JP2013238151A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress vehicle longitudinal acceleration due to torque variation caused by re-starting and re-stopping of an internal combustion engine.SOLUTION: Although torque variation is small and does not change suddenly if the timing of fuel recovery during deceleration and the timing of the fuel cut due to coast stop are executed while interposing a specific time therebetween, because vehicle longitudinal acceleration changes suddenly when the fuel recovery during deceleration and the fuel cut due to coast stop are successively executed, unpleasant shock may be given to a driver and a fellow passenger. In order to prevent such a sudden change in vehicle longitudinal acceleration, fuel cut by coast stop is performed without performing recovery from the fuel cut during deceleration.

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device including an idle stop system.

  In a vehicle equipped with an idle stop system, when an automatic stop condition for the internal combustion engine is satisfied, the internal combustion engine is stopped by shutting off the fuel supply. Further, when the restart condition of the internal combustion engine is satisfied by the driver's operation or the request of the vehicle, the internal combustion engine is started immediately.

  Furthermore, not only the fuel supply is shut off after a predetermined time has elapsed since the vehicle has completely stopped, but also the fuel supply is cut off during deceleration traveling in the process of stopping the vehicle, thereby further saving fuel consumption. 2. Description of the Related Art A vehicle control device that performs so-called coast stop that improves fuel consumption is known (see Patent Document 1).

JP 2011-220138 A

  In the control device described in the above-described patent document, deceleration fuel cut control, fuel injection return control (fuel recovery control), and coast stop fuel cut control are executed. However, in the control device described in the above-mentioned patent document, depending on the start timing of each control, the fuel cut control by the coast stop may be executed immediately after the fuel recovery control is executed. Therefore, there is a possibility that acceleration in the front and rear of the vehicle occurs due to torque fluctuation caused by restarting and restarting the internal combustion engine, causing unpleasant vibration to the driver and passengers.

(1) A vehicle control apparatus according to a first aspect of the present invention includes a travel speed calculation unit that calculates the travel speed of the vehicle, a rotation speed calculation unit that calculates the rotation speed of an internal combustion engine mounted on the vehicle, When the fuel cut condition during deceleration is satisfied, the speed calculated by the fuel cut control unit during deceleration that stops the fuel supply to the internal combustion engine while the vehicle is decelerating and the rotational speed calculated by the rotational speed calculation unit is less than or equal to the fuel injection return rotational speed. A fuel injection return control unit that restarts fuel supply to the internal combustion engine after stopping fuel supply by the fuel cut control unit during deceleration, and that the travel speed calculated by the travel speed calculation unit is equal to or less than the coast stop permission vehicle speed. A coast stop control unit that stops the supply of fuel to the internal combustion engine and stops the internal combustion engine when a predetermined coast stop condition that is at least one of the conditions is satisfied, and the rotation calculated by the rotational speed calculation unit Based on the travel speed calculated by the travel speed calculation unit, a first travel time calculation unit that calculates the amount of change in the rotational speed based on the number and estimates the first travel time required to reach the fuel injection return rotational speed A second required time estimation unit that calculates the amount of change in travel speed and estimates a second required time to reach the coast stop permission vehicle speed, and a first required time estimated by the first required time estimation unit And the second required time estimated by the second required time estimation unit is less than or equal to a predetermined threshold value, even if the rotation speed calculated by the rotation speed calculation unit is less than or equal to the fuel injection return rotation speed And a fuel injection return prohibiting section that prohibits fuel supply to the internal combustion engine.
(2) A vehicle control apparatus according to a second aspect of the invention includes a travel speed calculation unit that calculates the travel speed of the vehicle, a rotation speed calculation unit that calculates the rotation speed of an internal combustion engine mounted on the vehicle, When the fuel cut condition during deceleration is satisfied, the speed calculated by the fuel cut control unit during deceleration that stops the fuel supply to the internal combustion engine while the vehicle is decelerating and the rotational speed calculated by the rotational speed calculation unit is less than or equal to the fuel injection return rotational speed. A fuel injection return control unit that restarts fuel supply to the internal combustion engine after stopping fuel supply by the fuel cut control unit during deceleration, and that the travel speed calculated by the travel speed calculation unit is equal to or less than the coast stop permission vehicle speed. A coast stop control unit that stops the supply of fuel to the internal combustion engine and stops the internal combustion engine when a predetermined coast stop condition that is at least one of the conditions is satisfied, and the rotation calculated by the rotational speed calculation unit Based on the travel speed calculated by the travel speed calculation unit, a first travel time calculation unit that calculates the amount of change in the rotational speed based on the number and estimates the first travel time required to reach the fuel injection return rotational speed A second required time estimation unit that calculates the amount of change in travel speed and estimates a second required time to reach the coast stop permission vehicle speed, and a first required time estimated by the first required time estimation unit And the second required time estimated by the second required time estimating unit is equal to or less than a predetermined threshold value, even if the traveling speed detected by the traveling speed detecting unit is equal to or less than the coast stop permission vehicle speed, And a fuel injection return delay unit that stops the supply of fuel to the internal combustion engine after a predetermined delay time has elapsed to stop the internal combustion engine.

  ADVANTAGE OF THE INVENTION According to this invention, the unpleasant vehicle vibration given to a driver | operator and a passenger | crew by the torque fluctuation generate | occur | produced when coast stop control is performed can be suppressed.

The functional block diagram of the idle stop system in the control apparatus of the vehicle of this invention. The control system block diagram of the control apparatus of the vehicle of 1st Embodiment. The functional block diagram of the control apparatus of the vehicle of 1st Embodiment. The control flowchart of the control apparatus of the vehicle of 1st Embodiment. The operation | movement chart explaining a prior art. The operation | movement chart explaining a prior art. The figure which showed description for calculating the information required in order to implement | achieve embodiment of this invention. The flowchart which shows the subroutine of the control flowchart of FIG. The operation | movement chart in 1st Embodiment. The control system block diagram of the control apparatus of the vehicle of 2nd Embodiment. The operation | movement chart in 2nd Embodiment. The control flowchart of the control apparatus of the vehicle of 2nd Embodiment. The flowchart which shows the subroutine of the control flowchart of FIG.

--- First embodiment ---
With reference to FIGS. 1-9, 1st Embodiment of the control apparatus of the vehicle by this invention is described. FIG. 1 is an overall configuration diagram of a vehicle equipped with a vehicle control device of the present invention. In FIG. 1, the part relating to the description of the vehicle control device according to the present invention is mainly described, and the description of the other parts is omitted. The vehicle includes a multi-cylinder engine (internal combustion engine main body) 1, an idle stop system 10, and an ECU (control unit, control device) 11.

  An internal combustion engine body (also simply referred to as an internal combustion engine) 1 has a crankshaft 1a, to which an ignition coil 14a, an ignition plug 14b, a fuel injection valve 15 and the like are attached. The idle stop system 10 includes a starter body 3 of a pinion gear extrusion type and a semiconductor switching element 13 and is controlled by the ECU 11. The semiconductor switching element 13 may be replaced with a mechanical magnet switch that operates with an ON / OFF signal.

  A ring gear 2 is attached to the crankshaft 1 a of the internal combustion engine body 1. The starter body 3 is provided with an actuator 5 driven by a semiconductor switching element 13, a motor 7, and a pinion gear 4. In the vicinity of the ring gear 2, there is provided a pulse sensor 37 for detecting irregularities of the ring gear 2 and converting it into a pulse signal. Based on the pulse signal output from the pulse sensor 37, the ECU 11 calculates the rotational speed (engine rotational speed) of the internal combustion engine 1.

  The starter body 3 includes a pinion gear 4, an actuator 5, a lever 6, a starter motor 7, and a pinion pulse sensor 38. The pinion gear 4 is a gear that can mesh with the ring gear 2, and is provided on the shaft (pinion shaft) 8 of the starter motor 7 so as to be movable in the axial direction. The actuator 5 is an electric actuator for moving the pinion gear 4 in the axial direction of the pinion shaft 8 via the lever 6. The starter motor 7 is a motor for cranking the internal combustion engine 1 as will be described later. The pinion pulse sensor 38 is a sensor for detecting the rotation speed of the pinion shaft 8.

  When the pinion transfer command of the ECU 11 is input to the gate terminal of the semiconductor switching element 13 a for driving the pinion transfer actuator, the power of the battery 12 is supplied to the actuator 5. As a result, the actuator 5 moves the pinion gear 4 to the right in the drawing via the lever 6, so that the pinion gear 4 meshes with the ring gear 2.

  When a motor drive command from the ECU 11 is input to the gate terminal of the starter motor driving semiconductor switching element 13b, the power of the battery 12 is supplied to the starter motor 7. As a result, the starter motor 7 rotates the crankshaft 1 a via the pinion gear 4 and the ring gear 2 to crank the internal combustion engine 1.

  A transmission 16 is connected to the crankshaft 1a. The transmission 16 transmits the rotational driving force generated in the internal combustion engine body 1 to the road surface via the drive shaft 17 and the tire 18. In addition, a vehicle speed sensor 33 that detects a rotation pulse of the output shaft is attached to the transmission 16. The ECU 11 calculates a vehicle speed value by converting with a predetermined coefficient based on an output signal from the vehicle speed sensor 33.

  FIG. 2 is a diagram illustrating the system configuration of the ECU 11 together with various input signals such as sensors that are input to the ECU 11 and various output signals that are output from the ECU 11 to a control device or the like. Connected to the input circuit 24 of the ECU 11 are an accelerator opening sensor 30 for detecting the amount of depression of an accelerator pedal (not shown) of the vehicle and a throttle opening sensor 31 for detecting an opening amount of a throttle valve (not shown). An input circuit 24 of the ECU 11 includes an airflow sensor 32 that measures the amount of intake air sucked into the cylinder of the internal combustion engine 1, a vehicle speed sensor 33 that detects the traveling speed of the vehicle, and a brake that detects the operation of a foot brake (not shown). A switch 34 is connected. An input circuit 24 of the ECU 11 includes a cam angle sensor 35 and a crank angle sensor 36 that detect a cam angle signal and a crank angle signal used for ignition and injection timing calculation and cylinder determination of the internal combustion engine 1, the ring gear sensor 37 and the pinion gear described above. A sensor 38 is connected.

  To the output circuit 26, the ignition coil 14a, the fuel injection valve 15, and the semiconductor switching element 13 are connected. When the ignition coil 14a receives an ignition signal output from the output circuit 26 based on the ignition timing calculated by the ECU 11 from the signals of the cam angle sensor 35 and the crank angle sensor 36, the ignition coil 14a ignites the air-fuel mixture in the cylinder. In order to achieve this, high voltage power is supplied to the spark plug 14b. When the fuel injection valve 15 receives a valve opening signal output for a predetermined time at a predetermined timing via the output circuit 26, the fuel injection valve 15 injects fuel. The ECU 11 calculates the amount of fuel injected by the fuel injection valve 15 from the intake air amount measured by the airflow sensor 32.

  When the switching element 13 receives the PWM drive signal output via the output circuit 26, the switching element 13 drives the actuator 5 and the starter motor 7, respectively. The switching element 13 a drives the actuator 5, and the switching element 13 b drives the starter motor 7. The ECU 11 outputs a PWM drive signal via the output circuit 26 when receiving a drive request to the starter 3.

  FIG. 3 is a functional block diagram of the ECU 11. The ECU 11 includes a travel speed calculation unit 11a, a rotation speed calculation unit 11b, a deceleration fuel cut control unit 11c, a fuel injection return control unit 11d, a coast stop control unit 11e, a required time estimation unit 11f, and a fuel injection. A return prohibiting unit 11g and a correction table 11h are provided. The traveling speed calculation unit 11a calculates a vehicle speed value by performing conversion using a predetermined coefficient based on an output signal from the vehicle speed sensor 33. The rotation speed calculation unit 11 b calculates the engine rotation speed based on the output signal from the ring gear sensor 37.

  The deceleration fuel cut control unit 11c controls the fuel injection valve 15 to stop the fuel supply to the internal combustion engine 1 during deceleration of the vehicle as will be described later when a predetermined deceleration fuel cut condition is satisfied. When the fuel supply to the internal combustion engine 1 is stopped by the fuel cut control unit 11c at the time of deceleration, the fuel injection return control unit 11d returns to the internal combustion engine 1 if the engine speed is equal to or lower than the fuel injection return speed described later. The fuel injection valve 15 is controlled to resume the fuel supply.

  The coast stop control unit 11e causes the fuel injection valve 15 to stop supplying fuel to the internal combustion engine 1 when a predetermined coast stop condition that satisfies at least one of the conditions that the vehicle speed is equal to or less than the coast stop permission vehicle speed is satisfied. To control. The required time estimation unit 11f calculates the amount of change in the engine speed from the engine speed calculated by the rotation speed calculation unit 11b, and estimates (calculates) the required time Tfc required to reach a fuel injection return speed described later. The required time estimation unit 11f calculates the amount of change in the vehicle speed calculated by the travel speed calculation unit 11a, and estimates (calculates) the required time Tv until reaching a coast stop permission vehicle speed described later.

  When the difference between the required time Tfc calculated by the required time estimating unit 11f and the required time Tv is equal to or less than a predetermined threshold, the fuel injection return prohibiting unit 11g supplies fuel to the internal combustion engine 1 by the fuel injection return control unit 11d. The fuel injection valve 15 is controlled to prohibit the resumption of supply. The correction table 11h is a data table for correcting the required time Tfc and the required time Tv calculated by the required time estimation unit 11f.

  FIG. 4 is a control flowchart in the present embodiment. Specifically, the internal combustion engine 1 is engaged with the pinion gear 4 in the ring gear 2 while synchronizing the rotational speed of the internal combustion engine and the rotational speed of the pinion gear 4 at the time of idling stop. It is a flowchart of the rotation speed synchronous pre-mesh which stops. The processing of the operation shown in this control flowchart is repeatedly executed by the ECU 11. During deceleration traveling in the process of stopping the vehicle, the driving of the fuel injection valve 15 is performed in step 102 when a predetermined condition (deceleration fuel cut condition) is established in step 101 for the purpose of improving the feeling of deceleration and reducing fuel consumption. Stop. As a result, the fuel supply to the internal combustion engine 1 is cut off (fuel cut), and the engine brake is activated. The fuel cut condition during deceleration includes, for example, “the vehicle speed is 20 km / h or more, the engine speed is 1200 rpm or more, and an accelerator pedal (not shown) is not depressed”.

  During execution of the fuel cut at deceleration described above, in step 103, the engine speed is reduced to a predetermined speed at which fuel injection is resumed (recovered) (fuel injection return speed (for example, 1100 rpm)), and fuel injection return (recovery is performed). ) When the condition is satisfied, a fuel recovery process for restarting (recovering) the fuel injection is executed in a subroutine of step 104. The fuel recovery processing subroutine will be described later.

  When the throttle opening is fully closed and the internal combustion engine 1 is in a no-load operation after execution of the fuel recovery process in step 104, the input conditions such as the vehicle speed sensor 33 and the brake switch 34 satisfy the coast stop condition in step 105. In step 106, the drive of the fuel injection valve 15 is stopped, and the fuel supply to the internal combustion engine 1 is shut off (fuel cut). Examples of the coast stop condition include “the vehicle speed is, for example, 14 km / h or less and a brake pedal (not shown) is depressed”.

  Due to the fuel cut operation described above, the engine speed gradually decreases, and when the judgment condition falls below a predetermined value A (for example, the engine speed is 600 rpm) in step 107, the routine proceeds to step 108, where the pinion pre-rotation operation is performed. That is, the starter motor 7 is energized, the pinion gear rotation number calculated from the pinion gear sensor 38 is increased to a predetermined value, and the energization is stopped.

  In this case, due to the above-described pinion pre-rotation operation, the pinion gear rotation speed gradually decreases with time due to inertia. On the other hand, since the engine speed decreases while pulsating repeatedly by suction → compression → expansion → exhaust, the engine speed calculated from the ring gear sensor 37 and the pinion gear speed gradually decreasing by the pinion pre-rotation operation are synchronized. When the pre-mesh condition is satisfied in step 109, the process proceeds to step 110, where the pinion gear transfer is executed, that is, the starter motor 7 and the actuator 5 are energized, and the rotating pinion gear 4 is moved to the ring gear 2. A so-called pre-mesh state is established in which the lever 6 is engaged. As the pre-mesh condition, for example, “the difference between the rotational speed of the pinion gear 4 when it is assumed to be completely synchronized with the ring gear 2 and the actual rotational speed of the pinion gear 4 is within ± 100 rpm”. It is done.

  If it is determined in step 111 that there is no change-of-mind request from the driver, for example, when a foot is released from a brake pedal (not shown), the process proceeds to step 112 and the internal combustion engine body remains in the pre-mesh state. 1 is completely stopped, and the process proceeds to step 113 and waits until a restart request is received.

  In the standby state of step 113, when a restart request is received due to the driver's operation or the like, the routine proceeds to step 116 where the starter motor 7 is energized, fuel injection is restarted and the internal combustion engine is restarted.

  If it is determined in step 111 that there is a change of mind request from the driver, the process proceeds to step 114, and whether or not the engine speed is equal to or less than a predetermined value B (for example, the engine speed is 600 rpm). Determine. If the engine speed is not less than the predetermined value B, the process proceeds to step 116. If the engine speed is less than the predetermined value B, the process proceeds to step 115, and after the starter body 3 is prohibited from being driven for a predetermined time, Proceed to step 116.

  Thereafter, the process proceeds to step 117, where it is determined whether or not the engine speed is a predetermined value C (for example, the engine speed is 500 rpm) or more. If the engine speed is the predetermined value C or more, the process proceeds to step 118 and the starter body 3 is driven. Set to OFF.

  As described above, by performing the rotational speed synchronous pre-mesh operation of the pinion gear 4 and the ring gear 2, the time until the pinion gear 4 is engaged with the ring gear 2 can be shortened, and therefore it occurs when the gear is engaged. Noise can be reduced. Further, at the time of the next restart, the operation of causing the pinion gear 4 to be engaged with the ring gear 2 becomes unnecessary, so that it is possible to shorten the start time from when the restart request is received until the internal combustion engine reaches a complete explosion.

  The present invention relates to the above-described steps 101 to 106, and the purpose thereof is due to the torque fluctuation generated when the fuel cut by the coast stop is started immediately after the transition from the fuel cut at deceleration to the fuel recovery. It is to effectively suppress the resulting longitudinal vibration of the vehicle.

  FIGS. 5 and 6 are timing charts in the prior art in which the engine idles through a fuel cut recovery during deceleration and a fuel cut by coast stop. In these figures, (a) is a coast stop control request flag state, (b) is a fuel cut flag state, (c) is an actuator operation state, (d) is a starter motor operation state, (e) is a vehicle speed, (F) The rotational speed state of the internal combustion engine (ring gear), (g) shows the rotational state of the pinion gear, and (h) shows the behavior of the longitudinal acceleration G of the vehicle.

  As shown in FIG. 5, if the fuel recovery timing during deceleration and the fuel cut timing by coast stop are carried out after a certain time, the torque fluctuation is small and the longitudinal acceleration of the vehicle does not change suddenly. However, as shown in FIG. 6, if the fuel recovery by deceleration and the fuel cut by the coast stop are continuously performed, the vehicle longitudinal acceleration changes suddenly, which may cause an unpleasant shock to the driver and passengers. In order to prevent such a sudden change in vehicle longitudinal acceleration, it is conceivable to perform fuel cut by coast stop without performing recovery from the fuel cut during deceleration as the first method, and as a second method the fuel during deceleration A possible method is to allow sufficient intervals between fuel cuts by cut recovery and coast stop.

  In the present embodiment, the case of performing fuel cut by coast stop without performing recovery from the fuel cut during deceleration, which is the first method described above, will be described below. As shown in FIG. 7, the required time estimation unit 11 f of the ECU 11 estimates a time Tv required to decrease from the change amount of the vehicle speed value during vehicle deceleration to the coast stop permission vehicle speed. Further, the required time estimation unit 11f estimates a time Tfc required to decrease from the amount of change in the engine speed during fuel cut during deceleration to the recovery speed.

  Note that the amount of change in engine speed and the amount of change in vehicle speed increase and decrease depending on the engine coolant temperature, engine lubricating oil temperature, and the like. Therefore, the required time estimation unit 11f calculates the times Tv and Tfc with reference to the correction table 11h. Here, the correction table 11h is a data table for correcting the time Tv and the time Tfc using the engine coolant temperature, the engine lubricating oil temperature, and the like as parameters. Thereby, the calculation accuracy of time Tv and time Tfc can be improved.

  When the absolute value | Tv−Tfc | of the difference between the estimated time values is within a predetermined time (for example, 200 ms as a threshold value), the fuel injection return prohibiting unit 11g prohibits recovery after the fuel cut during deceleration. Then, each part is controlled to execute the fuel cut by the coast stop as it is. As a result, as shown in FIG. 9, since the recovery from the fuel cut at the time of deceleration is not carried out and the fuel can be shifted to the coast stop, it is possible to prevent unnecessary torque fluctuation (vehicle longitudinal acceleration) from occurring. .

  Specifically, the ECU 11 executes the subroutine of step 104 shown in detail in FIG. 8 to control each part so as to shift to the fuel cut by the coast stop without performing the recovery from the fuel cut at the time of deceleration. Yes. As shown in FIG. 8, in step 104a, the absolute value | Tv−Tfc | is calculated as described above, and the process proceeds to step 104b. In step 104b, it is determined whether or not the absolute value | Tv−Tfc | is within the threshold value described above. If an affirmative determination is made in step 104b, the process proceeds to step 104c, where each part is controlled so as to prohibit the resumption of fuel injection, and the process proceeds to step 105 in the main flowchart. If a negative determination is made in step 104b, the process proceeds to step 104d, each part is controlled to resume fuel injection, and the process proceeds to step 105 in the main flowchart.

--- Second Embodiment ---
A second embodiment of the vehicle control apparatus according to the present invention will be described with reference to FIGS. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and different points will be mainly described. Points that are not particularly described are the same as those in the first embodiment. The present embodiment is different from the first embodiment mainly in that a fuel cut execution interval by a deceleration fuel cut recover and a coast stop is sufficiently spaced to prevent the above-described sudden change in vehicle longitudinal acceleration.

  FIG. 10 is a functional block diagram of the ECU 11 of the present embodiment. In the present embodiment, a fuel injection return delay unit 11i is provided instead of the fuel injection return prohibiting unit 11g shown in FIG. 3 in the first embodiment. When the difference between the required time Tfc calculated by the required time estimation unit 11f and the required time Tv is equal to or less than a predetermined threshold, the fuel injection return delay unit 11i supplies fuel to the internal combustion engine 1 by the fuel injection return control unit 11d. The fuel injection valve 15 is controlled so as to delay the resumption of supply by a predetermined time.

  That is, as in the first embodiment, the required time estimation unit 11f of the ECU 11 estimates the time Tv required to decrease from the amount of change in the vehicle speed value during vehicle deceleration to the coast stop permission vehicle speed. Further, the required time estimation unit 11f estimates a time Tfc required to decrease from the amount of change in the engine speed during fuel cut during deceleration to the recovery speed. The fuel injection return delay unit 11i decelerates after a predetermined delay time (delay time) when the absolute value | Tv−Tfc | of the difference between the estimated time values is within a predetermined time (for example, 200 ms as a threshold). Control each part to recover the fuel cut.

  As a result, as shown in FIG. 11, a sufficient time can be secured between the fuel recovery at the time of deceleration and the fuel cut interval due to the coast stop, so that it is possible to prevent torque fluctuation (vehicle longitudinal acceleration) from occurring.

  FIG. 12 is a control flowchart in the second embodiment. The steps other than Step 104 and Step 106 are the same as those in the first embodiment. In step 104 of the present embodiment, each part is controlled to resume fuel injection, and the process proceeds to step 105.

  When the throttle opening is fully closed and the internal combustion engine 1 is in a no-load operation, if each input condition such as the vehicle speed sensor 33 and the brake switch 34 satisfies the coast stop condition in step 105, step 106 of the present embodiment A fuel supply shutoff (fuel cut) process of the internal combustion engine is executed in a subroutine. The fuel cut processing subroutine will be described later.

  Specifically, by executing the subroutine of step 106 shown in detail in FIG. 13, sufficient time can be secured between the fuel recovery at deceleration and the fuel cut by coast stop. As shown in FIG. 13, in step 106a, the absolute value | Tv−Tfc | is calculated as described above, and the process proceeds to step 106b. In step 106b, it is determined whether or not the absolute value | Tv−Tfc | is within the threshold value described above. If an affirmative decision is made in step 106b, the process proceeds to step 106c, waits for the delay time described above, and proceeds to step 107 in the main flowchart. If a negative determination is made in step 106b, the process proceeds to step 107 in the main flowchart.

In each of the above-described embodiments, the ignition interval may be detected instead of the engine speed, and the time Tfc required to decrease to the recovery speed may be estimated based on the detected change amount of the ignition interval. . In other words, an ignition interval detector that detects the ignition interval of the internal combustion engine 1 is provided as a functional block of the ECU 11, and it is required to decrease to the recovery speed based on the amount of change in the ignition interval detected by the ignition interval detector. The time Tfc may be estimated.
Moreover, you may combine each embodiment and modification which were mentioned above, respectively.

Note that the present invention is not limited to the embodiment described above, and a traveling speed calculation unit that calculates the traveling speed of the vehicle and a rotational speed calculation unit that calculates the rotational speed of the internal combustion engine mounted on the vehicle. When the predetermined fuel cut condition during deceleration is satisfied, the fuel cut control unit during deceleration that stops the fuel supply to the internal combustion engine during deceleration of the vehicle, and the rotation speed calculated by the rotation speed calculation unit is the fuel injection return. A fuel injection return control unit that resumes fuel supply to the internal combustion engine after the fuel supply stop by the fuel cut control unit during deceleration when the speed is less than the rotation speed, and the travel speed calculated by the travel speed calculation unit is less than the coast stop permission vehicle speed A coast stop control unit for stopping the supply of fuel to the internal combustion engine and stopping the internal combustion engine when a predetermined coast stop condition that satisfies at least one of the conditions is satisfied, and a rotation speed calculation unit A first required time estimation unit that calculates a change amount of the rotation number based on the calculated rotation number and estimates a first required time to reach the fuel injection return rotation number, and a travel calculated by the travel speed calculation unit A second required time estimation unit that calculates the amount of change in travel speed based on the speed and estimates a second required time to reach the coast stop permission vehicle speed, and a first estimated by the first required time estimation unit When the difference between the required time and the second required time estimated by the second required time estimation unit is equal to or smaller than a predetermined threshold, the rotational speed calculated by the rotational speed calculation unit is equal to or lower than the fuel injection return rotational speed. And a control device for a vehicle having various structures, including a fuel injection return prohibiting unit that prohibits fuel supply to the internal combustion engine.
In addition, the present invention is not limited to the embodiment described above, and a traveling speed calculation unit that calculates the traveling speed of the vehicle and a rotational speed calculation unit that calculates the rotational speed of the internal combustion engine mounted on the vehicle. When the predetermined fuel cut condition during deceleration is satisfied, the fuel cut control unit during deceleration that stops the fuel supply to the internal combustion engine during deceleration of the vehicle, and the rotation speed calculated by the rotation speed calculation unit is the fuel injection return. A fuel injection return control unit that resumes fuel supply to the internal combustion engine after the fuel supply stop by the fuel cut control unit during deceleration when the speed is less than the rotation speed, and the travel speed calculated by the travel speed calculation unit is less than the coast stop permission vehicle speed A coast stop control unit for stopping the supply of fuel to the internal combustion engine and stopping the internal combustion engine when a predetermined coast stop condition that satisfies at least one of the conditions is satisfied, and a rotation speed calculation unit A first required time estimation unit that calculates a change amount of the rotation number based on the calculated rotation number and estimates a first required time to reach the fuel injection return rotation number, and a travel calculated by the travel speed calculation unit A second required time estimation unit that calculates the amount of change in travel speed based on the speed and estimates a second required time to reach the coast stop permission vehicle speed, and a first estimated by the first required time estimation unit If the difference between the required time and the second required time estimated by the second required time estimation unit is less than or equal to a predetermined threshold, the travel speed detected by the travel speed detection unit is less than or equal to the coast stop permission vehicle speed. However, it includes a control device for a vehicle having various structures, including a fuel injection return delay unit that stops the supply of fuel to the internal combustion engine after a predetermined delay time has elapsed and stops the internal combustion engine.

DESCRIPTION OF SYMBOLS 1 Engine (internal combustion engine main body) 2 Ring gear 3 Starter main body 4 Pinion gear 10 Idle stop system 11 ECU (control unit, control device)
DESCRIPTION OF SYMBOLS 13 Semiconductor switching element 15 Fuel injection valve 33 Vehicle speed sensor 37 Pulse sensor 38 Pinion pulse sensor

Claims (4)

A traveling speed calculation unit for calculating the traveling speed of the vehicle;
A rotational speed calculation unit for calculating the rotational speed of an internal combustion engine mounted on the vehicle;
A deceleration fuel cut control unit that stops the supply of fuel to the internal combustion engine during deceleration of the vehicle when a predetermined deceleration fuel cut condition is satisfied;
A fuel injection return control unit that resumes fuel supply to the internal combustion engine after the fuel supply stop by the deceleration fuel cut control unit when the rotation number calculated by the rotation number calculation unit is equal to or less than a fuel injection return rotation number; ,
The fuel supply to the internal combustion engine is stopped when a predetermined coast stop condition that satisfies at least one of the conditions that the travel speed calculated by the travel speed calculation unit is equal to or less than the coast stop permission vehicle speed is satisfied. A coast stop control unit for stopping
A first required time estimation unit that calculates a change amount of the rotation number based on the rotation number calculated by the rotation number calculation unit and estimates a first required time to reach the fuel injection return rotation number;
A second required time estimation unit that calculates a change amount of the travel speed based on the travel speed calculated by the travel speed calculation unit and estimates a second required time until the coast stop permission vehicle speed is reached;
When the difference between the first required time estimated by the first required time estimation unit and the second required time estimated by the second required time estimation unit is less than or equal to a predetermined threshold value, the rotation speed A vehicle control apparatus comprising: a fuel injection return prohibiting unit that prohibits fuel supply to the internal combustion engine even if the rotation speed calculated by the calculation unit is equal to or less than the fuel injection return rotation speed. A traveling speed calculation unit for calculating the traveling speed of the vehicle;
A rotational speed calculation unit for calculating the rotational speed of an internal combustion engine mounted on the vehicle;
A deceleration fuel cut control unit that stops the supply of fuel to the internal combustion engine during deceleration of the vehicle when a predetermined deceleration fuel cut condition is satisfied;
A fuel injection return control unit that resumes fuel supply to the internal combustion engine after the fuel supply stop by the deceleration fuel cut control unit when the rotation number calculated by the rotation number calculation unit is equal to or less than a fuel injection return rotation number; ,
The fuel supply to the internal combustion engine is stopped when a predetermined coast stop condition that satisfies at least one of the conditions that the travel speed calculated by the travel speed calculation unit is equal to or less than the coast stop permission vehicle speed is satisfied. A coast stop control unit for stopping
A first required time estimation unit that calculates a change amount of the rotation number based on the rotation number calculated by the rotation number calculation unit and estimates a first required time to reach the fuel injection return rotation number;
A second required time estimation unit that calculates a change amount of the travel speed based on the travel speed calculated by the travel speed calculation unit and estimates a second required time until the coast stop permission vehicle speed is reached;
When the difference between the first required time estimated by the first required time estimation unit and the second required time estimated by the second required time estimation unit is equal to or less than a predetermined threshold, the traveling speed A fuel injection return delay unit that stops the supply of fuel to the internal combustion engine and stops the internal combustion engine even after a predetermined delay time has elapsed even if the traveling speed detected by the detection unit is equal to or less than the coast stop permission vehicle speed. A vehicle control apparatus comprising: The vehicle control device according to claim 1 or 2,
A first required time correction table using at least one of cooling water temperature, lubricating oil temperature and mission lubricating oil temperature as parameters;
And a second required time correction table using at least one of cooling water temperature, lubricating oil temperature and mission lubricating oil temperature as a parameter,
The first required time estimation unit corrects the first required time with reference to the first required time correction table,
The second required time estimation unit corrects the second required time with reference to the second required time correction table. In the control apparatus of the vehicle as described in any one of Claims 1-3,
An ignition interval detector that detects an ignition interval of the internal combustion engine;
The vehicle control device according to claim 1, wherein the rotation speed detection unit calculates a rotation speed of the internal combustion engine based on the ignition interval detected by the ignition interval detection unit.

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