JP4821883B2 - Automatic start control device for vehicle engine - Google Patents

Description

  The present invention relates to a vehicular engine automatic start control device that automatically starts an engine when a vehicle that is temporarily stopped is started.

  In recent years, vehicles such as automobiles have been requested to reduce carbon dioxide, improve fuel consumption, reduce exhaust gas, and the like due to resource problems and environmental pollution problems caused by exhaust gas. In view of these demands, there has been proposed a device that automatically stops the engine when the vehicle is temporarily stopped due to a signal or the like and automatically starts the engine when the vehicle is started.

  In the device, it takes a certain amount of time after the engine is started until the torque is transmitted to the drive wheels and the vehicle starts to travel. This is because (1) it takes some time for the engine speed of the stopped engine to become the idle engine speed when starting, and (2) in the case of a vehicle equipped with an automatic transmission, This is because, in a transmission, due to a delay in response of hydraulic pressure, it takes some time from torque input to output. For this reason, it is difficult for the device to meet the request when a quick start is required, such as when turning right at an intersection when starting the vehicle, or when joining the main line.

  In response to this, for example, Patent Document 1 describes an automatic start control device that starts an engine based on a hydraulic pressure in a master cylinder of a service brake mechanism with respect to a stopped vehicle. This control device is made by paying attention to the fact that the brake pedal of the service brake mechanism is normally released before the accelerator pedal is depressed for starting the vehicle. In the same control device, when the brake pedal force is relaxed, the hydraulic pressure in the master cylinder falls below a predetermined threshold value, and the state continues for a predetermined time, the driver is determined to start. It starts automatically. According to the control device, even if the engine or the automatic transmission is delayed as described above, the engine is already started when the driver depresses the accelerator pedal to start the vehicle. .

Japanese Patent Laid-Open No. 11-270378

  However, in the automatic start control device described in the above-mentioned publication, it is determined whether or not to start the engine simply based on a comparison determination between the hydraulic pressure in the master cylinder and a threshold value. For this reason, although the driver's intention to start can be estimated at an early stage and quick start is possible, there is a problem that the driver feels uncomfortable. For example, the driver may slowly relax the pedaling force on the brake pedal due to fatigue while the vehicle is stopped. In this case, the driver has no intention to start. However, if the driver slowly releases the brake pedal and the fluid pressure in the master cylinder falls below the threshold value to some extent, the engine is started against the driver's will.

  Further, there is a case where the pedaling force on the brake pedal is quickly released for starting the vehicle. In this case, if the hydraulic pressure in the master cylinder is higher than the threshold value, the engine is not started against the driver's intention to start.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an engine for a vehicle that can start the engine in accordance with the driver's intention and can reduce discomfort to the driver. To provide an automatic start control device.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 is used in a vehicle including an engine as a power source and a braking mechanism that applies a braking force to a wheel in response to an operation of a braking operation member, and is temporarily operated as the vehicle stops. the engine being stopped, the automatic start control apparatus of a vehicle engine so as to start upon starting of the vehicle, and operating condition detecting means for the operation amount of the front Symbol brake operating member directly or indirectly detectable, the includes a change amount calculating means for calculating the operating state detecting means thus a variation per hour of said detected operation amount, and a start control means for starting the engine is shut down with the stop of the previous SL vehicle, The start control unit starts the engine when the operation amount detected by the operation state detection unit is less than a first predetermined value, and detects the operation state detection unit. When the operation amount detected by the step is greater than or equal to the first predetermined value and less than the second predetermined value, the change amount calculated by the change amount calculating means is a negative value and less than a predetermined negative determination value. The engine is started on the condition that the engine is not started when the operation amount detected by the operation state detecting means is not less than the second predetermined value .

According to the above structure, in order to alleviate the braking force by the braking mechanism, when the brake operating member is operated by the driver, the operation amount is directly or indirectly detected by the operation state detecting means, the manipulated variable The change amount per time is calculated by the change amount calculation means. When the operation amount detected by the operation state detection means is not less than the first predetermined value and less than the second predetermined value, the change amount calculated by the change amount calculation means is a negative value and a predetermined negative determination value. Start the engine on the condition that it is less. This start timing is a timing before the driver wants to start and performs the accelerator operation. If the amount of change per time is greater than or equal to the negative judgment value, the operation of the braking operation member for relaxing the braking force is performed slowly. Continue to be stopped.
Further, when the operation amount detected by the operation state detection means is less than the first predetermined value, the engine is started. If the manipulated variable is less than the first predetermined value, the driver is not willing to maintain the vehicle in a stopped state, but rather is willing to start, so the engine is started. Therefore, the driver's intention to start the vehicle can be further met.

  In this way, it is possible not only to estimate the driver's intention to start at an early time and start the vehicle quickly, but also to start the engine according to the driver's intention and reduce the sense of incongruity given to the driver. can do.

According to a second aspect of the present invention, in the first aspect of the invention, the braking mechanism converts a force applied to the braking operation member into a hydraulic pressure by a master cylinder, and generates a braking force by the hydraulic pressure. The operation state detecting means detects the hydraulic pressure in the master cylinder as the operation amount of the braking operation member .

According to the above configuration, when the braking operation member of the braking mechanism is operated by the driver, the force applied to the braking operation member in accordance with the operation is converted into hydraulic pressure by the master cylinder. This hydraulic pressure generates a braking force. The hydraulic pressure in the master cylinder is low when the operation amount of the braking operation member is small, and increases as the operation amount increases. Paying attention to the characteristics of the hydraulic pressure, the operation state detecting means detects the hydraulic pressure in the master cylinder as an operation amount equivalent value of the braking operation member .

According to a third aspect of the present invention, in the first or second aspect of the present invention, the vehicle further includes start prohibiting means for prohibiting start by the start control means until a predetermined time elapses after the vehicle stops. And

  According to said structure, the start by a starting control means is prohibited until predetermined time passes after a vehicle stops. Therefore, before and after the vehicle is stopped by the braking mechanism, in general, the driver operates the brake operation member frequently even if there is no intention to start, and the operation amount changes frequently. Start-up can be suppressed.

In the invention of claim 4, wherein, in the invention of claim 3, wherein said start control means, when the operation amount of Thus the brake operating member in the operation state detection means is detected to be zero, the start inhibition It is assumed that the engine is started regardless of whether the starting is prohibited by the means.

According to the above structure, when the operation amount of the thus brake operating member in the operation status detection means is detected to be zero, or not starting of the engine is prohibited by the start inhibition means, starting The engine is started by the control means. Therefore, even if the predetermined time has not elapsed since the vehicle stopped, no force is applied to the braking operation member, so if the driver is clearly willing to start, start the engine, The vehicle can be started.

According to a fifth aspect of the present invention, in the second aspect of the present invention, the road surface inclination detecting means for detecting the inclination of the road surface on which the vehicle is stopped, and the road surface inclination detecting means according to the inclination of the road surface. A hydraulic pressure determination value setting means for setting a hydraulic pressure determination value, wherein the start control means is configured such that the operation amount detected as the hydraulic pressure by the operation state detection means is equal to or greater than the first predetermined value. The engine is also started when it is less than a predetermined value and the manipulated variable is less than the determination value set by the hydraulic pressure determination value setting means .

According to the above configuration, slope angle of a road surface on which vehicles are stopped is detected by the road surface slope angle detecting means, hydraulic pressure determination value liquid pressure determination value setting means in accordance with the detected road surface slope angle Set by The engine is also started when the hydraulic pressure detected as the operation amount of the braking operation member by the operation state detection means is less than the determination value set by the hydraulic pressure determination value setting means. Therefore, the braking force of the braking mechanism required to maintain the stopped state differs depending on the slope of the road surface on which the vehicle is stopped, and accordingly, the operation of the braking operation member required by the driver is performed. Although the amount and hydraulic pressure in the master cylinder are different, as described above, the influence of road slope on engine start can be eliminated by setting the hydraulic pressure judgment value in consideration of the road slope. Is possible.

According to a sixth aspect of the present invention, in the fifth aspect of the invention, the hydraulic pressure determination value setting means sets the hydraulic pressure determination value in an area where the road surface inclination detected by the road surface inclination detection means is larger than in a small area. Assume that the value is set to a large value.

  According to the above configuration, the hydraulic pressure determination value is set to a larger value in the region where the road surface inclination is large than in the small region. Therefore, a larger braking force is required in the region where the road surface inclination is large than in the small region in order to maintain the stopped state. Along with this, the amount of operation of the braking operation member required by the driver is large, and the hydraulic pressure required for the master cylinder increases, but by setting the hydraulic pressure judgment value as described above, the road surface It is possible to more reliably eliminate the influence of the inclination on the engine start.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the structure about one Embodiment of the automatic start control apparatus of the vehicle engine of this invention. The flowchart which shows the procedure which controls automatic stop and automatic start. The flowchart which shows the procedure which controls automatic stop and automatic start. The graph which shows the characteristic of the hydraulic pressure in a master cylinder with respect to the depression amount of an accelerator pedal. 6 is a schematic diagram showing a map structure of a control map used for determining a change amount determination value. 6 is a schematic diagram illustrating a map structure of a control map used for determining a hydraulic pressure determination value. The timing chart which shows the fluctuation | variation aspect of a hydraulic pressure and a vehicle speed.

Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of an engine to which an automatic start control device is applied and its peripheral devices. An engine 12 is mounted on the vehicle 11 as a power source. When the engine 12 uses gasoline as fuel, for example, the reciprocating motion of the piston 13 is converted into rotational motion by the connecting rod 14 and then the crankshaft 15 that is the output shaft of the engine 12 is used. Is transmitted to. In addition, the air-fuel mixture of the fuel injected from the fuel injection valve 16 and the intake air flowing through the intake passage is ignited and burned by the electric spark of the spark plug 17. The ignition timing is adjusted by controlling an igniter 19 connected to the spark plug 17 via the ignition coil 18. The piston 13 is reciprocated by the high-temperature and high-pressure combustion gas generated by the combustion of the air-fuel mixture, and the crankshaft 15 is rotated to obtain the driving force (output torque) of the engine 12. The engine 12 may be of a type different from those described above, for example, a direct injection gasoline engine or a diesel engine.

  The operation of the engine 12 is stopped when the vehicle is temporarily stopped, such as waiting for a signal while the vehicle is running, and is restarted in response to a driver's start request. In the present embodiment, in order to distinguish from normal operation stop / start of the engine 12, the operation stop of the engine 12 in the above situation is referred to as “automatic stop”, and the resumption of operation is referred to as “automatic start”.

  Various auxiliary machines 21 and a motor generator (hereinafter referred to as “MG”) 22 having both a rotation function and a power generation function are arranged in the vicinity of the engine 12. The MG 22 is connected to the high voltage battery 24 via the inverter 23 and is connected to the battery 26 via the inverter 23 and the DC / DC converter 25. The high voltage battery 24 is used exclusively as a power source for driving the MG 22 and stores the generated power when the MG 22 functions as a generator (alternator). The DC / DC converter 25 steps down the voltage of the high voltage battery 24 or the power generated by the MG 22 to charge the battery 26. The battery 26 is used as a power source for supplying electric power to various electric loads (including an ECU 49 described later). Note that the battery 26 may be omitted, and the ECU 49 and the like may be supplied with reduced power via the DC / DC converter 25.

  A crank damper with an electromagnetic clutch 28 is attached to the crankshaft 15. Pulleys 31 and 32 are attached to each of the auxiliary machines 21 and MG 22 so as to be integrally rotatable, and a transmission belt 33 is hung on these pulleys 31 and 32 and a pulley 29 of the crank damper 28. With this transmission belt 33, power transmission from the crankshaft 15 to the auxiliary machine 21, power transmission from the MG22 to the auxiliary machine 21, and power transmission between the crankshaft 15 and the MG22 are possible. The electromagnetic clutch 27 is disconnected when the engine 12 is automatically stopped, and is connected when the engine 12 is automatically started.

  An automatic transmission (AT) 35 is connected to the crankshaft 15 via a torque converter 34. The torque converter 34 amplifies the output torque of the engine 12 using the flow of fluid (oil) and transmits it to the automatic transmission 35. The automatic transmission 35 switches the shift range according to the operation of a shift lever (not shown) provided in the driver's seat, and shifts within a predetermined shift range based on the vehicle speed, engine load (for example, throttle opening), and the like. Switch stages. For example, P (parking), R (reverse), N (neutral), D (drive), 2nd speed, 1st speed, etc. are set as the shift range.

  The output shaft of the automatic transmission 35 is connected to the drive wheels 41 via a drive shaft 37, a differential gear 38, an axle 39, and the like, and the rotation of the output shaft is transmitted to the drive wheels 41 through these members 37 to 39. .

The vehicle 11 is mainly provided with a service brake mechanism (foot brake mechanism) 42 as a braking mechanism for decelerating and stopping the traveling vehicle 11. The mechanism 42 converts a brake pedal 43 that is a member (braking operation member) operated by a driver for braking and a force (stepping force) applied to the brake pedal 43 during the operation into hydraulic pressure. And a master cylinder 44. In the service brake mechanism 42, when the brake pedal 43 is stepped on by the driver, the pedaling force is converted into a hydraulic pressure in the master cylinder 44, and a braking force corresponding to the hydraulic pressure is applied to a drum attached to each wheel. It is given to the disc.

  Here, a certain relationship is found between the amount of depression of the brake pedal 43 and the hydraulic pressure in the master cylinder 44. As shown in FIG. 4, the hydraulic pressure is low when the brake pedal 43 is not operated (when the depression amount is substantially zero). As the amount of depression of the brake pedal 43 increases, the hydraulic pressure also increases. Therefore, basically, as the driver depresses the brake pedal 43 more (deeper), the hydraulic pressure in the master cylinder 44 increases and the braking force increases. However, the hydraulic pressure is not necessarily proportional to the depression amount, and the degree of increase in the hydraulic pressure increases as the depression amount increases. For this reason, even if the brake pedal 43 is stepped in the same manner (at the same speed), the hydraulic pressure changes greatly in the region where the amount of depression is large compared to the region where the amount of depression is small. Further, the hydraulic pressure changes greatly with respect to the amount of depression of the brake pedal 43 in a region where the fluid pressure is high compared to a region where the fluid pressure is low.

  As shown in FIG. 1, various sensors are used to detect the state of the vehicle 11. For example, the output shaft or the like of the automatic transmission 35 is provided with a vehicle speed sensor 45 that detects the vehicle speed that is the traveling speed of the vehicle 11. A hydraulic pressure sensor 46 that detects the hydraulic pressure is provided in the vicinity of the master cylinder 44. This hydraulic pressure corresponds to the depression amount of the brake pedal 43 as described above. In the vicinity of the brake pedal 43, a push-type stop lamp switch 47 is provided. The switch 47 is for detecting whether or not the brake pedal 43 is operated, and is normally in an off state (when not depressed), and only when the driver depresses the brake pedal 43 by a predetermined amount or more. Turns on. The predetermined amount here is a value when the hydraulic pressure starts to become higher than 0 in FIG. As shown in FIG. 1, the vehicle 11 is provided with an inclination sensor 48 that detects the inclination (inclination angle) of the road surface at the stop position from the inclination thereof.

  In order to control each part of the vehicle 11 based on the detection values of the various sensors 45 to 48, the vehicle 11 is provided with an electronic control unit (ECU) 49. The ECU 49 is configured around a microcomputer, and a central processing unit (CPU) performs arithmetic processing according to a control program, initial data, a control map, and the like stored in a read-only memory (ROM). Various controls are executed based on this. The calculation result by the CPU is temporarily stored in a random access memory (RAM).

  As various controls, the ECU 49 controls the energization of the fuel injection valve 16 based on signals from various sensors, for example, thereby injecting fuel from the injection valve 16. Further, by controlling the igniter 19 based on signals from various sensors, a high voltage is generated by the ignition coil 18 and spark discharge is caused in the spark plug 17 to ignite the air-fuel mixture. Further, by controlling energization to the electromagnetic clutch 27, it is disconnected or connected, and power is transmitted or cut off between the crankshaft 15 and the pulley 29 (and thus MG22). By controlling the inverter 23, the MG 22 is caused to function as an electric motor or a generator.

  Next, automatic stop control and automatic start control of the engine 12 will be described. In these controls, the ECU 49 repeatedly executes an “automatic stop / start control routine” shown in the flowcharts of FIGS. 2 and 3 at a predetermined timing, for example, every predetermined time.

  In the present embodiment, as shown in FIG. 7, in the above control, the areas where the hydraulic pressure in the master cylinder 44 can be taken are three areas: “stop continuation area”, “change amount determination area”, and “start area”. It is divided into. And according to the area | region where a hydraulic pressure belongs, the aspect of each control of an automatic stop and an automatic start is varied.

The stop continuation region is a region where the hydraulic pressure is higher than P2. In this region, since the driver depresses the brake pedal 43 deeply and is not willing to start, the engine 12 is kept stopped.

  The starting area is an area where the hydraulic pressure is lower than P1 (<P2). The hydraulic pressure P <b> 1 is the minimum liquid required to hold the vehicle 11 in a stopped state against the creep phenomenon even when the creep phenomenon peculiar to the AT car occurs in the vehicle 11 during the automatic start of the engine 12. Set to pressure. The creep phenomenon is a phenomenon in which the vehicle 11 moves even in an idling state when the shift range is in the driving range (“D”, “2”, “1”, “R”). In the starting region, it is considered that the driver is slowing down the pedaling force by using the creep phenomenon to start the vehicle 11 slowly. Therefore, when the hydraulic pressure enters this region, the engine 12 is automatically started immediately. I am doing so.

  The change amount determination area is an area between the stop continuation area and the start area. In this region, the driver's intention to start is estimated based on the amount of change in hydraulic pressure per hour, and the engine 12 is kept stopped or automatically started according to the estimated result. . In this embodiment, the hydraulic pressure P2 is set to 4.0 MPa and the hydraulic pressure P1 is set to 0.4 MPa. However, this is only an example and can be changed as appropriate.

  Further, the stop determination flag F is used in the automatic stop / start control routine. The flag F is used to determine whether or not the engine 12 is stopped, and is set to “1” when an engine stop request is issued, and “0” when an engine start request is issued. Is switched to. The initial value of the stop determination flag F (value at engine start) is “0”.

  In step S110, the ECU 49 first reads the hydraulic pressure in the master cylinder 44 by the hydraulic pressure sensor 46. After the A / D conversion of the hydraulic pressure, a filtering process is performed to remove noise, and this is set as a master pressure MC. Further, using this master pressure MC, a reference master pressure MCSM (i) is calculated according to the following equation (1).

MCSM (i) = a · MCSM (i-1) + b · MC (1)
In the formula (1), a and b are constants that satisfy the condition of a + b = 1 and a ≧ b, and here, a = 15/16 and b = 1/16. That is, the reference master pressure MCSM (i-1) in the previous control cycle and the master pressure MC in the current control cycle reflected by 1/16 is obtained as the current reference master pressure MCSM (i). . The values of the constants a and b described above are merely examples, and can be appropriately changed within a range that satisfies the above conditions.

Further, using the master pressure MC and the reference master pressure MCSM (i), a change amount (hereinafter simply referred to as change amount) ΔMC of the master pressure per time is calculated according to the following equation (2).
ΔMC = MC-MCSM (i) (2)
When the pedaling force on the brake pedal 43 is loosened to automatically start the engine 12 that has been stopped as the vehicle 11 stops, the master pressure MC decreases with time. For this reason, the amount of change ΔMC obtained according to the above equation (2) is a negative value.

  Next, in step S120, it is determined whether or not the stop determination flag F is “1”. If this determination condition is not satisfied (F = 0), it is determined in step S130 whether an automatic stop condition for the engine 12 is satisfied. As the automatic stop condition, for example, “the rotational speed of the engine 12 is equal to or lower than the idle rotational speed”, “the vehicle speed is 0”, “the accelerator pedal is not depressed”, “the automatic transmission 35 The shift range is D, 2nd speed, or 1st speed ".

If the automatic stop condition is satisfied, after the vehicle speed sensor 45 detects that the vehicle speed is zero in step S140, that is, after the vehicle 11 stops, a predetermined time T1 (for example, 500 milliseconds) is obtained. It is determined whether or not it has elapsed. This process is performed to determine whether the vehicle 11 has completely stopped.

  If the determination condition of step S140 is satisfied (T1 elapses), in step S150, a value obtained by adding a predetermined value α to the creep pressure of the creep phenomenon, that is, a value that overcomes the creep force, and the master in step S110 described above. The pressure MC is compared, and it is determined whether or not the latter is higher than the former. The process of step S150 is performed to confirm whether or not the brake pedal 43 is depressed to such an extent that the vehicle 11 does not move due to a creep phenomenon when the engine 12 is automatically started next time.

  If the determination condition in step S150 is satisfied, in step S160, an engine stop command (fuel cut signal, electromagnetic clutch, etc.) is sent to other processes such as an ignition timing control process, a fuel injection amount control process, and an electromagnetic clutch control process. A cutting signal or the like), the engine 12 is automatically stopped and the electromagnetic clutch 27 is disconnected. Thus, the engine 12 is automatically stopped when all the determination conditions of steps S130, S140, and S150 are satisfied.

  During the automatic stop of the engine 12, the MG 22 exhibits a rotation function (functions as an electric motor), and the rotation is transmitted to the auxiliary machine 21 via the pulley 32, the transmission belt 33, and the pulley 31. 21 is driven. At this time, the pulley 29 idles on the crankshaft 15 and the driving force of the MG 22 is not transmitted to the crankshaft 15.

  In step S170, the stop determination flag F is switched from “0” to “1”, and then this routine ends. Further, if any one of the determination conditions of steps S130, S140, and S150 described above is not satisfied, this routine is terminated.

  On the other hand, if the determination condition in step S120 is satisfied (F = 1), it is determined in step S180 whether or not a predetermined time T2 has elapsed after the vehicle 11 stops. The predetermined time T2 is a value larger than the predetermined time T1 described above, for example, 2 seconds. If the determination condition of step S180 is satisfied, it is determined in steps S190 to S220 whether the automatic start condition of the engine 12 is satisfied.

  In step S190, a change determination value is obtained from the control map shown in FIG. 5 based on the change ΔMC calculated in step S110. In this control map, in consideration of the hydraulic pressure characteristic (FIG. 4) with respect to the depression amount of the brake pedal 43 described above, the change amount determination value is set to a smaller value in a region where the master pressure MC is high than in a low region. Yes. Specifically, the change amount determination value is set to decrease as the master pressure MC increases. In step S190, it is determined whether or not the change amount ΔMC is equal to or larger than the change amount determination value obtained as described above.

  In step S200, the hydraulic pressure determination value is obtained from the control map shown in FIG. 6 based on the road surface inclination detected by the inclination sensor 48. In this control map, the hydraulic pressure determination value is the minimum when the road surface slope is the minimum value (when the road surface is horizontal).

  The hydraulic pressure determination value is set to a larger value in a region where the road surface inclination is large, regardless of whether the vehicle is inclined upward or downward, than in a small region. Specifically, the hydraulic pressure determination value is set to increase as the road surface inclination increases. In step S200, it is determined whether or not the master pressure MC is equal to or higher than a hydraulic pressure determination value.

In step S210, it is determined whether or not the master pressure MC belongs to the start region.
In particular, in this embodiment, it is determined whether or not the master pressure MC is equal to or higher than the lower limit guard value. This lower limit guard value is slightly lower than the hydraulic pressure P1 (= 0.4 MPa) serving as the boundary between the change amount determination region and the starting region, and is set to 0.2 MPa here.

  In step S220, it is determined whether or not the stop lamp switch 47 is turned on. As described above, since the switch 47 is turned off when the brake pedal 43 is not depressed, it is considered that the driver is willing to start when the brake pedal 43 is in the off state.

  If all the determination conditions in steps S190 to S220 are satisfied, it is determined that the automatic start condition for the engine 12 is not satisfied, and this routine is terminated. On the other hand, if any one of the determination conditions of steps S190 to S220 is not satisfied, in step S230, an ignition timing control process, a fuel injection amount control process, an electromagnetic clutch energization control process, an MG drive control process, etc. For other processes, an engine start request signal is output. In response to this request signal, fuel injection from the fuel injection valve 16 and ignition by the spark plug 17 are started, and the electromagnetic clutch 27 is connected. At this time, the MG 22 functions as an electric motor, and its rotation is transmitted to the crankshaft 15 via the pulley 32, the transmission belt 33 and the pulley 29, and the crankshaft 15 is forcibly rotated (cranked).

  The electromagnetic clutch 27 is kept connected even after the automatic start. The rotation of the crankshaft 15 is transmitted to the auxiliary machine 21 and the MG 22 via the pulley 29, the transmission belt 33, and the pulleys 31 and 32. By this transmission, the MG 22 is driven together with the auxiliary machine 21, and the MG 22 functions as a generator.

Next, in step S240, the stop determination flag F is switched from “1” to “0”, and then this routine is terminated.
If the determination condition of step S180 is not satisfied, the process proceeds to step S210 without performing the processes of steps S190 and S200. That is, comparison between the change amount ΔMC and the change amount determination value and comparison between the master pressure MC and the hydraulic pressure determination value are prohibited until a predetermined time T2 (= 2 seconds) elapses after the vehicle stops. Therefore, if the master pressure MC is lower than the lower limit guard value (= 0.2 MPa) or the stop lamp switch 47 is turned off, the engine 12 is automatically started regardless of the change amount ΔMC.

  By the way, when the master pressure MC, the reference master pressure MCSM, and the vehicle speed are changed in the manner shown in the timing chart of FIG. 7, the respective processes of the automatic stop / start control routine described above are performed as follows.

  The vehicle 11 is traveling at a timing before the timing t1. When waiting for a signal or the like, the driver steps on the brake pedal 43 to temporarily stop the vehicle 11, and the master pressure MC increases before and after the hydraulic pressure P2. And the vehicle speed is falling with progress of time. In this case, the determination conditions of steps S120 and S130 are not satisfied. For this reason, processing is performed in the order of steps S110 → S120 → S130 → return.

  The vehicle speed becomes 0 (timing t1), thereafter, the automatic stop condition is satisfied, a predetermined time T1 (= 500 milliseconds) elapses, and the brake pedal 43 is depressed deeply so that the master pressure MC is high (timing t2). Then, processing is performed in the order of steps S110 → S120 → S130 → S140 → S150 → S160 → S170 → return, and the engine 12 is automatically stopped.

After the vehicle 11 stops at the timing t1, the determination condition in step S180 is not satisfied until the timing t3 when the predetermined time T2 (= 2 seconds) elapses. Therefore, if the brake pedal 43 is depressed deeply, the master pressure MC is equal to or higher than the lower limit guard value, and the stop lamp switch 47 is turned on, step S110 → S120 → S180 → S210 → S220 → return Processing is performed in order. As a result, the engine 12 continues to stop regardless of the change amount ΔMC of the master pressure MC.

  After the vehicle 11 stops, the depression force on the brake pedal 43 is weakened, the master pressure MC decreases, and the master pressure MC shifts from the stop continuation region to the change amount determination region. After timing t3 when the predetermined time T2 has elapsed, the brake pedal 43 continues to be depressed much, but the pedaling force is slowly released. The change amount ΔMC is equal to or greater than the change amount determination value, the master pressure MC is higher than the hydraulic pressure determination value and the lower limit guard value, and the stop lamp switch 47 is turned on. For this reason, processing is performed in the order of steps S110 → S120 → S180 → S190 → S200 → S210 → S220 → return. As a result, the engine 12 continues to stop.

  When the depressing force on the brake pedal 43 is quickly released and the change amount ΔMC becomes less than the change amount determination value (timing t4), processing is performed in the order of steps S110 → S120 → S180 → S190 → S230 → S240 → return. As a result, the engine 12 is automatically started. Further, the stop determination flag F is switched to “0”.

  In the next control cycle, the determination condition in step S120 is not satisfied. Therefore, after the timing t4, unless the automatic stop condition in step S130 is satisfied, the processing is performed in the order of steps S110 → S120 → S130 → return, and the engine 12 continues to operate. The vehicle speed increases due to a decrease in the depressing force with respect to the brake pedal 43 and a depression operation of the accelerator pedal.

According to the embodiment described above in detail, the following effects can be obtained.
(1) The engine 12 is automatically started based on the master pressure MC accompanying the operation of the brake pedal 43 and the amount of change ΔMC. Therefore, as a start preparation operation for starting the vehicle 11, an operation to release the parking brake from the operating state is performed, or the shift lever is moved from the non-drive range (“N”, “P”) to the drive range (“D”). , “2”, “1”, “R”) or the like. The complicated start preparation operation described above is unnecessary, and the engine 12 can be smoothly and automatically started through a natural operation performed by the driver on the brake pedal 43.

  (2) The timing of the automatic start of the engine 12 based on the master pressure MC and the change amount ΔMC thereof is a timing before the driver depresses the accelerator pedal to operate. This is because the brake pedal 43 is normally loosened before the accelerator pedal is depressed to start the vehicle. Therefore, the driver's intention to start can be estimated at an early stage based on the comparison determination between the change amount ΔMC and the change amount determination value and the comparison determination between the master pressure MC and the hydraulic pressure determination value. After cranking the engine 12, there is a slight delay before the torque of the engine 12 is transmitted to the drive wheels 41 and the vehicle 11 starts to travel. However, the vehicle 11 can be started quickly by the early estimation. It becomes. The time lag is reduced from when the accelerator pedal is depressed until the vehicle 11 actually starts, and deterioration of drivability due to the time lag can be suppressed.

  (3) The hydraulic pressure (master pressure MC) in the master cylinder 44 is detected as a value corresponding to the operation amount of the brake pedal 43 for relaxing the braking force by the service brake mechanism 42, and the change amount ΔMC per time is calculated. is doing. Then, when the master pressure MC belongs to the change amount determination region and the change amount ΔMC (negative value) is below the change amount determination value, the engine 12 that has been stopped due to the stop of the vehicle 11 is automatically started. I try to let them.

  Therefore, the engine 12 is not automatically started simply by satisfying the condition that “the master pressure MC belongs to the change amount determination region”. In addition to this condition, when the condition that “the change amount ΔMC per time of the master pressure MC is less than the change amount determination value” is satisfied, the engine 12 is automatically started. As described above, when the operation for reducing the braking force is performed quickly (when the change amount ΔMC per time is less than the change amount determination value), it is assumed that the driver is willing to start the vehicle. 12 is automatically started. When the operation for mitigation is performed slowly (when the amount of change ΔMC per time is equal to or greater than the determination value), the engine 12 continues to be stopped on the assumption that the driver does not intend to start.

  Therefore, the driver's willingness to start is more accurate than the conventional technology that simply compares the hydraulic pressure in the master cylinder with a predetermined threshold value and determines whether to automatically start the engine based on the determination result. Can be estimated. The engine 12 is automatically started according to the driver's intention, and the uncomfortable feeling given to the driver can be reduced.

  (4) When the braking force by the service brake mechanism 42 is small, it is considered that the driver has no intention to maintain the stopped state, but rather has the intention to start. In particular, in a vehicle equipped with an automatic transmission 35 with a torque converter, when the travel range is set as the shift range of the automatic transmission 35 during engine operation, the vehicle 11 moves due to a creep phenomenon when the braking force decreases. Therefore, if the driver expects this phenomenon and weakens the pedaling force on the brake pedal 43 to reduce the braking force by the service brake mechanism 42, it is considered that the driver is willing to start.

  In this regard, in this embodiment, when the braking force is small and the master pressure MC belongs to the start region, the engine 12 is automatically started regardless of the change amount ΔMC. Therefore, it becomes possible to further follow the intention of the driver who expects the vehicle 11 to start due to the creep phenomenon.

  (5) Although related to (4) above, when the master pressure MC is lower than the lower limit guard value in the start range (a value lower than the lower limit value of the change amount determination region), the engine 12 is used regardless of the change amount ΔMC. Is automatically started.

  For this reason, compared with the case where the engine 12 is automatically started when the master pressure MC simply belongs to the start region, the driver's intention to start can be more reliably estimated. Then, the engine 12 can be automatically started according to the driver's intention.

  (6) The change amount determination value is set to a value corresponding to the master pressure MC. For this reason, regarding the relationship between the depression operation (depression amount) of the brake pedal 43 for reducing the braking force and the master pressure MC, the degree of change in the master pressure MC differs depending on the depression amount region ( However, the difference in the degree of change can be absorbed. With this absorption, the amount of change ΔMC becomes less than the amount of change determination value if the brake pedal 43 is operated by the same amount regardless of whether the amount of operation of the brake pedal 43 is large or small. The engine 12 is started. Therefore, with respect to the area of the depression amount of the brake pedal 43, the phenomenon that the engine is started in one area but not started in another area even though the brake pedal 43 is depressed by the same amount is solved. In addition, it is possible to prevent the driver from feeling uncomfortable due to the same phenomenon.

(7) In the region where the master pressure MC is high, the change amount determination value is set to a smaller value than in the low region. Therefore, in the region where the master pressure MC is high, the change amount (decrease amount) ΔMC of the master pressure MC relative to the depression amount of the brake pedal 43 is large, and in the region where the master pressure MC is low, the change amount ΔMC is small. Thus, by making the change amount determination value different depending on the area of the master pressure MC, it is possible to reliably absorb the difference in the degree of change of the master pressure MC corresponding to the area of the master pressure MC.

  (8) Before and after the vehicle 11 stops due to the depression operation of the brake pedal 43, in general, the brake pedal 43 is frequently operated by the driver, and the amount of operation varies greatly. For one thing, in order to alleviate the negative acceleration accompanying deceleration and gradually reduce the shock at the time of stopping, the pedal pressure applied to the brake pedal 43 is temporarily weakened to release the master pressure. by. In addition, the pedaling force is weakened in order to ease the foot that is stepping on the brake pedal 43 in order to maintain the stop state. In these cases, it is considered that the driver does not intend to start even though the brake pedal 43 is loosened.

  In this regard, in the present embodiment, the automatic start of the engine 12 based on the comparison between the change amount ΔMC and the change amount determination value is basically prohibited until a predetermined time T2 elapses after the vehicle 11 stops. . Therefore, immediately after the vehicle 11 stops, when the brake pedal 43 is frequently operated by a driver who does not intend to start, the engine 12 is preferably prevented from being automatically started against the driver's intention. be able to.

  (9) Even after the vehicle 11 stops, if the force is no longer applied to the brake pedal 43, it is considered that the driver wants the engine 12 to be automatically started again for starting the vehicle. As such a situation, for example, in order to start the vehicle, there is a case where the pedaling force on the brake pedal 43 is loosened and the accelerator operation is performed by moving the foot from the brake pedal 43 to the accelerator pedal.

  In consideration of the above points, in the present embodiment, when the depression force on the brake pedal 43 becomes very small (substantially becomes 0) and the stop lamp switch 47 is turned off, the automatic operation of (8) above is performed. Regardless of whether the start is prohibited, the engine 12 is automatically started immediately. Therefore, even if the predetermined time T2 has not elapsed since the vehicle stopped, the vehicle 11 can be started by automatically starting the engine 12 if it is considered that the driver has a clear intention to start.

  (10) The slope of the road surface on which the vehicle 11 is stopped is detected, and a hydraulic pressure determination value is set based on the detection result. When the master pressure MC belongs to the change amount determination region, the engine 12 is automatically started when the master pressure MC is less than the hydraulic pressure determination value even if the change amount ΔMC is greater than or equal to the change amount determination value.

  Accordingly, the braking force of the service brake mechanism 42 required to maintain the stop state differs according to the road surface inclination, and accordingly, the amount of operation of the brake pedal 43 by the driver and the master pressure MC also differ. By considering the road surface inclination as described above, the influence of the road surface inclination on the automatic start of the engine 12 can be eliminated.

  (11) A larger braking force is required in an area where the road surface inclination is large than in a small area in order to maintain a stopped state. Accordingly, a large amount of operation of the brake pedal 43 and a high master pressure MC are required. On the other hand, in the present embodiment, the hydraulic pressure determination value is set to a larger value in the region where the road surface inclination is large than in the small region. Thus, by considering the road surface inclination, it is possible to more reliably eliminate the influence of the road surface inclination on the engine start.

(12) If the engine 12 is automatically stopped in a state where the brake pedal 43 is not depressed so much, and if the depressed state does not change, the vehicle will be caused by a creep phenomenon when the engine 12 is automatically started next time. 11 may move inadvertently. On the other hand, in the present embodiment, the engine 12 is automatically stopped when the condition that the driver depresses the brake pedal 43 to some extent (step S150) is satisfied. For this reason, if the depression state of the brake pedal 43 at the time of the automatic stop of the engine 12 is continued until the next automatic start, the above-described inadvertent movement of the vehicle 11 can be prevented in advance.

Note that the present invention can be embodied in another embodiment described below.
A brake stroke sensor for detecting the depression amount (stroke) of the brake pedal is used as an operation state detection means for directly or indirectly detecting the depression state of the brake pedal 43, instead of the above-described hydraulic pressure sensor 46 for detecting the master pressure. It may be used. Further, a pedal force sensor that detects the pedal force applied to the brake pedal may be used.

  The amount of change ΔMC may be calculated by a method different from that in the above embodiment. For example, the deviation between the master pressure at that time and the master pressure before a predetermined time (for example, 200 milliseconds) may be obtained and used as the change amount ΔMC.

The present invention can be applied to a vehicle equipped with a manual transmission instead of the automatic transmission.
The processing of at least one of steps S140 and S150 of the “automatic stop / start control routine” may be omitted, and the engine 12 may be automatically started.

  In the above embodiment, when the master pressure MC is lower than the lower limit guard value, the engine 12 is automatically started regardless of the change amount ΔMC. However, when the master pressure MC is lower than the hydraulic pressure P1, that is, it belongs to the start region. In some cases, it may be automatically started.

In addition, the technical idea that can be grasped from the respective embodiments will be described together with the effects thereof.
(A) When the hydraulic pressure by the operation state detection unit is lower than a predetermined value in the lower region of the change amount determination region, the start control unit is irrelevant to the change amount by the change amount calculation unit. Starts the engine.

  According to the above configuration, the driver's intention to start can be more reliably estimated as compared with the case where the engine is started when the hydraulic pressure by the operation state detection means belongs to the lower region of the change amount determination region. It becomes possible. Then, the engine can be started in a form that is more in line with the driver's intention.

  DESCRIPTION OF SYMBOLS 11 ... Vehicle, 12 ... Engine, 42 ... Service brake mechanism, 43 ... Brake pedal, 44 ... Master cylinder, 46 ... Fluid pressure sensor, 48 ... Inclination sensor, 49 ... ECU (electronic control unit).

Claims (6)

The engine that is used in a vehicle including an engine as a power source and a braking mechanism that applies a braking force to a wheel according to an operation of a braking operation member, and temporarily stopped when the vehicle is stopped. In an automatic start control device for a vehicle engine that is started when the vehicle starts,
An operating condition detecting means for detecting an operation amount of the front Symbol brake operating member directly or indirectly,
A change amount calculating means for calculating an amount of change per unit time of the operating state detecting means thus detected the manipulated variable,
And a start control means for starting the engine is shut down with the stop of the previous SL vehicle,
The start control means includes
When the operation amount detected by the operation state detection means is less than a first predetermined value, the engine is started,
When the operation amount detected by the operation state detection means is not less than the first predetermined value and less than the second predetermined value, the change amount calculated by the change amount calculation means is a negative value and a predetermined negative value. Start the engine on condition that it is less than the judgment value,
The vehicle engine automatic start control device , wherein the engine is not started when the operation amount detected by the operation state detection means is equal to or greater than the second predetermined value . The braking mechanism converts a force applied to the braking operation member into a hydraulic pressure by a master cylinder, and generates a braking force by the hydraulic pressure,
The operation state detection means, the automatic start control apparatus of the vehicle engine according to claim 1, wherein the fluid pressure in the master cylinder is detected as the operation amount of the brake operating member. The automatic start control device for a vehicle engine according to claim 1 or 2 , further comprising start prohibiting means for prohibiting start by the start control means until a predetermined time elapses after the vehicle stops. The start control means, when the operation amount of Thus the brake operating member in the operation state detection means is detected to be zero, regardless of the presence or absence of start inhibition by the start inhibition means, wherein for starting said engine Item 4. The automatic start control device for a vehicle engine according to Item 3 . Road slope detection means for detecting the slope of the road surface on which the vehicle is stopped;
A hydraulic pressure determination value setting means for setting a hydraulic pressure determination value according to the road surface inclination by the road surface inclination detection means,
The start control means is configured such that the operation amount detected as a hydraulic pressure by the operation state detection means is not less than the first predetermined value and less than a second predetermined value, and the operation amount is determined by the hydraulic pressure determination value setting means. The automatic start control device for a vehicle engine according to claim 2 , wherein the engine is started even when the determination value is less than the set determination value. 6. The automatic start of the vehicle engine according to claim 5, wherein the hydraulic pressure determination value setting means sets the hydraulic pressure determination value to a larger value in a region where the road surface inclination detected by the road surface inclination detection means is larger than a small region. Control device .

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