JP2019163741A - vehicle - Google Patents

Abstract

To provide a vehicle capable of preventing repeat of stop and start of an internal combustion engine more than necessary, in the vehicle in which detection of a stepping-down operation of a brake pedal in a state that a shift position is set at a parking position, is included in restart conditions.SOLUTION: A vehicle V includes a TCU 24 acquiring a shift position, a brake switch 52 detecting a stepping-down operation of a brake pedal 51, and an ECU 8 for automatically stopping an engine 1 in establishment of stop conditions and automatically restarting the engine 1 in establishment of restart conditions. An ECU 8 determines necessity of execution of automatic restart of the engine 1 in a case when the stepping-down operation of the brake pedal 51 is detected in a state that the engine 1 is automatically stopped and the shift position is set at the parking position, determines an automatic restart execution timing as a timing of execution of the automatic restart, and automatically restarts the engine 1 at the automatic restart execution timing.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle. More specifically, the present invention relates to a vehicle including an automatic stop start device that automatically stops an internal combustion engine when a stop condition is satisfied and automatically restarts the internal combustion engine when a restart condition is satisfied.

  Many vehicles that travel using an internal combustion engine as a power generation source have a so-called idle stop function in order to suppress fuel consumption in the internal combustion engine. The idle stop function is a function that temporarily stops the internal combustion engine in response to the establishment of a predetermined automatic stop condition and then restarts the internal combustion engine in response to the establishment of a predetermined automatic restart condition. .

  Here, regarding the automatic restart condition, various conditions have been proposed so that the suppression of fuel consumption and the convenience of the driver are compatible. For example, in the invention described in Patent Document 1, the brake pedal is depressed while the shift lever is set to the parking position while the internal combustion engine is temporarily stopped in response to the establishment of the automatic stop condition. If an operation is detected, the driver may immediately perform an operation (for example, an operation for switching the position of the shift lever to the drive position or the reverse position, and an operation for depressing the accelerator pedal thereafter). The internal combustion engine is restarted when the brake pedal is depressed.

French Patent No. 3032164

  However, even when the brake pedal is depressed in the state where the shift lever is set to the parking position, the driver does not always perform an operation to resume running. On the other hand, in the invention of Patent Document 1, when the depression operation of the brake pedal is detected in a state where the shift lever is set to the parking position, the internal combustion engine is immediately restarted. And start-up is repeated more than necessary, and fuel consumption may be deteriorated.

  According to the present invention, the stop and start of the internal combustion engine are repeated more frequently than necessary in a vehicle including a restart condition that a brake pedal depression operation is detected while the shift position is the parking position. It aims at providing the vehicle which can prevent.

  (1) A vehicle according to the present invention (for example, a vehicle V described later) has a shift position acquisition unit (for example, a TCU 24 described later) for acquiring a shift position and a stepping operation of a brake pedal (for example, a brake pedal 51 described later). When the stop condition is satisfied, the internal combustion engine (for example, engine 1 described later) is automatically stopped, and when the restart condition is satisfied, the internal combustion engine is automatically operated. An automatic stop / start device (for example, ECU 8 to be described later) for restarting, and the automatic stop / start device performs an operation of depressing the brake pedal in a state where the internal combustion engine is automatically stopped and the shift position is a parking position. Is detected, it is determined whether it is necessary to perform automatic restart of the internal combustion engine (for example, a predicted start verification described later). 851), and when it is determined by the necessity determination unit that it is necessary to execute automatic restart, the automatic restart execution time that is the time for executing the automatic restart is determined and the automatic restart is performed. A restart execution unit (for example, a predicted start verification unit 851 and a stop start control unit 88 described later) that automatically restarts the internal combustion engine at an execution time is provided.

  (2) In this case, if it is determined by the necessity determination unit that the restart execution unit needs to perform automatic restart, the presence or absence of the driver's intention to start or the stepping operation is an erroneous operation. It is preferable to estimate whether or not there is an automatic restart execution time based on the estimation result.

  (3) In this case, the vehicle further includes a parking brake operation detection unit (for example, a parking brake switch 22 described later) that detects whether or not the parking brake is operated, and the restart execution unit operates the parking brake. It is preferable to change the automatic restart execution timing according to whether or not there is.

  (4) In this case, when the operation of the parking brake is detected, the restart execution unit preferably delays the restart execution time until the operation of the parking brake is not detected.

  (5) In this case, when the operation of the parking brake is not detected, the restart execution unit preferably sets the restart execution time immediately after the stepping operation is detected.

  (6) In this case, the vehicle further includes a brake depression degree acquisition unit (for example, a depression degree calculation unit 54 described later) that acquires a value of the depression degree of the brake pedal, and the restart execution unit It is preferable to change the automatic restart execution timing based on the value of the degree of depression of the pedal.

  (7) In this case, when the value of the depression degree is larger than a predetermined depression degree threshold, the restart execution unit sets the automatic restart execution timing immediately after the depression operation is detected, When the value of the depression degree is equal to or less than the depression degree threshold value, it is preferable that the automatic restart execution timing is delayed from immediately after the depression operation is detected or the internal combustion engine is not automatically restarted.

  (8) In this case, when the value of the depression degree becomes larger than the depression degree threshold value while the automatic restart execution time is delayed, the automatic restart execution time Is preferably changed immediately after the time when the stepping degree value becomes larger than the stepping degree threshold, and the internal combustion engine is automatically restarted immediately.

  (9) In this case, if the stepping operation is not detected while the automatic restart execution timing is delayed, the internal combustion engine does not detect the internal combustion engine even when the automatic restart execution timing is reached. It is preferable not to automatically restart the engine.

  (10) In this case, the stepping degree threshold value is determined when the internal combustion engine is automatically restarted immediately after the necessity determination unit determines that it is necessary to perform automatic restart and the stepping operation is detected. It is preferable to be determined by performing learning processing using the value of the degree of depression in

  (11) In this case, the vehicle further includes a brake depression speed acquisition unit (for example, a depression speed calculation unit 55 described later) that acquires a value of the depression speed of the brake pedal, and the restart execution unit includes the brake It is preferable to change the automatic restart execution time based on the value of the pedal depression speed.

  (12) In this case, when the value of the stepping speed is larger than a predetermined stepping speed threshold, the restart execution unit sets the automatic restart execution time immediately after the stepping operation is detected, When the value of the stepping speed is equal to or less than the stepping speed threshold, it is preferable that the automatic restart execution timing is delayed from immediately after the stepping operation is detected or the internal combustion engine is not automatically restarted.

  (13) In this case, when the value of the stepping speed becomes larger than the stepping speed threshold while the restart execution unit delays the automatic restart execution time, the automatic restart execution time Is changed immediately after the time when the value of the stepping speed becomes larger than the stepping speed threshold, and the internal combustion engine is automatically restarted immediately.

  (14) In this case, if the stepping operation is not detected while the automatic restart execution timing is delayed, the internal combustion engine does not detect the internal combustion engine even when the automatic restart execution timing is reached. It is preferable not to automatically restart the engine.

  (15) In this case, the stepping speed threshold value is determined when the internal combustion engine is automatically restarted immediately after it is determined that the necessity determination unit needs to perform automatic restart and the stepping operation is detected. It is preferable to be determined by performing a learning process using the value of the stepping speed at.

  (16) In this case, the vehicle further includes a seat belt mounting detection unit (for example, a seat belt switch 7 described later) that detects whether or not the seat belt is mounted, and the restart execution unit is configured to mount the seat belt. It is preferable to change the automatic restart execution timing according to whether or not there is.

  (17) In this case, it is preferable that the restart execution unit delays the automatic restart execution timing until the seat belt is detected when the seat belt is not detected.

  (18) In this case, it is preferable that the restart execution unit sets the automatic restart execution timing immediately after the stepping operation is detected when the seat belt is detected to be attached.

  (19) In this case, the vehicle is a time elapsed from when the brake pedal is released to when the brake pedal is depressed after the shift position is set to the parking position while the brake pedal is depressed. A brake off time acquisition unit (for example, a brake off time calculation unit 852 described later) that acquires the brake off time is further provided, and the restart execution unit changes the automatic restart execution timing based on the brake off time. It is preferable.

  (20) In this case, when the brake-off time is equal to or shorter than a predetermined determination time, the restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected or It is preferable not to automatically restart the internal combustion engine.

  (21) In this case, if the stepping operation is no longer detected while the automatic restart execution timing is delayed, the internal combustion engine may be reached even if the automatic restart execution timing is reached. Is preferably not automatically restarted.

  (22) In this case, the vehicle further includes a gradient acquisition unit (for example, a gradient calculation unit 42 described later) that acquires a value of a road surface gradient, and the restart execution unit has a predetermined gradient value. It is preferable that the automatic restart execution timing is changed based on the brake-off time only when it is equal to or greater than a threshold value.

  (23) In this case, the vehicle acquires a continuation time that is a time elapsed from when the shift position is set to the parking position until the stepping operation is detected (for example, It is preferable to further include a duration calculation unit 853) described later, and the restart execution unit changes the automatic restart execution timing based on the duration.

  (24) In this case, when the duration is longer than a predetermined first determination time, the restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected or It is preferable not to automatically restart the internal combustion engine.

  (25) In this case, when the duration is equal to or shorter than a predetermined second determination time, the restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected, or It is preferable not to automatically restart the internal combustion engine.

  (26) In this case, if the stepping operation is not detected while the automatic restart execution timing is delayed, the internal combustion engine does not detect the internal combustion engine even when the automatic restart execution timing is reached. It is preferable not to automatically restart the engine.

  (27) In this case, when the duration time is equal to or shorter than a second determination time shorter than the first determination time, the restart operation unit detects the stepping operation at the automatic restart execution time. It is preferable to set the automatic restart execution time immediately after the stepping operation is detected when the duration is longer than the second determination time and not longer than the first determination time. .

  (28) In this case, the vehicle further includes a preceding vehicle state acquisition unit (for example, a millimeter wave radar 43 described later) that acquires the state of the preceding vehicle, and the restart execution unit is based on the state of the preceding vehicle. It is preferable to change the automatic restart execution timing.

  (29) In this case, it is preferable that the restart execution unit delays the automatic restart execution timing until the preceding vehicle starts when the preceding vehicle is stopped.

  (30) In this case, when the preceding vehicle starts while the automatic restart execution time is delayed, the restart execution unit sets the automatic restart execution time immediately after the start. Is preferred.

  (1) The vehicle automatic stop and start device according to the present invention includes a necessity determination unit and a restart execution unit. The necessity determination unit determines that it is necessary to perform an automatic restart of the internal combustion engine when the depression operation of the brake pedal is detected while the internal combustion engine is automatically stopped and the shift position is the parking position. . The restart execution unit determines the automatic restart execution time when the necessity determination unit determines that it is necessary to execute the automatic restart, and at the determined automatic restart execution time, the internal combustion engine Is automatically restarted. Therefore, according to the present invention, even when the depression operation of the brake pedal is detected in a state where the internal combustion engine is automatically stopped and the shift position is the parking position, the internal combustion engine is not necessarily restarted immediately. The internal combustion engine is restarted at the automatic restart execution timing. Therefore, according to the present invention, it is possible to prevent the stop and start of the internal combustion engine from being repeated more frequently than necessary, thereby preventing deterioration of fuel consumption.

  (2) In the present invention, when it is determined by the necessity determination unit that the restart execution unit needs to execute automatic restart, the presence or absence of the driver's intention to start or the depression operation of the brake pedal is erroneously operated. Is determined, and the automatic restart execution timing is determined based on the estimation result, and the internal combustion engine is automatically restarted at the determined automatic restart execution timing. Therefore, according to the present invention, even when the depression operation of the brake pedal is detected when the internal combustion engine is automatically stopped and the shift position is the parking position, it is estimated that the driver does not intend to start. If it is estimated that the depression of the brake pedal is caused by an erroneous operation, the internal combustion engine is not restarted immediately but is restarted at the automatic restart execution timing. Therefore, according to the present invention, it is possible to prevent the stop and start of the internal combustion engine from being repeated more frequently than necessary, thereby preventing deterioration of fuel consumption.

  (3) When the parking brake is operating, the driver can immediately start an operation to resume running even if the brake pedal is depressed and the shift position is the parking position. The nature is considered low. Therefore, in the present invention, the restart execution unit changes the automatic restart execution timing according to whether or not the parking brake is operated. Therefore, according to the present invention, the presence or absence of the driver's intention to start or whether or not the brake pedal is depressed due to an erroneous operation is estimated based on whether or not the parking brake is operated, and the automatic restart execution timing is determined. As a result, useless restart of the internal combustion engine can be prevented.

  (4) In the present invention, when the operation of the parking brake is detected, the restart execution unit estimates that the driver has no intention to start or the stepping operation is an erroneous operation, and the restart execution time Is delayed until the operation of the parking brake is not detected, that is, until the parking brake is released. As a result, the internal combustion engine can be automatically restarted at an appropriate time so as to meet the request from the driver.

  (5) If the parking brake is not activated and the brake pedal is depressed while the shift position is at the parking position, the driver may immediately start an operation to resume running. It is considered high. Therefore, in the present invention, when the operation of the parking brake is not detected, the restart execution unit sets the restart execution time immediately after the stepping operation is detected. As a result, the internal combustion engine can be automatically restarted at an appropriate time so as to meet the request from the driver.

  (6) In the present invention, the restart execution unit changes the automatic restart execution timing based on the value of the degree of depression of the brake pedal. Therefore, according to the present invention, based on the value of the degree of depression of the brake pedal, it is possible to estimate whether or not the driver intends to start or whether or not the depression operation of the brake pedal is due to an erroneous operation. It is possible to determine the restart execution timing, thereby preventing unnecessary restart of the internal combustion engine.

  (7) In the present invention, when the value of the stepping degree is larger than the stepping degree threshold, the restart execution unit estimates that the driver has an intention to start or that the stepping operation is not caused by an erroneous operation, and The restart execution time is set immediately after the stepping operation is detected. In addition, when the value of the depression degree is equal to or less than the depression degree threshold, the restart execution unit estimates that the driver has no intention to start or that the depression operation is caused by an erroneous operation by the driver, and the automatic restarting unit The execution time is delayed from immediately after the stepping operation is detected, or the internal combustion engine is not automatically restarted. Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the depression operation of the brake pedal is due to an erroneous operation. Therefore, it is possible to determine the automatic restart execution time at an appropriate time, and thus the internal combustion engine. Can prevent unnecessary restart.

  (8) In the present invention, the restart execution unit prompts the driver when the value of the stepping degree becomes larger than the stepping degree threshold while the automatic restart execution timing is delayed immediately after the detection of the stepping operation. Estimates that there is a willingness to start or the stepping operation is not due to an erroneous operation, and the automatic restart execution timing is changed immediately after the timing when the degree of depression is increased, and the internal combustion engine is automatically restarted immediately. Therefore, according to the present invention, it is possible to appropriately estimate whether or not the driver intends to start or whether or not the depressing operation is due to an erroneous operation, and can determine the automatic restart execution time at an appropriate time, which leads to the waste of the internal combustion engine. Can be prevented.

  (9) In the present invention, when the stepping operation is not detected while the restart execution unit delays the automatic restart execution timing immediately after the detection of the stepping operation, the automatic restart execution determined in advance is performed. The internal combustion engine is not automatically restarted even when the time is reached. Thereby, useless restart of the internal combustion engine can be prevented.

  (10) The degree of depression of the brake pedal varies depending on the driver. Therefore, in the present invention, the stepping degree threshold value for determining whether or not the stepping operation is an erroneous operation is set to the internal combustion engine immediately after it is determined by the necessity determining unit that it is necessary to execute automatic restart and the stepping operation is detected. The value of the degree of depression when the engine is automatically restarted is acquired, and is determined by performing a learning process using the acquired value of the degree of depression. As a result, the automatic restart execution time can be determined at an appropriate time according to the characteristics of the driver, so that it is possible to prevent useless restart of the internal combustion engine.

  (11) In the present invention, the restart execution unit changes the automatic restart execution timing based on the value of the depression speed of the brake pedal. Therefore, according to the present invention, based on the value of the brake pedal depression speed, it is possible to estimate whether the driver intends to start or whether the brake pedal depression operation is due to an erroneous operation. It is possible to determine the restart execution timing, thereby preventing unnecessary restart of the internal combustion engine.

  (12) In the present invention, when the value of the stepping speed is larger than the stepping speed threshold, the restart execution unit estimates that the driver has an intention to start or that the stepping operation is not due to an erroneous operation, and the automatic restarting unit The start execution time is set immediately after the depression operation is detected. In addition, when the value of the stepping speed is equal to or lower than the stepping speed threshold, the restart execution unit estimates that the driver has no intention to start or the stepping operation is due to an erroneous operation, and determines the automatic restart execution time. Delay from immediately after the depression operation is detected or do not automatically restart the internal combustion engine. Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the stepping operation is due to an erroneous operation. Therefore, it is possible to determine the automatic restart execution time at an appropriate time, and thus the uselessness of the internal combustion engine. Restart can be prevented.

  (13) In the present invention, the restart execution unit prompts the driver when the value of the stepping speed becomes greater than the stepping speed threshold while delaying the automatic restart execution timing immediately after the detection of the stepping operation. Presumes that there is a willingness to start or that the stepping operation is not due to an erroneous operation, and the automatic restart execution timing is changed immediately after the timing when the stepping speed value increases, and the internal combustion engine is automatically restarted immediately. . Therefore, according to the present invention, it is possible to appropriately estimate whether or not the driver intends to start or whether or not the stepping operation is caused by an erroneous operation, and can determine the automatic restart execution time at an appropriate time, which leads to the waste of the internal combustion engine. Can be prevented.

  (14) In the present invention, when the stepping operation is not detected while the restart execution unit delays the automatic restart execution timing from immediately after the detection of the stepping operation, the automatic restart execution previously determined is performed. The internal combustion engine is not automatically restarted even when the time is reached. Thereby, useless restart of the internal combustion engine can be prevented.

  (15) The brake pedal depression speed varies depending on the driver. Therefore, in the present invention, it is determined that it is necessary to execute automatic restart by the necessity determination unit with respect to the depression speed threshold for estimating whether the driver intends to start or whether the depression operation is due to an erroneous operation. Then, immediately after the stepping operation is detected, the value of the stepping speed when the internal combustion engine is automatically restarted is acquired, and is determined by performing a learning process using the acquired stepping speed value. As a result, the automatic restart execution time can be determined at an appropriate time according to the characteristics of the driver, so that it is possible to prevent useless restart of the internal combustion engine.

  (16) When the seat belt is not attached, even if a brake pedal depression operation is detected in a state where the shift position is the parking position, the driver can immediately start an operation to resume traveling. The nature is considered low. Therefore, in the present invention, the restart execution unit changes the automatic restart execution timing according to whether or not the seat belt is attached. Therefore, according to the present invention, the presence or absence of the driver's intention to start or whether or not the depression operation of the brake pedal is due to an erroneous operation is determined based on whether or not the seat belt is attached, and the automatic restart execution time is determined. As a result, useless restart of the internal combustion engine can be prevented.

  (17) In the present invention, the restart execution unit estimates that the driver does not intend to start when the seat belt is not worn, or that the depression operation of the brake pedal is due to an erroneous operation. The automatic restart execution time is delayed until the seat belt is detected. As a result, the internal combustion engine can be automatically restarted at an appropriate time so as to meet the request from the driver.

  (18) When the seat belt is worn and the brake pedal is depressed in the state where the shift position is the parking position, the driver may immediately start an operation of resuming traveling. It is considered high. Therefore, in the present invention, when the seat belt is attached, the restart execution unit sets the restart execution timing immediately after the stepping operation is detected. As a result, the internal combustion engine can be automatically restarted at an appropriate time so as to meet the request from the driver.

  (19) When the shift position is set to the parking position, the parking lock meshes with the parking gear, and the drive shaft is locked. However, a slight gap exists between the parking lock and the parking gear. For this reason, for example, when the vehicle is parked on a slope road, the vehicle slightly moves by an amount corresponding to the gap even after the shift position is set to the parking position. For this reason, the driver sets the shift position to the parking position while depressing the brake pedal, and then depresses the brake pedal and then depresses the brake pedal again in response to a slight movement of the vehicle against the intention. There is a case. Therefore, in the present invention, assuming such a case, the restart execution unit acquires a brake off time that is a time elapsed from the release of the brake pedal being depressed until the brake pedal is depressed again, and this brake off time. The automatic restart execution time is changed based on Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the depression operation of the brake pedal is due to an erroneous operation, and the automatic restart execution time can be determined through the brake off time. A wasteful restart of the internal combustion engine can be prevented.

  (20) In the present invention, when the brake-off time is equal to or shorter than a predetermined determination time, the restart execution unit performs the depression of the brake pedal against the driver's intention as described above. The automatic restart execution timing is delayed from immediately after the depression operation is detected or the internal combustion engine is not automatically restarted. Thereby, useless restart of the internal combustion engine can be prevented.

  (21) In the present invention, when the depressing operation is not detected while the automatic restart execution timing is delayed, the depressing of the brake pedal is contrary to the driver's intention as described above. The internal combustion engine is not automatically restarted even when the previously set automatic restart execution timing is reached. Thereby, useless restart of the internal combustion engine can be prevented.

  (22) The phenomenon as described above occurs remarkably when the brake pedal is depressed when the vehicle is parked on a slope road. In the present invention, the restart execution unit changes the automatic restart execution timing based on the brake-off time as described above only when the road surface gradient value acquired by the gradient acquisition unit is equal to or greater than the gradient threshold value. . Thereby, useless restart of the internal combustion engine can be prevented in an appropriate situation.

  (23) It is considered that the duration, which is the time elapsed from when the shift position is set to the parking position until the stepping operation is detected, has a correlation with the driver's intention to stop. In the present invention, the restart execution unit changes the automatic restart execution time based on such duration. Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the brake pedal depressing operation is due to an erroneous operation and determine the automatic restart execution timing. It is possible to prevent unnecessary restart of the engine.

  (24) In the present invention, when the duration is longer than the first determination time, the restart execution unit estimates that the driver has no intention to start or that the stepping operation is due to an erroneous operation, and the automatic restart is performed. The start execution timing is delayed from immediately after the depression operation is detected, or the internal combustion engine is not automatically restarted. Therefore, according to the present invention, it is possible to appropriately estimate whether or not the driver intends to start or whether or not the stepping operation is due to an erroneous operation. Therefore, it is possible to determine the automatic restart execution timing at an appropriate timing, and thus the internal combustion engine. Unauthorized restart can be prevented.

  (25) In the present invention, when the duration is equal to or shorter than the second determination time, the restart execution unit estimates that the driver has no intention to start or the stepping operation is caused by an erroneous operation, and the automatic The restart execution timing is delayed from immediately after the depression operation is detected, or the internal combustion engine is not automatically restarted. Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the stepping operation is due to an erroneous operation. Therefore, it is possible to determine the automatic restart execution time at an appropriate time, and thus the wasteful internal combustion engine Restart can be prevented.

  (26) In the present invention, when the stepping operation is not detected while the restart execution unit delays the automatic restart execution time immediately after the detection of the stepping operation, the automatic restart execution determined in advance is performed. The internal combustion engine is not automatically restarted even when the time is reached. Thereby, useless restart of the internal combustion engine can be prevented.

  (27) In the present invention, when the duration is equal to or shorter than the second determination time, the restart execution unit estimates that the driver does not intend to start or the stepping operation is caused by an erroneous operation, and the automatic The restart execution time is delayed from immediately after the stepping operation is detected. In addition, when the duration is longer than the second determination time and less than or equal to the first determination time, the restart execution unit estimates that the driver has an intention to start or that the stepping operation is not caused by an erroneous operation. The start execution time is set immediately after this depression operation is detected. Therefore, according to the present invention, it is possible to estimate whether or not the driver intends to start or whether or not the depressing operation is due to an erroneous operation, and can determine the automatic restart execution time at an appropriate time. Start-up can be prevented.

  (28) The state of the preceding vehicle has a correlation with the intention of starting the own vehicle which is the succeeding vehicle. Therefore, in the present invention, the restart execution unit changes the automatic restart execution timing based on the state of the preceding vehicle. Therefore, according to the present invention, it is possible to estimate the presence or absence of the driver's intention to start or whether or not the depression operation of the brake pedal is due to an erroneous operation and determine the automatic restart execution time through the state of the preceding vehicle. In addition, useless restart of the internal combustion engine can be prevented.

  (29) In the present invention, when the preceding vehicle is in a stopped state, the restart execution unit estimates that the driver has no intention to start or that the stepping operation is caused by an erroneous operation, and the automatic restart is performed. The execution time is delayed until the preceding vehicle starts. Therefore, according to the present invention, the presence or absence of the driver's intention to start or whether or not the stepping operation is due to an erroneous operation can be estimated and the automatic restart execution timing can be determined through the state of the preceding vehicle. Can prevent unnecessary restart.

  (30) In the present invention, when the preceding vehicle starts while the automatic restart execution timing is delayed from immediately after the stepping operation is detected, the automatic restart execution timing is set. Set immediately after. Therefore, according to the present invention, it is possible to estimate the presence or absence of the driver's intention to start or whether or not the stepping operation is due to an erroneous operation, and to determine the automatic restart execution timing, thereby preventing unnecessary restart of the internal combustion engine. Can do.

It is a figure showing composition of vehicles concerning one embodiment of the present invention. It is a functional block diagram which shows the structure of the part which concerns on realization of automatic stop start control among the functions implement | achieved in ECU. It is a functional block diagram of an automatic restart determination part. It is a flowchart which shows the specific procedure which determines the value of the flag F2 in a prediction starting verification part. It is a flowchart which shows the specific procedure of the verification process based on a parking brake. It is a flowchart which shows the specific procedure of the verification process based on the depression degree of a brake pedal. It is a flowchart which shows the specific procedure of the verification process based on the depression speed of a brake pedal. It is a time chart which shows the specific example of the verification process of FIG. It is a time chart which shows the specific example of the verification process of FIG. It is a flowchart which shows the specific procedure of the verification process based on the wearing state of a seatbelt. It is a flowchart which shows the specific procedure of the verification process based on brake-off time. It is a figure for demonstrating the condition assumed in the verification process of FIG. It is a flowchart which shows the specific procedure of the verification process based on parking continuation time. It is a time chart which shows the specific example of the verification process based on parking continuation time. It is a time chart which shows the specific example of the verification process based on parking continuation time. It is a flowchart which shows the specific procedure of the verification process based on the state of a preceding vehicle. It is a flowchart which shows the procedure which determines the value of the flag F3 in an automatic stop determination part. It is a time chart which shows the specific example at the time of making an engine restart automatically based on the process of FIG. It is a time chart which shows the specific example at the time of making an engine restart automatically based on the process of FIG. It is a time chart which shows the specific example at the time of making an engine restart automatically based on the process of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram illustrating a configuration of a vehicle V according to the present embodiment.

  The vehicle V is generated in the engine 1 in a mode determined based on an internal combustion engine 1 (hereinafter referred to as “engine 1”) that generates driving force for traveling and an operation of the shift operation unit 21 by the driver. An adaptive cruise control system 4 (hereinafter referred to as “automatic transmission system 2”) that performs an inter-vehicle distance control and a constant speed traveling control between an automatic transmission system 2 that transmits driving force to driving wheels (not shown), a battery unit 3 including a battery 31, and a preceding vehicle An abbreviation "ACC4"), a braking system 5 that performs braking control according to the operation of the brake pedal 51 by the driver, an air conditioning system 6 that controls the temperature in the passenger compartment, and a seat provided in the driver's seat A seat belt switch 7 for detecting the presence / absence of a belt and an electronic control unit 8 for controlling the engine 1 (hereinafter abbreviated as “ECU 8”). , Comprising a.

  The engine 1 includes an alternator 11 (hereinafter, abbreviated as “ACG11”) that generates electric power using the power, a starter 12 that starts the engine 1 using electric power supplied from a battery 31, and cooling thereof. A cooling water temperature sensor 13 for detecting the temperature of the water is provided. The coolant temperature sensor 13 transmits a coolant temperature signal corresponding to the detected value to the ECU 8.

  The automatic transmission system 2 includes a shift operation unit 21 that can be operated by a driver when performing a shift operation, a parking brake switch 22 that can be operated by a driver when operating or releasing a parking brake (not shown), and an engine 1. An automatic transmission 23 that shifts and transmits the driving force generated in the transmission wheel to the drive wheels, and a transmission control unit 24 that controls the automatic transmission 23 based on shift position information that is the position of the shift operation unit 21 (hereinafter referred to as “TCU”). Is used).

  The driver operates the shift operation unit 21 to change the shift position into a drive position for moving the vehicle V forward, a neutral position for disconnecting the mechanical connection between the engine 1 and the drive wheels, Switching between a parking position for locking the drive wheel by engaging a parking pole with a parking gear fixed to the axle (so-called parking lock), and a reverse position for moving the vehicle V backward, at least four. Can do. The shift operation unit 21 transmits information regarding the shift position set by the driver to the TCU 24.

  When the parking brake switch 22 is turned on by the driver, a parking brake system (not shown) drives the brake caliper and regulates the rotation of the wheels of the vehicle V by the frictional force. When the parking brake switch 22 is turned off by the driver, the parking brake system releases the restriction on the wheel rotation by the brake caliper. The parking brake switch 22 transmits a parking brake signal indicating whether or not the parking brake is activated to the ECU 8 according to an operation by the driver.

  Based on the information regarding the shift position transmitted from the shift operation unit 21, the TCU 24 controls the automatic transmission 23 so that a function corresponding to the selected shift position is realized. Further, the TCU 24 transmits information regarding the temperature of the automatic transmission oil and information regarding the shift position realized by the automatic transmission 23 to the ECU 8.

  The battery unit 3 includes a battery 31 that stores electric power, and a battery control unit 32 that detects the state of the battery 31. The battery control unit 32 detects a value of a parameter having a correlation with the charge amount of the battery 31, such as a current flowing through the battery 31, a terminal voltage, and a temperature, and calculates the charge amount of the battery 31 using the detected value. The battery control unit 32 transmits the calculated charge amount and temperature of the battery 31 to the ECU 8.

  The ACC 4 includes a vehicle speed sensor 41 that detects the speed of the vehicle (hereinafter referred to as “vehicle speed”), a gradient calculation unit 42 that calculates a value of a road surface gradient, a millimeter wave radar 43 that acquires the state of a preceding vehicle, And an electronic control unit 45 that performs inter-vehicle distance control and constant speed running control using information obtained by the vehicle speed sensor 41, the gradient calculating unit 42, the millimeter wave radar 43, and the like.

  For example, the gradient calculation unit 42 calculates the value of the gradient of the road surface on which the vehicle V is traveling or parked based on the value of acceleration obtained by using an acceleration sensor (not shown). The electronic control unit 45 performs inter-vehicle distance control and constant speed traveling control as described above, and obtains the vehicle speed obtained by the vehicle speed sensor 41, the value of the gradient obtained by the gradient calculation unit 42, and the millimeter wave radar 43. Information such as the state of the preceding vehicle is sent to the ECU 8.

  The braking system 5 connects a brake pedal 51 that a driver performs a depression operation when braking the vehicle V, a brake switch 52 that detects the depression operation of the brake pedal 51, a brake pedal 51, and a brake caliper (not shown). A brake booster 53 provided in the hydraulic circuit 57, a depression degree calculation unit 54 that calculates a value of a depression degree of the brake pedal 51, and a depression speed calculation unit 55 that calculates a depression speed value of the brake pedal 51 And a negative pressure sensor 56 for detecting the negative pressure of the brake booster 53.

  The brake switch 52 detects the depression operation of the brake pedal 51 and transmits a brake SW signal corresponding to the depression operation to the ECU 8. More specifically, the brake switch 52 generates a brake SW signal that is turned on when the brake pedal 51 is depressed by the driver and is turned off when the depression is released, and this is sent to the ECU 8. Send.

  The brake booster 53 uses the negative pressure generated in the intake system of the operating engine 1 to increase the stepping force acting on the brake pedal 51 and transmit it to the brake caliper to brake the vehicle V. The negative pressure sensor 56 detects the negative pressure in the diaphragm of the brake booster 53 and transmits a negative pressure signal corresponding to the detected value to the ECU 8.

  The brake depression degree calculation unit 54 calculates the value of the depression degree of the brake pedal 51 based on the detection value of the hydraulic pressure sensor 58 provided in the hydraulic pressure circuit 57, and sends information on the calculated depression degree value to the ECU 8. Send. More specifically, the degree of depression of the brake pedal 51 refers to the depression amount and depression force of the brake pedal 51.

  The brake depression speed calculation unit 54 calculates the value of the depression speed of the brake pedal 51 based on the detection value of the hydraulic pressure sensor 58, and transmits information regarding the calculated depression speed value to the ECU 8. Here, the stepping speed of the brake pedal 51 is more specifically the speed of change in the amount of depression and the stepping force of the brake pedal 51.

  The air conditioning system 6 controls the temperature in the vehicle interior by driving an air conditioner (not shown) by using electric power supplied from the battery 31 or the like. The air conditioning system 6 transmits information on the usage status of the air conditioner, for example, information on the power consumption of the air conditioner, to the ECU 8.

  The seat belt switch 7 detects whether or not a seat belt provided in the driver's seat is attached, and transmits a seat belt signal that is turned ON / OFF depending on whether or not the seat belt is attached to the ECU 8.

  The ECU 8 is an I / O interface for A / D converting sensor detection signals, a RAM or ROM for storing various control programs and data, a CPU for executing various arithmetic processes in accordance with the programs, and a result of arithmetic processing by the CPU. And a drive circuit for driving the engine 1, the ACG 11, the starter 12, and the like.

  Next, a specific procedure of the automatic stop / start control of the engine 1 by the ECU 8 will be described with reference to FIGS. Here, the automatic stop / start control means that the engine 1 is initially automatically stopped when a predetermined initial stop condition is satisfied while the engine 1 is operating, and then the engine 1 is automatically restarted when a predetermined restart condition is satisfied. Then, when the predetermined re-stop condition is satisfied, the engine 1 is automatically restarted.

  In the following, one cycle is defined as a stop cycle from when the traveling vehicle V stops until the vehicle V starts again. Further, hereinafter, stopping the engine 1 by the automatic stop start control in the ECU 8 for the first time during this stop cycle is referred to as initial automatic stop. In addition, during the stop cycle, starting the engine 1 stopped by the automatic stop control in the ECU 8 after the engine 1 is initially automatically stopped is referred to as automatic restart. Further, during this stop cycle, after the engine 1 is initially automatically stopped, stopping the engine 1 started by the automatic stop control in the ECU 8 is referred to as automatic re-stop. Therefore, during this stop cycle, under the automatic stop start control in the ECU 8, the engine 1 repeats initial automatic stop → automatic restart → automatic restart → automatic restart → automatic restart….

  FIG. 2 is a functional block diagram showing a configuration of a part related to the realization of the automatic stop / start control among the functions realized in the ECU 8. The ECU 8 includes an initial automatic stop determination unit 81 that determines whether an initial stop condition is satisfied, an automatic restart determination unit 82 that determines whether a restart condition is satisfied, and whether the restart condition is satisfied. The automatic restart determination unit 86 for determining whether or not, an automatic stop prohibition determination unit 87 for determining whether or not a predetermined automatic stop prohibition condition is satisfied, and the determination results in these determination units 81, 82, 86, 87 And a stop / start control unit 88 that automatically starts and stops the engine 1 based on it.

  The initial automatic stop determination unit 81 determines whether an initial stop condition described later is satisfied, and changes the flag F1 from “0” to “1” when the initial stop condition is satisfied. This flag F1 is a flag that clearly indicates the determination result in the initial automatic stop determination unit 81, and is “0” when the initial stop condition is not satisfied, and “1” when the initial stop condition is satisfied. Become. The flag F1 is reset to “0” when the stop cycle ends, that is, when the vehicle V starts.

  While the flag F1 is “1” or the flag F3 described later is “1”, in other words, during the stop cycle, the automatic restart determination unit 82 is in the initial automatic stop state or the engine While 1 is automatically restarted, it is determined whether or not the restart condition is satisfied. If the restart condition is satisfied, the flag F2 is changed from “0” to “1”. This flag F2 is a flag that clearly indicates the determination result in the automatic restart determination unit 82, and is “0” when the restart condition is not satisfied, and “1” when the restart condition is satisfied. Become. The flag F2 is reset to “0” when the stop cycle ends or when the engine 1 is automatically restarted based on a determination result in an automatic restart determination unit 86 described later.

  The automatic restart determination unit 86 determines whether the restart condition is satisfied while the flag F2 is “1”, that is, while the engine 1 is automatically restarted during the stop cycle. When this re-stop condition is satisfied, the flag F3 is changed from “0” to “1”. The flag F3 is a flag that clearly indicates the determination result in the automatic restart determination unit 86, and is “0” when the restart condition is not satisfied, and “1” when the restart condition is satisfied. Become. The flag F3 is reset to “0” when the stop cycle ends or when the engine 1 is automatically restarted based on the determination result in the automatic restart determination unit 82.

  The automatic stop prohibition determination unit 87 determines whether or not the automatic stop prohibition condition is satisfied, and switches the automatic stop prohibition flag Fng between “0” and “1” according to the determination result. More specifically, if the automatic stop prohibition determination unit 87 determines that the automatic stop prohibition condition is not satisfied, the automatic stop prohibition determination unit 87 permits the initial automatic stop and automatic restart of the engine 1 by the stop start control unit 88. The automatic stop prohibition flag Fng is set to “0”. If the automatic stop prohibition determination unit 87 determines that the automatic stop prohibition condition is satisfied, the automatic stop prohibition determination unit 87 sets the automatic stop prohibition flag Fng to prohibit the initial automatic stop and automatic restart of the engine 1 by the stop start control unit 88. Change from “0” to “1”.

  Here, specific contents of the automatic stop prohibition condition defined in the automatic stop prohibition determination unit 87 will be described. For example, when the charge amount of the battery 31 is small, the power consumption of the air conditioner is large, the temperature of the cooling water of the engine 1, the temperature of the automatic transmission oil, and the temperature of the battery 31 are excessively low, and the brake booster 53 If the negative pressure is not sufficient, it may not be preferable to automatically stop the engine 1 in order to ensure the functions of these devices. Therefore, the automatic stop prohibition determination unit 87 is information regarding the charge amount of the battery 31, the power consumption of the air conditioner, the temperature of the cooling water of the engine 1, the temperature of the automatic transmission oil, the temperature of the battery 31, and the negative pressure of the brake booster 53. And whether or not the automatic restart prohibition condition is satisfied is determined based on at least one of the acquired pieces of information. More specifically, the automatic stop prohibition determination unit 87 determines that the charge amount of the battery 31 is equal to or less than a predetermined value, that the power consumption of the air conditioner is greater than the predetermined value, and that the cooling water temperature of the engine 1 is equal to or less than the predetermined value. The temperature of the automatic transmission oil is lower than a predetermined value, the temperature of the battery 31 is lower than the predetermined value, and the negative pressure of the brake booster 53 is lower than the predetermined value. When the condition is satisfied, it is determined that the automatic stop prohibition condition is satisfied, and the automatic stop prohibition flag Fng is changed from “0” to “1”.

  Further, as described above, during one stop cycle, the engine 1 can repeat the automatic restart and the automatic restart multiple times. However, if automatic restart and automatic restart are repeated a plurality of times, the merchantability may deteriorate. Therefore, the automatic stop prohibition determination unit 87 counts the number of automatic stops that is the number of times that the engine 1 is automatically restarted during one stop cycle, and the number of automatic stops is a predetermined limit number (for example, once). Is exceeded, it is determined that the automatic stop prohibition condition is satisfied, and the automatic stop prohibition flag Fng is changed from “0” to “1” in order to prohibit subsequent automatic restart of the engine 1.

  The stop / start control unit 88 is a value of flags F1, F2, F3, and Fng indicating determination results in the initial automatic stop determination unit 81, the automatic restart determination unit 82, the automatic restart determination unit 86, and the automatic stop prohibition determination unit 87. Based on the above, the engine 1 is automatically stopped or automatically started.

  More specifically, when the flag F1 is changed from “0” to “1” in a state where the automatic stop prohibition flag Fng is “0”, the stop / start control unit 88 responds accordingly to the engine 1. By immediately stopping the fuel injection at, the engine 1 is immediately immediately automatically stopped. Further, when the automatic stop prohibition flag Fng is “1”, the stop / start control unit 88 does not cause the engine 1 to be initially automatically stopped even when the flag F1 is changed from “0” to “1”.

  When the automatic prohibition flag Fng is “0” and the flag F3 is changed from “0” to “1”, the stop / start control unit 88 stops the fuel injection in the engine 1 accordingly. Thus, the engine 1 is immediately automatically stopped again. Further, when the automatic stop prohibition flag Fng is “1”, the stop / start control unit 88 does not automatically restart the engine 1 even when the flag F3 is changed from “0” to “1”.

  When the flag F2 is changed from “0” to “1”, the stop / start control unit 88 immediately starts the engine 1 by driving the starter 12 and starting fuel injection in the engine 1 accordingly. Let it restart automatically.

  As described above, the stop / start control unit 88 automatically stops or starts the engine 1 at the timing when the flags F1, F2, and F3 are changed from “0” to “1”. Therefore, the initial automatic stop execution time, which is the time when the engine 1 is initially automatically stopped, is substantially equal to the time when the flag F1 is changed from “0” to “1” by the initial automatic stop determination unit 81. The automatic restart execution time, which is the time when the engine 1 is automatically restarted, is substantially equal to the time when the flag F3 is changed from “0” to “1” by the automatic restart determination unit 86. The automatic restart execution time, which is the time for automatically restarting the engine 1, is substantially equal to the time when the flag F2 is changed from "0" to "1" by the automatic restart determination unit 82.

  Next, determination procedures in the initial automatic stop determination unit 81, the automatic restart determination unit 82, and the automatic restart determination unit 86 will be specifically described.

The initial automatic stop determination unit 81 operates when the flag F1 is “0”. More specifically, the initial automatic stop determination unit 81 satisfies the initial stop condition when all of the following conditions (a) to (c) are satisfied while the flag F1 is “0”. The flag F1 is changed from “0” to “1” in order to stop the engine 1 automatically. The initial automatic stop determination unit 81 determines that the initial stop condition is not satisfied when any of the following conditions (a) to (c) is not satisfied, and maintains the flag F1 at “0”. To do.
(A) The vehicle speed is equal to or less than a start speed set slightly higher than zero.
(B) The opening degree of the accelerator pedal is almost zero.
(C) The depression operation of the brake pedal is detected.

FIG. 3 is a functional block diagram of the automatic restart determination unit 82.
The automatic restart determination unit 82 operates while the flag F1 is “1” or when the flag F3 is “1”. The automatic restart determination unit 82 includes a normal start determination unit 83, a predicted start determination unit 84, a predicted start verification unit 851, a brake off time calculation unit 852, and a duration calculation unit 853, and includes flags F1, While any of F2 is “1”, it is determined whether or not the restart condition is satisfied by using them, and the value of the flag F2 is set to “0” or “1” according to the determination result. Switch with.

  As will be described below, the restart conditions defined in the automatic restart determination unit 82 are divided into normal start determination conditions and predicted start determination conditions. The normal start determination condition is a condition that is satisfied when a predetermined first preliminary operation for starting the vehicle V is performed by the driver, and the predicted start determination condition is for starting the vehicle V by the driver. This is a condition that is satisfied when a predetermined second preliminary operation is performed.

  Here, the first preliminary operation refers to, for example, an operation in which the driver releases the depression of the brake pedal 51 in a state where the shift position is set to the drive position or the reverse position. The second preliminary operation refers to, for example, an operation in which the driver depresses the brake pedal 51 in a state where the shift position is set to the parking position. The first preliminary operation and the second preliminary operation are both preliminary operations performed when the driver has a possibility of starting the vehicle V, but the first preliminary operation is more than the second preliminary operation. Thereafter, the vehicle V is likely to start.

  That is, when the normal start determination condition is satisfied, the driver is highly likely to perform an operation of starting the vehicle V after that, so it can be said that it is preferable to immediately restart the engine 1 immediately. On the other hand, when the predicted start determination condition is satisfied, the driver may subsequently perform an operation of starting the vehicle V, but the second preliminary operation may be caused by an erroneous operation of the driver. Therefore, it can be said that it is preferable to automatically restart the engine 1 after verifying again whether or not the driver starts the vehicle V. Therefore, in the automatic restart determination unit 82, the normal start determination unit 83 changes the value of the flag F2 based on the success or failure of the normal start determination condition, and the predicted start determination unit 84, the predicted start verification unit 851, and the brake off time calculation unit 852. The duration calculation unit 853 changes the value of the flag F2 based on the success or failure of the predicted start determination condition.

  The normal start determination unit 83 determines whether or not the normal start determination condition is satisfied, and switches the value of the flag F2 between “0” and “1” according to the determination result. More specifically, the normal start determination unit 83 detects the first preliminary operation, that is, when the engine 1 is automatically stopped, the shift position is the drive position or the reverse position, and the brake pedal 51 is depressed. When it is detected that is released, it is determined that the normal start determination condition is satisfied, and the value of the flag F2 is changed from “0” to “1”. Further, in response to the change of the value of the flag F2 from “0” to “1”, the stop / start control unit 88 immediately restarts the engine 1 automatically. In addition, the normal start determination unit 83 does not detect the first preliminary operation, that is, when the shift position is not the drive position or the reverse position, or when the shift position is the drive position or the reverse position, the depression operation of the brake pedal 51 is performed. Is detected, the value of the flag F2 is maintained at “0”.

  The predicted start determination unit 84 determines whether or not a predicted start determination condition is satisfied. More specifically, when the second preliminary operation is detected, the predicted start determination unit 84 detects that the shift position is the parking position and the brake pedal 51 is depressed when the engine 1 is automatically stopped. In this case, it is determined that the predicted start determination condition is satisfied and the engine 1 needs to be automatically restarted. Further, when the second preliminary operation cannot be detected, that is, when the shift position is not the parking position, the predicted start determination unit 84 does not detect the depression operation of the brake pedal 51 even if the shift position is the parking position. For example, it is not determined that the predicted start determination condition is satisfied. The predicted start determination unit 84 determines whether or not the predicted start determination condition is satisfied as described above, and transmits the determination result to the predicted start verification unit 851.

  The predicted start verification unit 851 determines whether or not the driver intends to start when the predicted start determination condition is satisfied by the predicted start determination unit 84 due to the second preliminary operation being performed by the driver. 2 It is verified (estimated) whether the preliminary operation is caused by an erroneous operation of the driver. Further, the predicted start verification unit 851 advances or delays the timing for changing the value of the flag F2 from “0” to “1”, that is, the automatic restart execution timing of the engine 1 according to the verification result.

  The brake-off time calculation unit 852 is a brake-off time that is a time elapsed from when the brake pedal 51 is released to when it is depressed again after the shift position is set to the parking position while the brake pedal 51 is depressed. And the calculated time is transmitted to the predicted start verification unit 851. If the brake pedal 51 is depressed with the shift position set to the parking position as described above, the predicted start determination unit 84 determines that the predicted start determination condition is satisfied. It is substantially equal to the time taken from the release of step 51 to the determination that the predicted start determination condition is satisfied.

  The duration calculation unit 853 until the depression operation of the brake pedal 51 that is triggered when the predicted start determination unit 84 determines that the predicted start determination condition is satisfied after the shift position is set to the parking position is detected. The parking continuation time, which is the time elapsed between the two, is calculated, and the calculated time is transmitted to the predicted start verification unit 851. That is, the parking duration time is substantially equal to the time taken from the time when the parking position is set until the predicted start determination condition is satisfied.

  FIG. 4 is a flowchart showing a specific procedure for determining the value of the flag F2 in the predicted start verification unit 851. The process shown in FIG. 4 is repeatedly executed in the predicted start verification unit 851 under a predetermined control cycle.

  As shown in FIG. 4, the predicted start verification unit 851 has a plurality of (seven in the example of FIG. 4) viewpoints as to whether or not the detected second preliminary operation is caused by an erroneous operation of the driver. Verify with More specifically, the predicted start verification unit 851 performs verification processing based on the parking brake operating state (see S2), verification processing based on the degree of depression of the brake pedal 51 (see S3), and the depression speed of the brake pedal 51. A verification process based on (see S4), a verification process based on the seat belt wearing state (see S5), a verification process based on the brake off time (see S6), and a verification process based on the parking duration (see S7). After executing the verification process based on the seven aspects of the preceding vehicle state (see S8), the flag F2 is changed from “0” to “1” at a timing determined based on these verification results. The engine 1 is automatically restarted.

  First, in S1, the predicted start verification unit 851 determines whether or not the predicted start determination unit 84 determines that the predicted start determination condition is satisfied. When the determination result of S1 is YES, that is, when the shift position is the parking position and the depression operation of the brake pedal 51 is detected, the predicted start verification unit 851 performs verification processing based on the operating state of the parking brake. (See S2), a verification process based on the degree of depression of the brake pedal 51 (see S3), a verification process based on the depression speed of the brake pedal 51 (see S4), and a verification process based on the seat belt wearing state (see S5) ), A verification process based on the brake off time (see S6), a verification process based on the parking continuation time (see S7), and a verification process based on the state of the preceding vehicle (see S8). In these verification processes in S2 to S8, the values of seven automatic restart permission flags Fa, Fb, Fc, Fd, Fe, Ff, and Fg are set as will be described later with reference to FIGS. . These flags Fa to Fg are flags indicating a verification result of whether or not the driver intends to start or whether or not the depression operation of the brake pedal 51 is due to an erroneous operation based on each viewpoint, and the verification process was performed. As a result, “1” is set when automatic restart of the engine 1 is permitted, and “0” when automatic restart of the engine 1 is not permitted.

  When the determination result in S1 is NO, the predicted start verification unit 851 sets all the above seven flags Fa to Fg and delay flags Fb_d, Fc_d, Fe_d, and Ff_d defined in the verification process described later to “0”. After resetting to "" (see S9), the processing in FIG.

  In S10, the predicted start verification unit 851 determines whether or not the engine 1 may be automatically restarted based on the seven automatic restart permission flags Fa to Fg. If it is determined that the engine 1 may be automatically restarted, the predicted start verification unit 851 changes the flag F2 from “0” to “1” (see S11), and then ends the process of FIG. If the predicted start verification unit 851 determines that the engine 1 may not be automatically restarted, the predicted start verification unit 851 ends the process of FIG. 4 while maintaining the flag F2 at “0”. The specific procedure of determination in S10 will be described in detail after the specific procedure of the verification process in S2 to S8 is described.

  Below, the specific procedure of each verification process is demonstrated, referring FIGS.

  FIG. 5 is a flowchart showing a specific procedure of the verification process based on the parking brake.

  In S21, the predicted start verification unit 851 determines whether or not the operation of the parking brake is detected. When the determination result in S21 is YES, that is, when the operation of the parking brake is currently detected, the predicted start verification unit 851 determines that the detected second preliminary operation is based on an erroneous operation of the driver. Then, it is determined that the driver does not intend to immediately start the vehicle V, and the process returns to S3 in FIG. 4 while maintaining the automatic restart permission flag Fa at “0”.

  When the determination result in S21 is NO, that is, when the operation of the parking brake is not currently detected, the predicted start verification unit 851 permits automatic restart to permit execution of automatic restart of the engine 1. The flag Fa is changed from “0” to “1” (see S22), and the process returns to S3 in FIG.

  As described above, in the verification process of FIG. 5, when the operation of the parking brake is not detected when the predicted start determination condition is satisfied, the automatic restart permission flag Fa is immediately changed from “0” to “1”. Is done. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. Further, when the operation of the parking brake is detected when the predicted start determination condition is satisfied, the automatic restart execution timing is until the determination result of S21 is NO, that is, until the operation of the parking brake is not detected. Delayed. That is, in this case, the automatic restart execution timing is substantially equal to the timing when the parking brake is released.

  FIG. 6 is a flowchart showing a specific procedure of the verification process based on the degree of depression of the brake pedal 51.

  In S31, the predicted start verification unit 851 acquires the value of the degree of depression of the brake pedal 51, and determines whether the value of the degree of depression is greater than a predetermined depression degree threshold. When the determination result of S31 is YES, that is, when it is determined that the brake pedal 51 is depressed (or deeper) by the driver, the predicted start verification unit 851 performs the automatic restart of the engine 1. Is changed from “0” to “1” (see S32), and the process returns to S4 in FIG.

  When the determination result in S31 is NO, that is, when it is determined that the brake pedal 51 is not depressed so strongly (or deeply) by the driver, the predicted start verification unit 851 sets a delay flag Fb_d described later. It is determined whether or not “1” (see S33). This delay flag Fb_d is executing a delay process, which will be described later, for delaying the automatic restart execution timing of the engine 1 from the timing at which the depression operation of the brake pedal that triggers the automatic restart determination condition is detected. It is a flag that clearly indicates that.

  When the determination result in S33 is NO, the predicted start verification unit 851 starts counting up the delay timer to start execution of the delay process (see S34), and further sets the delay flag Fb_d from “0” to “1”. (See S35), and the process returns to S4 in FIG.

  If the determination result in S33 is YES, that is, if the delay process is currently being executed, the predicted start verification unit 851 determines whether the delay timer value Tb is greater than a predetermined threshold (for example, about 1 second). It is determined whether or not (see S36). If the determination result in S36 is YES, that is, if the time corresponding to the threshold value has elapsed since the start of the delay timer count-up, the predicted start verification unit 851 permits execution of automatic restart of the engine 1. Therefore, the process proceeds to S32, the automatic restart permission flag Fb is changed from “0” to “1”, and the process returns to S4 in FIG. If the determination result in S36 is NO, the process returns to S4 in FIG. 4 while maintaining the automatic restart permission flag Fb at “0”.

  As described above, in the verification process of FIG. 6, when the brake pedal 51 is stepped on strongly (or deeply) in the stepping operation of the brake pedal 51 that is a trigger for the predicted start determination condition being satisfied, the automatic restart is immediately permitted. The flag Fb is changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. Further, when the brake pedal 51 is not depressed so strongly (or deeply) in the depression operation of the brake pedal 51 that triggers the predicted start determination condition, the automatic restart execution timing is determined by the delay process. Delayed immediately after the operation is detected.

  Further, during the execution of the delay processing in this way, the brake pedal 51 is depressed (or deeply) to such an extent that the depression degree value becomes larger than the depression degree threshold value before the time corresponding to the threshold value elapses. In this case, the determination result in S31 is YES, and the automatic restart permission flag Fb is immediately changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is determined by the stepping degree value. It is changed immediately after the time when it becomes larger than the depression degree threshold. In addition, if the driver depresses the brake pedal 51 before the time corresponding to the threshold value has elapsed during execution of the delay process, the predicted start determination condition is not satisfied (FIG. 4). After that, the engine 1 is not automatically restarted even after a time corresponding to the threshold value has elapsed.

  By the way, when the driver depresses the brake pedal 51, the degree of depression of the brake pedal 51 differs depending on the driver. Therefore, the predicted start verification unit 851 calculates the value of the degree of depression of the brake pedal 51 when the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. The learning degree threshold value defined in S31 is determined by performing a learning process (not shown) using the stored depression degree value. In other words, when the driver has a tendency to depress the brake pedal 51 strongly (or deeply), the depressing degree threshold value is changed to a large value accordingly, and the driver depresses the brake pedal 51 weakly (or shallowly). When a tendency is recognized, the depression degree threshold value is changed to a small value accordingly. Thereby, the accuracy of the verification process can be improved.

  FIG. 6 shows an example in which the automatic restart execution timing is delayed immediately after the stepping operation is detected using the delay timer Tb when the stepping degree value is equal to or smaller than the stepping degree threshold. The invention is not limited to this. For example, when the depression degree value is equal to or less than the depression degree threshold value, the engine may not be automatically restarted until an operation is performed in which the depression degree value is greater than the depression degree threshold value.

  FIG. 7 is a flowchart showing a specific procedure of the verification process based on the depression speed of the brake pedal 51.

  In S41, the predicted start verification unit 851 acquires the value of the depression speed of the brake pedal 51, and determines whether or not the value of the depression speed is greater than a predetermined depression speed threshold. When the determination result in S41 is YES, that is, when it is determined that the brake pedal 51 is depressed more quickly by the driver, the predicted start verification unit 851 permits the execution of the automatic restart of the engine 1. Then, the automatic restart permission flag Fc is changed from “0” to “1” (see S42), and the process returns to S5 in FIG.

  When the determination result in S41 is NO, that is, when it is determined that the brake pedal 51 is not depressed so quickly by the driver, the predicted start verification unit 851 sets a delay flag Fc_d described later to “1”. It is determined whether or not there is (see S43). The delay flag Fc_d is in the process of delay processing, which will be described later, for delaying the automatic restart execution timing of the engine 1 from the timing at which the depression operation of the brake pedal that triggers the automatic restart determination condition is detected. It is a flag that clearly indicates that.

  When the determination result in S43 is NO, the prediction start verification unit 851 starts counting up the delay timer to start execution of the delay process (see S44), and further sets the delay flag Fc_d from “0” to “1”. (See S45), and the process returns to S5 in FIG.

  If the determination result in S43 is YES, that is, if the delay process is currently being executed, the predicted start verification unit 851 determines whether the delay timer value Tc is greater than a predetermined threshold (for example, about 1 second). It is determined whether or not (see S46). If the determination result in S46 is YES, that is, if the time corresponding to the threshold value has elapsed since the start of the delay timer count-up, the predicted start verification unit 851 permits execution of automatic restart of the engine 1. Therefore, the process proceeds to S42, the automatic restart permission flag Fc is changed from “0” to “1”, and the process returns to S5 in FIG. If the determination result in S46 is NO, the process returns to S5 in FIG. 4 while maintaining the automatic restart permission flag Fc at “0”.

  As described above, in the verification process of FIG. 7, when the brake pedal 51 is depressed quickly in the depression operation of the brake pedal 51 that is the trigger for the predicted start determination condition, the automatic restart permission flag Fc is immediately set to “ It is changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. Further, when the brake pedal 51 is not depressed so quickly in the depression operation of the brake pedal 51 that is a trigger for establishing the predicted start determination condition, the above depression operation is detected at the automatic restart execution timing by delay processing. Delayed immediately after.

  Further, during the execution of the delay processing in this way, when the brake pedal 51 is depressed quickly enough that the value of the depression degree becomes larger than the depression degree threshold before the time corresponding to the threshold elapses, The determination result in S41 is YES, and the automatic restart permission flag Fc is immediately changed from “0” to “1”. Therefore, in this case, the automatic restart execution time is determined by the stepping speed value being the stepping speed threshold value. It will be changed immediately after the larger period. In addition, if the driver depresses the brake pedal 51 before the time corresponding to the threshold value has elapsed during execution of the delay process, the predicted start determination condition is not satisfied (FIG. 4). After that, the engine 1 is not automatically restarted even after a time corresponding to the threshold value has elapsed.

  By the way, the magnitude of the depression speed of the brake pedal 51 when the driver depresses the brake pedal 51 differs depending on the driver. Accordingly, the predicted start verification unit 851 determines the value of the depression speed of the brake pedal 51 when the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. The stepping speed threshold defined in S41 is determined by performing a learning process (not shown) using the stored stepping speed value. That is, when the driver has a tendency to depress the brake pedal 51 quickly, the depressing speed threshold is changed to a large value in accordance with this, and when the driver has a tendency to depress the brake pedal 51 slowly, In accordance with this, the depression speed threshold value is changed to a small value. Thereby, the accuracy of the verification process can be improved.

  FIG. 7 shows an example in which the automatic restart execution timing is delayed immediately after the stepping operation is detected using the delay timer Tc when the stepping speed value is equal to or less than the stepping speed threshold. The present invention is not limited to this. For example, when the value of the stepping speed is equal to or lower than the stepping speed threshold, the engine may not be automatically restarted until an operation is performed in which the value of the stepping speed is greater than the stepping speed threshold.

  8A and 8B are time charts showing a specific example of verification processing based on the depression speed of the brake pedal 51 of FIG. FIG. 8A is a time chart when the brake pedal 51 is depressed quickly (when the depression speed value is larger than the depression speed threshold), and FIG. 8B is when the brake pedal 51 is depressed slowly (depression speed value). Is a time chart). 8A and 8B, after the driver depresses the brake pedal 51 and stops the vehicle V, the engine 1 is initially automatically stopped at time t0, and then the driver depresses the brake pedal 51 at time t1. The case where the depression of the brake pedal 51 is released at time t2 after the shift position is changed from the drive position to the parking position while continuing is shown.

  As shown in FIG. 8A, at time t3, when the driver performs the depression operation of the brake pedal 51 in a state where the shift position is set to the parking position, the predictive start determining unit 84 determines that the predictive start determining condition is satisfied. judge. Thereafter, the predicted start verification unit 851 obtains the value of the stepping speed of the stepping operation of the brake pedal 51 at time t3 when the predicted start determination condition is satisfied based on the increasing speed of the brake hydraulic pressure, and It is determined that the value is larger than the stepping speed threshold (see S41 in FIG. 7), the automatic restart permission flag Fc is changed from “0” to “1” (see S42 in FIG. 7), and the flag F2 is set to “0”. Is changed to “1” (see S11 in FIG. 4), and the engine 1 is automatically restarted. Therefore, in the example of FIG. 8A, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 is detected at time t3.

  On the other hand, in the example of FIG. 8B, the predicted start verification unit 851 determines that the value of the depression speed of the brake pedal 51 is equal to or less than the depression speed threshold (see S41 of FIG. 7), and delay processing (S43 to S43). After executing S46), the automatic restart permission flag Fc is changed from “0” to “1” at time t4 (see S42 in FIG. 7), and the flag F2 is changed from “0” to “1”. (Refer to S11 in FIG. 4), the engine 1 is automatically restarted. Therefore, in the example of FIG. 8B, the automatic restart execution timing is set to a time t4 after the time immediately after the depression of the brake pedal 51 is detected at the time t3.

  FIG. 9 is a flowchart showing a specific procedure of the verification process based on the wearing state of the seat belt.

  In S51, the predicted start verification unit 851 determines whether or not the seat belt is detected. When the determination result in S51 is NO, that is, when the seat belt is not currently detected, the predicted start verification unit 851 determines that the detected second preliminary operation is based on an erroneous operation of the driver. Then, it is determined that the driver does not intend to start the vehicle V immediately, and the process returns to S6 in FIG. 4 while maintaining the automatic restart permission flag Fd at “0”.

  Further, when the determination result in S51 is YES, that is, when wearing of the seat belt is currently detected, the predicted start verification unit 851 permits automatic restart to permit execution of automatic restart of the engine 1. The flag Fd is changed from “0” to “1” (see S52), and the process returns to S6 in FIG.

  As described above, in the verification process of FIG. 9, when the seat belt attachment is detected when the predicted start determination condition is satisfied, the automatic restart permission flag Fd is immediately changed from “0” to “1”. The Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. If the seat belt attachment is not detected when the predicted start determination condition is satisfied, the automatic restart execution timing is detected until the determination result in S51 is YES, that is, the seat belt attachment is detected. Until delayed. That is, in this case, the automatic restart execution time is substantially equal to the time when the seat belt is worn.

FIG. 10 is a flowchart showing a specific procedure of the verification process based on the brake-off time.
FIG. 11 is a diagram for explaining a situation assumed in the verification process of FIG.

  As shown in FIG. 11, the verification process in FIG. 10 assumes a case where the vehicle V is parked on a slope road. As shown in FIG. 11 (a), when the vehicle V is stopped and the shift position is set to the parking position, the parking pole meshes with the parking gear directly connected to the drive shaft connected to the drive wheels. The drive wheel is locked (so-called parking lock).

  However, as shown in FIG. 11B, there is a slight gap between the parking pole and the parking gear. For this reason, when the vehicle is parked on the slope road, the vehicle slightly moves by an amount corresponding to the gap even after the shift position is set to the parking position. For this reason, as shown in FIG. 11 (c), the driver sets the shift position to the parking position while depressing the brake pedal, then releases the depression of the brake pedal, and then the vehicle V unintentionally moves. The brake pedal may be depressed again in response to a slight movement. As described above, when the vehicle V is parked on the slope road, the driver may perform the second preliminary operation against the intention. The verification process of FIG. 10 is a process assuming a case where the vehicle is parked on such a slope road.

  First, in S61, the predicted start verification unit 851 acquires the value of the road surface gradient from the gradient calculation unit 42, and determines whether the gradient value is equal to or greater than a predetermined gradient threshold value. When the determination result in S61 is NO, that is, when it is determined that the road is not a slope road, the predicted start verification unit 851 sets the automatic restart permission flag Fe from “0” to “1” without performing the following processing. (See S62), and the process returns to S7 of FIG.

  Further, when the determination result in S61 is YES, that is, when it is determined that the road is a gradient road, the predicted start verification unit 851 determines whether or not a delay flag Fe_d described later is “1” (S63). reference). This delay flag Fe_d is in the process of delay processing, which will be described later, for delaying the automatic restart execution timing of the engine 1 from the timing at which the depression operation of the brake pedal that has triggered the automatic restart determination condition is detected. It is a flag that clearly indicates that.

  When the determination result in S63 is NO, the predicted start verification unit 851 acquires the brake off time calculated by the brake off time calculation unit 852, and this brake off time is a predetermined determination time (for example, about 1 second). It is determined whether or not the following is true (see S64).

  When the determination result in S64 is NO, the predicted start verifying unit 851 determines that the depression operation of the brake pedal 51 that triggered the predicted start determination condition is the parking pole and the parking as described with reference to FIG. It is determined that it is not caused by gear backlash, the process proceeds to S62, the automatic restart permission flag Fe is changed from “0” to “1”, and the process returns to S7 in FIG.

  Further, when the determination result in S64 is YES, the predicted start verification unit 851 causes the depression operation of the brake pedal 51 that triggers the predicted start determination condition to be caused by the backlash of the parking pole and the parking gear. The delay timer count up is started to start execution of the delay process (see S65), and the delay flag Fe_d is changed from “0” to “1” (see S66). Return.

  When the determination result in S63 is YES, that is, when the delay process is currently being executed, the predicted start verification unit 851 determines whether the delay timer value Te is greater than a predetermined threshold (for example, about 1 second). It is determined whether or not (see S67). If the determination result in S67 is YES, that is, if the time corresponding to the threshold value has elapsed since the start of the delay timer count-up, the predicted start verification unit 851 permits execution of automatic restart of the engine 1. Therefore, the process proceeds to S62, the automatic restart permission flag Fe is changed from “0” to “1”, and the process returns to S7 in FIG. If the determination result in S67 is NO, the process returns to S7 in FIG. 4 while maintaining the automatic restart permission flag Fe at “0”.

  As described above, in the verification process of FIG. 10, when the brake-off time is longer than the determination time in the depression operation of the brake pedal 51 that is the case where the vehicle is parked on the slope road and the predicted start determination condition is satisfied. Immediately, the automatic restart permission flag Fe is changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. If the brake-off time is shorter than the determination time in the depressing operation of the brake pedal 51 that triggers the predicted start determination condition, the depressing operation is detected at the automatic restart execution timing by the delay process. Delayed immediately after.

  In addition, if the driver depresses the brake pedal 51 before the time corresponding to the threshold value has elapsed during execution of the delay process, the predicted start determination condition is not satisfied (FIG. 4). After that, the engine 1 is not automatically restarted even after a time corresponding to the threshold value has elapsed. Note that, in the situation described with reference to FIG. 11, in many cases, the delay process is performed even when the driver performs a stepping operation such that the brake-off time is shorter than the determination time. It is considered that the driver immediately releases the depression of the brake pedal 51 while he / she is.

  FIG. 10 shows an example in which the automatic restart execution timing is delayed immediately after the stepping operation is detected using the delay timer Te when the brake off time is equal to or shorter than the determination time. Is not limited to this. For example, when the brake-off time is less than the determination time, the engine may not be automatically restarted.

  FIG. 12 is a flowchart showing a specific procedure of the verification process based on the parking duration time.

  In S <b> 71, the predicted start verification unit 851 determines whether or not a later-described delay flag Ff_d is “1”. This delay flag Ff_d is executing a delay process, which will be described later, for delaying the automatic restart execution timing of the engine 1 from the timing when the depression operation of the brake pedal 51 that triggered the automatic restart determination condition is established. It is a flag that clearly indicates that there is.

  When the determination result in S71 is NO, the predicted start verification unit 851 acquires the parking duration calculated by the duration calculation unit 853, and this parking duration is a predetermined first determination time (for example, about 2 minutes). ) Is determined (see S72).

  When the determination result in S72 is NO, the predicted start verification unit 851 determines whether or not the parking continuation time is equal to or shorter than a second determination time (for example, about several seconds) that is shorter than the first determination time ( (See S73). When the determination result in S73 is NO, that is, when the parking continuation time is equal to or shorter than the first determination time and longer than the second determination time, the predicted start verification unit 851 sets the automatic restart permission flag Ff to “0”. "1" is changed to "1" (see S74), and the process returns to S8 of FIG.

  Further, when the determination result of S72 is YES, or when the determination result of S73 is YES, that is, when the parking duration is longer than the first determination time or less than the second determination time, the predicted start verification is performed. The unit 851 starts counting up the delay timer to start execution of the delay process (see S75), and further changes the delay flag Ff_d from “0” to “1” (see S76), and the process proceeds to S8 in FIG. Move.

  If the determination result in S71 is YES, that is, if the delay process is currently being executed, the predicted start verification unit 851 determines whether the delay timer value Tf is greater than a predetermined threshold (for example, about 1 second). It is determined whether or not (see S77). If the determination result in S77 is YES, that is, if the time corresponding to the threshold value has elapsed after the count-up of the delay timer has started, the predicted start verification unit 851 permits execution of automatic restart of the engine 1 Therefore, the process proceeds to S74, and the process proceeds to S8 in FIG. 4 while maintaining the automatic restart permission flag Ff at “0”.

  From the above, in the verification process of FIG. 12, if the parking duration is equal to or shorter than the first determination time and is longer than the second determination time, in other words, if the parking duration is neither too long nor too short, The automatic restart permission flag Ff is changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected.

  If the parking duration is longer than the first determination time or if the parking duration is less than or equal to the second determination time, in other words, if the parking duration is too long or too short, The automatic restart execution time is delayed from immediately after the stepping operation is detected. In addition, when the driver depresses the brake pedal 51 before the time corresponding to the threshold value elapses during the execution of the delay processing in this way, the predicted start determination condition is not satisfied ( After that, the engine 1 is not automatically restarted even if a time corresponding to the threshold value elapses thereafter.

  13A and 13B are time charts showing a specific example of the verification process based on the parking duration time of FIG. FIG. 13A is a time chart when the parking continuation time is equal to or shorter than the first determination time and is longer than the second determination time, and FIG. 13B is a time chart when the parking continuation time is longer than the first determination time. . In FIGS. 13A and 13B, after the driver depresses the brake pedal 51 and stops the vehicle V, the engine 1 is initially automatically stopped at time t0, and then the driver depresses the brake pedal 51 at time t1. The case where the depression of the brake pedal 51 is released at time t2 after the shift position is changed from the drive position to the parking position while continuing is shown.

  As shown in FIG. 13A, at time t3, when the driver performs the depression operation of the brake pedal 51 while the shift position is set to the parking position, the predicted start determination unit 84 determines that the predicted start determination condition is satisfied. judge. Thereafter, the predicted start verifying unit 851 acquires a parking continuation time that is a time period from when the parking position is set to the shift position at time t1 until the depression operation of the brake pedal 51 is detected at time t3. Further, the predicted start verification unit 851 determines that the acquired parking continuation time is equal to or shorter than the first determination time and longer than the second determination time (see S72 and S73 in FIG. 12), and sets the automatic restart permission flag Ff to “0”. "1" is changed to "1" (see S74 in FIG. 12), and the engine 1 is automatically restarted. Accordingly, in the example of FIG. 13A, the automatic restart execution timing is set immediately after the depression of the brake pedal 51 is detected at time t3.

  On the other hand, in the example of FIG. 13B, the predicted start verification unit 851 determines that the acquired parking continuation time is longer than the first determination time (see S72 in FIG. 12), and performs delay processing (S71, FIG. 12 in FIG. 12). After executing S75, S76, and S77, the automatic restart permission flag Ff is changed from “0” to “1” at time t4 (see S74 in FIG. 12), and the engine 1 is automatically restarted. Therefore, in the example of FIG. 13B, the automatic restart execution timing is set to a time t4 after the time immediately after the depression of the brake pedal 51 is detected at the time t3.

  Further, in FIG. 12, when the parking duration is longer than the first determination time or when the parking duration is equal to or shorter than the second determination time, the stepping-in operation of the automatic restart execution timing is detected using the delay timer Tf. Although an example in the case of delaying from immediately after is shown, the present invention is not limited to this. For example, when the parking duration is longer than the first determination time or when the parking duration is equal to or shorter than the second determination time, the engine may not be automatically restarted.

  FIG. 14 is a flowchart showing a specific procedure of the verification process based on the state of the preceding vehicle.

  In S81, the predicted start verification unit 851 determines whether or not the preceding vehicle is present in a stopped state within a predetermined distance range in front of the host vehicle. When the determination result in S81 is YES, that is, when the preceding vehicle is present in a state of being stopped near the own vehicle, the predicted start verification unit 851 determines that the detected second preliminary operation is an erroneous operation of the driver. Therefore, it is determined that the driver does not intend to start the vehicle V immediately, and the process returns to S9 in FIG. 4 while maintaining the automatic restart permission flag Fg at “0”.

  If the determination result in S81 is NO, that is, if the preceding vehicle does not exist in the vicinity of the host vehicle, the predicted start verification unit 851 permits execution of automatic restart of the engine 1. Accordingly, the automatic restart permission flag Fg is changed from “0” to “1” (see S82), and the process returns to S9 in FIG.

  As described above, in the verification process of FIG. 14, if the preceding vehicle does not exist within a predetermined distance range ahead of the host vehicle when the predicted start determination condition is satisfied, the automatic restart is immediately permitted. The flag Fd is changed from “0” to “1”. Therefore, in this case, the automatic restart execution timing is set immediately after the depression operation of the brake pedal 51 that has triggered the predicted start determination condition is detected. If the preceding vehicle exists in a predetermined distance range in front of the host vehicle when the predicted start determination condition is satisfied, the automatic restart execution time is determined as NO in S81. It will be delayed until it becomes, that is, the preceding vehicle starts. In addition, when the preceding vehicle starts while the automatic restart execution time is delayed in this way, the determination result in S81 is YES, so the automatic restart execution time is set immediately after the preceding vehicle starts. The

  Next, referring back to FIG. 4, the specific procedure of the determination process in S10 will be described. The predicted start verification unit 851 can determine whether or not the engine 1 may be automatically restarted in a plurality of modes by using the seven flags Fa to Fg.

  For example, the predicted start verification unit 851 automatically restarts the engine 1 when all of one or more predetermined flags among the seven flags Fa to Fg are “1”. The flag F2 may be changed from “0” to “1”. In this case, if all of the one or more specific flags are not “1”, the predicted start verification unit 851 determines that the engine 1 should not be automatically restarted and sets the flag F2 to “0”. Maintain in the state of. Here, for example, among the above-described seven verification processes, the specific flag is a case where the two processes of the verification process based on the parking brake (see S2) and the verification process based on wearing the seat belt (see S5) are particularly emphasized. Indicates the flags Fa and Fd. In this case, the predictive start verification unit 851 determines that the engine 1 may be automatically restarted when the flags Fa and Fd, which are specific flags, are both “1”, and changes the flag F2 to “1”. If both the flags Fa and Fd are not “1”, it is determined that the engine 1 cannot be restarted, and the flag F2 is maintained at “0”.

  In addition, for example, the predicted start verification unit 851 determines that the engine 1 when one of the seven flags Fa to Fg or one of a plurality of specific flags or a predetermined number is “1”. May be automatically restarted, and the flag F2 may be changed from “0” to “1”. In this case, the predictive start verification unit 851 determines that a predetermined number of the one or more specific flags is “0” or the one or more specific flags are “1”. If it is less than that, it is determined that the engine 1 cannot be automatically restarted, and the flag F2 is maintained in the "0" state.

  Further, for example, the predicted start verification unit 851 may automatically restart the engine 1 when one or more predetermined unspecified flags among the seven flags Fa to Fg are “1”. The flag F2 may be changed from “0” to “1”. In this case, when the predetermined number of flags is not “1”, the predicted start verification unit 851 determines that the engine 1 should not be automatically restarted and maintains the flag F2 in the “0” state.

  Next, returning to FIG. 2, the determination procedure in the automatic restart determination unit 86 will be specifically described. The automatic restart determination unit 86 operates when the flag F2 is “1”.

  FIG. 15 is a flowchart showing a procedure for determining the value of the flag F3 in the automatic restart determination unit 86. The process shown in FIG. 15 is repeatedly executed under a predetermined control cycle in the automatic restart determination unit 86 when the flag F2 is “1”.

  In S101, the automatic restart determination unit 86 determines the restart duration time that has elapsed since the engine 1 was automatically restarted by the stop start control unit 88 based on the determination result in the automatic restart determination unit 82. calculate.

  In S102, the automatic restart determination unit 86 determines whether or not the current shift position is a parking position. If the determination result in S102 is NO, that is, if the shift position is other than the parking position, the automatic restart determination unit 86 maintains the flag F3 in the “0” state, and ends the process shown in FIG. To do.

  When the determination result in S102 is YES, that is, when the shift position is the parking position, the automatic restart determination unit 86 determines whether the restart continuation time acquired in S101 is a predetermined operation waiting time (for example, 2 to 3). It is determined whether it is longer than about (second) (see S103). If the determination result in S103 is YES, that is, if the shift position is not changed from the parking position even after the operation waiting time has elapsed since the engine 1 was automatically restarted, the automatic restart determination unit 86 is The driver is not willing to start the vehicle V, or it is estimated that the depression operation of the brake pedal 51 that triggered the predicted start determination condition is caused by an erroneous operation, and therefore the engine 1 is automatically restarted. It is determined that it is necessary, the flag F3 is changed from “0” to “1” (see S104), and the processing shown in FIG. The stop / start control unit 88 (see FIG. 2) automatically stops the engine 1 immediately upon receiving the change of the flag F3.

  When the determination result in S103 is NO, the automatic restart determination unit 86 determines whether or not the brake SW signal is ON, that is, whether or not the depression operation of the brake pedal 51 by the driver is detected ( (See S105). When the determination result in S105 is NO, that is, when the depression of the brake pedal 51 is released without changing the shift position from the parking position, the automatic restart determination unit 86 indicates that the driver intends to start the vehicle V. It is estimated that the depression operation of the brake pedal 51 that has caused the predicted start determination condition to be satisfied is due to an erroneous operation, and therefore it is determined that the engine 1 needs to be automatically restarted, and the flag F3 is set to “ From “0” to “1” (see S104), the processing in FIG.

  When the determination result in S105 is YES, that is, when the shift position is set to the parking position and the depression of the brake pedal 51 is not released, the automatic restart determination unit 86 sets the flag F3 to “0”. The state shown in FIG. 15 is terminated.

  As described above, in the process of determining the flag F3 in FIG. 15, based on the determination result in the automatic restart determination unit 82 in response to the detection of the depression operation of the brake pedal 51 with the shift position set to the parking position. After the engine 1 is automatically restarted, the flag F3 is changed from “0” to “1” when the shift position is not changed from the parking position even after the operation waiting time after the automatic restart has elapsed. Then, the engine 1 is automatically stopped again (see S101 to S104).

  Further, after the engine 1 is automatically restarted with the shift position set to the parking position and the brake pedal 51 depressed as described above, the shift position is changed from the parking position before the operation waiting time elapses. Even when the depression of the brake pedal 51 is released without being performed, the flag F3 is changed from “0” to “1”, and the engine 1 is automatically stopped again (see S104 and S105).

  By the way, when starting the vehicle V, the time taken to change the shift position from the parking position to another position differs depending on the driver. In view of this, the automatic restart determination unit 86 detects the time elapsed since the shift position was changed from the parking position to another position after detecting the depression of the brake pedal 51 that triggered the automatic restart of the engine 1 ( (Actual operation time) is stored, and a learning process (not shown) using the stored actual operation time is performed to determine the operation waiting time defined in S103. In other words, if a tendency that the actual operation time by the driver is long is recognized, the operation waiting time is changed accordingly, and if a tendency that the actual operation time by the driver is short is recognized, it is adjusted accordingly. Change the operation waiting time to a shorter value. In this learning process, the operation waiting time is determined so that the actual operation time is shorter than the operation waiting time by a predetermined rate (for example, about 90%). Thereby, the engine 1 can be automatically restarted at an appropriate timing according to the characteristics of the driver.

  16A, 16B, and 16C are time charts showing specific examples when the engine 1 is automatically restarted based on the process shown in FIG. FIG. 16A is a time chart when the shift position is not changed even after the operation waiting time elapses, and FIG. 16B is a time chart when the shift position is changed before the operation waiting time elapses. FIG. 16C is a time chart when the depression of the brake pedal 51 is released before the operation waiting time elapses. In FIGS. 16A and 16B, after the driver depresses the brake pedal 51 and stops the vehicle V, the engine 1 is initially automatically stopped at time t0, and then the driver depresses the brake pedal 51 at time t1. After changing the shift position from the drive position to the parking position while continuing, after releasing the depression of the brake pedal 51 at time t2, the engine 1 is automatically restarted in response to the depression of the brake pedal 51 at time t3. Indicates the case.

  As shown in FIG. 16A, after the engine 1 is automatically restarted at time t3, if the driver does not change the shift position from the parking position until the predetermined operation waiting time elapses, automatic restart is performed. The determination unit 86 determines that the driver does not intend to start the vehicle V, changes the flag F3 from “0” to “1” at time t4 when the operation waiting time has elapsed, and automatically restarts the engine 1. Stop.

  As described with reference to FIG. 2, the automatic stop prohibition determination unit 87 reduces the number of times that the engine 1 is automatically restarted during one stop cycle to suppress deterioration of merchantability. To be limited. Therefore, when this limit number is set to one, in the example of FIG. 16A, the engine 1 is not automatically stopped after time t4.

  As shown in FIG. 16B, after the engine 1 is automatically restarted at time t3, the driver changes the shift position from the parking position to the drive position or reverse position before the operation waiting time elapses. In this case, the automatic restart determination unit 86 determines that the driver has an intention to start the vehicle V, and does not automatically restart the engine 1 even when the operation waiting time elapses. Further, the automatic restart determination unit 86 determines the operation waiting time by performing a learning process using the actual operation time (time t3 to time t4 in FIG. 16B) by the driver.

  Further, as shown in FIG. 16C, after the engine 1 is automatically restarted at time t3, before the operation waiting time elapses, when the driver releases the depression of the brake pedal 51 at time t4, the automatic restart determination is performed. The unit 86 determines that the driver does not intend to start the vehicle V, changes the flag F3 from “0” to “1” at time t4 when the operation waiting time has elapsed, and automatically restarts the engine 1. Let

  Although one embodiment of the present invention has been described above, the present invention is not limited to this.

V ... Vehicle 1 ... Engine (internal combustion engine)
2 ... Automatic transmission system 22 ... Parking brake switch (parking brake operation detector)
24 ... TCU (shift position acquisition unit)
4 ... ACC
42: Gradient calculation unit (gradient acquisition unit)
43 ... Millimeter wave radar (leading vehicle state acquisition unit)
5. Brake system 51 ... Brake pedal (brake pedal)
52 ... Brake switch (brake depression operation detection part)
54 ... Depression degree calculation unit (brake depression degree acquisition unit)
55 ... Depression speed calculation unit (brake depression speed acquisition unit)
7 ... Seat belt switch (Seat belt wearing detector)
8 ... ECU (automatic stop / start device)
81 ... Initial automatic stop determination unit 82 ... Automatic restart determination unit 84 ... Predictive start determination unit (necessity determination unit)
851 ... Predictive start verification unit (restart execution unit)
852 ... Brake off time calculation unit (brake off time acquisition unit)
853 ... Duration calculation unit (duration acquisition unit)
88. Stop / start control unit (restart execution unit)

Claims (30)

A shift position acquisition unit for acquiring the shift position;
A brake depression operation detector that detects depression of the brake pedal;
An automatic stop start device that automatically stops the internal combustion engine when the stop condition is satisfied, and automatically restarts the internal combustion engine when the restart condition is satisfied,
The automatic stop start device is:
Necessity of determining that it is necessary to execute the automatic restart of the internal combustion engine when the depression operation of the brake pedal is detected in a state where the internal combustion engine is automatically stopped and the shift position is the parking position. A determination unit;
When it is determined by the necessity determination unit that it is necessary to execute automatic restart, an automatic restart execution time that is a time for executing the automatic restart is determined and the automatic restart execution time is determined at the automatic restart execution time. And a restart execution unit for automatically restarting the internal combustion engine.   The restart execution unit estimates whether or not the driver intends to start or whether the stepping operation is an erroneous operation when the necessity determination unit determines that it is necessary to execute automatic restart. The vehicle according to claim 1, wherein the automatic restart execution timing is determined based on the estimation result. A parking brake operation detection unit for detecting whether or not the parking brake is operated;
The vehicle according to claim 1, wherein the restart execution unit changes the automatic restart execution timing according to whether the parking brake is operated.   4. The vehicle according to claim 3, wherein when the operation of the parking brake is detected, the restart execution unit delays the restart execution time until the operation of the parking brake is not detected. 5. .   The vehicle according to claim 4, wherein the restart execution unit sets the restart execution timing immediately after the stepping operation is detected when the operation of the parking brake is not detected. . A brake depression degree acquisition unit for acquiring a value of the depression degree of the brake pedal;
The vehicle according to claim 1, wherein the restart execution unit changes the automatic restart execution timing based on a value of a degree of depression of the brake pedal.   The restart execution unit sets the automatic restart execution timing immediately after the stepping operation is detected when the stepping degree value is greater than a predetermined stepping degree threshold, and the stepping degree value is 7. The vehicle according to claim 6, wherein the automatic restart execution timing is delayed from immediately after the stepping operation is detected or the internal combustion engine is not automatically restarted when the stepping degree threshold value is less than or equal to. .   When the value of the stepping degree becomes larger than the stepping degree threshold value while the automatic restarting execution time is delayed, the restart execution unit sets the automatic restart execution time to the value of the stepping degree. The vehicle according to claim 7, wherein the vehicle is changed immediately after the time when the engine becomes larger than the stepping degree threshold, and the internal combustion engine is automatically restarted immediately.   The restart execution unit does not automatically restart the internal combustion engine even when the automatic restart execution time is reached when the stepping operation is not detected while delaying the automatic restart execution time. The vehicle according to claim 7 or 8, characterized in that.   The stepping degree threshold is a value of the stepping degree when the internal combustion engine is automatically restarted immediately after it is determined that the necessity determining unit needs to perform automatic restart and the stepping operation is detected. The vehicle according to any one of claims 7 to 9, wherein the vehicle is determined by performing a learning process using. A brake depression speed acquisition unit for acquiring a value of a depression speed of the brake pedal;
The vehicle according to any one of claims 1 to 10, wherein the restart execution unit changes the automatic restart execution timing based on a value of a depression speed of the brake pedal.   The restart execution unit sets the automatic restart execution timing immediately after the stepping operation is detected when the value of the stepping speed is greater than a predetermined stepping speed threshold, and the value of the stepping speed is set to 12. The vehicle according to claim 11, wherein the automatic restart execution timing is delayed from immediately after the stepping operation is detected or the internal combustion engine is not automatically restarted when the stepping speed threshold is not more than the stepping speed threshold. .   The restart execution unit determines the automatic restart execution time as the value of the stepping speed when the value of the stepping speed becomes larger than the stepping speed threshold while delaying the automatic restart execution time. The vehicle according to claim 12, wherein the vehicle is changed immediately after the time when the engine speed becomes larger than the stepping speed threshold, and the internal combustion engine is automatically restarted immediately.   The restart execution unit does not automatically restart the internal combustion engine even when the automatic restart execution time is reached when the stepping operation is not detected while delaying the automatic restart execution time. The vehicle according to claim 12 or 13, characterized by the above.   The stepping speed threshold is a value of the stepping speed when the internal combustion engine is automatically restarted immediately after it is determined that the necessity determination unit needs to perform automatic restart and the stepping operation is detected. The vehicle according to claim 11, wherein the vehicle is determined by performing a learning process using a vehicle. A seatbelt wearing detector that detects whether or not the seatbelt is worn;
The vehicle according to any one of claims 1 to 15, wherein the restart execution unit changes the automatic restart execution timing according to whether or not the seat belt is attached.   17. The restart execution unit according to claim 16, wherein when the seat belt is not mounted, the restart execution unit delays the automatic restart execution time until the seat belt is detected. vehicle.   18. The restart execution unit according to claim 17, wherein when the seat belt is detected to be mounted, the restart execution unit sets the automatic restart execution time immediately after the stepping operation is detected. vehicle. Brake off time acquisition that acquires the brake off time that is the time that elapses after the brake pedal is released after the shift position is set to the parking position while the brake pedal is depressed. Further comprising
The vehicle according to any one of claims 1 to 18, wherein the restart execution unit changes the automatic restart execution timing based on the brake-off time.   When the brake-off time is equal to or shorter than a predetermined determination time, the restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected, or automatically restarts the internal combustion engine. The vehicle according to claim 19, wherein the vehicle is not allowed.   The restart execution unit does not automatically restart the internal combustion engine even when the automatic restart execution time is reached, when the stepping operation is not detected while the automatic restart execution time is delayed. The vehicle according to claim 20. It further comprises a gradient acquisition unit that acquires the value of the road surface gradient,
22. The automatic restart execution timing is changed based on the brake-off time only when the value of the gradient is equal to or greater than a predetermined gradient threshold. 23. The vehicle described in Crab. A duration acquisition unit that acquires a duration that is a time elapsed from when the shift position is set to the parking position until the stepping operation is detected;
The vehicle according to any one of claims 1 to 22, wherein the restart execution unit changes the automatic restart execution timing based on the duration.   The restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected or automatically restarts the internal combustion engine when the duration is longer than a predetermined first determination time. 24. The vehicle according to claim 23, wherein the vehicle is not allowed.   The restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected or automatically restarts the internal combustion engine when the duration is equal to or shorter than a predetermined second determination time. 24. The vehicle according to claim 23, wherein the vehicle is not started.   The restart execution unit does not automatically restart the internal combustion engine even when the automatic restart execution time is reached when the stepping operation is not detected while delaying the automatic restart execution time. 26. The vehicle according to claim 24 or 25, wherein:   The restart execution unit delays the automatic restart execution timing from immediately after the stepping operation is detected when the duration is equal to or shorter than a second determination time shorter than the first determination time, 25. The automatic restart execution timing is set immediately after the stepping operation is detected when a duration time is longer than the second determination time and less than or equal to the first determination time. The vehicle described. It further comprises a preceding vehicle state acquisition unit for acquiring the state of the preceding vehicle,
The vehicle according to any one of claims 1 to 27, wherein the restart execution unit changes the automatic restart execution time based on a state of the preceding vehicle.   The vehicle according to claim 28, wherein the restart execution unit delays the automatic restart execution time until the preceding vehicle starts when the preceding vehicle is stopped.   The restart execution unit sets the automatic restart execution time immediately after the start when the preceding vehicle starts while the automatic restart execution time is delayed. 29. The vehicle according to 29.

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