). The On the other hand, even when the internal combustion engine is stopped due to traveling in the EV traveling mode, the transaxle (or drive train) that transmits the power of the internal combustion engine and the electric motor to the wheels is operating. Therefore, even when the hybrid vehicle is traveling in the EV traveling mode in which the internal combustion engine is stopped, the transaxle itself generates heat. As a result, the temperature of the cooling medium of the internal combustion engine may be increased in the vicinity of a temperature sensor that measures the temperature of the cooling medium of the internal combustion engine, for example, due to the heat generated by the transaxle itself. Therefore, the temperature sensor should detect a relatively low temperature, but may detect a relatively high temperature (for example, a temperature that is normally detected when the internal combustion engine is in a warm-up state). . As a result, although the actual temperature in the combustion chamber is relatively low, the fuel supply amount increase correction is performed according to the detection result that the temperature in the combustion chamber is relatively high. That is, there is a possibility that the fuel supply amount at the time of starting the internal combustion engine may not be calculated appropriately. As a result, there may be a technical problem that may cause a deterioration in emissions and a deterioration in drivability.

  Examples of problems to be solved by the present invention include the above. It is an object of the present invention to provide a control device for a hybrid vehicle that can appropriately calculate the amount of fuel supplied when the internal combustion engine is started.

  In order to solve the above problems, a control device for a hybrid vehicle of the present invention is a hybrid vehicle including an internal combustion engine that operates by combustion of fuel and an electric motor that operates using electric power charged in a rechargeable battery, and A control device for a hybrid vehicle capable of running in an EV running mode using the power of the electric motor without starting the internal combustion engine, which is performed before the internal combustion engine is started when the internal combustion engine is started. And calculating means for calculating an actual supply amount of the fuel to the internal combustion engine based on a travel distance of the hybrid vehicle in the EV travel mode.

  According to the control apparatus for a hybrid vehicle of the present invention, the calculating means calculates the actual supply amount of fuel to the internal combustion engine (that is, the supply amount of fuel actually supplied to the internal combustion engine). Note that the calculation means may directly calculate the actual supply amount of fuel. Alternatively, the calculation means calculates other parameters indirectly indicating the actual supply amount of fuel (for example, a coefficient for correcting the supply amount of fuel to be increased, and an adjustment coefficient described later). The actual supply amount may be calculated indirectly.

  The calculating means preferably calculates the actual supply amount when starting the internal combustion engine. In addition, as an example of the timing at which the internal combustion engine is started, the hybrid vehicle that has traveled in the EV travel mode starts to travel in the HV travel mode, and the stopped hybrid vehicle travels in the HV travel mode. The timing which starts, the timing which the hybrid vehicle which has stopped starts warm-up operation, etc. are raised. Of course, the internal combustion engine may be started at other timings.

  Particularly in the present invention, the calculation means calculates the actual supply amount based on the travel distance in the EV travel mode that has been performed before the start of the internal combustion engine. Note that the “travel distance in the EV travel mode” in the present invention refers to the amount of heat generated by the transmission unit described later (more specifically, the transmission unit that can affect the current temperature of the cooling medium that cools the internal combustion engine). The travel distance in the EV travel mode related to the (heat generation amount) is preferable. That is, the “travel distance in the EV travel mode” in the present invention is preferably the travel distance in the latest EV travel mode that causes the heat generation amount of the transmission unit. Examples of such “travel distance in the EV travel mode” include, for example, the travel distance in the EV travel mode that is continuously or intermittently performed immediately before the start of the internal combustion engine, and the start timing of the internal combustion engine. An example is a travel distance in the EV travel mode that has been performed within a past period for a predetermined period.

  Here, when the hybrid vehicle is traveling in the HV traveling mode using both the internal combustion engine and the electric motor as power sources, the internal combustion engine is operating. For this reason, both the temperature of the cooling medium for cooling the internal combustion engine and the temperature in the combustion chamber of the internal combustion engine are relatively high. That is, in the HV traveling mode, a so-called positive correlation exists between the temperature of the cooling medium and the temperature in the combustion chamber. Therefore, when the internal combustion engine is started, if an actual supply amount of fuel is calculated based on the temperature of the cooling medium, an appropriate actual supply amount of fuel corresponding to the temperature in the combustion chamber is calculated.

  On the other hand, when the hybrid vehicle is traveling in the EV traveling mode, the internal combustion engine is stopped. For this reason, the temperature in the combustion chamber is relatively low. On the other hand, a transmission unit (for example, a transaxle or a drive train) that transmits the power of the internal combustion engine and the electric motor to the wheels is operating. For this reason, the temperature of the cooling medium may be relatively high due to the influence of the heat generated by the transmission unit accompanying the operation of the transmission unit. More specifically, the temperature of the cooling medium may be relatively high near the temperature sensor that detects the temperature of the cooling medium, for example, due to the heat generated by the transmission unit accompanying the operation of the transmission unit. That is, in the EV traveling mode, the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is broken (that is, deviated). Therefore, if the actual supply amount of fuel is calculated based only on the temperature of the cooling medium when the internal combustion engine is started, the actual supply amount of fuel that does not correspond to the temperature in the combustion chamber (that is, there is a possibility that it is not appropriate). Actual supply amount) may be calculated.

  However, in the present invention, when the internal combustion engine is started, the actual supply amount of fuel is calculated based on the travel distance in the EV travel mode. The travel distance in the EV travel mode is related to the heat generation amount of the transmission unit as described above. As described above, the heat generation amount of the transmission unit is related to the temperature of the cooling medium. In other words, the heat generation amount of the transmission unit is related to the collapse of the correlation between the temperature of the cooling medium and the temperature in the combustion chamber. That is, according to the present invention, the actual fuel supply amount is based on the travel distance in the EV travel mode that can directly or indirectly indicate the collapse of the correlation between the temperature of the cooling medium and the temperature in the combustion chamber. Is calculated. Therefore, according to the present invention, even when the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is broken, the actual supply amount of fuel at the time of starting the internal combustion engine can be suitably calculated. it can.

  In addition, the longer the travel distance in the EV travel mode, the higher the possibility that the correlation between the temperature of the cooling medium and the temperature in the combustion chamber will be greatly collapsed. For this reason, the effect of the present invention becomes significant in a plug-in hybrid vehicle that can ensure a relatively large traveling distance in the EV traveling mode.

  In another aspect of the hybrid vehicle control apparatus of the present invention, the calculation means calculates the actual supply amount based on the travel distance when the internal combustion engine is cold-started.

  According to this aspect, the actual supply amount of fuel can be suitably calculated even during a cold start of the internal combustion engine where the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is likely to collapse. it can.

  In another aspect of the hybrid vehicle control apparatus of the present invention, the travel distance is a value that correlates with a heat generation amount of a transmission unit that transmits power of the internal combustion engine and the electric motor to wheels.

  According to this aspect, as described above, the travel distance in the EV travel mode (that is, the transaxle can be changed) that can directly or indirectly indicate the collapse of the correlation between the temperature of the cooling medium and the temperature in the combustion chamber. The actual fuel supply amount is calculated based on the heat generation amount of the representative transmission unit). Therefore, according to this aspect, even when the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is broken, the actual supply amount of fuel at the time of starting the internal combustion engine can be calculated suitably. it can.

  In another aspect of the hybrid vehicle control apparatus of the present invention, the calculation means adjusts the basic supply amount of the fuel determined according to the power required for the internal combustion engine based on the travel distance. Calculate the adjustment factor.

  According to this aspect, the calculating means can substantially calculate the actual supply amount by calculating the adjustment coefficient that indirectly indicates the actual supply amount. That is, according to this aspect, even when the fuel to be supplied at the time of starting the internal combustion engine is adjusted (for example, the basic supply amount is corrected to be increased), the various effects described above can be favorably enjoyed.

  In the aspect of the control device that calculates the adjustment coefficient as described above, the calculation unit may be configured to calculate the actual supply amount by adjusting the basic supply amount according to the calculated adjustment coefficient. Good.

  If comprised in this way, the calculation means can calculate an actual supply amount suitably based on a basic supply amount and an adjustment coefficient.

  In the aspect of the control device that calculates the adjustment coefficient as described above, the calculation means calculates (i) the adjustment coefficient based on the temperature of the cooling medium for cooling the internal combustion engine, and (ii) the The calculated adjustment coefficient may be corrected based on the travel distance.

  According to this configuration, the calculating means calculates the adjustment coefficient calculated based on the temperature of the cooling medium (more specifically, for example, the temperature of the cooling medium detected by the temperature sensor), and the temperature of the cooling medium and the combustion chamber. It is possible to correct based on the travel distance in the EV travel mode that can directly or indirectly indicate the collapse of the correlation with the temperature of the vehicle. Therefore, with this configuration, even when the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is broken, the adjustment coefficient (and the actual supply amount calculated from the adjustment coefficient) is increased. It is preferably calculated.

  In the aspect of the control device that calculates the adjustment coefficient as described above, the calculation means (i) corrects the temperature of the cooling medium for cooling the internal combustion engine based on the travel distance, and (ii) the correction. The adjustment coefficient may be calculated based on the temperature of the cooling medium.

  If comprised in this way, a calculation means will be based on the driving | running | working distance in EV driving mode which can show the collapse of the correlation between the temperature of a cooling medium, and the temperature in a combustion chamber directly or indirectly. (Specifically, for example, the temperature of the cooling medium detected by the temperature sensor) can be corrected. Therefore, with this configuration, even when the correlation between the temperature of the cooling medium and the temperature in the combustion chamber is broken, the adjustment coefficient (and the actual supply amount calculated from the adjustment coefficient) is increased. It is preferably calculated.

  These effects and other advantages of the present invention will be further clarified from the embodiments described below.

It is a block diagram which shows an example of a structure of the hybrid vehicle of this embodiment. It is a schematic diagram of an engine. 4 is a flowchart illustrating an example of an operation flow of engine start control in the hybrid vehicle of the present embodiment. 6 is a flowchart showing another example of the operation flow of engine start control in the hybrid vehicle of the present embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

(1) Configuration of Hybrid Vehicle First, the configuration of the hybrid vehicle 10 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of the hybrid vehicle 10 of the present embodiment.

  As shown in FIG. 1, a hybrid vehicle 10 includes an axle 11, wheels 12, an ECU 100, an engine 200, a motor generator MG1 (hereinafter referred to as “MG1” as appropriate), and a motor generator MG2 (hereinafter referred to as “MG2” as appropriate). , A transaxle 300, an inverter 400, a battery 500, an SOC (State of Charge) sensor 510, a water temperature sensor 700, and a vehicle speed sensor 800.

  Axle 11 is a transmission shaft for transmitting the power output from engine 200 and motor generator MG2 to the wheels.

  The wheel 12 is means for transmitting power transmitted via an axle 11 described later to the road surface. FIG. 1 shows an example in which the hybrid vehicle 10 includes one wheel 12 on each side, but actually, each vehicle has one wheel 12 on the front, rear, left, and right (that is, four wheels 12 in total). Are preferred).

  The ECU 100 constitutes an example of the “control device” of the present invention, and is an electronic control unit configured to be able to control the entire operation of the hybrid vehicle 10. The ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

  Particularly in the present embodiment, the ECU 100 preferably includes a mileage storage processing unit 101 and a fuel injection amount calculation unit 102 as logical or physical processing blocks realized therein.

  The travel distance storage processing unit 101 calculates a travel distance of the hybrid vehicle 10 by integrating a vehicle speed value output from a vehicle speed sensor 800 described later, and stores the calculated travel distance. The travel distance storage processing unit 101 preferably stores the travel distance when the hybrid vehicle 10 is traveling in the EV travel mode.

  The fuel injection amount calculation unit 102 calculates the fuel injection amount at the time of starting the engine 200 based on the travel distance in the EV travel mode stored in the travel distance storage processing unit 101. Details of the operation of the fuel injection amount calculation unit 102 will be described later (see FIG. 3 and the like).

  The engine 200 is a gasoline engine that is an example of the “internal combustion engine” of the present invention, and functions as a main power source of the hybrid vehicle 10. The detailed configuration of the engine 200 will be described later.

  Motor generator MG1 is an example of the “electric motor” in the present invention, and is used as a generator for charging battery 500 or supplying electric power to motor generator MG2, and further as an electric motor for assisting the driving force of engine 200. Configured to work.

  Motor generator MG2 is an example of the “electric motor” of the present invention, and is configured to function as an electric motor that assists the power of engine 200 or as a generator for charging battery 500.

  Each of motor generator MG1 and motor generator MG2 is, for example, a synchronous motor generator. Therefore, each of motor generator MG1 and motor generator MG2 includes a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. However, at least one of motor generator MG1 and motor generator MG2 may be another type of motor generator.

  The transaxle 300 is an example of the “transmission unit” of the present invention, and is a power transmission mechanism in which a transmission, a differential gear, and the like are integrated. The transaxle 300 particularly includes a power split mechanism 310.

  The power split mechanism 310 is a planetary gear mechanism including a sun gear, a planetary carrier, a pinion gear, and a ring gear (not shown). Among these gears, the rotation shaft of the sun gear on the inner periphery is connected to the motor generator MG1, and the rotation shaft of the ring gear on the outer periphery is connected to the motor generator MG2. The rotation shaft of the planetary carrier located between the sun gear and the ring gear is connected to the engine 200, and the rotation of the engine 200 is transmitted to the sun gear and the ring gear by the planetary carrier and further the pinion gear. Is configured to be divided into two systems. In the hybrid vehicle 10, the rotating shaft of the ring gear is connected to the axle 11 in the hybrid vehicle 10, and the driving force is transmitted to the wheels 12 through the axle 11.

  Inverter 400 converts DC power extracted from battery 500 into AC power and supplies it to motor generator MG1 and motor generator MG2, and also converts AC power generated by motor generator MG1 and motor generator MG2 into DC power. The battery 500 can be supplied. The inverter 400 may be configured as a part of a so-called PCU (Power Control Unit).

  The battery 500 is a rechargeable storage battery configured to be able to function as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2.

  The battery 500 may be charged by receiving power from an external power source of the hybrid vehicle 10. That is, the hybrid vehicle 10 may be a so-called plug-in hybrid vehicle.

  The SOC sensor 510 is a sensor configured to be able to detect the remaining battery level that represents the state of charge of the battery 500. The SOC sensor 510 is electrically connected to the ECU 100, and the SOC value of the battery 500 detected by the SOC sensor 510 is always grasped by the ECU 100.

  The water temperature sensor 700 is a sensor that detects the water temperature of the engine 200 (that is, the water temperature of cooling water for cooling the engine 200). The value of the water temperature detected by the water temperature sensor 700 is grasped by the ECU 100.

  The vehicle speed sensor 800 is a sensor that detects the vehicle speed of the hybrid vehicle 10. The vehicle speed sensor 800 is electrically connected to the ECU 100, and the detected vehicle speed value is grasped by the ECU 100.

  Next, referring to FIG. 2, the configuration of the main part of engine 200 will be described with a part of the operation thereof. Here, FIG. 2 is a schematic diagram of the engine 200. In FIG. 2, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof is omitted as appropriate.

  The engine 200 combusts the air-fuel mixture through an ignition operation by an ignition device 202 in which a part of an ignition plug (not shown) is exposed in a combustion chamber in the cylinder 201, and is generated in accordance with an explosion force caused by the combustion. The reciprocating motion of the piston 203 can be converted into the rotational motion of the crankshaft 205 via the connecting rod 204. A crank position sensor 206 that detects the rotational position (ie, crank angle) of the crankshaft 205 is installed in the vicinity of the crankshaft 205. The crank position sensor 206 is electrically connected to the ECU 100, and the ECU 100 is configured to be able to control the ignition timing and the like of the ignition device 202 based on the crank angle detected by the crank position sensor 206. Yes. The ECU 100 is configured to be able to calculate the rotational speed of the engine 200 based on the rotational position of the crankshaft 205. Below, the principal part structure of the engine 200 is demonstrated with a part of the operation | movement.

  At the time of fuel combustion in the cylinder 201, the air sucked from the outside passes through the intake pipe 207 and is mixed with the fuel injected from the injector 214 at the intake port 213 to become the above-mentioned air-fuel mixture. The fuel is stored in the fuel tank 215 and is pumped and supplied to the injector 214 via the delivery pipe 216 by the action of the low pressure pump 217. The injector 214 is electrically connected to the ECU 100, and is configured to be able to inject the supplied fuel into the intake port 213 according to the control of the ECU 100. Incidentally, the form of the injection means for injecting the fuel does not have to adopt a so-called intake port injector configuration as shown in the figure. For example, the pressure of the fuel pumped by the low pressure pump is further increased by the high pressure pump, You may have forms, such as what is called a direct injection injector etc. comprised so that a fuel could be directly injected in the cylinder 201 inside.

  The communication state between the inside of the cylinder 201 and the intake pipe 207 is controlled by opening and closing the intake valve 218. The air-fuel mixture combusted inside the cylinder 201 becomes exhaust and is led to the exhaust pipe 221 via the exhaust port 220 when the exhaust valve 219 that opens and closes in conjunction with the opening and closing of the intake valve 218 is opened.

  A cleaner 208 is disposed on the intake pipe 207 to purify air sucked from the outside. An air flow meter 209 is further disposed on the downstream side (cylinder side) of the cleaner 208. The air flow meter 209 has a form called a hot wire type, and is configured to be able to directly detect the mass flow rate of the sucked air. The air flow meter 209 is electrically connected to the ECU 100, and the detected mass flow rate of the intake air is constantly grasped by the ECU 100.

  A throttle valve 210 that adjusts the amount of intake air related to the air sucked into the cylinder 201 is disposed downstream of the air flow meter 209 in the intake pipe 207. A throttle position sensor 212 is electrically connected to the throttle valve 210, and is configured to be able to detect a throttle angle that is the opening degree.

  The slot valve motor 211 is a motor that is electrically connected to the ECU 100 and configured to drive the throttle valve 210. The ECU 100 is configured to be able to control the driving state of the throttle valve motor 211 based on the accelerator opening detected by the accelerator position sensor 800 described above. (Corner) is controlled.

  The throttle valve 210 is a kind of electronically controlled throttle valve as described above, and the throttle opening degree can be controlled by the ECU 100 regardless of the driver's intention (that is, the accelerator opening degree).

  A three-way catalyst 223 is installed in the exhaust pipe 221. The three-way catalyst 223 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. An air-fuel ratio sensor 222 is disposed on the exhaust pipe 221 upstream of the three-way catalyst 223. The air-fuel ratio sensor 222 is configured to detect the air-fuel ratio of the engine 200 from the exhaust gas discharged through the exhaust port 220. The air-fuel ratio sensor 222 is electrically connected to the ECU 100, and the detected air-fuel ratio is constantly grasped by the ECU 100.

  In addition, a temperature sensor 224 for detecting the temperature of the cooling water for cooling the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. The temperature sensor 224 is electrically connected to the ECU 100, and the detected cooling water temperature is constantly grasped by the ECU 100.

(2) Basic Operation of Hybrid Vehicle 10 In the hybrid vehicle 10 of FIG. 1, the power distribution of the motor generator MG1, which mainly functions as a generator, the motor generator MG2 which mainly functions as an electric motor, and the engine 200 is divided into an ECU 100 and a power split. Controlled by the mechanism 310, the running state is controlled. Below, operation | movement of the hybrid vehicle 10 according to several situations is demonstrated.

(2-1) When Starting For example, when starting the hybrid vehicle 10, the motor generator MG1 is driven as an electric motor using the electric energy of the battery 500. Engine 200 is cranked by the power of motor generator MG1, and engine 200 is started.

(2-2) At the time of starting, two types of modes can be adopted according to the storage state of the battery 500 based on the output signal of the SOC sensor 600. For example, at the time of normal start (that is, SOC is good), since it is not necessary to charge battery 500 by motor generator MG1, engine 200 starts only for warm-up, and hybrid vehicle 10 The vehicle starts with the power of the generator MG2. On the other hand, when the state of charge is not good (that is, the SOC is lowered), motor generator MG1 functions as a generator by the power of engine 200, and battery 500 is charged.

(2-3) During light load traveling For example, when traveling at a low speed or down a gentle slope, the efficiency of the engine 200 is relatively poor, and fuel injection through the injector 214 is stopped. Engine 200 is stopped and hybrid vehicle 10 travels only with the power from motor generator MG2. At this time, if the SOC is lowered, engine 200 starts to drive motor generator MG1, and battery 500 is charged by motor generator MG1.

  In this embodiment, a mode in which the vehicle travels only with power from motor generator MG2 (in other words, a mode in which the vehicle travels with engine 200 stopped) is referred to as an “EV travel mode”.

(2-4) During normal driving In a driving region where the fuel efficiency or combustion efficiency of the engine 200 is relatively good, the hybrid vehicle 10 travels mainly by the power of the engine 200. At this time, the power of the engine 200 is divided into two systems by the power split mechanism 300, one is transmitted to the wheels 12 via the axle 11, and the other is driven by the motor generator MG1 for power generation. Furthermore, motor generator MG2 is driven by the generated electric power, and the power of engine 200 is assisted by motor generator MG2. At this time, if the SOC is lowered, the output of engine 200 is increased, and a part of the electric power generated by motor generator MG1 is charged to battery 500.

  In this embodiment, the mode in which the engine 200 and the motor generator MG2 travel with power is referred to as “HV travel mode”.

(2-5) When deceleration is performed during braking , the motor generator MG2 is rotated by the power transmitted from the wheel 12 via the axle 11 to operate as a generator. Thereby, the kinetic energy of the wheel 12 is converted into electric energy, and so-called “regeneration” is performed in which the battery 500 is charged.

(3) Start Control of Engine 200 Next, the operation of start control of the engine 200, which is control unique to the hybrid vehicle 10 of the present embodiment, will be described with reference to FIG. FIG. 3 is a flowchart showing an example of the flow of operation for starting control of the engine 200 in the hybrid vehicle 10 of the present embodiment.

  As shown in FIG. 3, when the engine 200 start request is input to the ECU 100 or when the engine 200 start request is input from the ECU 100, the fuel injection amount calculation unit 102 sets the fuel after-start adjustment coefficient. Calculate (step S101).

  The post-startup adjustment coefficient is a coefficient for adjusting a basic injection amount (specifically, a basic injection amount calculated based on a predicted load factor of the hybrid vehicle 10) described later. The adjustment of the basic injection amount is preferably performed according to the temperature in the combustion chamber of the engine 200 (or the temperature in the cylinder 201), for example. As an example of the adjustment, for example, an adjustment is performed such that the fuel injection amount decreases (or the fuel increase amount decreases) as the temperature in the combustion chamber increases relatively. Alternatively, as an example of the adjustment, for example, adjustment is performed such that the fuel injection amount increases (or the fuel increase amount increases) as the temperature in the combustion chamber becomes relatively lower. As a result, emissions can be reduced and drivability can be improved.

  In the present embodiment, considering that there is a certain correlation between the temperature in the combustion chamber and the water temperature of the engine 200, the fuel injection amount calculation unit 102 is based on the water temperature of the engine 200 detected by the water temperature sensor 700. Thus, an adjustment coefficient after starting the fuel is calculated. For example, the fuel injection amount calculation unit 102 may calculate a post-startup adjustment coefficient that is “1” when the water temperature of the engine 200 is the same as the water temperature when the engine 200 is in the cold state. For example, the fuel injection amount calculation unit 102 may calculate the post-startup adjustment coefficient so that the post-startup adjustment coefficient becomes smaller as the water temperature of the engine 200 becomes relatively higher. For example, the fuel injection amount calculation unit 102 may calculate the post-startup adjustment coefficient so that the post-startup adjustment coefficient becomes a constant value when the water temperature of the engine 200 is equal to or higher than a predetermined temperature.

  The mode of calculating the post-startup adjustment coefficient based on the water temperature of the engine 200 described here is an example. Therefore, the fuel injection amount calculation unit 102 may calculate the post-startup adjustment coefficient in another manner.

  Thereafter, the fuel injection amount calculation unit 102 determines whether or not the engine 200 is in a cold state (step S102). In this case, the fuel injection amount calculation unit 102 may determine whether or not the engine 200 is in a cold state based on, for example, a period during which the engine 200 has been stopped. If the period during which engine 200 has been stopped is longer than a predetermined period (for example, the period required for engine 200 in the warm-up state to transition to the cold state), it may be determined that engine 200 is in the cold state. . On the other hand, if the period during which engine 200 has been stopped is not longer than the predetermined period, it may be determined that engine 200 is not in a cold state (for example, in a warm state). Alternatively, the fuel injection amount calculation unit 102 may determine whether or not the engine 200 is in a cold state in another manner.

  As a result of the determination in step S102, when it is determined that the engine 200 is in the cold state (step S102: Yes), the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient calculated in step S101 (step S102). S103). In particular, the fuel injection amount calculation unit 102 preferably corrects the post-startup adjustment coefficient based on the travel distance in the EV travel mode stored in the travel distance storage unit 101. At this time, for example, the fuel injection amount calculation unit 102 may correct the adjustment coefficient after start based on the travel distance in the EV travel mode performed immediately before the start request of the engine 200 is input. . Alternatively, for example, the fuel injection amount calculation unit 102 performs post-start adjustment based on the travel distance in the EV travel mode that has been performed within a specific past period from the time when the start request of the engine 200 is input. The coefficient may be corrected. Therefore, the travel distance storage unit 101 discriminates the travel mode of the hybrid vehicle 10 and then travels in the EV travel mode (particularly performed immediately before or performed within a specific past period). It is preferable to calculate and store the travel distance in the EV travel mode.

  More specifically, for example, when the engine 200 is in a cold state and the traveling distance in the EV traveling mode is relatively large, the temperature in the combustion chamber of the engine 200 is relatively low because of the cold state. . On the other hand, it is presumed that the heat generation amount of the transaxle 300 is also relatively large due to the relatively large traveling distance in the EV traveling mode. In this case, the water temperature of the cooling water near the water temperature sensor 700 may rise due to heat generation of the transaxle 300. As a result, there is a possibility that the difference in correlation between the water temperature of the engine 200 detected by the water temperature sensor 700 and the temperature in the combustion chamber of the engine 200 becomes large. More specifically, from an ideal correlation with the actual temperature in the combustion chamber, the water temperature of the engine 200 detected by the water temperature sensor 700 is the original water temperature (that is, the actual temperature in the combustion chamber). The water temperature may be higher than the ideally correlated water temperature. That is, the post-startup adjustment coefficient calculated based on the water temperature of the engine 200 in step S101 may not be the post-startup adjustment coefficient corresponding to the actual temperature in the combustion chamber. Therefore, in the present embodiment, the fuel injection amount calculation unit 102 considers the collapse (that is, the divergence) of the correlation between the actual temperature in the combustion chamber and the water temperature of the engine 200 detected by the water temperature sensor 700 in step S101. The calculated after-start adjustment coefficient is corrected. For example, it is presumed that as the travel distance in the EV travel mode increases, the correlation between the actual temperature in the combustion chamber and the water temperature of the engine 200 detected by the water temperature sensor 700 increases (that is, the deviation) increases. In other words, as the travel distance in the EV travel mode increases, the water temperature of the engine 200 detected by the water temperature sensor 700 tends to be higher than the water temperature that is ideally correlated with the actual temperature in the combustion chamber. It is speculated that As a result, the post-startup adjustment coefficient calculated in step S101 may be smaller than the post-startup adjustment coefficient corresponding to the water temperature that has an ideal correlation with the actual temperature in the combustion chamber. It is also speculated. Therefore, the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient set in step S101 so that the post-startup adjustment coefficient set in step S101 increases as the travel distance in the EV travel mode increases. Good.

  On the other hand, for example, when the engine 200 is in a cold state and the traveling distance in the EV traveling mode is relatively small, the temperature in the combustion chamber of the engine 200 is relatively low because of the cold state. Further, it is estimated that the heat generation amount of the transaxle 300 is also relatively small due to the relatively small traveling distance in the EV traveling mode. In this case, the possibility that the coolant temperature in the vicinity of the water temperature sensor 700 will rise due to the heat generated by the transaxle 300 is reduced compared to the case where the travel distance in the EV travel mode is relatively large. As a result, it is estimated that the correlation between the water temperature of the engine 200 detected by the water temperature sensor 700 and the temperature in the combustion chamber of the engine 200 does not become so large. That is, it is estimated that the post-startup adjustment coefficient calculated based on the water temperature of the engine 200 in step S101 is not greatly deviated from the post-startup adjustment coefficient corresponding to the actual temperature in the combustion chamber. Therefore, in this embodiment, for example, the fuel injection amount calculation unit 102 is less likely to correct the post-startup adjustment coefficient set in step S101 as the travel distance in the EV travel mode decreases (in other words, the correction amount decreases). As described above, the post-startup adjustment coefficient set in step S101 may be corrected. Alternatively, for example, when the travel distance in the EV travel mode is relatively small (for example, smaller than the predetermined distance), the fuel injection amount calculation unit 102 does not correct the post-startup adjustment coefficient set in step S101. (In other words, the post-startup adjustment coefficient set in step S101 may be corrected so that the correction amount becomes zero).

  On the other hand, as a result of the determination in step S102, when it is determined that the engine 200 is not in the cold state (step S102: No), the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient calculated in step S101. You don't have to.

  Thereafter, the fuel injection amount calculation unit 102 determines whether or not the engine 200 is already in operation (step S104).

  As a result of the determination in step S104, when it is determined that the engine 200 is already in operation (step S104: Yes), the engine 200 may not be started. For this reason, the start control of the engine 200 shown in the following steps S105 to S108 may not be performed. If the engine 200 does not need to be started because the engine 200 is already in operation, the operations from step S101 to step S103 described above may not be performed. Therefore, the determination in step S104 may be performed before the operation in step S101 is performed.

  On the other hand, when it is determined that the engine 200 is not in operation as a result of the determination in step S104 (step S104: No), the fuel injection amount calculation unit 102 is based on the predicted load factor of the hybrid vehicle 10. A basic fuel injection amount is calculated (step S105). For example, the fuel injection amount calculation unit 102 may calculate the basic injection amount so that the basic injection amount increases as the predicted load factor increases.

  Thereafter, the fuel injection amount calculation unit 102 adjusts the post-startup adjustment coefficient corrected in step S103 with respect to the basic injection amount calculated in step S105 (or if the post-startup adjustment coefficient is not corrected in step S103, Multiply by the adjustment coefficient after start calculated in step S101 (step S106). As a result, the fuel injection amount calculation unit 102 calculates the actual fuel injection amount (= basic injection amount × adjustment coefficient after start) (step S106).

  In the above description, an example in which the fuel injection amount calculation unit 102 calculates the post-startup adjustment coefficient that is multiplied by the basic injection amount has been described. However, the fuel injection amount calculation unit 102 may calculate a post-startup adjustment coefficient that is added to the basic injection amount. Alternatively, the fuel injection amount calculation unit 102 may calculate a post-startup adjustment coefficient that is subtracted from the basic injection amount. Alternatively, the fuel injection amount calculation unit 102 may calculate a post-startup adjustment coefficient that divides the basic injection amount. In any case, the fuel injection amount calculation unit 102 may calculate a post-startup adjustment coefficient that can adjust the basic injection amount in some form.

  In addition, in the above description, an example has been described in which the fuel injection amount calculation unit 102 calculates two types of parameters, that is, the basic injection amount and the post-startup adjustment coefficient. However, the fuel injection amount calculation unit 102 may directly calculate the actual injection amount based on the water temperature of the engine 200, the travel distance in the EV travel mode, the predicted load factor of the hybrid vehicle 10, and the like.

  Thereafter, ECU 100 controls injector 214 to inject the actual injection amount of fuel calculated in step S106. As a result, the injector 214 injects the fuel of the actual injection amount calculated in step S106 into the intake port (step S107).

  Thereafter, ECU 100 determines whether a request for stopping engine 200 is input to ECU 100 or whether a request for stopping engine 200 is input from ECU 100 (step S108).

  As a result of the determination in step S108, when it is determined that the stop request for the engine 200 has not been input (step S108: No), the operations after step S105 are repeated.

  On the other hand, as a result of the determination in step S108, if it is determined that a request for stopping the engine 200 has been input (step S108: Yes), the ECU 100 ends the start control of the engine 200.

  According to the hybrid vehicle 10 described above, the following technical effects can be enjoyed.

  First, the hybrid vehicle 10 of the present embodiment corrects or adjusts the post-startup adjustment coefficient (actually, the actual injection amount calculated from the post-startup adjustment coefficient) based on the travel distance in the EV travel mode. be able to.

  Here, when the hybrid vehicle 10 is traveling in the EV traveling mode, the engine 200 is stopped. For this reason, the temperature in the combustion chamber of engine 200 is relatively low. On the other hand, transaxle 300 operates to transmit the power of motor generator MG2 to wheels 12. For this reason, the transaxle 300 generates heat. In this case, due to heat generation of the transaxle 300, the coolant temperature of the engine 200 near the water temperature sensor 700 may rise. As a result, the correlation between the water temperature of the engine 200 detected by the water temperature sensor 700 and the temperature in the combustion chamber of the engine 200 may increase. More specifically, when viewed from an ideal correlation with the actual temperature in the combustion chamber, the water temperature of the engine 200 detected by the water temperature sensor 700 may be higher than the original water temperature. That is, the post-startup adjustment coefficient calculated based on the water temperature of the engine 200 in step S101 of FIG. 3 may not be the post-startup adjustment coefficient corresponding to the actual temperature in the combustion chamber. As a result, the actual injection amount calculated from the post-start adjustment coefficient may not be the actual injection amount according to the actual temperature in the combustion chamber.

  However, in this embodiment, the post-startup adjustment coefficient is calculated based on the travel distance in the EV travel mode in step S103 of FIG. The travel distance in the EV travel mode is related to the heat generation amount of the transaxle 300. The amount of heat generated by the transaxle 300 is related to the water temperature of the engine 200 (more specifically, the water temperature detected by the water temperature sensor 700). In other words, the heat generation amount of the transaxle 300 is related to the collapse (divergence) of the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber. That is, according to the present embodiment, the after-start adjustment coefficient is based on the travel distance in the EV travel mode that can directly or indirectly indicate the deviation of the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber. Is calculated. Therefore, according to the present embodiment, even when the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is broken (that is, deviated), the actual fuel at the start of the engine 200 is The injection amount can be calculated suitably.

  Note that the longer the travel distance in the EV travel mode, the higher the possibility that the difference in the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber becomes larger. For this reason, the effect realized by the hybrid vehicle 10 of the present embodiment becomes even more remarkable in a plug-in hybrid vehicle that can ensure a relatively large travel distance in the EV travel mode. Of course, it goes without saying that the above-described effects can be suitably enjoyed in any hybrid vehicle other than the plug-in hybrid vehicle.

  In addition, in the present embodiment, when the engine 200 is in a cold state, the post-startup adjustment coefficient is corrected based on the travel distance in the EV travel mode. When the engine 200 is in a cold state, the transaxle 300 can operate while the engine 200 is stopped, and therefore, the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is likely to be broken (that is, the difference) It's easy to do). For this reason, when the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is broken by correcting the adjustment coefficient after starting when the engine 200 is in the cold state, the adjustment coefficient after starting is appropriately set. Is calculated.

  When the engine 200 is in a warm-up state, the amount of heat generated by the engine 200 is relatively large compared to the amount of heat generated by the transaxle 300, and thus the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber. Almost or not collapse. Therefore, when the engine 200 is not in the cold state (for example, the engine 200 is in the warm state), the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient based on the travel distance in the EV travel mode. Not necessary. In this case, the fuel injection amount calculation unit 102 may calculate the actual injection amount using the post-startup adjustment coefficient calculated based on the water temperature of the engine 200 as it is.

  From the viewpoint of more effectively enjoying the effects described above, the fuel injection amount calculation unit 102 is in the EV travel mode under a situation where the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is broken. It is preferable to correct the post-startup adjustment coefficient based on the travel distance at. In order to realize such a configuration, in step S102 of FIG. 3, the fuel injection amount calculation unit 102 performs the water temperature of the engine 200 in addition to or instead of determining whether or not the engine 200 is in the cold state. It may be determined whether or not the hybrid vehicle 10 is in a situation in which the correlation between the temperature and the temperature in the combustion chamber tends to deviate. When it is determined that the hybrid vehicle 10 is in a situation where the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is likely to deviate, the fuel injection amount calculation unit 102 is based on the travel distance in the EV travel mode. It is preferable to correct the adjustment coefficient after starting. On the other hand, when it is determined that the hybrid vehicle 10 is not in a situation where the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is likely to deviate, the fuel injection amount calculation unit 102 travels in the EV travel mode. It is not necessary to correct the adjustment coefficient after starting based on the distance.

  Furthermore, the situation where the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber deviates may be caused when the hybrid vehicle 10 is traveling in the EV traveling mode or when the hybrid vehicle 10 terminates traveling in the EV traveling mode. It can occur a lot immediately after. Accordingly, the fuel injection amount calculation unit 102, for example, at the timing when a control command for starting the engine 200 is issued when the hybrid vehicle 10 is traveling in the EV traveling mode or after the traveling in the EV traveling mode is completed. The post-startup adjustment coefficient may be calculated based on the travel distance in the EV travel mode at a timing when a control command for starting the engine 200 is issued within a predetermined period. In order to realize such a configuration, in step S102 of FIG. 3, the fuel injection amount calculation unit 102 performs the EV travel mode in addition to or instead of determining whether or not the engine 200 is in the cold state. It may be determined whether or not a control command for starting the engine 200 is issued when the hybrid vehicle 10 is traveling or within a predetermined period after the traveling in the EV traveling mode ends. When it is determined that the hybrid vehicle 10 is traveling in the EV traveling mode or when a control command for starting the engine 200 is issued within a predetermined period after the traveling in the EV traveling mode is completed, the fuel injection amount It is preferable that the calculation unit 102 corrects the post-startup adjustment coefficient based on the travel distance in the EV travel mode. On the other hand, when the hybrid vehicle 10 is traveling in the EV traveling mode or when it is determined that the control command for starting the engine 200 is not issued within a predetermined period after the traveling in the EV traveling mode is finished. The fuel injection amount calculation unit 102 does not have to correct the post-startup adjustment coefficient based on the travel distance in the EV travel mode.

  Furthermore, the situation in which the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber deviates is when the temperature of the transaxle 300 becomes relatively high even though the engine 200 is stopped. Many can occur. Therefore, when the temperature of the transaxle 300 is relatively high (or higher than a predetermined temperature), the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient based on the travel distance in the EV travel mode. Is preferred. On the other hand, when the temperature of the transaxle 300 is relatively low (or lower than a predetermined temperature), the correlation between the water temperature of the engine 200 and the temperature in the combustion chamber is caused by the heat generation of the transaxle 300. The divergence is reduced or hardly or not at all. Therefore, when the temperature of the transaxle 300 is relatively low (or lower than a predetermined temperature), the fuel injection amount calculation unit 102 corrects the post-startup adjustment coefficient based on the travel distance in the EV travel mode. Not necessary. In order to realize such a configuration, in step S102 of FIG. 3, the fuel injection amount calculation unit 102 adds or replaces whether or not the engine 200 is in the cold state, instead of determining whether or not the engine 200 is in the cold state. It may be determined whether the temperature is relatively high (or whether it is higher than a predetermined temperature). When it is determined that the temperature of the transaxle 300 is relatively high (or higher than the predetermined temperature), the fuel injection amount calculation unit 102 calculates the post-startup adjustment coefficient based on the travel distance in the EV travel mode. It is preferable to correct. On the other hand, when it is determined that the temperature of the transaxle 300 is not relatively high (or less than a predetermined temperature), the fuel injection amount calculation unit 102 starts based on the travel distance in the EV travel mode. The post-adjustment factor need not be corrected.

(4) Modified Example of Start Control of Engine 200 Next, a modified example of the start control of the engine 200 will be described with reference to FIG. FIG. 4 is a flowchart showing another example of the operation flow of start control of the engine 200 in the hybrid vehicle 10 of the present embodiment. The same operations as those shown in FIG. 3 are denoted by the same step numbers, and detailed description thereof is omitted.

  As shown in FIG. 4, when a start request for engine 200 is input to ECU 100 or when a start request for engine 200 is input from ECU 100, fuel injection amount calculation unit 102 has engine 200 in a cold state. Whether or not (step S102).

  As a result of the determination in step S102, when it is determined that the engine 200 is in the cold state (step S102: Yes), the fuel injection amount calculation unit 102 determines the water temperature sensor 700 based on the travel distance in the EV travel mode. The water temperature of the engine 200 detected by is corrected (step S201).

  More specifically, for example, when the engine 200 is in a cold state and the travel distance in the EV travel mode is relatively large, as described above, the water temperature of the engine 200 detected by the water temperature sensor 700 and the engine 200 are detected. There is a risk that the correlation with the temperature in the combustion chamber will be greatly disrupted. More specifically, when viewed from an ideal correlation with the actual temperature in the combustion chamber, the water temperature of the engine 200 detected by the water temperature sensor 700 may be higher than the original water temperature. Therefore, in the modification, the fuel injection amount calculation unit 102 takes into account the collapse of the correlation between the actual temperature in the combustion chamber and the water temperature of the engine 200 detected by the water temperature sensor 700, and the engine 200 detected by the water temperature sensor 700. It is preferable to correct the water temperature so that it matches the actual temperature in the combustion chamber. For example, the fuel injection amount calculation unit 102 corrects the water temperature of the engine 200 detected by the water temperature sensor 700 so that the water temperature of the engine 200 detected by the water temperature sensor 700 decreases as the travel distance in the EV travel mode increases. Also good.

  On the other hand, for example, when the engine 200 is in a cold state and the travel distance in the EV travel mode is relatively short, as described above, the water temperature of the engine 200 detected by the water temperature sensor 700 and the combustion chamber of the engine 200 The correlation with the temperature does not collapse so much. Therefore, in the modification, for example, the fuel injection amount calculation unit 102 is less likely to correct the water temperature of the engine 200 detected by the water temperature sensor 700 as the travel distance in the EV travel mode is shorter (in other words, the correction amount is smaller). As described above, the water temperature of the engine 200 detected by the water temperature sensor 700 may be corrected. Alternatively, for example, the fuel injection amount calculation unit 102 corrects the water temperature of the engine 200 detected by the water temperature sensor 700 when the travel distance in the EV travel mode is relatively small (for example, less than a predetermined distance). The water temperature of the engine 200 detected by the water temperature sensor 700 may be corrected so that it disappears (in other words, the correction amount becomes zero).

  On the other hand, when it is determined that the engine 200 is not in the cold state as a result of the determination in step S102 (step S102: No), the fuel injection amount calculation unit 102 detects the water temperature of the engine 200 detected by the water temperature sensor 700 ( That is, it is not necessary to correct the coolant temperature.

  Thereafter, the fuel injection amount calculation unit 102 calculates a post-startup adjustment coefficient based on the water temperature of the engine 200 (step S101). At this time, if the water temperature of the engine 200 detected by the water temperature sensor 700 is corrected in step S201, the fuel injection amount calculation unit 102 calculates the post-startup adjustment coefficient based on the corrected water temperature of the engine 200. . On the other hand, if the water temperature of the engine 200 detected by the water temperature sensor 700 is not corrected in step S201, the fuel injection amount calculation unit 102 performs post-startup adjustment based on the water temperature of the engine 200 detected by the water temperature sensor 700. Calculate the coefficient.

  Thereafter, similarly to FIG. 3, the operations from step S104 to step S108 are performed.

  Such a modification shown in FIG. 4 can also preferably enjoy the same effects as the various effects that can be enjoyed by the operation of FIG. 3 described above.

  It should be noted that the present invention can be modified as appropriate without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a control device for a hybrid vehicle with such a change is also applicable to the technology of the present invention. Included in thought.

10 Hybrid vehicle 100 ECU
101 Travel Distance Storage Processing Unit 102 Fuel Injection Amount Calculation Unit 200 Internal Combustion Engine 300 Transaxle 310 Power Split Mechanism MG1, MG2 Motor Generator

Claims (7)

An EV traveling mode using an internal combustion engine that operates by combustion of fuel and an electric motor that operates using electric power charged in a rechargeable battery, and that uses the power of the electric motor without starting the internal combustion engine A control device for a hybrid vehicle capable of traveling on a vehicle,
Calculation means for calculating an actual supply amount of the fuel to the internal combustion engine based on a travel distance of the hybrid vehicle in the EV travel mode that was performed before the internal combustion engine was started when the internal combustion engine was started A control device comprising:   The control device according to claim 1, wherein the calculation unit calculates the actual supply amount based on the travel distance when the internal combustion engine is cold-started.   The control device according to claim 1, wherein the travel distance is a value that correlates with a heat generation amount of a transmission unit that transmits power of the internal combustion engine and the electric motor to wheels.   The calculation means calculates an adjustment coefficient for adjusting the basic supply amount of the fuel determined according to the power required for the internal combustion engine based on the travel distance. 4. The control device according to any one of 3.   The control device according to claim 4, wherein the calculation unit calculates the actual supply amount by adjusting the basic supply amount according to the calculated adjustment coefficient.   The calculation means (i) calculates the adjustment coefficient based on a temperature of a cooling medium for cooling the internal combustion engine, and (ii) corrects the calculated adjustment coefficient based on the travel distance. The control device according to claim 4 or 5, wherein   The calculation means (i) corrects the temperature of the cooling medium for cooling the internal combustion engine based on the travel distance, and (ii) calculates the adjustment coefficient based on the corrected temperature of the cooling medium. The control device according to claim 4, wherein the control device calculates.

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