JP2005155399A - Automobile and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To automatically stop an internal combustion engine by more accurately estimating intention of a driver. <P>SOLUTION: When automatic stop conditions of an engine are satisfied, stand-by time Tstop is established to get smaller as brake pressure Pb increases and to get smaller as vehicle deceleration ΔV increases (step S150). The engine is automatically stopped after established stand-by time Tstop passes (step S170). Consequently, the engine 22 can be automatically stopped at same timing without big difference even if a vehicle is traveling on a slope or a flat surface. Consequently, irrespective of traveling road, intention of the driver is more accurately estimated and the engine can be automatically stopped. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automobile and a control method therefor, and more particularly, automatically stops an internal combustion engine that is operating when an automatic stop condition is satisfied, and automatically starts an internal combustion engine that is automatically stopped when an automatic start condition is satisfied. The present invention relates to an automobile and a control method thereof.

2. Description of the Related Art Conventionally, as this type of automobile, an automobile that controls the automatic stop of an engine in accordance with a brake depression state has been proposed (see, for example, Patent Document 1). In this automobile, the engine is automatically stopped when the brake depression amount is larger than a first predetermined value, but when the brake depression speed is larger than the predetermined speed, the engine automatic stop is prohibited. As a result, reacceleration immediately after sudden braking can be performed quickly.
JP 2002-221559 A

  However, the above-described automobile tries to predict the driver's intention to reaccelerate based on the brake depression state, but the driver's intention to reaccelerate may not be accurately predicted only by the brake depression state. Considering the case of stopping on the same way when going down the hill, if you are going down the hill, you must step on the brake more strongly than on a flat road. Therefore, re-acceleration is predicted as the driver's intention, and when going up a slope, the brakes tend to be depressed more slowly than on a flat road. As a result, re-acceleration will not be predicted.

  The object of the present invention is to automatically stop the internal combustion engine by more accurately estimating the driver's intention.

  In order to achieve at least a part of the above-mentioned object, the name of the present invention adopts the following means.

The automobile of the present invention
An automobile that automatically stops the internal combustion engine that is operating when the automatic stop condition is satisfied and automatically starts the internal combustion engine that is automatically stopped when the automatic start condition is satisfied;
Deceleration-related state detection means for detecting a deceleration-related state related to actual deceleration of the vehicle when decelerating in response to a driver's deceleration request operation;
Automatic stop degree setting means for setting an automatic stop degree as a degree of ease of automatically stopping the internal combustion engine based on the detected deceleration-related state;
Automatic stop control means for controlling the internal combustion engine to automatically stop the internal combustion engine based on the set automatic stop degree when the automatic stop condition is satisfied;
It is a summary to provide.

  In the automobile of the present invention, a deceleration related state related to the actual deceleration of the vehicle when decelerating in response to a driver's deceleration request operation is detected, and the internal combustion engine is automatically stopped based on the detected deceleration related state. An automatic stop degree is set as a degree of ease, and when the automatic stop condition is satisfied, the internal combustion engine is controlled to automatically stop based on the set automatic stop degree. That is, the internal combustion engine is automatically stopped by the ease of automatic stop according to the state related to the actual deceleration of the vehicle. As a result, the intention of the driver can be estimated more accurately and the internal combustion engine can be automatically stopped.

  In such an automobile of the present invention, the automatic stop degree setting means may be means for setting a time from when the automatic stop condition is established until the internal combustion engine is automatically stopped as the automatic stop degree. it can. The shorter the time from when the automatic stop condition is satisfied until the internal combustion engine is automatically stopped, the easier it is to automatically stop the internal combustion engine. By setting this time, the degree of automatic stop can be set.

  In the automobile of the present invention, the deceleration related state detection means may be means for detecting the degree of braking operation by the driver and the deceleration of the vehicle being decelerated as the deceleration related state. In this way, the degree of automatic stop of the internal combustion engine can be adjusted based on the brake operation degree and the deceleration. In this case, the automatic stop degree setting means may be a means for setting the automatic stop degree so that the internal combustion engine tends to automatically stop as the detected deceleration increases. It may be a means for setting the degree of automatic stop so that the detected degree of brake operation is larger and the internal combustion engine tends to be automatically stopped. Since the vehicle deceleration and the degree of brake operation reflect the driver's intention to stop as soon as possible, it can be assumed that the intention of reacceleration is weak in this case. As a result, the intention of the driver can be estimated more accurately and the internal combustion engine can be automatically stopped. The brake pedal force can be considered as the degree of brake operation. Further, in the automobile of the present invention of these aspects, the automatic stop degree setting means is means for setting prohibition of automatic stop as the automatic stop degree when the deceleration is less than a predetermined deceleration. You can also. It is based on determining that there is an intention to re-accelerate when the deceleration is small.

  Furthermore, in the automobile of the present invention, the deceleration-related state detection means is means for detecting the degree of brake operation by the driver and the road surface gradient on which the vehicle being decelerated is traveling as the deceleration-related state. You can also. In this way, the degree of automatic stop of the internal combustion engine can be adjusted based on the degree of brake operation and the road surface gradient. In this case, the automatic stop degree setting means sets the automatic stop degree so that the internal combustion engine tends to automatically stop as the upward gradient increases when the detected road gradient is an upward gradient, and the detected When the road surface gradient is a downward gradient, the greater the downward gradient, the more likely the internal combustion engine is to set the automatic stop degree in a tendency that the automatic stop is difficult, and the detected brake operation degree is large. It may be a means for setting the degree of automatic stop so that the internal combustion engine tends to automatically stop. When the slope is uphill, the greater the slope, the smaller the deceleration can be stopped even with a slight brake operation. When the slope is downhill, the greater the slope, the smaller the deceleration even with a larger brake operation, and the more difficult it is to stop. In addition, since the greater the brake operation degree, the greater the driver's intention to stop as soon as possible is reflected. In this case, it can be assumed that the intention of reacceleration is weak. Therefore, the internal combustion engine can be automatically stopped by more accurately estimating the driver's intention by considering the road surface gradient and the degree of brake operation. The brake pedal force can be considered as the degree of brake operation. Further, in the automobile of the present invention of these aspects, the automatic stop degree setting means is means for setting prohibition of automatic stop as the automatic stop degree when the deceleration is less than a predetermined deceleration. You can also. It is based on determining that there is an intention to re-accelerate when the deceleration is small.

The method for controlling an automobile of the present invention includes:
A method of controlling an automobile that automatically stops an internal combustion engine that is operating when an automatic stop condition is satisfied and automatically starts an internal combustion engine that is automatically stopped when an automatic start condition is satisfied,
Detects a deceleration-related state related to the actual deceleration of the vehicle when decelerating in response to the driver's deceleration request operation,
Setting an automatic stop degree as a degree of ease of automatically stopping the internal combustion engine based on the detected deceleration-related state;
The gist is to control the internal combustion engine to automatically stop the internal combustion engine based on the set automatic stop degree when the automatic stop condition is satisfied.

  According to the automobile control method of the present invention, a deceleration-related state related to actual deceleration of the vehicle when decelerating in response to a driver's deceleration request operation is detected, and an internal combustion engine is detected based on the detected deceleration-related state. The automatic stop degree is set as the degree of ease of automatic stop, and when the automatic stop condition is satisfied, the internal combustion engine is controlled to automatically stop based on the set automatic stop degree, that is, the vehicle Since the internal combustion engine is automatically stopped according to the ease of automatic stop according to the state related to the actual deceleration of the vehicle, the intention of the driver can be estimated more accurately and the internal combustion engine can be automatically stopped.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment is output to an engine 22 driven by gasoline, an engine electronic control unit (hereinafter referred to as engine ECU) 24 for controlling the engine 22, and a crankshaft 26 from the engine 22, as shown in the figure. An automatic transmission 28 for shifting the power transmitted to the drive wheels 34a and 34b via the differential gear 32, an electronic control unit for automatic transmission (hereinafter referred to as ATTEC) 30 for controlling the shift of the automatic transmission 28, an engine A motor generator 36 for exchanging power with the crankshaft 26, a battery 40 for exchanging power via the motor generator 36 and an inverter 38, and an engine 2 starting and stopping, and a hybrid electronic control unit 50 that controls the driving of the motor generator 36.

  The motor generator 36 is configured as, for example, a synchronous motor generator that is driven as a motor and also as a generator, and a motor pulley 46 attached to the rotating shaft of the motor generator 36 is connected to the crankshaft 26 of the engine 22 with a clutch 42. Is connected to an engine-side pulley 44 connected via a belt 48. Therefore, the motor generator 36 can generate power using the power output from the engine 22 to the crankshaft 26 to charge the battery 40, or can output power to the crankshaft 26 using the power from the battery 40.

  The hybrid electronic control unit 50 is composed of a microprocessor centered on a CPU. Although not shown, the hybrid electronic control unit 50 includes a ROM for storing processing programs and data in addition to the CPU, a RAM for temporarily storing data, and an input / output port. , Equipped with a communication port. The hybrid electronic control unit 50 includes a motor speed and a motor temperature from a rotation speed sensor and a temperature sensor (not shown) attached to the motor generator 36, and a motor generator 36 from a current sensor (not shown) installed in the inverter 38. Phase current, battery temperature from a temperature sensor (not shown) attached to the battery 40, terminal voltage or charge / discharge current from a voltage sensor or current sensor (not shown) attached in the vicinity of the output terminal of the battery 40, shift lever 52 The shift position SP from the shift position sensor 53 for detecting the operation position, the accelerator opening Acc from the accelerator pedal position sensor 55 for detecting the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 54, and the depression of the brake pedal 56 are detected. To The brake switch signal SWB from the brake switch 57, the brake pressure Pb from the brake pressure sensor 59 for detecting the brake pressure Pb generated in the brake master cylinder 58 when the brake pedal 56 is depressed, the vehicle speed V from the vehicle speed sensor 60, etc. are input via the input port. From the hybrid electronic control unit 50, a drive signal to the starter motor 23 for cranking the crankshaft 26 of the engine 22 and a switching control signal to the inverter 38 for driving and controlling the motor generator 36, A drive signal to the clutch 42 is output via the output port. Further, the hybrid electronic control unit 50 is connected to the engine ECU 24 and the ATECU 30 via a communication port, and receives data related to the state of the engine 22 from the engine ECU 24 and data related to the state of the automatic transmission 28 from the ATECU 30 as necessary. The control signal is transmitted to the engine ECU 24 and the ATECU 30 as well as being received. Here, the data relating to the state of the engine 22 includes data relating to the completion of learning of control values during idle rotation executed by the engine ECU 24 and the presence / absence of a learning history, in addition to the coolant temperature and the engine speed. .

  In the hybrid vehicle 20 of the embodiment configured in this way, basically, the engine speed Ne is in the brake-on state where the accelerator pedal 54 is not depressed and the brake pedal is depressed when the accelerator pedal 54 is idled. The engine 22 is automatically stopped when a predetermined stop condition such as a predetermined rotational speed or less is satisfied, and the engine 22 is operated by the motor generator 36 when a predetermined start condition such as brake-off or accelerator-on is satisfied. Idle stop control is performed in which is automatically started. Hereinafter, the operation at the time of automatic stop of the engine 22 in such idle stop control will be described.

  FIG. 2 is a flowchart showing an example of an automatic stop processing routine executed by the hybrid electronic control unit 50. This routine is executed when the engine 22 is operating. When the automatic stop processing routine is executed, the hybrid electronic control unit 50 detects the brake pressure Pb from the brake pressure sensor 59, the vehicle speed V from the vehicle speed sensor 60, the brake switch signal SWB from the brake switch 57, the accelerator pedal position sensor. Data necessary for processing such as the accelerator opening Acc from 55 and the shift position SP from the shift position sensor 53 are input (step S100), and it is determined whether or not an automatic stop condition for automatically stopping the engine 22 is satisfied (step S100). Step S110). As described above, as the automatic stop condition, the vehicle speed V is 0, the accelerator is turned off, the brake is turned on, and the engine speed Ne is equal to or lower than a predetermined speed. When the automatic stop condition is not satisfied, the process of step S100 for inputting data and the process of step S110 for determining the automatic stop condition are repeated until the automatic stop condition is satisfied.

  When the automatic stop condition is satisfied, the input brake pressure Pb is compared with the threshold value Pref (step S120). Here, the threshold value Pref is set as a pressure slightly higher than the brake pressure required when the vehicle is temporarily stopped due to traffic jams, that is, a pressure slightly higher than the pressure at which the crepe torque can be suppressed. It can be determined by the performance and the weight of the hybrid vehicle 20. When the brake pressure Pb is less than the threshold value Pref, it is determined that the vehicle will start immediately after simply stopping, the automatic stop of the engine 22 is prohibited (step S180), and the process ends.

  When the brake pressure Pb is equal to or higher than the threshold value Pref, the vehicle deceleration ΔV is calculated based on the time change of the vehicle speed V (step S130). The deceleration ΔV can be calculated, for example, by dividing the difference between the vehicle speed V input a predetermined time ago and the vehicle speed V (value 0) input again a predetermined time. Then, the calculated deceleration ΔV is compared with the threshold value Vref (step S140). Here, the threshold value Vref is set as a deceleration slightly larger than the deceleration when the vehicle is temporarily stopped temporarily due to a traffic jam or the like. When the deceleration ΔV is less than the threshold value Vref, it is determined that the vehicle will start immediately after being merely temporarily stopped, the automatic stop of the engine 22 is prohibited (step S180), and the process is terminated.

  When the deceleration ΔV is equal to or greater than the threshold value Vref, the standby time Tstop is set based on the brake pressure Pb and the deceleration ΔV (step S150). Here, the standby time Tstop is the time from when the automatic stop condition is satisfied until the engine 22 is actually automatically stopped. In the embodiment, for the standby time Tstop, the relationship among the brake pressure Pb, the deceleration ΔV, and the standby time Tstop is preset and stored as a standby time setting map, and the brake pressure Pb and the deceleration ΔV are given. The corresponding waiting time Tstop is derived from the map and set. In the embodiment, the relationship between the brake pressure Pb and the standby time Tstop is considered to be such that the greater the brake pressure Pb, the stronger the driver's intention to stop and the weaker the intention to restart, and the greater the brake pressure Pb. The standby time Tstop is set so as to become smaller. An example of this relationship is shown in FIG. Further, in the embodiment, the relationship between the deceleration ΔV and the waiting time Tstop is considered to be that the greater the deceleration ΔV, the more likely the driver is to stop and the weaker the intention to restart. The standby time Tstop is set so as to decrease as the value increases. An example of this relationship is shown in FIG. Therefore, the standby time Tstop is set to tend to decrease as the brake pressure Pb increases, and to decrease as the deceleration ΔV increases.

  When the standby time Tstop is set in this way, the system waits for the set standby time Tstop to elapse (step S160), outputs an instruction to automatically stop the engine 22 to the engine ECU 24 (step S170), and ends the process.

  Now, consider a case where the driver stops the vehicle so as to stop normally when the driver depresses the brake pedal 56 and travels on a flat road while the vehicle is traveling on an uphill slope. At this time, the depression of the brake pedal 56 by the driver is smaller than when the vehicle is traveling on a flat road because the vehicle is traveling on an ascending slope. Since the depression of the brake pedal 56 appears as the brake pressure Pb, the brake pressure Pb is smaller when traveling on an uphill slope and stopping when it is flat. If the standby time Tstop is set based only on the brake pressure Pb, the brake pressure Pb becomes a small value when the vehicle is stopped while traveling on an uphill slope, so the standby time Tstop is set longer and the engine 22 is stopped. It will be difficult to stop automatically. On the other hand, since the vehicle deceleration ΔV stops in the same manner as when traveling on a flat road, the vehicle deceleration ΔV is the same as that on a flat road when traveling on an uphill slope. For this reason, if the standby time Tstop is set based only on the deceleration ΔV, the same value is obtained when the vehicle stops on the uphill slope or the vehicle stops on the flat road. Since it is set to Tstop, the automatic stop of the engine 22 is performed at the same timing. Therefore, in the embodiment in which the standby time Tstop is set based on the brake pressure Pb and the deceleration ΔV, when the vehicle stops on an uphill slope, the vehicle stops on a flat road. Since the brake pressure Pb has a small value but the deceleration ΔV has the same value, the standby time Tstop is set to be slightly longer than that on a flat road. On the other hand, let us consider a case where the driver depresses the brake pedal 56 when the vehicle is traveling on a downhill slope, and the vehicle is stopped so as to stop normally when traveling on a flat road. At this time, when the driver depresses the brake pedal 56, the brake pressure Pb is larger than that on a flat road, contrary to when the vehicle is traveling uphill. Therefore, if the standby time Tstop is set based only on the brake pressure Pb, the standby time Tstop is set short, and the engine 22 is likely to be automatically stopped. On the other hand, the deceleration ΔV of the vehicle is the same value as in the case of a flat road in the same manner as when traveling on an uphill slope. For this reason, if the standby time Tstop is set based only on the deceleration ΔV, the same value as in the case of a flat road is set as the standby time Tstop, and the automatic stop of the engine 22 is also performed at the same timing. Therefore, in the embodiment in which the standby time Tstop is set based on the brake pressure Pb and the deceleration ΔV, when the vehicle stops on a downhill slope, it compares with when the vehicle stops on a flat road. Since the brake pressure Pb has a large value but the deceleration ΔV has the same value, the standby time Tstop is set to be slightly shorter than that on a flat road. In this way, by setting the standby time Tstop in consideration of not only the brake pressure Pb but also the deceleration ΔV of the vehicle, even if the vehicle travels on an uphill slope and stops, the downhill slope is reversed. Even when the vehicle is running and stopped, the timing at which the engine 22 is automatically stopped can be changed significantly compared to when the vehicle is running on a flat road and stopped.

  According to the hybrid vehicle 20 of the embodiment described above, the standby time Tstop until the engine 22 is automatically stopped after the automatic stop condition of the engine 22 is set based on the brake pressure Pb and the vehicle deceleration ΔV is set. By doing so, the engine 22 can be automatically stopped at the same timing without significant change regardless of whether the vehicle is traveling on a slope or a flat road. Therefore, the engine 22 can be automatically stopped by estimating the driver's intention more accurately regardless of the travel path. As a result, the engine 22 can be automatically stopped more appropriately and unnecessary automatic stop of the engine 22 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the relationship between the brake pressure Pb and the standby time Tstop and the relationship between the deceleration ΔV and the standby time Tstop are linear as shown in FIGS. 3 and 4, but the brake pressure Pb Since it is sufficient that the waiting time Tstop has a tendency to decrease as the value increases, it may be a curvilinear relationship or a stepwise relationship.

  In the hybrid vehicle 20 of the embodiment, the standby time Tstop is set based on the brake pressure Pb and the deceleration ΔV. However, other elements other than the brake pressure Pb and the deceleration ΔV, for example, the vehicle travels in an urban area. The waiting time Tstop may be set based on area factors such as whether the vehicle is traveling or traveling in the suburbs, and environmental factors such as temperature.

  In the hybrid vehicle 20 of the embodiment, the standby time Tstop is set based on the brake pressure Pb and the deceleration ΔV, but the standby time Tstop may be set only based on the deceleration ΔV. Alternatively, the standby time Tstop may be set using the road surface gradient θ instead of the deceleration ΔV. In this case, the automatic stop processing routine of FIG. 5 may be executed instead of the automatic stop processing routine of FIG. In the automatic stop processing routine of FIG. 5, data is input as in the routine of FIG. 2 to determine whether the automatic stop condition is satisfied (steps S200 and S210), and the brake pressure Pb is compared with the threshold value Pref. (Step S220). When the brake pressure Pb is greater than or equal to the threshold value Pref, the road surface gradient θ is input (step S230), and the standby time Tstop is set based on the brake pressure Pb and the input road surface gradient θ (step S240). Here, the road surface gradient θ can be calculated based on a signal from a sensor that detects the inclination (inclination) of the vehicle (not shown). Further, the relationship between the road surface gradient θ and the standby time Tstop corrects that the brake pressure Pb decreases as the upward gradient with the road surface gradient θ equal to or greater than 0 decreases, and the standby time Tstop is set to increase accordingly. That is, the standby time Tstop is set so that the road surface gradient θ tends to decrease as the upward gradient with a value of 0 or more increases and the road surface gradient θ increases as the downward gradient with a value less than 0 increases. An example of this relationship is shown in FIG. Even in such a modified example, the engine 22 can be automatically stopped without significant change even when the vehicle is traveling on a slope or on a flat road. Therefore, the engine 22 can be automatically stopped by estimating the driver's intention more accurately regardless of the travel path. As a result, the engine 22 can be automatically stopped more appropriately and unnecessary automatic stop of the engine 22 can be suppressed.

  In the embodiment, the engine automatic stop process in the idle stop control according to the present invention has been applied to a hybrid vehicle. However, the motor generator 36 is not provided, and the present invention may be applied to a vehicle that travels using only the power of the engine. Further, the present invention may be applied to a hybrid vehicle having a configuration different from that of the hybrid vehicle 20 of the embodiment.

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of an automatic stop processing routine executed by the hybrid electronic control unit 50. It is explanatory drawing which shows an example of the relationship between brake pressure Pb and waiting time Tstop. It is explanatory drawing which shows an example of the relationship between deceleration (DELTA) V and waiting time Tstop. It is a flowchart which shows an example of the automatic stop process routine of a modification. It is explanatory drawing which shows an example of the relationship between road surface gradient (theta) and waiting time Tstop.

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 23 Starter Motor, 24 Engine Electronic Control Unit (Engine ECU), 26 Crankshaft, 28 Automatic Transmission, 30 Electronic Transmission Electronic Control Unit (ATECU), 32 Differential Gear, 34a, 34b Drive Wheel , 36 Motor generator, 38 Inverter, 40 Battery, 42 Clutch, 44 Engine pulley, 46 Motor pulley, 48 Belt, 50 Hybrid electronic control unit, 52 Shift lever, 53 Shift position sensor, 54 Accel pedal, 55 Accel pedal Position sensor, 56 brake pedal, 57 brake switch, 58 brake master cylinder, 59 brake pressure sensor Sa, 60 vehicle speed sensor.

Claims (11)

An automobile that automatically stops the internal combustion engine that is operating when the automatic stop condition is satisfied and automatically starts the internal combustion engine that is automatically stopped when the automatic start condition is satisfied;
Deceleration-related state detection means for detecting a deceleration-related state related to actual deceleration of the vehicle when decelerating in response to a driver's deceleration request operation;
Automatic stop degree setting means for setting an automatic stop degree as a degree of ease of automatically stopping the internal combustion engine based on the detected deceleration-related state;
Automatic stop control means for controlling the internal combustion engine to automatically stop the internal combustion engine based on the set automatic stop degree when the automatic stop condition is satisfied;
Automobile equipped with.   The automobile according to claim 1, wherein the automatic stop degree setting means is a means for setting a time from when the automatic stop condition is established until the internal combustion engine is automatically stopped as the automatic stop degree.   The automobile according to claim 1 or 2, wherein the deceleration-related state detection means is means for detecting the degree of braking operation by the driver and the deceleration of the vehicle being decelerated as the deceleration-related state.   4. The automobile according to claim 3, wherein the automatic stop degree setting means is a means for setting the automatic stop degree so that the internal combustion engine tends to automatically stop as the detected deceleration increases.   The automobile according to claim 3 or 4, wherein the automatic stop degree setting means is a means for setting prohibition of automatic stop as the automatic stop degree when the deceleration is less than a predetermined deceleration.   The automobile according to claim 1 or 2, wherein the deceleration-related state detection means is means for detecting, as the deceleration-related state, a degree of braking operation by a driver and a road surface gradient on which a vehicle that is decelerating is traveling.   The automatic stop degree setting means sets the automatic stop degree in such a manner that when the detected road gradient is an upward gradient, the internal combustion engine tends to automatically stop as the upward gradient increases, and the detected road gradient is The automobile according to claim 6, which is means for setting the degree of automatic stop so that the internal combustion engine is less likely to be automatically stopped when the downward slope is larger.   The automobile according to any one of claims 3 to 7, wherein the automatic stop degree setting means is a means for setting the automatic stop degree so that the internal combustion engine tends to automatically stop as the detected brake operation degree is larger.   The automobile according to any one of claims 3 to 8, wherein the brake operation degree is a brake pedal force.   The automobile according to any one of claims 3 to 9, wherein the automatic stop degree setting means is means for setting prohibition of automatic stop as the automatic stop degree when the brake operation degree is less than a predetermined operation degree. A method of controlling an automobile that automatically stops an internal combustion engine that is operating when an automatic stop condition is satisfied and automatically starts an internal combustion engine that is automatically stopped when an automatic start condition is satisfied,
Detects a deceleration-related state related to the actual deceleration of the vehicle when decelerating in response to the driver's deceleration request operation,
Setting an automatic stop degree as a degree of ease of automatically stopping the internal combustion engine based on the detected deceleration-related state;
A control method for an automobile, which controls the internal combustion engine to automatically stop the internal combustion engine based on the set automatic stop degree when the automatic stop condition is satisfied.

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