JP2001001795A - Control system for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To save fuel and reduce emission more effectively in a vehicle provided with a control device which maintains a booster pressure of a braking device, in performing control for an automatic stop and startup of an internal combustion engine. SOLUTION: In this control system for internal combustion engine, when an engine is stopped automatically under Ecorun control (S102) and a brake booster negative pressure is not more than prescribed value Pb1 (S104), it is judged whether a gear shift lever is in a position P (S108) and whether a parking brake lever is in a parking position (S110). When the control system receives YES, automatic stop of an engine 22 continues (S114), while when either the gear shift lever or parking brake lever is not under operation, the engine is started (S112). Because movement of the vehicle is restricted by braking based on the gear shift lever or parking brake lever even when brake booster negative pressure is decreasing, fuel conservation and reduction of emission can be achieved through prohibiting unnecessary startup of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine for saving fuel or reducing exhaust emissions by executing automatic stop and automatic start of the internal combustion engine during running.

[0002]

2. Description of the Related Art Conventionally, when a vehicle stops at an intersection or the like during traveling, the engine is automatically stopped under a predetermined stop condition, and then the engine is started under a predetermined start condition, for example, when an accelerator pedal is depressed. There has been proposed a control device for an internal combustion engine that performs automatic stop / start control for starting the engine. Such control is referred to as eco-run control, and is expected to save fuel and reduce exhaust emissions.

[0003] On the other hand, a brake device for traveling in a vehicle includes a brake booster (a booster) for operating a brake with a small effort by utilizing a suction negative pressure of an engine or a negative pressure of a vacuum pump driven by the engine. ) Is widely used. However, when the above-described automatic stop / start control is performed in a vehicle equipped with such a brake device, the pressure of the brake booster is not reduced due to the automatic stop of the engine. In such a case, there is a possibility that the function of the brake booster is weakened, and a problem occurs that the brake pedal force for generating the braking force changes.

In order to prevent this, the applicant has provided a negative pressure switch for detecting a negative pressure of the brake booster, and starts the engine when the negative pressure falls below a predetermined value, thereby reducing the negative pressure of the brake booster to a predetermined value. An apparatus that maintains the above is proposed (JP-A-58-35245). In this device, the negative pressure of the brake booster is maintained at a predetermined value or more, so that there is an advantage that a change in the brake depression force for generating the braking force is small.

[0005]

However, when the vehicle is stopped, such as when the engine is automatically stopped, it may not be necessary to perform braking by the traveling brake device. For example, in a general vehicle, a parking brake device (a so-called side brake or a so-called side brake, which operates by operating a parking lever or a parking brake pedal in a vehicle compartment) as a parking braking (movement regulating) means separately from a traveling brake device. Parking foot brake)
Usually, in a vehicle equipped with an automatic transmission, the shift lever is moved to a parking position (P position).
, The parking lock device provided in the transmission operates to fix the drive wheels.

In such a vehicle, if these parking braking means are operated, the movement of the vehicle is prevented even on a sloping road. Therefore, in such a vehicle, the engine is used only to maintain the negative pressure of the brake booster. In this case, the effects of saving the fuel and reducing the exhaust emission, which are the objects of the automatic stop / start device, are reduced, and the battery used for starting the engine and the deterioration of the motor are accelerated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to reduce fuel consumption and exhaust gas in a vehicle equipped with a control device for an internal combustion engine that maintains a negative pressure of a brake booster of a brake device. It is an object of the present invention to reduce emissions more effectively and to suppress consumption of a battery used for starting and deterioration of a motor.

[0008]

In order to achieve the above object, a first aspect of the present invention is to stop an internal combustion engine when a predetermined stop condition is satisfied, and to energize the internal combustion engine in response to a driver's operation. Control of an internal combustion engine that performs an automatic stop / start control that starts the internal combustion engine when a predetermined start condition including one of the start conditions is that an energized state of a brake device that operates by actuation falls below a predetermined reference value. A determination unit configured to determine whether the brake device requires braking; and a determination unit configured to determine whether the brake device is in an energized state below a predetermined reference value. A control unit for prohibiting starting of the internal combustion engine when it is determined that braking is unnecessary.

In the first invention, the internal combustion engine is started when the energized state of the brake device that operates in response to the driver's operation falls below a predetermined reference value. Here, the determination means
Judge whether it is in a state that requires braking by the brake device,
As a result, when it is determined that braking by the brake device is unnecessary, the prohibiting means prohibits the start of the internal combustion engine even when the energized state of the brake device falls below a predetermined reference value.

As described above, according to the first aspect, when braking by the brake device is unnecessary, the internal combustion engine is started even if the energized state of the brake device falls below a predetermined reference value. Not done. Therefore, unnecessary restart of the internal combustion engine can be prevented, the fuel can be saved and the exhaust emission can be reduced more effectively by the automatic stop / start device, and the consumption of the battery used for starting and the deterioration of the motor can be suppressed. Can be.

A second invention is a control device for an internal combustion engine according to the first invention, wherein the energized state is a negative pressure sensor for detecting a negative pressure of a brake booster energized by operation of the internal combustion engine. A control device for an internal combustion engine characterized by being detected by the following.

In the second invention, in addition to the effect of the first invention, the energized state of the brake device due to the operation of the internal combustion engine can be directly detected by simple means, and the forced start of the internal combustion engine and its prohibition can be ensured. Can be performed.

According to a third aspect of the present invention, there is provided a control device for an internal combustion engine according to the first or second aspect, wherein the parking brake means is provided separately from the brake device, and an operating state of the parking brake means is detected. The control device for an internal combustion engine according to claim 1, further comprising a parking brake detecting unit that determines that braking by the brake device is unnecessary when the parking brake unit is operating.

In the third invention, the parking brake detecting means detects the operating state of the parking brake means provided separately from the brake device, and when the parking brake means is operating, the determining means includes: It is determined that braking by the brake device is unnecessary. When the parking brake means is operating, it can be determined that braking by the brake device is not necessary,
It is preferable that the operating state of the parking brake means be used as a reference for necessity of braking by the brake device.

According to a fourth aspect of the present invention, there is provided a control device for an internal combustion engine according to the third aspect of the present invention, comprising a plurality of the parking braking means, wherein the determining means comprises at least one of the plurality of parking braking means. A control device for an internal combustion engine, wherein it is not determined that braking by the brake device is unnecessary when the means is not operating.

[0016] The determining means in the third aspect of the present invention includes:
When the parking brake means is in operation, it is determined that braking by the brake device is unnecessary. However, in the fourth invention, a plurality of parking brake means are provided, and at least one of the plurality of parking brake means is parked. When the braking means is not operating, the determining means does not determine that braking by the brake device is unnecessary. As a result, when any one of the plurality of parking braking means is released, the internal combustion engine is started. Therefore, in the fourth aspect of the present invention, the internal combustion engine is started after one of the parking brake means is released and before the other is released, so that the brake device can be sufficiently energized during that time, Since the other parking braking means is operating, there is no possibility that the vehicle will start carelessly.

As the plurality of parking brake means, as in the fifth invention, a parking brake device which is operated by operating a parking lever in a vehicle compartment, and a shift lever provided in a transmission, in a vehicle compartment, is set to a parking position. It is preferable to comprise a parking lock device that operates when set. Further, as in the sixth aspect of the present invention, a parking brake device that is operated by operating a parking lever in the vehicle compartment may be used instead of the parking brake device that is operated by operating a parking brake pedal in the vehicle compartment.

[0018]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram schematically showing the configuration of a control device 20 for an internal combustion engine according to one embodiment of the present invention. As shown in the figure, a control device 20 for an internal combustion engine according to the embodiment is shown.
Is an internal combustion engine 22 and an automatic transmission 30 that shifts the power from the engine 22 and transmits the power to the drive shaft 32.
A motor 40 that also operates as a generator capable of starting the engine 22, a power supply to the motor 40 via the inverter 60 and a battery 62 that can be charged by the power generated by the motor 40, And an electronic control unit 70 for controlling. The power from the engine 22 is shifted by the automatic transmission 30 and output to the drive shaft 32, and finally, through the differential gear 34 attached to the drive shaft 32,
6 and 38.

The engine 22 is an internal combustion engine using gasoline as a fuel. An input shaft of an automatic transmission 30 is connected to one end of a crankshaft 24, which is an output shaft of the engine 22, and a clutch 26 is connected to the other end. Pulley 28 is attached. The operation of the engine 22 is controlled by controlling an opening degree of a throttle valve (not shown) by an electronic control unit for engine (hereinafter referred to as EG ECU) 23 and controlling a valve opening time of a fuel injection valve (not shown).

The automatic transmission 30 includes a well-known fluid torque converter that amplifies torque by the action of circulating oil and transmits the amplified torque to the rear, and a plurality of forward gears and a reverse gear by combining a plurality of clutches and brakes. And a transmission comprising a stepped planetary gear mechanism in which one of the gear stages is selectively engaged. In this automatic transmission 30, the gear ratio is automatically selected according to the running state, and the gear ratio is selected according to the operation state of the shift lever 84 provided in the vehicle interior. When operated to the parking position (P position), the parking lock device 101 provided in the automatic transmission 30
Is operated to prevent rotation of the drive wheels 36, 38.

The oil pump 19 used for shifting operation of the automatic transmission 30 is provided with a crankshaft 2 of the engine 22.
It is directly connected to 4. The oil pump 19 includes a known forward clutch 105 provided inside the automatic transmission 30 and engaged during forward traveling, and a hydraulic control circuit 12 shown in FIG.
Linked by 0. This hydraulic control circuit 120
Is configured to quickly increase the hydraulic pressure to the forward clutch 105 for selecting a forward gear when automatic restart of the engine 22 in automatic stop / start control described later.

In FIG. 2, an oil pressure control circuit 120 includes an oil pump 19, a primary regulator valve 100 that regulates the oil pressure from the oil pump 19 by a line pressure control solenoid 102 and supplies it as a predetermined line pressure, A manual valve 104 that guides the line pressure from the primary regulator valve 100 to an operating portion in accordance with each position in conjunction with a shift lever 84 in the inside, a switching valve 108 for interrupting the hydraulic pressure from the manual valve 104, and a switching valve A driving solenoid 108 and an accumulator 103 for regulating the pressure are provided.

From the manual valve 104 via the large orifice 106 and the switching valve 108, the forward clutch 1
A first hydraulic path 107 (normal hydraulic path) for supplying hydraulic pressure to the first hydraulic path 05 is provided. The first hydraulic path 107 branches from the first hydraulic path 107 after passing through the large orifice 106, and advances through a small orifice 114. A second hydraulic path 109 for supplying hydraulic pressure to the clutch 105 is configured. A check valve 113 composed of a check ball is connected in parallel with the small orifice 114 between the first hydraulic path 107 and the second hydraulic path 109 after passing through the large orifice 106. . The forward direction of the check valve 113 is from the forward clutch 105 to the manual valve 104.

In the hydraulic control circuit 120, when the driver operates the shift lever 84, the manual valve 104 is operated in accordance with each position of the operation, and the line pressure from the primary regulator valve 100 is guided to the forward clutch 105. In particular, the switching valve 108 is opened when there is a command for a rapid pressure increase control for rapidly increasing the oil pressure to the forward clutch 105 during the automatic restart of the engine 22 in the automatic stop / start control. When the line pressure is supplied to the forward clutch 105 as it is, and the end command of the rapid pressure increase control is given, the switching valve 108 is shut off and the oil passing through the small orifice 114 is relatively slowly (substantially as compared with the conventional one). (At an equivalent speed). The check valve 113 allows drainage (discharge) of oil from the forward clutch 105. This will be described with reference to the timing chart of FIG.
Is increased to the target rotational speed NETGT, the supply hydraulic pressure to the forward clutch 105 is as shown by the curve a in the case of the normal start in which the rapid pressure increase control is not performed. Curve b if
As described above, the pressure becomes high at a relatively early timing. Switching valve 1
08 is open only during the period of TFAST, and the output speed of the automatic transmission 30 changes as indicated by NT. In addition,
The accumulator 103 shown in FIG. 2 includes a piston 118 and a spring 116, and functions so that when oil is supplied to the forward clutch 105, a predetermined oil pressure determined by the spring 116 is maintained for a while. This is to reduce the shock generated near the end of engagement of the forward clutch 105. The engagement control of a plurality of clutches and brakes provided in the hydraulic control circuit 120 is performed by an electronic control unit for an automatic transmission (hereinafter referred to as ATE).
CU) 31 to control the opening and closing of each solenoid valve.

Referring again to FIG. 1, the motor 40 is a synchronous motor generator, and is used in place of the starter motor when the engine 22 is restarted during execution of the later-described eco-run control, and when the engine 22 is braked. Is to regenerate electric power. A reduction gear 44 is attached to a rotation shaft 42 which is an output shaft of the motor 40.
Is provided with a pulley 58. The speed reducer 44
As shown in the figure, a planetary gear including a sun gear 46 attached to a rotating shaft 42, a ring gear 48, a plurality of pinion gears 50 revolving around the sun gear 46 while rotating, and a carrier 52 connecting the plurality of pinion gears 50. The mechanism is configured as a main component. Ring gear 4
The rotating shaft 4 is fixed to the case by a brake 54 and is rotated by a one-way clutch 56.
2 are connected. Therefore, when the brake 54 is engaged, the rotation of the rotary shaft 42 is transmitted to the pulley 58 at a reduced speed with the gear ratio of the planetary gear mechanism, and when the brake 54 is disengaged, the one-way clutch 56 Engagement is transmitted without being decelerated. The pulley 58 is connected to the pulley 28 by a belt 59 so that the engine 22 can be started by the motor 40 and, conversely, the motor 40 can be operated as a generator by the power of the engine 22.

The operation of the motor 40 is controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 41 via an inverter 60. The operation control of the motor 40 by the motor ECU 41 is performed by the switching control element 6 of the inverter 60 connected to the battery 62.
This is performed by controlling the ratio of the on-time of the transistors sequentially to control the current flowing through each of the three-phase coils of the motor 40. In the embodiment, the motor 40
Is a synchronous motor generator, so that the battery 62 can be charged by operating the motor 40 as a generator. Control for operating the motor 40 as a generator is also performed by the motor ECU 41. Battery 6
The secondary battery 2 is configured as a chargeable / dischargeable secondary battery, and its charge state and charge / discharge are controlled by a battery electronic control unit (hereinafter, referred to as a battery ECU) 63.

On the back side of a foot brake pedal 82 provided in the vehicle interior, a brake pedal depression force sensor 8 composed of a pressure sensor for detecting the depression force of the depression operation by the driver.
3 is provided. It should be noted that an on / off switch, a potentiometer, or a stroke sensor may be used instead of the configuration using the pressure sensor. On the other hand, a side brake position sensor 87 that detects an operation angle of the side brake lever 86 is provided at a base of a side brake lever 86 that is a parking brake provided in the vehicle interior. As the side brake position sensor 87, a pressure sensor or a stroke sensor may be used in addition to a sensor that detects an operation angle.

The foot brake pedal 82 is connected to a well-known hydraulic brake device 91. The hydraulic brake device 91 has a negative pressure (booster pressure) of a vacuum pump (not shown) driven by the engine 22. ) Is provided with a known brake booster 93 for operating the brake with light labor. This brake booster 93
Is provided with a booster negative pressure sensor 95 for detecting a negative pressure of the brake booster 93.

The electronic control unit 70 is configured as a one-chip microprocessor centered on a CPU 72, and includes a ROM 74 storing a processing program, a RAM 76 temporarily storing data, an EG ECU 23, an ATECU 31, a motor ECU 41, and a battery. ECU6
3 and a communication port (not shown) for communicating with the input / output port 3. This electronic control unit 70
The wheel speeds VR and VL from the wheel speed sensors 37 and 39 attached to the drive wheels 36 and 38, and the accelerator pedal 8 detected by the accelerator pedal position sensor 81
Accelerator pedal position AP, which is a depression amount of 0,
The operating position of the shift lever 84 detected by the shift position sensor 85, that is, P (stop), D (running),
Shift position SP, which is a signal indicating each of R (reverse), N (neutral), 4.3.2, and L (low), is switched on when eco-run control is not performed, and switches from the allowable mode to the prohibited mode. In addition to the eco-run cut signal ECSW from the eco-run cut switch 88 used in the above, the brake pedal depression pressure BP, which is a signal indicating the depression pressure of the foot brake pedal 82 detected by the above-described brake pedal depression force sensor 83, and the side brake position sensor 87 Switch BS as an on / off state of the side brake lever 86 detected by the above, and a booster negative pressure sensor 9 for detecting the booster pressure of the brake booster 93
The brake booster pressure BB detected from No. 5 is input via the input port. Also, from the electronic control unit 70, a drive signal to the clutch 26, a drive signal to the speed reducer 44, a drive signal to an eco-run indicator 89 mounted on a panel in front of the driver's seat and lit when performing eco-run control, and the like. Output via the output port.

The control device 2 for the internal combustion engine thus configured
At 0, the electronic control unit 70 performs automatic stop / start control (hereinafter referred to as “eco-run control”) in which the engine 22 is automatically stopped or automatically restarted in accordance with the state of the vehicle. The condition for automatically stopping the engine 22 is that when the shift lever 84 is in the N position or the P position, the vehicle is stopped and the accelerator is off (the accelerator pedal 80 is not depressed). In the D position, the vehicle is in a stopped state, the accelerator is off (the accelerator pedal 80 is not depressed), and the brake is on (the brake pedal 82 is depressed). The stop state of the vehicle is determined by the vehicle speed V calculated from the wheel speeds VR and VL detected by the wheel speed sensors 37 and 39, and the depression state of the accelerator pedal 80 and the brake pedal 82 is detected by the accelerator pedal position sensor 81. The determination is made based on the accelerator pedal position AP and the brake pedal depression pressure BP detected by the brake pedal depression force sensor 83. On the other hand, the condition for automatic restart of the engine 22 is a state in which such a condition for automatic stop is not satisfied. Such eco-run control is activated, for example, in a signal waiting state at an intersection when traveling in an urban area or in a train waiting state at a railroad crossing to improve fuel efficiency and reduce emissions. The electronic control unit 70 performs such eco-run control, learns the operation state of the engine 22 and the state at the time of automatic restart, and determines the deterioration and life of the equipment related to the operation and start of the engine 22 based on the learning result. are doing.

An example of the eco-run regulation process control performed by the control device 20 of the internal combustion engine configured as described above will be described below.

FIG. 4 is a flowchart showing an example of an eco-run regulation processing routine executed by the electronic control unit 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) from when an ignition key (not shown) is turned on.

When the eco-run regulation processing routine is executed, the CPU 72 of the electronic control unit 70 first executes various signal input processing (step S100). The input signals include the accelerator pedal position AP from the accelerator pedal position sensor 81 and the brake pedal 82.
From the brake pedal, the shift position SP from the shift position sensor 85, the brake switch BS from the side brake position sensor 87, and the brake booster pressure BB detected from the booster negative pressure sensor 95.
and so on.

After executing the input signal processing, it is determined whether or not the engine 22 is in the automatic stop state by executing the eco-run control (step S10).
2). This determination is made based on, for example, whether or not the eco-run control execution flag is set during execution of the above-described eco-run control.

Next, it is determined whether or not the brake booster negative pressure is equal to or less than a predetermined reference value Pb1 based on the previously read value of the brake booster pressure BB (step S10).
4). When the negative pressure of the brake booster is larger than the reference value Pb1, since the brake booster 93 operates properly even if the automatic stop of the engine 22 is continued, the automatic stop continuation processing is executed ( Step S10
6), end this routine.

On the other hand, when the negative pressure of the brake booster is equal to or less than the predetermined reference value Pb1, it is determined whether the operation position of the shift lever 84 is at the P position (step S1).
08) Also, it is determined whether the side brake lever 86 has been operated to the parking position, that is, whether the parking brake device is operating (step S110). If the determinations in steps S108 and S110 are affirmative, it means that braking by the hydraulic brake device 91 using the foot brake pedal 80 is unnecessary, so that the engine 22 is automatically started without starting the engine 22. A stop continuation process is executed (step S114), and the present routine ends.

If the operation position of the shift lever 84 is not at the P position in step S108, and if the parking brake device is not operating in step S110, an automatic start process of the engine 22 is executed (step S112). This routine ends.

As a result, according to the control device 20 of the internal combustion engine of the present embodiment, even before the improvement of the present invention, even when the brake booster negative pressure at which the engine 22 must be started must be reduced. If the operation position of the shift lever 84 is not at the P position, and step S110
In the case where the parking brake device is not in operation, the hydraulic brake device 91 using the foot brake pedal 80
It is assumed that the braking by the engine 22 is unnecessary.
Is not started. Therefore, unnecessary restart of the engine 22 can be prevented, fuel can be saved and exhaust emissions can be reduced more effectively, and consumption of the battery 62 used for starting and deterioration of the motor 40 can be suppressed.

In this embodiment, since the negative pressure of the brake booster of the hydraulic brake device 91 due to the operation of the engine 22 is directly read by the booster negative pressure sensor 95, the energized state of the hydraulic brake device 91 can be determined by simple means. Direct detection is possible, and the forced start of the engine 22 and its prohibition can be reliably executed. The booster negative pressure sensor 95
, A negative pressure switch may be used.

In this embodiment, a parking brake device as a parking brake means provided separately from the hydraulic brake device 91 and a parking lock device 101 in the automatic transmission 30 are provided.
Is detected, and when these are in operation, it is determined that braking by the hydraulic brake device 91 is unnecessary. However, when the parking brake means is in operation, the hydraulic brake device is used. Since the movement of the vehicle on the sloping road is reliably prevented even without braking by the brake 91, it is preferable to use the operating state of the parking brake means as a reference for determining whether or not the hydraulic brake device 91 needs to be braked.

In this embodiment, a plurality of parking brake means are provided (a parking brake device and a parking lock device 101 in the automatic transmission 30), and at least one of the plurality of parking brake devices is provided. Is not operating, the engine 22 is started when any one of the plurality of parking braking means is released as a result of determining that braking by the brake device is unnecessary. Therefore, since the engine 22 is started after one of the parking braking means is released and before the other is released, the hydraulic brake device 91 can be sufficiently biased during that time.

In the present embodiment, whether or not braking by the hydraulic brake device 91 is necessary is determined based on the operating state of the parking brake device as the parking braking means or the parking lock device 101 in the automatic transmission 30. Configuration,
The determination as to whether or not braking by the brake device in the present invention is necessary may be made by another means as long as it can detect whether or not the vehicle body is stopped. For example, a configuration may be used in which, when the vehicle is stopped and the road inclination is lower than a predetermined value, it is determined that braking by the brake device is unnecessary, using an inclination sensor that detects the inclination state of the road. The configuration also belongs to the category of the present invention.

Further, in this embodiment, it is determined whether or not the brake booster negative pressure is equal to or lower than a predetermined reference value Pb1 (step S104), thereby determining whether or not to automatically stop the engine 22. However, instead of such a configuration, the number of times of depressing the foot brake pedal 82 is counted based on the output signal of the brake pedal depressing force sensor 83, and the depressing operation is performed a predetermined number of times (for example, five times) or more. In such a case, it may be determined that the brake booster negative pressure is decreasing, and the process proceeds to step S108 and subsequent steps. That is, since the outside air is introduced into the brake booster 93 by an operation associated with the depression operation of the foot brake pedal 82, the brake booster negative pressure decreases at a constant rate every time the depression operation is performed.
By counting the number of times the foot brake pedal 82 is depressed after the engine 22 is stopped, the negative pressure of the brake booster 93 can be estimated, whereby a decrease in the negative pressure of the brake booster is detected, and the subsequent engine stop processing and the like are performed. Can be migrated to. According to this configuration, the present invention can be implemented in a vehicle not equipped with the brake booster negative pressure sensor 95.

Further, as means for knowing the degree of decrease in the negative pressure of the brake booster, the elapsed time after the engine 22 is stopped is measured, and it is determined that the negative pressure of the brake booster falls below a reference value on condition that a predetermined time has elapsed. May be performed, or the determination may be made based on a combination of the elapsed time and the number of times the foot brake pedal 82 is operated.

In this embodiment, the parking brake device operated by the side brake lever 86 has been described as one of the parking brake means. However, instead of such a parking brake device, parking in the vehicle compartment is performed. The same effect can be obtained by using a parking brake device operated by operating a brake pedal.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a control device for an internal combustion engine according to an embodiment of the present invention.

FIG. 2 is a configuration diagram illustrating a hydraulic control circuit according to the embodiment of the present invention.

FIG. 3 is a timing chart showing rapid pressure increase control for a forward clutch at the time of engine start.

FIG. 4 is a flowchart illustrating an example of control according to the embodiment of the present invention.

[Explanation of symbols]

20 control device for internal combustion engine, 22 engine, 23 electronic control unit for engine, 30 automatic transmission, 36,
38 drive wheels, 37, 39 wheel speed sensors, 40 motors, 70 electronic control units, 80 accelerator pedals,
81 accelerator pedal position sensor, 82 foot brake pedal, 83 brake pedal depression force sensor, 8
4 shift lever, 85 shift position sensor, 8
6 Side brake lever, 87 Side brake position sensor, 91 Hydraulic brake device, 93 Brake booster, 95 Booster negative pressure sensor, 101 Parking lock device.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/02 341 F02N 15/00 E F02N 15/00 B60T 17/00 C // B60T 17/00 13 / 52 A F-term (reference) 3D037 FA23 FA24 FA25 FA27 FB00 FB05 3D041 AA19 AA21 AB01 AC08 AC15 AC18 AC27 AC29 AD00 AD05 AD31 AD41 AD42 AE02 AE39 AE42 AF07 3D048 BB23 CC26 HH44 HH66 KK09 KK13 QQ12 HR00 KK13 QQ12 RR00 RR04 RR13 3G093 AA05 AA16 BA21 BA22 CA02 DA03 DB11 DB15 EA01 EB03 EB04 EB09 EC01 FA09 FB01

Claims (6)

[Claims] An internal combustion engine is stopped when a predetermined stop condition is satisfied, and an energized state of a brake device energized by the internal combustion engine and operated in response to a driver's operation falls below a predetermined reference value. When a predetermined start condition including a start condition as one of the start conditions is satisfied, the control device for the internal combustion engine that performs automatic stop start control for starting the internal combustion engine determines whether or not the brake device needs to be braked. Judging means for prohibiting the start of the internal combustion engine when the judging means judges that the braking by the brake device is unnecessary even when the energized state of the brake device falls below a predetermined reference value; A control device for an internal combustion engine, comprising: prohibiting means. 2. The control device for an internal combustion engine according to claim 1, wherein the energized state is detected by a negative pressure sensor that detects a negative pressure of a brake booster energized by operation of the internal combustion engine. A control device for an internal combustion engine, comprising: 3. The control device for an internal combustion engine according to claim 1, wherein the parking brake means is provided separately from the brake device, and the parking brake detection detects an operation state of the parking brake means. Control means for the internal combustion engine, characterized in that the determining means determines that braking by the brake device is unnecessary when the parking braking means is operating. 4. The control device for an internal combustion engine according to claim 3, further comprising a plurality of said parking brake means, wherein said determination means operates at least one of said plurality of parking brake means. If not, it is not determined that the braking by the brake device is unnecessary. 5. The control device for an internal combustion engine according to claim 4, wherein the plurality of parking brake units are provided in a transmission and a parking brake device that is operated by operating a parking lever in the vehicle compartment. And a parking lock device that operates when the shift lever is set to the parking position. 6. The control device for an internal combustion engine according to claim 4, wherein the plurality of parking brake units are a parking brake device that is operated by operating a parking brake pedal in a vehicle compartment, and a vehicle provided in a transmission. A control device for an internal combustion engine, comprising: a parking lock device that operates when a shift lever in a room is set to a parking position.