JP4237132B2 - Automatic engine stop device for vehicle - Google Patents

Automatic engine stop device for vehicle Download PDF

Info

Publication number
JP4237132B2
JP4237132B2 JP2004349726A JP2004349726A JP4237132B2 JP 4237132 B2 JP4237132 B2 JP 4237132B2 JP 2004349726 A JP2004349726 A JP 2004349726A JP 2004349726 A JP2004349726 A JP 2004349726A JP 4237132 B2 JP4237132 B2 JP 4237132B2
Authority
JP
Japan
Prior art keywords
engine
vehicle speed
vehicle
deceleration
automatic stop
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2004349726A
Other languages
Japanese (ja)
Other versions
JP2006161565A (en
Inventor
和彦 喜多野
雅哉 木村
豊 石川
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2004349726A priority Critical patent/JP4237132B2/en
Publication of JP2006161565A publication Critical patent/JP2006161565A/en
Application granted granted Critical
Publication of JP4237132B2 publication Critical patent/JP4237132B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine automatic stop device with improved fuel economy or emission performance and good ride comfort, by surely preventing engine stall caused by rapid deceleration of a vehicle and suppressing unnecessary combustion. <P>SOLUTION: The engine automatic stop device is mounted on a vehicle in which engine power is transmitted to wheels through a transmission to automatically stop the engine under a condition where a vehicle speed is not more than a reference vehicle speed. The reference vehicle speed is changed to be increased depending on increase in deceleration of the vehicle. Therefore, if the vehicle is rapidly decelerated, the reference vehicle speed is increased to automatically stop the engine at an early timing. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to an automatic engine stop device for a vehicle that automatically stops the engine in accordance with vehicle driving conditions such as vehicle speed and brake pedal operation.

  In recent years, for the purpose of reducing fuel consumption and improving exhaust emission, an automatic engine stop device has been developed that automatically stops the engine when the vehicle is in a predetermined operating condition. For example, the engine automatic stop device automatically stops the engine on the condition that the brake pedal is depressed and the vehicle speed is equal to or lower than the reference vehicle speed.

Further, in a vehicle in which engine power is transmitted to wheels via a transmission, if braking is performed suddenly while the vehicle is running, a large braking torque is input from the wheels to the engine, resulting in unstable engine operation. It is easy to become. For this reason, when the vehicle is in a sudden deceleration state, measures are taken such as preventing engine stall by stopping fuel cut for the engine and restarting fuel supply. (For example, refer to Patent Document 1).
JP 2001-41083 A

  However, even when such measures are taken, it is conceivable that the fuel supply cannot be returned in time when the brake is strongly depressed, causing engine stall. And sudden engine stall in such a situation is accompanied by a shock, and there is a concern that the passenger may feel uncomfortable or uncomfortable.

  In addition, in the case of the above measures, since the fuel supply is resumed under a situation where the vehicle suddenly decelerates and stops, it is not preferable from the viewpoint of improving fuel consumption and emission performance.

  Therefore, the present invention is an automatic engine stop device that can prevent both engine stall due to sudden deceleration of the vehicle and suppress unnecessary combustion, thereby improving both fuel efficiency and emission performance and comfortable riding comfort. Is to provide.

In order to achieve the above object, according to the first aspect of the present invention, the power of an engine (for example, an engine 1 in an embodiment described later) is transmitted via a transmission (for example, an automatic transmission 5 in an embodiment described later). An automatic engine stop device for a vehicle (for example, described later) that is mounted on a vehicle that is transmitted to a wheel (for example, wheel 7 in the embodiment described later) and that automatically stops the engine on the condition that the vehicle speed is equal to or lower than a reference vehicle speed. In the combustion operation unit 10 and the controller 11) in the embodiment, one permission is granted that the lock-up clutch (for example, the lock-up clutch 8 in the embodiment described later) interposed between the engine and the transmission is in the engaged state. As a condition, when the permission condition is satisfied, the reference vehicle speed is changed according to the deceleration of the vehicle.
In this case, the reference vehicle speed can be increased in accordance with an increase in the vehicle deceleration. For this reason, when the vehicle is suddenly decelerated, the engine can be automatically stopped before the engine rotation becomes unstable. In this case, the reference vehicle speed is not changed in accordance with the deceleration when the lockup clutch is not engaged.

According to a second aspect of the present invention, in the first aspect of the present invention, the current deceleration of the vehicle is obtained, the reference vehicle speed is set to a value corresponding to the present deceleration obtained here, The estimated arrival vehicle speed after a predetermined time has been calculated based on the vehicle speed and deceleration of the vehicle, and the engine is automatically stopped when the estimated arrival vehicle speed falls below the set reference vehicle speed.
In this case, the engine is automatically stopped when the estimated arrival vehicle speed is equal to or lower than the reference vehicle speed corresponding to the deceleration of the vehicle. By setting the reference vehicle speed so as to increase with an increase in the deceleration of the vehicle, the engine is automatically stopped before the engine operation becomes unstable. In addition, instead of comparing the current vehicle speed with the reference vehicle speed, the vehicle speed after a predetermined time has elapsed is estimated from the vehicle deceleration, and the estimated arrival vehicle speed is compared with the reference vehicle speed. It is possible to eliminate a delay in the engine stop timing due to a time lag from the establishment of the engine automatic stop condition to the execution of the automatic stop.

The reference vehicle speed corresponding to the deceleration of the vehicle is preferably set for each gear stage of the transmission as described in claim 3.
When the vehicle decelerates, even if the braking torque acting on the wheel side is the same, the load acting on the engine differs depending on the gear position of the transmission. This makes it possible to stop the engine automatically.

In the first to third aspects of the invention, the reference vehicle speed is increased in accordance with an increase in the deceleration of the vehicle, so that the engine can be automatically stopped before the engine rotation becomes unstable during sudden deceleration or the like. Therefore, engine stall can be reliably prevented without increasing unnecessary combustion in the engine in a deceleration state. In addition, since the change of the reference vehicle speed is executed under the condition that the lock-up clutch is in the engaged state, an unnecessary change of the reference vehicle speed is eliminated in a situation where the lock-up clutch is not engaged and the engine stall is unlikely to occur. be able to. Therefore, according to the present invention, it is possible to achieve both improvement in fuel efficiency and emission performance and comfortable riding comfort.

  Further, the invention according to claim 2 compares the estimated vehicle speed and the reference vehicle speed to determine whether or not to automatically stop the engine, thereby eliminating the delay in the engine stop timing at the time of sudden deceleration and more reliably preventing the engine stall. Can be prevented.

  Furthermore, according to the invention described in claim 3, since the engine can be automatically stopped at the most advantageous vehicle speed for each shift stage, both higher fuel economy and emission performance and comfortable riding comfort can be achieved at a higher level. Can be achieved.

Next, an embodiment of the present invention will be described with reference to the drawings .
FIG. 1 is an overall configuration diagram showing a power transmission system of a vehicle according to this embodiment.
In this embodiment, an engine automatic stop device according to the present invention is applied to a hybrid vehicle having both an engine 1 and a motor 2 as drive sources. This hybrid vehicle employs a so-called parallel type in which a motor 2 that also serves as a generator is directly connected to an engine 1 to assist driving of the engine 1 and regenerate energy during braking.

  A drive shaft 3 from which the power of the engine 1 and the motor 2 is taken out is connected to a multistage automatic transmission 5 via a torque converter 4, and an output shaft 6 of the automatic transmission 5 is connected to left and right via a differential mechanism (not shown). Connected to the drive wheel 7. In FIG. 1, only one wheel 7 is schematically shown. The torque converter 4 includes a lockup clutch 8 for switching between torque transmission using hydraulic oil as a medium and mechanically connected torque transmission by friction engagement. The lockup clutch 8 is engaged and released by the control oil pressure supplied from the oil pressure control circuit 9 in the same manner as the speed change operation of the automatic transmission 5.

  The engine 1 is a reciprocating type multi-cylinder engine, and fuel injection and ignition in each cylinder are performed by a combustion operation unit 10 in which a spark plug and a fuel injection valve are integrated. The combustion operation unit 10 is controlled by an electronically controlled controller 11 (ECU) according to the driving situation of the vehicle. The combustion operation unit 10 optimally adjusts the combustion of the engine 1 under normal driving conditions under the control of the controller 11, but automatically stops the engine 1 when the vehicle state and the driving operation satisfy predetermined automatic stop conditions. Thereafter, the engine 1 is automatically restarted when the automatic restart condition is satisfied. In this embodiment, the combustion operation unit 10 and the controller 11 mainly constitute the engine automatic stop device according to the present invention.

  Further, a throttle (not shown) for adjusting the intake air amount of the engine 1 is constituted by an electronically controlled throttle, and the valve opening according to the depression amount of the accelerator pedal is controlled by the controller 11.

The following is connected to the input section of the controller 11 as main detection means.
(A) Brake switch 12 for detecting whether or not the brake pedal has been depressed.
(B) Accelerator pedal sensor 13 for detecting the depression amount of the accelerator pedal
(C) Crank angle sensor 14 for detecting the engine speed
(D) Input shaft rotation sensor 16 for detecting the rotational speed of the input shaft 15 of the automatic transmission 5
(E) Vehicle speed sensor 17 for detecting the vehicle speed
(F) Shift position sensor 18 for detecting the shift position of the automatic transmission 5
(G) A remaining capacity sensor (not shown) for detecting the remaining capacity of the battery 19
(H) Oil temperature sensor 20 for detecting the temperature of the hydraulic oil in the automatic transmission 5

  The motor 2 is connected to the battery 19 via a PDU (power drive unit) 21, and rotates the drive shaft 3 by the electric power of the battery 19 under the control of the PDU 21 by the controller 11. The motor 2 functions as a generator during braking of the vehicle, and charges the battery 19 with regenerative energy by controlling the PDU 21 by the controller 11.

  This hybrid vehicle includes a mechanical oil pump 22 and an electric oil pump 23 as a hydraulic pressure supply source for the hydraulic control circuit 9. The mechanical oil pump 22 is linked to the rotating shaft of the engine 1 and is operated by the driving force of the engine 1 or the motor 2. The electric oil pump 23 is driven by an electric motor 26 connected to a 12V auxiliary battery 25 via a pump driver 24. The electric oil pump 23 is basically stopped when the mechanical oil pump 22 is normally operated by the power of the engine 1 or the motor 2, and the mechanical oil pump 22 is reduced by a decrease in the rotational speed of the drive shaft 3. When a sufficient discharge amount cannot be obtained, it is driven by control by the controller 11.

  In addition, the hydraulic control circuit 9 is linked to a shift lever (not shown), a manual valve (not shown) for selecting and switching the basic oil path of forward, neutral and reverse, and the hydraulic oil pressure and details. A plurality of other valves (not shown) for controlling the switching of the oil passages are provided, and these valves are controlled by the controller 11 in accordance with the driving state of the vehicle, whereby clutches and brakes in the automatic transmission 5 are provided. Adjust the operating pressure. As a result, the automatic transmission 5 changes the gear position and cuts off the power. Further, the hydraulic control circuit 9 appropriately supplies the control hydraulic pressure to the lock-up clutch 8 of the torque converter 4 by the valve control by the controller 11 according to the driving state of the vehicle as described above.

Here, the prerequisite technology of the engine automatic stop control of this embodiment will be described.
Basic engine automatic stop control (hereinafter referred to as “basic automatic stop control”) in the base technology is executed by the controller 11 when all of the following conditions (1) to (4) are satisfied. .
(1) Brake switch 12 is ON
(2) Depression amount detected by the accelerator pedal sensor 13 is 0
(3) The vehicle speed once exceeds the control permission vehicle speed (4) The current vehicle speed is below the reference vehicle speed

The engine restart control after the engine automatic stop control is performed is executed by the controller 11 when the following conditions (5) and (6) are simultaneously satisfied.
(5) Brake switch 12 is OFF
(6) The depression amount detected by the accelerator pedal sensor 13 is equal to or greater than a predetermined value. Note that the conditions for the basic automatic stop control and the engine restart control described here are merely examples, and other conditions can be added.

By the way, the engine automatic stop device of the base technology changes the reference vehicle speed permitting the engine automatic stop according to the deceleration of the vehicle based on the basic automatic stop control described above. That is, a table defining the relationship between the deceleration and the vehicle speed as shown in FIG. 3 is stored in the storage unit in the controller 11 for each gear position of the automatic transmission 5, and when the automatic engine stop is started. The deceleration is calculated from the change in the vehicle speed per unit time. At this time, the vehicle speed corresponding to the current deceleration of the vehicle is obtained by referring to the table, and the reference vehicle speed is changed to the vehicle speed obtained here. It should be noted that the relationship between the deceleration and the vehicle speed in the table is basically defined so that the vehicle speed increases approximately proportionally with an increase in deceleration (decrease in acceleration). However, in a deceleration range below a certain deceleration A (speed range above a certain acceleration A), the reference vehicle speed is fixed at a relatively low constant vehicle speed (for example, 14 km / h).

FIG. 2 is a flowchart showing the engine automatic stop control of the base technology . Hereinafter, specific control will be described with reference to this flowchart.

In S101, it is determined whether or not the brake pedal is depressed, the accelerator pedal is released, and the vehicle speed satisfies the automatic stop conditions (1) to (3) once exceeding the control-permitted vehicle speed. When it is satisfied, the process proceeds to S102, and when it is not satisfied, the process is exited without automatically stopping the engine 1.
In S102, the current vehicle deceleration is obtained from the change in the vehicle speed per unit time based on the detection signal of the vehicle speed sensor 17, and in S103, the current vehicle speed and the reference vehicle speed corresponding to the deceleration of the automatic transmission 5 are determined. Is determined with reference to the deceleration-vehicle speed table of the storage unit.
Thereafter, the process proceeds to S104. In S104, it is determined whether or not the current vehicle speed is equal to or lower than the reference vehicle speed determined in S103 (condition (4)). If it is determined in 104 that the condition is not satisfied, the engine 1 is not automatically stopped. If it is determined that the condition is satisfied, the engine 1 is automatically stopped and the control is terminated.

As described above, in the engine automatic stop device of the base technology , the reference vehicle speed, which is the engine automatic stop condition at the time of vehicle deceleration, increases as the deceleration increases, so that the engine stall is likely to occur due to the sudden deceleration of the vehicle. Then, the timing of the engine automatic stop is advanced. Therefore, the engine can be automatically stopped before the engine 1 receives a large braking torque and the rotation becomes unstable, and the engine stall can be surely prevented. Unlike the case of engine stall, the automatic stop of the engine 1 can perform preparatory operations such as releasing the clutch in the automatic transmission 5 before stopping the engine. It is possible to prevent this problem and to eliminate problems that give the passenger a sense of discomfort and discomfort.

In the engine automatic stop device of this base technology, the engine stroking is not prevented by restarting the fuel supply in a situation where the vehicle is suddenly decelerated, but by automatically stopping the engine 1 at an early timing, Since this is to prevent generation, unnecessary combustion in the engine 1 can be suppressed, and fuel efficiency and emission performance can be improved.

In addition, the engine automatic stop device of this prerequisite technology does not increase the reference vehicle speed, which is an automatic engine stop condition, but increases the reference vehicle speed according to the deceleration of the vehicle. Under the conditions, the reference vehicle speed can be lowered, and the engine swaying and the like due to the engine stopping from a high rotational speed can be minimized.

FIG. 4 is a flowchart showing the control of the engine automatic stop device of this embodiment. The control by this device determines whether or not the lockup clutch 8 in the torque converter 4 is engaged, and changes the reference vehicle speed according to the deceleration only when the lockup clutch 8 is engaged. (S204) and the current vehicle speed and the reference vehicle speed are compared to determine whether or not the automatic engine stop is permitted, and the estimated automatic vehicle speed after the predetermined time has elapsed and the reference vehicle speed are compared to permit the automatic engine stop. The point of determination (S206) is greatly different from the above-mentioned prerequisite technology .
This latter difference means that the automatic stop condition (4) of the above-described embodiment has been changed to the following (4A).
(4A) The estimated arrival vehicle speed after a predetermined time has passed is below the reference vehicle speed

The specific control will be described with reference to the flowchart of FIG. 4. In S201, it is determined whether or not all the above conditions (1) to (3) are satisfied. If the conditions are satisfied, the process proceeds to S202. Exit the process without doing it.
In S202, the current vehicle deceleration is obtained from the change in vehicle speed per unit time based on the detection signal of the vehicle speed sensor 17, and in S203, the vehicle is estimated after a predetermined time has elapsed based on the current vehicle speed and deceleration. The arrival vehicle speed is calculated.
In subsequent S204, it is determined whether or not the lockup clutch 8 is engaged. When it is determined that the lockup clutch 8 is engaged, the process proceeds to the next S205, and when it is determined that it is not engaged, the process proceeds to S208. Whether the lock-up clutch 8 is engaged or not is determined based on detection signals from the crank angle sensor 14 on the engine 1 side and the input shaft rotation sensor 16 on the automatic transmission 5 side, for example. good.
In S205, a reference vehicle speed corresponding to the current gear position and deceleration of the automatic transmission 5 is determined with reference to the deceleration-vehicle speed table (see FIG. 3) in the storage unit, and then the process proceeds to S206. In S208, the reference vehicle speed is set to a low fixed value (for example, 14 km / h in FIG. 3) regardless of the deceleration or the like, and then the process proceeds to S206.
In S206, it is determined whether the estimated arrival vehicle speed is equal to or lower than the reference vehicle speed set in S205 or S208. If the condition is not satisfied, the process is exited without automatically stopping the engine. If the condition is satisfied, the engine is automatically stopped and the control is terminated.

  In the control of the engine automatic stop device, the engagement of the lockup clutch 8 is set as a permission condition for changing the reference vehicle speed to the vehicle speed corresponding to the deceleration of the vehicle (S204). In the situation where the four fluids are connected, the reference vehicle speed is not changed to a speed corresponding to the deceleration. Therefore, an unnecessary increase in the reference vehicle speed can be eliminated in a situation where engine stall can be prevented by the impact absorbing action by the fluid in the torque converter 4.

  In the control of the engine automatic stop device, in S206, it is determined whether or not the estimated arrival vehicle speed after a predetermined time has elapsed is less than or equal to the reference vehicle speed, and the engine automatic stop is determined when it is determined that the estimated arrival vehicle speed is less than or equal to the reference vehicle speed. Therefore, when the vehicle suddenly decelerates, the delay of the engine stop timing due to the time lag from the satisfaction of the engine automatic stop condition to the execution of the automatic stop can be eliminated. Therefore, the engine stall can be prevented more reliably.

  In addition, this invention is not limited to the said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in the above-described embodiment, the engine automatic stop device according to the present invention is applied to a hybrid vehicle including an engine and a motor. However, the engine automatic stop device may be applied to a vehicle including only an engine as a power source.

The schematic block diagram of the hybrid vehicle carrying the engine automatic stop apparatus of one Embodiment of this invention. The flowchart which shows the control at the time of the engine automatic stop of the premise technique of the embodiment. The deceleration-vehicle speed table memorize | stored in the controller of the embodiment. The flowchart which shows the control at the time of the engine automatic stop of the embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine 5 ... Automatic transmission 7 ... Wheel 8 Lock-up clutch 10 ... Combustion operation unit (engine automatic stop device) 11 ... Controller (engine automatic stop device)

Claims (3)

  1. It is mounted on a vehicle where the power of the engine is transmitted to the wheels via the transmission,
    In a vehicle engine automatic stop device that automatically stops the engine on the condition that the vehicle speed is lower than the reference vehicle speed,
    One permission condition is that the lock-up clutch interposed between the engine and the transmission is in an engaged state, and when the permission condition is satisfied, the reference vehicle speed is changed according to the deceleration of the vehicle An automatic engine stop device characterized by that.
  2. Obtain the current deceleration of the vehicle, set the reference vehicle speed to a value corresponding to the current deceleration obtained here,
    Based on the current vehicle speed and deceleration, calculate the estimated arrival vehicle speed after a predetermined time,
    2. The engine automatic stop device according to claim 1, wherein the engine is automatically stopped when the estimated vehicle speed reaches or falls below a set reference vehicle speed.
  3.   The engine automatic stop device according to claim 1 or 2, wherein the reference vehicle speed corresponding to the deceleration of the vehicle is set for each gear stage of the transmission.
JP2004349726A 2004-12-02 2004-12-02 Automatic engine stop device for vehicle Active JP4237132B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2004349726A JP4237132B2 (en) 2004-12-02 2004-12-02 Automatic engine stop device for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004349726A JP4237132B2 (en) 2004-12-02 2004-12-02 Automatic engine stop device for vehicle

Publications (2)

Publication Number Publication Date
JP2006161565A JP2006161565A (en) 2006-06-22
JP4237132B2 true JP4237132B2 (en) 2009-03-11

Family

ID=36663882

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2004349726A Active JP4237132B2 (en) 2004-12-02 2004-12-02 Automatic engine stop device for vehicle

Country Status (1)

Country Link
JP (1) JP4237132B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104179581A (en) * 2013-05-20 2014-12-03 通用汽车环球科技运作有限责任公司 Engine running notice and automatic shut-off

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5251484B2 (en) * 2008-12-19 2013-07-31 日産自動車株式会社 Control device for hybrid vehicle
US20110112740A1 (en) * 2009-11-11 2011-05-12 Denso Corporation Control device for internal combustion engine and method for controlling internal combustion engine
JP5548697B2 (en) * 2009-11-18 2014-07-16 本田技研工業株式会社 Vehicle control device
JP5304625B2 (en) 2009-12-11 2013-10-02 株式会社デンソー Automatic stop / start control device for internal combustion engine
CN103237704B (en) * 2010-10-21 2016-04-20 日产自动车株式会社 The anxious deceleration control device of motor vehicle driven by mixed power
JP5629657B2 (en) 2011-08-03 2014-11-26 トヨタ自動車株式会社 Hybrid vehicle and control method of hybrid vehicle
JP5857672B2 (en) 2011-11-24 2016-02-10 日産自動車株式会社 Automatic engine stop control device for vehicle
KR101316311B1 (en) * 2011-12-06 2013-10-08 현대자동차주식회사 Idle Stop & Go system and control method thereof
JP5608180B2 (en) * 2012-01-06 2014-10-15 富士重工業株式会社 Idle stop device
JP5934042B2 (en) * 2012-07-11 2016-06-15 日本特殊陶業株式会社 Sensor control device and sensor control method
JP2014214690A (en) * 2013-04-26 2014-11-17 ダイハツ工業株式会社 Control device of vehicle
US9074571B1 (en) * 2013-12-17 2015-07-07 Ford Global Technologies, Llc Vehicle and method of controlling an engine auto-stop and restart

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104179581A (en) * 2013-05-20 2014-12-03 通用汽车环球科技运作有限责任公司 Engine running notice and automatic shut-off
CN104179581B (en) * 2013-05-20 2017-01-04 通用汽车环球科技运作有限责任公司 Electromotor runs notice and is automatically switched off

Also Published As

Publication number Publication date
JP2006161565A (en) 2006-06-22

Similar Documents

Publication Publication Date Title
JP5962767B2 (en) Vehicle travel control device
JP5915496B2 (en) Vehicle travel control device
JP3788736B2 (en) Engine automatic stop / start control device
US8007401B2 (en) Hybrid vehicle drive control apparatus and method
US9440653B2 (en) Drive control device for vehicle
EP1693267B1 (en) Electric oil pump control system in hybrid vehicle
JP3922549B2 (en) Vehicle control device
EP2527220B1 (en) Control device and method for vehicle
US6742614B2 (en) Controller of a hybrid vehicle
US6434475B2 (en) Automatic stop/restart device of vehicle engine
US6334834B1 (en) Automatic engine stop control system for vehicles
JP5832736B2 (en) Engine start control device for hybrid vehicle
JPWO2013190652A1 (en) Vehicle control device
JP3891467B2 (en) Brake fluid pressure retention device
JP4811498B2 (en) Vehicle control device
JP5176421B2 (en) Control device for hybrid vehicle
JP3921218B2 (en) Control device for hybrid vehicle
JP4127310B2 (en) Vehicle control device, control method, program for realizing the method, and recording medium recording the program
JP3588091B2 (en) Hydraulic control device for hybrid vehicle
JP3715158B2 (en) Engine stop / start control device
WO2012011568A1 (en) Engine automatic stop device and automatic stop method
JP5227186B2 (en) Method for controlling the release of an automatic clutch in a vehicle
US9283956B2 (en) Hybrid vehicle rapid deceleration control device
US7055635B2 (en) Electric power regeneration controller for hybrid vehicle
KR101535020B1 (en) Control method and system for creep torque of vehicle

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20061128

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20080822

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20080909

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20081105

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20081209

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20081217

R150 Certificate of patent or registration of utility model

Ref document number: 4237132

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20111226

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20111226

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20121226

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20131226

Year of fee payment: 5

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250