JP2009013816A - Idle-stop vehicle driving unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To both achieve securement of start responsiveness and a reduction in noise and power consumption due to operation of an electric motor by performing an assist according to a condition by the electric motor in an idle-stop vehicle provided with the electric motor for cranking. <P>SOLUTION: When starting an engine after an idle stop canceling condition is satisfied, the electric motor is operated to crank the engine. Meanwhile, when a stop permission determining value calculated as an engine speed or a derivative thereof is increased and reaches a predetermined value, the electric motor is stopped (S408). When the engine is started, the requirement degree of the start responsiveness is determined (S401). If the determined requirement degree is low, a comparatively small first value SL2L is set as the predetermined value (S402). Meanwhile, if the determined requirement degree is high, a second value SL2H larger than the first value is set as the predetermined value (S403). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive device for an idle stop vehicle, and in particular, in an idle stop vehicle equipped with an electric motor for cranking the engine, noise and consumption associated with the operation of the electric motor when starting the engine after the idle stop. The present invention relates to a technique for quickly starting an engine while suppressing an increase in electric power.

An idle stop type vehicle (hereinafter referred to as an “idle stop vehicle”) that can reduce fuel consumed for idling by automatically stopping the engine when a predetermined idle stop condition is satisfied while the vehicle is stopped. It has been known. This idle stop vehicle is generally provided with an electric motor (hereinafter referred to as “starter”) for cranking the engine. Regarding the control of the starter, there is a technique for stopping the engine when the engine speed increases due to combustion and reaches a predetermined value (Patent Document 1).
JP 58-018557 A (page 4, upper right column, lines 2 to 13)

  However, this has the following problems.

  First, after the starter is stopped, if the combustion torque is insufficient due to misfire or the like and the engine speed decreases, it is necessary to operate the starter again to assist in increasing the engine speed. However, when the starter is restarted in this case, the restart must be waited until the relative rotational speed difference between the ring gear of the flywheel and the pinion gear of the starter becomes sufficiently small. Is to introduce a significant delay. When high acceleration responsiveness is required when starting after returning from idle stop, such as when waiting for a signal at an intersection where a right or left turn is scheduled, give the driver by delaying the start of the engine Anxiety seems to be great. If the starter is operated without waiting for a decrease in the relative rotational speed difference, a biting sound due to a collision between gears is generated, which may cause discomfort to the driver.

  Secondly, it is conceivable to increase the starter stop determination value (predetermined value) in order to eliminate such a start delay, but if this is uniformly set to a large value, the delay Even in a situation in which the starter can be tolerated, the starter is operated for a long time, so that noise generated by the starter becomes significant and power consumption is unnecessarily increased. When acceleration response is not required at the time of starting after returning, such as when stopping on a straight road, the delay is not so much a problem, and conversely the problems of increase in starter noise and power consumption are large.

  In consideration of the above problems, the present invention enables excessive assistance by an electric motor in an idle stop vehicle equipped with an electric motor for cranking an engine by enabling assistance according to the situation by the electric motor. An object is to quickly start the engine while avoiding it, and to ensure acceleration response (start response) at the time of starting and to reduce noise and power consumption associated with the operation of the electric motor.

  The present invention provides a drive device for an idle stop vehicle.

  An idle stop vehicle driving apparatus according to the present invention includes an engine, an electric motor for cranking the engine, and a control unit for controlling the engine and the electric motor. The control unit is an idle stop control that stops the engine when a predetermined idle stop condition is satisfied, and starts the engine when a predetermined idle stop release condition is established after the stop. When starting the engine, the electric motor is operated to crank the engine. On the other hand, when the stop permission determination value calculated as the engine speed or its derivative increases and reaches a predetermined value, Idle stop control for stopping the motor is executed. Here, in the idle stop control, the control unit determines the required degree of acceleration responsiveness at the time of start after the start due to establishment of the idle stop release condition as the start responsiveness, and determines the required degree when the determined required degree is low. At the time of starting 1, a relatively small first value is set as the predetermined value, while at the time of the second starting when the determined degree of request is high, the predetermined value is greater than the first value. Is set to a large second value.

  According to the present invention, when the engine is started due to the establishment of the idle stop release condition, the electric motor is operated to perform cranking, the degree of required start responsiveness is determined, and the electric motor is stopped according to the determination result. The predetermined value for switching is changed. According to the present invention, when the determined degree of request is high and high acceleration responsiveness is required for starting (at the time of the second start), the predetermined value is set to the second value (greater than the first value). )), It is possible to continue assisting with the electric motor until the rise of the engine speed is stabilized, avoiding a decrease in engine speed due to misfire, etc., and starting the engine quickly. Can do. On the other hand, when the determined degree of request is low and acceleration response is not required at the start (at the time of the first start), the predetermined value is set to the first value. By avoiding this, the noise accompanying the operation of the electric motor can be reduced, and the power consumption can be reduced.

  FIG. 1 shows the configuration of an idle stop vehicle driving device according to an embodiment of the present invention.

  The engine 1 constitutes a drive source for the vehicle. An automatic transmission 2 provided with a torque converter 21 is installed on the output side of the engine 1, and the drive torque generated by the engine 1 is driven through the automatic transmission 2 at a predetermined gear ratio 3. Is transmitted to. The automatic transmission 2 includes a forward clutch (hereinafter simply referred to as “clutch”) 22, and the clutch 22 is operated based on an operation of a shift lever (not shown) of the automatic transmission 2. Is released, the mechanical connection between the crankshaft of the engine 1 and the drive shaft 3 is cut off. In a state where the clutch 22 is engaged, the drive torque after the shift by the automatic transmission 2 is transmitted to the left and right drive wheels 5a and 5b via the drive shaft 3 and the differential 4, and the vehicle moves forward.

  The engine 1 is provided with an electric motor (hereinafter referred to as “starter”) 6 for cranking at the time of starting. The starter 6 is operated by electric power from the battery 7 and performs cranking by rotating a crankshaft via a ring gear formed on the outer periphery of a flywheel (not shown) of the engine 1. . Further, the engine 1 is provided with an alternator 8, and a current generated by the alternator 8 is supplied to the battery 7 to charge the battery 7. The alternator 8 includes a rotor connected to the crankshaft of the engine 1 via a power transmission medium such as a pulley and a belt, and operates by power from the engine 1.

  An electronic control unit (corresponding to “control unit”, hereinafter referred to as “ECU”) 101 performs drive control (including idle stop control described later) of the vehicle. The ECU 101 outputs a command signal to the engine 1, the starter 6, the alternator 8, the automatic transmission 2, and the like for drive control.

  The ECU 101 detects the operation amount of the accelerator pedal by the driver (hereinafter referred to as “accelerator operation amount”), a detection signal from the accelerator sensor 151, a unit crank angle or a reference crank angle as a signal relating to the driving state of the engine 1. In addition to inputting a signal from the crank angle sensor 152 that generates a signal for each (the ECU 101 calculates the engine speed based on this), a detection signal from the vehicle speed sensor 153 for detecting the vehicle speed, etc. A signal from the idle switch 154 that generates an ON signal when the accelerator pedal is fully returned, a signal from the brake switch 155 that generates an ON signal when the brake pedal is depressed, and a steering angle of the steering wheel are detected. Detection from a steering wheel sensor (corresponding to a “steering sensor”) 156 Signal, and (in this embodiment, the front-rear direction tilt angle of) the vehicle body tilt angle for inputting a detection signal from the tilt sensor 157 for detecting.

  The ECU 101 executes predetermined calculations related to drive control based on various input signals to control the engine 1 and the like. The ECU 101 executes idle stop control based on the establishment of a predetermined idle stop condition. In this idle stop control, the ECU 101 stops the engine 1 when the idle stop condition is established, and the establishment of the idle stop release condition after the stop. The engine 1 is started again. In the present embodiment, when the engine 1 is stopped in a state where the shift lever is in the drive (D) range, the connection between the crankshaft of the engine 1 and the drive shaft 3 is maintained while the clutch 22 remains engaged. To do. In this embodiment, when the engine 1 is started due to the establishment of the idle stop cancellation condition, the crankshaft of the engine 1 is rotated by cranking performed by operating the starter 6 and whether the rising of the engine rotation due to combustion is stabilized. In order to determine whether or not, a stop permission determination value calculated as an engine speed or a derivative thereof is increased to determine whether or not a predetermined value has been reached. The assist by the starter 6 is continued until the engine speed or the stop permission determination value reaches a predetermined value. In this embodiment, the idle stop condition is established when the brake pedal is depressed in a state where the accelerator operation amount is equal to or less than a predetermined amount and the vehicle speed is equal to or less than a predetermined value. Is established when the brake pedal is returned while the engine 1 is stopped due to the establishment of the idle stop condition.

  Next, an operation related to the idle stop control of the ECU 101 will be described with reference to a flowchart.

  FIG. 2 is a flowchart of a basic routine of idle stop control.

  In S101, the accelerator operation amount APO, the engine speed NE, the vehicle speed VSP, and the like detected as the operating state of the engine 1 are read, and the steering angle STR of the steering wheel, the front / rear inclination angle INC of the vehicle body, the idle switch signal SWidl, and the brake switch signal Read SWbrk.

  In S102, it is determined whether or not the idle stop determination flag Fidl is zero. When it is 0, it progresses to S103, and when it is not 0, it progresses to S104. The idle stop determination flag Fidl is used to indicate whether or not an idle stop condition is satisfied. When it is determined that an idle stop condition is satisfied in an idle stop determination routine (FIG. 3) described later. 1 is set.

  In S103, the idle stop cancellation determination flag Fccl is set to 0.

  In S104, it is determined whether or not the idle stop cancellation determination flag Fccl is 1. When it is 1, it progresses to S105, and when it is not 1, it progresses to S107. The idle stop cancellation determination flag Fccl is used to indicate whether or not an idle stop cancellation condition is satisfied. In the idle stop cancellation determination routine (FIG. 4) described later, it is determined that the idle stop cancellation condition is satisfied. Is set to 1.

  In S105, a start responsiveness determination routine (FIG. 6), which will be described later, is executed to determine whether high acceleration responsiveness (start responsiveness) is required for starting after the engine 1 is started. The determination result of the start responsiveness is reflected in an engine start routine (FIG. 5) described later, and is used for setting a predetermined value SL2 for stopping the starter 6.

  In S106, an engine start routine is executed to start the engine 1.

  In S107, the fuel supply to the engine 1 is stopped and the engine 1 is stopped.

  FIG. 3 is a flowchart of an idle stop determination routine.

  In S201, it is determined whether or not the idle stop determination flag Fidl is zero. When it is 0 (in other words, when the engine 1 is not stopped due to the establishment of the idle stop condition), the routine proceeds to S202, and when it is not 1, this routine is terminated without performing the processing in the subsequent steps.

  In S202, it is determined whether or not the vehicle speed VSP is equal to or less than a predetermined value SL1. Only when it is equal to or less than SL1, the process proceeds to S203, and otherwise, this routine is terminated. The predetermined value SL1 is set to a value that can determine that the vehicle is stopped.

  In S203, it is determined based on the idle switch signal SWidl whether or not the idle switch is turned on. When it is turned on (SWidl = 1), the process proceeds to S204, and when it is not turned on, this routine is terminated.

  In S204, based on the brake switch signal SWbrk, it is determined whether or not the brake switch is turned on. When it is turned on (SWbrk = 1), the process proceeds to S205, and when it is not turned on, this routine is terminated.

  In S205, assuming that the idle stop condition is satisfied, the idle stop determination flag Fidl is set to 1.

  FIG. 4 is a flowchart of an idle stop cancellation determination routine.

  In S301, it is determined whether or not the idle stop determination flag Fidl is 1. When it is 1 (in other words, when the engine 1 is stopped due to the establishment of the idle stop condition), the routine proceeds to S302, and when it is not 1, this routine is terminated without performing the processing in the subsequent steps.

  In S302, it is determined based on the brake switch signal SWbrk whether or not the brake switch has been turned off. When it is turned off (SWbrk = 0), the process proceeds to S303, and when it is not turned off, this routine is terminated.

  In S303, the idle stop cancellation determination flag Fccl is set to 1 assuming that the idle stop cancellation condition is satisfied.

  FIG. 5 is a flowchart of an engine start routine.

  In S401, it is determined whether or not the start responsiveness determination flag Frsp is zero. When it is 0, it progresses to S402, and when it is not 0, it progresses to S403. The start responsiveness determination flag Frsp is used to indicate whether or not high acceleration responsiveness (startup responsiveness) is required for starting after the engine 1 is started. In FIG. 6, it is set to 1 when it is determined that high acceleration responsiveness is required.

  In S402, the predetermined value SL2 for stopping the starter 6 is set to a relatively small first value (smaller than the second value SL2H) SL2L.

  In S403, the predetermined value SL2 is set to a second value SL2H that is larger than the first value SL2L.

  In S404, the fuel supply to the engine 1 is resumed.

  In S405, it is determined whether or not the accelerator operation amount APO is equal to or less than a predetermined value SL3. When it is equal to or less than SL3, the process proceeds to S407. When it is greater than SL3, the process proceeds to S407 after performing the process of S406.

  In S406, the predetermined value SL2 is set to the second value SL2H. Even when the start responsiveness determination routine (S401) is executed, it is determined that the acceleration responsiveness is not required at the time of start and the predetermined value SL2 is set to the relatively small first value SL2L. When a high acceleration response is required by depressing the accelerator pedal up to the present time, the predetermined value SL2 is switched to the second value SL2H, so that the engine rotation rises. The assist by the starter 6 is continued until it becomes more stable.

  In S407, the starter 6 is operated and the engine 1 is cranked.

  In S408, it is determined whether the engine speed NE has increased due to combustion and has reached a predetermined value SL2. When it reaches SL2, it progresses to S409, and when it has not reached, it returns to S405 and repeats the process of S405-408.

  In S409, the starter 6 is stopped on the assumption that the rise of the engine rotation has stabilized.

  In S410, it is determined whether or not the engine speed NE has reached a predetermined start determination speed NEstr. When NEstr has been reached, the process proceeds to S411, and when it has not reached, the process returns to S408 and the processes of S408 to 410 are repeated.

  In S411, assuming that the start of the engine 1 is completed, the idle stop determination flag Fidl is set to 0.

  FIG. 6 is a flowchart of a start response determination routine.

  In S501, it is determined whether or not the accelerator operation amount APO is equal to or less than a predetermined value SL3. Only when it is equal to or less than SL3, the process proceeds to S502, and otherwise, the process proceeds to S505.

  In S502, it is determined whether or not the steering angle STR of the steering wheel is equal to or smaller than a predetermined value SL4. Only when it is equal to or less than SL4, the process proceeds to S503. Otherwise, the process proceeds to S505. When the steering angle STR of the steering wheel is large, a right turn or a left turn is scheduled, so it is determined that a high acceleration responsiveness is required at the time of start after starting, and the degree of required start responsiveness is high. is there.

  In S503, it is determined whether the vehicle front-rear inclination angle INC is equal to or smaller than a predetermined value SL5. The process proceeds to S504 only when it is equal to or lower than SL5, and otherwise proceeds to S505. When the longitudinal inclination angle INC of the vehicle is large, since the vehicle is stopped on an uphill road, high acceleration responsiveness is required when starting after starting, and it is determined that the required degree of start responsiveness is high. To do.

  In S504, the start responsiveness determination flag Frsp is set to zero.

  In S505, the start responsiveness determination flag Frsp is set to 1.

  Next, the operation of the ECU 101 related to the idle stop control according to the present embodiment will be described with reference to the time chart of FIG.

  When the accelerator pedal is returned and the vehicle decelerates and the brake pedal is depressed at time t0, the brake switch is turned on following the idle switch, whereby the idle stop condition is satisfied and the fuel supply to the engine 1 is stopped. Then, the engine 1 stops (idle stop).

  After the engine 1 is stopped, when the brake pedal is returned and the brake switch is turned off to satisfy the idle stop cancellation condition (time t1), the starter 6 is operated to start the engine 1 and the engine 1 is stopped. The ranking is started and the fuel supply to the engine 1 is resumed.

  The assist by the starter 6 is continued until the engine speed NE rises due to combustion and reaches a predetermined value SL2 (SL2L, SL2H). This predetermined value SL2 is switched according to the required degree of acceleration response (start response) when starting after starting. When the idle stop cancellation condition is satisfied, the required degree of start responsiveness is determined, and when this required degree is low (at the first start), the first value SL2L is relatively small, and the high value (second Is set to a second value SL2H that is larger than the first value SL2L.

  When the required degree of start response is low (change in the engine speed NE in this case is indicated by a one-dot chain line Z), the starter 6 starts operation when the idle stop cancellation condition is satisfied (time t1). The engine stops when the engine speed NE increases and reaches a relatively small first value SL2L. After the starter 6 stops, the engine speed NE rises without causing a drop due to misfire or the like, and reaches a predetermined start determination rotational speed NEstr, whereby the engine 1 is completely started.

  Here, after the starter 6 is stopped, if the fuel torque becomes insufficient due to misfire or the like and the engine speed NE falls, the change in the engine speed NE is indicated by a two-dot chain line B in this case. When the engine speed NE decreases and falls below the first value SL2L, the starter 6 is operated again. Then, the engine speed NE is increased by the second assist by the starter 6 and reaches the first value SL2L (the starter 6 stops), further increases without causing a drop, and reaches the start determination rotational speed NEstr. As a result, the start of the engine 1 is completed (time t22). Completion of starting in the case of this second assist is accompanied by a significant delay due to the time required for engaging the ring gear of the flywheel and the pinion gear of the starter 6.

  On the other hand, when the degree of required start response is high (change in the engine speed NE in this case is indicated by a solid line A), the starter 6 starts the operation, and then the engine speed NE is the first value. When the second value SL2H larger than the value is reached, the operation stops and the assist by the starter 6 is continued until the rise of the engine rotation becomes more stable. Therefore, even if misfiring or the like occurs after the starter 6 stops, the decrease in the engine speed NE is suppressed, and the start determination speed NEstr is reached without requiring re-assistment by the starter 6, and the start is quickly completed ( Time t21).

  In the present embodiment, the engine 1, the electric motor 6, and the ECU 101 constitute an “idle stop vehicle drive device”, and the ECU 101 constitutes an “idle stop device”. Among the processes performed by the ECU 101, the function as the “idle stop condition determining means” is performed by the processes (S201 to 205) shown in the entire flowchart of FIG. 3, and the “engine stop means” is processed by the processes of S102 and 107 shown in the flowchart of FIG. The function as “idle stop cancellation condition determination means” is performed as the “engine start means” by the processing in S104 to 106 shown in the flowchart of FIG. The function is realized. In the flowchart of FIG. 5 showing the contents of the process of S106, the process of S407 is particularly a function as “means for operating the electric motor”, and the process of S408 is “whether or not the stop determination value has reached a predetermined value. The process of S409 corresponds to the function as “means for stopping the electric motor”, and the process of S401 to 403 corresponds to the function as “means for switching a predetermined value”. The processing (S501 to 505) shown in the entire flowchart of FIG. 6 corresponds to a function as “means for determining the degree of request for start response”.

  According to this embodiment, the following effects can be obtained.

  In the present embodiment, when starting the engine 1 after the idle stop, the starter 6 is operated to perform cranking, the degree of required start responsiveness is determined, and a predetermined value SL2 for stopping the starter 6 is determined. Switching was made according to the determined degree of request. When the determined degree of request is high and high acceleration responsiveness is required for starting (at the time of the second start), the rising of engine rotation is stabilized by setting the predetermined value SL2 to the second value SL2H Until then, the assist by the starter 6 can be continued, the reduction in the engine speed NE due to misfire or the like can be suppressed, and the engine 1 can be started quickly. FIG. 7 shows an operation period PRD2 of the starter 6 at the time of the second start. On the other hand, when the determined degree of request is low and acceleration responsiveness is not required at the start (at the time of the first start), the predetermined value SL2 is set to the first value SL2L, so that the starter 6 can perform excessive assist. By avoiding this, noise associated with the operation of the starter 6 can be reduced, and power consumption can be reduced. FIG. 7 shows the operation periods PRD1a and PRD1b of the starter 6 at the time of the first start.

  Further, according to the present embodiment, it is possible to easily determine the required degree of start response based on the accelerator operation amount APO, the steering angle STR of the steering wheel, and the front / rear inclination angle INC of the vehicle body.

  FIG. 8 is a flowchart of a modified example of the start responsiveness determination routine.

  In S601 and 602, the same processing as in S501 and 502 shown in the flowchart of FIG. 6 is performed.

  In S603, it is determined whether or not the accelerator operation amount APO is equal to or less than a predetermined value SL6. Only when it is equal to or less than SL6, the process proceeds to S604, and otherwise, the process proceeds to S608. The predetermined value SL6 is set to a value smaller than the predetermined value SL3, as it can be determined that no load is generated in the engine 1.

  In S604, it is determined whether or not the vehicle speed VSP is equal to or higher than a predetermined value SL7. Only when it is SL7 or more, the process proceeds to S605, and otherwise, the process proceeds to S608. Predetermined value SL7 is set to a value that can determine that vehicle speed VSP is occurring. The processing of S603 and S604 realizes a function as “means for detecting a sliding down”.

  In S605, the vehicle acceleration ΔVSP (corresponding to “acceleration of the vehicle due to sliding down”) is calculated.

  In S606, the slope θest of the stopped road surface is estimated. The estimation of the gradient θest is based on searching table data of gradient estimation values set in advance with the tendency shown in FIG. 9 based on the calculated ΔVSP.

  In S607, it is determined whether or not the estimated θest is equal to or less than a predetermined value SL8. Only when it is equal to or less than SL8, the process proceeds to S608, and otherwise, the process proceeds to S609. It is determined that the vehicle speed VSP is generated despite no driving force being generated by the engine 1 (S603, 604), and the road surface gradient θest exceeds a predetermined value SL8 based on the acceleration ΔVSP at that time. In this case, it is determined that a high acceleration response is required at the start.

  In S608, the start responsiveness determination flag Frsp is set to zero.

  In S609, the start responsiveness determination flag Frsp is set to 1.

  According to this modification, the road surface gradient θest (equal to the vehicle body inclination angle INC) can be easily detected without using a special sensor.

  In the above description, whether or not to stop the starter 6 is determined based on the engine speed NE (S408 in FIG. 5). However, the present invention is not limited to this, and instead of the engine speed NE. The engine speed increasing speed ΔNE (the amount of change per unit time and corresponding to the “derivative function”) is adopted as the “stop permission determination value”, and when this reaches a predetermined value, the starter 6 is It may be stopped.

  The “steering sensor” is not limited to one that detects the steering angle STR of the steering wheel, but may be one that detects the operation or non-operation of the direction indicator.

  The required degree of start responsiveness can be determined not only based on the accelerator operation amount APO but also based on the change rate ΔAPO of the accelerator operation amount. A change rate ΔAPO of the accelerator operation amount is calculated, and when the calculated ΔAPO is larger than a predetermined value, it is determined that the required degree is high.

Configuration of drive device for idle stop vehicle according to one embodiment of the present invention Flow chart of basic routine for idle stop control Idle stop determination routine flowchart Flowchart of idle stop release determination routine Flow chart of engine start routine Flow chart of start response determination routine Time chart showing the operation of the control unit for idle stop control Flow chart of modified example of start response determination routine Calculated data of estimated slope

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 21 ... Torque converter, 22 ... Clutch, 3 ... Drive shaft, 4 ... Differential, 5a, 5b ... Drive wheel, 6 ... Starter as "electric motor", 7 ... Battery, 8 DESCRIPTION OF SYMBOLS ... Alternator 101 ... Control unit 151 ... Accelerator sensor 152 ... Crank angle sensor 153 ... Vehicle speed sensor 154 ... Idle switch 155 ... Brake switch 156 ... Steering sensor as "steering sensor" 157 ... Inclination sensor

Claims (7)

Engine,
An electric motor for cranking the engine;
A control unit for controlling the engine and the electric motor,
The control unit is
The engine is stopped when a predetermined idle stop condition is satisfied, and the engine is started when the predetermined idle stop release condition is satisfied after the stop. When starting the engine, the electric motor is operated to crank the engine, while the stop permission determination value calculated as the engine speed or a derivative thereof increases and reaches a predetermined value. Performing idle stop control to stop the electric motor;
In the idling stop control, the acceleration responsiveness at the time of starting after starting due to the establishment of the idle stop releasing condition is used as the starting responsiveness to determine the required degree, and at the first starting when the determined required degree is low Sets a relatively small first value as the predetermined value, and at the second start time when the determined degree of request is high, the predetermined value is larger than the first value. A driving device for an idle stop vehicle that sets a value of 2. A steering sensor for detecting the steering angle of the steering wheel or the operation or non-operation of the direction indicator;
The control unit determines that the required degree is high when a steering angle of a steering wheel detected by the steering sensor is equal to or greater than a predetermined value or when the operation of the direction indicator is detected. The drive device of the idle stop vehicle as described in 2. An accelerator sensor for detecting the accelerator operation amount,
The drive of the idle stop vehicle according to claim 1 or 2, wherein the control unit determines that the required degree is high when an accelerator operation amount detected by the accelerator sensor or a change speed thereof is equal to or higher than a predetermined value. apparatus. A tilt sensor for detecting the tilt angle of the vehicle body,
The drive of the idle stop vehicle according to any one of claims 1 to 3, wherein the control unit determines that the required degree is high when a vehicle body inclination angle detected by the inclination sensor is equal to or greater than a predetermined value. apparatus. Having means for detecting vehicle slippage at start-up;
The idle stop vehicle according to any one of claims 1 to 4, wherein the control unit determines that the required degree is high when a slip of the vehicle is detected by the means after the idle stop cancellation condition is satisfied. Drive device. Means for detecting acceleration of the vehicle due to the sliding down,
6. The drive device for an idle stop vehicle according to claim 5, wherein the control unit determines that the required degree is high when an acceleration of the vehicle detected by the means is equal to or greater than a predetermined value. It is provided in a vehicle having an engine with an electric motor for cranking as a drive source
The engine is stopped based on establishment of a predetermined idle stop condition, and the engine is started by cranking performed by operating the electric motor on the basis of establishment of a predetermined idle stop release condition after the stop. An idle stop device for executing stop control,
Idle stop condition determining means for determining whether or not the idle stop condition is satisfied;
Engine stop means for stopping the engine in response to the determination that the idle stop condition is satisfied by the idle stop condition determination means;
Idle stop release condition determining means for determining whether or not the idle stop release condition is satisfied after the engine is stopped by the engine stop means;
Engine start means for starting the engine in response to the determination that the idle stop release condition is satisfied by the idle stop release condition determination means,
The engine starting means is
Means for operating the electric motor for the cranking;
Means for determining whether or not a stop permission determination value calculated as an engine speed or a derivative thereof has increased and reached a predetermined value when starting the engine;
Means for stopping the electric motor in response to determining that the predetermined value has been reached;
Means for determining the required degree of acceleration responsiveness at the time of start after starting as start responsiveness;
The predetermined value is switched in accordance with the determined request level, and the first value is set as a relatively small first value when the request level is low, while the predetermined value is set as the predetermined value. Means for setting a second value larger than the first value at the time of the second start when the degree is high.

Images