JP4186633B2 - Automobile and control method thereof - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automobile and a control method thereof.
[0002]
[Prior art]
Conventionally, the engine is automatically stopped under a predetermined stop condition such as when an automobile stops at an intersection or the like, while the engine is restarted under a predetermined restart condition such as when an accelerator pedal is depressed. An automatic stop / start device that can reduce the emission and reduce the exhaust emission is known (for example, Patent Documents 1 to 3).
[0003]
In the conventional automatic stop / start device, the shift position of the transmission is set to a non-drive position such as N (neutral) or P (parking) as the engine stop condition.
[0004]
Also, as engine restart conditions, the shift position of the transmission was changed from a non-drive position to a drive position such as D (drive), the brake pedal hydraulic pressure changed, and the accelerator pedal was depressed. In addition, a decrease in SOC (battery charge) is adopted.
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-270378
[0006]
[Patent Document 2]
JP 2000-127927 A
[0007]
[Patent Document 3]
JP 2001-304006 A
[0008]
[Problems to be solved by the invention]
When the condition of restarting when the shift position of the transmission is changed from the non-driving position to the driving position as in the past is adopted, an erroneous operation unintended by the driver (for example, the elbow accidentally hits and the shift moves) There is a possibility that the restart condition may be satisfied even if the child has moved or the child has moved by mistake. In this case, the engine is restarted at a timing not intended by the driver, which is one factor that causes the driver to feel uncomfortable.
[0009]
Accordingly, a first object of the present invention is to provide a technique for reducing the possibility of the engine being restarted at a timing unintended by the driver, and realizing good drivability with little discomfort for the driver. To do.
[0010]
The inventors of the present invention have studied the first problem described above and, for example, added a condition that can express the driver's intention more clearly rather than judging restart only by a shift operation of N → D. As a result, it was determined that restarting the engine due to misoperation could be prevented by determining whether to restart.
[0011]
Here, as an operation that can clearly express the driver's intention, for example, an operation of a switch or the like, a step on a pedal, or the like can be considered. In particular, accelerator pedals and brake pedals are easily accessible from the driver's seat, but are not easily accessible from other than the driver's seat. It can be said that it is suitable for expressing the person's intention to restart.
[0012]
However, for example, when stepping on the brake pedal is used as a restart condition, if the presence / absence of stepping is determined based solely on the stepping pressure (master pressure), There is a problem that it cannot be judged.
[0013]
Therefore, a second object of the present invention is to provide a technique that can determine whether or not a step is depressed with high reliability when stepping on a brake pedal or the like is employed as a restart condition.
[0014]
The inventors of the present invention examine the second problem described above. For example, when adopting depression of the brake pedal as a restart condition, the presence or absence of depression is determined based on both the master pressure and the brake switch. As a result, it was found that a high degree of reliability regarding the condition judgment can be obtained.
[0015]
On the other hand, when the conditions related to the brake switch are introduced in this way, if the brake switch fails, the brake switch remains in the OFF state even if the brake pedal is depressed, and the above condition is not satisfied and the restart cannot be performed. It turns out that a problem arises.
[0016]
Here, it is possible to consider a configuration in which a failure of the brake switch is detected by a failure diagnosis system (diagnosis), and a restart condition is determined by removing a condition related to the brake switch at the time of failure. However, since a certain amount of time is required for failure diagnosis by the system, the above-described configuration in which the restart condition is changed after a failure is detected may not be able to realize timely restart.
[0017]
Therefore, a third object of the present invention is to provide a technique capable of restarting in a timely manner regardless of the failure of the brake switch.
[0018]
[Means for Solving the Problems]
In the engine restart control device according to the present invention, when the shift position of the transmission is changed from the non-drive position to the drive position, at least one engine restart condition (hereinafter referred to as “non-shift operation”) other than the shift change operation. The engine is restarted on condition that the “restart condition” is satisfied.). According to such a configuration, it is possible to reduce the possibility that the engine is restarted at a timing not intended by the driver, and to realize good drivability with less discomfort for the driver.
[0019]
Preferably, it is determined whether or not a non-shift operation restart condition is satisfied after the shift position of the transmission is changed from the non-drive position to the drive position. According to such a configuration, even when the shift position changing operation is performed in advance due to an erroneous operation or the like, the restart can be performed smoothly.
[0020]
Preferably, the non-shift operation restart condition is configured based on an input operation to a part arranged in a place closer to the driver than the non-driver in the normal seating state. In this case, the part is preferably pedals arranged around the driver's seat, and the input operation to the part is preferably a stepping operation on the pedals. According to this configuration, restart can be performed more reliably based on the driver's intention.
[0021]
Preferably, the non-shift operation restart condition is configured based on at least two of a brake master pressure and an output of a brake switch that detects the presence or absence of a brake operation. According to such a configuration, it is possible to avoid the inconvenience that the brake master pressure is restarted when the brake master pressure is equal to or higher than a predetermined threshold even though the brake pedal is not depressed due to intermediate fixation or the like. Can be greatly improved.
[0022]
Preferably, the non-shift operation restart condition is configured based on at least two of a brake master pressure and a degree of change of the brake master pressure. For example, the non-shift operation restart condition may be configured based on at least two of a brake master pressure after the stepping operation and a difference between the brake master pressure after the stepping operation and the brake master pressure during the change operation. it can. According to such a configuration, even when the brake switch is broken, it is possible to quickly and quickly restart without waiting for detection by the failure diagnosis system.
[0023]
Preferably, there is provided means for warning that the non-shift operation restart condition is urged when the non-shift operation restart condition is not satisfied at the time of the shift change operation. According to this configuration, the driver can be appropriately guided to the restart operation.
[0024]
According to the engine restart control method of the present invention, when the shift position of the transmission is changed from the non-drive position to the drive position, at least one engine restart condition (hereinafter referred to as “non-shift operation”) other than the shift change operation. The engine is restarted on condition that the “restart condition” is satisfied.).
[0025]
The restart control method of the present invention can be implemented by a computer, and a computer program therefor can be installed or loaded on a computer through various media such as a CD-ROM, a magnetic disk, a semiconductor memory, and a communication network. it can.
[0026]
DETAILED DESCRIPTION OF THE INVENTION
A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system configuration diagram of a vehicle internal combustion engine to which the above-described invention is applied and a control device therefor. Here, a gasoline engine (hereinafter referred to as “engine”) 2 is used as the internal combustion engine.
[0027]
The output of the engine 2 is output from the crankshaft (corresponding to the drive shaft) 2a of the engine 2 through the torque converter 4 and automatic transmission (automatic transmission: hereinafter referred to as “A / T”) 6 to the output shaft 6a side. And finally transmitted to the wheels. In addition to the driving force transmission system from the engine 2 to the wheels, the output of the engine 2 is transmitted to the belt 14 via the pulley 10 connected to the crankshaft 2a. The other pulleys 16 and 18 are rotated by the output transmitted by the belt 14. The pulley 10 is provided with an electromagnetic clutch 10a, which is turned on (connected) and turned off (cut off) as necessary, so that transmission / non-transmission of output can be switched between the pulley 10 and the crankshaft 2a. Is.
[0028]
Of the pulleys 16 and 18, the pulley 16 is connected to the rotating shaft of the auxiliary machinery 22 so that it can be driven by the rotational force transmitted from the belt 14. Examples of the auxiliary machinery 22 include an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like. Although shown as one auxiliary machine 22 in FIG. 1, there are actually one or more of an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like. It is designed to rotate in conjunction with. In this embodiment, it is assumed that an air conditioner compressor, a power steering pump, and an engine cooling water pump are provided as the auxiliary machinery 22.
[0029]
Further, a motor generator (hereinafter referred to as “M / G”) 26 is interlocked with the belt 14 by the pulley 18. The M / G 26 functions as a generator (hereinafter referred to as “power generation mode”) as necessary, thereby converting the rotational force transmitted from the engine 2 via the pulley 18 into electric energy. Further, the M / G 26 functions as a motor (hereinafter referred to as “driving mode”) as necessary to rotate one or both of the engine 2 and the auxiliary machinery 22 by the belt 14 via the pulley 18.
[0030]
Here, the M / G 26 is electrically connected to the inverter 28. When the M / G 26 is set to the power generation mode, the inverter 28 is switched to the battery 30 for the high-voltage power source (here, 36V) from the M / G 26 and through the DC / DC converter 32 to switch the low-voltage power source (here. 12V) battery 34 is charged with electric energy and further switched to a power source for the ignition system, meters, ECUs and others.
[0031]
When the M / G 26 is set to the “drive mode”, the inverter 28 supplies power to the M / G 26 from the high-voltage power supply battery 30 that is a power source, thereby driving the M / G 26, and the pulley 18 and the belt. 14, the crankshaft 2 a is rotated when the engine is stopped, when the auxiliary machinery 22 is rotated, or when the engine is automatically started, automatically stopped, or started. The inverter 28 can adjust the rotational speed of the M / G 26 by adjusting the supply of electrical energy from the high-voltage power supply battery 30.
[0032]
Note that a starter 36 is provided to start the engine during cold start. The starter 36 is supplied with electric power from the low-voltage power supply battery 34 and rotates the ring gear to start the engine 2.
[0033]
The A / T 6 is provided with an electric hydraulic pump 38 that is supplied with power from the low-voltage power supply battery 34, and supplies hydraulic oil to the hydraulic control unit inside the A / T 6. This hydraulic oil adjusts the operating states of the clutch, brake, and one-way clutch inside the A / T 6 by a control valve in the hydraulic pressure control unit, and switches the shift state as necessary.
[0034]
The eco-run ECU 40 executes the above-described on / off switching of the electromagnetic clutch 10a, mode control of the M / G 26, the inverter 28, control of the starter 36, and other power storage amount control for the batteries 30 and 34 (not shown). Further, driving on / off of the auxiliary machinery 22 excluding the water pump, driving control of the electric hydraulic pump 38, shift control of A / T6, fuel injection control by a fuel injection valve (intake port injection type or in-cylinder injection type) 42, electric motor The opening degree control of the throttle valve 46 by 44 and other engine control are executed by the engine ECU 48. In addition, by providing a VSC (Vehicle Stability Control) -ECU 50, automatic control of the brakes of each wheel is also executed.
[0035]
The eco-run ECU 40 detects the rotation speed of the rotation shaft of the M / G 26 from the rotation speed sensor built in the M / G 26, whether the driver has started the eco-run system, and other data from the eco-run switch. Further, the engine ECU 48 detects the engine coolant temperature from the water temperature sensor, the accelerator pedal depression state from the idle switch, the accelerator opening from the accelerator opening sensor, the steering angle from the steering angle sensor, the vehicle speed from the vehicle speed sensor, and the throttle opening sensor. To the throttle opening, the shift position from the shift position sensor, the engine speed from the engine speed sensor, the on / off operation from the air conditioner switch, and other data are detected for engine control and the like. The VSC-ECU 50 also detects whether or not the brake pedal is depressed and other data from the brake switch for braking control and the like.
[0036]
Each electronic control unit such as the eco-run ECU 40 includes a CPU (processor), ROM, RAM (may include a backup RAM for storing data to be saved when the engine 2 is stopped), an input interface, an output interface, and the like. Composed. The CPU can access the ROM and the like via the internal bus, executes various control processes based on predetermined data stored in the ROM, a control algorithm, and the like. A process of storing data input from the sensor in the RAM is executed. These calculation results, data, and the like can be communicated with each other between the ECUs 40, 48, 50, etc., and data can be exchanged as necessary to execute control in conjunction with each other. Is possible.
[0037]
Here, the eco-run ECU 40 instructs the engine ECU 48 to cut the fuel supply when the vehicle is under a predetermined condition, for example, when the vehicle is temporarily stopped due to a signal or the like, as in the conventional case. Is automatically stopped and the engine 2 is restarted by driving the M / G 26 and instructing the engine ECU 48 to resume fuel supply when the vehicle is in a predetermined condition such as when the vehicle starts again. It is configured to perform control.
[0038]
However, as will be described later, the eco-run ECU 40 of this embodiment satisfies at least one engine restart condition other than the shift change operation when the shift position of the transmission is changed from the non-drive position to the drive position. This is different from the conventional configuration in that the engine is restarted on the condition.
[0039]
The automatic stop / start control process executed by the eco-run ECU 40 will be described with reference to the flowchart shown in FIG. The automatic stop / start control includes D eco-run which performs automatic stop / start control of the engine at the D or N / P position, and automatic stop / start control of the engine only at the N / P position. There are two types of N eco-runs that do not perform the automatic stop / start control, but in the present embodiment, the description will be made for D eco-runs.
[0040]
When the eco-run switch is on, the eco-run ECU 40 repeatedly executes the following processing, for example, every predetermined time under the control of the CPU based on the control algorithm recorded in the ROM. However, each step (including a partial process to which no symbol is assigned) can be executed in any order or in parallel within a range that does not contradict the processing contents.
[0041]
First, the eco-run ECU 40 determines whether the engine 2 is automatically stopped (S100).
[0042]
When it is determined that the automatic stop is not in progress, the eco-run ECU 40 executes an automatic stop control process (S101). That is, it is determined whether or not an automatic stop condition is satisfied, and if it is satisfied, the engine 2 is automatically stopped. In this case, for example, an indicator (for example, a lamp) provided in the driver's seat may be turned on to indicate to the driver that the engine is being automatically stopped.
[0043]
Examples of the automatic stop condition include: 1) When the brake pedal is depressed, the brake master pressure exceeds a predetermined threshold value by the pedal force, and a predetermined time has elapsed in that state; 2) Various conditions are considered depending on the design, such as an operation to change the shift position from the drive position to the non-drive position, or an operation to activate the parking brake, and a predetermined time set in that state has elapsed. be able to.
[0044]
Note that a specific processing flow of the automatic stop control processing can be configured in the same manner as in the prior art, and is omitted here.
[0045]
On the other hand, when it is determined that the automatic stop is being performed, the eco-run ECU 40 determines whether or not the following conditions are satisfied based on outputs from various sensors and various switches (S102).
Condition a) The shift position is in the non-driving position and there is a start request by key operation.
Condition b) The shift position is at the drive position (D eco-run is being executed), and the brake start request flag is ON.
Condition c) The shift position is at the drive position (D eco-run is being executed), and 200 ms has passed with the idle switch flag indicating the OFF state.
Condition d) An operation for changing the shift position from the non-driving position to the driving position is performed, and the brake operation flag A is in the ON state during the changing operation.
Condition e) An operation for changing the shift position from the non-driving position to the driving position is performed, and the brake operation flag A is in an OFF state during the changing operation.
[0046]
Here, the brake start request flag indicates that the brake switch indicates that the brake pedal is not depressed, or the brake master pressure is smaller than a predetermined threshold (for example, 0.4 MPa), or the decrease change width of the brake master pressure is the predetermined threshold. This is a flag indicating an ON state when any of (for example, 0.06 MPa / msec) or more is established, and indicating an OFF state otherwise.
[0047]
The idle switch flag is a flag that indicates an ON state when the idle switch indicates that the accelerator pedal is fully closed (when an output request is not issued to the engine 2), and indicates an OFF state otherwise.
[0048]
Further, the brake operation flag A shifts to the ON state when the brake master pressure is equal to or higher than a predetermined threshold (for example, 0.7 MPa) and the brake switch indicates that the brake pedal is depressed, and the brake master pressure is predetermined. This is a flag that shifts to an OFF state when it is smaller than a threshold (for example, 0.65 MPa) or the brake switch indicates that the brake pedal is not depressed.
[0049]
When the eco-run ECU 40 determines that none of the conditions a to e is satisfied, the eco-run ECU 40 ends the process without restarting the engine 2.
[0050]
On the other hand, if it is determined that any one of the conditions a to d is satisfied, a control signal is output to another ECU or the like to restart the engine 2 and then the process is terminated (S103). .
[0051]
On the other hand, when it is determined that the condition e is satisfied, it is necessary to confirm whether the shift position changing operation is based on the driver's intention, that is, the driver's intention to restart. Therefore, it progresses to S104.
[0052]
The eco-run ECU 40 stores the brake master pressure (master pressure during shift change operation) at the time when the operation to change the shift position from the non-drive position to the drive position is performed (S104). In a strict sense, it is not always necessary to store the brake master pressure at the time of the shift change operation. For example, the time when the condition e is determined to be satisfied is regarded as the time when the shift change operation is performed, and the brake master pressure is determined. You may remember.
[0053]
Next, the eco-run ECU 40 warns the driver to perform an input operation indicating the intention to restart (S105). The warning can be performed in various forms such as warning sound and sound output, and screen display.
[0054]
Here, as an input operation indicating the intention of restarting, for example, a pressing operation of a switch or the like, a stepping operation of a pedal, and the like can be considered, but in this embodiment, the operation is performed based on a pressing operation of a brake pedal or the like. The person's intention to restart will be confirmed. Brake pedals, accelerator pedals, etc. are usually placed closer to the driver than the non-driver in the seated state, and are easily accessible from the driver's seat, but not accessible from other than the driver's seat, This is because the operation of depressing these pedals is suitable for expressing the driver's intention to restart.
[0055]
Therefore, in this embodiment, in S105, a warning is given to the driver so as to step on the brake pedal.
[0056]
Next, the eco-run ECU 40 determines whether or not the following conditions are satisfied based on outputs from various sensors and various switches (S106). Note that S106 may be configured to be executed a predetermined number of times or over a predetermined period.
Condition f) The brake operation flag A is ON.
Condition g) The brake operation flag B is ON.
Condition h) 200 ms has passed with the idle switch flag indicating the OFF state.
[0057]
Here, in the brake operation flag B, the brake master pressure is equal to or greater than a predetermined threshold (for example, 0.8 MPa), and (the brake master pressure after the stepping operation−the master pressure at the time of the change operation) is a predetermined threshold (for example, The flag is shifted to the ON state when the pressure is 0.2 MPa or more, and is shifted to the OFF state when the brake master pressure is smaller than a predetermined threshold (for example, 0.65 MPa). In addition, it is good also as an absolute value of (brake master pressure after stepping down-master pressure at the time of change operation).
[0058]
If the eco-run ECU 40 determines that none of the conditions f to h is satisfied, the eco-run ECU 40 ends the process without restarting the engine 2.
[0059]
On the other hand, when it is determined that any one of the conditions f to h is satisfied, a control signal is output to another ECU or the like to restart the engine 2 and thereafter the process is terminated (S103). .
[0060]
Thus, in the present embodiment, when the shift position is changed from the non-driving position to the driving position, the engine 2 is not restarted immediately, but as shown in the conditions d and f to h, Since the engine 2 is restarted based on at least one engine restart condition other than the change operation, the possibility of the engine being restarted at a timing unintended by the driver is reduced. Can realize good drivability with little discomfort. Further, safety can be ensured by preventing restart when the shift position is accidentally changed.
[0061]
In particular, in the present embodiment, since the restart is performed based on the establishment of the condition f to the condition h in S106, the shift position changing operation is performed in advance due to an erroneous operation or the like (that is, the condition e Even when the above is established, the driver can smoothly restart while confirming the driver's intention to restart.
[0062]
In the present embodiment, as at least one engine restart condition other than the shift position changing operation (the brake operation flag A is in the ON state) or (the brake operation flag B is in the ON state) Or (200 ms has passed while the idle switch flag indicates the OFF state) is adopted, and these conditions are all arranged in a position closer to the driver than the non-driver in the normal seated state. It is configured based on an input operation to a certain part (as a specific example, a stepping operation on a brake pedal or an accelerator pedal disposed around the driver's seat). And since this part is easily accessible from the driver's seat, but not accessible from other than the driver's seat, the input operation to this part clearly expresses the driver's intention to restart. Can be considered. Therefore, in this embodiment, it becomes possible to perform restart more reliably based on the driver's intention by adopting the above conditions.
[0063]
Furthermore, in the present embodiment, the brake operation flag A is configured so that the state is determined based on two conditions, the condition related to the brake master pressure and the condition related to the brake switch. Even when the brake pedal is not stepped on, it is possible to avoid the inconvenience of restarting when the brake master pressure becomes equal to or higher than a predetermined threshold value, and the reliability related to the brake operation can be greatly improved.
[0064]
Furthermore, in the present embodiment, for the brake operation flag B, the condition regarding the brake master pressure and the degree of change in the brake master pressure (specifically, the difference between the brake master pressure after the stepping operation and the brake master pressure during the change operation) ) And the conditions are determined based on the two conditions, so even if the brake switch is faulty, it can be restarted in a timely and prompt manner without waiting for detection by the fault diagnosis system. Can be realized.
[0065]
(Modification)
The automatic stop / start control technology of the present invention can be applied to AT vehicles having various configurations, for example, a hybrid vehicle control system as shown in FIG.
[0066]
The control system shown in FIG. 3 generates high voltage power by the output of the engine 60, mainly the engine 60, and also assists the output of the generator 61, mainly the engine starter 60, to increase the driving force. At the same time, the motor 62 generates power during braking and charges the battery 64. The power split mechanism 63 appropriately divides the engine driving force into the vehicle driving force and the generator driving force. The power is supplied to the motor 62 during transmission, acceleration and climbing. On the other hand, a battery 64 to be charged at the time of braking, an inverter 65 for performing AC / DC conversion between the generator 61 and the motor 62 are provided.
[0067]
Further, the required engine output, motor torque, and generator torque are obtained from the accelerator opening and shift position, the required values are output to each ECU, and the inverter 65 is driven according to the drive request values from the hybrid ECU 66 and the hybrid ECU 66 that control the drive force. A motor ECU 67 that controls the generator 61 and the motor 62, an engine ECU 68 that issues an opening command to an electronically controlled throttle according to an engine output request value from the hybrid ECU 66, a battery ECU 69 that monitors the charge state of the battery 64, and a total braking force Various electronic control devices such as a brake computer 70 for performing cooperative control of the regenerative brake and the hydraulic brake performed by the motor 62 are provided so as to be equivalent to a vehicle having only a hydraulic brake.
[0068]
Furthermore, the accelerator opening is converted into an electric signal, an accelerator sensor 71 that outputs to the hybrid ECU 66, an idle switch 72 that outputs the accelerator pedal fully closed to the hybrid ECU 66, and the hydraulic pressure (brake master pressure) in the master cylinder is converted into an electric signal. The brake sensor 73 to be converted and output to the hybrid ECU 66, the presence or absence of a brake operation (depressing the brake pedal) is detected, the brake switch 74 to be output to the hybrid ECU 66, and the shift lever position are converted into electrical signals and output to the hybrid ECU 66. A system main relay 76 for connecting / cutting off the high voltage power supply circuit according to signals from the shift position sensor 75 and the hybrid ECU 66 is provided.
[0069]
The configuration and operation of the engine 60, each ECU, sensor, etc. are basically the same as the configuration and operation of a conventional hybrid vehicle. For example, the hybrid ECU 66 executes the automatic stop / start control similarly to the eco-run ECU 40 of the first embodiment. However, as with the eco-run ECU 40 of the first embodiment, when the transmission shift position is changed from the non-drive position to the drive position according to the flowchart shown in FIG. 2, at least one engine restart other than the change operation is performed. The engine is restarted on condition that the condition is satisfied.
[0070]
(Other)
The present invention is not limited to the above-described embodiments and modification examples, and can be variously modified and applied.
[0071]
For example, instead of the condition d and the condition e, a condition d ′ and a condition e ′ based on a change (difference) in brake master pressure as shown below may be adopted.
Condition d ') An operation for changing the shift position from the non-driving position to the driving position is performed, and (brake master pressure after changing operation-brake master pressure before changing operation) ≧ predetermined threshold value.
Condition e ′) An operation for changing the shift position from the non-driving position to the driving position is performed, and (brake master pressure after changing operation−brake master pressure before changing operation) <predetermined threshold value.
[0072]
Various other embodiments are conceivable. For example, based on the output signal from the water temperature sensor, the automatic stop / start control of the engine 2 (engine 10) may not be performed when the temperature of the cooling water flowing through the cooling water passage (cooling water temperature) is equal to or lower than a predetermined temperature. By controlling in this way, it is possible to avoid the inconvenience of stopping the engine during the warm-up operation of the engine.
[0073]
Further, for example, a switch for designating whether or not to perform automatic stop / start control of the engine 2 (engine 10) may be provided in the driver's seat of the vehicle. With this configuration, the necessity of the engine automatic stop / start control can be determined by the occupant's intention.
[0074]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, possibility that an engine will be restarted at the timing which a driver | operator does not intend is reduced, and favorable drivability with little discomfort for a driver | operator is realizable.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a system configuration of a vehicle internal combustion engine and its control device in a vehicle according to a first embodiment.
FIG. 2 is a flowchart showing a flow of an automatic stop / start control process in the first embodiment.
FIG. 3 is a block diagram showing a main control system configuration in a hybrid vehicle of a modified example.
[Explanation of symbols]
2 Engine
2a Crankshaft
4 Torque converter
6 Automatic transmission
6a Output shaft
10 pulley
10a Electromagnetic clutch
14 Belt
16, 18 pulley
22 Auxiliary machinery
26 Motor generator
28 Inverter
30 Battery for high voltage power supply
32 DC / DC converter
34 Low voltage battery
36 Starter
38 Electric hydraulic pump
40 Eco-run ECU
42 Fuel injection valve
44 Electric motor
46 Throttle valve
48 Engine ECU
50 VSC-ECU
60 engine
61 Generator
62 motor
63 Power split mechanism
64 battery
65 inverter
66 Hybrid ECU
67 Motor ECU
68 Engine ECU
69 Battery ECU
70 Brake computer
71 Accelerator sensor
72 Idle Switch
73 Brake sensor
74 Brake switch
75 Shift position sensor
76 SMR

Claims (3)

  An engine, a transmission connected to the crankshaft and wheels of the engine and shifting the power from the engine to output to the wheels; and automatically stopping and stopping the engine when a predetermined stop condition is satisfied An automatic stop starting means for starting the engine when a predetermined start condition is satisfied,
  In the automatic stop starting means, the shift position is changed from the non-driving position to the driving position in a state where the brake master pressure is not more than a first predetermined value or the brake pedal is not depressed during the automatic stop of the engine. Means for starting the engine when the predetermined start condition based on the step-down operation is satisfied after warning the driver to perform the step-down operation of the accelerator pedal or the brake pedal. is there,
  Car.   The predetermined start condition based on the step-down operation is a condition in which the brake master pressure is not less than a second predetermined value that is not less than the first predetermined value and it is determined that the brake pedal is depressed. A deviation between the brake master pressure and the brake master pressure when the shift master position is changed from the non-drive position to the drive position when the brake master pressure is equal to or greater than a third predetermined value that is equal to or greater than the first predetermined value. 2. The vehicle according to claim 1, wherein the vehicle is a condition that is satisfied when any one of a condition that is equal to or greater than a predetermined deviation and a condition that a state in which the accelerator pedal is not fully closed continues for a predetermined time is satisfied.   An engine and a transmission connected to a crankshaft and a wheel of the engine for shifting the power from the engine and outputting it to the wheel, and automatically stopping the engine when a predetermined stop condition is satisfied A method of controlling an automobile that starts an engine that has been automatically stopped when a predetermined start condition is satisfied,
  When the shift position is changed from the non-driving position to the driving position while the brake master pressure is below the first predetermined value or the brake pedal is not depressed while the engine is automatically stopped, Warning that the accelerator pedal or the brake pedal is depressed, and starting the engine when the predetermined start condition based on the depression is satisfied after the warning is issued;
  How to control a car.

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