CN107532527A - 内燃机的再启动控制装置 - Google Patents

内燃机的再启动控制装置 Download PDF

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Publication number
CN107532527A
CN107532527A CN201680027061.4A CN201680027061A CN107532527A CN 107532527 A CN107532527 A CN 107532527A CN 201680027061 A CN201680027061 A CN 201680027061A CN 107532527 A CN107532527 A CN 107532527A
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internal combustion
combustion engine
speed
engine
vehicle
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CN201680027061.4A
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CN107532527B (zh
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尾势朋久
浅田忠利
前田茂
千田崇
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Denso Corp
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Denso Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
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    • F02D—CONTROLLING COMBUSTION ENGINES
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    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

本发明的再启动控制装置(16)适用于车辆，该车辆具备内燃机(10)；电动机(11)，连接至内燃机的输出轴(6)，通过向输出轴施加转矩从而提升内燃机的转速；驱动轮(15)；离合器装置(13)，其用于断开或连接内燃机的输出轴和驱动轮的动力传递，所述再启动控制装置的特征在于，具备：再启动条件判定部，在车辆怠速行驶中，判定进行内燃机的再启动的再启动条件成立；推动部，以推动的方式进行启动；启动部，使用电动机进行启动；双重启动部，判定再启动条件成立时，由推动部以及启动部的一方启动内燃机，而内燃机未被启动时，由另一方启动内燃机。

Description

内燃机的再启动控制装置
关联申请的相互参照
本申请基于2015年5月12日提出申请的日本专利申请号2015-97589号的发明，援用了其记载内容。
技术领域
本发明涉及一种控制内燃机再启动的控制装置。
背景技术
近年来，为了提高燃料消耗率，人们开始追求怠速停止滑行技术，即停止内燃机(以下称发动机)并怠速行驶。
专利文献1中，当怠速行驶时要求发动机再启动，与车辆的驱动轮连接的输出轴的旋转变化量高于设定值时，通过将离合器与发动机的输出轴相结合，从而由行驶中的车辆所保有的驱动力提升内燃机的转速，使发动机再启动(以下称为推动)。此外，输出轴的旋转变化量低于设定值时，用电机启动器启动发动机。
像这样搭载了怠速停止滑行技术的车辆中，在高速行驶中会发生使发动机停止的状态，因此要可靠实施发动机的再启动。但是，采用专利文献1中记载的“推动”方法进行发动机的再启动并非完全可靠，此外同样的由电机启动器进行发动机的再启动也并非完全可靠。
现有技术文献
专利文献
专利文献1：日本专利特开2015-14231号公报
发明内容
本发明的目的在于提供一种启动控制装置，在怠速行驶中进行发动机再启动时，更加可靠地实施发动机的再启动。
本发明是一种适用于车辆的再启动控制装置，该车辆具备：内燃机；电动机，其连接于所述内燃机的输出轴，通过将转矩施加于所述输出轴从而提升所述内燃机的转速；驱动轮；以及离合器装置，其用于断开或连接所述内燃机的输出轴和所述驱动轮的动力传递。
该再启动控制装置的特征在于，具备：实施条件判定部，该实施条件判定部判定所述车辆实施怠速行驶的实施条件的成立；怠速行驶部，该怠速行驶部在由所述实施条件判定部判定所述实施条件成立时，停止向所述内燃机供应燃料，并且使所述离合器装置成为断开状态，使所述车辆进行怠速行驶；再启动条件判定部，该再启动条件判定部在所述怠速行驶中，判定进行所述内燃机的再启动的再启动条件成立；推动部，该推动部使所述离合器装置成为连接状态，利用由所述怠速行驶产生的驱动力提升所述内燃机的转速后，重新开始向所述内燃机的燃料供给以进行启动；启动部，该启动部在由所述电动机提升所述内燃机的转速后，重新开始向所述内燃机的燃料供给以进行启动；双重启动部，该双重启动部由所述再启动条件判定部判定所述再启动条件成立时，由所述推动部以及所述启动部的一方启动所述内燃机，所述内燃机未启动时由另一方启动所述内燃机。
根据上述的构造，本发明是一种适用于车辆的再启动控制装置，该车辆具有内燃机；驱动轮；离合器装置，其用于断开或连接内燃机的输出轴和驱动轮的动力传递；以及电动机，其通过将转矩施加于内燃机的输出轴从而提升内燃机的转速。该再启动控制装置中，具备实施条件判定部，由该实施条件判定部判定车辆实施怠速行驶的实施条件是否成立。判定实施条件成立时，由怠速行驶部停止向内燃机的燃料供给，并且使离合器装置成为断开状态使所述车辆进入怠速行驶状态。然后，车辆在怠速行驶中，由再启动条件判定部判定进行内燃机的再启动的再启动条件是否成立。
本再启动控制装置在怠速行驶中实施内燃机的再启动时，以两个构造尝试再启动。一个是推动部，与离合器装置连接，由怠速行驶产生的驱动力提升内燃机的转速，然后重新开始向内燃机供给燃料以进行启动。另一个是启动部，由电动机提升内燃机的转速，然后重新开始向内燃机供给燃料以进行启动。在这样的构造中，由再启动条件判定部判定再启动条件成立时，双重启动部通过推动部以及启动部的一方启动内燃机，在内燃机未启动时，由另一方启动内燃机。像这样，通过尝试以双重方式进行内燃机的再启动，能更加可靠地实施内燃机的再启动。
附图说明
关于本发明的上述目的以及其他目的、特征和优点，参照附图和下述详细描述得以阐明。
图1表示本实施方式所涉及的车辆的整体结构，
图2是本实施方式中由ECU实行的控制流程，
图3是其他实施方式中由ECU实行的控制流程。
实施方式
以下，参照附图，说明本发明中内燃机的启动控制装置。
图1表示包含内燃机(以下称作发动机)的车辆100的结构。如图所示，发动机10的输出轴(曲柄轴)6上，连接着ISG(Integrated Starter Generator：启动发电机)11，该ISG11除了具有由曲柄轴6驱动进行发电的发电功能外，还有发动机启动功能以及输出辅助功能。ISG11作为发动机启动功能，在怠速停止后的再启动等时，暖机后发动机10的燃烧停止的启动时，从发动机10的外部向曲柄轴6施加转矩，从而启动发动机10。此外，ISG11作为输出辅助功能，在发动机10启动后车辆行驶过程中，从外部向曲柄轴6施加转矩，辅助曲柄轴6的驱动。因而，ISG11相当于电动机。
此外，从曲柄轴6依次与流体摩擦连接部(转矩转换器)12、离合器(相当于离合器装置)13、自动变速机(相当于自动变速装置)14、驱动轮15连接。然后，通过这些转矩转换器12、离合器13和自动变速机14，使曲柄轴6能与车辆的驱动轮15连接。
在这里，自动变速机14由具备例如行星齿轮机构的众所周知的多级变速机构、CVT等构成。离合器13被称作前进离合器或前行离合器，通常行驶中，以自动变速机14的停车(P)档、后退(R)档、空(N)档以外的前进档(行车(D)档、1速档、2速档等)被选择的状态进行连接。在连接了离合器13的状态下，发动机10的转矩通过曲柄轴6传递给驱动轮15。
电子控制装置(ECU)16具备微型计算机而构成，根据从外部获取的各种信息，控制发动机10的输出，或控制ISG11的输出。另外，所谓各种信息是指由车速传感器(相当于车速检测部)17检测出的车辆速度(车速)或由旋转速度传感器18检测的发动机10的转速等。
本实施方式中，ECU16相当于实施条件判定部、怠速行驶部、再启动条件判定部、推动部、启动部、双重启动部、强制启动部以及变速控制部。
在具备这种构造的车辆100中，设想在高速行驶时停止发动机10，并转移至怠速行驶状态的情况(怠速停止滑行)。此时，要求可靠地实施发动机10的再启动。但是，实施过去的技术的情况下(例如由启动器再启动的情况下)，发动机10的再启动可能会失败。
对此，在本实施方式中，由ECU16实行后述图2的发动机10的再启动控制。由此，在发生发动机10的再启动要求时，通过使用由车辆已具有的动能所产生的转矩进行发动机10的再启动(推动)、和使用由ISG11输出的转矩进行发动机10的再启动，从而能尝试以双重方式进行发动机10的再启动。
以下，说明ECU16所执行的图2中发动机10的再启动控制的控制内容。图2所示发动机10的再启动控制由ECU16在ECU16的电源导通期间以规定周期重复执行。
本控制启动后，首先在步骤100，判定是否满足怠速停止滑行之后的实施许可条件。所谓实施许可条件，由例如环境条件、车辆条件、电源条件、发动机条件、驾驶员操作条件构成。更具体而言，
环境条件中，包含室外气温在规定范围，且大气压在规定范围内。
车辆条件中，包含车速ve在规定范围内(例如40～120km/h)，路面坡度(倾斜)在规定范围内，电负载的驱动量在规定值以下，制动负压比规定负压大，且没有其他来自ECU等的禁止要求。
电源条件中，包含电池容量在规定范围内，未在发电(怠速行驶中产生发电要求的情况除外)，且没有来自电源***的禁止要求。
发动机条件中，包含发动机冷却水的温度在规定范围内，变速箱油温在规定范围内。
驾驶员操作条件中，加速油门松开，刹车松开，换档杆位置在D档。
判定不满足上述实施许可条件时(S100：否)，其结果是，不允许实施怠速停止滑行，结束本控制。判定满足上述实施许可条件时(S100：是)，进入步骤110，使车辆实施怠速停止滑行。另外，所谓怠速停止滑行，指的是停止向发动机10的燃料供给，同时通过使离合器13断开，使车辆怠速行驶的状态。
步骤120中，判定是否有发动机10的再启动要求。本实施方式中，例如踩下油门踏板的操作量即油门操作量Acc大于规定操作量Acc0时，判定发生了再启动要求。判定未发生发动机10的再启动要求时(S120：否)，重复步骤120的判定，直到发生发动机10的再启动要求。判定发生发动机10的再启动要求时(S120：是)，进入步骤130。
步骤130中，驱动ISG11，在利用由此产生的转矩使发动机10旋转的状态下，通过实施燃料的燃烧尝试发动机10的启动。此时，车辆断开离合器13，维持怠速行驶状态。
步骤140中，判定发动机10的启动是否成功。本实施方式中，例如旋转速度传感器18检测出的发动机10的转速超出阈值α而变高时，判定发动机10的启动成功。另外，阈值α被设定为发动机10成功启动时最低限度上升的发动机转速。判定发动机10的启动成功时(S140：是)，连接离合器13结束本控制。判定发动机10的启动未成功时(S140：否)，进入步骤150。
步骤150中，由车速传感器17检测出车速ve。然后在步骤160中判定由车速传感器17检测出的车速ve是否高于规定速度ve0(例如20km/h)。规定速度ve0被设定为能以推动的方式实施发动机10的再启动的车速。判定车速ve高于规定速度ve0时(S160：是)，进入步骤170。
步骤170中，连接离合器13，实施推动方式的发动机10的再启动。具体而言，通过连接离合器13，怠速行驶的驱动轮15的旋转通过自动变速机14、离合器13以及转矩转换器12传递至曲柄轴6，使发动机10旋转。由此，通过在发动机10旋转的状态下使燃料燃烧，从而实施发动机10的启动。然后，本控制结束。
判定车速ve未高于规定速度ve0时(S160：否)，进入步骤180。步骤180中，由于车速ve低，仅靠从驱动轮15传递的旋转无法充分提升发动机10的转速，在由驱动轮15传递的旋转之外，再通过ISG11的输出提升发动机10的转速。该状态下，进入步骤170，实施推动方式的发动机10的再启动。然后，本控制结束。
根据上述构造，本实施方式所涉及的ECU16能发挥以下效果。
怠速行驶时实施发动机10的再启动时，以两个结构尝试再启动。一个是由ISG11提升发动机10的转速后，再次开始向发动机10供给燃料从而进行启动。另一个是连接离合器13，由怠速行驶产生的驱动力提升发动机10的转速后，再次开始向发动机10的燃料供给进行启动(推动)。这样的构造中，判定有发动机10的再启动要求时，首先由ISG11尝试发动机10的再启动，发动机10未再启动时以推动的方式使发动机10再启动。像这样，通过尝试以双重方式进行发动机10的再启动，能更加可靠地进行发动机10的再启动。
本实施方式中，有发动机10的再启动要求时，首先由ISG11尝试发动机10的再启动。此时只要能再启动发动机10，就不会因为在实施推动时发生的减速变化而产生的冲击等，从而驾驶员在行驶中不会有不适感。
由车速传感器17检测出的车速ve高于规定速度ve0时，尝试在没有ISG11的驱动辅助的状态下通过推动方式进行的发动机10的启动。由此，能尝试仅由怠速行驶产生的驱动力启动发动机10。由车速传感器17检测出的车速ve低于规定速度ve0时，尝试在ISG11提供驱动辅助的同时通过推动方式进行的发动机10的启动。车速ve低于规定速度ve0时，如果尝试仅由怠速行驶产生的驱动力通过推动方式启动发动机10，则可能无法充分提升发动机10的转速而导致启动失败。因而，车速ve低于规定速度ve0时，通过由ISG11辅助发动机10驱动，能够更可靠地实施推动方式的发动机10的再启动。另外，通过由ISG11辅助发动机10的驱动，可以缓和因为在实施推动时发生的减速变化而产生的冲击等，能抑制驾驶性能变差。
另外，能将上述实施方式如下所述加以变更来实施。
上述实施方式中，为了实施怠速停止滑行，使离合器13断开。对此，亦可通过断开例如在转矩转换器13内的闭锁离合器，从而实施怠速停止滑行。
规定速度ve0被设定为能以推动的方式实施发动机10的再启动的车速。对此，规定速度ve0亦可不限于上述设定，可设定为例如能够上升至作为启动发动机10所需的转速的规定转速的车速。另外，也可通过变更自动变速机14的变速比，来变更该规定速度ve0。
上述实施方式中，在有发动机10的再启动要求时，首先利用ISG11尝试发动机10的再启动，发动机10未再启动时以推动的方式使发动机10再启动。对此，亦可首先通过推动方式使发动机10再启动，发动机10没有再启动时，由ISG11尝试发动机10的再启动。通过首先利用推动方式尝试发动机10的再启动，此时如果能再启动发动机10，则可以不使用ISG11。因而，与首先利用ISG11尝试发动机10的再启动时相比能抑制功耗，进而节约燃料消耗量。
图2的步骤130中，由ISG11再启动发动机10失败后，进入下一个步骤。对此，也可尝试多次由ISG11实施的发动机10的再启动。另外，步骤170也同样，可尝试多次由推动方式实施的发动机10的再启动。
关于图2的步骤，也可删除步骤150、步骤160以及步骤180。此时，车速ve较低时，即使要通过推动方式再启动发动机10，也无法充分提升发动机10的转速，可能会导致发动机10的再启动失败。因而，实施本其他例时，根据车速ve来变更自动变速机14的当前变速比，使得发动机10的转速高于规定转速(启动发动机10所需的转速)，该情况下，能更可靠地提升发动机10的转速。
关于本其他例，如果即使增大自动变速机14的变速比，发动机10的转速也无法高于规定转速时，利用ISG11的输出来辅助发动机10的转速。由此，与图2中记载的控制相比较，能抑制ISG11的输出、抑制耗电量。
图3修改了图2的部分步骤。即，相当于步骤150的步骤250和相当于步骤160的步骤260移动到了相当于步骤110的步骤210和相当于步骤120的步骤320之间。然后，在步骤260为否时，***了步骤270～步骤290，替代步骤180。
以下说明在步骤260中判定为由车速传感器17检测出的车速ve不高于规定速度ve0时(S260：否)时的控制。
在判定车速ve不高于规定速度ve0时(S260：否)，进入步骤270。步骤270中，因为车速ve不高于规定速度ve0，因此不能以双重方式尝试发动机10的再启动，而实施发动机10的强制启动。
步骤280中，驱动ISG11，在利用由此产生的转矩使曲柄轴6旋转的状态下，通过实施燃料的燃烧来实施发动机10的启动。然后，步骤290中，通过维持离合器13断开的状态，在发动机10已驱动的状态(怠速状态)下继续怠速行驶(怠速滑行)。然后，本控制结束。
关于以外的步骤，图3中各步骤200、210、250、260、320、330、340以及370的处理分别与图2的各步骤100、110、120、130、140、150、160以及170的处理相同。
由此，即使车速ve低于规定速度ve0，仍通过启动发动机10，就能解决发动机10的再启动的相关问题，且能以发动机10启动的状态维持车辆的怠速行驶状态。
本发明虽然依据实施例进行说明，但应当理解为本发明并不限定于该实施例和结构。本发明还包含各种变形例和均等范围内的变形。此外，各种组合、实施方式，进而在此基础上包含一个或更多要素、或包含更少要素的其他组合或实施方式也属于本发明的范畴和思想范围。

Claims (6)

1.一种再启动控制装置(16)，适用于车辆(100)，该车辆(100)具备：
内燃机(10)；
电动机(11)，该电动机(11)连接于所述内燃机的输出轴(6)，通过将转矩施加于所述输出轴来提升所述内燃机的转速；
驱动轮(15)；以及
离合器装置(13)，该离合器装置(13)用于断开或连接所述内燃机的输出轴和所述驱动轮的动力传递，
所述再启动控制装置的特征在于，具备：
实施条件判定部，该实施条件判定部判定所述车辆实施怠速行驶的实施条件的成立；
怠速行驶部，该怠速行驶部在由所述实施条件判定部判定所述实施条件成立时，停止向所述内燃机供应燃料，并且使所述离合器装置成为断开状态，使所述车辆怠速行驶；
再启动条件判定部，该再启动条件判定部在所述怠速行驶中，判定进行所述内燃机的再启动的再启动条件成立；
推动部，该推动部使所述离合器装置成为连接状态，利用由所述怠速行驶产生的驱动力提升所述内燃机的转速后，重新开始向所述内燃机进行燃料供给以进行启动；
启动部，该启动部在由所述电动机提升所述内燃机的转速后，重新开始向所述内燃机进行燃料供给以进行启动，以及
双重启动部，该双重启动部在由所述再启动条件判定部判定所述再启动条件成立时，由所述推动部以及所述启动部的一方启动所述内燃机，在所述内燃机未被启动时，由另一方启动所述内燃机。
2.如权利要求1所述的再启动控制装置，其特征在于，
所述车辆具备车速检测部(17)，该车速检测部(17)检测所述车辆的速度即车速，
由所述车速检测部检测出的车速高于规定速度时，所述推动部在没有所述电动机的驱动辅助下尝试启动所述内燃机，另一方面，由所述车速检测部检测出的车速低于规定速度时，所述推动部在由所述电动机辅助所述内燃机的驱动的同时尝试进行启动。
3.如权利要求1或2所述的再启动控制装置，其特征在于，
所述车辆具备：
车速检测部(17)，该车速检测部(17)检测所述车辆的速度即车速；
自动变速装置(14)，该自动变速装置(14)变更所述内燃机的输出轴的转速和所述驱动轮的转速的变速比；
所述再启动控制装置具备控制所述自动变速装置的变速比的变速控制部，
所述推动部在由所述变速控制部根据所述车速检测部所检测出的所述车速来变更变速比以使得所述内燃机的转速变高且超过规定转速的状态下，进行再启动。
4.如权利要求1至3中任一项所述的再启动控制装置，其特征在于，
具有强制启动部，该强制启动部在所述车辆进行所述怠速行驶时，如果车速低于能够使所述推动部执行再启动的阈值时，强制由所述启动部使内燃机再启动。
5.如权利要求1至4中任一项所述的再启动控制装置，其特征在于，
所述双重启动部首先利用所述启动部启动所述内燃机，而所述内燃机未启动时，利用所述推动部启动所述内燃机。
6.如权利要求1至4中任一项所述的再启动控制装置，其特征在于，
所述双重启动部首先利用所述推动部启动所述内燃机，而所述内燃机未启动时，利用所述启动部启动所述内燃机。
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