JP2005090302A - Idling stop device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a vehicle from moving at the time of restarting an engine when idling stop of the engine is performed on the condition that a parking brake is operated. <P>SOLUTION: It is made a first idling stop condition that the vehicle is stopping, an accelerator pedal is released, a charge amount of a battery is above a predetermined amount, a foot brake is not operated and the parking brake is operated. When the first idling stop condition is fulfilled, an idling rotation speed of the engine is increased for a predetermined time. When the first idling stop condition is fulfilled continuously during the time of increasing the idling rotation speed, the engine is stopped after the time of increasing the speed and idling stop is performed. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an idling stop device that stops an engine in order to save fuel consumption when the vehicle is stopped and restarts the vehicle when starting.

There is known an idling stop device that stops the engine once when the vehicle stops, such as waiting for a signal, and restarts the vehicle when starting (see, for example, Patent Document 1).
This type of idling stop device automatically stops the engine when a preset idling stop condition such as the foot brake depressing condition is satisfied, and automatically restarts the engine when the idling stop condition due to release of the foot brake is not satisfied. Yes.

Prior art documents related to the invention of this application include the following.
JP 2000-297666 A

  By the way, when the vehicle is stopped, the vehicle may be stopped by operating a side brake instead of the foot brake. Therefore, it is conceivable to set the side brake operation to an idling stop condition.

  However, when the vehicle is stopped by operating the side brake, the stopping time may be longer, and the battery power is consumed even during idling stop, so the battery charge level decreases and the engine restarts. There is a risk that it will not be possible. Therefore, it is necessary to restart the engine while the charge amount of the battery is sufficient, for example, by estimating the charge amount of the battery during idling stop.

  However, if the engine is restarted when the side brake is operated and the vehicle is stopped, the vehicle may start when the engine is started if the braking force of the side brake is weak.

  The vehicle idling state and the foot brake inoperative state are set as the first idling stop condition. When the first idling stop condition is satisfied, the engine idling rotational speed is increased for a predetermined time. When the first idling stop condition is continuously satisfied during the idling rotation speed acceleration time, the engine is stopped after the acceleration time to perform idling stop.

  According to the present invention, prior to idling stop, it can be confirmed that the vehicle is stopped without moving even when the engine is restarted by only the operating force of the side brake.

  FIG. 1 shows the configuration of an embodiment. The accelerator sensor 1 detects the amount of depression of an accelerator pedal (not shown), and the vehicle speed sensor 2 detects the traveling speed Vsp of the vehicle. The shift switch 3 detects a shift position SFT of an automatic transmission (not shown), and the brake hydraulic pressure sensor 4 detects the pressure of brake hydraulic oil. The engine control module 9 to be described later determines that the foot brake is in an operating state when the foot brake is depressed and a brake hydraulic pressure greater than a predetermined value is detected by the brake hydraulic pressure sensor 4, and the foot brake operation flag is determined. When 1 is set in BRK and a brake hydraulic pressure less than a predetermined value is detected, it is determined that the foot brake is in an inoperative state, and 0 is set in the foot brake operation flag BRD.

  The side brake switch 5 detects the operating state of the side brake. The engine control module 9 described later sets the side brake operation flag PKB to 1 when the side brake operation state is detected by the side brake switch 5, and sets the side brake operation flag PKB to 0 when the non-operation state is detected. Set. The battery voltage sensor 6 detects the voltage of a battery (not shown). The battery current sensor 7 detects charge / discharge current flowing through the battery, and the battery temperature sensor 8 detects the temperature of the battery.

  The engine control module (hereinafter referred to as ECM) 9 includes a microcomputer, ROM, RAM, A / D converter, and the like, and drives and controls the engine 10. The ECM 9 includes an engine complete explosion determination unit 91, a battery state determination unit 92, an idling stop permission determination unit 93, a starter control unit 94, a fuel injection control unit 95, an idling rotation speed control unit 96, and the like in the form of microcomputer software. ing.

  The engine complete explosion determination unit 91 determines that the engine 10 is in a complete explosion state when the rotational speed of the engine 10 detected by a crank angle sensor 11 described later reaches a predetermined speed when the engine is started. The battery state determination unit 92 estimates the state of charge (SOC) of the battery based on the voltage, charge / discharge current and temperature of the battery, and whether the amount of charge is sufficient to restart the engine after idling stop. Determine whether or not.

  The idling stop permission determination unit 93 determines whether or not the idling stop condition is satisfied based on various sensors, switches 1 to 5, and information from the battery state determination unit 92. The idling stop permission determining unit 93 also outputs a request for increasing the idling rotational speed to the idling rotational speed control unit 96 when the side brake is operated to stop idling.

  The starter control unit 94 activates the starter 12 when the engine is restarted after idling stop, and stops the starter 12 when the engine complete explosion determination is made. The fuel injection control unit 95 controls the injector 13 to adjust the fuel supply amount to the engine 10. The fuel injection control unit 95 also stops idling the engine 10 at the time of idling stop to stop idling of the engine 10, and resumes fuel supply at the restart of the engine after idling stop.

  The idling speed control unit 96 controls the electronic control throttle (ETC) 14 to adjust the rotational speed of the engine 10. The idling rotation speed control unit 96 also increases the idling rotation speed Ni of the engine 10 when there is an “idling rotation speed increase request” from the idling stop permission determination unit 93.

  The engine 10 includes a crank angle sensor 11 for detecting the engine rotational speed Ne, a starter 12 for starting the engine, an injector 13 for injecting fuel, an electronically controlled throttle 14 for adjusting a throttle valve opening degree, and the like. .

  Here, the idling stop condition of the embodiment will be described. First, it can be assumed that the vehicle speed Vsp is lower than 2 km / h, for example, and that the amount of depression of the accelerator pedal is equal to or less than a predetermined value, that is, the accelerator pedal is in a released state, and the battery charge SOC is a predetermined value. The common condition is that the amount of charge that can restart the engine is secured.

  The first idling stop condition is when the above-described common condition is satisfied and the shift position SFT is in the parking P or neutral N range.

  Further, the second idling stop condition is a case where the above-described common condition is satisfied, the shift position SFT is in the drive D range, and the foot brake is depressed. Note that the side brake operation is not included in the first and second idling stop conditions.

  Next, the third idling stop condition is a case where the above-described common condition is satisfied, the shift position SFT is in the drive D range, and the side brake is in an operating state. In the third idling stop condition, there are a case where the side brake is operated before the engine is stopped and a case where the side brake is operated after the engine is stopped. The third idling stop condition that requires the operation of the side brake will be described in detail below.

  FIG. 2 is a time chart showing an operation when the side brake is operated before the engine is stopped under the third idling stop condition. In FIG. 2, the foot brake is depressed at time t1 after the accelerator pedal is released, and the vehicle speed Vsp decreases. At time t2, the vehicle speed Vsp becomes lower than 2 km / h, and the engine speed Ne decreases to the idling speed Ni. When the vehicle is stopped, the shift position SFT is in the D range, and the foot brake is depressed, the second idling stop condition described above is satisfied.

  The idling stop is executed after a predetermined time T2 from the establishment of the second idling stop condition. If the side brake is activated at time t3 before the predetermined time T2 elapses, the vehicle stops and the shift position SFT is in the D range and the side The brake is activated, and the above-described third idling stop condition 3 is satisfied. Therefore, idling stop by the second idling stop condition is not performed, and “idling rotational speed increase request” is output to the idling rotational speed control unit 96, and the idling rotational speed Ni is increased.

  When the foot brake is released at time t4, the second idling stop condition is not satisfied, and at time t5 after a predetermined time T3 from the release of the foot brake, the idling stop by the third idling stop condition is executed, and the engine 10 is Stop. In the idling stop state, when the battery charge is reduced to a predetermined value or less at time t6, the idling stop condition is not satisfied and the engine 10 is restarted.

  FIG. 3 is a time chart showing the operation when the side brake is operated after the engine is stopped under the third idling stop condition. In FIG. 3, the foot brake is depressed at time t1 after the accelerator pedal is released, and the vehicle speed Vsp decreases. At time t2, the vehicle speed Vsp becomes lower than 2 km / h, and the engine speed Ne decreases to the idling speed Ni. When the vehicle is stopped, the shift position SFT is in the D range, and the foot brake is depressed, the above-described second idling stop condition is satisfied, the idling stop is executed at time tis after a predetermined time T2, and the engine 10 is stopped.

  When the side brake is activated at time t3 after the engine is stopped, the vehicle is stopped, the shift position SFT is in the D range and the side brake is activated, the third idling stop condition is satisfied, and the engine 10 is restarted immediately. An “idling rotational speed increase request” is output to the idling rotational speed control unit 96, and the idling rotational speed Ni is increased.

  When the foot brake is released at time t4 after the engine is restarted, the second idling stop condition is not satisfied, and at time t5 after a predetermined time T3 from the release of the foot brake, the idling stop due to the third idling stop condition is established. Is executed and the engine 10 is stopped.

Thus, when idling stop is performed by side brake operation, idling stop is not executed immediately after the third idling stop condition is satisfied, and idling rotational speed Ni is increased for a predetermined time T3 and idling is performed. The idling stop was executed after a while.
When the engine 10 is operated at a rotational speed higher than the idling rotational speed Ni in the side brake operating state, the vehicle starts to move if the side brake is not sufficiently effective, and the effectiveness of the side brake can be confirmed. When the vehicle starts to move, it is possible to urge the occupant to increase the effectiveness of the side brake, thereby preventing the vehicle from starting when the engine is restarted after idling stop.

  FIG. 4 is a flowchart showing the idling stop process. FIG. 5 is a subroutine showing the first idling stop condition establishment determination process, FIG. 6 is a subroutine showing the second idling stop condition establishment determination process, and FIG. 7 is a subroutine showing the third idling stop condition establishment determination process. The operation of the embodiment will be described with reference to these drawings. The ECM 9 executes the idling stop process shown in FIG. 4 every predetermined time, in this embodiment, every 10 msec.

  Check in step 1 whether the common idling stop condition described above, that is, whether the vehicle speed Vsp is lower than 2 km / h, the accelerator pedal depression amount is 0, and the battery charge amount is a predetermined value or more is satisfied. To do. Here, the flag IDSTP0 is 1 when the common idling stop condition is satisfied, and the flag IDSTP0 is 0 when the common idling stop condition is not satisfied. If the common idling stop condition is satisfied, the process proceeds to step 2, and if not, the process proceeds to step 6.

  If the common idling stop condition is not satisfied, the first idling stop condition determination flag IDSTP1, the second idling stop condition determination flag IDSTP2, and the third idling stop condition determination flag IDSTP3 are all 0 in step 6. Set (not established) and go to step 5.

  In step 5, an idling stop request determination is performed. That is, when any of the first to third idling stop conditions is satisfied, specifically, when any of the first to third idling stop condition determination flags IDSTP1, IDSTP2, and IDSTP3 is 1. The idling stop request flag IDSTP is set to 1, and when the idling stop request flag IDSTP is not established twice, 0 is set to the idling stop request flag IDSTP.

  On the other hand, if the common idling stop condition is satisfied in step 1, the idling stop condition determination 1 processing routine shown in FIG. 5 is executed in step 2 to determine whether or not the first idling stop condition is satisfied. . In step 11 of FIG. 5, the shift position SFT is detected by the shift switch 3, and if it is in the parking P range or neutral N range, the process proceeds to step 12, and if it is in the D range, the process proceeds to step 16.

  When the shift position SFT is in the D range, the first idling stop condition is not satisfied. Therefore, in step 16, the first idling stop condition determination flag IDSTP1 is set to 0 (not established) and the timer 1 is set to the time T1. And return to the program shown in FIG. Note that the timer 1 is an idling stop execution delay timer for actually executing the idling stop after a predetermined time T1 after the first idling stop condition is satisfied.

  On the other hand, if the shift position SFT is in the P range or the N range, the state of the idling stop request flag IDSTP is confirmed in step 12. If 1 is set in the flag IDSTP, the idling stop request has already been output to the fuel injection control unit 95, so the routine proceeds to step 15. In step 15, 1 is set to the first idling stop condition determination flag IDSTP1, and the process returns to the program of FIG.

  If 0 is set in the idling stop request flag IDSTP in step 12, it is determined that the idling stop request has not been issued yet, and the process proceeds to step 13. In step 13, 1 is subtracted from the count value of the first idling stop execution delay timer 1, and in the following step 14, the count value of timer 1 is 0, that is, the predetermined time T1 has elapsed since the first idling stop condition is satisfied. Confirm whether or not. When the predetermined time T1 has not elapsed, the process is terminated and the process returns to the program of FIG. When the predetermined time T1 has elapsed, the routine proceeds to step 15, where the first idling stop condition determination flag IDSTP1 is set to 1 and the routine returns to the program of FIG.

  In step 3 of FIG. 4 after the return, the idling stop condition satisfaction determination 2 processing routine shown in FIG. 6 is executed to determine whether the second idling stop condition is satisfied or not. In step 21 of FIG. 6, the shift position SFT is detected by the shift switch 3, and if it is in the parking P range or the neutral N range, the process proceeds to step 28, and if it is in the D range, the process proceeds to step 22.

  When the shift position SFT is in the P range or the N range, the second idling stop condition is not satisfied. Therefore, in step 28, the second idling stop condition determination flag IDSTP2 is set to 0 (not established) and the timer 2 Is set to a predetermined time T2, and the process returns to the program shown in FIG. Note that the timer 2 is an idling stop execution delay timer for actually executing the idling stop after a predetermined time T2 after the second idling stop condition is satisfied.

  On the other hand, if the shift position SFT is in the D range, it is checked in step 22 whether 1 is set in the side brake operation flag PKB, that is, whether the side brake is operating. If the side brake is operating, the process proceeds to step 28; otherwise, the process proceeds to step 23. Since the second idling stop condition is not satisfied when the side brake is operating, the second idling stop condition determination flag IDSTP2 is set to 0 (not established) in step 28, and the timer 2 is set to the predetermined time T2. Then, the program returns to the program shown in FIG.

  If the side brake is not operating, it is checked in step 23 whether the foot brake operating flag BRK is set to 1, that is, whether the foot brake is depressed. If the foot brake is depressed, the process proceeds to step 24; otherwise, the process proceeds to step 28. Since the second idling stop condition is not satisfied when the foot brake is not depressed, in step 28, the second idling stop condition determination flag IDSTP2 is set to 0 (not established) and the timer 2 is set to the predetermined time T2. Then, the program returns to the program shown in FIG.

  If the side brake is not activated and the foot brake is depressed, it is checked in step 24 whether or not the idling stop request flag IDSTP is set to 1. If 1 is set in the flag IDSTP, the idling stop request has already been output to the fuel injection control unit 95, so the routine proceeds to step 27. In step 27, 1 is set in the second idling stop condition determination flag IDSTP2, and the process returns to the program of FIG.

  If the idling stop request flag IDSTP is set to 0 in step 24, it is determined that an idling stop request has not yet been issued, and the process proceeds to step 25. In step 25, 1 is subtracted from the count value of the second idling stop execution delay timer 2, and in the subsequent step 26, the count value of timer 2 is 0, that is, the predetermined time T2 has elapsed since the second idling stop condition is satisfied. Confirm whether or not. When the predetermined time T2 has not elapsed, the process is terminated and the process returns to the program of FIG. When the predetermined time T2 has elapsed, the routine proceeds to step 27, where the second idling stop condition determination flag IDSTP2 is set to 1 and the routine returns to the program of FIG.

  In step 4 of FIG. 4 after the return, the idling stop condition satisfaction determination 3 processing routine shown in FIG. 7 is executed to determine whether the third idling stop condition is satisfied or not. In step 31 of FIG. 7, the shift position SFT is detected by the shift switch 3, and if it is in the parking P range or neutral N range, the process proceeds to step 39, and if it is in the D range, the process proceeds to step 32.

  If the shift position SFT is in the P or N range, the third idling stop condition is not satisfied, so the idling speed up request flag IDLEUP is set to 0 in step 39, and the third idling stop is set in the following step 40. The condition determination flag IDSTP3 is set to 0 (not established), the timer 3 is set to a predetermined time T3, and the process returns to the program of FIG. Note that the timer 3 is an idling stop execution delay timer for actually executing the idling stop after a predetermined time T3 after the third idling stop condition is satisfied.

  On the other hand, if the shift position SFT is in the D range, it is confirmed in step 32 whether 1 is set in the side brake operation flag PKB, that is, whether the side brake is operating. If the side brake is operating, the process proceeds to step 33; otherwise, the process proceeds to step 39. Since the third idling stop condition is not satisfied when the side brake is not operating, the idling speed increase request flag IDLEUP is set to 0 in step 39, and then in the next step 40, the third idling stop condition determination flag IDSTP3 is set. While setting 0 (not established), the timer 3 is set to a predetermined time T3, and the process returns to the program of FIG.

  When the side brake is operating, the idling speed increase request flag IDLEUP is set to 1 in step 33. As a result, the idling speed control unit 96 of the ECM 9 controls the electronic control throttle (ETC) 14 to increase the idling speed Ni. Normally, when the engine 10 is started, the engine rotational speed once overshoots (after blowing up), and then settles to a normal idling rotational speed. Therefore, the idling rotational speed Ni at the time of the above-mentioned speed increase is set to a rotational speed that is equal to or higher than the maximum rotational speed at the time of overshoot at the time of engine start (at the time of racing).

  Next, in step 34, it is confirmed whether or not the foot brake operation flag BRK is set to 1, that is, whether or not the foot brake is depressed. If the foot brake is depressed, the process proceeds to step 40; otherwise, the process proceeds to step 35. Since the third idling stop condition is not satisfied when the foot brake is depressed, in step 40, the third idling stop condition determination flag IDSTP3 is set to 0 (not established) and the timer 3 is set to the predetermined time T3. Then, the program returns to the program shown in FIG.

  If the foot brake is not depressed, it is checked in step 35 whether the vehicle speed Vsp detected by the vehicle speed sensor 2 is zero. In this embodiment, when the vehicle speed Vsp is less than 2 km / h, it is regarded as “0”. If the vehicle speed Vsp is not "0", the third idling stop condition is not satisfied, so the routine proceeds to step 40, the third idling stop condition determination flag IDSTP3 is set to 0 (not established), and the timer 3 is set to a predetermined time T3. Set and return to the program shown in FIG.

  When the shift position SFT is in the D range, the side brake is activated, the foot brake is not activated, and the vehicle speed Vsp is 0, the third idling stop condition is satisfied. In this case, 1 is subtracted from the count value of the third idling stop execution delay timer 3 in step 36, and the count value of the timer 3 is 0 in step 37, that is, a predetermined time after the third idling stop condition is satisfied. It is confirmed whether T3 has elapsed. When the predetermined time T3 has not elapsed, the process is terminated and the process returns to the program of FIG.

  If the predetermined time T3 has elapsed, the routine proceeds to step 38, where the third idling stop condition determination flag IDSTP3 is set to 1 and the idling speed increase request flag IDLEUP is set to 0, and the process returns to the program of FIG. To do.

  In step 5 of FIG. 4 after the return, the idling stop request determination is performed. That is, when any of the first to third idling stop conditions is satisfied, specifically, when any of the first to third idling stop condition determination flags IDSTP1, IDSTP2, and IDSTP3 is 1. The idling stop request flag IDSTP is set to 1, and when the idling stop request flag IDSTP is not established twice, 0 is set to the idling stop request flag IDSTP.

  When the idling stop request flag IDSTP is set to 1, the fuel injection control unit 95 of the ECM 9 stops the fuel supply to the injector 13 of the engine 10 and stops the engine 10 idling. On the other hand, when the idling stop request flag IDSTP is set to 0, the fuel injection control unit 95 supplies fuel to the injector 13, and the starter control unit 94 activates the starter 12 and restarts the engine 10.

  Thus, according to one embodiment, the vehicle stop state, the foot brake non-operation state, and the side brake operation state are set as the idling stop condition, and when the idling stop condition is satisfied, the engine is idling for a predetermined time. Since the rotational speed is increased, prior to idling stop, it can be confirmed that the vehicle is stopped without moving even when the engine is restarted only by the operating force of the side brake. When the operating force of the side brake is weak and the vehicle moves, it is possible to prompt the occupant to increase the pulling degree of the side brake (increase the operating force).

  Further, according to one embodiment, when the engine is stopped in another idling stop condition different from the idling stop condition, that is, in a vehicle stopped state and satisfying a foot brake operating state, the idling stop condition is If it is satisfied, once the engine is started, the engine idling rotation speed is increased for a predetermined time, so even when the idling stop is satisfied once other idling stop conditions are satisfied. Prior to idling stop by side brake operation, it can be confirmed that the vehicle is stopped without moving even when the engine is restarted only by the operating force of the side brake. When the operating force of the side brake is weak and the vehicle moves, it is possible to prompt the occupant to increase the pulling degree of the side brake (increase the operating force).

Furthermore, in one embodiment, when the idling stop condition is continuously satisfied during the idling rotation speed acceleration time, the engine is stopped after the acceleration time to perform idling stop. When the idling stop condition is not satisfied during the idling speed increase time, the idling stop is performed if the vehicle is still stopped, and the idling stop is stopped if the vehicle is not moving and stopped. I tried to do it.
When the shift position is in the D range and idling is stopped by side brake operation, for example, the charge amount of the battery is reduced and the idling stop condition is not satisfied, and the vehicle starts to move even when the engine is restarted Can be prevented. Also, since the idling stop is not performed when the side brake is not effective (the operating force is low), the occupant can recognize that the side brake is not effective and encourage the passenger to increase the side brake. .

  Furthermore, in one embodiment, the idling rotational speed at the time of acceleration is set to a rotational speed higher than the maximum engine speed at the start of the engine, so that the engine can be restarted only by the side brake pulling condition, that is, the operating force of the side brake. It can be confirmed that the vehicle is stopped at the time of starting, and the reliability of the apparatus can be improved.

  The correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is, the accelerator sensor 1 is an accelerator off detection means, the battery state determination unit 92 is a charge amount detection means, the brake hydraulic pressure sensor 4 is a foot brake non-operation detection means, the side brake switch 5 is a side brake operation detection means, and the ECM 9 Each constitutes a control means. In addition, unless the characteristic function of this invention is impaired, each component is not limited to the said structure.

It is a figure which shows the structure of one embodiment. It is a time chart which shows operation | movement at the time of operating a side brake before an engine stop in 3rd idling stop conditions. It is a time chart which shows operation | movement at the time of operating a side brake after an engine stop in 3rd idling stop conditions. It is a flowchart which shows the idling stop process of one Embodiment. It is a subroutine which shows the 1st idling stop condition establishment determination processing. It is a subroutine which shows the 2nd idling stop condition establishment determination processing. It is a subroutine which shows the 3rd idling stop condition establishment judgment processing.

Explanation of symbols

1 accelerator sensor 2 vehicle speed sensor 3 shift sensor 4 brake hydraulic pressure sensor 5 side brake switch 6 battery voltage sensor 7 battery current sensor 8 battery temperature sensor 9 engine control module (ECM)
10 Engine 11 Crank angle sensor 12 Starter 13 Injector 14 Electronically controlled throttle (ETC)
91 Engine complete explosion determination unit 92 Battery state determination unit 93 Idling stop permission determination unit 94 Starter control unit 95 Fuel injection control unit 96 Idling speed control unit

Claims (6)

In an idling stop device that stops the engine when the idling stop condition is satisfied, and restarts the engine when the idling stop condition is not satisfied,
Stop detection means for detecting a stop state of the vehicle;
Foot brake non-operation detecting means for detecting the non-operating state of the foot brake;
Side brake operation detecting means for detecting the operation state of the side brake;
The vehicle idling state and the foot brake inoperative state are set as the first idling stop condition. When the first idling stop condition is satisfied, the idling rotational speed of the engine is increased for a predetermined time. And an idling stop device comprising a control means. The idling stop device according to claim 1,
When the vehicle is stopped and the foot brake is activated, the second idling stop condition is set.
The control means satisfies the second idling stop condition different from the first idling stop condition, and the engine is stopped when the first idling stop condition is satisfied when the engine is stopped. An idling stop device for increasing an idling rotational speed of an engine for a predetermined time after starting. The idling stop device according to claim 1 or 2,
The control means, when the first idling stop condition is continuously satisfied during the acceleration time of the idling rotation speed, stops the engine after the acceleration time and performs idling stop. Idling stop device. The idling stop device according to claim 1 or 2,
The control means performs idling stop if the first idling stop condition is not satisfied during the acceleration time of the idling rotational speed and the vehicle is still stopped. Stop device. The idling stop device according to claim 1 or 2,
The control means stops the idling stop if the vehicle is not in a stopped state when the first idling stop condition is not satisfied during the acceleration time of the idling rotation speed. . In the idling stop device according to any one of claims 1 to 5,
The idling stop device characterized in that the control means sets the idling rotational speed at the time of the speed increase to a rotational speed that is equal to or higher than the maximum engine speed at the time of starting the engine.

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