JP2019049246A - Control device of vehicle - Google Patents

Abstract

To suppress a wasteful restart of an engine, in a control device of a vehicle which can automatically stop the engine during the traveling of the vehicle.SOLUTION: When it is determined that there arises a deceleration requirement for decelerating a vehicle during the traveling of the vehicle 10 on the basis of a situation which is acquired by a situation acquisition part 42, and a state which is acquired by a state acquisition part 41, a control device 40 of the vehicle determines whether or not there arises a re-acceleration requirement for re-accelerating the vehicle, predicts a first time at which an engine 11 can be stopped during the traveling of the vehicle on the basis of the situation and the state, predicts a second time at which the engine is stopped after a stop of the vehicle on the basis of the situation, prohibits the stop of the engine during the traveling of the vehicle when it is determined that the re-acceleration requirement arises by a re-acceleration estimation part 43, and when it is determined that the re-acceleration requirement does not arise by the re-acceleration estimation part, determines whether or not to stop the engine during the traveling of the vehicle on the basis of the first time and the second time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device that controls a vehicle.

  Conventionally, there is a control device of a vehicle that performs an idling stop that automatically stops an engine when the vehicle is stopped (see Patent Document 1). In the vehicle control device described in Patent Document 1, when the time when the vehicle has stopped is longer than the stop determination time, the idling stop is performed in consideration of the time until the signal switches from the red signal to the green signal. ing.

Patent No. 5051283 gazette

  By the way, it is conceivable to automatically stop the engine not only when the vehicle is stopped but also while the vehicle is traveling. In this case, if it is necessary to re-accelerate the vehicle after stopping the engine while the vehicle is traveling, the engine may be unnecessarily restarted.

  The present invention has been made to solve the above-mentioned problems, and its main object is to suppress unnecessary restart of the engine in a control device of a vehicle capable of automatically stopping the engine while the vehicle is traveling. It is to do.

The first means for solving the above problems is
A control device (40) of a vehicle capable of automatically stopping an engine (11) while the vehicle (10) is traveling,
A situation acquisition unit (42) for acquiring the situation in front of the vehicle;
A state acquisition unit (41) for acquiring the state of the vehicle;
When it is determined that there is a deceleration request to decelerate the vehicle while the vehicle is traveling, based on the condition acquired by the condition acquisition unit and the state acquired by the state acquisition unit, A reacceleration estimation unit (43) for estimating whether a reacceleration request to accelerate occurs or not;
A first time prediction that predicts a first time during which the engine can be stopped while the vehicle is traveling, based on the situation acquired by the situation acquisition unit and the state acquired by the state acquisition unit Part (44),
A second time prediction unit (45) that predicts a second time in which the engine can be stopped after the vehicle is stopped, based on the situation acquired by the situation acquisition unit;
A stop prohibition unit (46) for prohibiting the engine from being stopped while the vehicle is traveling, when it is estimated by the reacceleration estimation unit that the reacceleration request is generated;
The first time predicted by the first time prediction unit and the second time predicted by the second time prediction unit when the reacceleration estimation unit estimates that the reacceleration request does not occur. A stop determination unit (47) that determines based on whether or not to stop the engine while the vehicle is traveling;
Equipped with

  According to the above configuration, the control device of the vehicle can automatically stop the engine while the vehicle is traveling. The situation acquisition unit acquires the situation in front of the vehicle. The state acquisition unit acquires the state of the vehicle.

  Here, even if the engine is stopped in response to a deceleration request for decelerating the vehicle while the vehicle is traveling, the engine may be unnecessarily restarted if the vehicle needs to be reaccelerated. In this respect, when the reacceleration estimation unit determines that there is a deceleration request for decelerating the vehicle while the vehicle is traveling, based on the condition acquired by the condition acquisition unit and the condition acquired by the condition acquisition unit, the vehicle Estimate whether a reacceleration request will occur to reaccelerate.

  In addition, the first time prediction unit predicts a first time during which the engine can be stopped while the vehicle is traveling, based on the status acquired by the status acquisition unit and the status acquired by the status acquisition unit. Ru. The second time prediction unit predicts, based on the situation acquired by the situation acquisition unit, a second time in which the engine can be stopped after the vehicle is stopped.

  When the reacceleration estimating unit estimates that the reacceleration estimation unit generates a reacceleration request, the stop prohibition unit prohibits the engine from being stopped while the vehicle is traveling. For this reason, in the control device for a vehicle capable of automatically stopping the engine while the vehicle is traveling, it is possible to suppress the engine from being unnecessarily stopped and restarted. As a result, it is possible to suppress the deterioration of the fuel efficiency and the bother of the driver.

  On the other hand, if it is estimated by the re-acceleration estimation unit that the re-acceleration estimation unit does not generate a re-acceleration request, whether the engine is stopped during traveling of the vehicle based on the first time and the second time. It is judged. Therefore, according to the first time and the second time, the engine can be appropriately stopped while the vehicle is traveling, and as a result, the fuel efficiency and the drivability can be improved.

  When the own vehicle is traveling behind the preceding vehicle, if the preceding vehicle stops, the own vehicle will stop on the rear side. At this time, when the distance between the preceding vehicle and the host vehicle is long, the driver is likely to accelerate the host vehicle and reduce the distance to the preceding vehicle. In that case, if the engine is stopped, the engine will be restarted. Therefore, if the engine is stopped in such a case, the engine may be unnecessarily restarted.

  In this respect, in the second means, when the reacceleration estimation unit determines that there is a demand for decelerating the vehicle while the vehicle is traveling, the positions of the preceding vehicle and the vehicle that precede the vehicle are determined. Based on the relationship, it is estimated whether a reacceleration request to reaccelerate the vehicle occurs. Therefore, when the host vehicle is traveling behind the preceding vehicle, it can be appropriately estimated whether a reacceleration request occurs or not, and it is possible to suppress the engine from being restarted unnecessarily.

  When stopping the own vehicle behind the preceding vehicle, the distance secured between the preceding vehicle and the own vehicle varies depending on the driver. For this reason, depending on the driver, even if the distance between the preceding vehicle and the host vehicle is longer than the determination distance, the distance between the leading vehicle and the host vehicle may not be reduced.

  In this respect, in the third means, the reacceleration estimating unit determines that there is a demand for decelerating the vehicle while the vehicle is traveling, based on the positional relationship and the history of the positional relationship. , Estimate whether a reacceleration request to reaccelerate the vehicle occurs. Therefore, even if the positional relationship between the preceding vehicle and the vehicle at the time of stopping is different depending on the driver, it can be accurately estimated whether or not the re-acceleration request occurs.

  When the vehicle passes through an intersection or a level crossing, the vehicle needs to be stopped before the intersection or level crossing in a situation where the traffic light is a red light or in a situation where the barrier is down. For this reason, the driver stops the vehicle before an intersection or a level crossing. At this time, when the distance between the intersection and the railroad crossing and the vehicle is long, the driver is likely to accelerate the host vehicle and shorten the distance to the intersection and the railroad crossing. In that case, if the engine is stopped, the engine will be restarted. Therefore, if the engine is stopped in such a case, the engine may be unnecessarily restarted.

  In this respect, in the fourth means, the reacceleration estimating unit estimates that the vehicle needs to stop when it is determined that there is a deceleration request for decelerating the vehicle while the vehicle is traveling. Based on the one position and the second position estimated where the vehicle stops, it is estimated whether a reacceleration request to reaccelerate the vehicle occurs. Therefore, when the vehicle passes through an intersection or a level crossing, it can be appropriately estimated whether a reacceleration request occurs or not, and it is possible to suppress an unnecessary restart of the engine.

  When stopping a vehicle before an intersection or a level crossing, the distance secured between the intersection or level crossing and the host vehicle differs depending on the driver. Therefore, depending on the driver, even if the distance between the intersection or the level crossing and the host vehicle is longer than the determination distance, the distance between the intersection or the level crossing and the host vehicle may not be reduced.

  In this regard, in the fifth means, the reacceleration estimating unit determines that the first position, the second position, and the second position are determined when it is determined that there is a request for decelerating the vehicle while the vehicle is traveling. Based on the history of the distance between the first position and the second position, it is estimated whether a reacceleration request to reaccelerate the vehicle occurs. Therefore, even if the positions of the intersection and the level crossing at the time of stopping the vehicle and the vehicle differ depending on the driver, it can be accurately estimated whether the reacceleration request occurs.

  In the sixth means, the stop prohibition unit prohibits the engine from being stopped while the vehicle is traveling when the reacceleration estimation unit can not estimate whether the reacceleration request occurs or not. .

  According to the above configuration, when the reacceleration estimating unit can not estimate whether the reacceleration request occurs or not, it is prohibited to stop the engine while the vehicle is traveling. Therefore, it is possible to prevent the engine from being unnecessarily stopped and restarted when it is unclear whether a reacceleration request occurs.

  In a seventh means, the stop determination unit is inhibited by the stop prohibition unit from stopping the engine while the vehicle is traveling, and the second time predicted by the second time prediction unit is When it is longer than one judgment time, the engine is stopped after the vehicle is stopped, and the stop prohibition unit is prohibited to stop the engine while the vehicle is traveling, and predicted by the second time prediction unit The engine is not stopped after the vehicle is stopped if the second time which is calculated is shorter than the first determination time.

  According to the above configuration, the stop prohibition unit prohibits the engine from being stopped while the vehicle is traveling, and the second time during which the engine can be stopped after the vehicle is stopped predicted by the second time prediction unit If it is longer than the first determination time, the engine is stopped after the vehicle is stopped. For this reason, even when stopping the engine is prohibited while the vehicle is traveling, the engine can be stopped after the vehicle is stopped if the second time is longer than the first determination time. Therefore, the fuel consumption can be improved.

  On the other hand, when the stop prohibition unit prohibits the engine from being stopped while the vehicle is traveling, and the second time predicted by the second time prediction unit is shorter than the first determination time, the engine is stopped after the vehicle is stopped. Not stopped. Therefore, when the second time is shorter than the first determination time, the engine is not stopped after the vehicle is stopped, and it is possible to suppress the engine from being restarted unnecessarily. Therefore, it is possible to suppress the deterioration of the fuel efficiency and the bother of the driver.

  Depending on the situation around the vehicle and the condition of the vehicle, the situation acquiring unit may not be able to acquire the situation in front of the vehicle. In this case, it is not possible to predict a first time during which the engine can be stopped while the vehicle is traveling or a second time during which the engine can be stopped after the vehicle is stopped.

  In this respect, in the eighth means, the stop determination unit is prohibited by the stop prohibition unit from stopping the engine while the vehicle is traveling, and the situation acquisition unit can not acquire the situation. The engine is stopped after the vehicle is stopped based on the state acquired by the state acquisition unit. For this reason, even if the situation acquiring unit can not acquire the situation in front of the vehicle, the engine can be stopped after the vehicle is stopped based on the state of the vehicle acquired by the state acquiring unit. Therefore, it is possible to suppress that the opportunity to stop the engine is limited.

  When it is estimated that a reacceleration request does not occur by the reacceleration estimation unit, the situation acquisition unit may not be able to acquire the situation ahead of the vehicle. In this case, if it is prohibited to stop the engine, it will be determined that there is a demand for deceleration while the vehicle is traveling, and the opportunity to stop the engine will be limited even though a request for reacceleration of the vehicle is not generated. .

  In this respect, in the ninth means, the stop determination unit estimates that the reacceleration request does not occur by the reacceleration estimation unit, and the vehicle travels when the situation acquisition unit can not acquire the situation. While the engine is stopped. Therefore, even when the situation acquiring unit can not acquire the situation in front of the vehicle, the engine can be stopped early in a situation where it is desirable to stop the engine.

  In a tenth means, when the situation acquiring unit can not acquire the situation, the stop determination unit is based on the state acquired by the state acquiring unit while the vehicle is traveling and after stopping. Stop it.

  According to the above configuration, when the situation acquiring unit can not acquire the situation, the engine is stopped during traveling of the vehicle and after stopping based on the state of the vehicle acquired by the state acquiring unit. Therefore, even if the situation acquiring unit can not acquire the situation in front of the vehicle, the vehicle is not uniformly prohibited from stopping the engine, and the vehicle is acquired based on the state of the vehicle acquired by the state acquiring unit. The engine can be stopped during traveling and after stopping. Therefore, it is possible to suppress that the opportunity to stop the engine is limited.

  If the second time in which the engine can be stopped after stopping the vehicle is shorter than the second determination time, stopping the engine after stopping the vehicle may result in deterioration of fuel efficiency or a bother of the driver. There is a fear. However, if the first time during which the engine can be stopped while the vehicle is traveling is longer than the third determination time, fuel consumption may be improved by stopping the engine while the vehicle is traveling. There is.

  In this regard, in the eleventh means, the stop determination unit estimates that the reacceleration request does not occur by the reacceleration estimation unit, and the second time predicted by the second time prediction unit is the second time. When the first time predicted by the first time prediction unit is longer than the determination time and the first time is longer than the third determination time, the engine is stopped while the vehicle is traveling, and the speed of the vehicle is determined The engine is restarted when it becomes lower than the vehicle speed. Therefore, when there is a possibility that fuel consumption can be improved, the engine can be stopped while the vehicle is traveling. Furthermore, the engine can be restarted if the driver may feel bothersome that the engine is stopped after the vehicle is stopped. As a result, the fuel consumption can be improved while suppressing the driver from feeling troublesome.

Block diagram showing a vehicle. The flowchart which shows the procedure of engine stop control. The flowchart which shows the procedure of engine stop control 2 after a stop. The flowchart which shows the procedure of reacceleration requirement presumption 1. The flowchart which shows the procedure of engine stop control 1 after a stop. The flowchart which shows the procedure of engine stop control 1 during driving | running | working and after a stop. The flowchart which shows the procedure of reacceleration requirement presumption 2. The schematic diagram which shows the relationship between the distance to the stop position of a vehicle, a braking distance, and a reacceleration request | requirement. The schematic diagram which shows the relationship between the distance to the stop position of a vehicle, a braking distance, and a reacceleration request | requirement. The flowchart which shows the procedure of engine stop control 2 during driving | running | working and after a stop. The flowchart which shows the procedure of reacceleration request | requirement estimation 3. FIG. The schematic diagram which shows the relationship between the braking distance of a preceding vehicle and the own vehicle, and a reacceleration request | requirement.

  Hereinafter, an embodiment embodied as a vehicle provided with an engine as a motive power source will be described with reference to the drawings. As shown in FIG. 1, the vehicle 10 includes an engine 11, a starter 12, a brake sensor 21, an accelerator sensor 22, an NE sensor 23, a vehicle speed sensor 24, a stereo camera 31, a radar 32, a driver monitor 35, a controller 40, and the like. Have.

  The engine 11 is a gasoline engine, a diesel engine or the like, and generates motive power by fuel combustion. The engine 11 is provided with a starter 12. The starter 12 is configured by a starter, an ISG (Integrated Starter Generator), an alternator with a drive function, and the like. The starter 12 is driven by the electric power supplied from a battery (not shown) and gives an initial rotation to the crankshaft of the engine 11. The driving states of the engine 11 and the starter 12 are controlled by the control device 40.

  The brake sensor 21 detects the depression amount (operation amount) of the brake pedal (brake operation member). The accelerator sensor 22 detects a depression amount (operation amount) of an accelerator pedal (accelerator operating member). The NE sensor 23 detects the rotational speed of the engine 11. The vehicle speed sensor 24 detects the speed of the vehicle 10. Detection signals from these sensors 21 to 24 are transmitted to the control device 40.

  The stereo camera 31 shoots the front of the vehicle 10 with two cameras and transmits each photographed image to the control device 40. The radar 32 is a millimeter wave radar, a laser radar or the like, radiates an electromagnetic wave toward a predetermined range in front of the vehicle 10, and detects a reflected wave thereof. The radar 32 detects the distance to an object present in a predetermined range in front of the vehicle 10 and the relative velocity between the object and the vehicle 10. The driver monitor 35 captures an image of the driver (driver) of the vehicle 10, and identifies the driver and detects the driver's expression.

  The control device 40 (corresponding to a control device for a vehicle) is a microcomputer including a CPU, a ROM, a RAM, an input / output interface, drive circuits for driving the respective devices of the vehicle 10, and the like. The control device 40 controls the state of each device based on the state of the vehicle 10 detected by the various sensors 21 to 24 and the situation in front of the vehicle 10 detected by the stereo camera 31 and the radar 32. In the present embodiment, the control device 40 performs engine stop control to stop the engine 11 while the vehicle 10 is traveling. Control device 40 includes vehicle state acquisition unit 41, external world information acquisition unit 42, reacceleration estimation unit 43, first time prediction unit 44, second time prediction unit 45, automatic stop prohibition unit 46, and automatic stop restart judgment unit 47. Is equipped.

  The vehicle state acquisition unit 41 (corresponding to a state acquisition unit) acquires the state of the vehicle 10 based on detection signals of the brake sensor 21, the accelerator sensor 22, the NE sensor 23, and the vehicle speed sensor 24.

  The external world information acquisition unit 42 (corresponding to a situation acquisition unit) acquires the situation in front of the vehicle 10 based on the captured image of the stereo camera 31 and the detection result of the radar 32. Specifically, the external world information acquisition unit 42 analyzes the captured image of the stereo camera 31, detects an object in front of the vehicle 10, and identifies the type of the detected object. Then, the external world information acquiring unit 42 determines the distance from the vehicle 10 to the object (for example, the distance to the preceding vehicle, the distance to the stop line), the relative speed between the object and the vehicle 10, the state of the object (for example, the traffic light is a green light or red It is determined whether the signal or the crossing gate is lowered or not.

  The reacceleration estimation unit 43 determines that the driver is the vehicle 10 while the vehicle 10 is traveling based on the situation in front of the vehicle 10 acquired by the external world information acquisition unit 42 and the state of the vehicle 10 acquired by the vehicle state acquisition unit 41. It is determined whether there is a deceleration intention (deceleration request) to decelerate the speed. Then, when it is determined that there is a deceleration intention, the reacceleration estimation unit 43 estimates whether or not a reacceleration request to reaccelerate the vehicle 10 occurs. Details of the reacceleration request estimation will be described later.

  The first time prediction unit 44 stops the engine 11 while the vehicle 10 is traveling based on the state of the vehicle 10 acquired by the external world information acquisition unit 42 in front of the vehicle 10 and acquired by the vehicle state acquisition unit 41 Predict the first time that can be Specifically, the first time prediction unit 44 predicts the first time as the time until the vehicle speed becomes 0 or the restart vehicle speed based on the vehicle speed and the deceleration (acceleration) of the vehicle 10. The restart vehicle speed is a vehicle speed at which the engine 11 is restarted when the engine 11 is stopped after the engine 11 is stopped, and is a vehicle speed higher than 0 and lower than a predetermined vehicle speed (for example, 20 km / h) is there.

  The second time prediction unit 45 predicts, based on the situation in front of the vehicle 10 acquired by the external world information acquisition unit 42, a second time in which the engine 11 can be stopped after the vehicle 10 is stopped. Specifically, when the second time prediction unit 45 predicts that the vehicle 10 is stopped at a traffic light in the red light state, for example, the second time is 10 seconds as the time from the stop to the green light at the traffic light. Predict. The second time prediction unit 45 predicts a second time as, for example, 10 seconds as a time from when the vehicle 10 stops to when the circuit breaker ascends, for example, when the vehicle 10 is predicted to stop at the level crossing where the circuit breaker has descended.

  Here, even if the engine 11 is stopped in response to a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, the engine 11 may be unnecessarily restarted if the vehicle 10 needs to be reaccelerated. . In this respect, the automatic stop prohibition unit 46 (corresponding to the stop prohibition unit) prohibits the engine 11 from being stopped while the vehicle 10 is traveling when the reacceleration estimation unit 43 estimates that a reacceleration request occurs. . In addition, when the reacceleration estimation unit 43 can not estimate whether the reacceleration request occurs or not, the automatic stop prohibition unit 46 prohibits the engine 11 from being stopped while the vehicle 10 is traveling.

  When the reacceleration estimating unit 43 estimates that the reacceleration request does not occur, the automatic stop / restart determination unit 47 (corresponding to the stop determination unit) determines the first time estimated by the first time estimation unit 44 and the first time Based on the second time predicted by the two-hour prediction unit 45, it is determined whether the engine 11 is to be stopped while the vehicle 10 is traveling. Details of the engine stop control during traveling of the vehicle 10 and after stopping will be described later.

  FIG. 2 is a flowchart showing the procedure of the engine stop control. This series of processing is repeatedly executed by the control device 40 at a predetermined cycle.

  First, it is determined whether there is a driver's intention to decelerate (S11). Specifically, when at least one of the fact that depression of the brake pedal (brake on) is detected by the brake sensor 21 and release of the accelerator pedal (accelerator off) by the accelerator sensor 22 is established. , It is determined that there is a driver's deceleration intention (deceleration request). In this determination, when it is determined that the driver has no intention to decelerate (S11: NO), this series of processing is temporarily ended (END).

  On the other hand, when it is determined in S11 that there is a driver's intention to decelerate (S11: YES), it is determined whether it is possible to acquire external world information (S12). Specifically, when the captured image can not be obtained due to the failure of the stereo camera 31 or when the object can not be detected due to the failure of the radar 32, it is determined that the outside world information can not be acquired. When communication with the stereo camera 31 or the radar 32 is not possible, it is determined that the outside world information can not be obtained.

  In the determination of S12, when it is determined that the outside world information can not be acquired (S12: NO), after-stop engine stop control 2 is executed (S23).

  Specifically, the process of S23 is performed in the procedure shown in FIG. As shown in the figure, it is determined whether the vehicle speed is 0 (S231). In this determination, when it is determined that the vehicle speed is 0 (S231: YES), it is determined whether a predetermined time has elapsed while the vehicle speed is 0 (S232). In this determination, when it is determined that the predetermined time has elapsed while the vehicle speed is 0 (S232: YES), it is determined whether the brake pedal is depressed (S233). In this determination, when it is determined that the brake pedal is depressed (S233: YES), it is determined whether the accelerator pedal is released (S234). In this determination, when it is determined that the accelerator pedal is released (S234: YES), the engine 11 is stopped (S235), and the process of S23 of FIG. 2 is ended (END). After that, by satisfying the restart condition of the engine 11, the engine 11 is restarted. The restart condition of the engine 11 is, for example, that an accelerator pedal is depressed.

  On the other hand, when a negative determination is made in the processing of S231 to S234 of FIG. 3 (S231: NO, S232: NO, S233: NO, S234: NO), the processing of S23 of FIG. 2 is ended, and the processing of S11 of FIG. Run again from Although FIG. 3 shows the processing in the case of being applied to an AT vehicle equipped with an automatic transmission, it can also be applied to an MT vehicle equipped with a manual transmission. In that case, it may be determined whether or not the gear of the manual transmission is neutral and the clutch is engaged, instead of the process of S233.

  When it is determined in S12 that the outside world information can be acquired (S12: YES), it is determined whether there is a preceding vehicle preceding the own vehicle 10 (S13). The presence or absence of the preceding vehicle can be determined based on the captured image of the stereo camera 31 and the detection result of the radar 32.

  If it is determined in S13 that there is a preceding vehicle preceding the own vehicle 10 (S13: YES), it is determined whether it is possible to estimate the presence of a reacceleration request (S14). Specifically, for example, when the backlight is back light and a clear photographed image can not be obtained by the stereo camera 31 or when there is an obstacle and the stereo camera 31 can not photograph a sufficient range, the road draws a curve. When the radar 32 can not detect an object in front of the own lane, it is determined that the presence or absence of a reacceleration request can not be estimated.

  If it is determined in S14 that the presence or absence of the reacceleration request can be estimated (S14: YES), it is determined whether the reacceleration request occurs (S15). Here, when the own vehicle 10 travels behind the preceding vehicle, if the preceding vehicle stops, the own vehicle 10 will stop behind. At this time, when the distance between the preceding vehicle and the own vehicle 10 is long, the driver is likely to accelerate the own vehicle 10 and reduce the distance to the preceding vehicle. In that case, if the engine 11 is stopped, the engine 11 will be restarted. Therefore, when the engine 11 is stopped in such a case, the engine 11 may be unnecessarily restarted. Therefore, it is determined whether a reacceleration request occurs in the process of S15.

  Specifically, the process of S15 (reacceleration request estimation 1) is performed according to the procedure shown in FIG. As shown in the figure, it is determined whether the relative speed between the leading vehicle and the host vehicle 10 is positive and is decreasing (S151). Here, when the speed of the host vehicle 10 is higher than the speed of the preceding vehicle, the relative speed is positive. In this determination, if it is determined that the relative speed between the leading vehicle and the host vehicle 10 is positive and decreasing (S151: YES), is the distance between the leading vehicle and the host vehicle 10 shorter than the determination distance? It is determined whether or not (S152). The determination distance is set to a distance at which it can be determined that the preceding vehicle and the subject vehicle 10 are close to each other and can be attached to the rear side of the preceding vehicle to stop the subject vehicle 10. In this determination, when it is determined that the distance between the preceding vehicle and the host vehicle 10 is shorter than the determination distance (S152: YES), it is determined that a reacceleration request is not generated (S153), and the processing of S15 in FIG. Do.

  That is, when it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, reacceleration is performed to reaccelerate the vehicle 10 based on the positional relationship between the preceding vehicle ahead of the vehicle 10 and the vehicle 10 Estimate if a request will occur. Here, when the own vehicle 10 is stopped behind the preceding vehicle, the distance secured between the preceding vehicle and the own vehicle 10 differs depending on the driver. Therefore, depending on the driver, even if the distance between the preceding vehicle and the host vehicle 10 is longer than the determination distance, the distance between the leading vehicle and the host vehicle 10 may not be reduced.

  In this respect, if it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, is there a reacceleration request for reaccelerating the vehicle 10 based on the positional relationship and the history of the positional relationship? It may be estimated whether or not. Specifically, according to the identification result of the driver by the driver monitor 35, the learning value of the inter-vehicle distance when the current driver stops the own vehicle 10 behind the preceding vehicle is acquired. Then, it is determined whether the distance obtained by subtracting the learning value of the inter-vehicle distance from the distance between the preceding vehicle and the host vehicle 10 is shorter than the determination distance. The inter-vehicle distance learning value is a value obtained by storing, for each driver, a weighted average of inter-vehicle distances based on the inter-vehicle distance (history of positional relationship) when the vehicle 10 is stopped behind the preceding vehicle. is there.

  On the other hand, when it is determined in S151 that the relative speed between the leading vehicle and the host vehicle 10 is not positive or the relative speed is not decreasing (S151: NO), and in the determination in S152, the leading vehicle and the host vehicle 10 When it is determined that the distance between the vehicle and the vehicle is not shorter than the determination distance (S152: NO), it is determined that the reacceleration request occurs (S154), and the process of S15 of FIG.

  Returning to FIG. 2, when it is determined that the reacceleration request occurs in the determination of S15 (S15: YES), the stop of the engine 11 is prohibited while the vehicle 10 is traveling (S16). Then, after the stop, the engine stop control 1 is executed (S17).

  Specifically, the process of S17 is performed according to the procedure shown in FIG. As shown in the figure, it is determined whether the outside world information can be acquired (S171). The process of S171 is the same as the process of S12. Subsequently, it is determined whether the vehicle speed is 0 (S172). In this determination, when it is determined that the vehicle speed is not 0 (S172: NO), the process of S17 of FIG. 2 is ended, and the process is repeated from the process of S11.

  On the other hand, when it is determined in S172 that the vehicle speed is 0 (S172: YES), it is determined whether the engine stoppable time after stopping (the second time described above) is longer than the first determination time S173). The first determination time is the shortest engine stop time in which, when the engine 11 is stopped and restarted, the effect of saving fuel can be obtained as compared with the case where the engine 11 is continuously operated, for example, gasoline It is set to 5 seconds for the engine and 4 seconds for the diesel engine. In this determination, when it is determined that the after-stop engine stoptable time is longer than the first determination time (S173: YES), the engine 11 is stopped (S174), and the process of S17 in FIG. 2 is ended (END). After that, by satisfying the restart condition of the engine 11, the engine 11 is restarted.

  On the other hand, when it is determined in S173 that the after-parking engine stoppable time is not longer than the first determination time (S173: NO), stopping the engine 11 after stopping the vehicle 10 is prohibited (S175) The process of S17 of FIG. 2 is ended, and the process is repeated from the process of S11.

  When it is determined in S171 that external environment information can not be obtained (S171: NO), the after-stop engine stop control 2 is executed (S176). The process of S176 is the same as the process of S23 of FIG.

  Returning to FIG. 2, when it is determined that the reacceleration request is not generated in the determination of S15 (S15: NO), the engine stop control 1 during traveling and after stop is executed (S18).

  Specifically, the process of S18 is performed according to the procedure shown in FIG. As shown in the figure, it is determined whether road information can be acquired (S181). Specifically, it is determined whether or not the state of the traffic signal or the level crossing can be identified without the imaging range of the stereo camera 31 being blocked by the preceding vehicle. For example, when the preceding vehicle is a truck and the vehicle height is high, the imaging range of the stereo camera 31 may be blocked. In this determination, when it is determined that road information can not be acquired (S181: NO), the engine 11 is stopped (S184), and the process of S18 of FIG. 2 is ended (END). After that, by satisfying the restart condition of the engine 11, the engine 11 is restarted.

  On the other hand, when it is determined that the road information can be acquired in the determination of S181 (S181: YES), it is determined whether the engine stoppable time after stopping (the second time described above) is longer than the second determination time. (S182). The second determination time is a time to determine that the time from the stop of the engine 11 to the restart is so short that the driver feels troublesome, and is set to be shorter than the first determination time described above There is. In this determination, when it is determined that the after-stop engine stoppable time is longer than the second determination time (S 182: YES), the engine stoppable time during traveling (the first time described above) and the after-stop engine stoppable time It is determined whether the sum is longer than the first determination time described above (S183). In this determination, when it is determined that the sum of the engine stoppable time during traveling and the engine stoppable time after stop is longer than the first determination time (S183: YES), the engine 11 is stopped (S184). End the process of S18 (END). After that, by satisfying the restart condition of the engine 11, the engine 11 is restarted. That is, when it is determined that the sum of the engine stoppable time during traveling and the engine stoppable time after stop is longer than the first determination time, the engine 11 is stopped regardless of the vehicle speed. For this reason, when the vehicle 10 is traveling, it is in a so-called coasting state.

  When it is determined in S183 that the total of the engine stoppable time during traveling and the engine stoppable time after stop is not longer than the first determination time (S183: NO), the vehicle 10 is traveling and stopped After that, stopping the engine 11 is prohibited (S185), the process of S18 of FIG. 2 is ended, and the process is repeated from the process of S11.

  When it is determined in S182 that the after-stop engine stoppable time is not longer than the second determination time (S182: NO), the engine stoppable time during traveling (the first time described above) is the third determination. It is determined whether it is longer than time (S186). The third determination time is set to be the same as the first determination time described above. The third determination time may be different from the first determination time. In this determination, when it is determined that the engine stoppable time during traveling is longer than the third determination time (S186: YES), the engine 11 is stopped (S187). Subsequently, it is determined whether the vehicle speed is lower than the restart vehicle speed described above (S188). In this determination, when it is determined that the vehicle speed is not lower than the restart vehicle speed (S188: NO), the process of S188 is performed again. On the other hand, in this determination, when it is determined that the vehicle speed is lower than the restart vehicle speed (S188: YES), the engine 11 is restarted (S189), and the process of S18 in FIG. Do. That is, when it is determined that the engine stoppable time during traveling is longer than the third determination time, the engine 11 is stopped regardless of the vehicle speed. For this reason, when the vehicle 10 is traveling, it is in a so-called coasting state.

  Returning to FIG. 2, when it is determined in S13 that there is no preceding vehicle ahead of the host vehicle 10 (S13: NO), it is determined whether it is possible to estimate the presence of a reacceleration request (S19). Specifically, for example, when there is backlight and a clear photographed image can not be obtained by the stereo camera 31, or when there is an obstacle and a sufficient range can not be photographed by the stereo camera 31, the presence or absence of a reacceleration request Determine that it can not be estimated. In this determination, when it is determined that the presence or absence of the reacceleration request can not be estimated (S19: NO), stopping the engine 11 while the vehicle 10 is traveling is prohibited (S16).

  On the other hand, when it is determined in S19 that the presence or absence of the reacceleration request can be estimated (S19: YES), it is determined whether the reacceleration request occurs (S20).

  Specifically, the process of S20 (reacceleration request estimation 2) is performed according to the procedure shown in FIG. As shown in the figure, the distance to the first position estimated to be the position where the vehicle 10 needs to stop is estimated (S201).

  As shown in FIG. 8, based on the captured image of the stereo camera 31, for example, the distance ds to the stop line L before the intersection with a traffic light is predicted. Subsequently, the braking distance db of the vehicle C is predicted (S202). The braking distance db can predict the braking time until the vehicle speed becomes 0 based on the vehicle speed and the deceleration (acceleration) of the vehicle 10, and can predict it based on the vehicle speed, the braking time, and the deceleration. The position estimated to be the position where the vehicle 10 travels by the braking distance db and then stops corresponds to the second position. That is, when it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, a first position estimated to be a position where the vehicle 10 needs to stop and a position estimated to be a position where the vehicle 10 stops Based on the two positions, it is estimated whether a reacceleration request to reaccelerate the vehicle 10 occurs.

  Subsequently, a learning value dp of the near distance secured in front of the first position when the vehicle is stopped is acquired (S203). The learning value dp of the near distance is a weighted average of the near distance based on the distance between the first position and the tip of the vehicle 10 (the history of the positional relationship) when the vehicle C is stopped at the first position before. It is a value stored for each driver. Then, it is determined whether the distance obtained by subtracting the braking distance db and the learning value dp of the near distance from the distance ds to the first position is shorter than the determination distance dr (S204). In this determination, when it is determined that the distance obtained by subtracting the braking distance db and the learning value dp of the near distance from the distance ds to the first position is shorter than the determination distance dr (S204: YES), the reacceleration request is It is estimated that it does not occur (S205), and the process of S20 of FIG. 2 is ended. That is, when it is determined that there is a deceleration request for decelerating the vehicle while the vehicle 10 is traveling, the vehicle 10 is determined based on the first position, the second position, and the distance history between the first position and the second position. Estimate whether a reacceleration request to reaccelerate occurs.

  FIG. 8 is a case where it is estimated that a restart request is not generated, and FIG. 9 is a case where it is estimated that a restart request is generated. In FIG. 9, the driver may accelerate the vehicle C and shorten the distance to the stop line L because the distance between the stop line L in front of the intersection and the vehicle C is long at the predicted stop position of the vehicle C indicated by the broken line. Is high. In that case, if the engine 11 is stopped, the engine 11 will be restarted. Therefore, when the engine 11 is stopped in such a case, the engine 11 may be unnecessarily restarted.

  Therefore, in the determination of S204, when it is determined that the distance obtained by subtracting the braking distance db and the learning value dp of the near distance from the distance ds to the first position is not shorter than the determination distance dr (S204: NO), It is estimated that a reacceleration request occurs (S206), and the process of S20 of FIG. 2 is ended.

  Returning to FIG. 2, when it is estimated that a reacceleration request occurs in the determination of S20 (S20: YES), it is determined whether the vehicle speed is lower than a threshold (S21). This threshold is set to the lowest vehicle speed at which fuel can be saved by stopping the engine 11 while the vehicle 10 is traveling. In this determination, when it is determined that the vehicle speed is not lower than the threshold (S21: NO), the processing of S20 is performed again.

  On the other hand, when it is determined in S21 that the vehicle speed is lower than the threshold (S21: YES), stopping of the engine 11 while the vehicle 10 is traveling is prohibited (S16).

  When it is estimated that a reacceleration request does not occur in the determination of S20 (S20: NO), the engine stop control 2 is executed during traveling and after stop (S22).

  Specifically, the process of S22 is performed in the procedure shown in FIG. As shown in the figure, the engine stop control 2 during traveling and after stopping does not have the process of S181 which determines whether or not road information in the engine stopping control 1 during traveling and after stopping of FIG. 6 can be acquired. It is the same as the engine stop control 1 during traveling and after stopping except for the above. That is, the processes of S222 to S229 in FIG. 10 are the same as the processes of S182 to S189 in FIG. Then, when the process of FIG. 10 is ended, the process of S22 of FIG. 2 is ended (END). After that, by satisfying the restart condition of the engine 11, the engine 11 is restarted.

  The embodiment described above has the following advantages.

  The automatic stop prohibition unit 46 prohibits the engine 11 from being stopped while the vehicle 10 is traveling, when it is estimated by the reacceleration estimation unit 43 that a reacceleration request occurs. Therefore, in the control device 40 of the vehicle 10 capable of automatically stopping the engine 11 while the vehicle 10 is traveling, it is possible to suppress the engine 11 from being unnecessarily stopped and restarted. As a result, it is possible to suppress the deterioration of the fuel efficiency and the bother of the driver.

  The first time and the vehicle 10 during which the vehicle 10 can be stopped while the vehicle 10 is traveling, when it is estimated by the re-acceleration estimation unit 43 that the re-acceleration estimation unit 43 does not generate a re-acceleration request. It is determined whether the engine 11 is to be stopped while the vehicle 10 is traveling based on the second time in which the engine 11 can be stopped after the stop of the vehicle (S15, S18, S182 to S187). Therefore, according to the first time and the second time, the engine 11 can be appropriately stopped while the vehicle 10 is traveling, so that it is possible to improve the fuel efficiency and the drivability.

  When the reacceleration estimation unit 43 determines that there is a deceleration request for decelerating the subject vehicle 10 while the subject vehicle 10 is traveling, based on the positional relationship between the preceding vehicle that precedes the subject vehicle 10 and the subject vehicle 10 Then, it is estimated whether a reacceleration request to reaccelerate the vehicle 10 occurs (S11, S15, S151 to S154). Therefore, when the host vehicle 10 travels behind the preceding vehicle, it can be appropriately estimated whether a reacceleration request occurs or not, and the engine 11 can be prevented from being restarted unnecessarily. .

  The reacceleration estimation unit 43 reaccelerates the vehicle 10 based on the positional relationship and the history of the positional relationship when it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling. Estimate whether an acceleration request occurs. Therefore, even if the positional relationship between the preceding vehicle and the vehicle 10 at the time of stopping is different depending on the driver, it can be accurately estimated whether the reacceleration request occurs. Furthermore, even if there are a plurality of drivers driving the vehicle 10, the driver is identified by the driver monitor 35, and a reacceleration request for reaccelerating the vehicle 10 is performed for each driver based on the positional relationship and the history of the positional relationship. It can be estimated whether it will occur.

  -When the reacceleration estimation unit 43 determines that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, the first position estimated to be a position where the vehicle 10 needs to stop and the vehicle 10 stop Based on the estimated position and the estimated second position, it is estimated whether a reacceleration request to reaccelerate the vehicle 10 occurs (S11, S20, S201 to S206). Therefore, when the vehicle 10 passes an intersection or a level crossing, it can be appropriately estimated whether a reacceleration request occurs or not, and it is possible to suppress the engine 11 from being restarted unnecessarily.

  The re-acceleration estimating unit 43 determines that the first position, the second position, and the distance between the first position and the second position when it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling. It is estimated whether the reacceleration request | requirement which reaccelerates the vehicle 10 arises arises based on the log | history of (S203, S204). For this reason, even if the positions of the intersection and the railroad crossing and the vehicle 10 at the time of stopping differ depending on the driver, it can be accurately estimated whether or not the re-acceleration request occurs. Furthermore, even if there are a plurality of drivers for driving the vehicle 10, the driver is identified by the driver monitor 35, and the history of the first position, the second position, and the distance between the first position and the second position is identified for each driver. Based on this, it can be estimated whether a reacceleration request to reaccelerate the vehicle 10 occurs.

  If it is not possible to estimate whether the reacceleration request occurs or not by the reacceleration estimation unit 43, stopping the engine 11 while the vehicle 10 is traveling is prohibited (S14, S16, S19). Therefore, it is possible to suppress the engine 11 from being unnecessarily stopped and restarted when it is unclear whether or not the reacceleration request occurs.

  The automatic stop prohibition unit 46 prohibits the engine 11 from being stopped while the vehicle 10 is traveling, and the second time prediction unit 45 can stop the engine 11 after the vehicle 10 is stopped. If the time is longer than the first determination time, the engine 11 is stopped after the vehicle 10 is stopped (S16 to S17, S173 to S174). Therefore, even if stopping the engine 11 is prohibited while the vehicle 10 is traveling, the engine 11 is stopped after the vehicle 10 is stopped if the second time is longer than the first determination time. be able to. Therefore, the fuel consumption can be improved.

  The vehicle 10 is prohibited when the automatic stop prohibition unit 46 prohibits the engine 11 from being stopped while the vehicle 10 is traveling, and the second time predicted by the second time prediction unit 45 is shorter than the first determination time. After stopping the engine 11, the engine 11 is not stopped (S16 to S17, S173, S175). For this reason, when the second time is shorter than the first determination time, the engine 11 is not stopped after the vehicle 10 is stopped, and the engine 11 can be suppressed from being restarted unnecessarily. Therefore, it is possible to suppress the deterioration of the fuel efficiency and the bother of the driver.

  The automatic stop / restart determination unit 47 is a vehicle state acquisition unit when the automatic stop prohibition unit 46 is prohibited from stopping the engine 11 while the vehicle 10 is traveling, and the external world information acquisition unit 42 can not acquire the situation. After stopping the vehicle 10, the engine 11 is stopped based on the state acquired by 41 (S16, S171, S176, S231 to S235). Therefore, even if the external environment information acquiring unit 42 can not acquire the situation ahead of the vehicle 10, the engine 11 is stopped after the vehicle 10 is stopped based on the state of the vehicle 10 acquired by the vehicle state acquiring unit 41. It can be done. Therefore, it can suppress that the opportunity to stop the engine 11 is restrict | limited.

  When the reacceleration estimating unit 43 estimates that a reacceleration request is not generated, the external world information acquiring unit 42 may not be able to acquire the situation in front of the vehicle 10. In this case, when the stopping of the engine 11 is prohibited, it is determined that there is a deceleration request while the vehicle 10 is traveling, and the opportunity to stop the engine 11 is restricted although the reacceleration request of the vehicle 10 is not generated. The Rukoto. In this respect, the automatic stop / restart determination unit 47 estimates that the reacceleration estimation unit 43 does not generate a reacceleration request, and the engine 11 can not receive the situation by the external world information acquisition unit 42. Are stopped (S15, S18, S181, S184). For this reason, even when it is not possible to acquire the situation in front of the vehicle 10 by the external world information acquisition unit 42, the engine 11 can be stopped early in a situation where it is desirable to stop the engine 11.

  -When the situation can not be acquired by the external world information acquisition unit 42, the engine 11 is stopped during traveling of the vehicle 10 and after stop based on the state of the vehicle 10 acquired by the vehicle state acquisition unit 41 (S12, S23, S231 to S235). For this reason, even when it is not possible to acquire the situation in front of the vehicle 10 by the external world information acquiring unit 42, the vehicle 10 acquired by the vehicle state acquiring unit 41 is not to prohibit the stopping of the engine 11 uniformly. The engine 11 can be stopped during traveling of the vehicle 10 and after stopping based on the state of Therefore, it can suppress that the opportunity to stop the engine 11 is restrict | limited.

  -If the second time in which the engine 11 can be stopped after the stop of the vehicle 10 is shorter than the second determination time, stopping the engine 11 after the stop of the vehicle 10 may deteriorate the fuel efficiency or bother the driver. There is a risk of feeling However, if the first time during which the engine 11 can be stopped while the vehicle 10 is traveling is longer than the third determination time, fuel efficiency can be improved by stopping the engine 11 while the vehicle 10 is traveling. There is a possibility of In this respect, the automatic stop / restart determination unit 47 estimates that the reacceleration estimation unit 43 does not generate a reacceleration request, and the second time predicted by the second time prediction unit 45 is shorter than the second determination time When the first time predicted by the first time prediction unit 44 is longer than the third determination time, the engine 11 is stopped while the vehicle 10 is traveling, and the speed of the vehicle 10 becomes lower than the determination vehicle speed At the same time, the engine 11 is restarted (S15, S18, S182, S186 to S189). Therefore, the engine 11 can be stopped while the vehicle 10 is traveling when there is a possibility that the fuel efficiency can be improved. Furthermore, the engine 11 can be restarted if there is a risk that the driver may feel bothersome if the engine 11 is stopped after the vehicle 10 is stopped. As a result, the fuel consumption can be improved while suppressing the driver from feeling troublesome.

  The above embodiment can be modified as follows. About the part same as the said embodiment, description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  The driver can be identified not only by the driver monitor 35 but also by a fingerprint authentication device, a vein authentication device, communication between the control device 40 and a smartphone (portable terminal), or the like.

  The process of S203 of FIG. 7 may be omitted, and in the process of S204, it may be determined whether the distance obtained by subtracting the braking distance db from the distance ds to the first position is shorter than the determination distance dr.

  The reacceleration request estimation 1 of FIG. 4 can be changed to the reacceleration request estimation 3 of FIG. 11 according to the reacceleration request estimation 2 of FIG. 7. As shown in FIG. 12, the distance ds to the stop position of the leading vehicle C1 is predicted based on the distance di between the leading vehicle C1 and the host vehicle C2 and the braking distance db1 of the leading vehicle C1 (S151A). Subsequently, the braking distance db2 of the host vehicle C2 is predicted (S152A). Subsequently, a learning value dp of the inter-vehicle distance secured between the leading vehicle C1 and the host vehicle C2 is acquired when the vehicle is stopped (S153A). The inter-vehicle distance learning value dp is calculated based on the positional relationship between the preceding vehicle C1 and the own vehicle C2 (the history of the positional relationship) when the own vehicle C2 is stopped behind the preceding vehicle C1. It is the value which memorized the weighted average etc. for every driver. Then, it is determined whether the distance obtained by subtracting the braking distance db2 of the host vehicle C2 and the learning value dp of the inter-vehicle distance from the distance ds to the stop position of the leading vehicle C1 is shorter than the determination distance dr (S154A). In this determination, when it is determined that the distance obtained by subtracting the braking distance db2 of the host vehicle C2 and the learning value dp of the inter-vehicle distance from the distance ds to the stop position of the leading vehicle C1 is shorter than the determination distance dr (S154A: YES), it is estimated that a reacceleration request does not occur (S 155 A). On the other hand, in the determination of S154A, it is determined that the distance obtained by subtracting the braking distance db2 of the host vehicle C2 and the learning value dp of the inter-vehicle distance from the distance ds to the stop position of the leading vehicle C1 is not shorter than the determination distance dr. In the case (S154A: NO), it is estimated that a reacceleration request occurs (S156A). FIG. 12 shows the case where it is estimated that a reacceleration request occurs.

  That is, when it is determined that there is a deceleration request for decelerating the vehicle 10 while the vehicle 10 is traveling, the vehicle 10 is reaccelerated based on the positional relationship between the preceding vehicle C1 and the host vehicle C2 and the history of the positional relationship. Estimate whether a reacceleration request occurs. In addition, while omitting the process of S153A, in the process of S154A, it is determined whether the distance obtained by subtracting the braking distance db2 of the host vehicle C2 from the distance ds to the stop position of the leading vehicle C1 is shorter than the determination distance dr. May be

  -The process of S188-189 of FIG. 6 may be abbreviate | omitted, and the engine 11 may be restarted by satisfy | filling the normal restart conditions of the engine 11 after that. The normal restart condition may be, for example, a condition that at least one of the release of the brake pedal and the depression of the accelerator pedal is established. Further, the processing of S183 and S186 is sequentially executed until the speed of the vehicle 10 becomes lower than the predetermined speed, and when the positive determination is made, the processing of S184 and S187 is performed respectively, the negative determination is made, and the speed of the vehicle 10 is predetermined. The process of S185 may be performed when the speed is lower.

  In the determination of S12 of FIG. 2, when it is determined that the external world information can not be obtained (S12: NO), stopping the engine 11 while the vehicle 10 is traveling or stopping the engine 11 after stopping the vehicle Can be banned.

  -When it is determined in S181 of FIG. 6 that road information can not be acquired (S181: NO), the engine 11 can be stopped longer than the determination time based on the operation state of the vehicle 10 by the driver. It may be determined whether there is any. Then, when it is predicted that the engine 11 can be stopped longer than the determination time, the engine 11 is stopped, and when it is predicted that the engine 11 can not be stopped longer than the determination time, the engine 11 is not stopped. You may do so. For example, when the vehicle 10 is traveling, the state where the accelerator pedal is released continues beyond the predetermined time, or the state where the brake pedal is depressed with a depression amount smaller than the threshold continues for more than the predetermined time In addition, it can be predicted that the engine 11 can be stopped longer than the determination time. Whether or not the engine 11 can be stopped longer than the determination time may be determined based on the operation state of the vehicle 10 by the driver and the history of the operation state. When it is determined that road information can not be acquired in the determination of S181 in FIG. 6 (S181: NO), the stopping of the engine 11 is prohibited while the vehicle 10 is traveling, or the engine 11 is stopped after stopping. It is also possible to forbid things.

  In the determination of S171 of FIG. 5, when it is determined that the external world information can not be obtained (S171: NO), it is also possible to prohibit the engine 11 from being stopped after the vehicle is stopped.

  DESCRIPTION OF REFERENCE NUMERALS 10 vehicle 11 engine 40 control device 41 vehicle state acquisition unit 42 external world information acquisition unit 43 reacceleration estimation unit 44 first time prediction unit 45 second time prediction unit 46: Automatic stop prohibition part, 47: Automatic stop and restart judgment part, C: Vehicle, C1: Leading vehicle, C2: Own vehicle.

Claims (11)

A control device (40) of a vehicle capable of automatically stopping an engine (11) while the vehicle (10) is traveling,
A situation acquisition unit (42) for acquiring the situation in front of the vehicle;
A state acquisition unit (41) for acquiring the state of the vehicle;
When it is determined that there is a deceleration request to decelerate the vehicle while the vehicle is traveling, based on the condition acquired by the condition acquisition unit and the state acquired by the state acquisition unit, A reacceleration estimation unit (43) for estimating whether a reacceleration request to accelerate occurs or not;
A first time prediction that predicts a first time during which the engine can be stopped while the vehicle is traveling, based on the situation acquired by the situation acquisition unit and the state acquired by the state acquisition unit Part (44),
A second time prediction unit (45) that predicts a second time in which the engine can be stopped after the vehicle is stopped, based on the situation acquired by the situation acquisition unit;
A stop prohibition unit (46) for prohibiting the engine from being stopped while the vehicle is traveling, when it is estimated by the reacceleration estimation unit that the reacceleration request is generated;
The first time predicted by the first time prediction unit and the second time predicted by the second time prediction unit when the reacceleration estimation unit estimates that the reacceleration request does not occur. A stop determination unit (47) that determines based on whether or not to stop the engine while the vehicle is traveling;
Control device for a vehicle comprising:   If the reacceleration estimation unit determines that there is a deceleration request for decelerating the vehicle while the vehicle is traveling, the vehicle is determined based on a positional relationship between a preceding vehicle preceding the vehicle and the vehicle. The control device for a vehicle according to claim 1, wherein it is estimated whether a reacceleration request to reaccelerate occurs.   The re-acceleration unit re-accelerates the vehicle on the basis of the positional relationship and the history of the positional relationship, when the re-acceleration estimating unit determines that there is a deceleration request for decelerating the vehicle while the vehicle is traveling. The control device for a vehicle according to claim 2, wherein it is estimated whether a request occurs.   When the reacceleration estimating unit determines that there is a deceleration request for decelerating the vehicle while the vehicle is traveling, the first position, which is estimated to be the position at which the vehicle needs to stop, and the vehicle stop The control apparatus for a vehicle according to claim 1, wherein whether or not a reacceleration request for reaccelerating the vehicle occurs is estimated based on the position and the estimated second position.   If the reacceleration estimating unit determines that there is a demand for decelerating the vehicle while the vehicle is traveling, the first position, the second position, and the first position and the second position The control device for a vehicle according to claim 4, wherein whether or not a reacceleration request for reaccelerating the vehicle occurs is estimated based on a history of distance.   The said stop prohibition part prohibits stopping the said engine during driving | running | working of the said vehicle, when it can not estimate whether the said reacceleration request | requirement arises by the said reacceleration estimation part. The control device for a vehicle according to any one of the items.   The stop determination unit is prohibited by the stop prohibition unit from stopping the engine while the vehicle is traveling, and the second time predicted by the second time prediction unit is longer than the first judgment time. In this case, the engine is stopped after the vehicle is stopped, and the stop prohibition unit is prohibited to stop the engine while the vehicle is traveling, and the second time predicted by the second time prediction unit The control device for a vehicle according to any one of claims 1 to 6, wherein the engine is not stopped after the vehicle is stopped if the time is shorter than the first determination time.   The stop determination unit is prohibited by the stop prohibition unit from stopping the engine while the vehicle is traveling, and when the condition acquisition unit can not acquire the condition, the condition acquisition unit acquires the condition. The control device for a vehicle according to any one of claims 1 to 7, wherein the engine is stopped after the vehicle is stopped based on a state.   The stop determination unit is configured to stop the engine while the vehicle is traveling when it is estimated that the reacceleration request does not occur by the reacceleration estimation unit and the situation acquisition unit can not acquire the situation. The control apparatus of the vehicle of any one of 1-7.   The said stop determination part stops the said engine during driving | running | working and the stop of the said vehicle based on the said state acquired by the said state acquisition part, when the said situation acquisition part can not acquire the said situation. The control device of the vehicle according to any one of 7.   The stop determination unit estimates that the reacceleration request does not occur by the reacceleration estimation unit, and the second time predicted by the second time prediction unit is shorter than a second determination time, and The engine is stopped while the vehicle is traveling when the first time predicted by the one-hour prediction unit is longer than the third determination time, and the engine is stopped when the speed of the vehicle becomes lower than the determination vehicle speed The control apparatus of the vehicle of any one of Claims 1-7 which restarts.

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