JP2000345878A - Automatic engine stopping and restarting device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately reflect a driver's intension of steering without driving to release of automatic stopping of an engine. SOLUTION: A vehicle is provided with a controller 34 having a function 35 for automatically stopping and restarting an engine according to the traveling condition of the vehicle. In this case, the vehicle is provided with a power- steering hydraulic pump 36 to be driven by an engine 31, and a means 37 for detecting the rotational position of a steering wheel. The controller 34 is provided with a function 38 for calculating the turning angle of the steering wheel from just before automatic stopping of the engine on the basis of the detecting means 37, a function for judging whether the steering operation without driving is performed or not on the basis of the turning angle of the steering wheel, and a function 40 for restarting the engine by releasing automatic stopping of the engine when the steering operation without driving is performed on the basis of the judged result.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for automatically stopping and restarting an engine of a vehicle.

[0002]

2. Description of the Related Art When a vehicle temporarily stops at a traffic light or the like while driving, the engine is automatically stopped, and when the vehicle is started, the engine is automatically restarted to thereby improve fuel efficiency. There is an engine automatic stop / restart device designed to improve the above (see JP-A-8-291725).

[0003]

By the way, in order to reduce the cost, in the case where an engine-driven power steering hydraulic pump is provided instead of the electric power steering hydraulic pump, when the engine is automatically stopped in a parking lot or the like, the power is reduced. The steering does not work and the stationary operation in a parking lot or the like becomes heavy.
According to the conventional device disclosed in Japanese Patent No. 18012, a steering wheel (so-called steering wheel) is provided immediately before the vehicle stops.
Cancels automatic engine stop only when is operated,
The idling state is maintained.

However, in this conventional device, the automatic stop of the engine is released when the steering wheel is operated by 180 ° or more during the steering state immediately before the vehicle stops, specifically, in the past 30 seconds before the vehicle stops. Therefore, even if the vehicle stops after operating the steering wheel 180 ° or more due to turning left or right at an intersection or changing lanes during traffic congestion, the automatic stop of the engine is released in the same way as the stationary operation at the parking lot. I will.

When the vehicle enters the parking lot without operating the steering wheel by 180 ° and stops, the engine is automatically stopped without releasing the automatic stop. Will not work.

As described above, in the conventional apparatus, it is determined whether or not to cancel the automatic stop based on the steering state immediately before the automatic stop of the engine. Therefore, the intention of the driver to stop is not accurately reflected.

Accordingly, the present invention accurately reflects the driver's intention to stop the engine by determining whether or not to cancel the automatic stop of the engine based on the steering angle of the steering wheel immediately before the automatic stop of the engine. This allows the vehicle to automatically stop after operating the steering wheel by 180 ° or more when turning left or right at an intersection or changing lanes during traffic jams, and to improve fuel efficiency while entering the parking lot without operating the steering wheel 180 °. An object of the present invention is to release the automatic stop without fail even when the vehicle stops, thereby reducing the burden on the driver involved in the stationary operation.

[0008]

According to a first aspect of the present invention, as shown in FIG. 5, an engine 31, an electric motor 32 rotating in synchronization with the engine 31, an engine 31 and an electric motor 3 are provided.
A transmission 33 for transmitting the output of the engine 2 to the drive wheels, and a function 3 for automatically stopping and restarting the engine according to the running conditions of the vehicle.
(Note that the figure does not show the connection state of the engine, the electric motor, and the transmission) and the hydraulic pump 36 of the power steering driven by the engine 31 and the rotational position of the steering wheel. Detecting means 37;
A function 38 for calculating a steering wheel turning angle Δθ1 immediately before the automatic stop of the engine based on the detection means 37; and a steering wheel turning angle Δ
a function 39 for determining whether a stationary operation has been performed based on θ1, and a function 40 for canceling the automatic stop of the engine and restarting the engine when the stationary operation is performed based on the determination result. Having.

In a second aspect, a function 39 for determining whether or not the stationary operation has been performed in the first aspect.
Has a function of comparing the steering wheel turning angle Δθ1 immediately before the automatic stop of the engine with a predetermined value α (for example, 5 °). Based on the comparison result, the steering wheel turning angle Δθ1 immediately before the automatic stop of the engine is predetermined. When the value exceeds the value α, the function determines that the deferring operation has been performed.

In the third invention, when the driver's body (for example, a hand) touches the steering wheel and turns the steering wheel by mistake in the first invention, the automatic stop of the engine is not canceled and the automatic stop of the engine is not released. Perform a stop.

According to a fourth aspect, in the third aspect, the driver's body (for example, a hand) is attached to the steering wheel.
Touching and accidentally turning the steering wheel means that when the stationary operation is performed, this state is maintained for less than a predetermined time T1 (for example, 0.3 to 0.5 seconds). is there.

In a fifth aspect of the present invention, the torque or output of the electric motor when the engine is restarted when the stationary operation is performed in the first invention is set lower than when the engine is restarted when the vehicle starts. .

In a sixth aspect, the engine is automatically stopped when the stationary operation is completed after the restart of the engine in the case where the stationary operation is performed in the first aspect.

According to a seventh aspect, in the sixth aspect, when the steering wheel turning angle Δθs from the restart of the engine when the stationary operation is performed does not change for a predetermined time T2 (for example, 2 seconds). It is considered that the deferring operation has been completed.

In an eighth aspect, in the seventh aspect, the predetermined time is a minimum time (for example, 2 seconds) required for the stationary operation.

According to a ninth aspect, in the sixth aspect, the engine is not automatically stopped when the turn signal is operating before the stationary operation is completed.

According to a tenth aspect, in the ninth aspect, when the vehicle is traveling on the left side, the operation of the direction indicator is an operation of the right direction indicator.

According to an eleventh aspect, in the first aspect, an automatic transmission (for example, a hydraulic stepped automatic transmission or a belt-type continuously variable automatic transmission) is provided, and when the stationary operation is performed. When the shift position of the automatic transmission is in the N range or the P range, the automatic stop of the engine is not released.

[0019]

According to the first and second aspects of the invention, not the steering state immediately before the automatic stop of the engine, but the steering state from the automatic stop of the engine, specifically, the turning angle of the steering wheel immediately before the automatic stop of the engine. , It is determined whether or not to cancel the automatic stop of the engine, so that the intention of the driver to be stationary can be accurately reflected.

For example, even if the vehicle stops after operating the steering wheel by 180 ° or more for turning right or left at an intersection or changing lanes during traffic congestion, this operation is performed immediately before the automatic stop of the engine. It does not matter whether the automatic stop is released or not.Therefore, if you stop the vehicle after operating the steering wheel extensively due to turning left or right at an intersection or changing lanes during traffic jams, do not perform a stationary operation immediately after this Automatic suspension is not released. Also, even if the vehicle enters the parking lot without operating the steering wheel 180 ° and stops, if the stationary operation is performed immediately after that, the engine is restarted, so the power steering works.
The handle operation becomes lighter, and the burden on the driver involved in the stationary operation is reduced.

Unnecessary restart of the engine by canceling the automatic stop of the engine until the driver accidentally turns the steering wheel due to the driver's body touching the steering wheel without the intention of deferring to the driver According to the third and fourth aspects of the present invention,
Even if the driver operates the steering wheel incorrectly, the engine is not unnecessarily operated.

If the same torque (or output) as when restarting the engine when starting the vehicle is set just to operate the power steering, the operating oil pressure of the power steering sharply increases in response to a rapid increase in the engine speed. However, according to the fifth aspect, it is possible to avoid such a sudden increase in the operating oil pressure of the power steering, and to suppress power consumption by reducing the torque applied to the electric motor.

If the engine is started even after the stationary operation, the fuel efficiency deteriorates. However, according to the sixth and seventh aspects, the automatic stop is performed promptly when the stationary operation is completed. Therefore, fuel efficiency is not deteriorated.

Although the power steering is operated at the time of the stationary steering operation, the automatic stop is performed 30 times as in the conventional apparatus.
Although canceling seconds also hardly leads to improvement of fuel efficiency practically, in the eighth invention, since the cancellation is performed only for the minimum time required for the stationary operation, improvement of fuel efficiency is not hindered.

According to the ninth aspect, when the turn signal is activated before the stationary operation is completed, it is assumed that the driver has a will to start, and the engine is not automatically stopped, thereby improving drivability. Can be kept good.

When the vehicle is traveling on the left side, when the left turn signal is activated, it is not always possible to assume that the driver intends to start. For example, when the vehicle is parked with the left turn signal activated and the vehicle is approaching the left side, it cannot be considered that the driver intends to start, and the engine is not automatically stopped until this case In this case, fuel efficiency is hindered. On the other hand, when the right direction indicator is operating, it is either a right turn or a start, in which case the driver has a certain intention to start. Therefore, according to the tenth aspect, it is possible to achieve both fuel efficiency and drivability by not automatically stopping the engine only when the driver can be regarded as having the intention to start.

More practically, when the driver makes a stationary operation for parking the vehicle, the shift position is set to the D range (including the second range and the low range) or the R range if the vehicle has an automatic transmission. Should be in range. Thus, according to the eleventh aspect, when the shift position is in the N range or the P range, the engine is continuously stopped automatically, so that the time during which the engine is stopped is increased and the fuel efficiency of the vehicle is improved. it can.

[0028]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG.
Denotes a continuously variable automatic transmission, between which a motor generator (electric motor) 2 is disposed. The rotation of engine 1 or motor generator 2 is transmitted from continuously variable automatic transmission 3 to drive wheels (not shown) via drive shaft 7.

The engine 1 may be a gasoline engine or a diesel engine.
Further, a stepped automatic transmission with a torque converter or a start clutch can be used instead of the continuously variable automatic transmission 3.

The continuously variable automatic transmission 3 includes a torque converter 4
And a forward / backward switching mechanism 5, variable pulleys 6a and 6b, and a metal belt 6. By changing the pulley ratio of the variable pulleys 6a and 6b, the speed ratio transmitted through the metal belt 6 changes. I do. In order to drive the variable pulleys 6a and 6b such that the target speed ratio of the continuously variable automatic transmission 3 is set in accordance with the operation state and matches the actual speed ratio which is the ratio of the input speed to the output speed. Primary hydraulic pressure and secondary hydraulic pressure are controlled. Incidentally, reference numeral 14 denotes an external electric oil pump for supplying hydraulic pressure required for shifting, and
The hydraulic pressure is generated even when the engine rotation is temporarily stopped, and the required hydraulic pressure can be supplied to the continuously variable automatic transmission 3.

The forward / reverse switching mechanism 5 reverses the direction of output rotation between forward and reverse travels. The torque converter 4 transmits input rotational torque to the output side via fluid force, and the input side pole Stoppage of rotation on the output side, such as during low-speed rotation, is acceptable.

The motor generator 2 is connected directly to the crankshaft of the engine 1 or connected via a belt or a chain, and rotates in synchronization with the engine 1. The motor generator 2 functions as a motor or a generator, and the power control unit 12 controls the function, the number of revolutions, the amount of power generation, and the like.

When the motor generator 2 functions as a motor supplementing the output of the engine 1 or as a motor for starting the engine 1, the current from the battery 13 is supplied via the power control unit 12, and the vehicle When the battery 13 functions as a generator in order to recover the traveling energy of the vehicle, the battery 13 is charged by the current generated through the power control unit 12.

The engine is automatically stopped when the vehicle is temporarily stopped, and when the vehicle is started thereafter, the engine 1 is stopped.
An automatic stop / restart controller 10 is provided for automatically restarting the engine 1 when the vehicle stops and the engine 1 is stopped by the motor generator 2 when the vehicle starts moving.

For this reason, the automatic stop / restart controller 1
0 indicates the engine speed sensor 9 and the brake sensor 1
1. Signals from the accelerator sensor 15, the shift position sensor 17 of the continuously variable automatic transmission 3, the vehicle speed sensor 18, and the like are input, and the automatic stop and start are controlled based on these signals.

Further, the vehicle is provided with a power steering mechanism (not shown) for reducing the operating force of the steering wheel. This mechanism assists the movement of the steering wheel by hand with a hydraulic device, and a hydraulic pump (not shown) for supplying hydraulic pressure to the hydraulic device is driven by the engine 1.

In the vehicle equipped with the power steering hydraulic pump driven by the engine as described above,
If the engine is stopped, the power steering will not work and the stationary operation in the parking lot etc. will be heavy, so under conditions where the stationary operation is required, cancel the automatic stop of the engine, Power steering needs to work.

In this case, it is determined whether or not the automatic stop is released based on whether the steering wheel has been operated by 180 ° or more during the past 30 seconds before the vehicle stopped, specifically, the steering state immediately before the vehicle stopped. When the automatic stop / restart controller 10 determines that the stationary operation has been performed based on the turning angle of the steering wheel immediately before the automatic stop of the engine, since the driver's intention of stationary operation cannot be accurately reflected. Release the automatic stop of the engine. For this reason, a rotation position signal of the steering wheel from the steering sensor 19 is input to the automatic stop / restart controller 10.

Here, the contents of control at the time of automatic stop executed by the automatic stop / start controller 10 will be described with reference to the following flowchart.

First, the flowchart of FIG. 2 is for executing the process of automatic stop, and is performed at regular time intervals (for example, 10 minutes).
msec).

In step 1, it is checked whether or not the conditions for permitting idle stop (automatic stop) are satisfied. Here, the idle stop permission condition includes, for example, the following.

The state of charge (SOC) of the battery is within a predetermined range.

The cooling water temperature of the engine is within an appropriate range (for example, after completion of warm-up).

When all of the above two conditions are satisfied, it is determined that the idle stop permission condition has been satisfied, and the routine proceeds to steps 2 and 3, where the vehicle speed detected by the vehicle speed sensor 18 and the vehicle speed detected by the brake sensor 11 are detected. Check the brake state.

When the vehicle speed is 0 km / h and the brake is in operation, the routine proceeds to steps 4 and 5. In this case, in the conventional device for a vehicle equipped with an electric power steering hydraulic pump, when the vehicle speed is 0 km / h and the brake is in operation, an engine stop command is immediately issued to automatically stop the engine. In contrast to this, in the present embodiment, a vehicle equipped with a power steering hydraulic pump driven by an engine is targeted, so if the engine is automatically stopped, the power steering does not work.
After determining whether power steering is required, the engine proceeds to an engine stop operation. For this reason, in the present embodiment, after the rotational position of the steering wheel detected by the steering sensor 19 at step 4 is stored as the reference position θ0 in step 4, power steering (abbreviated as “power steering” in the drawing) is driven at step 5. An engine start flag for power steering (initial setting to “0”) (set the engine start flag for power steering drive = 1).

On the other hand, when the vehicle speed is not 0 km / h or when the brake is not operating even at the vehicle speed of 0 km / h, the routine proceeds to step 6 from step 2 or 3 to issue an engine operation command.

This engine operation command includes an engine start command at the time of starting. For example, when the foot is released from the brake pedal after the automatic stop of the engine, the process proceeds to step 6. In this case, a motor torque is set for starting and an engine start command is issued.

However, looking at the shift position of the automatic transmission, when the engine is in the N range or the P range, an engine start command is not issued and the engine is kept stopped. This is because the engine cannot be started in the N range or the P range, and it is not necessary to restart the engine until this time.

FIG. 3 is a flowchart for performing an engine start process for driving the power steering.
Independently of the flow of FIG. 2, every fixed time (for example, 10 ms
ec). In relation to FIG. 2, the program may be executed after FIG.

In step 11, the engine start flag for power steering drive is checked. If the flag is 1, the routine proceeds to steps 12, 13, and 14, where the rotational position θ of the steering wheel is read, and the rotational angle difference Δθ1 between the θ and the reference position θ0 (the steering wheel rotation immediately before the automatic stop of the engine). Is calculated, and Δθ1 is compared with a predetermined value α. Here, the predetermined value α is a criterion (for example, 5 °) for determining whether or not the stationary operation is required. When the rotation angle difference Δθ1 is equal to or less than the α, the stationary operation is required. It is determined that the operation has not been performed, the process proceeds to step 23, an engine stop command is issued, and the engine stops.

On the other hand, if the rotation angle difference Δθ1 exceeds α, it is determined that the stationary operation is required, and the process proceeds to step 15 and thereafter, and the time during which Δθ1 exceeds α is measured. First, in step 15, it is checked whether Δθ1> α is the first time. When it is the first time, the process proceeds to step 16 to start the timer T (T = 0). After the second time, the process proceeds to step 17 to count up the timer T.

In step 18, the value of the timer T is compared with a predetermined value T1. Here, the predetermined value T1 is a criterion (for example, 0.3 to 0.5 seconds) for determining whether the driver has accidentally moved the steering wheel.
If T is within T1, it is determined that the driver has no intention of deferring and has accidentally touched the body to the steering wheel, and the process proceeds to step 23 to issue an engine stop command.

Since the above-mentioned predetermined value T1 differs depending on the play of the steering wheel, it is necessary to set it according to the vehicle.

While the timer T is less than or equal to T1, no restart is performed and the power steering does not work, so that the steering wheel operation becomes heavy. For this reason, if T1 is too long, the power steering does not work and the heavy period of the steering wheel operation is prolonged. Conversely, if T1 is too short, the automatic stop of the engine is released and restarted even if the driver accidentally touches the steering wheel as described above. Therefore, it is necessary to specifically determine the value of T1 in consideration of both.

On the other hand, when the timer T has exceeded T1, the shift position of the automatic transmission is checked in step S19. When the vehicle is stationary for parking or the like, the shift position must be in the D range or the R range. Therefore, it is not necessary to restart the engine and operate the power steering in the N range or the P range. Therefore, even when the shift position is in the N range or the P range, the process proceeds to step 23, and an engine stop command is issued.

If the shift position is out of the N range or the P range, the process proceeds from step 19 to steps 20 and 21.
Then, after setting the motor torque, the engine start is commanded. The purpose of restarting the engine here is to operate the power steering in order to reduce the stationary operation, so that the motor torque required at the time of starting is not required. Therefore, a lower motor torque is set than when restarting at the time of starting (for example, it may be reduced by 30% with respect to the time of starting and restarting). In step 22, the rotational position of the steering wheel at this time is stored as a reference position θs. This reference position θs is used in the flowchart of FIG. 4 described below.

The flowchart of FIG. 4 is for judging whether or not the stationary operation has been completed after restarting the engine for operating the power steering.
Independently of the flow of FIG.
c). In relation to FIG. 3, it may be executed after FIG.

At step 31, an engine start command is checked. However, this start command is not a start command at the time of starting, but a command (an engine start command for operating the power steering) issued in FIG.

When an engine start command for operating the power steering is issued, the routine proceeds to step 32, where the state of the turn signal (turn signal) detected by the turn signal sensor 20 (see FIG. 1) is checked. If the turn signal is operating before the end determination of the stationary operation, it is assumed that the driver has an intention to start and the engine is kept started. To end. It is not necessary to newly provide the direction indicator sensor 20, and a signal given to the direction indicator can be used.

On the other hand, when the direction indicator is not operated, the routine proceeds to steps 33, 34, and 35, where the steering wheel rotational position θ is read, and the rotational angle difference Δθs between θ and the reference position θs (when the stationary operation is executed) In this case, the steering angle of the steering wheel from the restart of the engine is calculated, and the rotation angle difference Δθs is compared with a predetermined value β. Here, the predetermined value β is a criterion for determining whether or not the stationary operation has been completed (for example, 2-3 °).
If the rotation angle difference Δθs exceeds this β, it is determined that the stationary operation has not been completed, and the current process is terminated as it is. Where β is the steering sensor 1
Since the value depends on the detection accuracy of the sensor 9, the numerical value is set so as to include the error range of the sensor 19.

When the rotation angle difference Δθs becomes equal to or smaller than β, it is determined that the stationary operation has been completed. I do. Steps 36 to 39 are the same as steps 15 to 18 in FIG. Δθ1>
Only when it is the first time that α has been reached, the process proceeds from step 36 to step 37 to start the timer T. After the second time, the process proceeds to step 38 to count up the timer T.

In step 39, the timer T and the predetermined value T
Compare 2. Here, the predetermined value T2 is a criterion (for example, 2 seconds) for determining whether or not the driver has released the hand from the steering wheel. When the timer T is within T2, the driver still releases the hand from the steering wheel. It is determined that they have not been performed, and the current process ends.

On the other hand, if the timer T has exceeded T2, it is determined that the driver has released his / her hand from the steering wheel (the stationary operation has been reliably completed).
Proceeding to 1, the engine start flag for power steering drive is set to 0, an engine stop command is issued, and the engine stops.

Investigation into setting the above-mentioned predetermined value T2 has revealed that even if the stationary operation is continued, the operation is completed in about one second. Further, when T2 is lengthened, the automatic steering of the engine is not easily stopped although the stationary steering operation is completed and the power steering is no longer required. Conversely, if T2 is short, the engine stops immediately after the start, and the operation is troublesome. Therefore, in consideration of both, in the present embodiment, the value of T2 is 2 seconds, which is the minimum time required for the stationary operation.

As described above, in the present embodiment, not the steering state immediately before the automatic stop of the engine, but the steering state from the automatic stop of the engine, specifically, the turning angle Δθ of the steering wheel immediately before the automatic stop of the engine.
Since the automatic stop of the engine is released when the stationary operation is determined on the basis of No. 1, the intention of the stationary operation of the driver can be accurately reflected.

For example, even if the vehicle stops after operating the steering wheel by 180 ° or more for turning right or left at an intersection or changing lanes during traffic jams, this operation is performed immediately before the automatic stop of the engine. It does not matter whether or not to cancel the automatic stop of the vehicle.Therefore, when the vehicle is stopped after the steering wheel is largely operated due to turning left or right at an intersection or changing lanes during traffic jams, the stationary operation must be performed immediately after this. In this case, the automatic stop will not be released. In addition, even if the vehicle enters the parking lot and stops without operating the steering wheel 180 °, if the stationary operation is performed immediately after the vehicle stops, the engine will be restarted. The operation becomes lighter, and the burden on the driver involved in the stationary operation can be reduced.

Also, there is no intention of deferment to the driver,
Unless the driver's body touches the steering wheel and turns the steering wheel by mistake, canceling the automatic stop of the engine would unnecessarily restart the engine. In this case, in this embodiment, when the driver's body touches the steering wheel and turns the steering wheel by mistake,
Since the engine is automatically stopped without canceling the automatic stop of the engine, the engine is not unnecessarily operated even when the driver operates the steering wheel incorrectly.

Further, if the same torque (or output) as that at the time of restarting the engine at the time of starting the vehicle is set only to operate the power steering, the operating oil pressure of the power steering suddenly increases in response to the rapid increase of the engine speed. According to the present embodiment, it is possible to avoid such a sharp increase in the operating oil pressure of the power steering, and to suppress power consumption by reducing the torque applied to the electric motor.

Further, if the engine is started even after the stationary operation, the fuel efficiency deteriorates. However, according to the present embodiment, the automatic stop is immediately performed when the stationary operation is completed, so that the fuel efficiency is reduced. Does not worsen.

In order to operate the power steering at the time of the stationary operation, it is difficult to practically improve the fuel efficiency by releasing the automatic stop for 30 seconds as in the conventional apparatus. Since the automatic stop is released only for 2 seconds, which is the minimum time required for the stationary operation, the improvement in fuel efficiency is not hindered.

When the turn signal is activated before the stationary operation is completed, it is assumed that the driver intends to start, and the automatic stop of the engine is not released, so that good driving performance is maintained. be able to.

When the vehicle is stationary for parking or the like, the shift position must be in the D range or the R range. Therefore, it is not necessary to restart the engine and operate the power steering in the N range or the P range. . Therefore, when the steering wheel turning angle Δθ1 immediately before the automatic stop of the engine exceeds a predetermined value α, and when the shift position is in the N range or the P range, the automatic stop of the engine is continued to stop the engine. It is possible to increase the time during which the vehicle is running and improve the fuel efficiency of the vehicle.

In the embodiment, the operation of the turn signal is not limited. However, when the vehicle is traveling on the left side, it is desirable to limit the operation of the turn signal to the operation of the right turn signal. This is because in left-hand traffic, when the left turn signal is activated, it is not always possible to assume that the driver intends to start. For example, if the left turn signal is activated and the vehicle is parked with the left side parked, the driver cannot be deemed to have the intention to start, and the engine is not automatically stopped until this time In this case, fuel efficiency is hindered. On the other hand, when the right direction indicator is operating, it is either a right turn or a start, in which case the driver has a certain intention to start. Therefore, when the vehicle is traveling on the left side, the operation of the turn signal is limited to the operation of the turn signal to the right, and the engine is not automatically stopped only when the driver can reliably consider that he has the intention to start. Thus, both fuel efficiency and drivability can be achieved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a configuration of an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a process of automatically stopping an engine.

FIG. 3 is a flowchart illustrating an engine start process for operating the power steering.

FIG. 4 is a flowchart illustrating a stationary end determination.

FIG. 5 is a diagram corresponding to claims of the first invention.

[Explanation of symbols]

 Reference Signs List 1 engine 2 motor generator 3 transmission 10 automatic stop / restart controller 11 brake sensor 18 vehicle speed sensor 19 steering sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/00 F02D 29/00 C 29/04 29/04 G F02N 11/04 F02N 11/04 D 15 / 00 15/00 E // B60K 6/00 B60K 9/00 Z 8/00 B62D 101: 00 109: 00 113: 00 F term (reference) 3D032 CC49 CC50 DA03 DA23 DA91 DA93 DA96 DB05 DC09 DC33 DC34 EB11 EC03 FF07 GG01 3G092 AA01 AA02 AC02 AC03 CA02 EA08 EA14 EA15 EA17 FA03 FA24 FA44 FA45 GA10 GB01 HE08Z HF01X HF05X HF07Z HF13Z HF17Z HF21Z HF26Z 3G093 AA05 AA06 AA07 AA14 AA16 AB01 DB05 DB02 FA05

Claims (11)

[Claims] An engine, an electric motor that rotates in synchronism with the engine, a transmission that transmits the output of the engine and the electric motor to driving wheels, and a function of automatically stopping and restarting the engine depending on running conditions of the vehicle. A hydraulic pump for engine-driven power steering, and means for detecting a rotational position of a steering wheel, wherein the controller performs steering based on the detection means immediately before the automatic stop of the engine. A function for calculating the turning angle of the wheel, a function for determining whether or not the stationary operation has been performed based on the steering angle of the steering wheel, and an automatic operation of the engine when the stationary operation has been performed based on the determination result. A function of releasing the stop and restarting the engine. Automatic stop and restart apparatus. 2. A function for judging whether or not the stationary operation is performed, a function of comparing a steering angle of the steering wheel immediately before the automatic stop of the engine with a predetermined value,
2. The vehicle according to claim 1, further comprising a function of determining that a stationary operation has been performed when the steering angle of the steering wheel immediately before the automatic stop of the engine exceeds a predetermined value based on the comparison result. Engine automatic stop and restart equipment. 3. The engine according to claim 1, wherein when the driver's body touches the steering wheel and turns the steering wheel by mistake, the engine is automatically stopped without releasing the automatic stop of the engine. Automatic stop / restart system for vehicle engines. 4. The case where the driver's body touches the steering wheel and turns the steering wheel by mistake means that when the stationary operation is performed, this state is maintained for less than a predetermined time. 4. The automatic engine stop / restart system for a vehicle according to claim 3, wherein: 5. The motor according to claim 1, wherein the torque or the output of the electric motor when the engine is restarted when the stationary operation is performed is set lower than when the engine is restarted when the vehicle starts moving. An automatic stop / restart system for an engine of a vehicle according to the above. 6. The automatic engine stop of a vehicle according to claim 1, wherein the engine is automatically stopped when the stationary operation is terminated after restarting the engine when the stationary operation is performed. Restart device. 7. The stationary operation is considered to be completed when the steering angle of the steering wheel from the restart of the engine when the stationary operation is performed does not change for a predetermined time or more. 7. The apparatus for automatically stopping and restarting an engine of a vehicle according to 6. 8. The automatic engine stop / restart system according to claim 7, wherein the predetermined time is a minimum time required for a stationary operation. 9. The automatic engine stop / restart system according to claim 6, wherein the engine is not automatically stopped when the turn signal is operated before the stationary operation is completed. 10. The automatic engine stop / restart system according to claim 9, wherein when the vehicle is traveling on the left side, the operation of the direction indicator is an operation of a direction indicator to the right. . 11. An automatic transmission, wherein when the stationary operation is performed, the automatic stop of the engine is not released when the shift position of the automatic transmission is in the N range or the P range. The automatic engine stop / restart system for a vehicle according to claim 1.