JP2015014281A - Engine control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device of a vehicle capable of more properly executing automatic stop of an engine by idling stop control according to a running state of the vehicle.SOLUTION: An ECU 20 of an engine control device of a vehicle including idling stop control means, includes running history acquiring means for acquiring a running state during running of the vehicle as a running history, and automatic stop determining means for determining permission or prohibition of the automatic stop of the engine by the idling stop control means on the basis of the running history acquired in a prescribed pre-stop period from the vehicle stop in stopping the vehicle. When the permission of the automatic stop of the engine is determined, the engine is automatically stopped on the basis of establishment of automatic stop conditions, and when the prohibition of the automatic stop of the engine is determined, an operating state of the engine is continued regardless of the establishment of the automatic stop conditions.

Description

  The present invention relates to a vehicle engine control apparatus.

  Conventionally, in saddle riding type vehicles such as motorcycles, idling stop control has been performed to automatically stop the engine when a predetermined waiting time has elapsed after the vehicle has stopped running, improving fuel economy and reducing exhaust emissions. (See Patent Document 1).

JP 2005-163669 A

  However, when the vehicle stop time is shortened, automatic engine stop by idling stop control may not be preferable. For example, in a driving situation where there is a high possibility that a start operation will be performed immediately after the vehicle has stopped once, such as when turning around, automatic engine stop by idling stop control reduces the startability of the subsequent start operation There is a possibility to make it.

  The main object of the present invention is to provide a vehicle engine control apparatus that can more appropriately implement automatic engine stop by idling stop control in accordance with the running state of the vehicle.

  According to the first aspect of the present invention, the engine is automatically stopped when a predetermined automatic stop condition is satisfied by stopping the vehicle, and then the engine is automatically restarted when the predetermined restart condition is satisfied. In a vehicle engine control apparatus comprising stop control means, travel history acquisition means for acquiring a travel state during travel of the vehicle as a travel history, and when the vehicle is stopped, before a predetermined stop that goes back from the stop time Based on the travel history acquired during a period, when it is determined to permit or prohibit automatic stop of the engine by the idling stop control means, and when it is determined to allow automatic stop of the engine, When it is determined that the engine is automatically stopped based on the establishment of the automatic stop condition and the automatic stop of the engine is prohibited. Characterized in that it comprises a engine control unit to continue operating state of the engine irrespective of the satisfaction of the automatic stop condition.

  When the vehicle is in a traveling state where there is a high possibility that the starting operation will be performed immediately after the vehicle stops, automatic engine stop by idling stop control may not be preferred. On the other hand, when the vehicle is in a traveling state in which it is unlikely that a starting operation will be performed immediately after the vehicle stops, it is preferable to improve fuel efficiency by performing automatic engine stop by idling stop control. Therefore, the traveling state during traveling of the vehicle is acquired as a traveling history, and it is determined whether to allow or prohibit the automatic stopping of the engine when the automatic stopping condition is satisfied based on the traveling history acquired during the previous period when the vehicle is stopped. To do. In this way, if a driving state that is likely to be started immediately after stopping is acquired as the driving history, automatic engine stop by idling stop control is prohibited and the engine operating state when the automatic stop condition is satisfied By continuing the operation, the startability of the vehicle in the subsequent starting operation can be improved. On the other hand, if a travel state that is unlikely to be started immediately after stopping is acquired as the travel history, the engine is stopped when the automatic stop condition is satisfied, by allowing automatic engine stop, Fuel consumption is improved.

The block diagram explaining the structure of an engine control apparatus. The flowchart of 1st Embodiment explaining the acquisition process of driving | running | working history. The flowchart of 1st Embodiment explaining the process sequence of engine automatic stop control. The 1st determination map for estimating stop time. The example of the deceleration start pattern of the vehicle in an intersection. The timing chart of the engine control in each driving pattern. The flowchart of the example of a change of 1st Embodiment explaining the acquisition process of driving | running | working history. The flowchart of 2nd Embodiment explaining the acquisition process of driving | running | working history. The flowchart of 2nd Embodiment explaining the process sequence of engine automatic stop control. Explanatory drawing of the relationship between the average vehicle speed of the period before a stop, and the frequency | count of a stop. The 2nd determination map for determination of prediction stop time. The example of a change of the 2nd determination map for determination of prediction stoppage time. The example of a change of the 2nd determination map for determination of prediction stoppage time. The flowchart explaining the determination condition update procedure of an engine automatic stop prohibition. The example of a change of the 2nd determination map for determination of prediction stoppage time.

(First embodiment)
Hereinafter, an example of a vehicle engine control device of the present embodiment will be described with reference to the drawings. In the present embodiment, a saddle-type vehicle such as a two-wheel vehicle or a three-wheel vehicle such as a buggy is assumed as the vehicle.

  In FIG. 1, an ECU 20 that is an engine control device is an electronic control unit, and includes a microcomputer including a CPU, a ROM, a RAM, an EEPROM (registered trademark), and the like, to which various actuators and various sensors are connected. Has been.

  For example, the actuator 31 includes an injector 31 as fuel injection means, an ignition device 32 (ignition coil, spark plug, etc.), a starter 33 that applies initial rotation (cranking rotation) to the engine 30 when the engine 30 is started, and the like. Connected to. The sensors include a crank angle sensor 34 that outputs a crank angle signal every predetermined rotation of a crankshaft (not shown), a vehicle speed sensor 35 that detects a vehicle speed, a throttle opening sensor 36 that detects the opening of a throttle valve, A brake sensor 37 that detects an operation amount, a gear position sensor 38 that detects a gear position, and the like are connected to the ECU 20.

  The RAM of the ECU 20 stores detection results from the various sensors described above. The ROM stores programs for performing various controls based on detection results of various sensors. For example, a program for performing idling stop control is stored. In the idling stop control, the engine 30 is automatically stopped when a predetermined waiting time ΔTX (for example, 3 seconds) elapses after the vehicle stops and the automatic stop condition of the engine 30 is satisfied. Thereafter, the engine 30 is automatically restarted when a restart condition is satisfied, such as a throttle operation.

  The ROM stores a program (engine control means) for determining permission or prohibition of automatic stop of the engine 30 by idling stop control. When the vehicle stops, the engine control means predicts the vehicle stop time, which is the time from the stop of the vehicle to the next start, based on the travel history acquired during a predetermined first stop period retroactive from the stop. When the stop time is predicted to be greater than or equal to the predetermined time, the automatic stop of the engine 30 is permitted, and when the stop time is predicted to be less than the predetermined time, the automatic stop of the engine 30 is prohibited. The traveling state is acquired based on the detection results of the various sensors described above and the operating states of the various actuators.

  In other words, after the vehicle is stopped, it is highly likely that the starting operation will be performed immediately, and in a driving state where the stopping time is predicted to be shortened (for example, in the case of a turn), the idling stop control is performed. The automatic stop of the engine 30 may reduce the startability of the subsequent start operation. In addition, when the driver intends to start the vehicle immediately after stopping, if the engine 30 is automatically stopped, the driver may be worried about engine restart. Furthermore, when the stop time is short and the automatic stop and restart of the engine 30 are repeated, it is difficult to obtain the effect of improving the fuel consumption by the idling stop control.

  On the other hand, it was found that the stop time of the vehicle can be predicted from the travel history (decelerated state) acquired during the predetermined stop first period that goes back from when the vehicle stopped. In other words, when the vehicle changes its direction, the driver makes a deceleration adjustment corresponding to that in anticipation of the driver's own vehicle reaching the direction change place. In this case, the deceleration by the driver is started from a relatively early stage, and the change in the vehicle speed in the period before stopping is reduced. That is, the deceleration period in which the brake operation is performed before the vehicle stops becomes longer. Alternatively, the travel distance in a state where the brake operation is performed before the vehicle stops becomes longer. Thus, it was found that when the degree of deceleration naturally decreases, the stopping time tends to be shorter.

  For example, when stopping a vehicle with a stop signal (red signal) at an intersection, the deceleration state of the vehicle changes depending on where the traffic light changes to a stop signal before reaching the intersection. It is considered that whether or not the engine 30 should be automatically stopped changes when the vehicle stops.

  Therefore, in this embodiment, permission or prohibition of the automatic stop of the engine 30 by the idling stop control is determined based on the stop time predicted from the travel history in the pre-stop period. Thereby, the automatic stop of the engine 30 by the idling stop control is more suitably performed according to the running state.

  Next, a procedure of processing executed by the ECU 20 is shown. FIG. 2 is a flowchart of travel history acquisition, and FIG. 3 is a flowchart of automatic stop determination by idling stop control. In addition, the process of ECU20 shown below is repeatedly performed with a predetermined period. Here, it is assumed that the deceleration state of the vehicle is acquired as the travel history. Specifically, it is assumed that the change speed of the vehicle speed is acquired as the deceleration state. The vehicle speed is obtained every predetermined time, for example, every 5 ms, based on a vehicle speed sensor signal input during a predetermined section, for example, 100 ms. This is defined as the current vehicle speed.

  In FIG. 2, in step S01, it is determined whether or not the engine 30 is in operation. If a positive determination is made, the process proceeds to step S02 to determine whether or not the vehicle is traveling. Whether or not the vehicle is traveling is acquired from the detection result of the vehicle speed sensor 35. If a positive determination is made, the current vehicle speed (current vehicle speed) is acquired in step S03. In the subsequent step S04, the amount of change in the vehicle speed per unit time, that is, the change speed of the vehicle speed is obtained from the difference between the vehicle speed acquired last time and the current vehicle speed acquired this time. In subsequent step S05, the change amount of the vehicle speed calculated in step S04 is stored in the RAM. In this case, the amount of change in the vehicle speed is stored and retained in the RAM for a predetermined period of time prior to the current time. If a negative determination is made in steps S01 and S02, the process is terminated.

  As described above, the amount of change in the vehicle speed is repeatedly acquired during traveling. And when a vehicle stops, the determination process of whether to perform automatic stop by idling stop control is started. In FIG. 3, it is determined in step S10 whether or not the vehicle has stopped. If an affirmative determination is made, the change amount of the vehicle speed acquired in step S04 is called as the travel history in step S11. Here, the amount of change in the vehicle speed acquired during the predetermined period before the stop dating from the stop is called. For example, the period before stopping is 15 seconds before stopping.

  In the subsequent step S12, an average value α of the vehicle speed change amount (corresponding to a negative acceleration, hereinafter referred to as a deceleration α) called in step S11 is calculated. In the subsequent step S13, the stop time is predicted based on the deceleration α calculated in step S12. For example, the stop time of the vehicle is predicted based on the first determination map shown in FIG. 4 that shows the relationship between the travel history (deceleration α) and the stop time (predicted stop time) in the pre-stop period.

  For example, when the deceleration rate α is negative or greater than the threshold value αth, it is predicted that the vehicle stop time will be greater than or equal to a predetermined value k. For example, the threshold value is -0.6 m / s ^ 2. On the other hand, when the deceleration α is less than the threshold value αth, it is predicted that the vehicle stop time will be less than the predetermined value k. In subsequent step S14, permission or prohibition of automatic stop of the engine 30 is determined based on the predicted stoppage time determined in step S13. That is, when it is determined that the predicted stoppage time of the vehicle is equal to or greater than the predetermined value k, the process proceeds to step S15, the idling stop execution flag is set to ON, and automatic stop of the engine 30 is permitted. In this case, the engine 30 is automatically stopped according to the establishment of the automatic stop condition. On the other hand, if it is determined that the predicted stoppage time is less than the predetermined time, the process proceeds to step S16 and the idling stop execution flag is turned OFF. In this case, the operating state of the engine 30 is continued even after the automatic stop condition is satisfied.

  Next, FIG. 5 and FIG. 6 show execution examples of the above processing. FIG. 5 is an example of various travel patterns when the vehicle 10 enters the intersection CR. (1) When the vehicle goes straight through the intersection CR, a first travel pattern (pattern) in which deceleration starts before the intersection CR. 1) and (2) a second traveling pattern (pattern 2) in which deceleration starts at a position away from the intersection CR when the vehicle goes straight through the intersection CR, and (3) a direction change at the intersection CP. 3 driving patterns (pattern 3) are shown. In the following description, the stop signal is a display pattern of a traffic light that prompts the vehicle to stop traveling, and is, for example, a red signal or a yellow signal. The progress signal is a display pattern of a traffic light that permits the vehicle to travel, for example, a green signal. In FIG. 6, the period before stopping is indicated as ΔT.

  As shown in FIGS. 5 and 6, in the case of the first traveling pattern, the signal is a progress signal before time t2, the vehicle speed V1 of the traveling vehicle 10 is acquired, and the amount of change in the vehicle speed is calculated. Stored in RAM. When the stop signal is switched at time t2, the vehicle speed is decelerated by the brake operation. In the first travel pattern, deceleration starts when the vehicle 10 passes the position P2 before the intersection, and the distance D2 from the start of deceleration to the stop is short, and the deceleration operation needs to be completed in a short time. There is. In this case, the degree of deceleration due to the brake operation is large, and the amount of change in the vehicle speed is large. When the vehicle 10 stops at the stop target position SP at time t3 (when the vehicle speed = 0), the acquisition of the vehicle speed is ended.

  Further, when the vehicle 10 stops at time t3, the deceleration α acquired in the pre-stop period ΔT is called and the stop time is predicted. Here, it is predicted that the deceleration α becomes the negative side more than the threshold value αth and the stop time becomes the predetermined value k or more. In this case, the idling stop execution flag is turned ON (automatic stop of the engine 30 is permitted), and the engine 30 is automatically stopped at the time t4 when the standby time ΔTX elapses. Then, after the time t4, the signal is switched to the progress signal, the throttle operation is performed, and the engine 30 is automatically restarted when a predetermined restart condition is satisfied.

  In the case of the first traveling pattern, the time from the start of deceleration to the stop is short, and when the vehicle stops at the stop target position SP, the stop time for waiting for a signal tends to be relatively long. For this reason, the engine 30 is automatically stopped by the idling stop control, so that fuel efficiency is effectively improved.

  In the case of the second travel pattern, it is a progress signal before time t1, the vehicle speed V1 is acquired, and the amount of change in the vehicle speed is calculated. When switching to the stop signal at time t1, the vehicle speed is decelerated by the brake operation in anticipation of stopping at the intersection CR. In the second travel pattern, deceleration starts when the vehicle 10 passes the position P1 that is further away from the position P2 than the intersection CR, and the distance D1 from the start of deceleration to the stop is long (distance D1> D2) Deceleration due to brake operation is small, and the amount of change in vehicle speed is small.

  When the vehicle 10 stops at time t3, it is determined that the deceleration α acquired in the pre-stop period ΔT is less than the threshold value αth, and the stop time is predicted to be less than the predetermined value k. In this case, the idling stop execution flag remains OFF (the automatic stop of the engine 30 is prohibited), and the operation state of the engine 30 is continued at time t4 when the standby time ΔTX elapses.

  In the case of the second travel pattern, the time from the start of deceleration to the stop is long, and when the vehicle stops at the stop target position SP, the stop time for waiting for a signal is relatively short, and there is a possibility of switching to a progress signal immediately. Becomes higher. In such a traveling state, the automatic stop by the idling stop control is prohibited, and the operation state of the engine 30 is continued, so that the subsequent starting operation is smoothly performed.

  In the case of the third travel pattern, deceleration is started based on the driver's intention when the driver confirms a point (intersection CR) where the driver changes direction at time t1. Note that the deceleration operation based on the intention of the driver to stop traveling tends to be started from a relatively early stage because the point where the vehicle stops once can be confirmed from the early stage, as in the second traveling pattern. Therefore, deceleration due to the brake operation is small, and the obtained change amount of the vehicle speed is small. In this case, the deceleration α is determined to be less than the threshold value αth, and the stop time is predicted to be less than the predetermined value k. Also in this case, the automatic stop of the engine 30 is prohibited, the idling stop execution flag remains OFF, and the operating state of the engine 30 is continued even after the standby time ΔTX has elapsed.

  In the case of the third travel pattern, it is required that after the vehicle is temporarily stopped at the intersection CR, the start operation is smoothly performed based on the driver's intention. Also in this case, the driving state of the engine 30 is continued when the vehicle stops, so that the vehicle can smoothly travel when the driver determines that the direction of the vehicle can be changed. .

  According to the above, the following excellent effects can be obtained.

  (1) When the vehicle is in a traveling state where there is a high possibility that the starting operation will be performed immediately after the vehicle stops, the automatic stop of the engine 30 by the idling stop control may not be preferred. On the other hand, when the vehicle is in a traveling state in which it is unlikely that a start operation will be performed immediately after the vehicle stops, it is preferable that the engine 30 is automatically stopped by idling stop control to improve fuel efficiency. Therefore, whether the running state of the vehicle during travel is acquired as a travel history, and whether automatic stop of the engine 30 when the automatic stop condition is satisfied is permitted or prohibited based on the travel history acquired during the pre-stop period ΔT. Determine. That is, when a travel state that is likely to be started immediately after the vehicle is stopped is acquired as a travel history, the engine 30 is automatically stopped by idling stop control. The driving state can be continued, and the startability in the subsequent starting operation can be improved. On the other hand, when a travel state that is unlikely to be started immediately after the vehicle is stopped is acquired as a travel history, automatic stop of the engine 30 by idling stop control is permitted, so that when the automatic stop condition is satisfied, the engine 30 is stopped and fuel consumption is improved.

  (2) When the vehicle is in a deceleration state where the degree of deceleration is small just before the vehicle stops, the vehicle stopping time tends to be relatively short. In the case of a deceleration state where the degree of deceleration is large, the vehicle stopping time is relatively small. Tend to be longer. In other words, when the driver expects the vehicle to reach a predetermined stop position and adjusts the deceleration accordingly, it is considered that the degree of deceleration is naturally reduced. On the other hand, when the driver performs the deceleration adjustment for the convenience of another vehicle rather than the convenience of the own vehicle, it is considered that the degree of deceleration naturally increases. Therefore, when the vehicle stop time is predicted from the deceleration state in the pre-stop period ΔT and the stop time is predicted to be relatively long, automatic stop of the engine 30 is permitted and the stop time is relatively short. If it is predicted that this will occur, the automatic stop of the engine 30 is prohibited. This can improve the startability when the start operation is performed immediately after stopping, and can improve the fuel efficiency when the start operation is not performed immediately after stopping.

  (3) When the amount of change in the vehicle speed in the pre-stop period ΔT is small, the time required from the start of deceleration to the stop is relatively long and the stop time tends to be short. On the other hand, when the amount of change in the vehicle speed in the pre-stop period ΔT is large, the time required from the start of deceleration to the stop is relatively short, and the stop time tends to be long. By using such a relationship between the change amount of the vehicle speed and the stop time, when the change amount of the vehicle speed is small, the automatic stop of the engine 30 is prohibited, so that the vehicle may start running immediately after the stop. When the vehicle is high, the startability of the vehicle can be improved. On the other hand, when the change amount of the vehicle speed is large, the fuel consumption is improved by allowing the engine 30 to be automatically stopped.

  Note that the first embodiment may be modified as follows.

  In step S11 of FIG. 3, the pre-stop period ΔT may be set based on the traveling state of the vehicle. For example, when the vehicle speed before the start of deceleration of the vehicle accompanying the brake operation is relatively fast (for example, 60 km / h), the time (distance) from the start of deceleration of the vehicle to the stop tends to be longer. Therefore, the pre-stop period ΔT is set to be long (for example, 30 seconds). On the other hand, when the vehicle speed before the start of deceleration of the vehicle accompanying the brake operation is relatively slow (for example, 30 km / h), the time (distance) from the start of deceleration to the stop tends to be short. The period before stop ΔT is set to be relatively short (for example, 10 seconds). Thus, by determining the length of the pre-stop period ΔT according to the vehicle speed before the deceleration is started, it is possible to improve the accuracy of whether or not the engine 30 can be automatically stopped by the idling stop control. In addition to this, the pre-stop period ΔT may be set to a period from when the vehicle speed becomes equal to or lower than a predetermined value until the vehicle stops, and after the deceleration operation is started based on the detection signal of the brake sensor 37, the travel is stopped. It may be set in the period until.

  -As a deceleration state, you may acquire the travel distance or travel time after the deceleration by brake operation is started until it stops. When the driver anticipates stopping in advance, the deceleration operation is started from a relatively early stage, so that the travel distance or travel time from the start of deceleration to the stop tends to be long. Using this, the stop time may be predicted based on the travel distance (travel time) from when deceleration is started until the vehicle stops, and permission or prohibition of the automatic stop of the engine 30 may be determined.

  Specifically, in the modified example of the travel history acquisition process of FIG. 7, when it is determined in step S51 that the engine 30 is in operation and it is determined in step S52 that the vehicle is traveling, the following step S53. Then, it is determined whether or not deceleration has started. For example, it is determined whether there is a brake operation detection signal from the brake sensor 37. If a negative determination is made, this process ends. If the determination is affirmative, the process proceeds to step S54, and the travel distance (travel time) from the start of deceleration is acquired as the deceleration state. The travel distance can be acquired based on the detection result of the vehicle speed sensor or the like. The travel time can be acquired based on a detection result of a timer or the like (not shown). In subsequent step S55, the travel distance (travel time) from the start of deceleration to the stop is stored as a travel history. In FIG. 3, when it is determined in step S10 that the vehicle travel has stopped, in step S11, the travel distance (travel time) from the start of deceleration to the stop is called. Step S12 is omitted, and in the following step S13, the travel distance (travel time) from the start of deceleration to the stop with the horizontal axis of the first determination map of FIG. 4 as travel distance (travel time) and the vertical axis as stop time. Based on the above, the stop time of the vehicle is predicted.

  As the deceleration state, the throttle opening detected by the throttle opening sensor 36 may be used. When the driver performs a deceleration operation in anticipation of the stop of the host vehicle, the driver may travel inertial with the throttle operation released before the vehicle stops. Even in the case of coasting, it takes time from the start of deceleration to the stop, so it is assumed that the stop time is shortened. When inertial running is performed, a state where the throttle opening detected by the throttle opening sensor 36 is less than a predetermined value (for example, 5 ° or less) is maintained for a predetermined time or more. Therefore, when it is detected that the amount of change in the throttle opening is less than a predetermined value and is maintained for a predetermined time, coasting is performed and the stop time is predicted to be less than the predetermined time, so that the engine 30 is automatically stopped. May be prohibited.

  As the deceleration state, a change in gear position detected by the gear position sensor 38 may be used. When the driver expects the vehicle to stop, the vehicle can be decelerated with a relatively large margin. Therefore, the vehicle can be decelerated by using the engine brake generated by lowering the gear step by step in a predetermined time before the vehicle stops. In this case, there is a high possibility that the gear position is lowered to the first speed when the vehicle stops. On the other hand, when the driver decelerates due to the circumstances of another vehicle, it is highly likely that it will be difficult to step down the gears in a predetermined period before the vehicle stops, and it is possible to decelerate by brake operation rather than engine braking. The gear position when the vehicle is stopped is less likely to be lowered to the first speed. Therefore, when it is detected that the gear is gradually lowered in a predetermined time before stopping, and when it is predicted that the stopping time will be shortened, the automatic stop of the engine 30 is prohibited. On the other hand, the automatic stop of the engine 30 is permitted when the gear is not lowered stepwise in a predetermined time before the stop and it is predicted that the stop time will become longer. Alternatively, automatic stop of the engine 30 may be prohibited when the gear position when the vehicle is stopped is first speed, and automatic stop of the engine 30 may be permitted when the gear position when the vehicle is stopped is other than first speed.

  In step S13, it is determined that the predicted stop time is less than a predetermined value, and in step S16, the automatic stop of the engine 30 is prohibited when the vehicle has been stopped for a predetermined time after the automatic stop of the engine 30 is prohibited. May be released. For example, when the stop of the vehicle 10 is continued for 10 seconds after the engine 30 is automatically stopped, the idle stop flag is turned on, the prohibition of the automatic stop of the engine 30 is canceled, and the engine 30 is automatically stopped. . As described above, when it is predicted that the stop time is short and the actual stop time of the vehicle is long, the engine 30 is automatically stopped by the idling stop control, so that the fuel consumption can be improved.

(Second Embodiment)
Next, differences of the second embodiment from the first embodiment will be mainly described. In the above embodiment, in order to grasp the deceleration operation immediately before the vehicle stops, the pre-stop period ΔT is set to a relatively short time. However, in this embodiment, the tendency of the deceleration operation is grasped in a period including other than just before the vehicle stops. Accordingly, the pre-stop period ΔT is a relatively long period. For example, the pre-stop period ΔT is 5 minutes. In the pre-stop period ΔT, the automatic stop of the engine 30 by the idling stop control is permitted or prohibited based on the tendency of the deceleration operation.

  For example, when the vehicle stops while driving on a congested road, the timing for stopping and starting the vehicle is determined in accordance with the surrounding driving conditions, so the possibility that the stop time will be longer is increased. . On the other hand, in the case of a change of direction, it is required that the vehicle can be started immediately after the vehicle is stopped once at an intersection or the like, so that there is a high possibility that the stop time will be shortened. . Therefore, in the present embodiment, the automatic stop of the engine 30 is permitted in the case of a traveling situation in which the stop time is predicted to be a predetermined time or longer according to the difference in the traveling situation of the vehicle. On the other hand, in a driving situation where the stop time is predicted to be less than the predetermined time, automatic stop of the engine 30 is prohibited.

  Specifically, when the stop time becomes longer due to traffic jams, the deceleration operation frequency tends to increase because deceleration by the brake operation is repeated at a predetermined time before the stop. On the other hand, when the stoppage time is shortened due to a change of direction or the like, the deceleration operation by the brake operation is mainly performed immediately before the stoppage, and therefore the operation frequency of the deceleration tends to be low. The deceleration operation frequency is the number of times the vehicle has been stopped during the pre-stop period ΔT, the ratio that the brake was turned on for a predetermined time, and the like, and is acquired based on detection signals from the vehicle speed sensor 35 and the brake sensor 37. The Further, the operation frequency of such deceleration has a correlation with the vehicle speed before stopping. Therefore, in the present embodiment, the vehicle stop time is predicted from the average value of the current vehicle speed (average vehicle speed) acquired during the pre-stop period ΔT and the operation frequency of deceleration, and automatic stop of the engine 30 is permitted or prohibited. Determine whether. Thereby, according to the driving | running | working condition of a vehicle, permission and prohibition of the automatic stop of the engine 30 by idling stop control will be determined more accurately.

  FIG. 8 is a flowchart of the second embodiment of the travel history acquisition process, and FIG. 9 is a flowchart of the second embodiment of the automatic stop determination of the engine 30 by the idling stop control. FIG. 10 is an explanatory diagram of the relationship between the average vehicle speed and the number of stops, where the horizontal axis represents time and the vertical axis represents vehicle speed. In the second embodiment, permission or prohibition of the automatic stop of the engine 30 is determined using a later-described second determination map stored in the RAM.

  In FIG. 8, it is determined in step S21 whether the engine 30 is in operation. If a negative determination is made, this process ends. If an affirmative determination is made, the process proceeds to step S22 to determine whether or not the vehicle is traveling. If the determination is affirmative, the current vehicle speed (current vehicle speed) is acquired in step S23. In this embodiment, the vehicle speed calculated | required based on the vehicle speed sensor signal input during a predetermined area, for example, 100 ms, every 5 ms is used as the current vehicle speed. In addition, the moving average vehicle speed calculated based on the vehicle speed may be used as the current vehicle speed. In the subsequent step S24, the average vehicle speed is calculated as the average value of the current vehicle speed acquired in a predetermined period (for example, 5 minutes) before the current time. In addition, the moving average vehicle speed calculated based on the current vehicle speed may be used as the average vehicle speed.

  On the other hand, when a negative determination is made in step S22 (in the case of running stop), the operation frequency of deceleration is acquired in step S26. Here, the number of times the vehicle is stopped is obtained as the operation frequency of deceleration. In step S25, the average vehicle speed acquired in step S24 and the number of stops acquired in step S26 are associated with each other and stored in a RAM or the like as a travel history.

  Here, the current vehicle speed, the average vehicle speed, and the number of stops acquired as the vehicle travels and stops will be supplementarily described with reference to FIG. While the vehicle is running, the current vehicle speed is calculated every predetermined time, for example, every 5 ms, based on a vehicle speed sensor signal input during a predetermined section, for example, 100 ms. Then, an average vehicle speed is calculated for the current vehicle speed in a predetermined period (pre-stop period ΔT based on the time when the vehicle is stopped in the figure). Further, when the vehicle is stopped, the number of stops in a predetermined period (ΔT) is counted.

  And when a vehicle stops, the determination process of whether to perform automatic stop by idling stop control is started. In FIG. 9, when it is determined in step S30 that the vehicle has stopped running, in step S31, the average vehicle speed and the number of stops during the pre-stop period ΔT are called. In subsequent step S32, the predicted stoppage time is determined by associating the average vehicle speed acquired in step S31 with the number of stops in the second determination map shown in FIG.

  Note that the second determination map in FIG. 11 is predicted to have a stoppage time that is equal to or greater than a predetermined time when the vehicle is automatically stopped by idling stop control using the average vehicle speed (horizontal axis) and the number of stops (vertical axis) as indices. It is composed of a first area A1, a second area A2 in which the stop time is predicted to be less than a predetermined value, and a determination criterion L that defines a boundary line between the first area A1 and the second area A2. Is determined based on the deceleration state of the vehicle.

  That is, in the traveling state in which the stop time tends to be long, the average vehicle speed and the deceleration operation frequency (deceleration state) are acquired as information on the first region A1. On the other hand, in the traveling state where the stop time tends to be shorter, the average vehicle speed and the operation frequency of deceleration (deceleration state) are acquired as information of the second region A2. For example, a deceleration state (X in the figure) in the case of a traffic jam is acquired as information on the first area A1. On the other hand, the deceleration state (Y in the figure) when the direction is changed at the intersection CR and the deceleration state (Z in the figure) in the case of the U-turn that changes the direction other than the intersection are acquired as information of the second region A2. The For each average vehicle speed, a determination criterion L is set at the boundary between the first area A1 and the second area A2.

  That is, in step S32, when the number of stops with respect to the average vehicle speed exceeds the determination criterion L and is included in the first region A1, the predicted stop time is determined to be greater than or equal to a predetermined value. On the other hand, when the number of stops with respect to the average vehicle speed does not exceed the determination criterion L and is included in the second region A2, the predicted stop time is determined to be less than a predetermined value. In continuing step S33, permission or prohibition of the automatic stop of the engine 30 is determined based on the estimated stoppage time determined in step S32. That is, if the predicted stoppage time is greater than or equal to the predetermined value and an affirmative determination is made, the process proceeds to step S34, where the idling stop execution flag is turned ON, and automatic stop of the engine 30 is permitted. On the other hand, if the predicted stoppage time is less than the predetermined value and a negative determination is made, the process proceeds to step S35, the idling stop execution flag is turned OFF, and the automatic stop of the engine 30 is prohibited. For example, when the average vehicle speed is 30 km / h, the automatic stop of the engine 30 is permitted when the number of stops is three or more, and the automatic stop of the engine 30 is prohibited when the number of stops is less than three. As described above, the idling stop control is performed with higher accuracy in accordance with the traveling state of the vehicle.

  As described above, regardless of the deceleration state before the vehicle stops, in a traveling state where the frequency of deceleration operation is high (for example, traffic jam), there is a high possibility that the vehicle stop time will be long. Therefore, the average vehicle speed and the deceleration operation frequency in the pre-stop period ΔT are acquired, and in the case of a traveling state in which the deceleration operation frequency is high and the stop time is predicted to be greater than or equal to a predetermined value, the engine 30 is automatically stopped. Allow. On the other hand, in the case of a traveling state in which the operation frequency of deceleration is low and the stop time is predicted to be less than a predetermined value, automatic stop of the engine 30 is prohibited. Thereby, the automatic stop of the engine 30 by the idling stop control is suitably controlled according to the traveling state of the vehicle.

  Note that the second embodiment may be modified as follows.

  The pre-stop period ΔT for acquiring the deceleration state may be changed according to the average vehicle speed while the vehicle is traveling (before the start of the deceleration operation). For example, when the average vehicle speed is relatively slow (for example, 30 km / h or less), a larger amount of information is required to determine the running state of the vehicle (congestion or direction change). Therefore, in this case, the pre-stop period ΔT is set longer (for example, 8 minutes). On the other hand, when the average vehicle speed is relatively fast (for example, 60 km / h), since the possibility that the vehicle is stopped is low, the pre-stop period ΔT is set short (for example, 3 minutes).

  -If the vehicle speed exceeds a predetermined value (for example, 40 km / h) once in the pre-stop period ΔT (or a predetermined number of times), the possibility that the driving situation is congested will be low (travel with a long stop time). The situation is less likely). Therefore, the determination reference L of the second determination map may be changed based on the change in the traveling speed during the period before stop ΔT. For example, in the above-described case, the determination criterion L is shifted to the second region A2 side so that the first region A1 that is determined to permit the automatic stop of the engine 30 is widened. As described above, the determination reference L is changed in consideration of the change in the vehicle speed (acceleration state) during the pre-stop period ΔT, so that the accuracy of determining whether the engine 30 needs to be automatically stopped can be further improved. Note that the shift amount of the determination criterion L may be adjusted according to the number of times the vehicle speed exceeds the predetermined value or the magnitude of the difference from the predetermined value.

  -In step S26 of FIG. 8, you may acquire a brake ON ratio as operation frequency of deceleration. The brake ON ratio is a ratio (time) during which the brake operation is performed in the period before stop ΔT (5 minutes), and is acquired based on the detection signal of the brake sensor 37. In this case, in step S32 of FIG. 9, the predicted stoppage time is determined based on the modification example of the second determination map of FIG. In the second determination map of FIG. 12, the vertical axis represents the brake ON ratio, and the horizontal axis represents the average vehicle speed. For example, when the average vehicle speed is 30 km / h and the brake ON ratio is equal to or less than the criterion L (for example, 25%), the deceleration state (travel history) is included in the second region A2, and the predicted stop time is predetermined. It is determined that the engine 30 is less than the automatic stop of the engine 30. On the other hand, when the brake ON ratio is larger than the determination criterion L, the deceleration state (travel history) is included in the first region A1, the predicted stoppage time is determined to be greater than or equal to a predetermined value, and the automatic stop of the engine 30 is permitted. The Also in this case, as described above, the determination reference L of the second determination map may be changed according to the average vehicle speed during the pre-stop period ΔT and the maximum value of the vehicle speed. Further, the brake ON ratio in this case may be acquired as a deceleration operation frequency regardless of whether or not the vehicle travels determined in step S22. That is, even when the vehicle has not stopped, it can be determined that the predicted stop time is equal to or greater than a predetermined time if the frequency of brake operation is high.

  -In step S26 of FIG. 8, you may acquire the frequency | count of brake operation in the period (DELTA) T (5 minutes) before a stop as deceleration operation frequency. In this case, in step S32 of FIG. 9, the predicted stoppage time is determined based on the modification example of the second determination map of FIG. In the second determination map of FIG. 13, the vertical axis represents the number of brake operations, and the horizontal axis represents the average vehicle speed. For example, when the average vehicle speed is 30 km / h and the number of braking operations is equal to or less than the criterion L (for example, 25 times), the deceleration state (travel history) is included in the second area A2, and the predicted stop time is predetermined. It is determined that the engine 30 is less than the automatic stop of the engine 30. On the other hand, when the number of brake operations is greater than the determination criterion L, the deceleration state (travel history) is included in the first region A1, the predicted stoppage time is determined to be greater than or equal to a predetermined value, and automatic stop of the engine 30 is permitted. The Also in this case, the determination criterion L of the second determination map may be changed according to the average vehicle speed or the maximum value of the vehicle speed, as described above. The number of brake operations in this case may be acquired as the operation frequency of deceleration regardless of whether or not the vehicle travels in step S22. That is, even when the vehicle has not stopped, it can be determined that the predicted stoppage time is equal to or longer than a predetermined value when the number of brake operations is large.

  -The determination result of 1st Embodiment and 2nd Embodiment may be combined, and permission or prohibition of the automatic stop of the engine 30 may be determined. In this case, when the determination result in the first embodiment is different from the determination result in the second embodiment, each determination result may be given a predetermined weight and comprehensively determined. For example, with respect to the threshold value αth (for example, −0.6 m / s ^ 2) in the first embodiment, the acquired deceleration α is established at a predetermined ratio or more (for example, −0.42 m / s ^ 2). In the case where it is determined that the automatic stop of the engine 30 is permitted or prohibited based on the determination result of the first embodiment. On the other hand, when the deceleration α with respect to the threshold value αth is less than a predetermined ratio, permission or prohibition of the automatic stop of the engine 30 may be determined based on the determination result of the second embodiment.

  -The second determination map (determination criterion L) is based on the driving situation in which the vehicle stop time becomes longer and the deceleration operation frequency with respect to the average vehicle speed in the driving situation in which the vehicle stop time is shorter, besides traffic jams and direction changes. It may be determined.

  The determination criterion L may be changed by a manual operation of the driver (user). For example, by shifting the determination reference L to the first region A1 side and expanding the second region A2 by a switch (idle stop switch) not shown, the frequency at which it is determined that the automatic stop of the engine 30 is prohibited is increased. Alternatively, the frequency at which it is determined that the automatic stop of the engine 30 is permitted is increased by shifting the determination reference L to the second region A2 side of the second determination map and widening the first region A1. In this way, idling stop control according to the user's preference is performed.

(Third embodiment)
By evaluating the determination result of the automatic stop of the engine 30 described above, the threshold value αth of the first determination map of FIG. 4 and the determination criterion L of the second determination map of FIGS. 11 to 13 may be learned (customized). . As a result, the idling stop control can be performed more appropriately in accordance with the driver's preference and the traveling state of the vehicle (region, etc.).

  In the flowchart for updating the determination condition for automatic stop of the engine 30 in FIG. 14, it is first determined in step S40 whether or not to update (learn) the determination condition. For example, when the learning mode and the normal mode are prepared so as to be selectable by a known switch operation provided on the vehicle, an affirmative determination is made when the learning mode is selected, and a negative determination is made when the normal mode is selected. To do. If a negative determination is made, this process ends.

  If an affirmative determination is made in step S40, it is determined in step S41 whether or not the vehicle has stopped. If an affirmative determination is made, in step S42, permission or prohibition of automatic stop of the engine 30 by idling stop control is determined. In subsequent step S43, the determination result in step S42 and the deceleration state (travel history) used for the determination are stored in the RAM. For example, as a deceleration state, the amount of change in vehicle speed immediately before stopping in the first embodiment, the number of brake operations, the brake ON ratio, the change in throttle opening, the number of stops with respect to the average vehicle speed at a predetermined pre-stop time in the second embodiment (or The number of brake operations, brake ON ratio), etc. are stored.

  In subsequent step S44, the elapsed time since the vehicle stopped is counted. On the other hand, if a negative determination is made in step S41, it is determined in step S45 whether or not the engine 30 has been restarted. If a negative determination is made, this process ends. If the determination is affirmative, it is determined in step S46 whether or not the determination of permission or prohibition of the automatic stop of the engine 30 in step S42 was appropriate.

  For example, if it is determined in step S42 that the automatic stop of the engine 30 is prohibited and the engine is not stopped, and the elapsed time (vehicle stop time) counted in step S44 is greater than or equal to a predetermined time, the automatic stop of the engine 30 is not performed. It is determined that it is necessary, and the determination criterion L for automatic stop of the engine 30 is changed. Similarly, when it is determined in step S42 that automatic stop of the engine 30 is permitted, if the elapsed time count in step S44 is less than a predetermined value, it is determined that the automatic stop of the engine 30 is not necessary, and the engine 30 The automatic stop judgment criterion L is changed. In these cases, the process proceeds to step S47, and the determination result of step S43 and the deceleration state (travel history) used for the determination are stored as learning data.

  When the elapsed time when it is determined that the automatic stop of the engine 30 is prohibited is less than a predetermined time, and when the elapsed time when it is determined that the automatic stop of the engine 30 is permitted is greater than or equal to the predetermined time, the automatic stop of the engine 30 is performed. It is determined that the determination result is not required to be changed, and this process is terminated.

  In the subsequent step S48, it is determined whether or not learning data of determination results for the deceleration state (travel history) has been stored a predetermined number of times or more. For example, it is determined whether similar learning data is stored three times. If a negative determination is made, this process ends. If the determination is affirmative, the determination reference L of the second determination map (or the threshold value αth of the first determination map) is changed.

  For example, in the first embodiment, the acquired deceleration rate α is −1.0 m / s ^ 2, the threshold value αth = −0.6 m / s ^ 2 or more on the negative side, and the engine 30 is automatically stopped. Assume that permission is determined. In this case, assuming that the determination criterion L is changed, when the learning data is stored three times, a determination is made to prohibit the automatic stop of the engine 30 for the same travel history acquired thereafter. Thus, the determination criterion L is changed. For example, in step S48, the threshold value αth = −0.6 m / s ^ 2 of the conventional first determination map is changed to a new threshold value αth = −1.0 m / s ^ 2.

  As described above, when the determination result of the actual automatic stop of the engine 30 is determined to be inappropriate based on the determination result of the automatic stop of the engine 30 and the actual length of the vehicle stop period In addition, the criterion for automatic stop of the engine 30 is changed. Thus, the engine 30 is automatically stopped by the idling stop control more appropriately in accordance with the driver's preference and the running state of the vehicle (congestion, direction change, etc.).

  Specifically, when the automatic stop of the engine 30 is permitted, if the actual stop time is short, there is a high possibility that the automatic stop of the engine 30 is unnecessary. On the other hand, when the automatic stop of the engine 30 is prohibited, if the actual stop time is long, there is a high possibility that the automatic stop of the engine 30 was necessary. Therefore, in these cases, by changing the determination criterion for the automatic stop of the engine 30, the automatic stop of the engine 30 by the idling stop control can be more appropriately performed according to the preference of the driver and the traveling state of the vehicle. Will be able to do.

  Note that the third embodiment may be modified as follows.

  The determination result of permission or prohibition of automatic stop of the engine 30 may be learned based on the amount of change in the throttle opening when the engine 30 is automatically restarted. For example, when the driver does not intend to stop traveling and the engine 30 is automatically stopped, the driver may suddenly rotate (operate) the accelerator in an attempt to restart the engine 30. In this case, there is a high possibility that the amount of change in the throttle opening becomes large. Thus, after the automatic stop of the engine 30 is permitted and the engine 30 is automatically stopped, if the amount of change in the throttle opening performed at the time of restart is greater than or equal to a predetermined value, the determination result of the automatic stop of the engine 30 is You may memorize | store as learning data not being appropriate.

  Specifically, when the automatic restart of the engine 30 is affirmed in step S45 of FIG. 14, the amount of change in the throttle opening at that time is acquired. In the subsequent step S46, the determination result of the automatic stop of the engine 30 is learned based on the amount of change in the throttle opening. That is, when the amount of change in the throttle opening is equal to or greater than a predetermined value (for example, 35 ° or greater), it is determined that the automatic stop determination of the engine 30 is not appropriate and is stored as learning data in step S47. Similarly, when it is determined that the automatic stop of the engine 30 is prohibited, if the amount of change in the throttle opening at the time of automatic restart is less than a predetermined value (for example, less than 20 °), the engine 30 that is originally required to be automatically Assuming that the stop has not been performed, the learning data is stored in step S47. In this case, the process of step S44 can be omitted.

  -When the automatic stop of the engine 30 is permitted, and when the driver performs an operation to cancel the automatic stop of the engine 30 while the engine 30 is stopped, the determination of permission to automatically stop the engine 30 is appropriate. However, it may be stored as learning data. Here, the release operation is, for example, pressing an idle stop switch that can prohibit the entire automatic stop function of the engine. In addition, when the automatic stop of the engine 30 is prohibited and the operation state of the engine 30 is continued, and the driver performs an operation for requesting the automatic stop of the engine 30, the determination of prohibiting the automatic stop of the engine 30 is made. May be stored as learning data.

(Fourth embodiment)
When the engine 30 is automatically restarted, there is an increase in fuel starting. Therefore, the predicted value of the fuel consumption when the engine 30 is automatically restarted, and (2) the prediction of the fuel consumption when the operation state is continued when it is determined that the automatic stop of the engine 30 is prohibited. The control with the higher fuel efficiency improvement effect may be selected by comparing with the value. For example, based on the first determination map of the correlation between the deceleration state immediately before stopping of the vehicle 10 shown in FIG. 4 and the predicted stop time of the vehicle, the stop time of the vehicle (predicted stop time) predicted from the deceleration state of the vehicle ).

  Then, (1) a predicted value of fuel consumption that takes into account the increased amount of fuel injection that accompanies automatic restart, and (2) a predicted value of fuel injection amount when the engine is driven for the estimated stoppage time are compared. The control method with a smaller fuel injection amount is implemented. Note that the calculated value of the fuel injection amount may be changed according to a temperature condition detected by a water temperature sensor (not shown). As described above, the engine control that takes into account the fuel consumption amount is implemented particularly when the remaining amount of fuel in the fuel tank is small, thereby producing an effect such as avoiding the occurrence of problems such as out of gas. For example, a fuel detection sensor (not shown) for detecting the remaining amount of fuel in the fuel tank is mounted, and the ECU 20 determines that the remaining amount of fuel is below a predetermined value based on the detection result by the fuel detection sensor. When this is done, permission or prohibition of the automatic stop of the engine 30 is determined based on the predicted value of the fuel consumption described above.

  According to the above, when it is determined that the automatic stop of the engine 30 is permitted, the predicted value of the fuel consumption consumed by the automatic restart after the engine 30 is stopped for a predetermined period and the automatic stop of the engine 30 are prohibited. When the determination is made, the fuel consumption of the engine 30 is improved by selecting a control with less fuel consumption by comparing the predicted value of the fuel consumption due to the operation state of the engine 30 being continued for a predetermined period. As shown, the engine 30 is automatically stopped more appropriately.

  In addition, when the remaining amount of fuel in the fuel tank is small, the stability of the operating state of the engine 30 is determined by determining whether the automatic stop of the engine 30 is permitted or prohibited using the prediction result by the fuel consumption prediction unit. It is possible to determine whether to permit or prohibit automatic stop of the engine 30 by idling stop control.

(Other embodiments)
A condition for permitting automatic stop of the engine 30 may be selected. For example, as shown in the modification example of the second determination map in FIG. 15, a plurality of determination criteria L1 to L3 are provided in the second determination map. Then, for example, within a predetermined time after the starter 33 is turned ON, the determination condition is selected by the driver performing a switch operation for determining the frequency of automatic stop of the engine 30. At this time, a specific mode (for example, a commuting route mode) may be assigned in advance to each of the determination criteria L1 to L3. Since the plurality of determination criteria L1 to L3 are provided so as to be selectable, the driver can perform engine control according to the application and purpose. In this case as well, the determination criteria L1 to L3 may be changed by evaluating the determination result of the automatic stop of the engine 30 by the ECU 20 based on the input operation of the driver.

  -It is good also as an idle stop system suitable for a user preference by adding a direction indicator switch sensor and switching predetermined waiting time (DELTA) TX in the ON / OFF state of a switch.

  The learning value storage means may be a RAM in which data is lost when the power is turned off, or an EEPROM that can be stored.

  In the above description, the vehicle speed may be a value calculated by moving average the current vehicle speed.

  ΔT: Pre-stop period, 10: vehicle, 30 ... engine.

Claims (10)

An idling stop control means for automatically stopping the engine (30) when a predetermined automatic stop condition is satisfied by stopping the vehicle (10) and then automatically restarting the engine when the predetermined restart condition is satisfied. In an engine control device for a vehicle comprising:
Traveling history acquisition means for acquiring a traveling state during traveling of the vehicle as a traveling history;
An automatic stop for determining whether to allow or prohibit the automatic stop of the engine by the idling stop control means when the vehicle is stopped and based on the travel history acquired during a predetermined first stop period that goes back from the stop A determination means;
When it is determined that the automatic stop of the engine is permitted, the engine is automatically stopped based on the establishment of the automatic stop condition, and when it is determined that the automatic stop of the engine is prohibited, the automatic stop condition is satisfied. And an engine control means for continuing the operating state of the engine. The travel history acquisition means acquires a deceleration state of the vehicle as the travel history,
The automatic stop determination means permits the automatic stop of the engine when it is predicted that the stop time of the vehicle this time will be a predetermined time or more based on a determination criterion based on the deceleration state acquired during the previous stop period. The engine control device for a vehicle according to claim 1, wherein it is determined that the automatic stop of the engine is prohibited when the stop time of the vehicle is predicted to be less than a predetermined time. The travel history acquisition means acquires a change speed of the vehicle speed as the deceleration state,
The automatic stop determination means determines that the automatic stop of the engine is permitted when the change speed of the vehicle speed in the pre-stop period is greater than or equal to a predetermined value, and when the change in the vehicle speed in the pre-stop period is less than a predetermined value The vehicle engine control apparatus according to claim 2, wherein it is determined that the automatic stop of the engine is prohibited. The travel history acquisition means acquires an average vehicle speed in the period before the stop as the travel history,
The determination criterion of the automatic stop determination means is a first region in which the stop time of the vehicle is predicted to be a predetermined time or more using the average vehicle speed and the deceleration state as an index, and the stop time of the vehicle is less than a predetermined value. The engine control apparatus for a vehicle according to any one of claims 2 to 3, wherein the engine control apparatus is set at a boundary with a second region that is predicted to be.   The automatic stop determination means determines that the automatic stop of the engine is permitted when the travel history is included in the first region, and the engine when the travel history is included in the second region. The engine control device for a vehicle according to claim 4, wherein it is determined that automatic stop of the vehicle is prohibited. Necessity of determining whether or not to change the determination criterion for the automatic stop of the engine based on the determination result of the automatic stop of the engine by the automatic stop determination means and the actual length of the vehicle stop period A determination means;
6. A determination criterion changing unit that changes the determination criterion when it is determined by the necessity determination unit that the determination criterion for automatic stop of the engine is changed. 6. The vehicle engine control device according to claim 1.   The necessity determination unit is allowed to automatically stop the engine, and when the actual stop time of the vehicle in a state where the engine is stopped is less than a threshold value, and the engine automatic stop is prohibited, The vehicle engine according to claim 6, wherein when the actual stoppage time of the vehicle in a state where the operation state of the engine is continued is equal to or greater than the threshold value, it is determined to change the determination criterion by the automatic stop determination unit. Control device. Fuel consumption when it is determined that the automatic stop of the engine is prohibited by the automatic stop determination means, and fuel consumption due to restart after the automatic stop of the engine when it is determined that automatic stop of the engine is permitted With fuel consumption prediction means to predict the amount,
The automatic stop determination means is configured when the predicted value of fuel consumption when prohibiting the automatic stop of the engine is smaller than the predicted value of fuel consumption at restart when the automatic stop of the engine is permitted. The vehicle engine control device according to claim 1, wherein automatic stop of the engine is prohibited. A remaining amount determining means for determining the remaining amount of fuel in the fuel tank;
The automatic stop determination unit determines whether to permit or prohibit the automatic stop of the engine based on a prediction result by the fuel consumption prediction unit when the remaining fuel determination unit determines that the fuel remaining amount is equal to or less than a predetermined value. The engine control device for a vehicle according to claim 8.   The engine control means, when the automatic stop determination means determines that the automatic stop of the engine is prohibited, and when the vehicle stop state continues for a predetermined time after the automatic stop condition is satisfied, The vehicle engine control device according to any one of claims 1 to 9, wherein the prohibition of the automatic stop is canceled.

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