JP2011094576A - Control device for on-vehicle internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve such a problem of insufficient fuel consumption reducing effect caused by reduction in frequency of automatic stop of an engine, when an engine stop condition (a first stop condition) in an idle stop control is set based on various request elements such as appropriate fuel consumption reducing effect and prevention of degradation in drivability. <P>SOLUTION: In a control device or an on-vehicle internal combustion engine, a second stop condition is set under a condition of true logical product of: a condition where a brake pedal 42 is depressed; a condition where a travel speed of a vehicle is zero; a condition where a position of a select lever 36 (a shift position) is in an N-range; and a condition where a length of duration time of N-range since the shift position operated from a drive state to the N-range exceeds a first threshold value. Even if it is determined that the first stop condition is not satisfied, processing of the automatic stop of the engine 10 is performed if it is determined that the second stop condition is satisfied. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is a control device that controls an internal combustion engine based on an operation of an instruction means by a driver to run a vehicle, and performs an automatic stop process of the internal combustion engine when a predetermined stop condition is satisfied, The present invention relates to a control apparatus for an in-vehicle internal combustion engine that performs a restart process of the internal combustion engine when a predetermined restart condition is satisfied after the stop process.

  Conventionally, a so-called idle stop control (IS control) is known in which an internal combustion engine is automatically stopped when a predetermined stop condition is satisfied during an idling operation of the internal combustion engine, and then the internal combustion engine is restarted when a predetermined restart condition is satisfied. It has been. According to the IS control, it is possible to obtain the fuel consumption reduction effect of the internal combustion engine.

  Here, the stop condition in IS control is to make the fuel consumption reduction effect appropriate, to be able to grasp the driver's intention to stop, and to be able to maintain the reliability of the vehicle. Etc., based on various required elements. Specifically, for example, in the technology described in Patent Document 1 below, for the purpose of grasping the driver's intention to stop under a situation where a quick start of the vehicle is required, such as a situation of waiting for an oncoming vehicle at an intersection, The stop condition is set based on the operating state of the indicator, the traveling speed of the vehicle, and the like. As a result, it is possible to avoid a situation in which the internal combustion engine is automatically stopped under a situation where quick start is required. Note that there is a technique disclosed in Patent Document 2 below regarding a technique related to setting the stop condition.

Japanese Patent No. 3758419 Japanese Patent Laid-Open No. 06-257383

  However, if the number of request elements for setting a stop condition in IS control increases, the frequency of automatically stopping the internal combustion engine may decrease due to a decrease in the frequency with which the stop condition is satisfied. In this case, the fuel consumption reduction effect of the internal combustion engine by IS control may not be sufficiently obtained.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a control device for an internal combustion engine that can suitably improve the fuel consumption reduction effect of the internal combustion engine.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  The invention according to claim 1 is a control device that controls the internal combustion engine based on the operation of the instruction means by the driver to run the vehicle, and performs the automatic stop processing of the internal combustion engine when a predetermined stop condition is satisfied. And performing the restart process of the internal combustion engine when a predetermined restart condition is satisfied after the automatic stop process, wherein the predetermined stop condition includes the first stop condition and the first stop condition The first stop condition includes a condition related to the operation state of the instruction means, and the condition related to the operation state is a condition that can be realized when the driver drives the vehicle. And the second stop condition includes a condition relating to the operation state of the instruction means, and the condition relating to the operation state is realized when the driver drives the vehicle. Characterized in that it is a free condition.

  In the above invention, the automatic stop process is performed when the first stop condition is satisfied by the operation of the instruction means of the driver normally performed when the vehicle is traveling. Here, even when the automatic stop process due to the establishment of the first stop condition is not performed, the driver may desire the automatic stop of the internal combustion engine. In view of the above, the present invention performs the automatic stop process even when the second stop condition is satisfied by intentionally performing an operation of the instruction means that is not realized when the vehicle is driven. As a result, it is possible to increase the frequency at which the internal combustion engine is automatically stopped by giving priority to the request for automatic stop processing by the driver (automatic stop request), and thus to suitably improve the fuel consumption reduction effect of the internal combustion engine. it can.

  According to a second aspect of the present invention, in the first aspect of the present invention, the first aspect further includes a predicting unit that predicts whether or not a feeling in use of the vehicle is reduced by performing the automatic stop process. The stop condition includes a condition that the feeling is not predicted to be lowered by the prediction means.

  In the said invention, when it is estimated that a feeling will fall by a prediction means, the 1st stop condition is not satisfied. Here, if the automatic stop process is not performed in this case, the automatic stop process is not performed even though there is actually an automatic stop request from the driver. In this regard, in the above invention, since the second stop condition is provided, an automatic stop request can be transmitted to the control device by operating the instruction means by the driver, and an automatic stop process is performed in response to the automatic stop request by the driver. It can be carried out.

  According to a third aspect of the present invention, in the second aspect of the present invention, the instructing means includes a brake operation member that is operated by a driver to apply a braking force to the driving wheels of the vehicle. The stop condition is that the traveling speed of the vehicle is equal to or lower than a specified speed higher than 0, and that the operating state of the brake operating member is an operating state on the side of applying a braking force to the driving wheel. Including a condition.

  In the above invention, since the automatic stop process can be performed when the traveling speed of the vehicle is equal to or lower than the specified speed higher than 0, the opportunities for performing the automatic stop process can be increased. However, if it is predicted that the feeling of using the vehicle will be reduced, the automatic stop process is not performed, so the automatic stop process may not be performed even though there is an automatic stop request by the driver. There is. For this reason, the said invention has especially big set value of the said 2nd stop condition.

  According to a fourth aspect of the present invention, there is provided the automatic transmission according to any one of the first to third aspects, wherein the vehicle transmits the rotational force of the output shaft of the internal combustion engine to the drive wheels of the vehicle. The instruction means includes both a brake operation member operated by a driver to apply a braking force to the drive wheel and a shift operation member operated by a driver to operate the automatic transmission. And the second stop condition is that the operation state of the brake operation member is an operation state on the side where a braking force is applied to the drive wheel and the operation state of the shift operation member is that of the automatic transmission. It includes both of the conditions that the operation state is a non-driving state.

  In a vehicle equipped with an automatic transmission, generally, even when the driver stops the vehicle at an intersection or the like, the operation state of the shift operation member is intentionally cut off from the rotational force transmission path (non-drive state). The operation state is not operated. In the above invention, in view of this point, when the driver requests an automatic stop of the internal combustion engine, the control device is configured to make an automatic stop request by operating the shift operation member to the non-driving operation state. Can tell. In particular, by using brake operation members and shift operation members that are normally provided in vehicles as instruction means, an increase in the number of parts can be avoided as compared with the case where a separate operation member is provided for the driver to indicate the intention of automatic stop. You can also

  According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the second stop condition is a time during which the non-driving state is continued after the automatic transmission is operated from the driving state to the non-driving state. It is characterized by including these conditions.

  Even if there is no automatic stop request by the driver, the automatic transmission is automatically turned off by the operation of the shift operation member, or noise is mixed in the signal related to the operation state of the shift operation member. There is a risk of misjudgment that a stop request has occurred. In contrast, in the above invention, the non-driving state is continued after the automatic transmission is operated from the state (driving state) where the transmission path of the rotational force from the output shaft to the driving wheel is connected to the non-driving state. Such a situation can be suitably suppressed by including the condition regarding the time to be included in the second stop condition.

  The invention according to claim 6 is the invention according to claim 4 or 5, wherein the predetermined restart condition is for performing the restart process after the automatic stop process by the establishment of the second stop condition. A second restart condition is included, and the second restart condition includes a condition that an operation state of the shift operation member is an operation state in which the automatic transmission is driven. .

  In the above invention, the second condition is that the operating state of the shift operating member is an operating state in which the automatic transmission is connected to the rotational force transmission path from the output shaft to the driving wheel (driving state). By including in the restart condition, the internal combustion engine can be restarted promptly reflecting the driver's intention to start.

  According to a seventh aspect of the invention, in the sixth aspect of the invention, the second restart condition is a time during which the driving state is continued after the automatic transmission is operated from the non-driving state to the driving state. It includes the condition about.

  Even if the driver does not intend to start, if the automatic transmission is transiently driven by the operation of the shift operation member or noise is mixed in the signal related to the operation state of the shift operation member, the start of the driver There is a risk of misjudgment that the intention has occurred. On the other hand, in the above invention, the second restart condition includes a condition regarding a time during which the driving state is continued after the automatic transmission is operated from the non-driving state to the driving state by the operation of the shift operation member. Thus, such a situation can be suitably suppressed.

  The invention according to claim 8 is the invention according to claim 7, wherein the condition regarding the time during which the driving state is continued is a condition that the time during which the driving state is continued is longer than a predetermined threshold value. It is determined that the automatic transmission is operated from the non-driving state to the driving state after the automatic stop process is started and the internal combustion engine is stopped due to the establishment of the second stop condition. Based on this, it further comprises means for reducing the predetermined threshold value.

  If the automatic transmission is transiently brought into the non-driven state by the operation of the shift operation member even though there is no automatic stop request by the driver, even if the automatic transmission is subsequently operated from the non-driven state to the driven state The restart process may not be started quickly, and drivability may be reduced. In this regard, in the above invention, it is determined that the automatic transmission is operated from the non-driving state to the driving state after the automatic stop process is started due to the establishment of the second stop condition and before the internal combustion engine is stopped. Based on this, it is determined that there has been no automatic stop request by the driver, and the predetermined threshold value in the second restart condition is reduced. For this reason, even if the driver's intention to stop suddenly disappears due to a change in the surroundings of the vehicle, such as when the signal display changes earlier than the timing assumed by the driver in a signal waiting situation, the driver will stop as quickly as possible. Restart processing can be performed. Thereby, the fall of drivability can be suppressed suitably.

  According to a ninth aspect of the present invention, in the invention according to any one of the first to third aspects, the instruction means recognizes a dedicated operation means capable of selecting stop or restart of the internal combustion engine and a sound. Including at least one of voice recognition means, wherein the predetermined restart condition is a second restart condition for performing the restart process after the automatic stop process according to the establishment of the second stop condition. The second stop condition includes a condition that the operation state of the operation means is an operation state in which the stop of the internal combustion engine is selected, and a predetermined sound for stopping the internal combustion engine. It is at least one of the conditions that the voice recognition unit recognizes, and the second restart condition is an operation state in which the operation state of the operation unit is selected to restart the internal combustion engine. And the internal combustion engine Wherein the predetermined sound for the dynamic is at least one of a condition to be recognized by said speech recognition means.

  In the above invention, at least one of the dedicated operation means and the voice recognition means is used as the instruction means, and the second stop condition and the second restart condition are set as described above. As a result, it is possible to accurately determine whether or not there is an automatic stop request and an intention to start, and as a result, it is possible to accurately instruct stop or restart of the internal combustion engine via the operation means or the voice recognition means.

  A tenth aspect of the present invention is the invention according to any one of the first to ninth aspects, wherein an abnormality detecting means for detecting an abnormality related to processing performed by the control device and the abnormality is determined to be detected. And further comprising a prohibiting means for prohibiting the automatic stop processing.

  When an abnormality related to the processing performed by the control device occurs, it is difficult to appropriately maintain the reliability of the processing performed by the control device due to the execution of the automatic stop processing. In this regard, in the above invention, the automatic stop process is prohibited based on the determination that the abnormality has been detected. Thereby, the said reliability can be maintained appropriately.

  According to an eleventh aspect of the present invention, in the invention according to the tenth aspect, the abnormality is based on both the prohibition of the automatic stop processing by the prohibiting means and the determination that the second stop condition is satisfied. The system further comprises notification means for notifying the driver that the automatic stop processing is prohibited.

  If the driver gives an instruction to stop the internal combustion engine through the operation of the instruction means, but the internal combustion engine is not stopped by the automatic stop process, the driver may feel uncomfortable. In this regard, in the above invention, it is possible to suitably suppress a sense of discomfort given to the driver by notifying the driver that the automatic stop process is prohibited due to an abnormality relating to the process performed by the control device.

1 is a system configuration diagram according to a first embodiment. FIG. The flowchart which shows the idle stop control process concerning the embodiment. The system block diagram concerning 2nd Embodiment. The flowchart which shows the idle stop control process concerning the embodiment.

(First embodiment)
Hereinafter, a first embodiment in which a control device for an internal combustion engine according to the present invention is applied to a vehicle (automobile) equipped with an internal combustion engine (engine) will be described with reference to the drawings.

  FIG. 1 shows a system configuration according to the present embodiment.

  The illustrated engine 10 is a spark ignition internal combustion engine. In each cylinder of the engine 10, a fuel injection valve 12 for injecting and supplying fuel to the combustion chamber of the engine 10, and an ignition plug for generating a discharge spark for combusting an air-fuel mixture of the supplied fuel and intake air 14 are provided. The energy generated by the combustion of the air-fuel mixture is taken out as the rotational force of the output shaft (crankshaft 16) of the engine 10. A crank angle sensor 18 that detects the rotation angle of the crankshaft 16 is provided in the vicinity of the crankshaft 16. The internal combustion engine is not limited to a spark ignition internal combustion engine, and may be a compression ignition internal combustion engine such as a diesel engine.

  A starter 20 is connected to the crankshaft 16. When the ignition key 22 is set to the “START” position by the driver operating the ignition key 22, the starter 20 is started by turning on an ignition switch (not shown) and applies an initial rotation to the crankshaft 16 to start the engine 10. (Cranking).

  The rotational force of the crankshaft 16 is transmitted to the automatic transmission (AT24). The AT 24 is a stepped transmission that includes a transmission mechanism, a torque converter, and the like.

  Here, the transmission mechanism includes an input rotation shaft 26 to which the rotational force of the crankshaft 16 is transmitted, a planetary gear mechanism, a plurality of fastening elements (multi-plate clutch, multi-plate brake, etc.), an intermediate rotation shaft 28, and output rotation. A shaft 30 and the like are provided. In the transmission mechanism, the engagement state of the fastening element is changed by adjusting the pressure (hydraulic pressure) of the hydraulic oil supplied to the fastening element by a plurality of solenoid valves (not shown). Further, in the clutch part 32 (forward clutch or the like) among the above-mentioned fastening elements, the hydraulic pressure supplied to the clutch part 32 can be continuously adjusted by an oil control valve (not shown). Here, the input rotation shaft 26 and the intermediate rotation shaft 28 are connected by increasing the hydraulic pressure, so that the input rotation shaft 26 can be connected to the input rotation shaft 26 via the intermediate rotation shaft 28, the planetary gear mechanism, and the plurality of fastening elements. A transmission path for the rotational force of the crankshaft 16 to the output rotary shaft 30 is connected. On the other hand, by reducing the hydraulic pressure, the input rotation shaft 26 and the intermediate rotation shaft 28 are blocked, thereby blocking the transmission path. A vehicle speed sensor 34 that detects the traveling speed of the vehicle is provided in the vicinity of the output rotation shaft 30 of the AT 24. The AT 24 is not limited to a stepped transmission, but may be a continuously variable transmission. Further, the sensor for detecting the traveling speed of the vehicle is not limited to the vehicle speed sensor 34 provided in the vicinity of the output rotation shaft 30, but may be a sensor (wheel speed sensor) provided in the vicinity of the driving wheel 40 or a steering wheel (not shown). Good.

  In the AT 24 configured as described above, when the position (shift position) of the select lever 36 operated by the driver is set to the non-driven state (P and N ranges), the transmission path is blocked by the clutch portion 32. On the other hand, when the shift position is in the driving state (R, D, 2nd speed and 1st speed ranges), the transmission path is connected and the rotational speed of the input rotational shaft 26 is the output rotational shaft 30 according to the gear ratio. It is converted to the rotation speed. The rotational force of the output rotary shaft 30 is transmitted to the drive wheels 40 through the differential gear 38. A brake actuator (not shown) that applies a braking force to the drive wheel 40 and the steering wheel according to the amount of depression of the brake pedal 42 is provided in the vicinity of the drive wheel 40 and the steering wheel. Note that the wheel to which the rotational force of the output rotation shaft 30 is transmitted is not limited to the drive wheel 40 but may be only the steering wheel (or both the steering wheel and the drive wheel).

  The brake pedal 42 is provided with a brake sensor 44 that switches to an on state (braking operation) or an off state (not braking operation) in response to depression of the pedal. On the other hand, the accelerator pedal 46 is provided with an accelerator sensor 48 that detects the amount of depression of the pedal. Output signals from these various sensors, a turn signal switch 50 that blinks a direction indicator lamp (not shown), a shift position sensor 52 that detects a shift position, a crank angle sensor 18, a vehicle speed sensor 34, and the like are sent to an electronic control unit (hereinafter referred to as an ECU 54). ).

  The ECU 54 is mainly configured by a microcomputer including a known CPU, ROM, RAM, and the like. The ECU 54 executes various control programs stored in the ROM based on the input signals from the sensors, thereby controlling the fuel injection by the fuel injection valve 12, the start control by the starter 20, and the hydraulic system of the AT 24. The hydraulic control etc. are performed.

  In particular, the ECU 54 is a process of automatically stopping the engine 10 when a predetermined stop condition is satisfied and restarting the engine 10 when a predetermined restart condition is satisfied, independently of the operation of the ignition key 22. So-called idle stop control (IS control) is performed. Thereby, the fuel consumption reduction effect of the engine 10 can be obtained.

  FIG. 2 shows the procedure of IS control processing according to the present embodiment. This process is repeatedly executed by the ECU 54, for example, at a predetermined cycle.

  In this series of processing, first, abnormality detection processing is performed in step S10. This process is for detecting an abnormality related to the IS control process. Here, the abnormality related to the IS control means appropriately performing, for example, a process of restarting the engine 10 due to a failure of a circuit in the ECU 54 (restart process) or a process of automatically stopping the engine 10 (automatic stop process). It is impossible to operate the vehicle-mounted auxiliary machine (starter 20 or the like) related to the IS control, or the sensor related to the IS control cannot normally detect the target.

  In subsequent step S12, it is determined whether or not an abnormality related to the IS control process is detected by the abnormality detection process. If it is determined in step S12 that the abnormality is not detected, the process proceeds to step S14 to determine whether or not the automatic stop flag F is set to “1”. This process is for determining whether or not the engine 10 is automatically stopped. Here, the automatic stop flag F indicates that the engine 10 is not automatically stopped by “0”, and indicates that it is automatically stopped by “1”.

  If it is determined in step S14 that the automatic stop flag F is not set to “1”, the process proceeds to step S16 to determine whether or not the first stop condition is satisfied. Here, the first stop condition includes a condition relating to an operation state of the instruction means (select lever 36, brake pedal 42, etc.) operated by the driver and serving as an interface with the ECU 54. Is characterized in that it can be realized when the driver drives the vehicle. Specifically, it is assumed that the logical product of the following conditions (A) to (E) is true.

  (A) Condition that the shift position is in the drive state: This condition is a condition relating to the operation state of the select lever 36. Whether or not the shift position is in the driving state may be determined based on the output value of the shift position sensor 52.

  (B) Condition that the brake operation is performed: This condition is a condition related to the operation state of the brake pedal 42 for the purpose of grasping the driver's intention to stop. That is, when the driver intends to stop, the brake pedal 42 is depressed. Here, whether or not the brake operation is performed may be determined based on the output value of the brake sensor 44.

  (C) The condition that the vehicle traveling speed V is equal to or lower than the specified speed V1 higher than 0: This condition is a condition for the purpose of further improving the fuel consumption reduction effect by the IS control. That is, by setting the specified speed V1 to a speed higher than 0 (for example, 12 km / h), the engine 10 is automatically stopped before the vehicle stops and the specified speed V1 is set to 0 (or substantially 0). In comparison, the opportunity to perform the automatic stop process is increased. Thereby, it becomes possible to improve the fuel consumption reduction effect. Here, whether or not the traveling speed V of the vehicle is equal to or higher than the specified speed V1 may be determined based on the output value of the vehicle speed sensor 34.

  (D) A condition that the direction indicator lamp is not blinking: This condition is that an automatic stop process is performed in order to suppress a decrease in drivability when it is predicted that a quick start of the vehicle by the driver is required. This is a condition for avoiding this. That is, for example, a situation in which the direction indicator lamp blinks, such as waiting for an oncoming vehicle at a right or left turn at an intersection, is usually a situation in which a quick start of the vehicle is required. However, for example, if the condition that the logical product of the above conditions (A) to (C) is true is the first stop condition, the engine 10 is automatically stopped and the vehicle cannot be started quickly. Drivability may be reduced. For this reason, by setting the condition (D), it is possible to suppress a decrease in drivability by suppressing the occurrence of a situation in which the engine 10 is automatically stopped in a situation where a rapid start of the vehicle may be hindered. To do. Here, whether or not a quick start of the vehicle is required is predicted based on the output value of the turn signal switch 50 as to whether or not the direction indicator lamp is blinking.

  (E) A condition that the vehicle travel distance Dis after the previous restart of the engine 10 is equal to or greater than the predetermined value D1: This condition is that the driver's intention to start or retreat (starting intention) This is a condition for preventing the automatic stop process from being performed in order to avoid a fuel consumption reduction effect and a decrease in drivability when the period until the occurrence is predicted to be excessively short. That is, for example, in a situation where the vehicle is repeatedly stopped and started despite the fact that the moving distance of the vehicle is short, such as a situation where the vehicle is going to be parked or is involved in a traffic jam, the depression of the brake pedal 42 or the accelerator pedal 46 and The step release operation may be repeated. In this case, for example, if the condition that the logical product of the above conditions (A) to (C) is true is the first stop condition, the automatic stop and restart of the engine 10 are frequently repeated. There is a risk that the fuel efficiency reduction effect and drivability will be reduced. For this reason, by setting the above condition (E), a situation in which the fuel efficiency reduction effect and drivability are reduced is avoided. Here, whether or not the period until the driver's intention to start is not too short is based on whether or not the vehicle travel distance Dis is greater than or equal to the predetermined value D1 based on the integral calculation value of the output value of the vehicle speed sensor 34. As predicted.

  The first stop condition is in addition to the conditions (A) to (C) for estimating the driver's intention to stop, and the conditions (D) and (E) that the drivability is not expected to be reduced. You may further have the conditions that it is possible to maintain the function and reliability of a vehicle, and the conditions that it is not predicted that the comfort in a vehicle interior falls. Here, as a condition that it is possible to maintain the function and reliability of the vehicle, for example, the storage of the storage battery for the purpose of making the state of charge of the in-vehicle storage battery serving as the power source of the in-vehicle device appropriate There is a condition that the amount is a predetermined amount or more. In addition, as a condition that it is not predicted that the comfort in the vehicle interior will be reduced, the difference between the vehicle interior temperature for the purpose of making the vehicle interior temperature comfortable and its target value is not more than a predetermined temperature. There are conditions.

  If it is determined in step S16 that the first stop condition is satisfied, the process proceeds to step S18, and the engine 10 is automatically stopped. Here, the automatic stop process is a process of stopping the engine 10 by stopping the fuel injection from the fuel injection valve 12. Then, after confirming that the engine 10 has stopped, the automatic stop flag F is set to “1”.

  On the other hand, if it is determined in step S14 that the automatic stop flag F is set to “1”, the process proceeds to step S20, and a first restart that is a restart condition from the first stop condition is performed. It is determined whether the condition is satisfied. Here, the first restart condition is a condition that the logical product of the condition that the accelerator operation is performed and the condition that the shift position is in the drive state is true.

  If it is determined in step S20 that the first restart condition is satisfied, the process proceeds to step S22, and the engine 10 is restarted. Here, the restart process is a process of performing cranking by starting the starter 20 and restarting the engine 10 that is automatically stopped by operating the fuel injection valve 12 and the spark plug 14. Then, after confirming that the engine 10 has started, the automatic stop flag F is set to “0”.

  On the other hand, if it is determined in step S16 that the first stop condition is not satisfied, it is determined in steps S24 to S28 whether the second stop condition is satisfied. The second stop condition includes a condition related to an operation state of the instruction means that is operated by the driver and serves as an interface with the ECU 54, and the condition related to the operation state is not realized when the driver drives the vehicle. It is characterized by being a thing. The second stop condition is for enabling the driver to grasp whether or not there is a request for automatic stop processing (automatic stop request) by the driver intentionally performing the operation of the instruction means. Specifically, first, in step S24, it is determined whether or not the following conditions (F) and (G) are satisfied in addition to the condition (B).

  (F) Condition that the shift position is in the non-driving state: This condition is a condition set to enable the driver to instruct the automatic stop of the engine 10 through the operation state of the select lever 36. is there. Here, in the present embodiment, the N range is used as the non-driving state in the above condition (F). In view of the fact that the shift position is normally arranged in the order of P, R, N, D, 2nd speed and 1st speed range, the engine can be operated quickly from the drive state to the non-drive state. This is a setting for enabling quick indication of 10 stops.

  (G) The condition that the vehicle traveling speed V is 0: This condition is for limiting the execution of the automatic stop request according to the automatic stop request by the driver.

  When it is determined in step S24 that these conditions are satisfied, the process proceeds to step S26, and the count-up process of the non-driving state duration time countA is performed. This process is a process for measuring the time from the time point when the affirmative determination is made in the process of step S24 to the present time. In the subsequent step S28, it is determined whether or not a condition that the non-driving state duration time countA that is the condition (H) of the second stop conditions is longer than the first threshold value α is satisfied. This condition is set to improve the accuracy of grasping the presence or absence of an automatic stop request by the driver. That is, when there is no automatic stop request by the driver, the shift position is transitioned to the N range transiently by the operation of the select lever 36, or when noise is mixed in a signal related to the operation state of the select lever 36. This is a condition for avoiding erroneous determination that there is an automatic stop request. Here, when there is an automatic stop request by the driver, the non-driving state duration time countA tends to become longer. In view of this point, by setting the condition (H), it is possible to improve the accuracy of grasping the presence or absence of the automatic stop request. In the process of step S28, the first threshold value α of the condition (H) is set to a value larger than zero.

  If it is determined in step S28 that the condition (H) is not satisfied, the process returns to step S24. On the other hand, if it is determined in step S28 that the condition (H) is satisfied, it is determined that the second stop condition is satisfied, and the process proceeds to step S30. That is, the second stop condition is a condition that the logical product of the above conditions (B), (F), (G), and (H) is true. In step S30, a forced automatic stop process is performed. This process is a process for forcibly performing the automatic stop process with priority given to an automatic stop request by the driver in a situation where the first stop condition is not satisfied. When it is determined that it is better to continue the operation of the engine 10 in order to maintain the reliability of the vehicle at the time when the forced automatic stop process is performed, for example, the situation where the storage amount of the in-vehicle storage battery is small It is preferable that a means for notifying the driver of that is provided.

  After the process of step S30 is completed, in steps S32 to S38, it is determined whether or not a second restart condition that is a restart condition after the automatic stop process by the establishment of the second stop condition is satisfied. Specifically, the process waits until the following condition (I) is satisfied in step S32.

  (I) Condition that the shift position is in the drive state: This condition is a condition set in order to grasp the driver's intention to start through the operation state of the select lever 36.

  If it is determined in step S32 that the condition (I) is satisfied, the process proceeds to step S34, and it is determined whether or not the engine speed NE is higher than 0 when the condition (I) is satisfied. To do. This process is a process for determining whether or not there has been an automatic stop request from the driver. That is, for example, when the driver intentionally operates the select lever 36 so that the shift position is operated from the R range to the D range, the shift position is not changed even though there is no automatic stop request by the driver. The transition to the N range transiently establishes the second stop condition, and the forced automatic stop process may be started. Also, when the driver's automatic stop request disappears due to a change in the surroundings of the vehicle, such as when the signal display changes earlier than the timing assumed by the driver in a signal waiting state, the shift position is N After the operation to the range, the shift position is again operated to the D range by the driver, so that the engine 10 is required to be started immediately without waiting after the forced automatic stop process is started. Here, compared with the time from when the forced automatic stop process is started to when the engine 10 is stopped, the time during which the shift position is transiently set to the N range when there is no automatic stop request by the driver is usually short. It will be time. Therefore, in view of this point, it is determined that there has been no automatic stop request from the driver based on the positive determination in step S34 from the start of the forced automatic stop process until the engine speed NE becomes zero. To do. The engine speed NE may be calculated based on the output value of the crank angle sensor 18.

  If it is determined in step S34 that the engine rotational speed NE is higher than 0, it is determined that there has been no automatic stop request from the driver, and the process proceeds to step S22 to immediately restart the engine 10. . As a result, the engine 10 can be restarted as soon as possible after the forced automatic stop process unintended by the driver is started, and a decrease in drivability can be suppressed.

  On the other hand, if it is determined in step S34 that the engine speed NE is 0, it is determined that an automatic stop request has been made by the driver, and the process proceeds to step S36 to count up the drive state duration time countB. Do. This process is a process for measuring the time from the time point when the affirmative determination is made in the process of step S32 to the present time. In the subsequent step S38, it is determined whether or not a condition (J) that is a condition that the driving state duration time countB is longer than the second threshold value β is satisfied. This condition is set in order to improve the accuracy of grasping the driver's intention to start. That is, when the shift position is transiently driven by the operation of the select lever 36 even though the driver does not intend to start, it may be erroneously determined that the driver has an intention to start. In this regard, the second threshold value β is set as a value that is equal to or greater than the time during which the shift position is assumed to be in a transient driving state, thereby improving the driver's intention to start. In the process of step S38, the second threshold value β of the condition (J) is set to a value larger than zero.

  If it is determined in step S38 that the condition (J) is not satisfied, the process returns to step S32. On the other hand, if it is determined in step S38 that the condition (J) is satisfied, it is determined that the second restart condition is satisfied, the process proceeds to step S22, and the engine 10 is restarted. That is, the second restart condition is a condition that the logical product of the above conditions (I) and (J) is true.

  When the process of step S18 is completed, when the process of step S22 is completed, or when a negative determination is made in step S24, the process proceeds to step S40, and the non-driving state duration time countA and the driving state duration time are reached. A process of resetting countB (set to 0) is performed.

  If it is determined in step S12 that an abnormality relating to the IS control process has been detected, the process proceeds to step S42 to perform an IS control prohibition process. This process is a process for prohibiting the automatic stop process in order to appropriately maintain the reliability of the vehicle. In other words, for example, when control (hill hold control) is performed to adjust the braking force in relation to the driving force of the vehicle in order to prevent the vehicle from moving backward when the vehicle starts on an uphill road, the restart process is appropriately performed. The hill hold control cannot be performed properly due to the fact that it cannot be performed, and it may be difficult to properly maintain the reliability of the vehicle. For this reason, when the abnormality is detected, the reliability of the vehicle can be appropriately maintained by performing the IS control prohibiting process.

  In a succeeding step S44, a notification process is performed. In this process, when it is determined that the second stop condition is satisfied in step S28 under a situation where the automatic stop process is prohibited, the driver indicates that the automatic stop process is prohibited due to an abnormality related to the IS control process. It is a process for alerting | reporting to. That is, when the driver has instructed to stop the engine 10 through the operation of the brake pedal 42 and the select lever 36 but the engine 10 is not stopped by the forced automatic stop process, the driver may feel uncomfortable. For this reason, it is possible to suppress a sense of discomfort given to the driver by notifying the driver that the abnormality has occurred by the notification process. Here, the notification process is specifically a predetermined display or a predetermined sound displayed on a display means (a display unit on which a warning light is displayed or a screen of a navigation device) provided on the instrument panel of the vehicle. A process of notifying the driver by (voice) may be used.

  When a negative determination is made in step S20 or when the processes in steps S40 and S44 are completed, the series of processes is temporarily terminated.

  As described above, in the present embodiment, by setting the second stop condition in addition to the first stop condition, the frequency at which the engine 10 is automatically stopped can be increased. That is, the first stop condition is basically for performing an automatic stop process by simply estimating the driver's intention to stop based on the brake operation even before the vehicle stops. For this reason, it is considered that the execution opportunity of the automatic stop process can be increased only by the first stop condition. However, as described above, the driver's feeling of using the vehicle is predicted to be reduced depending on whether or not the vehicle is required to start quickly. If the feeling is predicted to decrease, the automatic stop process is not performed. As a result, the execution opportunity of the automatic stop process is actually limited. However, even if the first stop condition is not satisfied, the driver may desire to automatically stop the engine 10 from the driver's perspective. For this reason, the frequency of the automatic stop process is improved by providing the second stop condition so that the driver can actively instruct the automatic stop of the engine 10.

  Note that the operation method of the select lever 36 and the brake pedal 42 required for the establishment of the second stop condition and the second restart condition is determined in advance by a driver (owner's manual) or the like describing the operation method. Is required to be known. As a result, the driver can appropriately instruct to stop or restart the engine 10 through the operation of the brake pedal 42 and the select lever 36.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) The second stop condition is a condition that the logical product of the above conditions (B), (F), (G), and (H) is true. Thereby, it is possible to appropriately determine whether or not there is an automatic stop request from the driver. Furthermore, since the stop of the engine 10 is instructed through the operation of the brake pedal 42 and the select lever 36, an increase in the number of parts can be avoided as compared with the case where a separate operation member is provided for the driver to indicate the intention of automatic stop. You can also

  (2) Even if it is determined that the first stop condition is not satisfied, the forced automatic stop process is performed when it is determined that the second stop condition is satisfied. As a result, the frequency at which the engine 10 is automatically stopped can be increased, and as a result, the fuel consumption reduction effect can be suitably improved. Further, by stopping the engine 10 by the IS control process, the engine 10 can be stopped more quickly than when the engine 10 is stopped by operating the ignition key 22, and the engine 10 is stopped. The driver's operation burden can be reduced as much as possible.

  (3) The first stop condition is a condition that the logical product of the above conditions (A) to (E) is true. In addition to the conditions (A) to (C) for estimating the driver's intention to stop, the first stop condition includes conditions (D) and (D) that the driver's feeling in using the vehicle is not expected to be reduced. E) and the like, the execution opportunity of the automatic stop process is likely to be limited. Therefore, the present embodiment in which the first stop condition is set as described above has a great merit that the second stop condition is set.

  (4) The second restart condition is a condition that the logical product of the above conditions (I) and (J) is true. Thereby, it is possible to appropriately determine whether or not the driver intends to start.

  (5) After the forced automatic stop process, when it is determined that the second restart condition is satisfied, the engine 10 is restarted. Thereby, the engine 10 can be restarted promptly reflecting the driver's intention to start, and as a result, a decrease in drivability can be suitably suppressed. Furthermore, by restarting the engine 10 by the IS control process, the engine 10 can be restarted more quickly than when the engine 10 is restarted by operating the ignition key 22, and the engine 10 is restarted. The operation burden of the driver for starting can be reduced as much as possible.

  (6) When it is determined that the shift position is operated from the N range to the drive state from the start of the forced automatic stop process until the engine rotational speed NE becomes 0, the engine 10 is immediately restarted. Went. As a result, the engine 10 can be restarted as quickly as possible when an automatic stop process unintended by the driver is performed, or when the driver wants to stop the automatic stop process due to a change in the situation around the vehicle. The decrease can be suitably suppressed.

  (7) If it is determined that an abnormality related to the IS control process is detected by the abnormality detection process, an IS control prohibition process is performed. Thereby, the reliability of the vehicle can be appropriately maintained in a situation where the automatic stop process and the restart process cannot be performed appropriately.

  (8) In the situation where the automatic stop process is prohibited by the IS control prohibition process, the notification process is performed when it is determined that the second stop condition is satisfied. Thus, even if the driver has instructed to stop the engine 10 through the operation of the brake pedal 42 and the select lever 36, even if the engine 10 does not stop by the automatic stop process, the driver feels uncomfortable. It can suppress suitably.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 3 shows a system configuration according to the present embodiment. In FIG. 3, the same members as those shown in FIG. 1 are denoted by the same reference numerals for the sake of convenience.

  As shown in the figure, the present embodiment includes a stop instruction switch 56 that can be selected by the driver to stop or restart the engine 10 and a voice recognition device 58 that recognizes the driver's voice. The second stop condition is a condition that it is determined that there is an automatic stop request from the driver based on the outputs of the stop instruction switch 56 and the voice recognition device 58. As the stop instruction switch 56, specifically, a switch provided on the instrument panel or steering wheel of the vehicle, an icon displayed on the screen of the navigation device, or the like can be considered.

  FIG. 4 shows the procedure of IS control processing according to the present embodiment. This process is repeatedly executed by the ECU 54, for example, at a predetermined cycle. In FIG. 4, processes corresponding to the processes shown in FIG. 2 are given the same step numbers for convenience.

  In this series of processes, if it is determined in step S16 that the first stop condition is not satisfied, the process proceeds to step S46, and it is determined whether or not the second stop condition is satisfied. Here, the second stop condition is a condition that the logical sum of the following conditions (K) and (L) is true.

(K) A condition that the stop of the engine 10 is selected by operating the stop instruction switch 56. (L) A condition that the voice recognition device 58 recognizes that an instruction to stop the engine 10 is given by a predetermined voice. When it is determined in S46 that the second stop condition is satisfied, the process proceeds to step S30, and the forced automatic stop process is performed.

  And it waits until it is judged in step S48 that the 2nd restart condition is satisfied. Here, the second restart condition is a condition that the logical sum of the following conditions (M) and (N) is true.

(M) The condition that the restart of the engine 10 is selected by operating the stop instruction switch 56. (N) The voice recognition device 58 recognizes that the instruction to restart the engine 10 is given by a predetermined voice. Condition When it is determined in step S48 that the second restart condition is satisfied, the process proceeds to step S22, and the restart process is performed.

  If a negative determination is made in steps S20 and S46, or if the processes in steps S18, S22, and S44 are completed, the series of processes is temporarily terminated.

  Thus, in the present embodiment, the second stop condition is set as a condition that the logical sum of the conditions (K) and (L) is true, and the second restart condition is set as the condition (M). And the condition that the logical sum of (N) is true. As a result, it is possible to accurately determine whether there is an automatic stop request and a start request by the driver, and thus it is possible to accurately instruct stop and restart of the engine 10.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  The first stop condition is not limited to those exemplified in the above embodiments. For example, the condition (C) may be removed from the first stop condition. In addition, as a condition that the driver's feeling in using the vehicle is not expected to be reduced, the above conditions (D) and (E) and the condition that the comfort in the vehicle interior is not expected to be reduced to these conditions. It is not restricted to what was added. For example, it may be at least one of these.

  The second stop condition is not limited to that exemplified in the first embodiment. For example, the second stop condition may be a condition that the logical product of the above conditions (B), (F), and (G) is true.

  In the first embodiment, the N range is used as the non-driving state in the conditions (F) and (H) among the second stop conditions, but the present invention is not limited to this. For example, the P range may be used.

  In the first embodiment, when it is determined that the shift position is driven until the engine speed NE becomes 0 after the forced automatic stop process is started, the engine 10 is immediately restarted. Although processing was performed, it is not restricted to this. For example, on the condition that the shift position is set to the drive state and the drive state duration time countB is determined to be equal to or greater than the second threshold value β set in step S38, the engine 10 The restart process may be performed.

  The second restart condition is not limited to the one exemplified in the first embodiment. For example, the second restart condition is a condition that the logical product of the condition (I), the condition (J), and the condition (O) that is a condition that the brake operation is performed is true. It is good. Thereby, the grasping | ascertainment precision of the driver's start intention can be improved. That is, in a vehicle equipped with the AT 24, a creep phenomenon occurs when the shift position is operated to a driving state while the engine 10 is operating. For this reason, when the shift position is operated to the drive state by operating the select lever 36, the driver usually depresses the brake pedal 42 in order to avoid unintended start or reverse of the vehicle. Further, for example, a condition that the logical product of the conditions (I) and (O) is true may be set, or the condition (I) may be set. Further, for example, the first restart condition in each of the above embodiments may be set as the second restart condition.

  In the second embodiment, both the stop instruction switch 56 and the voice recognition device 58 are provided, but the present invention is not limited to this. For example, only one of these may be provided.

  The transmission is not limited to an automatic transmission, but may be a manual transmission. In this case, for example, the second stop condition in the second embodiment may be set as the second stop condition.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 22 ... Ignition key, 24 ... Automatic transmission, 32 ... Clutch part, 36 ... Select lever, 40 ... Drive wheel, 42 ... Brake pedal, 54 ... ECU (one Embodiment of the control apparatus of an internal combustion engine), 56 ... Stop instruction switch, 58 ... Voice recognition device.

Claims (11)

A control device that controls an internal combustion engine based on an operation of an instruction means by a driver to run the vehicle, and performs an automatic stop process of the internal combustion engine when a predetermined stop condition is satisfied, and after the automatic stop process In a control device for an on-vehicle internal combustion engine that performs restart processing of the internal combustion engine when a predetermined restart condition is satisfied,
The predetermined stop condition has a first stop condition and a second stop condition,
The first stop condition includes a condition related to the operation state of the instruction means, and the condition related to the operation state is a condition that can be realized when the driver drives the vehicle,
The on-board internal combustion engine characterized in that the second stop condition includes a condition related to an operation state of the instruction means, and the condition related to the operation state is a condition that is not realized when the driver drives the vehicle. Engine control device. A prediction means for predicting whether or not the feeling of use of the vehicle is reduced by performing the automatic stop process;
The control apparatus for an on-vehicle internal combustion engine according to claim 1, wherein the first stop condition includes a condition that the feeling is not predicted to be reduced by the prediction unit. The instructing means includes a brake operation member operated by a driver to apply a braking force to the driving wheels of the vehicle.
The first stop condition includes a condition that the traveling speed of the vehicle is equal to or lower than a specified speed higher than 0, and an operation state on the side where the operation state of the brake operation member applies a braking force to the driving wheel. The on-board internal combustion engine control device according to claim 2, further comprising: The vehicle is provided with an automatic transmission that transmits the rotational force of the output shaft of the internal combustion engine to the drive wheels of the vehicle,
The instruction means includes both a brake operation member operated by a driver to apply a braking force to the drive wheel and a shift operation member operated by a driver to operate the automatic transmission.
The second stop condition is that the operation state of the brake operation member is an operation state on the side of applying a braking force to the drive wheel, and the operation state of the shift operation member does not drive the automatic transmission. The control apparatus for a vehicle-mounted internal combustion engine according to any one of claims 1 to 3, including both a condition that the operation state is a state.   The in-vehicle internal combustion engine according to claim 4, wherein the second stop condition includes a condition regarding a time during which the non-driving state is continued after the automatic transmission is operated from the driving state to the non-driving state. Engine control device. The predetermined restart condition has a second restart condition for performing the restart process after the automatic stop process by the establishment of the second stop condition,
The in-vehicle internal combustion engine according to claim 4 or 5, wherein the second restart condition includes a condition that an operation state of the shift operation member is an operation state in which the automatic transmission is driven. Control device.   The on-vehicle condition according to claim 6, wherein the second restart condition includes a condition regarding a time during which the driving state is continued after the automatic transmission is operated from a non-driving state to a driving state. Control device for internal combustion engine. The condition for the time for which the driving state is continued is a condition that the time for which the driving state is continued is longer than a predetermined threshold,
It is determined that the automatic transmission is operated from the non-driving state to the driving state after the automatic stop process is started and the internal combustion engine is stopped due to the establishment of the second stop condition. 8. The on-vehicle internal combustion engine control device according to claim 7, further comprising means for reducing the predetermined threshold. The instruction means includes at least one of a dedicated operation means capable of selecting stop or restart of the internal combustion engine and a voice recognition means for recognizing voice,
The predetermined restart condition has a second restart condition for performing the restart process after the automatic stop process by the establishment of the second stop condition,
The voice recognition means recognizes a condition that the operation state of the operation means is an operation state in which the stop of the internal combustion engine is selected and a predetermined sound for stopping the internal combustion engine. And at least one of the conditions
The second restart condition includes a condition that the operation state of the operation means is an operation state in which restart of the internal combustion engine is selected, and a predetermined voice for restarting the internal combustion engine is the voice recognition. The on-vehicle internal combustion engine control device according to any one of claims 1 to 3, wherein at least one of the conditions is recognized by the means. An abnormality detecting means for detecting an abnormality related to the processing performed by the control device;
The control device for an on-vehicle internal combustion engine according to any one of claims 1 to 9, further comprising a prohibiting unit that prohibits the automatic stop processing based on a determination that the abnormality is detected. .   Informing the driver that the automatic stop process is prohibited due to the abnormality based on both the prohibition of the automatic stop process by the prohibiting means and the determination that the second stop condition is satisfied. 11. The control apparatus for an on-vehicle internal combustion engine according to claim 10, further comprising a notifying unit.

Images