JP2008185022A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly start an engine according to request of a driver even during automatic stop of the engine due to idling stop or the like. <P>SOLUTION: An electric oil pump for generating hydraulic pressure of an automatic transmission, an electric power steering, and a hill holder are operated (S2-S4) during engine stop, and the operation of these electric loads is stopped (S11-S13) when a key start operation is done during engine stop. At that time, operation conditions of the electric loads is maintained and engine stop is continued when a shift position is in a traveling position even if the key start operation is done, and operation of the electric loads is stopped and a starter is driven to start the engine (S15) only when the key start operation is done in such a condition that the shift position is changed to a non-traveling position. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention automatically stops the engine in an idle operation state when the vehicle stops at an intersection or the like, and then restarts the engine automatically when a restart condition such as a start operation of the vehicle is satisfied. The present invention relates to a vehicle control apparatus that performs automatic stop / restart control of an engine such as an idle stop.

In recent years, in order to reduce fuel consumption and CO ₂ emissions, restart conditions such as automatically stopping the engine in an idling state when stopping at an intersection and then starting the vehicle Automobiles that perform automatic engine stop / restart control, that is, so-called idle stop, have been developed in which the engine is automatically restarted when the condition is established. In an automobile that performs such idle stop, if the oil pump for generating hydraulic pressure of the automatic transmission is only a mechanical oil pump, when the engine is stopped at idle stop, the oil pump for generating hydraulic pressure stops and the hydraulic pressure is reduced. The shift switching clutch can no longer be maintained in the engaged state, so it is proposed to add an electric oil pump and operate the electric oil pump when the engine is stopped at idle stop. (For example, refer to Patent Document 1).
Japanese Patent No. 3704283

  When an automobile that performs idle stop stops at an intersection or the like and the engine automatically stops, for example, an air conditioner drives a compressor with the engine, and therefore the air conditioner stops when the engine stops. At that time, the driver usually recognizes that the engine has stopped due to idle stop, and when the air conditioner stops and the room temperature rises, the driver becomes uncomfortable and he will operate the key by operating the key. It may be. In some cases, the engine may be forgotten to stop the engine due to idle stop.

  As such, even when the engine is stopped at idle stop, the driver may want to start the engine quickly for some reason. In such a case, the hydraulic pressure of the automatic transmission is ensured during the idle stop. For this reason, since an electric load other than the starter is operated, such as an electric oil pump, the electric power supplied to the starter is insufficient, and it may not be possible to start quickly.

  Therefore, it is a problem to be able to start the engine promptly in response to a driver's request even during automatic engine stop due to idle stop or the like.

  The vehicle control device of the present invention automatically stops the engine when a predetermined automatic stop condition is satisfied, and automatically restarts the engine when a predetermined restart condition is satisfied after the stop. And a load control means for operating a predetermined electrical load of the vehicle during automatic engine stop, and a key for detecting that a key start operation has been performed during automatic engine stop A starting operation detecting means is provided, and the electric load control means is configured to stop the operation of the electric load when it is detected that the key starting operation is performed during the automatic engine stop.

  By configuring the vehicle control device in this way, when a key start operation is performed while the engine is stopped due to an idle stop or the like, the operation of the electrical load peculiar to the automatic engine stop is stopped and the power consumption is suppressed. As a result, sufficient power is supplied to the starter side to improve the startability, and the engine can be started quickly in response to a driver's request even during automatic stop of the engine due to idle stop or the like.

  The vehicle control device includes a shift position determining unit that determines a shift position of the transmission, and when it is detected that the key start operation is performed, if the shift position is determined to be the traveling position, Preferably, the load control means maintains the operating state of the electric load, and the automatic stop control means is configured to continue the automatic stop of the engine.

  In other words, when the shift position is at the traveling position, the starting is originally not allowed, and therefore it is preferable that the operation of the electric load and the automatic stop be maintained.

  If the key start operation is performed with the shift position at the travel position such as the D (drive) range, the gear is engaged and the engine and the drive system are connected, so the load on the starter is large and the start becomes difficult. At the same time, a problem arises in the reliability of the starter. Therefore, on the assumption that the shift position is not the travel position but is switched to the non-travel position of the N (neutral) range or the P (parking) range, the key start operation is performed in the state of switching to the non-travel position. Only at that time, the operation of the electric load is stopped, the starter is driven, and the engine is started.

  Thus, the vehicle control device configured to stop the operation of the electric load and start the vehicle with the starter drive only when the key start operation is performed in the state where the vehicle is switched to the non-traveling position. One of the engine automatic stop conditions is that the position is the running position, and the engine automatic stop / restart control means that the other automatic engine stop conditions are established on the assumption that the shift position of the automatic transmission is at the running position. Sometimes it is configured to automatically stop the engine.

  When the transmission is an automatic transmission, automatic engine stop / restart control such as idle stop is usually performed only when the automatic transmission is in the D range, which is the travel position. In this case, for example, when the vehicle stops in the D range when waiting for a signal, the engine automatically stops at idle stop. When the shift position of the automatic transmission stops at the travel position and the engine automatically stops and then the shift position is changed to the non-travel position, it is assumed that the driver is about to start the key. it can. In such a case, the operation of the electric load can be stopped and the power supplied to the starter can be ensured so that the engine can be started immediately by the key start operation.

  The electric load that is activated during the automatic engine stop is, for example, an electric oil pump for generating hydraulic pressure of an automatic transmission that is activated to maintain a shift switching clutch or the like in an engaged state while the engine is stopped by an idle stop or the like. Electric power steering that operates to assist the steering force even when the engine is stopped due to idling stop, etc., stops the vehicle on a slope, etc. At least one of the electromagnetic hill holders. The vehicle control apparatus according to the present invention is a hill that maintains an electric oil pump for generating hydraulic pressure, an electric power steering, and a brake hydraulic pressure of an automatic transmission when it is detected that a key start operation has been performed during automatic engine stop. By stopping the operation of at least one of the holders, power consumption can be suppressed, sufficient power can be supplied to the starter side, and the engine can be started quickly according to the driver's request.

  As described above, according to the present invention, when a key start operation is performed during an automatic stop of the engine by an idle stop or the like, the operation of the electrical load peculiar to the automatic stop of the engine is stopped and the power supplied to the starter is secured. The engine can be quickly started according to the driver's request.

  Even if the key start operation is performed, if the shift position is the travel position, the operation of the electric load is maintained, the automatic engine stop is continued, and the key start operation is performed in the state of switching to the non-travel position. By stopping the operation of the electrical load and starting it with a starter drive only when it starts, the load on the starter can be reduced and the reliability can be improved. Assuming that there is a certain condition, the engine is automatically stopped when other engine automatic stop conditions are met. Assuming that the situation is going to happen, it is possible to stop the electrical load and secure the power supply to the starter so that the engine can be started immediately by the key start operation. , It can be started as soon as possible.

  The electric load that is activated during the automatic engine stop may be, for example, an electric oil pump for generating hydraulic pressure of an automatic transmission, an electric power steering, a hill holder that maintains the brake hydraulic pressure, and a key start operation during the automatic engine stop. When it is detected that at least one of them is detected, power consumption is suppressed by supplying at least one of them, and sufficient power is supplied to the starter side. Can start the engine.

Hereinafter, an example of an embodiment of the present invention will be described with reference to the drawings.
1 and 2 show an example of an embodiment of the present invention. FIG. 1 is a system diagram of a vehicle control apparatus according to this embodiment, and FIG. 2 is a flowchart showing a control operation.

  In this embodiment, the engine 1 includes an engine body that includes a cylinder head 10 and a cylinder block 11. The cylinder block 11 includes first to fourth cylinders 12A to 12D. Each cylinder 12A to 12D is connected to the crankshaft 3 via a connecting rod (not shown). The pistons 13 are reciprocally inserted so that the combustion chambers 14 covered with the cylinder heads 10 are formed above the pistons 13. The engine 1 is configured to be controlled by a control unit 2 (ECU).

  The vehicle of this embodiment includes an automatic transmission 4 (AT), and the engine 1 and the automatic transmission 4 constitute a power unit. The hydraulic oil generating electric oil pump 5 (AT electric O / P) is operated to maintain the shift switching clutch of the automatic transmission 4 in the engaged state while the engine is stopped by the idle stop, and the engine by the idle stop. Electric power steering 6 (electric power steering) that operates to assist the steering force even when stopped, and electromagnetic that operates to maintain brake pressure so that the vehicle does not move backward when the vehicle stops on an inclined surface and the engine stops at idle stop An electric load such as a hill holder 7 that is activated during automatic engine stop and other vehicle electric loads are controlled by a control unit 2 (ECU). The starter 8 for starting the engine is controlled by the control unit 2.

  An ignition plug 15 is installed in the cylinder head 10 so that the tip (plug tip) faces the combustion chamber 14 at the approximate center of the top of the combustion chamber 14 of each cylinder 12A to 12D. Each spark plug 15 is provided with an ignition device 27 for generating an electric spark. Further, the cylinder head 10 is provided with a fuel injection valve 16a so as to inject fuel directly into the combustion chamber 14 from a side position of the combustion chamber 14 of each cylinder 12A to 12D. A fuel supply device 16 is provided so as to supply fuel to the fuel injection valves 16a of the cylinders 12A to 12D. The fuel supply device 16 includes an electric high-pressure pump (not shown). The fuel in the fuel tank (not shown) is pressurized by the electric high-pressure pump and supplied to each fuel injection valve 16a via a distribution pipe. The fuel is injected into the combustion chamber 14.

  The electric high-pressure pump is controlled by the control unit 2 and can adjust the fuel pressure in a range of 3 MPa to 13 MPa, for example, according to the operating state of the engine 1.

  The fuel injection valve 16a includes a needle valve and a solenoid (not shown), and is driven for a time corresponding to a pulse width of a pulse signal input from a fuel injection control unit 41 (to be described later) of the control unit 2. The valve is opened, and an amount of fuel corresponding to the valve opening time is injected toward the vicinity of the electrode of the spark plug 15.

  Further, the cylinder head 10 is provided with an intake port 17 and an exhaust port 18 that are located above the combustion chamber 14 of each cylinder 12A to 12D and open toward the combustion chamber 14, and the intake port 17 and the exhaust port 18 are provided. Are provided with an intake valve 19 and an exhaust valve 20, respectively. The intake valve 19 and the exhaust valve 20 are driven to open and close at a predetermined timing according to the combustion cycle of each of the cylinders 12A to 12D operating with a phase difference by a valve mechanism (not shown) provided with a camshaft or the like.

  An intake passage 21 and an exhaust passage 22 are connected to the intake port 17 and the exhaust port 18 of each cylinder 12A to 12D. In the intake passage 21, the downstream portion near the intake port 17 is an independent branch intake passage 21 a corresponding to each of the cylinders 12 </ b> A to 12 </ b> D, and the upstream end of each branch intake passage 21 a communicates with the surge tank 21 b. A common intake passage 21c is provided on the upstream side of the surge tank 21b. A throttle valve 23 driven by an actuator 24 is disposed in the common intake passage 21c, and on the upstream side of the throttle valve 23, An air flow sensor 25 for detecting the intake flow rate, an intake air temperature sensor 29 for detecting the temperature of the intake air, and an atmospheric pressure sensor 36 for detecting the air density of the atmosphere are provided, and an intake pressure (negative pressure) is provided downstream of the throttle valve 23. ) Is provided.

  On the other hand, the exhaust passage 22 is provided with a catalyst 37 for purifying exhaust gas downstream of a collecting portion where exhaust gases from the cylinders 12A to 12D gather. The catalyst 37 is, for example, a so-called three-way catalyst that has a very high purification rate of HC, CO, and NOx when the air-fuel ratio of the exhaust is in the vicinity of the stoichiometric air-fuel ratio. The three-way catalyst has an oxygen storage capacity for storing oxygen in an oxygen-excessive atmosphere where the oxygen concentration in the exhaust gas is relatively high. When the oxygen concentration is relatively low, the stored oxygen is released and HC, CO, etc. React with. The catalyst 37 is not limited to a three-way catalyst, and may be any catalyst that has the same oxygen storage capacity. For example, the catalyst 37 may be a so-called lean NOx catalyst that can purify NOx even in an oxygen-excess atmosphere.

  Further, the engine 1 is provided with an exhaust recirculation passage for recirculating the exhaust gas led out to the exhaust passage 22 to the intake passage 21, and an EGR valve for adjusting the recirculation amount of the exhaust gas is provided in the middle of the passage. (Not shown).

  Further, an alternator 28 is attached to the engine 1. The alternator 28 is driven by the crankshaft 3 via a timing belt or the like, and includes a regulator circuit 28a that adjusts the amount of power generated by controlling the current of a field coil (not shown) and adjusting the output voltage. is doing. Based on the control signal from the control unit 2 input to the regulator circuit 28a, the amount of power generation corresponding to the electric load of the vehicle, the voltage of the vehicle-mounted battery, and the like is executed.

  A crank plate 30 is fixed to the tip of the crankshaft 3 in the engine 1. The crank plate 30 is set with a predetermined number of rotation angle detection tooth positions including the reference position at equal angular intervals, with one position on the outer periphery as a reference position, and rotation angle detection at each position excluding the reference position. Teeth 30a are formed, and a missing tooth portion 30b is formed at the reference position. Then, the teeth 30a of the crank plate 30 are scanned to detect the rotation angle (crank angle) from the tooth missing portion 30b, which is the reference position, and to output as a crank angle signal. The two sub crank angle sensors 31A and 31B are arranged at a predetermined interval in the rotation direction. The crank angle sensor detects the passage of the teeth of the crank plate and generates a rectangular wave signal corresponding to the crankshaft rotation angle with respect to the reference position. The engine 1 is provided with a cam angle sensor 32 that detects a specific rotational position of a camshaft (not shown).

  Further, the engine 1 is provided with a water temperature sensor 33 that detects the coolant temperature of the engine 1. On the vehicle body side, an accelerator opening sensor 34 for detecting an accelerator opening corresponding to the accelerator operation amount of the driver is provided, and a key switch 35 for detecting a key starting operation is provided.

  The control unit 2 includes a fuel injection control unit 41, an ignition control unit 42, an intake flow rate control unit 43, a power generation amount control unit 44, a piston position detection unit 45, an in-cylinder temperature estimation unit 46, an air density estimation unit 47, and an exhaust gas recirculation. The control unit 48 and the electric load control unit 49 are functionally configured, and include an air flow sensor 25, an intake pressure sensor 26, an intake air temperature sensor 29, crank angle sensors 31A and 31B, a cam angle sensor 32, a water temperature sensor 33, and an accelerator opening sensor. 34, a detection signal from the key switch 35 and the atmospheric pressure sensor 36 is input, a signal indicating a shift position is input from the automatic transmission 3, a fuel supply device 16 (fuel injection valve 16a), an actuator 24 of the throttle valve 23, A control signal is output to the ignition device 27 and the regulator circuit 28a of the alternator 28, and a control signal is output to the starter 8. In addition, the hydraulic pressure generating electric oil pump 5 of the automatic transmission 4, an electric power steering 6, and outputs a control signal to an electrical load, such as a hill holder 7.

  The fuel injection control unit 41 constitutes fuel injection control means for setting fuel injection timing, fuel injection amount in each injection, and fuel pressure and outputting the fuel injection signal to the fuel supply device 16.

  The ignition control unit 42 sets an appropriate ignition timing for each of the cylinders 12 </ b> A to 12 </ b> D and outputs an ignition signal to each ignition device 27.

  The intake flow rate control unit 43 sets an appropriate intake flow rate for each of the cylinders 12 </ b> A to 12 </ b> D, and outputs an opening degree signal of the throttle valve 23 corresponding to the intake flow rate to the actuator 24.

  The power generation amount control unit 44 sets an appropriate power generation amount of the alternator 28 and outputs a drive signal corresponding to the power generation amount to the regulator circuit 28a.

  The piston position detector 45 detects the piston position based on the detection signals of the two crank angle sensors 3A and 31B. There is a one-to-one correspondence between piston position and crank angle (° CA). Therefore, in the following description, the piston position is represented by a crank angle. In this embodiment, the in-cylinder air amount is calculated based on the piston positions during the automatic stop of the expansion stroke cylinder and the compression stroke cylinder, and the combustion control of each cylinder at the time of restart is performed accordingly.

  The in-cylinder temperature estimation unit 46 uses each map 12A to 12D by using a map obtained in advance through experiments or the like based on the engine water temperature detected by the water temperature sensor 33, the intake air temperature detected by the intake air temperature sensor 29, or the like. In-cylinder temperature estimation means for estimating the air temperature in the cylinder is configured. In this embodiment, when the engine 1 is restarted, in-cylinder temperature estimation is performed in consideration of the stop time of the engine 1, and combustion control is performed based on the estimated value.

  The air density estimation unit 47 estimates the air density of the atmosphere from the outputs of the intake air temperature sensor 29 and the atmospheric pressure sensor 37, and outputs a fuel injection timing parameter during engine control such as idle stop control.

  The exhaust gas recirculation controller 48 drives the EGR valve 39 to perform opening / closing control of the exhaust gas recirculation passage 38.

  The electric load control unit 49 operates the electric oil pump 5 for generating hydraulic pressure, the electric power steering 6 and the hill holder 7 of the automatic transmission 4 while the engine is automatically stopped by an idle stop, which will be described later. When a start operation is performed, control is performed to stop the operation of those electric loads, and other vehicle electric loads are also controlled.

The engine 1 of this embodiment automatically stops the engine when the vehicle stops in the D range at an intersection or the like in order to reduce fuel consumption, reduce CO ₂ emissions, etc., and then start the vehicle (depress the accelerator). The automatic stop / restart control, that is, the so-called idle stop control that automatically restarts when a restart condition such as the above is satisfied is established.

  The engine restart in the idle stop control is basically performed by the reverse rotation restart method or the forward rotation restart method without using the starter 8. However, in any method, when the piston stop position deviates from the proper position and the engine does not restart quickly due to reverse rotation restart or normal rotation restart, start assist by the starter 8 is performed.

  In the reverse rotation restart method, the engine stop condition for idle stop is, for example, that the brake is depressed (brake on), the accelerator is released (accelerator off), the vehicle speed is 0, and the shift position is in the D range. When the preset engine stop condition is satisfied, the control unit 2 stops the fuel injection to each of the cylinders 12A to 12D at a predetermined timing (fuel cut). The engine 1 is automatically stopped so that the stop position is appropriate, and when the restart condition is satisfied after that, for example, when the driver performs an accelerator operation, the cylinder first stopped in the compression stroke (compression stroke cylinder) ) First, the piston 13 of that cylinder is pushed down and the crankshaft 3 is slightly reversed. Thereby, the piston 13 of the cylinder stopped in the expansion stroke (expansion stroke cylinder) is once raised (closed to the top dead center), the air in the cylinder of the expansion stroke cylinder is compressed, the fuel is injected, By igniting and burning in the state of the air-fuel mixture, a driving torque in the forward rotation direction is given to the crankshaft 3, and the engine 1 is automatically restarted without using the starter 8.

  In this case, in order to obtain the piston position when the engine 1 automatically stops, the reverse rotation of the crankshaft 3 from immediately before the stop to the stop is detected, the normal rotation and the reverse rotation are determined, and the measured value of the crank angle is obtained. The piston stop position is obtained by increasing it during normal rotation and decreasing it during reverse rotation. The two crank angle sensors 31A and 31B are used as means for detecting reverse rotation at that time.

  The engine 1 is, for example, after the compression top dead center (ATDC) 100 to the middle of the stroke of the expansion stroke cylinder, that is, slightly lower than the position where the crank angle after the compression top dead center (TDC) is 90 ° CA. If the piston 13 can be stopped within a crank angle range of 120 ° CA, a predetermined amount of air is secured in the compression stroke cylinder, and the combustion energy is such that the crankshaft 3 can be slightly reversed in the first combustion. It is possible to obtain a sufficient amount of air in the expansion stroke cylinder and generate sufficient combustion energy for normal rotation of the crankshaft 3, and the engine 1 can be reliably restarted. It becomes. Hereinafter, the crank angle range of 100 to 120 ° CA after the compression top dead center (ATDC) is referred to as an appropriate stop range. The control unit 2 adjusts the engine rotational speed and the throttle valve opening (boost pressure) so as to automatically stop the piston 13 within the proper stop range R, and also adjusts the power generation amount of the alternator 28.

  Further, when the idle stop is restarted by the normal rotation restart method, the control for automatically stopping the engine 1 is the same as in the case of the reverse rotation restart method. When the restart condition is satisfied after the automatic stop, the restart fuel is injected into the expansion stroke cylinder (first cylinder) 12A to perform ignition. When the engine 1 is started by this ignition, the control shifts to normal control.

  In this embodiment, the control unit 2 operates the electric oil pump 5 for generating hydraulic pressure, the electric power steering 6 and the hill holder 7 of the automatic transmission 4 by the electric load control unit 49 while the engine is stopped by idling stop. In addition, when a key start operation is performed during automatic engine stop, control is performed to stop the operation of those electric loads. At that time, it is detected that the key start operation is performed to stop the operation of the electric oil pump 5 for generating hydraulic pressure, the electric power steering 6 and the hill holder 7 of the automatic transmission 4 which is a specific electric load during the idle stop. However, if the shift position remains at the travel position (D range), the operation state of these electric loads is maintained and the automatic engine stop is continued. When the key shift operation is switched to the non-traveling position when the shift position is not the traveling position (D range) but the non-traveling position of the N range or P range. Only, the operation of these electric loads is stopped, the starter 8 is driven, and the engine is started.

  The control operation at the time of idling stop in this embodiment is as shown in the flowchart of FIG. 2. When starting, it is first determined whether or not the engine stop condition for idling stop is satisfied (step S1). Here, for example, when the brake is depressed (brake on), the accelerator is released (accelerator off), the vehicle speed is 0, and all the conditions that the shift position is in the D range are satisfied, the engine stop condition Is determined to have been established.

  Then, it waits until the engine stop condition is satisfied. When the engine stop condition is satisfied, the electric oil pump (A / T electric oil pump) for generating the hydraulic pressure of the automatic transmission is driven (step S2), and the electric power steering (power steering) is performed. In order to reduce the motor noise by lowering the motor rotation, the power steering output is lowered (step S3), and the hill holder is driven so as to hold the hydraulic pressure of the automatic transmission by operating the solenoid valve for holding the hydraulic pressure (step S4). ), Fuel cut (F / C) is started in order to execute idling stop engine stop (step S5).

  Then, it is determined whether or not the engine has stopped (step S6), and the fuel cut is continued as it is until the engine stops.

  When the engine is stopped, it is determined whether or not a restart condition is satisfied (step S7). Here, for example, it is determined that the restart condition is satisfied when the accelerator is depressed.

  Then, when the restart condition is satisfied, restart control of the reverse restart system or the forward restart system described above is executed (step S8).

  When the restart condition is not satisfied, it is first determined whether or not the key start operation has been performed (step S9). If the key start operation has not been performed, the restart condition is determined as it is (step S9). Return to step S7).

  If the key start operation has been performed, it is determined whether the shift position of the automatic transmission is in the P range or the N range (step S10).

  If the shift position of the automatic transmission is neither the P range nor the N range, the process directly returns to the restart condition establishment determination step (step S7).

  When the shift position of the automatic transmission is in the P range or the N range, the engine is started by the starter, so that the AT electric oil pump is stopped to secure the starter power (step S11), and the power steering is turned on. Stop (step S12) and stop the hill holder (step S13). Then, the engine is started by driving the starter (step S15) after executing the engine stall process (step S14) for temporarily turning on the lamp of the engine display during the key starting operation in the same manner as usual.

  In this example, when restarting, all of the electric loads that are operated during the idle stop are stopped, but it is not always necessary to stop all of these electric loads, and some priorities are assigned. Only the electrical load may be stopped. When it is detected that the key start operation is performed during the engine automatic stop, the operation of at least one of the hydraulic oil generating electric oil pump 5, the electric power steering 6 and the hill holder 7 of the automatic transmission is stopped. Thus, it is possible to suppress power consumption, supply sufficient power to the starter 8 side, and quickly start the engine 1 in response to a driver's request. At that time, it is desirable that the hill holder 7 is made to function to the very end so that the vehicle does not move backward even when the vehicle stops on an inclined ground.

  Although an example of the embodiment has been described above, the present invention is not limited to this, and can be implemented in various other modes.

1 is a system diagram of a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control action of embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Control unit 4 Automatic transmission 5 Electric oil pump for hydraulic pressure generation of automatic transmission 6 Electric power steering 7 Hill holder 8 Starter 35 Key switch 49 Electric load control unit

Claims (4)

An engine automatic stop / restart control means that automatically stops the engine when a predetermined engine automatic stop condition is satisfied, and automatically restarts the engine when a predetermined restart condition is satisfied after the stop, and during the engine automatic stop A vehicle control device comprising an electric load control means for operating a predetermined electric load of the vehicle,
A key start operation detecting means for detecting that the key start operation has been performed during the engine automatic stop,
The vehicle control apparatus according to claim 1, wherein the electric load control means is configured to stop the operation of the electric load when it is detected that a key starting operation is performed during the automatic engine stop. A shift position determining means for determining a shift position of the transmission;
Even if it is detected that the key starting operation is performed, if it is determined that the shift position is the traveling position, the electric load control means maintains the operating state of the electric load, and the automatic stop control is performed. The vehicle control device according to claim 1, wherein the means is configured to continue the automatic stop of the engine. One of the engine automatic stop conditions is that the shift position of the automatic transmission is the travel position, and the engine automatic stop / restart control means is based on the assumption that the shift position of the automatic transmission is at the travel position. The vehicle control device according to claim 2, configured to automatically stop the engine when an engine automatic stop condition is satisfied. 2. The vehicle control device according to claim 1, wherein the electric load is at least one of an electric oil pump for generating hydraulic pressure of an automatic transmission, an electric power steering, and a hill holder for maintaining brake hydraulic pressure.

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