JP2000110608A - Vehicle engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle engine control device which can reflect a driver's intention upon automatic stopping and resetting control and which can simply be manipulated. SOLUTION: A vehicle engine control device which can carry out automatic stopping and resetting control for automatic change-over between an operating condition and a stopping condition of an engine on the basis of a preset predetermined condition, includes a condition adding means (S44) for adding a road condition selected by an occupant to the condition of automatic stopping and resetting, and an engine control means (S45 to S49) for carrying out automatic stopping and resetting in accordance with the predetermined condition and the added road condition.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine control device capable of automatically changing an engine between an operating state and a stopped state based on predetermined conditions.

[0002]

2. Description of the Related Art In a vehicle equipped with an engine,
The fuel is burned inside the engine to generate heat energy, and the heat energy is converted into mechanical energy (power) to drive the vehicle. On the other hand, in recent years, for the purpose of saving fuel, reducing emissions, and reducing noise, the engine is automatically stopped based on predetermined stop conditions, and the engine is stopped from a stopped state based on predetermined return conditions. A control device capable of returning to an operation state has been proposed.

An example of such a control device is disclosed in Japanese Patent Application Laid-Open No.
No. 310629. The control device described in this publication is intended for a vehicle equipped with an automatic transmission, and automatically stops an engine in a state where a main switch is turned on and a traveling position of the automatic transmission is selected. As the conditions, the operation of the parking brake, the stop time of the vehicle, and the like are exemplified. On the other hand, examples of the engine restart condition include release of a parking brake, closing of a door for getting on and off, and the like.

With the above structure, the vehicle is started by automatically stopping or starting the engine automatically by simply opening and closing the door and operating the parking brake while keeping the shift lever in the running position. It is described that the operation can be simplified and the consumption of unnecessary fuel can be suppressed. If the main switch is turned off, the above-described automatic stop / return control of the engine is not performed.

[0005]

However, according to the control device described in the above-mentioned publication, when the main switch is turned on, the switching between the operation and the stop of the engine is performed based on preset conditions. Control is performed uniformly. Therefore, the engine is automatically stopped when a preset condition is satisfied. If it is not desired to stop the engine automatically, the main switch can be switched every time the road environment changes. Performing such switching operation of the main switch itself is troublesome and troublesome.

The present invention has been made in view of the above circumstances, and provides an engine control device for a vehicle that can reflect the intention of an occupant in automatic stop / return control of an engine and that is easy to operate. It is intended to be.

[0007]

In order to achieve the above object, the invention of claim 1 automatically turns the engine between an operating state and a stopped state based on predetermined conditions set in advance. In a vehicle engine control device capable of performing automatic stop / return control for automatically switching, as a condition for performing the automatic stop / return control of the engine, a road environment of a travel route selected by an occupant of the vehicle is added. And an engine control means for performing the automatic stop / return control based on the predetermined condition and the road environment of the travel route.

According to the first aspect of the present invention, the automatic stop / return control of the engine is performed under a predetermined condition set in advance.
This is performed based on the road environment selected by the occupant. For example, only when the predetermined condition is satisfied, the automatic stop / return control of the engine is not performed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the vehicle includes a road environment determining device capable of determining a road environment of the travel route. The road environment is added by an operation.

According to the second aspect of the invention, in addition to the operation of the first aspect, the road environment is determined by the road environment determining device, and the road environment is added by operating the road environment determining device. That is, the determination of the road environment and the additional operation of the road environment are performed by a single system.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, a current position determining means for determining a current position of the vehicle by a road environment determining device, and The vehicle further includes an arrival determining unit that determines whether the vehicle has reached the added road environment.

According to the third aspect of the invention, in addition to the operation of the second aspect, whether the vehicle has reached the added road environment based on the road environment and the current position determined by the road environment determination device. It is determined whether or not. Therefore, matching between the actual road environment of the traveling route of the vehicle and the added road environment is achieved.

According to a fourth aspect of the present invention, in addition to any one of the first to third aspects, the additional road environment is re-outputted and reset so that the occupant can recognize the added road environment. And a storage means for storing the road environment obtained.

According to the invention of claim 4, in addition to the function of any one of claims 1 to 3, the added road environment is
It is stored for the occupant to re-output and reset in a recognizable state. Therefore, once the road environment is additionally set, the same road environment is re-outputted and reset in a state where the occupant can recognize it.

[0015]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing an overall configuration of a vehicle to which the present invention is applied. An internal combustion engine such as a gasoline engine, a diesel engine, or an LPG engine is used as the engine 100 that is a power source of the vehicle. The engine 100 of this embodiment has a known structure including a fuel injection device, an intake / exhaust device, an ignition device, and the like.

An electronic throttle valve is provided in an intake pipe of the engine 100, and the opening of the electronic throttle valve is electrically controlled based on the amount of depression of an accelerator pedal and other conditions. Have been. A torque converter 101 and a gear transmission mechanism 102 are arranged on one transmission path of the torque output from engine 100. This gear transmission mechanism 102
Has a plurality of planetary gear mechanisms (not shown) and a plurality of frictional engagement devices (not shown) such as clutches and brakes. Further, a hydraulic control device 103 for controlling the hydraulic pressure acting on the lock-up clutch of the friction engagement device and the torque converter 101 is provided.

That is, the hydraulic control device 103 controls the setting or switching of the gear position in the gear transmission mechanism 102, the engagement / disengagement and slip control of the lock-up clutch, and the hydraulic pressure that supplies the hydraulic pressure to the piston that operates the friction engagement device. Control of the line pressure of the circuit, control of the engagement pressure of the friction engagement device, and the like are performed. The hydraulic control device 103 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the gear transmission mechanism 102 and a second shift solenoid valve for controlling an engine brake state. And a four solenoid valve S4.

Further, the hydraulic control device 103 includes a linear solenoid valve S for controlling the line pressure of the hydraulic circuit.
LT, a linear solenoid valve SLN for controlling the accumulator back pressure at the time of shifting of the gear transmission mechanism 102, and a linear solenoid valve SLU for controlling the engagement pressure of a lock-up clutch or a predetermined friction engagement device. It has. The automatic transmission AT is constituted mainly by the gear transmission mechanism 102 and the hydraulic control device 10.

In this embodiment, the automatic transmission AT is manually operated by a shift lever (not shown).
Can be selected. For example, each of the P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 position, 3 position, 2 position, and L (low) position can be selected. .

FIG. 3 is a schematic diagram showing a part of a hydraulic circuit corresponding to the forward clutch C1, which is one of the frictional engagement devices engaged when setting the forward speed of the automatic transmission AT. Oil pump 18 driven by engine 100
A primary regulator valve 181 is provided in the oil passage connected to zero. The primary regulator valve 181 is for adjusting the original pressure generated by the oil pump 180 to the line pressure PL. This primary regulator valve 181 is controlled by a linear solenoid valve SLT. Then, the line pressure PL adjusted by the primary regulator valve 181 is guided to the input port of the manual valve 182. The manual valve 182 is mechanically connected to the shift lever. When the forward position, for example, D position, 4 position, 3 position, or 2 position is selected by operating the shift lever, the input port and the output port of the manual valve 182 communicate with each other, and the line pressure PL increases. Clutch C
1 is supplied.

An oil passage 183 between the manual valve 182 and the forward clutch C1 is provided with a large orifice 184.
And a switching valve 185 are arranged in series. Switching valve 1
The opening and closing of 85 is controlled by a solenoid 186. The switching valve 185 selectively supplies or shuts off the line pressure PL supplied through the large orifice 184 to the forward clutch C1. The solenoid 186 is controlled by a transmission computer described later.

Further, the switching valve 185 is bypassed, and one end is connected between the forward clutch C1 and the switching valve 185, and the other end is connected to the large orifice 184 and the switching valve 185.
And an oil passage 187 connected between them. In this oil passage 187, a check ball 188 and a small orifice 189 are arranged in parallel with each other. The flow area of the small orifice 189 is set smaller than the flow area of the large orifice 184. When the switching valve 185 is closed, the oil that has passed through the large orifice 184 further reaches the forward clutch C1 via the small orifice 189. The check ball 188 has a function of reducing the amount of oil supplied to the forward clutch C1 via the oil passage 183 when the forward clutch C1 is engaged. In addition, the check ball 188 has a function of enlarging the oil circulation area when the forward clutch C1 is released and promoting the discharge of the oil supplied to the forward clutch C1.

On the other hand, an accumulator 191 is disposed via an orifice 190 in an oil passage 183 between the switching valve 185 and the forward clutch C1. The accumulator 191 includes a piston 192 and a spring 193. When the shift lever is switched from the N position to the D position to engage the forward clutch C1, the accumulator 191 and the orifice 190 supply the hydraulic pressure supplied to the forward clutch C1 with the spring 193 and the accumulator back for a predetermined time. This is for controlling to a predetermined hydraulic characteristic determined by the pressure (specifically, a characteristic that increases slowly).

Therefore, when the shift lever is switched from the N position to the D position to engage the forward clutch C1, it is possible to reduce a shock generated during the engagement of the forward clutch C1. The automatic transmission A
The hydraulic circuit corresponding to the reverse clutch (not shown) that is engaged when setting the reverse gear of T can be configured similarly to the hydraulic circuit of FIG.

FIG. 4 is an explanatory diagram showing the configuration of the other torque transmission path of engine 100. The driving device 106 includes a speed reducer 128, and the speed reducer 128 is connected to the engine 100 and the motor generator 107. As the motor generator 107, for example, an AC synchronous type is applied. Motor generator 10
7 includes a rotor (not shown) having a permanent magnet (not shown), and a stator (not shown) around which a coil (not shown) is wound. When a three-phase alternating current flows through the three-phase winding of the coil, a rotating magnetic field is generated, and torque is generated by controlling the rotating magnetic field according to the rotation position and the rotation speed of the rotor. The torque generated by motor generator 107 is substantially proportional to the magnitude of the current, and the rotation speed of motor generator 107 is controlled by the frequency of the alternating current.

The speed reducer 128 includes a ring gear 129 and a sun gear 130 arranged concentrically, and a plurality of pinion gears 131 meshed with the ring gear 129 and the sun gear 130. The plurality of pinion gears 131 are held by a carrier 132,
The rotating shaft 133 is connected to the carrier 132. Further, a rotary shaft 135 is provided concentrically with the crankshaft 134 of the engine 100, and a clutch 136 for connecting and disconnecting the rotary shaft 135 and the crankshaft 134 is provided.
Is provided. Then, the rotation shaft 135 and the rotation shaft 13
3 is provided with a chain 137 for mutually transmitting torque between the chain 137 and the chain 3. The rotating shaft 133 has a chain 13
8 and auxiliary equipment 139 such as a compressor for an air conditioner.
Is connected.

The motor generator 107 has an output shaft 140, and the sun gear 1 is connected to the output shaft 140.
30 is attached. Further, a brake 142 for stopping the rotation of the ring gear 129 is provided on a casing 141 of the driving device 106. Further, the output shaft 14
A one-way clutch 143 is arranged around 0,
The inner race of the one-way clutch 143 is connected to the output shaft 140, and the outer race of the one-way clutch 143 is connected to the ring gear 129. By the speed reducer 128 configured as described above, torque transmission or deceleration between the engine 100 and the motor generator 107 is performed. The one-way clutch 143 is configured to engage when torque output from the engine 100 is transmitted to the motor / generator 107.

The motor generator 107 has a function as a starter for starting the engine 100, a function as a generator (alternator) for generating power by the power of the engine 100, and the auxiliary machine 1 when the engine 100 is stopped.
39 is also provided.

When the motor generator 107 functions as a starter, the clutch 136 and the brake 142 are engaged, and the one-way clutch 143 is released. When the motor / generator 107 functions as an alternator, the clutch 136 and the one-way clutch 143 are engaged, and the brake 142 is released. Further, when the accessory 139 is driven by the motor generator 107, the brake 142 is engaged, and the clutch 136 and the one-way clutch 143 are released.

A battery 145 is connected to the motor / generator 107 via an inverter 144, and a controller 146 is connected to the motor / generator 107, the inverter 144 and the battery 145. The power output from engine 100 is input to motor generator 107 to generate electric power, and the electric energy can be charged to battery 145 via inverter 144.

The power output from motor generator 107 can be transmitted to engine 100 or accessory 139. Furthermore, when the motor / generator 107 functions as an electric motor, the battery 1
The DC voltage from 45 is converted into an AC voltage and supplied to the motor generator 107. Motor generator 10
When functioning as a generator, the induction voltage generated by the rotation of the rotor is converted into a DC voltage by the inverter 144 and the battery 145 is charged.

The controller 146 includes the battery 14
5 has a function of detecting or controlling the current value supplied to the motor generator 107 or the current value generated by the motor generator 107. Further, the controller 146 controls the motor generator 10
7 and a function of detecting and controlling a state of charge (SOC) of the battery 145.

The engine 100 has a water-cooled cooling device 100B as shown in FIG. The water-cooled cooling device 100B has a function of cooling the engine 100 and an automatic transmission fluid (hereinafter abbreviated as ATF), which is a working oil of the automatic transmission AT. The water-cooled cooling device 100B includes a water pump (not shown) driven by a crankshaft (not shown) of the engine 100, a water jacket (not shown) formed inside the engine body, a water pump, A radiator (not shown) connected to the water jacket. Then, the cooling water heated by the water jacket is transported to the radiator to be cooled, and the cooled water is transported again into the engine 100 by the water pump.

Further, a valve body (not shown) of the hydraulic control device 103 and a radiator are connected by an oil cooler tube (not shown). This oil cooler tube is for transporting ATF.
Then, on the automatic transmission AT side, the ATF heated by the heat generation of the torque converter 101 and the like is transported into the radiator by the oil cooler tube, cooled by the ATF cooler, and then returned to the automatic transmission AT side. It is configured to be.

FIG. 5 is a block diagram showing a control circuit of a vehicle to which the present invention is applied. Each of the engine computer (electronic control unit) 20 and the transmission computer (electronic control unit) 22 includes a central processing unit (CP).
U) and storage devices (RAM, ROM) and input
It is composed of a microcomputer mainly having an output interface. This engine computer 2
0 and the transmission computer 22 are configured so as to be able to communicate data with each other. Therefore, in FIG. 5, the engine computer 20 and the transmission computer 22 are illustrated as a single frame (block) for convenience. I have.

The engine computer 20 and the transmission computer 22 include an engine speed sensor 148.
Signal of the engine water temperature sensor 149, the signal of the ignition switch 150, the signal of the controller 146, the signal of the air conditioner switch 151, the signal of the gear transmission mechanism 10.
2, a signal from an input shaft speed sensor 152 for detecting the speed of the input shaft 111, a signal from an output shaft speed sensor (vehicle speed sensor) 153 for detecting the speed of the output shaft of the gear transmission mechanism 102, and the temperature of the ATF. A signal from the oil temperature sensor 154 to be detected, a signal from the shift position sensor 155 to detect the operation position of the shift lever, and the like are input.

The engine computer 20 and the transmission computer 22 have a signal of a parking brake switch 156 for detecting the driver's intention to stop, a signal of a foot brake switch 157 for detecting the driver's intention to decelerate or brake, an exhaust pipe. (Not shown), a signal from a catalyst temperature sensor 158 provided on the way, a signal from an accelerator opening sensor 160 indicating the amount of depression of an accelerator pedal, and a throttle opening sensor 161 for detecting the opening of an electronic throttle valve of the engine 100. Resolver 16 for detecting the number of rotations and rotation angle of motor generator 107
2, a signal from the overdrive set switch 163 for the automatic transmission AT, a signal from the intake air amount sensor 164, a signal from the intake air temperature sensor 164A, and a controller for controlling the starter 100A which is one of the starting devices of the engine 1. A 164B signal or the like is input.

From the engine computer 20, a signal for controlling the ignition device 165 of the engine 100, the engine 1
00, a signal for controlling the fuel injection device 166, a signal for controlling the controller 146, the clutch 1 of the driving device 106,
36 and a signal for controlling the brake 142, a signal for controlling the hydraulic control device 103, a control signal for the controller 164B, and an indicator 16 for outputting an automatic stop / return state of the engine 100 by a lamp or a buzzer.
7, a control signal for an actuator 168 for controlling the opening of the electronic throttle valve, and the like.

The control contents of the vehicle will be briefly described. When the ignition switch 150 is operated to the start position, the starter 100A or the motor / generator 1
The engine 100 is started by at least one of the powers 07. While the vehicle is running, the speed ratio of the automatic transmission AT is controlled based on a shift diagram (shift map) stored in the transmission computer 22. Further, the lock-up clutch is controlled based on the lock-up clutch control map stored in the transmission computer 22.

On the other hand, the battery 145 is controlled so that the charged amount is within a predetermined range. When the charged amount is reduced, the engine output is increased and a part of the output is transmitted to the motor generator 107. Control is performed to charge the battery 145 with the electric energy generated and generated.

Next, a description will be given of automatic stop / return control for automatically changing the engine 100 between a stop state and an operation state according to conditions other than the signal of the ignition switch 150. Here, the automatic stop / return control is basically performed based on predetermined conditions stored in advance in the engine computer 20 and the transmission computer 22 and various signals input to the engine computer 20 and the transmission computer 22. It is performed based on.

Here, the stop condition included in the predetermined condition is, for example, that the shift lever is in the N position or the D position.
Is operated to the position, the vehicle speed is zero, and
The case where the foot brake switch 157 is turned on, the accelerator pedal is turned off, and the charge amount of the battery 145 becomes equal to or more than a predetermined value is exemplified. Further, as the return condition included in the predetermined condition, a case where at least one of the above stop conditions is missing is exemplified.

Further, in this embodiment, even when the above-mentioned stop condition is satisfied, an additional condition for prohibiting the automatic stop of the engine 100 can be selected and additionally set by the driver's operation. The method for setting and canceling the automatic stop / return control of the engine 100 and the additional conditions will be described later.

By the way, during the automatic stop control of the engine 100, if the return condition is satisfied due to the depression of the accelerator pedal or the like, the engagement of the forward clutch C1 is not performed promptly, and the engine 100 may be in a state of being blown up. The forward clutch C1 is engaged, causing an engagement shock and a decrease in durability of the forward clutch C1, and the vehicle may be able to start easily.

That is, when the shift lever is set to the N position during the operation of the engine 100, the line pressure PL is applied to the input port of the manual valve 182, while the engine 10 is in the D position.
When the automatic stop control of 0 is performed, since the oil pump 180 is stopped, the time required for the hydraulic pressure to reach the piston for operating the forward clutch C1 during the automatic return of the engine 100 is manually increased. This is because a longer time is required than in the case of the shift.

Therefore, in order to quickly raise the hydraulic pressure supplied to the piston for operating the forward clutch C1 to a predetermined value, the following apply control or boost control as described below is performed to improve the startability of the vehicle. It is possible to improve.

Here, the description will be made focusing on the first apply control, and the boost control will be described later.
As described above, when the automatic return command of the engine 1 is output, the engine 100 is restarted and the rotation of the oil pump 180 is started. Then, the line pressure PL adjusted by the primary regulator valve 181 is supplied via a manual valve 182 to a piston that operates the forward clutch C1. Here, when the signal of the first apply control is output from the transmission computer 22 and the switching valve 185 is opened, the line pressure PL that has passed through the manual valve 182 passes through the large orifice 184 and then advances forward. It is supplied to the piston for the clutch C1.

When the switching valve 185 is closed immediately before the engagement of the forward clutch C1 is started, the line pressure PL passing through the large orifice 184 is reduced.
9 acts slowly on the forward clutch C1. Also,
At this stage, the hydraulic pressure supplied to the forward clutch C1 increases, and the oil passage 18 connected to the forward clutch C1 increases.
The hydraulic pressure of 3 moves the piston 192 upward in FIG. 3 against the spring 193. As a result, while the piston 192 is moving, the hydraulic pressure acting on the forward clutch C1 is controlled so as to be slowly increased, so that the forward clutch C1 can complete the engagement smoothly.

Next, the above-described boost control will be described. The boost control is to increase the pressure adjustment value of the primary regulator valve 181 by the function of the linear solenoid valve SLT to increase the line pressure PL.
Then, at the time of the automatic return of the engine 100, it is possible to employ at least one of the above-described first apply control and boost control.

Next, another system of the vehicle will be described. This vehicle is equipped with a multi-display system. This multi-display system,
Using one screen, it is possible to operate various functional devices mounted on the vehicle and to display an output (such as a television and a navigation). Therefore, the multi-display computer that controls the multi-display system includes:
Various functional devices are connected via a communication circuit.

FIG. 6 is a block diagram showing the overall configuration of a vehicle including a multi-display system. The multi-display computer 2 is connected to the multi-display 4. The multi-display 4 has a liquid crystal panel and operation switches around the panel. A switch frame is appropriately displayed on the liquid crystal panel, and a touch switch is set in the frame. Therefore, the liquid crystal panel functions not only as an output device for television images and the like, but also as an input device operated by a user. A video signal is sent from the multi-display computer 2 to the multi-display 4. Signals corresponding to various switch operations are input from the multi-display 4 to the multi-display computer 2.

The multi-display computer 2 is connected to devices for various types of vehicle interior equipment. That is,
The multi-display computer 2 is connected to an audio system 6 having an audio tuner, a TV tuner, a music DVD (digital video disc) device, an audio speaker, and the like. Further, an air conditioning system 8 for air conditioning inside the vehicle, a telephone computer 10 for controlling functions of a mobile phone such as a mobile phone, a GPS (global positioning system) for receiving signals from GPS satellites and detecting the current position of the vehicle on a traveling route. ) Device 12 is connected. The multi-display system has functions related to the navigation system,
That is, an operation function for setting a route to a destination,
It has a function of determining the road environment of the traveling route, a function of determining the current position of the vehicle on the traveling route, and a function of guiding information such as the traveling route and the current position by screen display or voice output.

Further, the multi-display computer 2 is connected to a map / characteristic instruction DVD device 14. The map / characteristics instruction DVD device 14 is capable of reading and writing data from the mounted DVD 16, and
In the area 16, map data obtained by the multi-display computer 2 using a car phone or the like, information on characteristic instructions for the functional devices described later, and the like are written. The DVD 16 stores electronic information on buildings around the road, public institutions, rivers, and the like, and also stores the road environment, such as railroad crossings, intersections, uphills, and private facilities (garages), as electronic information. .

The multi-display computer 2
Are connected to computers that control various functional devices related to the running of the vehicle. That is, the multi-display computer 2 includes an engine computer 20 for controlling the engine, a transmission computer 22 for controlling the automatic transmission, a transfer computer 24 for controlling the distribution of torque to each wheel, a differential computer 26, and locking of the wheels during braking. ABS computer 28 that controls the hydraulic pressure of wheel cylinders to prevent
A VSC (registered trademark) computer 30 for controlling the engine computer 20 and the ABS computer 28 to adjust the posture of the vehicle in a stable direction, a suspension computer 32 for controlling the characteristics of the suspension, a 4WD computer 34 for controlling the four-wheel drive system, A body computer 35 for controlling the position of the driver's seat is connected.

Further, as shown in the lower part of FIG. 6, information on various switch operations and output signals of sensors are input to the multi-display computer 2. For example, an ignition switch 150, a parking brake switch 156, a steering position sensor,
Signals such as a vehicle speed sensor 153, a geomagnetic sensor, and a gyrocompass are input. The multi-display computer 2 is connected to a diagnosis terminal 36.

FIG. 7 is a front view of the multi-display 4. FIG. 8 shows a screen displayed on the multi-display 4, and FIG. 9 is a list of screen display contents. The outline of the function as a multi-display system will be described with reference to these drawings.

As shown in FIG. 7, above the liquid crystal panel 40 as a display screen, a clock, a display for displaying the outside air temperature and the room temperature, and various switches for operating the air conditioner are provided. On both sides of the liquid crystal panel 40, push-type switches of an air conditioner 42, an image quality 44, an audio 46, a television 48, a power train 50, a current location 52, a destination setting 54, and a menu 56 are provided. As shown in the upper left part of FIG.
As the initial screen when the ignition switch 150 is turned on, the previous screen (previous ignition switch 150
Screen when is turned off) is displayed. The display on the liquid crystal panel 40 is switched by the multi-display computer 2 in accordance with the operation of each of the switches 42 and 56.

For example, when the destination setting switch 54 is pressed, the multi-display computer 2 causes the multi-display 4 to display the upper right screen in FIG. Various touch switches required for inputting a destination for navigation are set on the screen. The screen display is performed hierarchically so that the user can easily operate. The user can set the destination in detail by operating a touch switch on a screen displayed in a hierarchical manner. The multi-display computer 2 determines a recommended route to the destination set by the user. Current location switch 52 on left side of panel
Is pressed, the screen is switched to the second screen from the right in the upper part of FIG.

Then, the multi-display computer 2 displays a map screen on the multi-display 4, shows a recommended route on the map, and displays a mark indicating the road environment or the current position of the vehicle. Such a navigation function includes map data in the DVD 16, signals from the GPS device 12, signals input to the multi-display computer 2, for example, detection devices (not shown) such as a geomagnetic sensor, a gyrocompass, and a steering position sensor. This is realized using signals.

In addition, when the air conditioner switch 42, the audio switch 46, the television switch 48, the power train switch 50, and the menu switch 56 are pressed, a screen related to the operation target of each switch is displayed in the same manner as described above. . FIG. 9 is a list of display items on the liquid crystal panel 40. Some display items are displayed in response to user operations, while others are displayed automatically by the multi-display computer 2 based on its own judgment. For example, on the map screen in the upper left of FIG. 9, the enlarged intersection display is a screen displayed by the multi-display computer 2 detecting an approach to a specific intersection.

When the power train switch 50 is pressed, a personal identification screen is first displayed as shown in the lower right of FIG. Then, according to the operation of the user, as shown in FIG. 9, “running method human power screen”, “personal identification registration screen”, and “other” are displayed. Using these screens, the user can perform an input operation relating to control characteristics related to vehicle traveling by operating a touch panel. Less than,
The function of the multi-display 4 as a touch panel when each screen is displayed will be described.

FIG. 10 shows a personal identification screen. The personal identification screen is a screen for the user to input his or her own identification number (ID No.) registered in advance. The user can input a 4-digit identification number by pressing the touch switches 0 to 9 on the screen. The numbers input by the user are displayed in the order of input at the top of the screen as shown in FIG. When the personal identification screen is displayed, the multi-display computer 2 performs a process according to the flowchart of FIG. In the following description, each touch switch on the screen is represented by adding "". For example, the description “cancel” indicates a cancel switch set on the screen.

First, it is determined whether or not the user has touched "cancel" on the screen (step 10). "Cancel" is touched when input of the identification number has failed. If the result of the determination is yes, the number being input is cleared (step 12) and the routine returns. At this time, the number displayed at the top of the screen is also erased. Next, it is determined whether or not "return" has been touched (step 14). If the determination result is yes, the screen displayed before the personal identification screen is displayed. For example, power train switch 5
If the navigation screen was displayed before 0 was pressed, the screen returns to the navigation screen.

Next, it is determined whether or not "No ID No. input" has been touched (step 16). If the determination result is YES, the display screen is switched to the driving method input screen. Next, it is determined whether or not "skip" has been touched (step 18), and if the determination result is yes, the display screen is switched to the driving situation input screen. Next, it is determined whether the input of the fourth digit identification number is completed (step 2).
0), if not completed, return. When the input is completed, the multi-display computer 2
The device 14 is controlled to read out personal characteristic instructions stored in the DVD 16 corresponding to the inputted identification number (step 22). After reading the personal characteristics instruction,
The display screen is switched to the driving situation input screen.

FIG. 12 shows a driving method input screen. This screen is displayed on the personal identification screen as described above.
No. Displayed when "Do not enter" is touched. The traveling method input screen is a screen for the user to input an instruction regarding the control characteristics of the functional device. As will be described later, this screen is used for inputting a valid instruction only when the user gets on the vehicle, and is used for the user to register personal characteristic instructions. The following input items are set on the driving method input screen. In addition, of each item,
(The details of the controls related to the items (1) to (9) are well known, and a detailed description thereof will be omitted.) The vehicle equipped with the control device shown in this specific example realizes control of the following items. It is assumed that a well-known configuration for performing the above is provided.

(1) Ascending and descending board control "Yes" and "No": An instruction can be made to select whether to execute or prohibit automatic control for the ascending and descending boards. (2) “Power” and “Normal”: It is possible to select whether to set the power mode or the normal mode. The power mode is a mode in which the shift control is executed based on a shift map in which the upshift line is set to a higher vehicle speed side than the normal mode, and in both modes, the control characteristics of the electronic throttle in addition to the shift map are also used. Be changed. (3) Driver-oriented control “Yes” or “No”: It is possible to select whether to execute or prohibit driver-oriented logic control. (4) Lock-up slip “Yes” or “No”: It is possible to select whether to execute or prohibit lock-up slip control. (5) "2W""4W": It is possible to select whether to run with two-wheel drive or four-wheel drive. (6) Hill hold “Yes” “No”: Hill hold control,
That is, it is possible to select whether to execute or prohibit the transmission control for preventing the vehicle from moving backward without stepping on the foot brake while the vehicle is stopped on an uphill. (7) Front and rear wheel torque distribution ratio: The torque distribution ratio between the front and rear wheels of the 4WD control can be designated. Front wheel (Fr): Rear wheel (R
r) at 30:70, 40:60, 50:50, 60: 4
0, 70:30. (8) "Sports mode": Selects whether or not to set a sports mode, that is, a mode for realizing the driving feeling of the manual transmission by fixing the gear position of the automatic transmission unless there is a predetermined operation by the driver. it can. (9) "Steering switch mode": It is possible to select whether or not to set a steering switch mode, that is, a mode in which the shift range of the transmission is switched by operating a switch provided on the steering. (10) Engine automatic stop / return control “Yes” or “No”: Selects whether or not to perform control to change the engine 100 between the operating state and the stopped state based on conditions other than the signal of the ignition switch 150. it can. The engine automatic stop / return control is activated when “Yes” is operated in the operating state of the engine 100.

With respect to the above items (1) to (6),
The switch touched by the user is displayed brighter than the other switch, so that it is possible to determine which one the user has selected. The torque distribution ratio of (7) is changed according to the touch on the arrow, and is displayed by a numeral. As for the mode settings (8) and (9), setting and clearing are repeated each time the user touches. It is displayed brighter when set.

For each input item, as a reference setting,
Nominal settings are defined. The nominal setting is an initial state setting before the user specifies each item.
Regarding the items (1) to (6), the star setting in FIG. 12 is the nominal setting. The nominal setting of the torque distribution ratio in (7) is front wheel: rear wheel = 50: 50. The nominal setting in the sports mode (8) is in a reset state, and the nominal setting in the steering switch mode in (9) is cancel (switch not operated). In the initial state, the nominal setting of each item is displayed on the screen.

Next, the item (10) will be described. When "Yes" of the engine automatic stop control is selected, basically, the engine 1 is automatically stopped / operated based on predetermined conditions (specifically, stop conditions / return conditions) set in advance. Control for returning is performed. Further, in a state in which “Yes” of the engine automatic stop control is selected, it is possible to set an additional condition for prohibiting the automatic stop control of the engine 100 under the above-described predetermined condition. Specifically, “Yes” and “No” for prohibition of automatic stop near take-off, “Yes” and “No” for prohibition of automatic stop in intersection, and “Yes” and “Yes” for prohibition of automatic stop in private facilities (for example, garage). , "No" and automatic stop prohibition "Yes", "No" near a steep slope can be separately selected.

When at least one of the additional conditions is selected in the state in which the engine automatic stop control is set to "YES", the selection is made even if the predetermined condition is satisfied. Under the additional conditions, the automatic stop control of the engine 100 is prohibited or stopped. Note that the above additional conditions become effective when the navigation system is running. The reason is that the navigation system determines the road environment corresponding to the additional condition and determines the consistency between the current position of the vehicle and the road environment by the navigation system.

When the driving method input screen shown in FIG. 12 is displayed, the multi-display computer 2 performs processing according to the flowchart shown in FIG. First, it is determined whether "return" on the screen is touched (step 3).
0) If the determination result is yes, the screen displayed before the driving method input screen is displayed. Next, it is determined whether or not “All Cancel” is touched (step 3).
2) If the determination result is yes, all the input items are returned to the nominal setting (step 34), and the process returns. If the decision result in the step 32 is NO, it is determined whether or not "set complete" is touched (step 3).
6). “Set Complete” is touched when the user determines that all settings have been completed. If "set complete" is not touched, the routine returns.

When "set complete" is touched, it is next determined whether the user touches "Y" or "N" (step 38). When the user wants to make the input on the driving method input screen effective only during the current driving, the user touches “N”. In this case, the multi-display computer 2
Switches the display screen to the driving situation input screen. on the other hand,
When registering each setting input on the driving method input screen as a personal characteristic instruction, the user touches “Y”. In this case, the display screen is switched to the identification number set screen. Note that the description of the driving situation input screen is omitted.

FIG. 14 shows an identification number setting screen. This screen is displayed when "Y" is touched after "set complete" on the driving method input screen as described above. The user touches “0” to “9” in FIG. 13 to register a desired identification number. The numbers touched by the user are displayed in the order of input at the top of the screen. If the user touches "return" before completing the input of the four-digit number, the display screen is switched to the previous screen. When a four-digit number is entered, that number is registered as a user identification number.

The setting of each input item when "SET COMPLETED" is touched on the previous driving method input screen is registered as the personal characteristic instruction of the user in association with the identification number. The multi-display computer 2 sends the setting contents and the identification number of the personal characteristic instruction to the map / characteristic instruction DVD device 14 and causes the DVD 16 to write it. DVD16
Is provided with a dedicated area for storing personal characteristic instructions separately from a storage area for map data.

However, this dedicated area may be a very small area as compared with the area for map data. By writing to the DVD 16, for example, even if the user turns off the ignition switch or removes the battery from the vehicle, the personal characteristic instruction is retained without being erased. After recording the personal characteristic instruction, the multi-display computer 2 switches the display screen to the driving situation input screen.

Communication between the multi-display computer 2 and the control computer will be described with reference to FIG. 15, using the transmission computer 22 as an example. On the multi-display computer 2 side, a screen processing program is stored in a built-in ROM. This program is for displaying the various screens described above and for causing the multi-display 4 to function as a touch panel. The DVD 16 stores the identification number of each individual and the input contents of the personal characteristic instruction. Further, a learning value sent from the transmission computer 22 is recorded. When the personal identification number is input, the multi-display computer 2 outputs the personal characteristic instruction corresponding to the personal identification number to the DV.
Read from D16. Then, the personal characteristic instruction is sent to the transmission computer 22 or the engine computer 20.

On the transmission computer 22 side, the built-in RO
M, a shift control program for causing the automatic transmission to perform a shift change, a lock-up control program for operating a lock-up clutch to perform lock-up and lock-up slip control, and the driver-oriented logic control described above. Is stored. Further, the ROM stores a communication failure substitute control characteristic to be used when communication with the multi-display computer 2 fails. Further, the RAM stores a learning value obtained as a result of executing the learning control program. The learning value is obtained as a result of analyzing a driver's operation pattern such as an accelerator and a brake, and is information indicating how to control the transmission to match the driver's orientation.

The transmission computer 22 uses the input personal characteristic instruction when executing each program. For example, if the personal characteristic instruction includes an instruction to execute the driver-oriented logic, the instruction is followed. However, when the communication line with the multi-display computer 2 fails, the communication failure substitute control characteristic stored in the ROM is used. In the specific example described here,
The content of the communication failure substitute control characteristic is the nominal setting described with reference to FIG. Note that the initial setting when the ignition switch 150 is turned on is also the nominal setting. Therefore, the transmission computer 2
2 operates in the nominal setting unless there is a transmission from the multi-display computer 2. As a variant,
The content of the communication failure substitute control characteristic may be different from the nominal setting. For example, each item on the driving method input screen may be set to the “Yes” side.

Regarding communication with the multi-display computer 2, the same applies to other control computers other than the transmission computer 22. Next, the operation when the user registers the personal characteristic instruction and the identification number will be described.

(1) When Registering Individual Characteristic Instruction and Identification Number When the user presses the power train switch 50 of the multi-display 4, the personal identification screen shown in FIG. 8 is first displayed. If you touch "Do not enter ID No."
A driving method input screen of 0 is displayed. The user inputs an instruction for each item by touch operation, and “set complete”,
When "Y" is touched, the identification number set screen of FIG. 14 is displayed. When the user enters an appropriate four-digit number,
That number becomes the identification number. The identification number and the personal characteristic instruction are written on the DVD 16 in association with each other.
Next, a driving method input screen is displayed. After that,
This is the same as when the personal characteristic instruction has been registered. That is, the personal characteristic instruction registered this time is sent to each control computer and used.

(2) When the user wants to input a driving method only during the current driving For example, a user who has borrowed another person's vehicle wants to input an instruction regarding the control characteristics during the current driving, but the personal characteristic instruction is registered. It is time not to. When the user touches “Do not input ID No.” on the personal identification screen, a driving method input screen is displayed. The user inputs an instruction for each item, and touches “set complete” and “N”. However, the instruction input this time is sent to each control computer instead of the individual characteristic instruction. Since the setting contents on the driving method input screen are not registered, the input contents are used only during the current driving.

When an identification number is input by a user and each functional device is operating according to a personal characteristic instruction corresponding to the identification number, the user may want to change some of the instructions. In this case, the user may perform the above operation. When "No ID No. input" is touched, a driving method input screen is displayed. At this time, the setting of the personal characteristic instruction in use is shown in each input item portion of the screen. The user touches a switch for a portion to be changed. At this time, if "set complete" and "Y" are touched, an identification number set screen is displayed, and the changed contents can be registered again.

As described above, according to the specific example described here, the user who has set the personal characteristic instruction can set the control characteristic to the desired setting by a simple operation without causing input omission. Can be In other words, the user registers the personal characteristic instruction and the identification number using the “driving method input screen” and the “identification number set screen”. From the next time, if only the identification number is input, the registered personal characteristic instruction is sent to each control computer and used. Therefore, since the operation of the vehicle can be performed simply and reliably, the user can sufficiently and easily utilize various control functions according to his / her preference and the purpose of the vehicle.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. That is, multi-display computer 2, multi-display 4, GPS
Device 12, map / characteristic instruction DVD device 14, DVD1
6. A navigation system including a steering position sensor, a geomagnetic sensor, a gyro compass, and the like corresponds to the road environment determination device of the present invention.

Next, a control example of the present invention will be described with reference to the flowchart of FIG. First, when "Yes" of the engine automatic stop control is selected on the display screen shown in FIG.
Engine computer 20 and transmission computer 2
In step 2, the input signal is processed (step 4).
0), it is determined whether the systems related to the automatic transmission AT and the auxiliary machine 139 are normal (step 41).

For example, the starter 100A or the motor
The starting history of the engine 100 by the generator 107 is searched, and it is determined whether or not the starting device of the engine 100 is normal based on the required time when the engine 100 is started. In this case, a method of determining that the starting device is abnormal based on the one-time starting time and a case where a situation that requires a predetermined time or more to start the engine 100 are detected a plurality of times,
An example is a method of determining an abnormality for the first time. When the motor / generator 107 is functioning as an alternator (driving the accessory 139),
It is possible to determine whether or not the motor generator 107 is normal based on the functions described above, the current value of the motor generator 107, and the like. Further, it is also possible to determine whether or not the solenoid valve 186 involved in the first apply control described above is normal.

If a negative determination is made in step 41, when the engine 100 is returned from the automatic stop state to the operating state, its startability may be reduced. Therefore,
If the engine 100 is currently operating, the automatic stop control is prohibited even if the stop condition is satisfied.
If 00 is currently stopped, control is performed to stop the automatic stop control and return to the operating state even if the return condition is not satisfied (step 42), and the routine returns.

If an affirmative determination is made in step 41, it is determined whether or not the navigation system has been activated (step 43). If an affirmative determination is made in step 43, the automatic stop prohibition condition for prohibiting the automatic stop of the engine 100, that is, the road environment of the driving route is added by operating the driving method input screen of FIG. 12 (step 44). . The added condition is temporarily stored in the multi-display computer 2. When an operation for setting the additional condition as personal information is performed, the second condition is also stored in the DVD 16. While the process proceeds to step 45 following step 44, the process also proceeds to step 45 if a negative determination is made in step 43.

If the determination in step 43 is negative and the process proceeds to step 45, it is determined whether the stop condition is satisfied based on predetermined conditions stored in the engine computer 20 and the transmission computer 22 in advance. You. The stop condition is exemplified by a case where the vehicle speed is zero, the accelerator pedal is turned off, and the foot brake switch 157 is turned on. In addition, examples of other conditions include that the charge amount of the battery 145 is equal to or more than a predetermined value, and that the oil temperature of the ATF is within a predetermined range.

That is, when the charge amount of the battery 145 is less than the predetermined value, the startability of the engine 100 may be reduced when the engine 100 returns from the stop state. Also, the AT detected by the oil temperature sensor 157
If the temperature of F is higher than a predetermined upper limit value (for example, 140 ° C.) THMAX stored in the transmission computer 22, the ATF needs to be cooled by the water-cooled cooling device 100B of the engine 100, and the engine 100 is cooled. This is for controlling the operation state. Further, the temperature of the ATF is
If it is lower than a predetermined lower limit value (for example, −5 ° C.) THMIN stored in the transmission computer 22, the ATF
Is relatively high and the control characteristics of the first apply control deteriorate, so that it is necessary to keep the engine 100 in an operating state.

When the process proceeds to step 45 via step 44, the engine computer 20
Based on the predetermined condition stored in the transmission computer 22 and the additional condition (that is, the road environment), it is determined whether or not the final automatic stop condition is satisfied. In this case, the road environment is determined by the navigation system, and it is determined whether the vehicle has reached the road environment based on the current position of the vehicle detected by the navigation system and the road environment.

If an affirmative determination is made in step 45, the automatic stop control of the engine 100 is executed or continued (step 46), and the fact that the automatic stop control is being performed is output by the indicator 167 to notify the occupant of the vehicle. (Step 47), and the process returns. If a negative determination is made in step 45, the automatic stop control is not performed or the automatic stop control is stopped (step 48), and the non-execution of the automatic stop control is output by the indicator 167 to notify the occupant. (Step 49), and the process returns.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Step 44 corresponds to the condition adding means or the storage means of the present invention, and steps 45 and 49 correspond to the engine control means of the present invention. Step 45 corresponds to the arrival determining means or the current position determining means of the present invention.

As described above, according to this embodiment, the road environment selected on the navigation screen is added to the conditions for the automatic stop control of the engine 100. That is, the automatic stop control is performed based on the predetermined conditions stored in the engine computer 20 and the transmission computer 22 and the road environment added by the driver. Therefore, even when the predetermined condition is satisfied, in the road environment selected by the occupant, the automatic stop control of the engine 100 is prohibited or stopped, and the discomfort of the driver can be eliminated. When the vehicle arrives at the road environment selected by the occupant, the automatic stop control of the engine is prohibited or stopped. There is no need to perform an operation of switching between the operations, and the operation is simplified and the operability is improved.

In this embodiment, the determination of the road environment and the input operation of the added road environment can be performed by a single navigation system. Therefore, the system is simplified and the operability is improved. Further, it is determined that the vehicle has reached the road environment based on the current position of the vehicle and the road environment detected by the navigation system. Therefore, it is possible to match the actual road environment of the traveling route of the vehicle with the added road environment, and the driver's discomfort is further avoided.

Further, the road environment added by the operation of the navigation system is displayed on the DVD together with the personal identification number.
16 can be stored. Therefore, in the case where the automatic engine stop control is once released and then the automatic stop control is set again, the added road environment can be output to the multi-display 4 as it is and reset by inputting the personal identification number. . Therefore, it is not necessary to perform an input operation every time the driver gets on the vehicle, and the operability is improved. In addition, as the road environment in which the engine automatic stop control is prohibited, contents other than those described above can be increased as necessary.

FIG. 16 is a flowchart showing another control example of this embodiment. Steps 40 and 4 in FIG.
The control content of No. 9 is the same as the control content of Steps 40 and 49 in FIG. by the way,
In the flowchart of FIG. 16, a railroad crossing special area is set after step 44 (step 50).
Proceed to step 45. This step 50 is equivalent to step 4
4 corresponds to a case where an operation of “presence” of automatic stop prohibition near a railroad crossing is performed.

That is, in the navigation system, there is a possibility that a slight error (variation) occurs in the accuracy of determining the current position of the vehicle. When the automatic stop control of the engine 100 is prohibited near the railroad crossing as in the control example of FIG. 1, the driver is particularly nervous near the railroad crossing. For this reason, it is not preferable that the automatic stop of the engine 100 is prohibited based on the road environment (area) having the detection error. Therefore, in order to surely prohibit (or cancel) the automatic stop control near the railroad crossing, if the prohibition near the railroad crossing is added, the determination of the area of the railroad crossing detected by the navigation system is performed in other road environment. Control for setting wider than the area judgment is performed.

Therefore, when the process proceeds to step 45 via step 50, it is determined whether or not the automatic stop condition is satisfied based on the broadly determined level crossing region. For this reason, even if there is an error between the level crossing area detected by the navigation system and the actual level crossing area,
This error can be absorbed, and the prohibition or suspension of the automatic stop control near the actual level crossing can be reliably achieved. It should be noted that the control for judging the detection area of the road environment to be wider in step 50 can be applied to the detection area of the intersection or the private facility.

FIG. 17 is a flowchart showing another control example of this embodiment. Specifically, the engine 100
This is an example of control in a case where the fuel reduction amount and the CO2 reduction amount corresponding to the automatic stop control of FIG. The fuel reduction amount and the CO2 reduction amount are displayed, for example, when "others" is selected on the power train screen of the multi-display 2.

The contents of steps 40 to 43 and steps 45, 46 and 48 in FIG. 17 are the same as the contents of steps 40 to 43 and steps 45, 46 and 48 in FIG. When the automatic stop control is prohibited or stopped in step 42 of FIG. 17, the fuel reduction amount and the CO2
The output of the reduction amount to the multi-display 2 is stopped (step 51), and the process returns. Further, when the determination in step 43 is affirmative, that is, when the map display screen shown in FIG. 9 is being displayed, the map display screen is preferentially displayed (step 52).
The fuel reduction amount and the CO2 reduction amount corresponding to the automatic stop control of 0 are not displayed, and the process returns.

On the other hand, when the result in step 43 is negative and the program goes through steps 45 and 46, as shown in FIG. 18, the fuel reduction amount and the CO2 reduction amount are displayed on the multi-display 2 (step 53), and the routine returns. . In this embodiment, the current fuel reduction amount and CO2 reduction amount, and the accumulated fuel reduction amount and CO2 reduction amount are displayed. Here, this time means, for example, the time from the last operation of “Yes” of the engine automatic stop control to the present time, and the accumulation means, for example, that the vehicle is delivered to the user and the engine automatic stop control is performed. “Yes” means the time from the first operation to the current time.

As described above, by displaying the amount of fuel reduction and the amount of CO2 reduction accompanying the automatic stop of the engine 100, the driver can quantitatively grasp the effect of the automatic stop control system. The fuel reduction and CO2 reduction are
Instead of displaying on the multi-display 2, it is also possible to display on another display (not shown) provided on the instrument panel. Note that, in the above embodiment, the engine 1
Although the control content for prohibiting the automatic stop of 00 is described, it is also possible to perform control for prohibiting the automatic return of the engine 100 depending on the road environment selected by the driver.

[0104]

According to the first aspect of the present invention, the road environment of the traveling route is added as the automatic stop prohibition condition in addition to the predetermined condition set in advance. For this reason, for example, even if a predetermined condition is satisfied, in the added road environment, the automatic stop control of the engine is prohibited or stopped, and the driver's discomfort can be resolved.

According to the invention of claim 2, in addition to the effect of claim 1, the road environment is determined by the road environment determining device, and the road environment is added by operating the road environment determining device. Therefore, the determination of the road environment and the addition of the road environment can be performed by a single system.
Therefore, the configuration of the system is simplified, and the operability is improved.

According to the third aspect of the invention, in addition to the effect of the second aspect, it is determined whether the vehicle has reached the added road environment based on the road environment and the current position determined by the road environment determination device. It is determined whether or not. Therefore, matching between the actual road environment of the traveling route of the vehicle and the added road environment is achieved. Therefore, the driver's discomfort is more reliably eliminated.

According to the fourth aspect of the invention, in addition to the effect of any one of the first to third aspects, the added road environment is:
It is stored for the occupant to re-output and reset in a recognizable state. Therefore, once the road environment is additionally set, the same road environment is re-outputted and reset in a state where the occupant can recognize it. Therefore, the additional operation of the road environment is simplified, and the operability is improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a block diagram showing a configuration of a vehicle to which the present invention is applied.

FIG. 3 is a schematic diagram showing a part of a hydraulic circuit of the automatic transmission shown in FIG.

FIG. 4 is a schematic diagram showing a power transmission path between the engine and the motor generator shown in FIG. 2;

FIG. 5 is a block diagram showing a control system of the engine and the transmission shown in FIG. 2;

FIG. 6 is a block diagram showing an overall configuration of a vehicle system to which the present invention is applied.

FIG. 7 is a front view of the multi-display shown in FIG. 6;

FIG. 8 is an explanatory diagram showing a screen displayed on the multi-display.

FIG. 9 is an explanatory diagram showing a list of display contents on a multi-display.

FIG. 10 is an explanatory diagram showing a personal identification screen.

FIG. 11 is a flowchart showing a process performed by the multi-display computer when the personal identification screen is displayed.

FIG. 12 is an explanatory diagram showing a driving method input screen.

FIG. 13 is a flowchart showing processing by the multi-display computer when a driving method input screen is displayed.

FIG. 14 is an explanatory diagram showing an identification number setting screen.

FIG. 15 is an explanatory diagram showing an indicator provided at a lower portion of the instrument panel.

FIG. 16 is a flowchart showing another control example according to the embodiment of the present invention.

FIG. 17 is a flowchart showing still another control example according to the embodiment of the present invention.

18 is an explanatory diagram illustrating a display screen of a multi-display corresponding to the control example of FIG.

[Explanation of symbols]

2 ... Multi display computer, 4 ... Multi display, 12 ... GPS device, 14 ... DVD device for map / characteristic indication, 16 ... DVD, 20 ... Engine computer, 22 ... Transmission computer, 100
... engine, AT ... automatic transmission.

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Shuji Nagano 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Mitsuhiro Tabata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation ( 72) Inventor Yasushi Kusaka 1 Toyota Town, Toyota City, Aichi Prefecture F-term in Toyota Motor Corporation (reference) 3D037 FA13 FA14 FA23 FA24 FA25 FA27 FB00 FB05 FB09 FB10 FB12 3G084 AA00 AA01 BA33 CA01 DA00 EA07 EA11 FA00 FA04 FA05 FA06 FA10 3G093 AA03 AA05 AA16 AB00 AB01 BA21 BA22 BA24 CA01 DA06 DB00 DB06 DB09 DB11 DB15 DB18 DB23 EC01 FA11

Claims (4)

[Claims] 1. An engine control device for a vehicle capable of performing automatic stop / return control for automatically switching an engine between an operating state and a stopped state based on predetermined conditions set in advance. As a condition for performing the automatic stop / return control of the engine, a condition adding unit that adds a road environment of a traveling route selected by an occupant of the vehicle, based on the predetermined condition and a road environment of the traveling route, An engine control device for a vehicle, comprising: an engine control unit that performs the automatic stop / return control. 2. The vehicle according to claim 1, further comprising a road environment determination device configured to determine a road environment of the travel route.
The engine control device for a vehicle according to claim 1, wherein the road environment is added by operating the travel road environment determination device. 3. A current position judging means for judging a current position of the vehicle by the road environment judging device, and based on a judgment result of the current position judging device, whether the vehicle has reached an added road environment. 3. The vehicle engine control device according to claim 2, further comprising: arrival determination means for determining whether or not the vehicle is in the vehicle. 4. A storage unit for storing the added road environment in order to re-output and reset the added road environment in a state that the occupant can recognize the road environment. The engine control device for a vehicle according to any one of claims 1 to 3, wherein