JP2009002312A - Control system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively alert a driver when the driver tries to leave the vehicle during idling stop. <P>SOLUTION: The control system for vehicle is equipped with an engine start means for starting the engine by an engine start method selected from a plurality of kinds of engine start methods with different noises at engine start, an automatic stopping means for automatically stopping the engine when a preset idling stop condition is established, and a leaving seat determination means for determining whether or not the driver has left the driver's seat. The engine start means restarts the engine when a preset restart condition is established during the idling stop. On the other hand, when the leaving seat determination means determines that the driver has left the driver's seat during the idling stop, the engine start means restarts the engine regardless of the establishment of the restart condition, and the engine is restarted by an engine start method with loud noise out of the plurality of kinds of the engine start methods. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to vehicle control technology, and more particularly to control related to idling stop.

  There has been proposed an engine control technique for improving fuel efficiency and protecting the environment by automatically stopping the engine when the vehicle is temporarily stopped (idling stop) and restarting the engine when the vehicle restarts. When the engine is restarted while idling is stopped, it is an automatic restart that does not depend on the driver's engine starting operation. Start is desirable. As such an engine restart technique, for example, a combustion start method disclosed in Patent Document 1 can be cited.

  On the other hand, the conditions for restarting the engine while idling is stopped are not based on conditions based on the driver's operation such as the driver's brake release operation or accelerator operation, or on the driver's operation such as battery charging or air conditioner operation. Conditions are mentioned. When the engine is restarted when the latter condition is satisfied, for example, the engine may already be restarted when the driver temporarily leaves the vehicle and returns during idling stop.

  Patent Document 2 states that if the engine is already restarted when the driver temporarily leaves the vehicle during idling stop, the driver may feel uncomfortable. When the driver tries to leave the vehicle, a technique for restarting the engine or notifying the driver that the engine is idling stopped is disclosed.

Japanese Patent Laying-Open No. 2005-2847 JP 2005-307991 A

  Here, during idling stop, the engine may be restarted in the first place, so it is not desirable for the driver to leave the vehicle, and when the driver tries to leave the vehicle during idling stop. It is desirable to alert the driver. As a method of calling attention, restarting the engine as in Patent Document 2 is one of effective methods. However, if the quietness of the engine at the time of restart is high, the alerting effect for the driver is low.

  An object of the present invention is to more effectively alert the driver when the driver tries to leave the vehicle during idling stop.

  According to the present invention, the engine starting means for starting the engine by the engine starting method selected from a plurality of types of engine starting methods having different noises at the time of starting the engine, and when a preset idling stop condition is satisfied. An automatic stop means for automatically stopping the engine; and an absence determination means for determining whether the driver is in the driver's seat or away from the driver seat, and the engine start means is preset during the idling stop. The engine is restarted when the restart condition is satisfied, while the engine is restarted regardless of whether the restart condition is satisfied when the absence determination means determines that the user is away during the idling stop. And restarting with a noisy engine start method among the plurality of types of engine start methods. Apparatus is provided.

  In the present invention, when the driver tries to leave the vehicle during idling stop, the engine is restarted to alert the driver. At that time, since the engine is restarted by the engine start method having a high noise level, the driver can be aware that the engine has been restarted by the start sound, and the driver can be alerted more effectively.

  In the present invention, the plurality of types of engine start methods may include a starter start method that starts the engine by starter cranking, and the noisy engine start method may be the starter start method. Since the starter start is noisy, the driver can be more surely aware that the engine has been restarted.

  In the present invention, the automatic transmission that transmits the driving force of the engine to the drive wheels further includes a transmission state determination unit that determines whether the automatic transmission is in a power transmission state or a non-power transmission state. When the idling stop is performed, when the absence determination unit determines that the user is away from the seat and the transmission state determination unit determines that the non-power transmission state, the noise is generated regardless of whether the restart condition is satisfied. The engine may be restarted with a large engine starting method. When the automatic transmission is in the non-power transmission state, even if the engine is restarted, the driving force is not transmitted to the driving wheels, so that the vehicle does not jump out and safety is ensured.

  In the present invention, an alarm unit may be further provided that issues an alarm when the absence determination unit determines that the user is away during the idling stop. According to this configuration, the driver can be further alerted.

  In the present invention, the plurality of types of engine starting methods include the starter starting method, a combustion starting method that starts the engine by combustion without driving the starter, and an auxiliary drive for the starter. A starter combined combustion start method for starting the engine by combustion, and the engine start means is configured to start the combustion start method or the starter combined combustion start method when the restart condition is satisfied during the idling stop. When the engine can be restarted, the engine may be restarted by the combustion start method or the starter combined combustion start method. According to this configuration, when the restart condition is satisfied during the idling stop, the driver is careful when the driver tries to leave the vehicle while idling stop while ensuring the quietness of the engine. Can be encouraged.

  As described above, according to the present invention, when the driver tries to leave the vehicle during idling stop, the driver can be more effectively alerted.

  FIG. 1 is a block diagram of a vehicle control apparatus A according to an embodiment of the present invention. The vehicle control device A includes an ECU 100 and mainly controls the engine 10. The engine 10 is, for example, a multi-cylinder gasoline engine, and in the case of the present embodiment, it is assumed that the engine 10 is an in-line four-cylinder four-cycle gasoline engine. The engine 10 includes an air flow sensor 11 that detects an intake air amount, an intake pressure sensor 12 that detects an intake pressure, a crank angle sensor 13 that detects a rotation angle of a crankshaft, and a rotation angle of a camshaft that drives an intake valve or an exhaust valve. In order to detect the temperature of the engine 10 and the temperature of the engine 10, a water temperature sensor 15 for detecting the coolant temperature of the engine 10 is provided, and the detection results of these sensors are input to the ECU 100. Two crank angle sensors 13 are provided to detect the rotation speed of the engine 10 and detect the rotation angle of the crankshaft based on the phase difference between detection signals of these sensors.

  Further, the engine 10 includes an electronically controlled throttle valve 16 that adjusts the amount of intake air to each cylinder, an electronically controlled fuel injection valve 17 that injects fuel into each cylinder, and an ignition that ignites an air-fuel mixture in each cylinder. An apparatus 18 is provided and these are controlled by the ECU 100.

  An automatic transmission 20 is connected to the output shaft of the engine 10. The automatic transmission 20 includes, for example, a torque converter, a transmission mechanism having a planetary gear mechanism, a clutch, and a brake. The automatic transmission 20 transmits the driving force of the engine 10 to the drive wheels 40 via the differential device 30. The automatic transmission 20 is controlled by an AT control device 21. The AT control device 21 includes, for example, a hydraulic control circuit that engages and releases the clutch and brake of the automatic transmission 20.

  The automatic transmission 20 controls the automatic transmission 20 according to the shift position of the shift lever 60 provided at the driver's seat of the vehicle. The shift position of the shift lever 60 is detected by a shift position sensor 61, and the detection result is input to the automatic transmission 20.

  In this embodiment, the shift position of the shift lever 60 is a P range (parking range), an R range (reverse range), an N range (neutral range), and a D range (drive range). When the P range and the N range are selected, the automatic transmission 20 is controlled to a non-power transmission state in which the driving force of the engine 10 is not transmitted to the driving wheels 40.

  When the R range and the D range are selected, the automatic transmission 20 is controlled to a power transmission state in which the driving force of the engine 10 is transmitted to the drive wheels 40, and when the R range is selected, the vehicle is moved backward. When the D range is selected in the direction, the driving force is transmitted in the direction of moving the vehicle forward. When the D range is selected, the AT control device 21 switches the automatic transmission 20 to a gear position according to the vehicle speed or the rotation speed of the engine 10 in accordance with a control command from the ECU 100.

  The shift position of the shift lever 60 is detected by a shift position sensor 61, and the detection result is also input to the ECU 100. In this embodiment, when the detection result of the shift position sensor 61 indicates the P range and the N range, the ECU 100 determines that the automatic transmission 20 is in the non-power transmission state and indicates the D range and the R range. In this case, it is determined that the automatic transmission 20 is in the power transmission state.

  The engine 10 is provided with a starter 50 that uses a battery 52 as a power source, and is controlled by the ECU 100 to be driven when the engine 10 is started. The starter 50 includes, for example, an electric motor, and a pinion gear that is rotated by the electric motor and is movable between a position that meshes with a ring gear provided on a flywheel of the crankshaft and a position that does not mesh.

  The engine 10 is provided with a generator 51. The generator 51 generates power using the driving force of the engine 10. The ECU 100 outputs a control signal to a regulator circuit provided in the generator 51 to control the amount of power generated by the generator 51. The generator 51 charges the battery 52 and supplies electric power to the vehicle electrical components.

  The current / voltage sensor 53 detects a current / voltage for discharging / charging the battery 52. The detection result of the current / voltage sensor 53 is input to the ECU 100, and the charged amount of the battery 52 is calculated based on the detection result. The air conditioner 54 is supplied with electric power from the battery 52 or the generator 51 and performs air conditioning of the passenger compartment. The ECU 100 controls the air conditioner 54 based on the detection result of the temperature sensor 55 when automatic air conditioning is selected by the occupant.

  The IG (ignition) switch 62 detects the start operation of the engine 10 by the driver, and the detection result is input to the ECU 100. The accelerator opening sensor 64 detects a driver's operation amount with respect to the accelerator pedal 63, and the brake pedal sensor 66 detects the presence / absence of the driver's operation with respect to the brake pedal 65. The detection results of these sensors are input to the ECU 100.

  The door sensor 67 detects whether the door adjacent to the driver's seat is open or closed. The detection result is input to the ECU 100. In the present embodiment, the ECU 100 determines that the driver is away from the driver's seat when the door sensor 67 detects that the door is open, and if the door is detected to be closed, the driver is present in the driver's seat. Determined to be in the seat. Note that the driver's seating and seating may be determined by, for example, a weight detection sensor provided in the seat of the driver's seat and the detection result, and the seat belt of the driver's seat is engaged / released from the buckle. A sensor for detecting whether or not the detection is performed may be provided, and the determination may be made based on the detection result. The vehicle speed sensor 68 detects the traveling speed of the vehicle. The detection result is input to the ECU 100. The speaker 69 is controlled by the ECU 100 to output an alarm sound, various voice guidance, and the like to the driver.

  The ECU 100 includes a CPU 101, a ROM 102, a RAM 103, and an I / F (interface) 104, which are connected by a bus. The CPU 101 executes a control program stored in the ROM 102 to control the engine 10 and the like. In addition to the program executed by the CPU 101, the ROM 102 stores various information necessary for executing the control program. The RAM 103 stores temporary data. The ROM 102 and RAM 103 may be other storage means. The I / F 104 has an input port and an output port connected to the external device of the ECU 100 described above, and the CPU 101 transmits and receives signals to and from the external device via the I / F 104.

  Next, the starting method of the engine 10 in this embodiment will be described. In the present embodiment, three types of engine start methods are set as a start method of the engine 10: a starter start method, a combustion start method, and a starter combined combustion start method. The starter starting method is a starting method in which the engine 10 is started by cranking the starter 50. The combustion start method is a start method in which the engine 10 is started by combustion without driving the starter 50, and the starter combined combustion start method is a start method in which the starter 50 is auxiliary driven and the engine 10 is started by combustion. It is.

  Among these engine starting methods, the starter starting method generates a cranking sound (meshing sound between the pinion of the starter 50 and the ring gear), and therefore the noise at the start of the engine 10 is the largest. Since the starter 50 is not driven in the combustion start method, the quietness at the start of the engine 10 is the highest, and the engine 10 can be started quietly. Although the starter combined combustion start method involves driving the starter 50, the starter 50 only needs to be driven for a very short time, so the quietness is almost the same as the combustion start method, and the engine 10 can be started quietly. In the present embodiment, the combustion start method and the starter combined combustion start method are employed when the engine 10 is restarted during idling stop.

  Here, the start of the engine 10 by the combustion start method will be described with reference to FIG. FIGS. 5A to 5D are explanatory views of starting the engine 10 by the combustion starting method. 5A to 5D show the crankshaft 10a, the piston 10b, and the cylinder 10c of the engine 10 (four cylinders), and reference numerals 1 to 4 attached to the piston 10b indicate cylinder numbers. Hereinafter, when identifying the piston 10b and the cylinder 10c by distinguishing the cylinder numbers, for example, in the case of the first cylinder, the piston 10b # 1, in the case of the cylinder 10c # 1, the second cylinder, the piston 10b # 2, the cylinder 10c # Indicated as 2.

  In general, in a multi-cylinder four-cycle engine, each cylinder performs a combustion cycle composed of intake, compression, expansion, and exhaust strokes with a predetermined phase difference. In the case of a four-cylinder engine as in this embodiment, combustion is performed with a phase difference of 180 degrees in crank angle in the order of the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder.

  In the following description, the cylinder that was in the compression stroke when the engine 10 was automatically stopped is the compression stroke cylinder at the stop, the cylinder that was in the expansion stroke is the expansion stroke cylinder at the stop, and the cylinder that is in the intake stroke is stopped. The intake stroke cylinder and the cylinder in the exhaust stroke are referred to as a stop-time exhaust stroke cylinder, respectively.

  When the engine 10 is started by the combustion start method, first, as shown in FIG. 5A, the first combustion is performed in the stop-time compression stroke cylinder 10c # 1, and the piston 10b # 1 is pushed down, whereby the crankshaft Reverse 10a a little bit. Thus, the piston 10b # 2 of the stop expansion stroke cylinder 10c # 2 is raised, and the air-fuel mixture in the stop expansion stroke cylinder 10c # 2 is compressed. Subsequently, as shown in FIG. 5 (b), by igniting and burning the air-fuel mixture in the stop expansion stroke cylinder 10c # 2 whose in-cylinder temperature and pressure are increased by the compression of the air-fuel mixture, the crankshaft 3 generates a torque in the forward rotation direction, and starts the engine 1.

  In order to start the engine 1 by itself, the torque in the forward rotation direction as large as possible is applied to the crankshaft 3 by the combustion of the expansion stroke cylinder 10c # 2 when stopped. As a result, the piston 10b # 1 of the compression stroke cylinder 10c # 1 at the time of stopping overcomes the compression reaction force (compression pressure) and exceeds the top dead center (TDC).

  After combustion in the stop-time expansion stroke cylinder 10c # 2, as shown in FIG. 5C, fuel is injected into the stop-time compression stroke cylinder 10c # 1, thereby compressing at the time of reverse rotation due to vaporization latent heat. The pressure in the stroke cylinder 10c # 1 is lowered to suppress the torque reduction. Further, as shown in FIG. 5D, in the stop-time intake stroke cylinder 10c # 3 that reaches the compression stroke after combustion in the stop-time expansion stroke cylinder 10c # 2, the ignition timing is retarded after the compression top dead center. To prevent so-called blow-up. Thus, the engine 10 can be started without driving the starter 50.

  The starter combined combustion start method drives the starter 50 at the timing when the crankshaft 10a turns from reverse rotation to normal rotation in the above-described combustion start method. That is, in the stage of FIG. 5B, the forward rotation of the crankshaft 3 by the combustion pressure in the stop-time expansion stroke cylinder 10c # 2 is assisted, and the torque in the forward rotation direction of the crankshaft 10 is supplemented. Since only the torque in the forward rotation direction of the crankshaft 10 is compensated, the drive time of the starter 50 is extremely short, and the noise is almost the same as in the combustion start method.

  In the combustion starting method and the starter combined combustion starting method, it is necessary that sufficient combustion energy is generated when combustion is performed in the expansion stroke cylinder 10c at the time of stop. The combustion energy depends on the amount of air in the stop expansion stroke cylinder 10c, and the intake air amount depends on the position of the piston 10b of the stop expansion stroke cylinder 10c. Therefore, in the present embodiment, when the engine 10 is restarted during idling stop, the combustion start method, the starter combined combustion start method, or the starter start method, depending on the position of the piston 10b of the expansion stroke cylinder 10c at the time of stop. Choose one.

  FIG. 7A is a diagram showing the relationship between the air amount of the compression stroke cylinder at the time of stop and the crank angle of the crankshaft. In the figure, a range Ra indicates a range in which the starter combined combustion start method can be selected. In the example shown in the figure, the range Ra ranges from 140 ° before compression top dead center (BTDC) to 40 ° before compression top dead center. Is set. A range Rr indicates a range in which the combustion start method can be selected. In the example shown in the figure, the range Rr is set to a range of 60 ° before compression top dead center (BTDC) to 80 ° before compression top dead center. Information on these ranges Rr and Ra is stored in the ROM 102.

  Next, an example of processing executed by the CPU 101 will be described. Here, processing related to the stop and start of the engine 10 will be described. FIG. 2 is a flowchart showing an automatic stop process executed by the CPU 101. The automatic stop process is a process for automatically stopping the driving engine 10 when a preset idling stop condition is satisfied. In the case of the present embodiment, in this automatic stop process, the engine 10 is stopped so that the above-described combustion start method or starter combined combustion start method can be selected as much as possible when the engine 10 is restarted.

  In S1, it is determined whether or not a predetermined idling stop condition is satisfied. If applicable, the process proceeds to S2, and if not, one unit of automatic stop processing is terminated. The idling stop condition is, for example, that the vehicle speed is 0 and an operation on the brake pedal 65 is detected. In S2, control of the rotational speed of the engine 10 is started. This control includes control of the generator 51.

  In S3, it is determined whether or not the rotational speed of the engine 10 is less than the first specified value. If applicable, the process proceeds to S4, and if not applicable, the process returns to S3 (standby process). The first specified value is set to a rotational speed slightly higher than the idle rotational speed, for example, 760 rpm, so that scavenging of each cylinder 10c of the engine 10 is sufficiently performed. In S4, the fuel is cut. In S5, the throttle valve 16 is opened for a predetermined time at a predetermined opening.

  In S6, it is determined whether or not the rotational speed of the engine 10 is less than the second specified value. If applicable, the process proceeds to S7, and if not applicable, the process returns to S6 (standby process). The second specified value is, for example, 500 rpm. In S7, the throttle valve 16 is closed. By these processes, the intake air amount of the stop-time expansion stroke cylinder 10c and the stop-time compression stroke cylinder 10c required when the engine 10 is restarted by the combustion start method or the starter combined combustion start method is secured.

  In S8, it is determined whether or not the engine 10 is stopped. If applicable, the rotational speed control is stopped in S9. If the engine 10 is not stopped, the process returns to S8 (standby process). Meanwhile, the stop position of the piston 10b of the engine 10 is controlled based on the detection result of the crank angle sensor 13 under the control of the generator 51, and the piston 10b of the cylinder that becomes the expansion stroke cylinder 10c at the time of stop is shown in FIG. It should be located within the range Rr shown in FIG. However, the stop position of the piston 10b is determined by the balance of the air amount in each cylinder 10c, etc., and is influenced by individual differences of the engine 10, temperature, atmospheric conditions, etc., and can be stopped at the target position every time. Not exclusively.

  In S <b> 10, the position of the piston 10 b of the stop expansion stroke cylinder 10 c is stored in a predetermined storage area of the RAM 103 based on the detection result of the crank angle sensor 13. In S11, measurement of the stop time of the engine 10 is started. In S12, the idling stop flag is turned ON. The idling stop flag is a flag for identifying whether or not the engine 10 is idling stopped, and stores ON / OFF of the flag using a predetermined storage area of the RAM 103. Thus, one unit of automatic stop processing is completed.

  FIG. 3 is a flowchart showing an engine start process executed by the CPU 101. In S21, it is determined whether or not the detection result of the IG switch 62 has changed from OFF to ON. If applicable, the process proceeds to S22, and the engine 10 is started by the starter starting method. That is, the engine 10 is started based on the driver's operation on the IG switch 62, and the starter 50 is driven to perform cranking to start the engine 10. If not, the process proceeds to S23.

  In S23, it is determined whether or not idling is stopped. When the idling stop flag is ON, it is determined that idling is being stopped, and when it is OFF, it is determined that idling is not being stopped. If it is determined that idling is stopped, the process proceeds to S24, and if not, one unit of engine start process is terminated.

  In S24, when a preset restart condition is satisfied during idling stop, a restart process for performing a process of restarting the engine 10 or the like is executed. FIG. 4 is a flowchart showing the restart process of S24. In S31, an absence determination process for determining whether the driver is present or absent from the driver's seat is executed. In the present embodiment, as described above, whether the driver is present or away is based on the detection result of the door sensor 67. Therefore, in S31, the detection result of the door sensor 67 is acquired, and when the opening of the door is detected, it is determined that the user is away from the seat, and when the door is closed, it is determined that the user is present.

  In S32, if the determination result of S31 is away, the process proceeds to S41, and if present, the process proceeds to S33. In S33, it is determined whether a preset restart condition is satisfied. If applicable, the process proceeds to S34, and if not applicable, one unit of restart-related processing is terminated. The restart condition includes, for example, a restart condition based on the driver's operation and a restart condition not based on the driver's operation. The restart condition based on the driver's operation includes, for example, that the operation on the brake pedal 65 is not detected and the operation on the accelerator pedal 63 is detected. In addition, restart conditions that are not based on the driver's operation include those required for the control of vehicle components. For example, the amount of power stored in the battery 52 is small, and the generator 51 needs to be charged by power generation. Or when the air conditioner 54 needs to be supplemented by the power generation of the generator 51 with the operation of the air conditioner 54.

  Subsequently, a process of selecting and executing a starting method of the engine 10 is performed. In S34, the position of the piston 10b of the stop expansion stroke cylinder 10c stored in the RAM 103 in S10 described above is read, and it is determined whether or not the stop position of the piston 10b is within the range Rr in FIG. 7A. If applicable, the process proceeds to S36, and if not, the process proceeds to S35. In S35, it is determined whether or not the stop position of the piston 10b is within the range Ra in FIG. If applicable, the process proceeds to S37, and if not, the process proceeds to S38.

  In S36, the combustion start method described above is selected as the engine start method, and the engine 10 is restarted. In S37, the aforementioned starter combined combustion start method is selected as the engine start method, and the engine 10 is restarted. As described above, in this embodiment, when the engine 10 can be restarted by the combustion start method or the starter combined combustion start method, the engine 10 is restarted by the combustion start method or the starter combined combustion start method. As a result, it is possible to ensure quietness when the engine 10 is restarted during idling stop, and to prevent the driver from feeling uncomfortable.

  In S38, the starter start method is selected as the engine start method, and the engine 10 is restarted. When the stop position of the piston 10b of the expansion stroke cylinder 10c at the time of stop is outside the range Ra in FIG. 7 (a), the engine 10 is restarted by the starter start method in order to ensure startability of the engine 10 rather than quietness. Start.

  FIG. 6 is a flowchart showing the starter restart process in S38. Here, FIG. 7B is a diagram showing a temperature characteristic (estimated value) of the in-cylinder temperature after the engine 10 is stopped. Since the supply of cooling water to the engine 10 is stopped while idling is stopped, the in-cylinder temperature temporarily increases rapidly and gradually decreases as shown in FIG. For this reason, when the engine 10 is restarted, the temperature in the cylinder may be high. If the in-cylinder temperature is high, knocking is likely to occur. Therefore, in this embodiment, the in-cylinder temperature is estimated and the ignition timing is adjusted to prevent the occurrence of knocking.

  In FIG. 6, the in-cylinder temperature is calculated in S1. The in-cylinder temperature is stored in the ROM 102 by mapping the temperature characteristics shown in FIG. 7B, and the detection result of the water temperature sensor 15, the stop time of the engine 10 that started the measurement in S11 described above, and the ROM 102 And the temperature characteristic data stored in FIG.

  In S52, the ignition timing of the stop-time compression stroke cylinder 10c is calculated based on the in-cylinder temperature calculated in S51. For example, if the in-cylinder temperature calculated in S51 is relatively high, the ignition timing is advanced.

  In S53, the starter 50 is driven to start cranking. In S54, fuel is injected into the stop expansion stroke cylinder 10c, and in S55, the air-fuel mixture in the stop expansion stroke cylinder 10c is ignited. In S56, the process waits until the piston 10b of the stop-time compression stroke cylinder 10c passes the compression top dead center, and then in S57, the air-fuel mixture in the stop-time compression stroke cylinder 10c is ignited. Thereafter, while the combustion control of the engine 10 is being performed, the drive of the starter 50 is stopped when the rotational speed exceeds a specified value. Thus, one unit of starter restart processing is completed.

  Returning to FIG. 4, the idling stop flag is turned OFF in S39. In S40, the measurement of the stop time of the engine 10 started in S11 is finished. Thereafter, one unit of restart processing is terminated.

  Next, in S41 and the following, when the driver is about to leave the vehicle during idling stop, a process for alerting the driver is performed. In S41, since it is determined that the driver is away from the seat while idling is stopped, an alarm is activated. In the case of this embodiment, the alarm outputs a warning sound from the speaker 69. As a result, the driver can be alerted. Note that the alarm may be displayed with a display device to call attention.

  In S42, a transmission state determination process for determining whether the automatic transmission 20 is in a power transmission state or a non-power transmission state is executed. In the present embodiment, as described above, the determination is made based on the detection result of the shift position sensor 61. Therefore, in S42, the detection result of the shift position sensor 61 is acquired. When the P range and the N range are indicated, it is determined that the power transmission state is not present. When the D range and the R range are indicated, the power transmission state is indicated. Is determined.

  In S43, when the determination result in S42 is the power transmission state, one unit of restart processing is terminated. On the other hand, if the determination result in S42 is the non-power transmission state, the process proceeds to S38, and the engine 10 is restarted by the starter starting method regardless of whether the restart condition is satisfied. When the driver tries to leave the vehicle while idling is stopped, the driver is alerted by restarting the engine 10. At that time, since the engine is restarted by a starter starting method with a high noise level, the driver can be notified that the engine 10 has been restarted by the starting sound, and the driver can be alerted more effectively.

  In the present embodiment, the engine 10 is restarted when the automatic transmission 20 is in a non-power transmission state, and the engine 10 is not restarted when it is in a power transmission state. When the dynamic transmission 20 is in a non-power transmission state, the driving force is not transmitted to the drive wheels 40 even when the engine 10 is restarted, so that the vehicle does not jump out and safety is ensured.

It is a block diagram of vehicle control device A concerning one embodiment of the present invention. It is a flowchart which shows the automatic stop process which CPU101 performs. It is a flowchart which shows the engine starting process which CPU101 performs. It is a flowchart which shows the restart process of S24. (A) thru | or (d) is explanatory drawing of a start of the engine 10 by a combustion start system. It is a flowchart which shows the starter restart process of S38. (A) is the figure which showed the relationship between the air quantity of a compression stroke cylinder at the time of a stop, and the crank angle of a crankshaft, (b) is a figure which shows the temperature characteristic (estimated value) of the cylinder temperature after the engine 10 stops. is there.

Explanation of symbols

A Control device 100 ECU
67 Door sensor

Claims (5)

Engine starting means for starting the engine by an engine starting method selected from a plurality of types of engine starting methods having different noises when starting the engine;
Automatic stop means for automatically stopping the engine when a preset idling stop condition is satisfied;
Leaving determination means for determining whether the driver is in the driver's seat or away from the driver's seat,
The engine starting means is
The engine is restarted when a preset restart condition is established during the idling stop, while the restart condition is determined when the away determination unit determines that the user is away during the idling stop. The vehicle control device is characterized in that the engine is restarted regardless of whether the engine is established, and restarted by an engine start method having a loud noise among the plurality of types of engine start methods. The plurality of types of engine starting methods include a starter starting method for starting the engine by cranking a starter,
The vehicle control device according to claim 1, wherein the engine start method with a high noise level is the starter start method. The automatic transmission that transmits the driving force of the engine to the drive wheels further includes a transmission state determination unit that determines whether the transmission is in a power transmission state or a non-power transmission state
The engine starting means is
When the idling stop, when the absence determination means determines that the person is away from the seat and the transmission state determination means determines that the non-power transmission state, the noise is determined regardless of whether the restart condition is satisfied. The vehicle control device according to claim 1, wherein the engine is restarted by an engine start method having a large engine speed.   4. The vehicle according to claim 1, further comprising an alarm unit that issues an alarm when the absence determination unit determines that the user is away during the idling stop. 5. Control device. The plurality of types of engine starting methods include the starter starting method, a combustion starting method for starting the engine by combustion without driving the starter, and an auxiliary drive for the starter to drive the engine by combustion. Including a starter combined combustion start method for starting,
The engine starting means is
When the restart condition is satisfied during the idling stop, the engine can be restarted by the combustion start method or the starter combined combustion start method when the engine can be restarted by the combustion start method or the starter combined combustion start method. The vehicle control device according to claim 2, wherein the control device is restarted.

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