JP2014202173A - Engine automatic stop/start control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a timing of engagement of a pinion with a ring gear with high accuracy during an engine rotation drop period in idle stop time.SOLUTION: An ECU 30 calculates an engine rotating speed (rotation detection value) on the basis of a detection signal of a crank angle sensor 23 during an engine rotation drop period in idle stop time, and calculates a prediction value (rotation prediction value) of the engine rotating speed in the rotation drop period. Further the ECU engages the ring gear 21 with the pinion 11 by driving the pinion 11 on the basis of the rotation prediction value during the engine rotation drop period. Further the ECU learns a control constant used in drive control of the pinion 11 on the basis of the rotation prediction value, on the basis of a prediction error as a deviation amount of the rotation prediction value from the rotation detection value during the rotation drop period.

Description

  The present invention relates to an engine automatic stop / start control device, and more particularly, to a technique for controlling the drive of a pinion of an engine start device based on a predicted value of the engine rotation speed during a rotation descent period after engine combustion stop by idle stop control. .

  2. Description of the Related Art Conventionally, there is known an engine control system having a so-called idle stop function that detects an operation for stopping or starting such as an accelerator operation or a brake operation to automatically stop and restart an engine. This idle stop control is intended to reduce the fuel consumption of the engine.

  Conventionally, when a restart request is generated during the engine speed reduction period when the engine is automatically stopped, the engine output shaft rotation can be stopped as much as possible after the restart request is generated without waiting for the engine output shaft to completely stop rotating. It has been proposed to restart the engine promptly. Further, it has been proposed to predict the engine rotation descent trajectory during the engine rotation descent period and drive the pinion of the engine starter (starter) based on the prediction data when the engine is restarted before the engine rotation is stopped. (For example, refer to Patent Document 1).

  In Patent Document 1, when a restart request is generated during the engine rotation descent period, the starter drive mode based on the prediction data of the engine rotation descent trajectory is set according to the engine rotation speed at which the restart request is generated. The selection is disclosed. If the pinion and the ring gear are engaged while the engine is still rotating, the engagement noise may increase or the gear wear may be accelerated depending on the relative rotational speed between the pinion and the ring gear. Concerned. In consideration of this, in Patent Document 1, the drive timing of the pinion is controlled based on the prediction data of the engine rotation descending trajectory, thereby suppressing the above inconvenience and as soon as possible after the restart request is generated. A restart is performed.

JP 2011-140938 A

  By the way, it is inevitable that a prediction error occurs when predicting the engine rotation speed, and it is considered that the meshing operation of the pinion and the ring gear cannot be performed at a desired timing due to the prediction error. In such a case, there is a concern that inconvenience may occur in terms of the meshing sound between the pinion and the ring gear or the wear of the gear.

  The present invention has been made to solve the above-described problem, and provides an engine automatic stop / start control device capable of accurately controlling the timing at which a pinion meshes with a ring gear during an engine rotation descent period during idling stop. Is the main purpose.

  The present invention employs the following means in order to solve the above problems.

  The present invention includes a rotation prediction means for calculating a predicted rotation value that is a predicted value of the engine rotation speed during a rotation decrease period in which the engine rotation speed decreases due to the combustion stop of the engine (20) by idle stop control, and the rotation decrease Based on the estimated rotation value during the period, the pinion (11) of the engine starter (10) is driven to engage the ring gear (21) provided on the output shaft (22) of the engine and the pinion. The present invention relates to an engine automatic stop / start control device. The invention according to claim 1 is a rotation speed calculation means for calculating a rotation detection value as an engine rotation speed based on a detection signal of a rotation sensor (23) for detecting the rotation of the output shaft, and the rotation A control constant used for driving control of the pinion based on the predicted rotation value is learned based on a prediction error that is a deviation amount of the predicted rotation value with respect to the rotation detection value calculated by the rotation speed calculation means during the descent period. And a drive control means for controlling the drive timing of the pinion based on the control constant learned by the learning means and the predicted rotation value.

  In the above configuration, when the pinion drive control for the next engine restart is performed based on the predicted data of the engine rotation descending trajectory when the engine is automatically stopped, the control constant used for the pinion drive control is expressed as a sensor. Learning is performed based on the prediction error of the rotation prediction value with respect to the detection value (rotation detection value). By this learning process, the control constant can be optimized, and as a result, the timing at which the pinion meshes with the ring gear during the engine rotation descent period can be accurately controlled. Further, by improving the controllability of the drive timing of the pinion, the meshing sound between the pinion and the ring gear can be reduced and gear wear can be suppressed.

The block diagram which shows the whole engine control system outline. The figure which shows the control constant for every aspect of engine restart. The figure explaining the prediction method of engine rotational speed. The figure which shows the specific aspect of a motor tip drive mode. The figure which shows the specific aspect of preset control. The figure explaining the learning process of the control constant used for motor post drive mode. The figure explaining the learning process of the control constant used for motor tip drive mode. The flowchart which shows the process sequence of starter drive control after an engine automatic stop. The flowchart which shows the process sequence of a drive mode determination routine. The figure which shows the aspect of the learning process of the control constant of other embodiment.

  Hereinafter, the present embodiment will be described with reference to the drawings. In this embodiment, an engine control system is constructed for a four-cycle four-cylinder engine. In the control system, fuel injection amount control, ignition timing control, idle stop control, and the like are performed with an electronic control unit (hereinafter referred to as ECU) as a center.

  In FIG. 1, a starter device 10 is a pinion extrusion type engine starter, and includes a motor 12 that rotationally drives a pinion 11, and an electromagnetic actuator 13 that serves as an electrically driven actuator that can extrude the pinion 11 in its axial direction. It is equipped with. The motor 12 is connected to the battery 16 via the motor energization relay 15, and power supply from the battery 16 to the motor 12 is enabled by closing the switch portion of the motor energization relay 15. . A motor drive relay 14 that can be opened and closed by an electrical signal is connected to the coil of the motor energization relay 15. When the switch portion of the motor energizing relay 15 is closed by the closing signal to the motor drive relay 14, power is supplied from the battery 16 to the motor 12, and the motor 12 is driven to rotate.

  The electromagnetic actuator 13 includes a plunger 17 that transmits a driving force to the pinion 11 via a lever and the like, and a coil 18 that moves the plunger 17 in the axial direction when energized, and a battery via the pinion driving relay 19. 16 is connected. The pinion drive relay 19 can be opened and closed by an electrical signal separate from the electrical signal for the motor drive relay 14. Thereby, the rotational drive of the pinion 11 by the motor 12 and the extrusion of the pinion 11 by the electromagnetic actuator 13 can be controlled independently.

  The pinion 11 is disposed at a position where the teeth of the pinion 11 can mesh with the ring gear 21 connected to the output shaft (crankshaft 22) of the engine 20 as the pinion 11 is pushed out. Specifically, when the electromagnetic actuator 13 is not energized, the pinion 11 is not in contact with the ring gear 21. When the pinion drive relay 19 is turned on (closed) in this non-contact state, the plunger 17 is attracted in the axial direction by power supply from the battery 16 to the electromagnetic actuator 13, and the pinion 11 is moved to the ring gear 21. Pushed out. At this time, the tooth part provided on the outer peripheral edge of the pinion 11 is fitted between the tooth part provided on the outer peripheral edge of the ring gear 21, whereby the tooth part of the pinion 11 and the tooth part of the ring gear 21 are provided. Meshing occurs. In addition, when the motor 12 is energized in a state where the meshing occurs, the ring gear 21 is rotated by the pinion 11 and the engine 20 is given initial rotation.

  In this system, a crank angle sensor 23 is provided as a rotation sensor that outputs a rectangular signal at every predetermined crank angle as the output shaft of the engine 20 rotates. The crank angle sensor 23 includes a pulsar (rotating disc) 24 that rotates integrally with the crankshaft 22, and an electromagnetic pickup unit 25 provided near the outer periphery of the pulsar 24. The outer periphery of the pulsar 24 is provided with protrusions 26 at a predetermined rotation angle interval (30 ° CA interval in the present embodiment), and a plurality of protrusions (for example, protrusions for two teeth) in a part of the outer periphery. ) Is omitted. When the pulsar 24 rotates with the rotation of the crankshaft 22, every time the protrusion 26 of the pulsar 24 approaches the electromagnetic pickup unit 25 (in this embodiment, basically every 30 ° CA), a detection signal ( Crank pulse signal) is output. Based on the pulse width of the crank pulse signal, the engine rotation speed and angular speed are calculated, and the rotation angle position (crank angle position) is calculated by counting the crank pulse signal. The engine rotation speed calculated based on the detection signal of the crank angle sensor 23 corresponds to the rotation detection value.

  As is well known, the ECU 30 is an electronic control device including a microcomputer including a CPU, ROM, RAM, etc., and inputs detection results of various sensors provided in the system, and based on them, the fuel injection amount Various engine controls such as control, ignition timing control, idle stop control, and drive control of the starter device 10 are performed.

  The idle stop control performed in the above system configuration will be described in detail. The idle stop control automatically stops the engine 20 when a predetermined automatic stop condition is satisfied, and restarts the engine 20 when a predetermined restart condition is satisfied. The engine automatic stop condition includes, for example, at least one of the fact that the accelerator operation amount has become zero, the brake pedal has been depressed, the vehicle speed has decreased to a predetermined value or less, and the like. The engine restart condition includes, for example, at least one of an accelerator depressing operation and a brake operation amount becoming zero after the engine is automatically stopped.

  In the engine restart control in this system, when a restart request is generated during a rotation descent period in which the engine speed decreases due to the combustion stop of the engine 20 by the idle stop control, the engine 20 waits for the engine 20 to completely stop rotating. The engine 20 is restarted at the earliest possible timing. At this time, in this embodiment, the restart control is performed in a different manner depending on the engine speed at which the restart request is generated. On the other hand, when a restart request is not generated during the engine speed reduction period, control (preset control) is performed in which the pinion 11 is pushed out and brought into contact with the ring gear 21 in preparation for the next engine restart during the speed reduction period. I am going to do that. In the present embodiment, the following (1) to (4) are included as specific modes for driving the pinion 11 when the engine is restarted.

(1) A motor first drive mode in which the motor 12 is rotated before the pinion 11 is brought into contact with the ring gear 21 when a restart request is generated during the rotation descent period.
(2) A post-motor drive mode in which the motor 12 is rotated after the pinion 11 is brought into contact with the ring gear 21 when a restart request is generated during the rotation descent period.
(3) Preset control for engaging the pinion 11 with the ring gear 21 during the rotation descent period when no restart request is generated during the rotation descent period.
(4) After stopping the meshing operation of the pinion 11 and the ring gear 21 during the rotation descent period and after the rotation of the engine 20 is completely stopped, the meshing operation of the pinion 11 and the ring gear 21 and the motor drive are performed. control.
Hereinafter, description will be made in order with reference to FIG.

(Motor drive mode)
When a restart request is generated during the engine rotation descent period by the idle stop control, the meshing operation of the pinion 11 and the ring gear 21 is performed, and the engine rotation speed is between the first rotation value NeC and the second rotation value NeB. If it can be performed in the rotation region, the engine is restarted in the motor tip drive mode (FIG. 2). When the pinion 11 is pushed after the motor 12 is first driven in the relatively low rotation region and then the pinion 11 is pushed out, the rotation speed of the pinion 11 jumping into the ring gear 21 is higher than that of the ring gear 21 (engine rotation speed). ), The noise when the pinion 11 jumps in may increase, and the wear of the pinion 11 and the ring gear 21 may progress and the durability may decrease. Therefore, when the engine restart request is generated on the relatively high rotation side, the motor is driven first.

  Here, the first rotation value NeC is a lower limit value (boundary value) at which the engine can be restarted by combustion of the engine 20 without using the starter device 10, and for example, 500 to 600 rpm is set as an initial value. . Further, the second rotation value NeB can perform the meshing operation in a state in which the rotation speed of the ring gear 21 is higher than the rotation speed of the pinion 11 when a pinion drive command is output at the restart request generation timing. This is the lower limit value (boundary value) of the engine rotation speed, and is set to 200 to 300 rpm, for example. Note that the first rotation value NeC and the second rotation value NeB correspond to control constants in the motor tip drive mode.

(After-motor drive mode)
When a restart request is generated during the engine rotation descent period by the idle stop control, the meshing operation of the pinion 11 and the ring gear 21 is performed, and the engine rotation speed is between the second rotation value NeB and the third rotation value NeA. If it can be performed in the rotation region, the engine is restarted in the post-motor drive mode (FIG. 2). The reason why the meshing operation on the lower rotation side than the third rotation value NeA is prohibited is to reliably avoid the meshing operation in the reverse rotation region. In the present embodiment, for example, the third operation is performed at 100 rpm or in the vicinity thereof. An initial value of the rotation value NeA is set. The second rotation value NeB and the third rotation value NeA correspond to control constants in the post-motor drive mode.

(Preset control)
Preset control is performed when a restart request is not generated during the engine rotation drop period due to idle stop control. In the preset control, the push-out timing of the pinion 11 is controlled so that the engine rotation speed when the pinion 11 and the ring gear 21 come into contact is the third rotation value NeA. Here, the third rotation value NeA is an upper limit value of the engine rotation speed that can allow noise and wear when the pinion 11 jumps, and is set to 100 rpm, for example. The third rotation value NeA corresponds to a control constant for preset control. In this embodiment, the lower limit value of the engine rotation speed at which the engine restart in the post-motor drive mode is permitted and the engine rotation speed when the pinion 11 is brought into contact with the ring gear 21 by the preset control are both the third rotation. Although the value NeA is used, both may be different.

(Control after stop)
When the drive modes (1) to (3) are performed, the rotation of the engine 20 is completely stopped when there is a possibility that the meshing operation of the pinion 11 and the ring gear 21 cannot be performed within the control target range of each drive mode. After that, the starter device 10 is driven. Specifically, when a restart request is generated during the engine rotation descent period, the pinion 11 is pushed out after a predetermined time has elapsed since the rotation of the engine 20 is stopped. After moving to the position, the motor 12 is driven. When a restart request is generated after the engine rotation is stopped, the pinion 11 is pushed out at the restart request generation timing, and the motor 12 is driven after the pinion 11 has moved to the position of the ring gear 21.

  Here, the pinion 11 and the ring gear 21 are arranged in a non-contact state, and from when the pinion 11 is commanded to be pushed out until the pinion 11 actually moves to the position of the ring gear 21 and contacts the ring gear 21. A predetermined time (pinion movement time TP) is required. Therefore, in order to perform the meshing operation in the rotation region (control target range) in which the meshing operation of the pinion 11 and the ring gear 21 is allowed in each of the drive modes described above, the pinion 11 is pushed out in consideration of the pinion movement time TP. Need to control timing. Therefore, in this system, the engine rotation speed after the current time is predicted (rotation prediction means) in the rotation descent period in which the engine rotation speed decreases due to the combustion stop by the idle stop control, and the prediction data is used to generate the pinion 11. The extrusion timing is determined.

  The rotation prediction method in the present embodiment will be described below with reference to FIG. In the present embodiment, one cycle of increase / decrease in engine rotation speed associated with increase / decrease in cylinder volume is defined as a rotation pulsation period, and the engine rotation speed in the subsequent rotation pulsation period is predicted based on the loss energy of the previous rotation pulsation period. To predict the engine speed.

  More specifically, the rotation prediction means assumes that the loss energy is constant at the rotation angle position determined by the piston position during the engine rotation drop period. Then, based on the engine rotation speed in the rotation pulsation period prior to the present time, the rotation pulsation period is one cycle of increase / decrease in the instantaneous rotation speed accompanying the change in cylinder volume (180 ° C. in this embodiment). The engine rotational speed (instantaneous rotational speed) during the rotation pulsation period is predicted. The instantaneous rotation speed is an engine rotation speed calculated from the time required for rotation of the crankshaft 22 at a predetermined rotation angle, and is an engine rotation speed calculated every time a crank pulse signal is output. In this prediction method, the rotation angle position at which the next crank pulse signal is output, that is, the predicted value of the instantaneous rotation speed at the next calculation timing is calculated, and the calculation timing of the next calculation timing is further calculated based on the rotation prediction value. The process of calculating the predicted value of the instantaneous rotation speed is repeated a plurality of times. This makes it possible to predict the engine rotation trajectory within the engine rotation descent period.

  FIG. 3 is a diagram for explaining a method for calculating a predicted value of the engine rotation speed. In FIG. 3, in the 180 ° C. A section (rotational pulsation period) from the top dead center (TDC) of each cylinder to the next TDC, the current rotational pulsation period is S [j], and the previous rotational pulsation period is S [j-1] and the next rotation pulsation period are indicated as S [j + 1].

Each time the crank pulse signal is input from the crank angle sensor 23 in the rotation descent period after the engine automatic stop request (in this embodiment, every 30 ° CA), the ECU 30 starts the current pulse from the previous pulse rising timing. The instantaneous rotational speed Ne (i) is calculated on the basis of the time width Δt [sec] that is the time until the rising timing of, and is stored each time. Further, the engine torque Te (θn−θn + 1) between the rotation angle positions in the rotation pulsation period based on the change in the instantaneous rotation speed Ne (θ, i−1) for each predetermined rotation angle θ (crank resolution) from the TDC. Is calculated. For example, the engine torque Te (j-1) (θn-θn + 1) between the rotational angular positions in the previous rotational pulsation period (previous 180 ° C A section) S [j-1] is expressed by the following equation (1). Is done.
Te (j-1) (θn-θn + 1) =-J · ((ω (j-1) (θn + 1)) ^2- (ω (j-1) (θn)) ² ) / 2 ( 1)
ω (θn) [rad / sec] ＝ Ne (θn) × 360/60
In equation (1), J is the inertia of the engine 20, and in this embodiment, it is calculated in advance based on the design data of the engine 20 and stored in the storage memory.

  In FIG. 3, when the current crank angle position is 30 ° C. after TDC and the engine speed after that is predicted, first, based on the crank pulse signal, the current instantaneous speed Ne (30, i) is calculated. calculate. Further, using the calculated instantaneous rotational speed Ne (30, i) and the instantaneous rotational speed Ne (0, i) at the immediately preceding crank angle position, the engine torque Te (0-30, i) is calculated and stored.

  Next, in the previous 180 ° C. A section S [j−1], the engine torque between the crank angle position where the rotation angle based on TDC is the same as the predicted point and the previous crank angle position, here Using the engine torque Te (j-1) (30-60) and the current instantaneous rotational speed Ne (30, i), as a predicted value of the engine rotational speed at the rising timing of the next pulse, the crank angle position 60 Calculate the predicted value Ne (60, i) of ° C A. At the same time, the predicted arrival time t (j) (30-60) until the crank angle position 30 ° C. reaches 60 ° C. is calculated. Further, the engine torque Te (j-1) (60-90) from the crank angle position 60 ° C to 90 ° C in the previous 180 ° C A section S [j-1] and the predicted value Ne ( 60, i) is used to calculate the predicted value Ne (90, i) of the crank angle position at the rotation angle 90 ° A after TDC in the current 180 ° C. section S [j], and the crank angle position 60 The predicted arrival time t (j) (60-90) from reaching 0 ° C. to 90 ° C. is calculated. By repeating this process many times, the engine rotation speed (instantaneous rotation speed) during the rotation drop period of the engine 20 is predicted, and the prediction data is linearly interpolated, for example, so that the engine rotation speed trajectory during the rotation drop period is obtained. Predict. The predicted value of the instantaneous rotational speed calculated based on this prediction method is indicated by a black circle in FIG. 3, and the predicted rotational trajectory of the engine 20 is indicated by a broken line in the figure.

  This prediction calculation is executed every time the crank pulse signal is input (every 30 ° C. A) using the time until the next crank pulse signal is input, and the prediction data of the rotating trajectory is updated each time. . At this time, in the period until the next crank pulse signal input, the engine rotation descent trajectory until the rotation of the engine 20 stops may be predicted, or the prediction calculation is performed at a point in the middle before the engine rotation stops. May be terminated. Note that the prediction calculation may be performed by converting the engine rotation speed (instantaneous rotation speed) into an angular speed.

  As the starter drive control based on the predicted rotation value calculated in this way, in the motor tip drive mode, after the time tc that is preceded by the pinion movement time TP from the time when the predicted rotation value becomes the first rotation value NeC, When a restart request is generated within a period TC before the time tb that is issued by the pinion movement time TP before the time at which the second rotation value NeB is reached, starter driving is performed in this mode (see FIG. 2). . Further, in the motor tip drive mode, the rotation rising trajectory of the pinion 11 is predicted using, for example, an expression modeled by a first-order lag model (see FIG. 4). Then, a time t21 at which the predicted rotation value is higher than the predicted data of the rotation trajectory of the pinion 11 by a predetermined rotation difference ΔNeD is calculated, and a time td that is preceded by the pinion movement time TP from the time t21 is calculated. The push-out timing of the pinion 11 is set (see FIG. 4). Further, an ON signal is output to the pinion drive relay 19 at the timing when the time td is reached.

  In FIG. 4, for the sake of convenience, the rotational speed of the ring gear 21 and the pinion 11 are in a state where the speed of the teeth provided on the outer peripheral edge of the ring gear 21 and the speed of the teeth provided on the outer peripheral edge of the pinion 11 are in a predetermined relationship. Is expressed as a predetermined state. Therefore, for example, when it is expressed that the rotational speed of the ring gear 21 and the rotational speed of the pinion 11 are equal, the speed of the teeth provided on the outer peripheral edge of the ring gear 21 and the speed of the teeth provided on the outer peripheral edge of the pinion 11 are Means equal. The rotation difference ΔNeD corresponds to a control constant in the motor tip drive mode.

  The post-motor drive mode is after the time tb, which is preceded by the pinion movement time TP before the time when the predicted rotation value becomes the second rotation value NeB, and only for the pinion movement time TP than the time when the third rotation value NeA is reached. This is performed when a restart request is generated within the period TB before the time ta described above (see FIG. 2). Further, in this embodiment, in the post-motor drive mode, the time preceding the pinion movement time TP from the time when the restart request is generated is set as the pinion extrusion timing. In the post-motor drive mode, the time ta may be set as the pinion push-out timing regardless of the restart request generation time in order to give priority to the suppression of the meshing noise. In the preset control, as shown in FIG. 5, a time ta preceding the pinion movement time TP from the time t11 when the predicted rotation value becomes the third rotation value NeA is set as the pinion extrusion timing.

  Here, it is inevitable that a prediction error occurs when the engine rotation speed is predicted during the engine rotation drop period. In addition, as long as the prediction error is not zero, control in consideration of the prediction error is necessary to perform the meshing operation of the pinion 11 and the ring gear 21 in the control target range of each drive mode. Therefore, in the present embodiment, the rotation detection value calculated based on the detection signal of the crank angle sensor 23 during the engine rotation drop period and the rotation prediction value predicted during the rotation drop period are used, and the rotation prediction value for the rotation detection value is used. A prediction error as a deviation amount is calculated. The control constants (NeA, NeB, NeC, ΔNeD) are learned based on the prediction error, and the drive of the pinion 11 is controlled based on the learned control constant.

  For details of the prediction error, the deviation amount of the rotation prediction value with respect to the rotation detection value is calculated for the instantaneous rotation speed. For example, at the timing t31 in FIG. 3, the predicted rotation value is on the low rotation side by Δα with respect to the detected rotation value. In the present embodiment, this Δα is used as a prediction error. Note that at times other than the pulse timing, the rotation detection value and the rotation prediction value calculated at the pulse timing immediately before that time and the pulse timing immediately after that time are respectively linearly interpolated, for example, to instantaneously rotate at that time. A rotation detection value and a rotation prediction value are calculated as the speed, and the deviation is used as a prediction error for the instantaneous rotation speed.

  As a control constant learning process, in the present embodiment, the engine rotation speed during the engine rotation drop period is predicted for each automatic engine stop by the idle stop control in a state where the meshing operation during the engine rotation drop period is prohibited. Further, prediction data (rotation prediction value) in the rotation descent period and engine rotation speed detection data (rotation detection value) by the crank angle sensor 23 are stored in association with the time. Then, after acquiring data sufficient for calculating the prediction error (for example, data for several times of automatic stop operations of the engine 20), the control constant is learned based on the acquired data. Further, after the learning of the control constant is completed, the meshing operation during the engine rotation descent period using the learned control constant is permitted.

  Further, specifically for the learning process, for the control constants NeA, NeB, and NeC, the rotation prediction value at the time when the rotation detection value becomes each control constant is read, and the deviation of the rotation prediction value from the rotation detection value at that time is read. A quantity (prediction error) is calculated. This series of calculation processes is performed every time the engine is automatically stopped, and control constants are learned based on a plurality of prediction errors. At this time, in this embodiment, the maximum value of the prediction error is reflected in the control constant, but an average value of a plurality of prediction errors may be reflected in the control constant.

  A learning process for the control constant NeB in the post-motor drive mode will be described as an example with reference to FIG. In FIG. 6, at the time 41 when the detected rotation value becomes the second rotation value NeB during the engine rotation descent period due to the idle stop control, the estimated rotation value is on the low rotation side by Δα1 with respect to the detected rotation value. In this case, the value (NeB ′) on the low rotation side corresponding to the prediction error Δα1 from the second rotation value NeB corresponds to the learning value of the second rotation value NeB. In FIG. 6, NeB ′ on the low rotation side by the prediction error Δα1 is used as a learning value for the second rotation value NeB. However, the second rotation value NeB is the value obtained by multiplying the prediction error Δα1 by a predetermined coefficient (<0). Alternatively, a value on the lower rotation side may be used as a learning value for NeB. When the time t41 is a pulse timing, a prediction error is calculated using the rotation detection value and the rotation prediction value as the instantaneous rotation speed at the time t41. On the other hand, when the time t41 is not a pulse timing, the rotation detection value and the rotation prediction value calculated at the pulse timing immediately before the time t41 and the rotation detection value and the rotation prediction value calculated at the immediately following pulse timing are used. Then, the rotation detection value, the rotation prediction value, and the prediction error as the instantaneous rotation speed at time t41 are calculated.

  As for the control constant ΔNeD of the motor tip drive mode, as shown in FIG. 7, the rotation detection value and rotation at time t51 when the rotation detection value becomes higher than the prediction data of the pinion rotation trajectory by a predetermined rotation difference ΔNeD. A prediction error is calculated from the predicted value. In FIG. 7, the predicted rotation value at time t51 is lower by Δα2 than the detected rotation value. In this case, a value obtained by subtracting the prediction error Δα2 from the rotation difference ΔNeD is used as a learning value for the rotation difference ΔNeD. . Note that a value obtained by multiplying the prediction error Δα2 by a predetermined coefficient (<0) from the rotation difference ΔNeD may be used as a learning value for ΔNeD.

  In the present embodiment, learning during deceleration is performed to learn the gradient (deceleration) of the engine rotation speed for each vehicle running state during the engine rotation drop period. Specifically, first, the deceleration of the engine rotation speed during the engine rotation descent period is calculated based on the rotation detection value acquired for each automatic engine stop in the period before the completion of learning of the control constant. Further, the calculated deceleration is stored in storage means such as a RAM in association with the vehicle running state during the engine rotation descent period at that time. And after memorize | storing in a memory | storage means, while detecting the vehicle running state at the time of the combustion stop by idle stop control, the deceleration (deceleration learning value) corresponding to the detected vehicle running state is read, and the deceleration learning Based on the value, it is determined whether or not the meshing between the pinion 11 and the ring gear 21 during the engine rotation descent period is permitted.

  The reason for prohibiting the meshing operation during the engine rotation descent period in accordance with the deceleration of the engine speed (here, the deceleration learning value) is as follows. The magnitude of the deceleration of the engine rotation speed during the engine rotation descent period varies depending on the vehicle running state (for example, vehicle speed, engine water temperature, driving state of auxiliary machinery, shift position, etc.). Specifically, in a state where the gears are connected, the deceleration of the engine rotation speed decreases as the vehicle speed at the time of the engine automatic stop request increases. In addition, the lower the engine water temperature, the greater the deceleration loss due to the larger friction loss of the engine 20, and the greater the load on auxiliary equipment such as alternators and air conditioners, the greater the load on the engine output shaft. Increases the deceleration. As for the shift position, the deceleration increases when the neutral speed is set during engine descent when the vehicle speed> 0.

  Here, the pinion travel time TP varies depending on the operating environment such as manufacturing variations, changes over time, power supply voltage fluctuations, wiring resistance changes, and the like. For example, the lower the power supply voltage or the higher the wiring resistance (at higher temperatures). The pinion movement time TP tends to become longer. Further, when the pinion movement time TP is different, the engine rotation speed drop amount Δβ is different from the time when the pinion drive relay 19 is turned on (t40 in FIG. 6) until the pinion 11 actually contacts the ring gear 21. . For example, in FIG. 6, the rotation drop amount Δβ differs by βb between the case where the pinion movement time TP is the minimum and the case where the pinion movement time TP is the maximum. Further, the rotational drop amount Δβ varies depending on the deceleration of the engine rotational speed during the rotational drop period. When the rotational drop amount Δβ is large, the pinion 11 is brought into contact with the ring gear 21 within the control target range. It may not be possible. Therefore, in the present embodiment, the above-described learning at the time of deceleration is performed, so that the drive of the pinion 11 is not performed in a situation where the meshing operation of the pinion 11 and the ring gear 21 cannot be performed within the control target range.

  Next, the processing procedure of the starter drive control after the idle stop according to the present embodiment will be described with reference to FIGS. This process is executed by the ECU 30 for each predetermined rotation angle.

  In FIG. 8, in step S101, it is determined whether or not it is during the rotation descent period when the combustion is stopped in response to the engine automatic stop request. In this embodiment, the engine rotation speed is predicted even when the meshing operation of the pinion 11 and the ring gear 21 is prohibited before the engine rotation is stopped during the engine rotation drop period by the idle stop control. When an affirmative determination is made in step S101, the process proceeds to step S102 to detect the current vehicle traveling state (state detecting means). Here, information on the vehicle speed, engine water temperature, presence / absence of driving of auxiliary equipment, and shift position is acquired. In subsequent step S103, it is determined whether or not the control constant and deceleration have been learned in the current vehicle running state (learning determination means). If learning has not been performed, the process proceeds to step S104.

  In step S104, the meshing prohibition flag is turned on. The meshing prohibition flag is a flag that indicates whether or not the meshing operation between the pinion 11 and the ring gear 21 during the engine rotation descent period is permitted, and is a flag that is turned on when the meshing operation is prohibited. In the subsequent step S105, the rotation detection value and the rotation prediction value calculated within the current engine rotation descent period are acquired, and the acquired data is stored in storage means such as a RAM in association with the current vehicle running state. Note that the calculation processing of the rotation detection value and the rotation prediction value is executed by another routine (not shown). Further, based on the acquired rotation detection value and rotation prediction value, a deceleration of the engine rotation speed during the current engine rotation descent period is calculated (deceleration calculation means), and this is associated with the current vehicle running state. It is stored in storage means such as RAM (deceleration storage means).

  In step S106, it is determined whether an engine restart request has occurred. If a restart request has not occurred, this routine is once terminated. On the other hand, if a restart request is generated during the rotation descent period of the engine 20, the process proceeds to step S107, and the engine 20 is restarted after the rotation of the engine 20 is stopped. That is, an ON signal is output to the pinion drive relay 19 after the rotation of the engine 20 is completely stopped, and the motor drive relay 14 is turned ON after the pinion movement time TP has elapsed from the time when the ON signal is output to the pinion drive relay 19. Output a signal. At this time, the pinion movement time TP may be set to the upper limit value (maximum value) of the variation range required from when the pinion drive relay 19 is turned on until the pinion 11 actually contacts the ring gear 21. Alternatively, it may be calculated each time using a model formula that is modeled using parameters such as the power supply voltage and temperature.

  When the rotation of the engine 20 is stopped without generating a restart request while the engine speed is decreasing, a negative determination is made in step S101, and the process proceeds to step S112. In step S112, it is determined whether or not it is after the combustion stop accompanying the engine automatic stop request and before the restart request is generated. If an affirmative determination is made in step S112, the process proceeds to step S106, the starter device 10 is driven, and the engine 20 is restarted.

  In step S108, it is determined whether or not the number of engine automatic stops in the current vehicle running state has become a predetermined number of times or more (for example, several times or more) in the period before learning the control constant. Terminates this routine once. If an affirmative determination is made in step S108, the process proceeds to step S109, where data corresponding to the current vehicle running state is read out from the rotation detection value and rotation prediction value data stored in the storage means, and based on the read data. The control constant is learned (learning means). Further, the data corresponding to the current vehicle running state is read out of the deceleration data stored in the storage means, and the learning of the deceleration is performed based on the read data (learning means). Then, the learned value is updated as a control constant and deceleration in the current vehicle running state. Thereafter, the meshing prohibition flag is set to OFF.

  When the learning of the control constant and the deceleration is performed in the current vehicle running state, an affirmative determination is made in step S103 in the subsequent engine rotation descent period, and the process proceeds to step S110. In step S110, the control constant and deceleration learning value corresponding to the current vehicle running state are read, and in step S111, the drive mode determination routine shown in FIG. 9 is executed. Then, this process ends.

  The drive mode determination routine of FIG. 9 will be described. In FIG. 9, it is determined in step S201 whether or not a restart request has occurred. If a restart request is generated during the engine speed reduction period, an affirmative determination is made in step S201 and the process proceeds to step S202. In step S202, time tc and time tb are calculated based on the predicted rotation value and the control constant (learned value), and it is determined whether or not the current time is between time tc and time tb. If the current time is between time tc and time tb, the process proceeds to step S203.

  In step S203, whether or not the control target of the motor tip drive mode can be achieved, that is, the meshing between the pinion 11 and the ring gear 21 by the motor tip drive control is performed between the first rotation value NeC and the second rotation value NeB. It is determined whether or not the operation can be performed in the rotation region. Here, it implements based on the deceleration (deceleration learning value) of the engine rotation speed learned for every vehicle running state, and specifically, it is determined whether or not the deceleration learning value is equal to or less than a determination value. When the deceleration learning value is equal to or less than the determination value, it is determined that the degree of decrease in the engine rotation speed is small and the control target can be achieved. If the control target can be achieved, the process proceeds to step S204, and the engine is restarted in the motor destination drive mode (drive control means). Note that the engine restart process in the motor tip drive mode is executed by a separate routine (not shown).

  On the other hand, when the deceleration learning value is larger than the determination value, it is determined that the control target cannot be achieved if the engine restart is executed in the motor drive mode, and the process proceeds to step S211. In step S211, the meshing between the pinion 11 and the ring gear 21 during the engine rotation drop period is prohibited, and the engine is restarted by the post-stop control (4).

  If a negative determination is made in step S202, the process proceeds to step S205. In step S205, time tb and time ta are calculated based on the predicted rotation value and the control constant (learned value), and it is determined whether or not the current time is between time tb and time ta. If the current time is between time tb and time ta, the process proceeds to step S206.

  In step S206, whether or not the control target of the post-motor drive mode can be achieved, that is, the meshing between the pinion 11 and the ring gear 21 by the post-motor drive control is performed between the second rotation value NeB and the third rotation value NeA. It is determined whether or not the rotation can be performed. Here, it implements based on the deceleration learning value which is the deceleration learned for every vehicle driving state, and specifically, it is determined whether the deceleration learning value is below a determination value. Then, when the deceleration learning value is equal to or less than the determination value, it is determined that the control target can be achieved.

  If it is determined in step S206 that the control target can be achieved, the process proceeds to step S207, and the engine is restarted in the post-motor drive mode (drive control means). The engine restart process in the post-motor drive mode is executed by another routine (not shown). On the other hand, if it is determined that the control target cannot be achieved, the process proceeds to step S211.

  If a restart request is not generated during the engine speed reduction period, a negative determination is made in step S201 and the process proceeds to step S208. In step S208, it is determined whether or not the control target of the preset control can be achieved, that is, whether or not the engagement between the pinion 11 and the ring gear 21 can be performed at or near the third rotation value NeA by the preset control. Also in this case, the determination is made based on the deceleration learning value, and if the deceleration learning value is equal to or less than the determination value, it is determined that the control target can be achieved.

  If the control target can be achieved, the process proceeds to step S209, where the time ta is calculated based on the predicted rotation value and the control constant (learned value), and it is determined whether or not the current time has reached the time ta. When an affirmative determination is made in step S209, the process proceeds to step S210, and engine restart by preset control is executed (drive control means). The engine restart process by the preset control is executed by another routine (not shown). If it is determined that the control target of the preset control cannot be achieved, the process proceeds to step S211.

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

  When performing the pinion drive control for the next engine restart based on the predicted data of the engine rotation descent trajectory when the engine 20 is automatically stopped by the idle stop control, the control constant (NeA, (NeB, NeC, ΔNeD) is learned based on the prediction error of the rotation prediction value with respect to the rotation detection value. By this learning process, the control constant can be optimized, and as a result, the timing at which the pinion 11 meshes with the ring gear 21 during the engine rotation descent period can be accurately controlled. Further, by improving the controllability of the drive timing of the pinion 11, the meshing noise between the pinion 11 and the ring gear 21 can be reduced, and the wear of the gear can be suppressed.

  Before the optimization of the control constant by learning is completed, the driving of the pinion 11 based on the predicted rotation value is prohibited during the engine rotation descent period. Since the control constant has not been optimized before the learning of the control constant is completed, when the drive timing of the pinion 11 is set based on the predicted rotation value during the engine rotation drop period, the pinion 11 is engaged with the ring gear 21. There is a possibility that the timing of matching cannot be accurately controlled. In this respect, the above-described configuration makes it possible to avoid the meshing operation in a situation where the meshing sound may increase or gear wear may be promoted.

  In restarting before learning the control constant, the pinion 11 is pushed out and the motor 12 is driven after the rotation of the engine 20 is completely stopped. Control that engages after engine rotation stops does not require adaptation by learning of control constants, and even if a predetermined control constant is used, there is a risk that engagement noise will increase and gear wear will be promoted Is small. Therefore, with the above configuration, the driving of the pinion 11 can be controlled in a more reliable manner.

  A configuration in which a predicted rotation value at a time when the rotation detection value becomes a control constant (NeA, NeB, NeC) is acquired, and the control constant is learned using a deviation amount of the rotation prediction value relative to the rotation detection value at that time as a prediction error. It was. According to this configuration, the control constant can be optimized based on the prediction error actually generated at the engine speed corresponding to each control constant. This is particularly significant when the prediction error differs depending on the engine speed.

  The control constant is learned for each vehicle running state during the engine rotation descent period. After the learning is completed, the control constant corresponding to the vehicle running state at the time of combustion stop by the idle stop control is read and the read control constant is read. Was used to implement pinion drive control for the next engine restart. According to this configuration, the control constant can be optimized for each vehicle running state, and as a result, the controllability of the timing of engaging the pinion 11 with the ring gear 21 during the engine rotation descent period can be further improved.

  Depending on the mode of decrease in engine rotation speed during the engine rotation decrease period, the pinion 11 and the ring gear 21 may not be engaged within the control target range. In such a case, the meshing noise between the pinion 11 and the ring gear 21 may increase or gear wear may be promoted. In view of this point, in the present embodiment, the inclination (deceleration) of the engine rotation speed and the vehicle running state are detected for each rotation descent period accompanying the combustion stop by the idle stop control. Are stored in association with each other. When the driving of the pinion 11 is controlled based on the predicted rotation value after learning the control constant, the deceleration corresponding to the vehicle running state at the time of the current idle stop control is read out from the stored data. Based on the read deceleration (deceleration learning value), it is determined whether to drive the pinion 11 based on the predicted rotation value. Specifically, when the deceleration learning value is equal to or less than the determination value (when the degree of decrease in the engine rotation speed is equal to or less than a predetermined value), the pinion 11 is allowed to contact the ring gear 21 during the rotation descent period. When the deceleration learning value is larger than the determination value (when the degree of decrease in the engine rotation speed is greater than a predetermined value), the contact of the pinion 11 with the ring gear 21 during the rotation descent period is prohibited. did. According to this configuration, when the engine rotational speed is greatly decelerated, the engine restart based on the predicted rotation value is prohibited, so that the engine rotational speed becomes too high when the pinion 11 contacts the ring gear 21. It is possible to prevent the meshing operation from occurring in a state where there is a possibility of being too low or too low.

  (Other embodiments)

  The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  In the above embodiment, the control constants NeA and NeB are obtained by reading the predicted rotation value at the time when the rotation detection value becomes each control constant and calculating the deviation amount (prediction error) of the rotation prediction value with respect to the rotation detection value. I learned NeC. Instead of this, the deviation of the predicted rotation value (instantaneous rotation speed) at the same pulse timing with respect to the rotation detection value (instantaneous rotation speed) calculated at the pulse timing immediately before the time when the rotation detection value becomes each control constant is calculated. It may be calculated as a prediction error, and each control constant may be learned based on the calculated prediction error. Alternatively, instead of the pulse timing immediately before the time when the rotation detection value becomes each control constant, the same processing may be performed at the pulse timing immediately after the time when the rotation detection value becomes each control constant.

  In the above embodiment, the predicted rotation value at the time when the rotation detection value becomes the control constant (NeA, NeB, NeC) is acquired, and the deviation amount of the rotation prediction value with respect to the rotation detection value at that time is used as the prediction error. The control constant is learned. It is possible to change this, acquire the rotation detection value at the time when the rotation prediction value becomes the control constant, and learn the control constant using the deviation amount of the rotation prediction value with respect to the rotation detection value at that time as the prediction error. Good.

  When calculating each of the control constants NeA, NeB, and NeC, for each of a plurality of pulse timings in the rotation region including each control constant, a deviation amount of the rotation predicted value with respect to the rotation detection value is calculated for each pulse timing, and the calculated plurality The control constant may be learned based on the average value or the maximum value of the deviation amounts. At this time, the control constant may be learned based on the shift amount for each pulse timing included in the predetermined rotation region set in the vicinity of the control constant, or the shift amount for each pulse timing in the entire rotation region may be obtained, The control constant may be learned based on the deviation amount.

  When the crank angle sensor 23 as the rotation sensor is a rotation sensor that can detect the forward rotation and the reverse rotation of the engine output shaft, the rotation detection is performed based on the detection signal of the crank angle sensor 23 as shown in FIG. A time t61 at which the value becomes zero is calculated, and a predicted rotation value N1 at the time t61 is read. The rotation prediction value N1 is a prediction error at the timing of the rotation detection value zero, and in the present embodiment, this prediction error (N1) is used as a learning value for the control constant NeA. From the viewpoint of suppression of meshing noise and gear wear, it is desirable that the meshing between the pinion 11 and the ring gear 21 is performed at the timing when the engine speed is zero or just before zero. Further, when a prediction error of N1 occurs on the high rotation side with respect to the rotation detection value, the timing when the rotation prediction value is N1 is the timing when the rotation detection value is zero. Therefore, by setting the prediction error N1 to the control constant NeA, it is possible to optimize the push-out timing of the pinion 11 particularly in the preset control.

  In the above embodiment, after determining that the control constant has been learned in step S103 of FIG. 8, the control constant may be further continuously learned. Even after learning is once completed, the control constant may change due to, for example, a change over time. Therefore, the above configuration is preferable in terms of optimizing the control constant.

  -The method for predicting the engine speed is not limited to the above. For example, the present invention may be applied to a system that predicts the engine rotation speed after the current time based on a decrease change in the engine rotation speed. In this prediction method, the instantaneous rotation speed is calculated based on the detection signal output from the crank angle sensor 23, and any one of a primary expression, a secondary expression, and a cubic expression that connects a plurality of instantaneous rotation speeds during the rotation descent period. Thus, the engine speed at the time of a decrease change after the present time is predicted.

  In the above embodiment, the starter device 10 having the pinion drive relay 19 that controls energization / non-energization of the coil 18 and the motor drive relay 14 that controls energization / non-energization of the motor 12 is applied to the present invention. Although described, the configuration of the starter device 10 that can independently control the movement of the pinion 11 and the rotation of the motor 12 is not limited to the above. For example, a conventional starter device provided with a relay for controlling motor energization may be applied to the present invention. Specifically, in the starter device 10 of FIG. 1, instead of the motor drive relay 14, a contact for energizing the motor is provided at the end of the plunger opposite to the lever, and the motor 12, the battery 16, In the meantime, the present invention is applied to a configuration in which a relay for motor energization control that can be switched on / off based on a control signal from the ECU 30 is provided. Also in this configuration, the meshing operation of the pinion 11 and the ring gear 21 and the rotation operation of the motor 12 can be independently controlled by individually controlling the pinion drive relay 19 and the motor energization control relay. is there.

  In the above embodiment, the case where the present invention is applied to the starter device 10 capable of independently controlling the movement of the pinion 11 and the driving of the motor 12 has been described. However, the movement of the pinion 11 as in the conventional starter device. The present invention may be applied to a starter device configured to start driving the motor 12 after a predetermined delay time elapses with the start. In the starter device configured as described above, the post-motor drive mode can be implemented among the starter drive controls (1) to (3). As a specific configuration, the second rotation value NeB and the third rotation value NeA are learned as control constants based on the prediction error. Based on the learned control constant and the predicted rotation value, the drive timing of the pinion 11 is determined.

  DESCRIPTION OF SYMBOLS 10 ... Starter device, 11 ... Pinion, 12 ... Motor, 13 ... Electromagnetic actuator, 14 ... Motor drive relay, 15 ... Motor energizing relay, 19 ... Pinion drive relay, 20 ... Engine, 21 ... Ring gear, 22 ... Crankshaft ( Output shaft), 23 ... Crank angle sensor (rotation sensor), 30 ... ECU (rotation prediction means, rotation speed calculation means, learning means, drive control means, learning determination means, state detection means, deceleration calculation means, deceleration storage means).

Claims (7)

Rotation prediction means for calculating a predicted rotation value that is a predicted value of the engine rotation speed during a rotation decrease period in which the engine rotation speed decreases due to the combustion stop of the engine (20) by idle stop control, and the rotation in the rotation decrease period Based on the predicted value, the engine automatic stop that drives the pinion (11) of the engine starter (10) to engage the ring gear (21) provided on the output shaft (22) of the engine with the pinion. A start control device,
A rotation speed calculation means for calculating a rotation detection value as an engine rotation speed based on a detection signal of a rotation sensor (23) for detecting the rotation of the output shaft;
A control constant used for drive control of the pinion based on the predicted rotation value based on a prediction error that is a deviation amount of the predicted rotation value with respect to the rotation detection value calculated by the rotation speed calculation means during the rotation descent period. Learning means to learn,
Drive control means for controlling the drive timing of the pinion based on the control constant learned by the learning means and the predicted rotation value;
An engine automatic stop / start control device comprising: The rotation speed calculation means calculates an instantaneous rotation speed as an engine rotation speed calculated from a time required for rotation of the output shaft at a predetermined rotation angle as the rotation detection value,
The rotation prediction unit calculates a predicted value of an instantaneous rotation speed based on the rotation detection value calculated by the rotation speed calculation unit as the rotation prediction value,
2. The learning unit according to claim 1, wherein the learning unit calculates a prediction error that is a deviation amount of the rotation prediction value with respect to the rotation detection value with respect to an instantaneous rotation speed, and controls the drive timing of the pinion based on the prediction error. Engine automatic stop start control device.   The learning means uses the rotation prediction value calculated by the rotation prediction means and the rotation detection value calculated by the rotation speed calculation means during the rotation descent period in a state where the meshing operation is prohibited during the rotation descent period. The engine automatic stop / start control apparatus according to claim 1, wherein the prediction error is calculated, and the control constant is learned based on the calculated prediction error. Learning determining means for determining whether learning of the control constant by the learning means has been completed,
When the learning determination unit determines that the learning of the control constant has been completed, the meshing operation is permitted during the rotation descent period, and the learning of the control constant is not completed by the learning determination unit. The engine automatic stop / start control device according to any one of claims 1 to 3, which prohibits the meshing operation during the rotation descent period when it is determined that The control constant is a boundary value of an engine rotation region that allows the meshing operation,
The learning means acquires the boundary value or the data in the vicinity thereof among the rotation prediction value and the rotation detection value in the rotation descent period, and calculates a deviation amount of the rotation prediction value with respect to the acquired rotation detection value. The engine automatic stop / start control device according to any one of claims 1 to 4, wherein the control constant is learned as a prediction error. A state detecting means for detecting a vehicle running state during the rotation descent period;
The learning means learns the control constant for each vehicle traveling state detected by the state detecting means, stores the control constant in the storage means in association with the vehicle traveling state,
The drive control means reads from the storage means a control constant corresponding to the vehicle running state detected by the state detection means at the time of combustion stop by idle stop control after the learning of the control constant by the learning means is completed. The engine automatic stop / start control device according to any one of claims 1 to 5, wherein the drive timing of the pinion is controlled based on the read control constant. State detecting means for detecting a vehicle running state during the rotation descent period;
Deceleration calculation means for calculating a deceleration of the engine rotation speed during the rotation descent period based on the rotation detection value calculated by the rotation speed calculation means during the rotation descent period;
Deceleration storage means for storing the deceleration calculated by the deceleration calculation means in association with the vehicle running state detected by the state detection means for each rotation descent period due to the combustion stop;
After the storage in the deceleration storage means, the deceleration corresponding to the vehicle running state detected by the state detection means at the time of the combustion stop by the idle stop control is read from the deceleration storage means, and the read deceleration is obtained. The engine automatic stop / start control device according to any one of claims 1 to 6, wherein it is determined whether or not to perform the meshing operation during the rotation descent period.

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