WO2014112519A1 - Device for automatically stopping engine - Google Patents

Device for automatically stopping engine Download PDF

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Publication number
WO2014112519A1
WO2014112519A1 PCT/JP2014/050559 JP2014050559W WO2014112519A1 WO 2014112519 A1 WO2014112519 A1 WO 2014112519A1 JP 2014050559 W JP2014050559 W JP 2014050559W WO 2014112519 A1 WO2014112519 A1 WO 2014112519A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
engine
stop
driver
throttle
Prior art date
Application number
PCT/JP2014/050559
Other languages
French (fr)
Japanese (ja)
Inventor
伊藤　慎一
永田　孝一
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN201480003050.3A priority Critical patent/CN104813009B/en
Publication of WO2014112519A1 publication Critical patent/WO2014112519A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
    • F02N11/0811—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop using a timer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1481—Using a delaying circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the present invention relates to an apparatus for automatically stopping an engine.
  • a so-called idle reduction control which automatically shuts off the engine when a predetermined stop condition is satisfied during idle operation of the engine.
  • the idle stop control is performed not only for four-wheeled vehicles but also for two-wheeled vehicles, and Patent Document 1 discloses an example of idle-stop control in a two-wheeled vehicle.
  • idle stop control there has been proposed control for automatically stopping the engine after a predetermined standby time has elapsed since the vehicle stopped.
  • this control since the engine can be stopped in a stable state of the vehicle body, it is adopted, for example, when realizing an idle stop control function in a two-wheeled vehicle.
  • the driver may feel uncomfortable because the engine automatically stops against the driver's intention.
  • the engine automatically stops when the waiting time elapses even under conditions where it is not desirable to stop the engine of the vehicle originally, and the driver of the vehicle May feel uncomfortable.
  • the engine can not be stopped even if the driver wants to quickly stop the engine from the viewpoint of fuel consumption and the like until the predetermined standby time elapses after the vehicle stops. Therefore, it is considered that the driver only has to wait for the waiting time to elapse even in such a case. In addition, it is assumed that the driver can not grasp the progress of the waiting time while waiting for the waiting time to elapse. Therefore, for example, when the vehicle is stopped at the intersection while waiting for a right turn, the driver of the vehicle may wait while feeling uneasy when the engine is stopped.
  • the present invention has been made in view of the above circumstances, and has as its main object to provide an apparatus capable of determining an operation schedule of an engine according to the driver's intention.
  • An apparatus is an apparatus for automatically stopping an engine of the vehicle at a predetermined timing indicating that a standby time set in advance has passed since the vehicle was in a predetermined stop state.
  • An apparatus includes a schedule determination unit that determines a schedule related to the operation of the engine, which is prioritized over the predetermined timing, based on an operation of an operation member of a vehicle by a driver.
  • the device is configured to determine a schedule regarding the operation of the engine, which is prioritized over the predetermined timing, based on the operation of the operation member by the driver.
  • FIG. 2 is a block diagram showing an electrical configuration of a control device of an engine according to the first and second embodiments of the present invention.
  • the schematic flowchart which shows an example of the idle stop control processing which concerns on the said 1st Embodiment.
  • 5 is a schematic flowchart showing an example of an engine stop delay process included in the idle stop control process shown in FIG. 3;
  • FIG. 6 is a timing chart showing a specific operation of the engine control device shown in FIG. 2 when stopping the engine immediately in response to a release operation of a rear brake by a driver.
  • FIG. 6 is a timing chart showing a specific operation of the engine control device shown in FIG. 2 in the case of delaying the timing of stopping the engine 30 based on a temporary throttle operation by the driver.
  • the schematic flowchart which shows an example of the cancellation mode setting process which concerns on the 2nd Embodiment of this invention.
  • the schematic flowchart which each shows an example of the idle stop control processing which concerns on the said 2nd Embodiment.
  • the timing chart which shows concrete operation of the engine control system concerning a 2nd embodiment in the midst of performing idle stop control processing including idle stop cancellation processing.
  • the outline flow chart which shows some processings of the idle stop control processing concerning the modification of a 1st embodiment of the present invention.
  • the present invention is embodied as a control device 100 (see FIG. 2) of an engine 30 mounted on a two-wheeled vehicle 10.
  • a so-called scooter type motorcycle 10 is shown as a motorcycle, and the control device 100 has an idle stop function to automatically stop the engine when the engine is idle. .
  • FIG. 1 is a view of a portion around a steering wheel of a two-wheeled vehicle 10 as viewed from the seat side.
  • driving is performed on the vehicle body front portion 11 of the two-wheeled vehicle 10 (hereinafter, also simply referred to as the vehicle 10), that is, the vehicle body front portion 11 located in front of it when the driver gets on the seat of the two-wheeled vehicle 10.
  • a right handle 12 and a left handle 13 are provided for changing the traveling direction of the two-wheeled vehicle 10 by the operation of the person.
  • the right handle 12 is provided with a throttle grip 14 as an operation member for operating a throttle described later by the driver's operation.
  • the right side handle 12 is provided with a front brake lever 15 as an operation member for operating a front brake which is a brake of the front wheel of the vehicle by the operation of the driver.
  • the left side handle 13 is provided with a rear brake lever 16 as an operation member for operating a rear brake which is a brake of the rear wheel of the vehicle by the operation of the driver.
  • the throttle grip 14 changes its position from the initial position (corresponding to the throttle fully closed state, to zero) to the full position by the operation of the driver, and in the state where the driver does not operate, the initial position It has stopped at.
  • the throttle grip 14 is configured to return to the initial position when the driver's operation is released.
  • the front brake lever 15 and the rear brake lever 16 are each changed in position from the initial position (the position where the brake is not applied) to the full position by the operation of the driver. In the absence state, the front brake lever 15 and the rear brake lever 16 are respectively stopped at the initial position. The front brake lever 15 and the rear brake lever 16 respectively return to the initial position when the driver's operation is released.
  • the throttle grip 14 corresponds to a first operation member
  • the rear brake lever 16 corresponds to a second operation member
  • a display unit 21 is provided on the upper surface of the vehicle body front portion 11, and a vehicle speed meter, a fuel gauge, and the like are provided on the display unit 21. Further, a time display unit 22 is provided in the vicinity of the display unit 21 on the upper surface of the vehicle body front portion 11.
  • the time display unit 22 has a function of displaying a state of an elapsed time from the vehicle stop while the idle stop control is being performed by the engine control device 100 in the vehicle stop state. The details of the time display unit 22 will be described later.
  • a stop switch 24 for forcibly stopping an on-vehicle engine described later is provided, for example, in the vicinity of the right handle 12 in the vehicle body front part 11.
  • the stop switch 24 constitutes a part of the forced stop means. The driver presses the stop switch 24 during engine operation to immediately stop the engine forcibly via the engine control device 100.
  • FIG. 2 is a block diagram showing an electrical configuration of engine control device 100.
  • the engine 30 mounted on the two-wheeled vehicle 10 shown in FIG. 2 is, for example, a spark ignition gasoline engine.
  • the engine 30 has at least one cylinder, in which a mixture of air and fuel (gasoline) sent through an intake passage is burned to obtain power. A combustion chamber is provided. The obtained power causes the output shaft of the engine 30 to rotate. The rotation of the output shaft of the engine 30 is transmitted to the drive wheels of the two-wheel vehicle 10 via the transmission of the two-wheel vehicle 10. The two-wheel vehicle 10 is made to travel by rotating the drive wheels.
  • the engine 30 includes an injector 31 as a fuel supply means for supplying an air-fuel mixture to the combustion chamber of the cylinder by injecting fuel into an intake passage or a combustion chamber, and the injector 31
  • An ignition device 32 ignition coil, spark plug, etc.
  • the engine 30 is also provided with a starter 33 as a starting device for cranking the engine 30 by giving an initial rotation (cranking rotation) to the output shaft of the engine 30 at the time of engine start.
  • the engine control device 100 controls the engine 30.
  • the ECU 20 the time display unit 22, the stop switch 24, the changeover switch 25, the vehicle speed sensor 35, and the like.
  • a throttle position sensor (throttle position sensor) 36, a front brake sensor 37, and a rear brake sensor 38 are provided.
  • the time display unit 22, the stop switch 24, the vehicle speed sensor 35, the throttle opening degree sensor 36, the front brake sensor 37, and the rear brake sensor 38 are communicably connected to the ECU 20.
  • the components 25, 26 and 28 are shown in FIG. 2, these components are not essential components in the first embodiment, so they are indicated by virtual lines and will not be described. I omit it.
  • the ECU 20 is, for example, an electronic control unit provided with a known microcomputer.
  • the ECU 20 performs fuel injection amount control processing by the injector 31 based on detection results of various sensors (including the sensors 35 to 38) provided in the control device 100, various switches (including the switch 24), and the like. And various engine control processing such as ignition control processing by the igniter 32 and drive control processing of the starter 33.
  • the vehicle speed sensor 35 has a function of detecting the speed of the two-wheeled vehicle 10 and transmitting a detection signal representing the detected speed of the two-wheeled vehicle 10 to the ECU 20.
  • the throttle opening degree sensor 36 is provided in the intake passage of the engine 30 and has a function of detecting the opening degree of the throttle valve TV in the throttle for adjusting the supply amount of air into the combustion chamber of the cylinder. That is, the throttle grip 14 is connected to the throttle valve TV, and the opening degree of the throttle valve TV changes in accordance with the operation direction and the operation amount of the throttle grip 14 by the driver.
  • the degree sensor 36 detects the operation information of the throttle valve TV operated by the driver in this way, in other words, detects the opening degree of the throttle valve TV, and sends a detection signal representing the detected opening degree to the ECU 20. There is.
  • the front brake operates to stop the rotation of the front wheels according to the operation amount of the front brake lever 15 described above by the driver, and the front brake sensor 37 detects the operation amount of the front brake lever 15 (ie, The operation amount of the front brake is detected, and a detection signal representing the detected operation amount of the front brake lever 15 is sent to the ECU 20.
  • the rear brake operates to stop the rotation of the rear wheels according to the operation amount of the rear brake lever 16 described above by the driver, and the rear brake sensor 38 detects the operation amount of the rear brake lever 16. (Ie, the amount of operation of the rear brake) is detected, and a detection signal representing the detected amount of operation of the rear brake lever 16 is sent to the ECU 20.
  • the ECU 20 performs idle stop control processing and restart processing of the engine 30.
  • the idle stop control process is a process for automatically stopping the engine 30 when the vehicle 10 stops and satisfies a predetermined idle stop condition, and the restart process is performed such that the throttle operation is performed after the idle stop control process is performed.
  • the starter 33 is driven to restart the engine 30.
  • the engine 30 is automatically stopped at a timing when a predetermined standby time T1 (for example, 3 seconds) has elapsed since the vehicle 10 stopped.
  • T1 for example, 3 seconds
  • a time display unit 22 as a progress status notification means is connected to the ECU 20, a time display unit 22 as a progress status notification means is connected.
  • the time display unit 22 displays the progress of the standby time T1 until the standby time T1 elapses after the vehicle 10 is stopped.
  • the time display unit 22 continues until the waiting time T1 elapses after the vehicle 10 is stopped, that is, until the waiting time T1 becomes zero, The remaining time is displayed.
  • the engine control device 100 determines whether or not the waiting time elapses based on the driver's operation during the time until the waiting time T1 elapses after the vehicle 10 is stopped.
  • the operation schedule of the engine 30 given priority over the timing based on is determined.
  • engine control device 100 causes engine 30 to stop immediately, that is, in response to the operation, or to stop engine 30 after a predetermined timing ta. It is configured to be delayed in timing.
  • FIG. 3 is a flowchart showing an idle stop control process executed by the ECU 20. After starting the engine, the ECU 20 repeatedly executes this idle stop control process at a predetermined cycle. Hereinafter, such idle stop control processing will be described based on FIG.
  • step S11 the ECU 20 determines whether the engine 30 is in an operating state, that is, in a state in which the air-fuel mixture is being burned, and the vehicle 10 has stopped. The determination as to whether or not the vehicle 10 is stopped is performed based on the detection signal indicating the speed of the vehicle 10 sent from the vehicle speed sensor 35. As a result of the determination in step S11, when the engine 30 is in the stopped state or when the vehicle 10 is traveling (NO in step S11), the ECU 20 ends the idle stop control process. On the other hand, when engine 30 is in the operating state and vehicle 10 is stopped (YES in step S11), the idle stop control process proceeds to step S12, and ECU 20 performs a series of processes after step S12. In the vehicle 10, the front brake and the rear brake are operated and stopped by the operation of the front brake lever 15 and the rear brake lever 16 of the driver, for example, to the full position. Is in the initial position. That is, the operation amount of the throttle grip 14 is zero.
  • step S12 the ECU 20 starts measurement of an elapsed time TX after the vehicle 10 is stopped.
  • the ECU 20 incorporates a timer, and the ECU 20 measures the elapsed time TX using this timer.
  • the ECU 20 operates the timer at the timing of YES in step S11, that is, the timing at which the vehicle 10 is stopped, and starts counting up the elapsed time TX from the initial value zero.
  • the ECU 20 causes the time display unit 22 to display the difference between the elapsed time TX and the value of the timer, that is, the remaining time until the standby time T1 elapses.
  • the waiting time T1 is a waiting time until the engine 30 is automatically stopped (idle stop) after the vehicle 10 is stopped, and is set to, for example, 3 seconds. Thus, the driver can know the progress of the standby time T1.
  • the ECU 20 operates the timer at the timing of YES of step S11, that is, the timing when the vehicle 10 is stopped, starts the countdown of the elapsed time TX, and the value of the timer counted down from the elapsed time TX, that is, The remaining time until the standby time T1 has elapsed may be displayed on the time display unit 22.
  • the ECU 20 determines whether or not the elapsed time TX measured by the timer has reached the standby time T1, that is, whether or not the standby time T1 has elapsed since the vehicle 10 was stopped. If the standby time T1 has elapsed since the vehicle 10 stopped (YES in step S14), the ECU 20 executes the process for stopping the engine 30 in step S22. Specifically, the ECU 20 stops the fuel injection by the injector 31 and the ignition by the igniter 32 by stopping the output of the fuel injection command to the injector 31 and the output of the ignition command to the igniter 32. Thus, the engine 30 is stopped at timing ta (see FIG. 5). Thereafter, in step S18, the ECU 20 ends the measurement of the elapsed time TX by the timer, and then ends the idle stop control process.
  • ECU 20 opens throttle valve TV sent from throttle opening sensor 36 in step S15. Based on the detection signal indicating the degree, it is determined whether the driver has operated the throttle grip 14 or not.
  • step S15 the ECU 20 determines the throttle opening degree W detected by the throttle opening degree sensor 36 obtained from the detection signal from the throttle opening degree sensor 36 from the predetermined threshold value K1 (see FIG. 6) If W is too large (W> K1), it is determined that the throttle operation has been performed (YES in step S15), and the idle stop control process proceeds to step S19. On the other hand, when the throttle opening degree W is equal to or less than the threshold value K1 (W ⁇ K1), the ECU 20 determines that the throttle operation is not performed (NO in step S15), and the idle stop control process proceeds to step S16. .
  • step S16 the ECU 20 determines whether or not the release operation of the rear brake is performed by the operation of the rear brake lever 16 by the driver. Specifically, the ECU 20 sets the current operation amount H of the rear brake detected by the rear brake sensor 38, in other words, the operation amount (operation position) of the rear brake lever 16 by the driver to a predetermined threshold K2 (see FIG. When it is smaller than 5) (H ⁇ K2), it is determined that the release operation of the rear brake has been performed (YES in step S16). On the other hand, when the operation amount H of the rear brake is equal to or larger than the threshold value K2 (H ⁇ K2), the ECU 20 determines that the release operation of the rear brake is not performed (NO in step S16).
  • the idle stop control process returns to step S13.
  • the ECU 20 repeats the processing of steps S13 to S16 until the standby time T1 elapses from the stop of the engine 30.
  • step S17 the idle stop control processing proceeds to step S17, and the ECU 20 executes the processing for stopping the engine 30 in step S17.
  • This process is the same process as the process of step S22 described above. That is, the ECU 20 is not a schedule to stop the operation schedule of the engine 30 at a predetermined timing ta indicating that the elapsed time TX has elapsed since the vehicle 10 stopped, and the ECU 20 immediately responds to the release operation of the rear brake.
  • the operation schedule for stopping the engine 30 is determined.
  • the engine 30 is immediately stopped in response to the operation by the driver. Thereafter, the ECU 20 ends the measurement of the elapsed time TX in step S18, and then ends the present process.
  • step S15 when it is determined in step S15 that the driver has performed the throttle operation (YES in step S15), the ECU 20 uses the detection signal representing the speed of the vehicle 10 sent from the vehicle speed sensor 35 in step S19. Based on it, it is determined whether the speed of the vehicle 10 remains zero. That is, in step S19, the ECU 20 determines whether or not the vehicle 10 remains stopped despite the fact that the driver has performed the throttle operation, specifically, the operation of the throttle grip 14. . More specifically, when the normal driver performs the throttle operation, the vehicle 10 starts traveling based on the throttle operation. On the other hand, when the vehicle 10 remains stopped despite the throttle operation, the driver performs a special throttle operation without intention to travel, that is, the operation of the throttle grip 14.
  • step S19 the ECU 20 determines whether or not the driver has performed such a special throttle operation, that is, the operation of the throttle grip 14 without intention to travel. Furthermore, in the first embodiment, as the special throttle operation, it is assumed that the temporary throttle operation (see FIG. 6) is performed only for a short time when the vehicle 10 does not start traveling (step S19). Then, the ECU 20 determines whether or not the driver has made such a temporary throttle operation.
  • step S19 after a predetermined delay time TU (see FIG. 6) elapses after the process of step S15 is performed, in other words, the delay time TU elapses since the driver's throttle operation is performed.
  • the delay time TU indicates that the vehicle 10 starts to travel after the throttle operation is performed (in other words, the speed of the vehicle 10 is less than 0) It is set to a time longer than the time it takes to become large.
  • step S19 If the vehicle 10 is not stopped in step S19, that is, if the vehicle 10 starts to travel (NO in step S19), the idle stop control process proceeds to step S18, and the ECU 20 ends the measurement of the elapsed time TX. After that, the idle stop control process ends. On the other hand, if vehicle 10 remains stopped (YES in step S19), that is, if a temporary throttle operation is performed by the driver, the idle stop control process proceeds to step S20.
  • step S20 the ECU 20 does not stop the operation schedule of the engine 30 at a predetermined timing ta which indicates that the elapsed time TX has elapsed since the vehicle 10 stopped, but the stop timing is determined more than the predetermined timing ta. Determine the operation schedule to be delayed.
  • step S20 the ECU 20 executes an engine stop delay process in step S20.
  • This engine stop delay process delays the timing at which the engine 30 is automatically stopped to a timing after the predetermined timing ta.
  • step S21 the ECU 20 executes an engine stop process for stopping the engine 30 at the delayed timing. This process is the same as the process of step S22 described above.
  • step S18 the ECU 20 ends the measurement of the elapsed time TX, and then ends the idle stop control process.
  • FIG. 4 is a flowchart showing the engine stop delay process.
  • step S31 the ECU 20 sets a new standby time T2 until the engine 30 is stopped.
  • the waiting time T2 is a waiting time until the engine 30 is automatically stopped (idle stop) after a temporary throttle operation is performed by the driver (YES in step S15).
  • this waiting time T2 is set to be longer than the above-described waiting time T1, and is set to, for example, 5 seconds.
  • the timing at which the engine 30 is stopped is delayed to the timing tb (see FIGS. 5 and 6) after the predetermined timing ta.
  • the waiting time T2 corresponds to the delay time.
  • step S32 the ECU 20 resets the process of counting the elapsed time TX by the timer, and restarts the count-up of the timer until the elapsed time TX.
  • measurement of an elapsed time TX from when the driver performs a temporary throttle operation (YES in step S15) is started.
  • the ECU 20 causes the time display unit 22 to display the difference between the elapsed time TX and the value of the timer, that is, the remaining time until the standby time T2 elapses. As a result, the driver can know the progress of the waiting time T2.
  • step S32 the ECU 20 resets the count processing of the elapsed time TX by the timer, restarts the countdown from the elapsed time TX, and counts down from the elapsed time TX, that is, the waiting time T2
  • the time remaining until the passage of time may be displayed on the time display unit 22.
  • step S34 the ECU 20 determines whether or not the elapsed time TX measured by the timer has reached the standby time T2, that is, whether or not the standby time T2 has elapsed since the driver performed the temporary throttle operation. Determine if If the waiting time T2 has elapsed since the temporary throttle operation was performed (YES in step S34), the ECU 20 ends the engine stop delay process, and then returns to step S21 (FIG. 3), and this step S21 , Stop processing of the engine 30 is performed. Thus, the engine 30 is stopped at timing tb later than the predetermined timing ta.
  • step S34 when the waiting time T2 has not yet elapsed since the temporary throttle operation was performed (NO in step S34), the engine stop delay process proceeds to step S35.
  • step S35 the ECU 20 determines, based on the detection signal indicating the opening degree of the throttle valve TV sent from the throttle opening degree sensor 36, whether or not the operation of the throttle grip 14 has been performed again by the driver. . This process is the same as the process of step S15 described above. If the driver has not performed the throttle operation again (NO in step S35), the engine stop delay process proceeds to step S36.
  • step S36 the ECU 20 determines whether or not the release operation of the rear brake has been performed by the driver. This process is the same as the process of step S16 described above. If it is determined that the release operation of the rear brake is not performed (NO in step S36), the ECU 20 returns to step S33, and repeats the processing of steps S33 to S36 until the standby time T2 elapses.
  • step S36 if it is determined that the release operation of the rear brake has been performed (YES in step S36), the ECU 20 ends the engine stop delaying process, and then returns to step S21 (FIG. 3). Perform 30 stop processing. As a result, even before the standby time T2 has elapsed, the engine 30 is immediately stopped in response to the driver's operation.
  • step S37 the ECU 20 determines whether the speed of the vehicle 10 remains 0 based on the detection signal indicating the speed of the vehicle 10 sent from the vehicle speed sensor 35. That is, in step S37, the ECU 20 determines whether or not the vehicle 10 remains stopped despite the fact that the throttle operation has been performed again, and thus, as in step S19 described above. In addition, the ECU 20 determines whether or not the driver has performed a temporary rethrottle operation.
  • step S37 is performed after a predetermined delay time TU has elapsed since the process of step S35 was performed, in other words, after the delay time TU has elapsed since the driver performed the re-throttle operation. . Note that this process is basically the same process as the process of step S19 described above.
  • step S37 If the vehicle 10 is not stopped in step S37, that is, if the vehicle 10 starts traveling (NO in step S37), the ECU 20 returns to step S18 in FIG. 3 and ends the measurement of the elapsed time TX, Thereafter, the idle stop control process is ended.
  • step S37 if vehicle 10 remains stopped (YES in step S37), that is, if the driver performs a temporary rethrottle operation, ECU 20 returns to step S31 and waits for waiting time T2 (delay time Equivalent to)). Specifically, in step S31, the ECU 20 cancels the setting of the previously set waiting time T2 and sets a new waiting time T2.
  • the new standby time T2 is a waiting time from when the driver performs a temporary rethrottle operation (YES in step S37) and automatically stops the engine 30 (idle stop). .
  • the timing at which the engine 30 is stopped is delayed to the timing tc (see FIG. 6) further behind the timing tb.
  • the ECU 20 carries out the processing after step S32 again. Then, when the reset standby time T2 has elapsed (when step S34 is YES), the ECU 20 ends the engine stop delay process and performs the process of stopping the engine 30 in the subsequent step S21 (FIG. 3). . Thus, the engine 30 is stopped at the timing tc which is further delayed than the timing tb. On the other hand, when the reset standby time T2 has not yet elapsed, the ECU 20 repeats the processes of steps S33 to S36 until the standby time T2 elapses.
  • step S31 the waiting time T2 is reset.
  • the new standby time T2 is reset and the stop timing of the engine 30 is delayed. It is supposed to be Therefore, it is possible to delay the stop timing of the engine 30 without limit according to the driver's will.
  • the ECU 20 illustrated in FIG. 2 functions as a schedule determination unit that determines a schedule related to the operation of the engine 30 which is prioritized over the stop timing ta of the engine 30.
  • the processes of steps S15, S16, S17, S19, S20, and S21 in the ECU 20 function as one configuration example of the schedule determination means.
  • steps S15 and S19 in the ECU 20 is a determination means for determining whether or not the driver has performed an operation different from a normal operation on the throttle for starting the traveling of the vehicle 10. It functions as an example.
  • step S20 in the ECU 20 may be performed, for example, as a first operating member until the waiting time T1 elapses.
  • the delay time T2 is set based on the operation by the driver, and the process of delaying the stop timing of the engine 30 by the delay time T2 functions as an example of the delay means that implements the stop process.
  • the process of steps S16 and S17 in the ECU 20 is a process of stopping the engine 30 in response to the operation of the rear brake lever 16 as the second operation member until the standby time T1 elapses, as a stop process. It functions as an example of the stopping means to be implemented.
  • step S16 in the ECU 20 functions as an example of a second determination unit that determines whether the second operation member is operated by the driver.
  • FIG. 5 is a timing chart showing a specific operation of the engine control apparatus 100 when the engine 30 is immediately stopped in response to the release operation of the rear brake by the driver.
  • FIG. 6 is a timing chart showing a specific operation of the engine control device 100 in the case of delaying the timing for stopping the engine 30 based on the temporary throttle operation by the driver.
  • the symbol (a) indicates the change of the speed (vehicle speed) of the vehicle 10
  • the symbol (b) indicates the change of the opening degree (throttle opening degree) of the throttle valve TV.
  • the code (c) indicates the operating state of the timer.
  • reference numeral (d) indicates the operating state of the engine 30
  • reference numeral (e) indicates the operating state of the rear brake
  • reference numeral (f) indicates the operation of the front brake. It shows the state.
  • the engine 30 is in operation and the vehicle 10 is traveling.
  • the throttle grip 14 is operated by the driver to a predetermined position.
  • the release operation of the throttle grip 14 by the driver that is, the release operation of the throttle is started, and the driver operates the front brake lever 15 and the rear brake lever 16 to correspond to the corresponding front brake and rear
  • the speed of the vehicle 10 starts to decrease with the passage of time. Thereafter, the vehicle 10 is stopped at timing t12. At this time, the engine 30 is in the operating state.
  • step S31 of the idle stop control process is YES, and measurement of the elapsed time TX by the timer is started at timing t12 (see step S12).
  • the release operation of the rear brake by the driver is started at timing t13 before the elapsed time TX reaches the standby time T1, that is, at timing t13 before the standby time T1 elapses after the vehicle 10 is stopped.
  • the engine 30 is stopped (see timing t14 and step S17). As a result, even in the period from when the vehicle 10 is stopped to when the standby time T1 elapses, the engine 30 can be immediately stopped in response to the release operation of the rear brake by the driver.
  • the operation state of the front brake is maintained also after timing t13. Therefore, although the release operation of the rear brake is performed at timing t13, the vehicle 10 is maintained in the stable stop state thereafter.
  • the measurement of the elapsed time TX is also ended (see step S18).
  • timing t21 to timing t22 the operation until the vehicle 10 being driven stops (timing t21 to timing t22) is the same as that of FIG. 5, and measurement of the elapsed time TX by the timer is started at timing t22 (see step S22). ).
  • step S31 a new standby time T2 is set (see step S31).
  • the counting process of the elapsed time TX by the timer is reset, and the down-counting is started again from the waiting time T2 (see timing t25 and step S32).
  • the stop timing of the engine 30 is delayed to the timing tb which is the waiting time T2 after the timing t25.
  • step S31 the vehicle 10 remains stopped (YES as a result of the determination in step S37), and a new standby time T2 is reset (see step S31).
  • the counting process of the elapsed time TX by the timer is reset, and the down-counting is started again from the reset waiting time T2 (see timing t28 and step S32).
  • the stop timing of the engine 30 is delayed to the timing tc which is further after the timing t28 by the standby time T2.
  • step S34 the engine 30 is automatically stopped (YES in step S34 and refer to step S21).
  • the measurement of the elapsed time TX ends at this timing t29 (see step S18).
  • the configuration of the engine control device 100 in the first embodiment described above can achieve the following excellent effects.
  • the driver performs a special throttle operation different from the normal throttle operation for starting the traveling of the vehicle 10 during the time when the standby time T1 elapses after the vehicle 10 stops.
  • the operation schedule for stopping the operation schedule of the engine 30 at a timing tb later than the predetermined timing ta, not the operation schedule for stopping the predetermined timing ta determined by the waiting time T1, ie, the timing tb It is determined as an operation schedule for continuing the operation of the engine 30.
  • the engine control device 100 is configured to delay the timing at which the engine 30 is stopped, to a timing tb later than the predetermined timing ta determined by the standby time T1.
  • the stop of the engine 30 can be delayed according to the driver's intention before the standby time T1 elapses. Therefore, for example, when the vehicle 10 is stopped at the intersection while waiting for a right turn, it is possible to prevent the engine 30 from being automatically stopped, and the driver's discomfort of the vehicle 10 caused by the automatic stop Can be eliminated.
  • To delay the stop of the engine 30 means to extend or continue the idle operating state of the engine 30 by that amount. From this point of view, in the above configuration in which the stop of the engine 30 is delayed using the throttle operation, which is an operation representing the driver's intention to extend the driving state, the driver performs the delay operation of the stop of the engine 30. Above, it is a configuration that is easy for the driver to understand.
  • the above configuration of the engine control device 100 delays the stop of the engine 30 based on the operation by the driver of the throttle grip 14 originally provided to the vehicle 10. For this reason, it is not necessary to separately provide the vehicle 10 with a new operation member for performing the delay operation, and therefore, the above respective effects can be obtained while avoiding the configuration of the vehicle 10 from being complicated.
  • engine control device 100 determines that the driver has performed a throttle operation, the speed of vehicle 10 detected by vehicle speed sensor 35 remains 0 even though the throttle operation is performed. It is determined that the throttle operation is a special throttle operation (temporary throttle operation) different from a normal throttle operation. According to this configuration, it is suitably determined that the special throttle operation different from the normal throttle operation for starting the traveling of the vehicle 10, that is, the throttle operation based on the driver's intention to stop the engine 30 is performed. can do.
  • engine control device 100 sets the standby time based on the fact that the driver performs a special throttle operation different from the normal throttle operation between the time when vehicle 10 stops and the standby time T1 elapses.
  • T2 delay time
  • the new standby time T2 is reset when the driver performs re-throttle operation until the standby time T2 elapses.
  • the stop timing of the engine 30 is delayed each time the driver performs the re-throttle operation until the standby time T2 elapses. Therefore, it is possible to give the driver an unlimited opportunity to delay the stop of the engine 30, and it is possible to realize the idle stop control according to the driver's intention.
  • Engine control apparatus 100 is configured to respond to the fact that the driver performs a special throttle operation different from the normal throttle operation by the time the standby time T1 elapses after the vehicle 10 is stopped. The count was reset, and a waiting time T2 (delay time) longer than the waiting time T1 was set. According to this configuration, since the stop timing of the engine 30 can be delayed to a later timing, it is desirable to stop the engine 30 originally when, for example, the vehicle 10 is stopped at an intersection due to right turn etc. Under no circumstances, it can be more reliably avoided that the engine 30 is stopped.
  • the engine control apparatus 100 does not stop the operation schedule of the engine 30 at the above-mentioned predetermined timing ta when the release operation of the rear brake is generated by the driver before the waiting time T1 elapses from the vehicle stop, and the above-mentioned It is determined as an operation schedule for stopping the engine 30 immediately in response to the release operation of the rear brake.
  • the engine control device 100 immediately stops the engine 30 in response to the release operation of the rear brake by the driver.
  • the engine 30 can be stopped without waiting for the standby time T1 to elapse.
  • the engine control device 100 performs the release of the rear brake in a state in which the operation state of the front brake is maintained. According to this configuration, in the two-wheeled vehicle 10 in which the vehicle body is unstable compared to the four-wheeled vehicle, the engine 30 can be stopped in response to the release operation while maintaining the stable stop state.
  • the rear brake lever 16 is provided on the opposite side to the throttle grip 14 at the vehicle front portion 11 facing the driver, so the driver can easily release the rear brake while releasing the throttle grip 14 Can be done. Therefore, the operability of the driver can be maintained high.
  • the engine control device 100 includes a time display unit 22 that displays an elapsed state of the standby time T1 until the standby time T1 elapses after the vehicle 10 is stopped. According to this configuration, the driver can grasp the progress situation until the waiting time T1 elapses. For this reason, it is possible to avoid the occurrence of a situation where the driver does not know when the engine 30 will stop and feels uneasy.
  • the above configuration enables the driver to make a determination to delay or accelerate the stop timing of the engine 30 by comparing the surrounding situation during driving with the elapsed situation of the waiting time T1. Therefore, the driver can stop the engine 30 at more optimal timing.
  • the engine control device 100 is configured to control the engine 30 to stop at a timing different from the predetermined timing based on the operation of the operation member by the driver.
  • the engine control device 100A according to the second embodiment controls to prohibit the automatic stop of the engine 30 based on the operation of the operation member by the driver instead or in addition to the above configuration. is there.
  • the configuration of the engine control device 100A according to the second embodiment will be described below.
  • the configuration of the vehicle 10 and the configuration of the engine control device 100A are basically the same as the configuration of the vehicle 10 in the first embodiment and the configuration of the engine control device 100 and the following points. Common. Therefore, in the configuration of engine control device 100A, the same components as the components of vehicle 10 and engine control device 100 are given the same reference numerals, and the description thereof is omitted, and vehicle 10 in the first embodiment. The configuration of the engine control device 100 and the configuration different from the configuration of the engine control device 100 will be mainly described.
  • the engine control device 100A includes a changeover switch 25, a cancel switch 26, and an idle stop display unit 28 communicably connected to the ECU 20.
  • the configuration in which the changeover switch 25, the cancel switch 26, and the idle stop display unit 28 are added is the engine according to the second embodiment. It is the composition of control device 100A.
  • the changeover switch 25 is a device for sending, to the ECU 20, a request to switch to either enable or disable the idle stop function of the engine control device 100A.
  • the cancel switch 26 is a device for sending to the ECU 20 a request to temporarily stop (cancel) the idle stop function in the engine control device 100A.
  • the changeover switch 25 is provided, for example, in the vicinity of the right steering wheel and rear mirror in the vehicle body front part 11 of the vehicle 10, and the cancel switch 26 is provided, for example, in the vicinity of the right steering wheel 12 and the stop switch 24 in the vehicle body front part 11 of the vehicle 10. (See Figure 1).
  • the ECU 20 prohibits the automatic stop of the engine 30 when the traveling vehicle 10 stops next, based on the operation information of the switch 25 by the driver or the operation information of the cancel switch 26 while the vehicle 10 is traveling. It is determined whether the automatic stop of the engine 30 is to be performed or not based on the determination result.
  • the ECU 20 can switch the operation mode between a valid mode in which the idle stop function in the engine control apparatus 100A is valid and a invalid mode in which the idle stop function is invalid.
  • the ECU 20 can switch the operation mode between the active mode and the inactive mode based on the operation information of the changeover switch 25 or the operation information of the cancel switch 26.
  • the ECU 20 shifts to the effective mode, while when the switch 25 is turned off by the driver, for example, the ECU 20 is in the invalid mode (cancel mode Move to). Then, the ECU 20 performs the idle stop control process when the vehicle 10 is stopped during the operation in the effective mode, and does not execute the idle stop control process when the vehicle 10 is stopped during the operation in the ineffective mode. It is configured.
  • the ECU 20 when the cancel switch 26 is not operated, the ECU 20 operates in the effective mode, and when the cancel switch 26 is operated by the driver's operation, for example, while the vehicle 10 is traveling, the operation mode is Set to cancel mode (invalid mode). Then, when the vehicle 10 is stopped in the cancellation mode, the ECU 20 performs control such that the engine 30 is not automatically stopped when the vehicle 10 is stopped, that is, control for prohibiting the execution of the idle stop control process.
  • the changeover switch 25 and / or the cancel switch 26 correspond to the third operation member.
  • the ECU 20 is connected to an idle stop display unit 28 for displaying an implementation state of the idle stop and the like.
  • the idle stop display unit 28 has a light emission display unit such as an LED, for example, and the light emission display unit can be lighted or blinked.
  • the idle stop display unit 28 is provided, for example, in the vicinity of the display unit 21 in the vehicle body front portion 11 (see FIG. 1).
  • the ECU 20 controls the idle stop display unit 28 to blink the light emission display unit. Further, the ECU 20 controls the idle stop display unit 28 to turn off the light emission display unit in the cancel mode state, and the idle stop display unit 28 in the cancellation state of the cancel mode (in other words, the idle stop standby state). Turn on.
  • the ECU 20 determines whether the driver operates the cancel switch 26 and the operation signal is sent (step S30). In the initial state, the operation mode of the ECU 20 is the effective mode, and the idle stop display unit 28 is lighted.
  • step S31 When an operation signal is sent from the cancel switch 26 by the driver's operation (YES as a result of the determination in step S30), the ECU 20 determines whether the vehicle 10 is in a decelerating state (step S31).
  • step S31 If the vehicle 10 is in a decelerating state (YES as a result of the determination in step S31), the ECU 20 shifts the operation mode (the initial state is the effective mode) to the cancel mode (ineffective mode) (step S32). Next, the ECU 20 turns off the idle stop display unit 28 (step S33).
  • step S34 the ECU 20 determines whether the opening degree of the throttle valve TV is equal to or more than a predetermined threshold value K3 based on the detection signal sent from the throttle opening degree sensor 36 (step S34). .
  • the ECU 30 repeats the processing of step S34.
  • step S34 ECU 20 shifts its operation mode to the effective mode and The light is turned on (step S35). Thereafter, the ECU 20 ends the cancel mode setting process.
  • step S30 the operation signal is not sent from the cancel switch 26 (the result of the determination of step S30 is NO) or when the vehicle 10 is not decelerating (the result of the determination of step S31 is NO)
  • the ECU 20 performs the cancel mode setting process. Finish.
  • the operation mode of the ECU 20 can be switched to the cancel mode (invalid mode) in which the idle stop control process is canceled.
  • the opportunity to change the operation mode of the ECU 20 from the effective mode to the cancel mode is limited during the deceleration of the vehicle.
  • an idle stop control process including an idle stop cancellation process executed by the ECU 20 will be specifically described based on a flowchart shown in FIG. 8 and a time chart shown in FIG.
  • FIG. 8 is a flowchart showing an idle stop control process performed by the ECU 20. After starting the engine, the ECU 20 repeatedly executes this idle stop control process at a predetermined cycle. Hereinafter, such idle stop control processing will be described based on FIG. In the idle stop control process shown in FIG. 8, the same process (step) as that in FIG. 3 is assigned the same step number, and the description thereof is omitted.
  • step S11 determines whether the operation mode is the valid mode (step S11a). In other words, the ECU 20 determines whether the operation mode is the valid mode or the cancel mode (invalid mode) (step S11a).
  • step S11a If the operation mode of the ECU 20 is the effective mode (YES as a result of the determination in step S11a), the ECU 20 executes the processing of step S12 and subsequent steps described in FIG. 3.
  • the ECU 20 ends the idle stop control process without executing the process of step S12 and subsequent steps described in FIG.
  • the code (a) indicates the change of the operation mode of the ECU 20
  • the code (b) indicates the change of the speed (vehicle speed) of the vehicle 10
  • the code (c) indicates the throttle It shows the change of the opening degree (throttle opening degree) of the valve TV.
  • symbol (d) indicates the operating state of the engine 30, and symbol (e) indicates the operating state of at least one of the rear brake and the front brake.
  • the vehicle 10 is stopped in the idle stop state (that is, the stop state of the engine 30).
  • the throttle grip 14 is located at the initial position.
  • the front brake lever 15 or the rear brake lever 16 is at the full position, and as a result, at least one of the front and rear brakes (hereinafter simply referred to as operation brakes) operates the vehicle 10 It has stopped.
  • the vehicle 10 When the driver's throttle operation is released at timing t32 while the vehicle is traveling, the vehicle 10 starts to decelerate.
  • the operation mode of the ECU 20 becomes the cancel mode (steps S30, S31, and S32 in FIG. 7). reference).
  • the switching operation to the cancel mode by the cancel switch 26 is effective only during the period Tm in which the vehicle 10 is in the decelerating state. That is, the cancellation effective period in which the switching operation to the cancellation mode of the ECU 20 is effective is limited to the period Tm. Therefore, even if ON operation of the cancel switch 26 is performed outside this cancellation effective period Tm, the ON operation becomes invalid and the operation mode of the ECU 20 does not become the cancellation mode (judged as NO in step S31). .
  • the ECU 20 determines that the vehicle 10 is in a decelerating state when the speed of the vehicle 10 detected by the vehicle speed sensor 35 decreases as time passes. Then, a period Tm during which the vehicle 10 is determined to be in a decelerating state is a cancellation effective period.
  • the cancellation effective period is not necessarily limited to the period Tm during deceleration of the vehicle, and for example, the entire period during traveling of the vehicle (symbol Tn in FIG. 9) may be set as the cancellation effective period.
  • the vehicle 10 is stopped. Since the operation mode of the ECU 20 is the cancel mode when the vehicle 10 is stopped, the engine 30 is not automatically stopped even when the timing ta after the standby period T1 has elapsed from the timing t34 (judgement of step S11a in FIG. 8) Result of NO). Therefore, the vehicle 10 continues to stop with the operating state of the engine 30.
  • the driver starts the operation of the throttle grip 14, that is, the throttle operation, and the driver starts the release operation of the brake lever corresponding to the operation brake, that is, the release operation of the operation brake. Thereby, the traveling of the vehicle 10 is started.
  • the cancel mode is canceled and the operation mode of the ECU 20 returns to the effective mode (see steps S34 and S35). Specifically, as described above, the ECU 20 determines that the vehicle 10 has started traveling when the opening degree of the throttle valve detected by the throttle opening degree sensor 36 becomes equal to or greater than the threshold value K3, and the cancel mode Release By this processing, at the time of the next vehicle stop, the automatic stop of the engine 30 is executed (the result of the determination of step S11a is YES).
  • the configuration of the engine control device 100A in the second embodiment described above can obtain the following excellent effects.
  • the engine control device 100A is configured to prohibit the automatic stop of the engine 30 at the time of the next stop of the vehicle 10 based on the driver's operation of the cancel switch 26 while the vehicle 10 is traveling. This makes it possible to keep the engine 30 in the operating state under conditions where it is not desirable to stop the engine 30 (traffic conditions). That is, since it is possible to prohibit the automatic stop of the engine 30 according to the driver's will, it is possible to eliminate the driver's discomfort caused by the automatic stop.
  • the engine control device 100A is configured to prohibit the automatic stop of the engine 30 based on the operation of the cancel switch 26 in the decelerating state of the vehicle 10.
  • the case where the vehicle 10 is in the decelerating state is a state immediately before the vehicle 10 is stopped. Therefore, in this case, it is possible to prohibit the automatic stop of the engine 30 according to the situation (traffic situation etc.) immediately before stopping the vehicle 10.
  • Engine control apparatus 100A is configured to cancel the cancel mode of ECU 20, that is, the prohibition mode for prohibiting the automatic stop of engine 30, based on the fact that vehicle 10 has started traveling. This makes it possible to prohibit idle stop of the engine 30 only when the driver does not want to stop the engine 30 automatically, such as when waiting for a U-turn or waiting for a right turn at an intersection. Further, since the cancel mode is automatically canceled when the vehicle 10 starts traveling, the ECU 20 is more than in the case where the cancel mode of the ECU 20 is canceled by the driver's operation of the cancel switch 26 itself or other switches. The driver's convenience can be improved because the driver needs to perform an operation such as a switch operation every time the user cancels the cancel mode.
  • the operation mode of the ECU 20 is shifted to the cancel mode by the operation of the cancel switch 26 by the driver, but the present invention is not limited to this configuration.
  • the operation mode of the ECU 20 may be shifted to the cancel mode by the operation of the changeover switch 25 by the driver.
  • step S30 the ECU 20 determines whether or not the switch 25 has been turned OFF by the driver after the engine has been started and the operation signal has been sent (step S30).
  • the operation mode of the ECU 20 is the effective mode, and the idle stop display unit 28 is lighted.
  • step S30 When an operation signal representing the OFF operation is sent from the changeover switch 25 by the driver's operation (YES in the determination of step S30), the ECU 20 executes the processing of step S32 and subsequent steps, and the vehicle 10 decelerates , Shift the operation mode to the cancel mode (see step S32).
  • step S34 the ECU 20 determines whether an operation signal representing the ON operation is sent from the changeover switch 25 by the driver's operation (step S34a), the above-mentioned ON When the operation signal is sent from the changeover switch 25 (YES as a result of the determination in step S34a), the ECU 20 shifts the operation mode to the effective mode and lights the idle stop display unit (see step S35).
  • any one of the operation mode of the ECU 20, the valid mode in which the idle stop control process is effectively executed, and the cancel mode (invalid mode) in which the idle stop control process is canceled You can switch to one or the other.
  • the ECU 20 controls the engine 30 based on a temporary throttle operation by the driver between the time the vehicle 10 is stopped and the standby time T1 elapses.
  • Automatic stop may be prohibited.
  • the ECU 20 determines an elapsed time TX in step S18.
  • the ECU 20 resets the standby time T2 based on the fact that the driver performs the temporary throttle operation again until the standby time T2 elapses.
  • the present invention is not limited to this configuration.
  • the ECU 20 can impose a limit on the opportunity for the driver to set the standby time T2. For example, it is possible to limit the number of times of setting the waiting time T2, such as setting the number of times the waiting time T2 can be reset up to three times.
  • the setting of the waiting time T2 is limited, for example, by limiting the number of times the processing after step S31 is to be returned by the affirmative determination of step S35 and the positive determination of step S37 in the algorithm of the engine stop delay process shown in FIG. It can be embodied. Further, the ECU 20 can also assign a time limit to the setting of the standby time T2.
  • the ECU 20 can set the standby time T2 only until a predetermined time (a time longer than the standby time T1, for example, 15 seconds) elapses after the vehicle 10 is stopped. It is.
  • the time limit for setting the standby time T2 is, for example, in the algorithm of the engine stop delay process shown in FIG. 4, the timing at which the throttle re-operation is performed in step S35 is the predetermined time after the vehicle 10 stops. If it exceeds, it can be embodied by configuring so as not to reset the waiting time T2.
  • the algorithm of the engine stop delay process shown in FIG. 4 may be changed so as not to reset the waiting time T2.
  • the algorithm of the engine stop delay process shown in FIG. 4 when the determination in step S34 is NO, it can be changed to shift to the process in step S36. In this case, an opportunity for the driver to set the waiting time T2, that is, an opportunity to delay the stop timing of the engine 30 is limited to one.
  • the standby time T2 (delay time) is set to be longer than the standby time T1, but as a third modification, even if the standby time T2 is set to the same time as the standby time T1.
  • the waiting time T2 may be set to a time shorter than the waiting time T1.
  • the waiting time T2 (hereinafter referred to as the waiting time T2a) which is set based on the temporary throttle operation by the driver until the waiting time T1 elapses.
  • the standby time T2 (hereinafter, this standby time T2 is referred to as the standby time T2b) set based on the temporary re-throttle operation by the driver until the standby time T2a elapses is set to the same time.
  • the standby time T2a and the standby time T2b may be set to different times.
  • the waiting time T2b can be set to a time longer than the waiting time T2a.
  • the standby time T2 to be reset may be set to be longer than the standby time T2 at the previous setting time.
  • each of engine control devices 100 and 100A in each of the above-described embodiments includes a standby time changing unit that changes the length of standby time T1 set in advance based on the operation of the operation member.
  • the engine 30 may be stopped at the timing when the standby time T1X changed by the standby time changing unit has elapsed since the stop of the vehicle 10.
  • the ECU 20 changes the elapsed time TX measured by the timer to the changed standby time T1X instead of the predetermined standby time T1. It can be determined whether or not the standby time T1X has elapsed since the vehicle 10 was stopped.
  • the fourth modified example it is possible to stop the engine 30 at a timing different from the predetermined timing ta when the standby time T1 set in advance has elapsed since the stop of the vehicle 10. Further, the configuration in which the length of the standby time, which is the configuration of the fourth modified example, can be changed, the automatic stop timing of the engine 30 can be set to the timing according to the driver's intention.
  • the driver can send an arbitrary elapsed time TX to the ECU 20 connected to the operation input unit ID by operating the operation input unit ID.
  • the operation of the operation member by the driver in the fourth modification may be performed either while the vehicle 10 is stopped or while the vehicle 10 is traveling. That is, the operation of the operation member by the driver in the fourth modified example may be performed during the period from the stop of the vehicle 10 to the elapse of the standby time T1.
  • the ECU 20 stops the engine 30 in response to the release operation when the release operation of the rear brake is performed during the standby time T1 or until T2 elapses.
  • the present invention is not limited to this configuration.
  • the ECU 20 stops the engine 30 at a timing before the timing ta at which the waiting time T1 from the stop of the vehicle 10 elapses, not the timing according to the release operation of the rear brake.
  • the timing may be advanced to timing (see steps S16 and S17) or timing (see steps S36 and S21) prior to tb, which is the timing when the waiting time T2 from the temporary throttle operation elapses.
  • the engine 30 can be stopped without waiting for the waiting time T1 to elapse.
  • the ECU 20 determines that the throttle operation is a temporary throttle operation when the vehicle speed remains zero even though the driver has performed the throttle operation.
  • the present invention is not limited to this configuration.
  • the ECU 20 calculates an operation time TW (see FIG. 6) in which the throttle operation is performed based on a detection signal from the throttle opening degree sensor 36 in step S19a, and calculates the operation time TW When T is equal to or less than a predetermined time (for example, 0.5 seconds), it may be determined that the throttle operation is a temporary throttle operation.
  • a predetermined time for example, 0.5 seconds
  • the ECU 20 is configured to determine that a special throttle operation different from a normal throttle operation is performed when the driver performs a temporary throttle operation. Specifically, as a seventh modification, in the processing of steps S15 and S19, the ECU 20 performs the above-described special throttle when the driver 10 performs a throttle operation but the speed of the vehicle 10 remains zero. Although it is determined that the operation has been performed, in the present invention, the means for determining that the special throttle operation has been performed is not necessarily limited to this configuration.
  • the ECU 20 performs a throttle operation more than a predetermined number of times within a predetermined time, in other words, an operation to open the throttle valve TV (throttle on operation) and an operation to close the throttle valve TV. If it is determined that (throttle off operation) is performed by the driver, it may be determined that a special throttle operation has been performed (see FIG. 10, step S19b).
  • the ECU 20 determines that the throttle operation amount is equal to or less than the predetermined amount based on the detection signal from the throttle opening degree sensor 36, that is, the operated throttle opening degree W is predetermined. If it is determined that the opening degree is equal to or less than the opening degree, it may be determined that a special throttle operation has been performed (see step S19c in FIG. 10).
  • the throttle operation is performed to start the traveling of the vehicle 10.
  • the throttle operation is performed with a somewhat large operation amount. Therefore, also in this case, it can be suitably determined that a special throttle operation has been performed.
  • the ECU 20 repeats the increase and decrease of the throttle operation amount a predetermined number of times or more within a predetermined time based on the detection signal from the throttle opening degree sensor 36, that is, the throttle opening
  • the throttle opening When it is determined that the increase and decrease of the degree W are repeated a predetermined number of times or more within a predetermined time, it may be determined that a special throttle operation has been performed (see step S19 d in FIG. 10).
  • the ECU 20 determines whether a special throttle operation has been performed by a process combining the process of step S19 b and the process of S19 c based on the detection signal from the throttle opening degree sensor 36. It is also possible to determine. That is, when the throttle operation amount is within the predetermined amount range or less, the ECU 20 determines that the special throttle operation is performed when it is determined that the increase and decrease of the throttle operation amount are repeated a predetermined number of times or more within a predetermined time. It may be determined that it has been performed.
  • the ECU 20 delays the automatic stop timing of the engine 30 based on the special operation of the throttle grip 14, that is, the temporary operation without intention to travel in steps S15 and S19.
  • the present invention is not limited to this configuration.
  • the ECU 20 has no intention to travel other operation members (first operation members) such as the front brake lever 15, the rear brake lever 16, the clutch of the vehicle 10 (not shown), and the steering wheels 12 and 13.
  • the automatic stop timing of the engine 30 may be delayed based on the temporary operation.
  • the operating member operated to delay the stop timing of the engine 30 may be optional.
  • the ECU 20 stops the engine 30 in response to the release operation of the rear brake, in other words, the release operation of the rear brake (see step S16). It is not limited to For example, as a ninth modification, the ECU 20 stops the engine 30 in step S16 in response to the release operation of the front brake or in response to the release operation of both the front brake and the rear brake. May be
  • ECU 20 responds to an operation from a non-operation state of the rear brake or front brake to an operation state, that is, an on operation of the rear brake or front brake, in step S16. You may make it stop. Further, in step S16, the ECU 20 stops the engine 30 in response to the on / off operation of the rear brake or the front brake (in other words, the on / off operation) being performed a predetermined number of times or more within a predetermined time. Good.
  • the ECU 20 is an operation member (second operation member) other than the brake, such as a clutch provided on the vehicle S in step S, a throttle grip 14 and a switch (starter switch) for turning the starter 33 on and off.
  • the engine 30 may be stopped.
  • the operating member operated to stop the engine 30 immediately may be optional.
  • the ECU 20 delays the automatic stop timing of the engine 30 based on the switch operation of the starter switch (corresponding to the operation member) provided in the vehicle 10 (see steps S15 and S19), or the engine 30 may be stopped in response to the operation (see step S16) or the operation mode may be shifted to the cancel mode to prohibit the automatic stop of the engine 30 (see step S39).
  • the vehicle 10 may be additionally provided with a dedicated operation switch (corresponding to an operation member). That is, the ECU 20 delays the automatic stop timing of the engine 30 based on the operation of the dedicated operation switch by the driver (see steps S15 and S19), or stops the engine 30 in response to the operation (see The automatic stop of the engine 30 may be prohibited by shifting the operation mode to the cancel mode (see step S16) or the cancel mode (see step S39).
  • the dedicated operation switch may be provided for each of the delay process, the stop process, and the mode transition process, or each process may be performed by one switch.
  • the dedicated operation switch is preferably provided, for example, in the vicinity of the steering wheel of the vehicle 10.
  • the ECU 20 determines whether the driver has performed the throttle operation based on the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 (see step S15).
  • the present invention is not limited to this determination method.
  • engine control apparatus 100 is provided with grip operation amount sensor 50 which is attached to vehicle 1010 and communicably connected to ECU 20 and detects the amount of rotational operation of throttle grip 14 It may be At this time, the ECU 20 can determine whether or not the throttle operation has been performed based on the rotation operation amount of the throttle grip 14 detected by the grip operation amount sensor 50 in step S15.
  • the ECU 20 determines whether or not the release operation of the rear brake has been performed by the driver based on the operation amount of the rear brake detected by the rear brake sensor 38 in the processing of steps S16 and S36.
  • the present invention is not limited to this determination method.
  • the ECU 20 is provided with a brake switch 52 which is attached to the vehicle 10 and communicably connected to the ECU 20 and which outputs an ON / OFF signal according to the operation amount of the rear brake. (See the phantom line in FIG. 2). At this time, the ECU 20 can determine whether the release operation of the rear brake has been performed based on the ON / OFF signal output from the brake switch 52 in the processes of steps S16 and S36.
  • the ECU 20 may stop the engine 30 in response to the pressing operation (the on operation) of the stop switch 24 in the process of step S16.
  • the ECU 20 stops the engine 30 unrelated to the idle stop (first engine stop) and the engine 30 by the idle stop. It is possible to distinguish this from the stop of the second engine stop.
  • the first engine stop is an engine stop (forced stop) based on the operation of the original stop switch 24, and the ECU 20 does not restart the engine 30 even if the throttle operation is performed thereafter.
  • the second engine stop is an engine stop based on an idle stop
  • the ECU 20 subsequently drives the starter 33 to restart the engine 30 when a predetermined restart condition such as a throttle operation is satisfied.
  • a predetermined restart condition such as a throttle operation
  • the switching between the first engine stop and the second engine stop with respect to the engine 30 does not necessarily have to be performed according to the operation time of the stop switch 24, and may be performed according to other operation modes of the stop switch 24. Good. For example, it is possible to switch between the first engine stop and the second engine stop if the number of operations of the stop switch 24 is equal to or greater than a predetermined number.
  • the ECU 20 when setting the delay time based on the temporary throttle operation by the driver in step S31, the ECU 20 stops the engine 30 after the delay time is temporarily performed.
  • the waiting time ie, waiting time T2
  • the method of setting the delay time in the present invention is not necessarily limited to this method.
  • the ECU 20 extends the original standby time T1 (the waiting time from the vehicle stop to the stop of the engine 30) itself in step S31 based on the temporary throttle operation by the driver. And the extended waiting time T1.alpha. May be set as the delay time. In this case, the determination as to whether or not the delay time has elapsed is made based on whether or not the elapsed time TX from the vehicle stop has reached the standby time T1 ⁇ .
  • the time display unit 22 does not necessarily have to subtract and display the remaining time until the standby times T1 and T2 elapse.
  • the time display unit 22 may add and display, for example, the elapsed time TX from the stop of the vehicle.
  • the display mode may be arbitrary as long as the time display unit 22 displays the time indicating the progress status of the standby times T1 and T2.
  • the component 22 or the other component may be configured in any way as long as it functions as a progress status notification means for notifying the driver of the progress status of the waiting times T1 and T2.
  • the component 22 may be provided in the vehicle 10 as a bar display unit that displays bars whose lengths increase or decrease as the standby times T1 and T2 respectively elapse.
  • the bar display unit 22 can notify the progress status of the waiting times T1 and T2 by the length change amount of the bar.
  • the component 22 may also be an indicator that indicates the progress of the waiting times T1 and T2 by light.
  • the indicator 22 may notify the driver of the progress of the waiting times T1 and T2 by, for example, indicating the progress of the waiting times T1 and T2 by the change in the blinking speed of the light output. .
  • the progress status notification means 22 exemplified above appeals to the driver's vision
  • the progress status notification means 22 is not necessarily limited to the above configuration.
  • the progress status notification means 22 may be configured to output the progress status of the standby times T1 and T2 via an audio output device such as a speaker, for example. In this case, it is possible to notify the driver of the progress of the waiting times T1 and T2 by voice by using the voice output device.
  • the ECU 20 starts the measurement of the elapsed time TX after the vehicle 10 is completely stopped, that is, when the speed of the vehicle 10 becomes zero, in step S11.
  • the invention is not limited to this configuration.
  • a predetermined low speed state such as when the speed of the vehicle 10 falls below a predetermined value or when the rotational speed of the engine 30 falls below a predetermined value.
  • the measurement of the elapsed time TX may be started.
  • the operation for delaying the stop timing of the engine 30 or automatically stopping the engine 30 does not necessarily have to be performed between the stop of the vehicle and the elapse of the standby time T1.
  • the operation can be performed at another timing such as while the vehicle 10 is traveling.
  • the operation member mounted in advance in the vehicle 10 the operation member is different from the normal operation mode, as shown in the seventh and ninth modifications, for example.
  • the ECU 20 performs an operation to delay the stop timing of the engine 30 or the engine 30 when the operation member is operated in an operation mode different from the normal operation mode even while the vehicle 10 is traveling. Can be reliably recognized as an operation for automatically stopping the
  • the ECU 20 determines that the vehicle 10 is in a decelerating state when the speed of the vehicle 10 detected by the vehicle speed sensor 35 decreases with the passage of time in step S31.
  • the present invention is not limited to this configuration.
  • the ECU 20 determines that the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 is zero (that is, fully closed) or It may be determined that the vehicle 10 is in a decelerating state when the opening degree of the wheel is equal to or less than the predetermined opening degree.
  • step S31 the ECU 20 determines that the speed of the vehicle 10 is decreasing with the passage of time, and the opening degree of the throttle valve TV is zero (see FIG. Alternatively, it may be determined that the vehicle 10 is in a decelerating state when the opening degree of the throttle valve TV is equal to or less than the predetermined opening degree.
  • the ECU 20 determines that the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 is equal to or more than a predetermined opening degree (for example, a predetermined threshold K3).
  • a predetermined opening degree for example, a predetermined threshold K3
  • step S34 even if the ECU 20 determines in step S34 that the vehicle 10 has started traveling when the speed of the vehicle 10 detected by the vehicle speed sensor 35 becomes a predetermined speed or more. Good. In addition, even if the ECU 20 determines in step S34 that the speed of the vehicle 10 detected by the vehicle speed sensor 35 increases with the passage of time, the ECU 20 determines that the vehicle 10 has started traveling. Good. Furthermore, in step S34, the ECU 20 indicates that the opening degree of the throttle valve TV has become equal to or higher than the predetermined opening degree, that the speed of the vehicle 10 has become equal to or higher than the predetermined speed, and the speed of the vehicle 10 increases with the passage of time. If at least one of the two conditions is satisfied, it may be determined that the vehicle 10 has started traveling.
  • the ECU 20 prohibits the automatic stop of the engine 30 based on the operation of the cancel switch 26 in step S30, but the present invention is not limited to this configuration.
  • the ECU 20 prohibits the automatic stop of the engine 30 based on the operation of another operation member (third operation member) such as the stop switch 24, the front brake lever 15, and the rear brake lever 16.
  • the operating member operated to inhibit the automatic stop of the engine 30 may be optional.
  • the third operation member is operated in an operation mode different from (or impossible) the normal operation mode, it is preferable to set the operation to prohibit the automatic stop.
  • the ECU 20 reliably recognizes that the operation to prohibit the automatic stop of the engine 30 should be prohibited when the third operation member is operated in a mode different from the normal operation mode. be able to.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

A device for automatically stopping a vehicle engine at a prescribed timing, said timing indicating that a preset idle time has elapsed from the time at which the vehicle entered a prescribed stopped state. This device is equipped with a schedule determination unit that sets a schedule that pertains to the operation of the engine and is given priority over the aforementioned prescribed timing, on the basis of the operation of an operation member of the vehicle by the driver.

Description

エンジンを自動停止させる装置Device to automatically stop the engine
　本発明は、エンジンを自動停止させる装置に関する。 The present invention relates to an apparatus for automatically stopping an engine.
　エンジンのアイドル運転時に所定の停止条件が成立すると、該エンジンを自動停止させるいわゆるアイドルストップ制御（idle　reduction　control）が知られている。このアイドルストップ制御により、エンジンの燃費低減等の効果を得ることができる。アイドルストップ制御は四輪車のみならず二輪車においても実施されており、特許文献１には二輪車におけるアイドルストップ制御の一例が開示されている。 A so-called idle reduction control is known which automatically shuts off the engine when a predetermined stop condition is satisfied during idle operation of the engine. By this idle stop control, effects such as reduction of fuel consumption of the engine can be obtained. The idle stop control is performed not only for four-wheeled vehicles but also for two-wheeled vehicles, and Patent Document 1 discloses an example of idle-stop control in a two-wheeled vehicle.
特開２００５－１６３６６９号公報JP 2005-163669 A
　ところで、アイドルストップ制御の一例として、車両が停止してから所定の待機時間が経過した後にエンジンを自動停止させる制御が提案されている。この制御では、車体が安定した状態でエンジンを停止させることができるため、例えば二輪車においてアイドルストップ制御機能を実現する場合に採用されている。 By the way, as an example of idle stop control, there has been proposed control for automatically stopping the engine after a predetermined standby time has elapsed since the vehicle stopped. In this control, since the engine can be stopped in a stable state of the vehicle body, it is adopted, for example, when realizing an idle stop control function in a two-wheeled vehicle.
　ところが、上記の制御を実施する場合、運転者の意に反してエンジンが自動停止することで運転者が不快さを感じる恐れがある。例えば、車両が右折待ち状態で交差点内において停止している場合等、本来車両のエンジンを停止させたくない状況下においても、待機時間が経過するとエンジンが自動停止してしまい、該車両の運転者が不快さを感じる恐れがある。 However, when the above control is performed, the driver may feel uncomfortable because the engine automatically stops against the driver's intention. For example, even when the vehicle is stopped at the intersection while waiting for a right turn, the engine automatically stops when the waiting time elapses even under conditions where it is not desirable to stop the engine of the vehicle originally, and the driver of the vehicle May feel uncomfortable.
　その一方で、車両が停止してから所定の待機時間が経過するまでの間は、運転者が燃費の面等からエンジンを速やかに停止させたいと思ってもエンジンを停止させることができない。そのため、運転者は、かかる場合であっても待機時間が経過するのをただ待つしかないと考えられる。また、運転者は待機時間の経過を待つ間、その経過状況を把握することができないことが想定される。このため、例えば車両が右折待ち状態で交差点内において停止している場合、該車両の運転者は、いつエンジンが停止するのか不安を感じながら待つことになる恐れもある。 On the other hand, the engine can not be stopped even if the driver wants to quickly stop the engine from the viewpoint of fuel consumption and the like until the predetermined standby time elapses after the vehicle stops. Therefore, it is considered that the driver only has to wait for the waiting time to elapse even in such a case. In addition, it is assumed that the driver can not grasp the progress of the waiting time while waiting for the waiting time to elapse. Therefore, for example, when the vehicle is stopped at the intersection while waiting for a right turn, the driver of the vehicle may wait while feeling uneasy when the engine is stopped.
　本発明は、上記事情に鑑みてなされたものであり、運転者の意に応じたエンジンの動作スケジュールを決定できる装置を提供することを主たる目的とする。 The present invention has been made in view of the above circumstances, and has as its main object to provide an apparatus capable of determining an operation schedule of an engine according to the driver's intention.
　以下、本発明に係る上記課題を解決するための手段、およびその作用について説明する。 Hereinafter, means for solving the above-mentioned subject concerning the present invention, and its operation are explained.
　本発明の一つの態様に係る装置は、車両が所定の停止状態になってから予め設定された待機時間が経過したことを表す所定のタイミングで、前記車両のエンジンを自動停止させる装置である。 An apparatus according to one aspect of the present invention is an apparatus for automatically stopping an engine of the vehicle at a predetermined timing indicating that a standby time set in advance has passed since the vehicle was in a predetermined stop state.
　本発明の一つの態様に係る装置は、運転者による車両の操作部材の操作に基づいて、前記所定のタイミングよりも優先される前記エンジンの動作に関するスケジュールを決定するスケジュール決定部を備えている。 An apparatus according to an aspect of the present invention includes a schedule determination unit that determines a schedule related to the operation of the engine, which is prioritized over the predetermined timing, based on an operation of an operation member of a vehicle by a driver.
　本発明の一つの態様に係る装置は、運転者による操作部材の操作に基づいて、前記所定のタイミングよりも優先される前記エンジンの動作に関するスケジュールを決定するように構成されている。この構成により、エンジンを停止させるタイミングを、上記所定のタイミングではなく、決定した動作スケジュールに応じて、すなわち、運転者の意に応じて変化させたり、また停止自体を禁止することができる。したがって、運転者の意に応じたエンジンの停止制御を実現することができる。 The device according to one aspect of the present invention is configured to determine a schedule regarding the operation of the engine, which is prioritized over the predetermined timing, based on the operation of the operation member by the driver. With this configuration, it is possible to change the timing at which the engine is stopped according to the determined operation schedule instead of the predetermined timing, that is, according to the driver's intention, or to prohibit the stop itself. Therefore, engine stop control according to the driver's intention can be realized.
本発明の第１および第２の実施形態に係る二輪車両におけるハンドル周辺部分をシート側から見た状態を示す図。The figure which shows the state which looked at the steering wheel peripheral part in the two-wheeled motor vehicle which concerns on the 1st and 2nd embodiment of this invention from the seat side. 本発明の第１および第２の実施形態に係るエンジンの制御装置の電気的構成を示すブロック図。FIG. 2 is a block diagram showing an electrical configuration of a control device of an engine according to the first and second embodiments of the present invention. 上記第１の実施形態に係るアイドルストップ制御処理の一例を示す概略フローチャート。The schematic flowchart which shows an example of the idle stop control processing which concerns on the said 1st Embodiment. 図３に示すアイドルストップ制御処理に含まれるエンジン停止遅延処理の一例を示す概略フローチャート。5 is a schematic flowchart showing an example of an engine stop delay process included in the idle stop control process shown in FIG. 3; 運転者によるリアブレーキの解除操作に応答してエンジンを即座に停止させる場合における図２に示すエンジン制御装置の具体的な動作を示すタイミングチャート。FIG. 6 is a timing chart showing a specific operation of the engine control device shown in FIG. 2 when stopping the engine immediately in response to a release operation of a rear brake by a driver. 運転者による一時的なスロットル操作に基づいてエンジン３０を停止させるタイミングを遅延させる場合における図２に示すエンジン制御装置の具体的な動作を示すタイミングチャート。6 is a timing chart showing a specific operation of the engine control device shown in FIG. 2 in the case of delaying the timing of stopping the engine 30 based on a temporary throttle operation by the driver. 本発明の第２の実施形態に係るキャンセルモード設定処理の一例を示す概略フローチャート。The schematic flowchart which shows an example of the cancellation mode setting process which concerns on the 2nd Embodiment of this invention. 上記第２の実施形態に係るアイドルストップ制御処理の一例をそれぞれ示す概略フローチャート。The schematic flowchart which each shows an example of the idle stop control processing which concerns on the said 2nd Embodiment. アイドルストップキャンセル処理を含むアイドルストップ制御処理を実行中における、第２の実施形態に係るエンジン制御システムの具体的な動作を示すタイミングチャート。The timing chart which shows concrete operation of the engine control system concerning a 2nd embodiment in the midst of performing idle stop control processing including idle stop cancellation processing. 本発明の第１の実施形態の変形例に係るアイドルストップ制御処理の一部の処理を示す概略フローチャート。The outline flow chart which shows some processings of the idle stop control processing concerning the modification of a 1st embodiment of the present invention.
　以下に、本発明を具体化した実施の形態について図面を参照しつつ説明する。
〔第１の実施形態〕
　第１の実施形態では、二輪車両１０に搭載されたエンジン３０の制御装置１００（図２参照）として本発明を具体化している。また、第１の実施形態では、二輪車両として、いわゆるスクータタイプの二輪車両１０を示しており、上記制御装置１００は、エンジンのアイドル運転時に該エンジンを自動停止させるアイドルストップ機能を有している。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
First Embodiment
In the first embodiment, the present invention is embodied as a control device 100 (see FIG. 2) of an engine 30 mounted on a two-wheeled vehicle 10. In the first embodiment, a so-called scooter type motorcycle 10 is shown as a motorcycle, and the control device 100 has an idle stop function to automatically stop the engine when the engine is idle. .
　図１は、二輪車両１０のハンドル周辺部分をシート側から見た図面である。図１において、二輪車両１０（以下、単に車両１０ともいう）の車体前部１１、すなわち、二輪車両１０のシートに運転者が乗った際にその前方に位置する車体前部１１には、運転者の操作により二輪車両１０の進行方向を変えるための右側ハンドル１２と左側ハンドル１３とが設けられている。右側ハンドル１２には、運転者の操作により後述するスロットルを操作するための操作部材としてスロットルグリップ１４が設けられている。また、右側ハンドル１２には、運転者の操作により車両前輪のブレーキであるフロントブレーキを操作するための操作部材として前側ブレーキレバー１５が設けられている。左側ハンドル１３には、運転者の操作により車両後輪のブレーキであるリアブレーキを操作するための操作部材として後側ブレーキレバー１６が設けられている。 FIG. 1 is a view of a portion around a steering wheel of a two-wheeled vehicle 10 as viewed from the seat side. In FIG. 1, driving is performed on the vehicle body front portion 11 of the two-wheeled vehicle 10 (hereinafter, also simply referred to as the vehicle 10), that is, the vehicle body front portion 11 located in front of it when the driver gets on the seat of the two-wheeled vehicle 10. A right handle 12 and a left handle 13 are provided for changing the traveling direction of the two-wheeled vehicle 10 by the operation of the person. The right handle 12 is provided with a throttle grip 14 as an operation member for operating a throttle described later by the driver's operation. Further, the right side handle 12 is provided with a front brake lever 15 as an operation member for operating a front brake which is a brake of the front wheel of the vehicle by the operation of the driver. The left side handle 13 is provided with a rear brake lever 16 as an operation member for operating a rear brake which is a brake of the rear wheel of the vehicle by the operation of the driver.
　スロットルグリップ１４は、運転者の操作により、初期位置（スロットル全閉状態に対応、ゼロとする）からフルポジションまで位置変化するようになっており、運転者の操作が無い状態では、上記初期位置で停止している。このスロットルグリップ１４は、運転者の操作が解除されると、上記初期位置まで戻るように構成されている。 The throttle grip 14 changes its position from the initial position (corresponding to the throttle fully closed state, to zero) to the full position by the operation of the driver, and in the state where the driver does not operate, the initial position It has stopped at. The throttle grip 14 is configured to return to the initial position when the driver's operation is released.
　同様に、前側ブレーキレバー１５および後側ブレーキレバー１６は、それぞれ運転者の操作により、初期位置（ブレーキがかかっていないポジション）からフルポジションまで位置変化するようになっており、運転者の操作が無い状態では、前側ブレーキレバー１５および後側ブレーキレバー１６は、それぞれ上記初期位置で停止している。そして、前側ブレーキレバー１５および後側ブレーキレバー１６は、それぞれ、運転者の操作が解除されると、上記初期位置まで戻るようになっている。 Similarly, the front brake lever 15 and the rear brake lever 16 are each changed in position from the initial position (the position where the brake is not applied) to the full position by the operation of the driver. In the absence state, the front brake lever 15 and the rear brake lever 16 are respectively stopped at the initial position. The front brake lever 15 and the rear brake lever 16 respectively return to the initial position when the driver's operation is released.
　なお、第１の実施形態では、スロットルグリップ１４が第１操作部材に相当し、後側ブレーキレバー１６が第２操作部材に相当する。 In the first embodiment, the throttle grip 14 corresponds to a first operation member, and the rear brake lever 16 corresponds to a second operation member.
　車体前部１１の上面には表示部２１が設けられ、その表示部２１には車速メータや燃料計などが設けられている。また、車体前部１１の上面における表示部２１付近には、時間表示部２２が設けられている。この時間表示部２２は、車両停止状態で、エンジン制御装置１００によりアイドルストップ制御が実行されている際に、車両停止からの経過時間の状況を表示する機能を有している。この時間表示部２２の詳細については、後述する。 A display unit 21 is provided on the upper surface of the vehicle body front portion 11, and a vehicle speed meter, a fuel gauge, and the like are provided on the display unit 21. Further, a time display unit 22 is provided in the vicinity of the display unit 21 on the upper surface of the vehicle body front portion 11. The time display unit 22 has a function of displaying a state of an elapsed time from the vehicle stop while the idle stop control is being performed by the engine control device 100 in the vehicle stop state. The details of the time display unit 22 will be described later.
　車体前部１１における、例えば右側ハンドル１２の付近には、後述する車載エンジンを強制的に停止させるための停止スイッチ２４が設けられている。この停止スイッチ２４は強制停止手段の一部を構成するものである。運転手は、エンジン運転中に停止スイッチ２４を押し操作することにより、エンジン制御装置１００を介して直ちにエンジンが強制停止されるようになっている。 A stop switch 24 for forcibly stopping an on-vehicle engine described later is provided, for example, in the vicinity of the right handle 12 in the vehicle body front part 11. The stop switch 24 constitutes a part of the forced stop means. The driver presses the stop switch 24 during engine operation to immediately stop the engine forcibly via the engine control device 100.
　なお、図１において、構成要素２５、２６および２８が示されているが、これらの構成要素は、第１の実施形態においては、必須の構成要素ではないため、仮想線で示し、説明については省略する。 Although the components 25, 26 and 28 are shown in FIG. 1, these components are not essential components in the first embodiment, so they are indicated by virtual lines and will not be described. I omit it.
　次に、図１に示す二輪車両におけるエンジン制御装置１００の構成を説明する。図２は、エンジン制御装置１００の電気的構成を示すブロック図である。 Next, the configuration of the engine control device 100 in the two-wheeled vehicle shown in FIG. 1 will be described. FIG. 2 is a block diagram showing an electrical configuration of engine control device 100.
　図２に示す二輪車両１０に搭載されたエンジン３０は、例えば火花点火式ガソリンエンジンである。このエンジン３０は、少なくとも１つのシリンダを有しており、この少なくとも１つのシリンダには、吸気通路を介して送られた空気と燃料（ガソリン）との混合気を燃焼させて動力を得るための燃焼室が設けられている。得られた動力は、エンジン３０の出力軸を回転させる。このエンジン３０の出力軸の回転は、二輪車両１０の駆動輪に対して該二輪車両１０のトランスミッションを介して伝達され、駆動輪を回転させることにより、二輪車両１０を走行させる。 The engine 30 mounted on the two-wheeled vehicle 10 shown in FIG. 2 is, for example, a spark ignition gasoline engine. The engine 30 has at least one cylinder, in which a mixture of air and fuel (gasoline) sent through an intake passage is burned to obtain power. A combustion chamber is provided. The obtained power causes the output shaft of the engine 30 to rotate. The rotation of the output shaft of the engine 30 is transmitted to the drive wheels of the two-wheel vehicle 10 via the transmission of the two-wheel vehicle 10. The two-wheel vehicle 10 is made to travel by rotating the drive wheels.
　エンジン３０は、吸気通路、あるいは燃焼室に燃料を噴射することによりシリンダの燃焼室に対して混合気（air-fuel　mixture）を供給するための燃料供給手段としてのインジェクタ３１と、このインジェクタ３１に供給された混合気を点火して燃焼させるための点火手段としての点火装置３２（イグニションコイル、点火プラグ等）とを備える。また、エンジン３０には、エンジン始動時において当該エンジン３０の出力軸に初期回転（クランキング回転）を付与してエンジン３０をクランキングする始動装置としてのスタータ３３が設けられている。 The engine 30 includes an injector 31 as a fuel supply means for supplying an air-fuel mixture to the combustion chamber of the cylinder by injecting fuel into an intake passage or a combustion chamber, and the injector 31 An ignition device 32 (ignition coil, spark plug, etc.) as ignition means for igniting and burning the supplied mixture is provided. The engine 30 is also provided with a starter 33 as a starting device for cranking the engine 30 by giving an initial rotation (cranking rotation) to the output shaft of the engine 30 at the time of engine start.
　エンジン制御装置１００は、上記エンジン３０を制御するものであり、例えば、図２に示すように、ＥＣＵ２０と、上記時間表示部２２と、停止スイッチ２４と、切替スイッチ２５と、車速センサ３５と、スロットル開度センサ（throttle　position　sensor）３６と、フロントブレーキセンサ３７と、リアブレーキセンサ３８と、を備えている。この時間表示部２２、停止スイッチ２４、車速センサ３５、スロットル開度センサ３６、フロントブレーキセンサ３７、およびリアブレーキセンサ３８は、それぞれ通信可能にＥＣＵ２０に接続されている。なお、図２において、構成要素２５、２６および２８が示されているが、これらの構成要素は、第１の実施形態においては、必須の構成要素ではないため、仮想線で示し、説明については省略する。 The engine control device 100 controls the engine 30. For example, as shown in FIG. 2, the ECU 20, the time display unit 22, the stop switch 24, the changeover switch 25, the vehicle speed sensor 35, and the like. A throttle position sensor (throttle position sensor) 36, a front brake sensor 37, and a rear brake sensor 38 are provided. The time display unit 22, the stop switch 24, the vehicle speed sensor 35, the throttle opening degree sensor 36, the front brake sensor 37, and the rear brake sensor 38 are communicably connected to the ECU 20. Although the components 25, 26 and 28 are shown in FIG. 2, these components are not essential components in the first embodiment, so they are indicated by virtual lines and will not be described. I omit it.
　ＥＣＵ２０は、例えば、周知のマイクロコンピュータを備えてなる電子制御ユニットである。ＥＣＵ２０は、本制御装置１００に設けられている各種センサ（上記センサ３５～３８を含む）の検出結果、および各種スイッチ（上記スイッチ２４を含む）等に基づいて、インジェクタ３１による燃料噴射量制御処理、点火装置３２による点火制御処理などの各種エンジン制御処理、およびスタータ３３の駆動制御処理を実施する。 The ECU 20 is, for example, an electronic control unit provided with a known microcomputer. The ECU 20 performs fuel injection amount control processing by the injector 31 based on detection results of various sensors (including the sensors 35 to 38) provided in the control device 100, various switches (including the switch 24), and the like. And various engine control processing such as ignition control processing by the igniter 32 and drive control processing of the starter 33.
　車速センサ３５は、二輪車両１０の速度を検出し、検出した二輪車両１０の速度を表す検出信号をＥＣＵ２０に送る機能を有している。スロットル開度センサ３６は、上記エンジン３０の吸気通路に設けられてシリンダの燃焼室内への空気の供給量を調整するためのスロットルにおけるスロットルバルブＴＶの開度を検出する機能を有している。すなわち、このスロットルバルブＴＶには、スロットルグリップ１４が接続されており、運転者によるスロットルグリップ１４の操作方向および操作量に応じてスロットルバルブＴＶの開度が変化するようになっており、スロットル開度センサ３６は、このように運転者により操作されるスロットルバルブＴＶの操作情報、言い換えれば、スロットルバルブＴＶの開度を検出し、検出した開度を表す検出信号をＥＣＵ２０に送るようになっている。 The vehicle speed sensor 35 has a function of detecting the speed of the two-wheeled vehicle 10 and transmitting a detection signal representing the detected speed of the two-wheeled vehicle 10 to the ECU 20. The throttle opening degree sensor 36 is provided in the intake passage of the engine 30 and has a function of detecting the opening degree of the throttle valve TV in the throttle for adjusting the supply amount of air into the combustion chamber of the cylinder. That is, the throttle grip 14 is connected to the throttle valve TV, and the opening degree of the throttle valve TV changes in accordance with the operation direction and the operation amount of the throttle grip 14 by the driver. The degree sensor 36 detects the operation information of the throttle valve TV operated by the driver in this way, in other words, detects the opening degree of the throttle valve TV, and sends a detection signal representing the detected opening degree to the ECU 20. There is.
　運転者による上述した前側ブレーキレバー１５の操作量に応じてフロントブレーキが動作して前輪の回転を停止させるようになっており、フロントブレーキセンサ３７は、この前側ブレーキレバー１５の操作量（すなわち、フロントブレーキの動作量）を検出し、検出した前側ブレーキレバー１５の操作量を表す検出信号をＥＣＵ２０に送るようになっている。 The front brake operates to stop the rotation of the front wheels according to the operation amount of the front brake lever 15 described above by the driver, and the front brake sensor 37 detects the operation amount of the front brake lever 15 (ie, The operation amount of the front brake is detected, and a detection signal representing the detected operation amount of the front brake lever 15 is sent to the ECU 20.
　運転者による上述した後側ブレーキレバー１６の操作量に応じてリアブレーキが動作して後輪の回転を停止させるようになっており、リアブレーキセンサ３８は、この後側ブレーキレバー１６の操作量（すなわち、リアブレーキの動作量）を検出し、検出した後側ブレーキレバー１６の操作量を表す検出信号をＥＣＵ２０に送るようになっている。 The rear brake operates to stop the rotation of the rear wheels according to the operation amount of the rear brake lever 16 described above by the driver, and the rear brake sensor 38 detects the operation amount of the rear brake lever 16. (Ie, the amount of operation of the rear brake) is detected, and a detection signal representing the detected amount of operation of the rear brake lever 16 is sent to the ECU 20.
　エンジン制御装置１００では、ＥＣＵ２０は、エンジン３０のアイドルストップ制御処理および再始動処理を行うものとなっている。アイドルストップ制御処理は、車両１０が停止して所定のアイドルストップ条件を満たすとエンジン３０を自動停止させる処理であり、再始動処理は、このアイドルストップ制御処理実行後、スロットル操作がなされる等の所定の再始動条件が満たされると、スタータ３３を駆動してエンジン３０を再始動させる処理である。具体的には、アイドルストップ制御処理は、車両１０が停止してから所定の待機時間Ｔ１（例えば３秒）が経過したタイミングで、エンジン３０を自動停止させるものとなっている。 In the engine control device 100, the ECU 20 performs idle stop control processing and restart processing of the engine 30. The idle stop control process is a process for automatically stopping the engine 30 when the vehicle 10 stops and satisfies a predetermined idle stop condition, and the restart process is performed such that the throttle operation is performed after the idle stop control process is performed. When the predetermined restart condition is satisfied, the starter 33 is driven to restart the engine 30. Specifically, in the idle stop control process, the engine 30 is automatically stopped at a timing when a predetermined standby time T1 (for example, 3 seconds) has elapsed since the vehicle 10 stopped.
　また、ＥＣＵ２０には、経過状況通知手段としての時間表示部２２が接続されている。上述したように、時間表示部２２は、車両１０が停止してから待機時間Ｔ１が経過するまでの間、当該待機時間Ｔ１の経過状況を表示するものである。この経過状況を表す情報の一例として、第１の実施形態では、時間表示部２２は、例えば車両１０が停止してから待機時間Ｔ１が経過するまで、すなわち、待機時間Ｔ１がゼロになるまで、残り時間を表示するものとなっている。 Further, to the ECU 20, a time display unit 22 as a progress status notification means is connected. As described above, the time display unit 22 displays the progress of the standby time T1 until the standby time T1 elapses after the vehicle 10 is stopped. As an example of the information indicating the progress status, in the first embodiment, for example, the time display unit 22 continues until the waiting time T1 elapses after the vehicle 10 is stopped, that is, until the waiting time T1 becomes zero, The remaining time is displayed.
　車両１０が停止してから上記待機時間Ｔ１が経過した所定のタイミングｔａ（図５及び図６参照）でエンジン３０を自動停止させる上述のアイドルストップ制御処理の構成では、車両１０が停止してから待機時間Ｔ１が経過するまでの間は、運転者が燃費の面等からエンジン３０を速やかに停止させたいと思ってもエンジンを停止させることができない。また、車両１０が右折待ち等で交差点内において停止している場合等、本来エンジン３０を停止させたくない状況下においても、上述のアイドルストップ制御処理の構成では、待機時間Ｔ１が経過するとエンジン３０が自動停止してしまい、前者は車両１０の燃費悪化につながり、後者は運転者の不快さを与える恐れがあるという問題もある。 In the configuration of the above-described idle stop control process for automatically stopping the engine 30 at a predetermined timing ta (see FIGS. 5 and 6) at which the standby time T1 has elapsed since the vehicle 10 stopped, the vehicle 10 has stopped. Until the standby time T1 elapses, the engine can not be stopped even if the driver wants to stop the engine 30 promptly from the viewpoint of fuel consumption and the like. Further, even when the vehicle 10 is stopped at the intersection due to a right turn, etc., the engine 30 is not required to be stopped from the basic configuration of the idle stop control process described above. However, there is a problem that the former automatically stops the fuel consumption of the vehicle 10 and the latter may cause the driver's discomfort.
　この点に鑑みて、第１の実施形態におけるエンジン制御装置１００は、車両１０が停止してから待機時間Ｔ１が経過するまでの間に、運転者の操作に基づいて、上記待機時間の経過に基づくタイミングよりも優先されるエンジン３０の動作スケジュールを決定している。 In view of this point, the engine control device 100 according to the first embodiment determines whether or not the waiting time elapses based on the driver's operation during the time until the waiting time T1 elapses after the vehicle 10 is stopped. The operation schedule of the engine 30 given priority over the timing based on is determined.
　そして、エンジン制御装置１００は、この動作スケジュールに基づいて、エンジン３０を、即座に、つまり、その操作に応答して停止させたり、又は、エンジン３０を停止させるタイミングを所定タイミングｔａよりも後のタイミングに遅延させるように構成されている。 Then, based on the operation schedule, engine control device 100 causes engine 30 to stop immediately, that is, in response to the operation, or to stop engine 30 after a predetermined timing ta. It is configured to be delayed in timing.
　図３は、ＥＣＵ２０によって実行されるアイドルストップ制御処理を示すフローチャートである。ＥＣＵ２０は、エンジン始動後、このアイドルストップ制御処理を所定の周期で繰り返し実行するようになっている。以下、かかるアイドルストップ制御処理について同図３に基づいて説明する。 FIG. 3 is a flowchart showing an idle stop control process executed by the ECU 20. After starting the engine, the ECU 20 repeatedly executes this idle stop control process at a predetermined cycle. Hereinafter, such idle stop control processing will be described based on FIG.
　図３に示すように、まずステップＳ１１では、ＥＣＵ２０は、エンジン３０が運転状態、すなわち、混合気を燃焼している状態であり、かつ車両１０が停止したか否かを判定する。車両１０が停止しているか否かの判定は車速センサ３５から送られた、車両１０の速度を表す検出信号に基づいて行う。ステップＳ１１の判断の結果、エンジン３０が停止状態である場合、又は、車両１０が走行中である場合（ステップＳ１１でＮＯ）、ＥＣＵ２０は、アイドルストップ制御処理を終了する。一方、エンジン３０が運転状態にありかつ車両１０が停止した場合（ステップＳ１１でＹＥＳ）、アイドルストップ制御処理は、ステップＳ１２に進み、ＥＣＵ２０は、ステップＳ１２以降の一連の処理を実施する。なお、車両１０は、運転者の前側ブレーキレバー１５および後側ブレーキレバー１６の例えばフルポジションまでの操作により、フロントブレーキおよびリアブレーキが動作して停止しており、この停止状態において、スロットルグリップ１４は初期位置にある。つまり、スロットルグリップ１４の操作量はゼロである。 As shown in FIG. 3, first, in step S11, the ECU 20 determines whether the engine 30 is in an operating state, that is, in a state in which the air-fuel mixture is being burned, and the vehicle 10 has stopped. The determination as to whether or not the vehicle 10 is stopped is performed based on the detection signal indicating the speed of the vehicle 10 sent from the vehicle speed sensor 35. As a result of the determination in step S11, when the engine 30 is in the stopped state or when the vehicle 10 is traveling (NO in step S11), the ECU 20 ends the idle stop control process. On the other hand, when engine 30 is in the operating state and vehicle 10 is stopped (YES in step S11), the idle stop control process proceeds to step S12, and ECU 20 performs a series of processes after step S12. In the vehicle 10, the front brake and the rear brake are operated and stopped by the operation of the front brake lever 15 and the rear brake lever 16 of the driver, for example, to the full position. Is in the initial position. That is, the operation amount of the throttle grip 14 is zero.
　ステップＳ１２では、ＥＣＵ２０は、車両１０が停止してからの経過時間ＴＸの計測を開始する。例えば、第１実施形態では、ＥＣＵ２０は、タイマを内蔵しており、ＥＣＵ２０は、このタイマを用いて経過時間ＴＸの計測を行うようになっている。例えば、ＥＣＵ２０は、ステップＳ１１のＹＥＳのタイミング、つまり、車両１０が停止したタイミングにて、タイマを動作させ、経過時間ＴＸの初期値ゼロからのカウントアップをスタートさせる。 In step S12, the ECU 20 starts measurement of an elapsed time TX after the vehicle 10 is stopped. For example, in the first embodiment, the ECU 20 incorporates a timer, and the ECU 20 measures the elapsed time TX using this timer. For example, the ECU 20 operates the timer at the timing of YES in step S11, that is, the timing at which the vehicle 10 is stopped, and starts counting up the elapsed time TX from the initial value zero.
　続くステップＳ１３では、ＥＣＵ２０は、経過時間ＴＸとタイマの値との差分、すなわち、待機時間Ｔ１が経過するまでの残り時間を時間表示部２２に表示させる。ここで待機時間Ｔ１は、上述したように、車両１０が停止してからエンジン３０を自動停止（アイドルストップ）させるまでの待ち時間であり、例えば３秒に設定されている。これにより、運転者は待機時間Ｔ１の経過状況を知ることができる。なお、ＥＣＵ２０は、ステップＳ１１のＹＥＳのタイミング、つまり、車両１０が停止したタイミングにて、タイマを動作させ、経過時間ＴＸのカウントダウンをスタートさせ、経過時間ＴＸからカウントダウンされていくタイマの値、すなわち、待機時間Ｔ１が経過するまでの残り時間を時間表示部２２に表示させてもよい。 In the subsequent step S13, the ECU 20 causes the time display unit 22 to display the difference between the elapsed time TX and the value of the timer, that is, the remaining time until the standby time T1 elapses. Here, as described above, the waiting time T1 is a waiting time until the engine 30 is automatically stopped (idle stop) after the vehicle 10 is stopped, and is set to, for example, 3 seconds. Thus, the driver can know the progress of the standby time T1. The ECU 20 operates the timer at the timing of YES of step S11, that is, the timing when the vehicle 10 is stopped, starts the countdown of the elapsed time TX, and the value of the timer counted down from the elapsed time TX, that is, The remaining time until the standby time T1 has elapsed may be displayed on the time display unit 22.
　続くステップＳ１４において、ＥＣＵ２０は、タイマにより計測された経過時間ＴＸが待機時間Ｔ１に達したか否かを、すなわち車両１０が停止してから待機時間Ｔ１が経過したか否かを判定する。車両１０が停止してから待機時間Ｔ１が経過した場合には（ステップＳ１４においてＹＥＳ）、ＥＣＵ２０は、ステップＳ２２において、エンジン３０の停止処理を実行する。具体的には、ＥＣＵ２０は、インジェクタ３１に対する燃料噴射指令及び、点火装置３２に対する点火指令の出力をそれぞれ停止することで、インジェクタ３１による燃料噴射及び点火装置３２による点火を停止させる。これにより、タイミングｔａでエンジン３０が停止される（図５参照）。その後ステップＳ１８において、ＥＣＵ２０は、タイマによる経過時間ＴＸの計測を終了し、その後、アイドルストップ制御処理を終了する。 In the subsequent step S14, the ECU 20 determines whether or not the elapsed time TX measured by the timer has reached the standby time T1, that is, whether or not the standby time T1 has elapsed since the vehicle 10 was stopped. If the standby time T1 has elapsed since the vehicle 10 stopped (YES in step S14), the ECU 20 executes the process for stopping the engine 30 in step S22. Specifically, the ECU 20 stops the fuel injection by the injector 31 and the ignition by the igniter 32 by stopping the output of the fuel injection command to the injector 31 and the output of the ignition command to the igniter 32. Thus, the engine 30 is stopped at timing ta (see FIG. 5). Thereafter, in step S18, the ECU 20 ends the measurement of the elapsed time TX by the timer, and then ends the idle stop control process.
　一方、車両１０が停止してから待機時間Ｔ１が未だ経過していない場合には（ステップＳ１４においてＮＯ）、ＥＣＵ２０は、ステップＳ１５において、スロットル開度センサ３６から送られた、スロットルバルブＴＶの開度を表す検出信号に基づいて、運転者によりスロットルグリップ１４の操作が行われたか否かを判定する。 On the other hand, if standby time T1 has not yet elapsed since vehicle 10 stopped (NO in step S14), ECU 20 opens throttle valve TV sent from throttle opening sensor 36 in step S15. Based on the detection signal indicating the degree, it is determined whether the driver has operated the throttle grip 14 or not.
　具体的には、ステップＳ１５において、ＥＣＵ２０は、スロットル開度センサ３６からの検出信号から求めた、該スロットル開度センサ３６により検出されたスロットル開度Ｗが所定の閾値Ｋ１（図６参照）よりも大きい場合（Ｗ＞Ｋ１）にはスロットル操作が行われたと判定し（ステップＳ１５でＹＥＳ）、アイドルストップ制御処理はステップＳ１９に移行する。一方、スロットル開度Ｗが閾値Ｋ１以下である場合（Ｗ≦Ｋ１）には、ＥＣＵ２０は、スロットル操作が行われていないと判定し（ステップＳ１５でＮＯ）、アイドルストップ制御処理はステップＳ１６に進む。 Specifically, in step S15, the ECU 20 determines the throttle opening degree W detected by the throttle opening degree sensor 36 obtained from the detection signal from the throttle opening degree sensor 36 from the predetermined threshold value K1 (see FIG. 6) If W is too large (W> K1), it is determined that the throttle operation has been performed (YES in step S15), and the idle stop control process proceeds to step S19. On the other hand, when the throttle opening degree W is equal to or less than the threshold value K1 (W ≦ K1), the ECU 20 determines that the throttle operation is not performed (NO in step S15), and the idle stop control process proceeds to step S16. .
　ステップＳ１６において、ＥＣＵ２０は、運転者による後側ブレーキレバー１６の操作によりリアブレーキの解除操作が行われたか否かを判定する。具体的には、ＥＣＵ２０は、リアブレーキセンサ３８により検出されたリアブレーキの現在の操作量Ｈ、言い換えれば、運転者による後側ブレーキレバー１６の操作量（操作位置）が所定の閾値Ｋ２（図５参照）よりも小さい場合（Ｈ＜Ｋ２）には、リアブレーキの解除操作が行われたと判定する（ステップＳ１６でＹＥＳ）。一方、リアブレーキの操作量Ｈが閾値Ｋ２以上である場合（Ｈ≧Ｋ２）には、ＥＣＵ２０は、リアブレーキの解除操作が行われていないと判定する（ステップＳ１６でＮＯ）。 In step S16, the ECU 20 determines whether or not the release operation of the rear brake is performed by the operation of the rear brake lever 16 by the driver. Specifically, the ECU 20 sets the current operation amount H of the rear brake detected by the rear brake sensor 38, in other words, the operation amount (operation position) of the rear brake lever 16 by the driver to a predetermined threshold K2 (see FIG. When it is smaller than 5) (H <K2), it is determined that the release operation of the rear brake has been performed (YES in step S16). On the other hand, when the operation amount H of the rear brake is equal to or larger than the threshold value K2 (H ≧ K2), the ECU 20 determines that the release operation of the rear brake is not performed (NO in step S16).
　リアブレーキの解除操作が行われていないと判定された場合には、アイドルストップ制御処理は、ステップＳ１３に戻る。この結果、ＥＣＵ２０は、エンジン３０の停止から待機時間Ｔ１が経過するまでステップＳ１３～Ｓ１６の処理を繰り返す。 If it is determined that the release operation of the rear brake is not performed, the idle stop control process returns to step S13. As a result, the ECU 20 repeats the processing of steps S13 to S16 until the standby time T1 elapses from the stop of the engine 30.
　一方、リアブレーキの解除操作が行われた場合には、アイドルストップ制御処理はステップＳ１７に進み、ＥＣＵ２０は、ステップＳ１７において、エンジン３０の停止処理を実行する。この処理は上述したステップＳ２２の処理と同じ処理である。つまり、ＥＣＵ２０は、エンジン３０の動作スケジュールを、上記車両１０が停止してから経過時間ＴＸが経過したことを表す所定タイミングｔａで停止するスケジュールではなく、上記リアブレーキの解除操作に対応して即座にエンジン３０を停止させる動作スケジュールを決定する。 On the other hand, when the release operation of the rear brake is performed, the idle stop control processing proceeds to step S17, and the ECU 20 executes the processing for stopping the engine 30 in step S17. This process is the same process as the process of step S22 described above. That is, the ECU 20 is not a schedule to stop the operation schedule of the engine 30 at a predetermined timing ta indicating that the elapsed time TX has elapsed since the vehicle 10 stopped, and the ECU 20 immediately responds to the release operation of the rear brake. The operation schedule for stopping the engine 30 is determined.
　これにより、待機時間Ｔ１の経過前であっても、運転者による操作に応答してエンジン３０が即座に停止（stop　the　idling　of　the　engine　30）する。その後、ＥＣＵ２０は、ステップＳ１８において経過時間ＴＸの計測を終了し、その後本処理を終了する。 Thus, even before the elapse of the waiting time T1, the engine 30 is immediately stopped in response to the operation by the driver. Thereafter, the ECU 20 ends the measurement of the elapsed time TX in step S18, and then ends the present process.
　一方、ステップＳ１５において、運転者によるスロットル操作が行われたと判定された場合（ステップＳ１５でＹＥＳ）、ＥＣＵ２０は、ステップＳ１９において、車速センサ３５から送られた、車両１０の速度を表す検出信号に基づいて、車両１０の速度が０のままであるか否かを判定する。すなわち、本ステップＳ１９では、ＥＣＵ２０は、運転者によりスロットル操作、具体的には、スロットルグリップ１４の操作、が行われたにもかかわらず、車両１０が停止したままであるか否かを判定する。より詳しくは、通常運転者によりスロットル操作が行われた場合には、当該スロットル操作に基づいて車両１０が走行を開始する。これに対して、スロットル操作が行われたにもかかわらず車両１０が停止したままである場合とは、運転者により、走行意思のない特殊なスロットル操作、すなわち、スロットルグリップ１４の操作、が行われた場合であるとみなすことができる。したがって、本ステップＳ１９では、ＥＣＵ２０は、運転者によりかかる特殊なスロットル操作、つまり、走行意思のないスロットルグリップ１４の操作、が行われたか否かを判定するものとなっている。さらに言うと、第１の実施形態では、かかる特殊なスロットル操作として、車両１０が走行を開始しない程度の短時間だけの一時的なスロットル操作（図６参照）を想定しており、本ステップＳ１９では、ＥＣＵ２０は、運転者によりかかる一時的なスロットル操作が行われたか否かを判定するものとなっている。 On the other hand, when it is determined in step S15 that the driver has performed the throttle operation (YES in step S15), the ECU 20 uses the detection signal representing the speed of the vehicle 10 sent from the vehicle speed sensor 35 in step S19. Based on it, it is determined whether the speed of the vehicle 10 remains zero. That is, in step S19, the ECU 20 determines whether or not the vehicle 10 remains stopped despite the fact that the driver has performed the throttle operation, specifically, the operation of the throttle grip 14. . More specifically, when the normal driver performs the throttle operation, the vehicle 10 starts traveling based on the throttle operation. On the other hand, when the vehicle 10 remains stopped despite the throttle operation, the driver performs a special throttle operation without intention to travel, that is, the operation of the throttle grip 14. It can be regarded as being the case. Therefore, in step S19, the ECU 20 determines whether or not the driver has performed such a special throttle operation, that is, the operation of the throttle grip 14 without intention to travel. Furthermore, in the first embodiment, as the special throttle operation, it is assumed that the temporary throttle operation (see FIG. 6) is performed only for a short time when the vehicle 10 does not start traveling (step S19). Then, the ECU 20 determines whether or not the driver has made such a temporary throttle operation.
　なお、本ステップＳ１９の処理は、ステップＳ１５の処理が行われてから所定の遅延時間ＴＵ（図６参照）が経過した後に、換言すると運転者によるスロットル操作が行われてから遅延時間ＴＵが経過した後に行われる。ここで、遅延時間ＴＵは、車両１０を走行させるための通常のスロットル操作が行われる場合に、そのスロットル操作が行われてから車両１０が走行し始める（換言すると車両１０の速度が０よりも大きくなる）までに要する時間よりも長い時間に設定されている。 In the process of step S19, after a predetermined delay time TU (see FIG. 6) elapses after the process of step S15 is performed, in other words, the delay time TU elapses since the driver's throttle operation is performed. Will be done after Here, when a normal throttle operation for causing the vehicle 10 to travel is performed, the delay time TU indicates that the vehicle 10 starts to travel after the throttle operation is performed (in other words, the speed of the vehicle 10 is less than 0) It is set to a time longer than the time it takes to become large.
　本ステップＳ１９において車両１０が停止していない場合すなわち車両１０が走行し始めた場合には（ステップＳ１９においてＮＯ）、アイドルストップ制御処理はステップＳ１８に進み、ＥＣＵ２０は、経過時間ＴＸの計測を終了し、その後、アイドルストップ制御処理を終了する。一方、車両１０が停止したままである場合（ステップＳ１９においてＹＥＳ）、すなわち運転者により一時的なスロットル操作が行われた場合には、アイドルストップ制御処理はステップＳ２０に進む。 If the vehicle 10 is not stopped in step S19, that is, if the vehicle 10 starts to travel (NO in step S19), the idle stop control process proceeds to step S18, and the ECU 20 ends the measurement of the elapsed time TX. After that, the idle stop control process ends. On the other hand, if vehicle 10 remains stopped (YES in step S19), that is, if a temporary throttle operation is performed by the driver, the idle stop control process proceeds to step S20.
　ステップＳ２０では、ＥＣＵ２０は、エンジン３０の動作スケジュールを、上記車両１０が停止してから経過時間ＴＸが経過したことを表す所定タイミングｔａで停止するスケジュールではなく、この所定タイミングｔａよりも停止タイミングを遅延させる動作スケジュールを決定する。 In step S20, the ECU 20 does not stop the operation schedule of the engine 30 at a predetermined timing ta which indicates that the elapsed time TX has elapsed since the vehicle 10 stopped, but the stop timing is determined more than the predetermined timing ta. Determine the operation schedule to be delayed.
　具体的には、ＥＣＵ２０は、ステップＳ２０において、エンジン停止遅延処理を実行する。このエンジン停止遅延処理は、エンジン３０を自動停止させるタイミングを上記所定タイミングｔａよりも後のタイミングに遅延させる。続くステップＳ２１では、ＥＣＵ２０は、その遅延させたタイミングでエンジン３０を停止させるエンジン停止処理を実行する。この処理は、上述したステップＳ２２の処理と同じである。その後、ステップＳ１８において、ＥＣＵ２０は、経過時間ＴＸの計測を終了し、その後、アイドルストップ制御処理を終了する。 Specifically, the ECU 20 executes an engine stop delay process in step S20. This engine stop delay process delays the timing at which the engine 30 is automatically stopped to a timing after the predetermined timing ta. In the subsequent step S21, the ECU 20 executes an engine stop process for stopping the engine 30 at the delayed timing. This process is the same as the process of step S22 described above. Thereafter, in step S18, the ECU 20 ends the measurement of the elapsed time TX, and then ends the idle stop control process.
　続いて、ステップＳ２０におけるエンジン停止遅延処理について図４に基づき説明する。なお、図４はエンジン停止遅延処理を示すフローチャートである。 Subsequently, the engine stop delay process in step S20 will be described based on FIG. FIG. 4 is a flowchart showing the engine stop delay process.
　図４に示すように、まずステップＳ３１において、ＥＣＵ２０は、エンジン３０の停止までの新たな待機時間Ｔ２を設定する。ここで、待機時間Ｔ２は、運転者により一時的なスロットル操作が行われて（ステップＳ１５でＹＥＳ判定されて）からエンジン３０を自動停止（アイドルストップ）させるまでの待ち時間である。第１の実施形態ではこの待機時間Ｔ２が上記の待機時間Ｔ１よりも長い時間に設定されており、例えば５秒に設定されている。この待機時間Ｔ２の設定により、エンジン３０を停止させるタイミングが所定タイミングｔａよりも後のタイミングｔｂ（図５及び図６参照）に遅延される。なお、待機時間Ｔ２が遅延時間に相当する。 As shown in FIG. 4, first, in step S31, the ECU 20 sets a new standby time T2 until the engine 30 is stopped. Here, the waiting time T2 is a waiting time until the engine 30 is automatically stopped (idle stop) after a temporary throttle operation is performed by the driver (YES in step S15). In the first embodiment, this waiting time T2 is set to be longer than the above-described waiting time T1, and is set to, for example, 5 seconds. By setting the standby time T2, the timing at which the engine 30 is stopped is delayed to the timing tb (see FIGS. 5 and 6) after the predetermined timing ta. The waiting time T2 corresponds to the delay time.
　ステップＳ３２では、ＥＣＵ２０は、タイマによる経過時間ＴＸのカウント処理のリセットを行い、経過時間ＴＸまでのタイマのカウントアップを再スタートさせる。これにより、運転者による一時的なスロットル操作が行われて（ステップＳ１５でＹＥＳ判定されて）からの経過時間ＴＸの計測が開始される。 In step S32, the ECU 20 resets the process of counting the elapsed time TX by the timer, and restarts the count-up of the timer until the elapsed time TX. As a result, measurement of an elapsed time TX from when the driver performs a temporary throttle operation (YES in step S15) is started.
　続くステップＳ３３では、ＥＣＵ２０は、経過時間ＴＸとタイマの値との差分、すなわち、待機時間Ｔ２が経過するまでの残り時間を時間表示部２２に表示させる。これにより、運転者は待機時間Ｔ２の経過状況を知ることができる。 In the following step S33, the ECU 20 causes the time display unit 22 to display the difference between the elapsed time TX and the value of the timer, that is, the remaining time until the standby time T2 elapses. As a result, the driver can know the progress of the waiting time T2.
　なお、ステップＳ３２では、ＥＣＵ２０は、タイマによる経過時間ＴＸのカウント処理のリセットを行い、経過時間ＴＸからのカウントダウンを再スタートさせ、経過時間ＴＸからカウントダウンされていくタイマの値、すなわち、待機時間Ｔ２が経過するまでの残り時間を時間表示部２２に表示させてもよい。 In step S32, the ECU 20 resets the count processing of the elapsed time TX by the timer, restarts the countdown from the elapsed time TX, and counts down from the elapsed time TX, that is, the waiting time T2 The time remaining until the passage of time may be displayed on the time display unit 22.
　続くステップＳ３４では、ＥＣＵ２０は、タイマにより計測された経過時間ＴＸが待機時間Ｔ２に達したか否かを、すなわち運転者による一時的なスロットル操作が行われてから待機時間Ｔ２が経過したか否かを判定する。一時的なスロットル操作が行われてから待機時間Ｔ２が経過した場合には（ステップＳ３４においてＹＥＳ）、ＥＣＵ２０は、エンジン停止遅延処理を終了し、その後ステップＳ２１（図３）に戻り、このステップＳ２１において、エンジン３０の停止処理を行う。これにより、所定タイミングｔａよりも後のタイミングｔｂでエンジン３０が停止される。 In the subsequent step S34, the ECU 20 determines whether or not the elapsed time TX measured by the timer has reached the standby time T2, that is, whether or not the standby time T2 has elapsed since the driver performed the temporary throttle operation. Determine if If the waiting time T2 has elapsed since the temporary throttle operation was performed (YES in step S34), the ECU 20 ends the engine stop delay process, and then returns to step S21 (FIG. 3), and this step S21 , Stop processing of the engine 30 is performed. Thus, the engine 30 is stopped at timing tb later than the predetermined timing ta.
　一方、一時的なスロットル操作が行われてから未だ待機時間Ｔ２が経過していない場合（ステップＳ３４においてＮＯ）、エンジン停止遅延処理はステップＳ３５に進む。 On the other hand, when the waiting time T2 has not yet elapsed since the temporary throttle operation was performed (NO in step S34), the engine stop delay process proceeds to step S35.
　ステップＳ３５では、ＥＣＵ２０は、スロットル開度センサ３６から送られた、スロットルバルブＴＶの開度を表す検出信号に基づいて、運転者によりスロットルグリップ１４の再度の操作が行われたか否かを判定する。この処理は、上述したステップＳ１５の処理と同じである。運転者により再度のスロットル操作が行われていない場合には（ステップＳ３５でＮＯ）、エンジン停止遅延処理はステップＳ３６に進む。 In step S35, the ECU 20 determines, based on the detection signal indicating the opening degree of the throttle valve TV sent from the throttle opening degree sensor 36, whether or not the operation of the throttle grip 14 has been performed again by the driver. . This process is the same as the process of step S15 described above. If the driver has not performed the throttle operation again (NO in step S35), the engine stop delay process proceeds to step S36.
　ステップＳ３６では、ＥＣＵ２０は、運転者によりリアブレーキの解除操作が行われたか否かを判定する。この処理は、上述したステップＳ１６の処理と同じである。リアブレーキの解除操作が行われていないと判定された場合（ステップＳ３６でＮＯ）、ＥＣＵ２０は、ステップＳ３３に戻り、待機時間Ｔ２が経過するまでステップＳ３３～Ｓ３６の処理を繰り返す。 In step S36, the ECU 20 determines whether or not the release operation of the rear brake has been performed by the driver. This process is the same as the process of step S16 described above. If it is determined that the release operation of the rear brake is not performed (NO in step S36), the ECU 20 returns to step S33, and repeats the processing of steps S33 to S36 until the standby time T2 elapses.
　一方、リアブレーキの解除操作が行われたと判断された場合には（ステップＳ３６でＹＥＳ）、ＥＣＵ２０は、エンジン停止遅延処理を終了し、その後ステップＳ２１（図３）に戻り、このステップＳ２１においてエンジン３０の停止処理を行う。これにより、待機時間Ｔ２の経過前であっても、運転者の操作に応答してエンジン３０が即座に停止される。 On the other hand, if it is determined that the release operation of the rear brake has been performed (YES in step S36), the ECU 20 ends the engine stop delaying process, and then returns to step S21 (FIG. 3). Perform 30 stop processing. As a result, even before the standby time T2 has elapsed, the engine 30 is immediately stopped in response to the driver's operation.
　一方、運転者により再度のスロットル操作が行われていた場合には（ステップＳ３５でＹＥＳ）、エンジン停止遅延処理はステップＳ３７に進む。このステップＳ３７において、ＥＣＵ２０は、車速センサ３５から送られた、車両１０の速度を表す検出信号に基づいて、車両１０の速度が０のままであるか否かを判定する。すなわち、本ステップＳ３７では、ＥＣＵ２０は、再度のスロットル操作が行われたにもかかわらず、車両１０が停止したままであるか否かを判定するものとなっており、ひいては上述したステップＳ１９と同様に、ＥＣＵ２０は、運転者により一時的な再スロットル操作が行われたか否かを判定するものとなっている。 On the other hand, when the driver has performed the throttle operation again (YES in step S35), the engine stop delay process proceeds to step S37. In step S37, the ECU 20 determines whether the speed of the vehicle 10 remains 0 based on the detection signal indicating the speed of the vehicle 10 sent from the vehicle speed sensor 35. That is, in step S37, the ECU 20 determines whether or not the vehicle 10 remains stopped despite the fact that the throttle operation has been performed again, and thus, as in step S19 described above. In addition, the ECU 20 determines whether or not the driver has performed a temporary rethrottle operation.
　また、本ステップＳ３７の処理は、ステップＳ３５の処理が行われてから所定の遅延時間ＴＵが経過した後に、換言すると運転者による再スロットル操作が行われてから遅延時間ＴＵが経過した後に行われる。なお、本処理は上述したステップＳ１９の処理と基本的に同じ処理である。 In addition, the process of step S37 is performed after a predetermined delay time TU has elapsed since the process of step S35 was performed, in other words, after the delay time TU has elapsed since the driver performed the re-throttle operation. . Note that this process is basically the same process as the process of step S19 described above.
　本ステップＳ３７において車両１０が停止していない場合すなわち車両１０が走行し始めた場合には（ステップＳ３７においてＮＯ）、ＥＣＵ２０は、図３のステップＳ１８に戻り、経過時間ＴＸの計測を終了し、その後、アイドルストップ制御処理を終了する。 If the vehicle 10 is not stopped in step S37, that is, if the vehicle 10 starts traveling (NO in step S37), the ECU 20 returns to step S18 in FIG. 3 and ends the measurement of the elapsed time TX, Thereafter, the idle stop control process is ended.
　一方、車両１０が停止したままである場合（ステップＳ３７においてＹＥＳ）、すなわち運転者により一時的な再スロットル操作が行われた場合には、ＥＣＵ２０は、ステップＳ３１に戻り、待機時間Ｔ２（遅延時間に相当）の再設定を行う。具体的には、ステップＳ３１において、ＥＣＵ２０は、前回設定した待機時間Ｔ２の設定を解除するとともに、新たな待機時間Ｔ２を設定する。この場合、新たな待機時間Ｔ２とは、運転者による一時的な再スロットル操作が行われて（ステップＳ３７でＹＥＳ判定されて）からエンジン３０を自動停止（アイドルストップ）させるまでの待ち時間である。この待機時間Ｔ２の再設定により、エンジン３０を停止させるタイミングがタイミングｔｂよりもさらに後のタイミングｔｃ（図６参照）に遅延される。 On the other hand, if vehicle 10 remains stopped (YES in step S37), that is, if the driver performs a temporary rethrottle operation, ECU 20 returns to step S31 and waits for waiting time T2 (delay time Equivalent to)). Specifically, in step S31, the ECU 20 cancels the setting of the previously set waiting time T2 and sets a new waiting time T2. In this case, the new standby time T2 is a waiting time from when the driver performs a temporary rethrottle operation (YES in step S37) and automatically stops the engine 30 (idle stop). . By resetting the waiting time T2, the timing at which the engine 30 is stopped is delayed to the timing tc (see FIG. 6) further behind the timing tb.
　その後、ＥＣＵ２０は、ステップＳ３２以降の処理を再び実施する。そして、再設定した待機時間Ｔ２が経過した場合（ステップＳ３４がＹＥＳの場合）には、ＥＣＵ２０は、エンジン停止遅延処理を終了し、その後のステップＳ２１（図３）においてエンジン３０の停止処理を行う。これにより、タイミングｔｂよりもさらに遅延されたタイミングｔｃでエンジン３０が停止される。一方、再設定した待機時間Ｔ２が未だ経過していない場合には、ＥＣＵ２０は、当該待機時間Ｔ２が経過するまでステップＳ３３～Ｓ３６の各処理を繰り返す。 After that, the ECU 20 carries out the processing after step S32 again. Then, when the reset standby time T2 has elapsed (when step S34 is YES), the ECU 20 ends the engine stop delay process and performs the process of stopping the engine 30 in the subsequent step S21 (FIG. 3). . Thus, the engine 30 is stopped at the timing tc which is further delayed than the timing tb. On the other hand, when the reset standby time T2 has not yet elapsed, the ECU 20 repeats the processes of steps S33 to S36 until the standby time T2 elapses.
　そして、再度一時的なスロットル操作が運転者により行われたにもかかわらず、車両１０が停止したままである場合（ステップＳ３５がＹＥＳでかつステップＳ３７がＹＥＳの場合）には、ＥＣＵ２０は、再びステップＳ３１に戻って待機時間Ｔ２を再設定する。このように、本エンジン停止遅延処理では、待機時間Ｔ２が経過する前に運転者による一時的な再スロットル操作が行われる度に、新たな待機時間Ｔ２が再設定されエンジン３０の停止タイミングが遅延されるようになっている。したがって、運転者の意に応じてエンジン３０の停止タイミングを無制限に遅延させることが可能となっている。 Then, even if the driver performs the temporary throttle operation again, if the vehicle 10 remains stopped (YES in step S35 and YES in step S37), the ECU 20 again Returning to step S31, the waiting time T2 is reset. Thus, in the present engine stop delay process, whenever the driver performs a temporary rethrottle operation before the standby time T2 elapses, the new standby time T2 is reset and the stop timing of the engine 30 is delayed. It is supposed to be Therefore, it is possible to delay the stop timing of the engine 30 without limit according to the driver's will.
　なお、図２に示すＥＣＵ２０は、エンジン３０の停止タイミングｔａよりも優先されるエンジン３０の動作に関するスケジュールを決定するスケジュール決定手段として機能する。特に、ＥＣＵ２０におけるステップＳ１５、Ｓ１６、Ｓ１７、Ｓ１９、Ｓ２０、およびＳ２１の処理は、スケジュール決定手段の一構成例として機能する。 The ECU 20 illustrated in FIG. 2 functions as a schedule determination unit that determines a schedule related to the operation of the engine 30 which is prioritized over the stop timing ta of the engine 30. In particular, the processes of steps S15, S16, S17, S19, S20, and S21 in the ECU 20 function as one configuration example of the schedule determination means.
　特に、ＥＣＵ２０におけるステップＳ１５およびＳ１９の処理は、車両１０の走行を開始させるためのスロットルに対する通常の操作とは異なる操作が運転者により当該スロットルに対して行われたか否かを判定する判定手段の一例として機能する。 In particular, the processing of steps S15 and S19 in the ECU 20 is a determination means for determining whether or not the driver has performed an operation different from a normal operation on the throttle for starting the traveling of the vehicle 10. It functions as an example.
　また、ＥＣＵ２０におけるステップＳ２０の処理、すなわち、図４に示すステップＳ３１～Ｓ３７の処理、およびステップＳ２１の処理は、待機時間Ｔ１が経過するまでの間における第１の操作部材としての例えばスロットルグリップ１４の運転者による操作に基づいて遅延時間Ｔ２を設定し、その遅延時間Ｔ２によりエンジン３０の停止タイミングを遅延させる処理を、停止処理として実施する遅延手段の一例として機能する。 Further, the processing of step S20 in the ECU 20, that is, the processing of steps S31 to S37 shown in FIG. 4 and the processing of step S21, may be performed, for example, as a first operating member until the waiting time T1 elapses. The delay time T2 is set based on the operation by the driver, and the process of delaying the stop timing of the engine 30 by the delay time T2 functions as an example of the delay means that implements the stop process.
　ＥＣＵ２０におけるステップＳ１６およびＳ１７の処理は、待機時間Ｔ１が経過するまでの間における第２の操作部材としての例えば後側ブレーキレバー１６の操作に応答してエンジン３０を停止させる処理を、停止処理として実施する停止手段の一例として機能する。 The process of steps S16 and S17 in the ECU 20 is a process of stopping the engine 30 in response to the operation of the rear brake lever 16 as the second operation member until the standby time T1 elapses, as a stop process. It functions as an example of the stopping means to be implemented.
　特に、ＥＣＵ２０におけるステップＳ１６の処理は、前記第２の操作部材が運転者により操作されたか否かを判定する第２の判定手段の一例として機能する。 In particular, the process of step S16 in the ECU 20 functions as an example of a second determination unit that determines whether the second operation member is operated by the driver.
　次に、上述したエンジン停止遅延処理を含むアイドルストップ制御処理を実行中におけるエンジン制御システム１０の具体的な動作について図５及び図６に基づいて説明する。図５は運転者によるリアブレーキの解除操作に応答してエンジン３０を即座に停止させる場合におけるエンジン制御装置１００の具体的な動作を示すタイミングチャートである。図６は、運転者による一時的なスロットル操作に基づいてエンジン３０を停止させるタイミングを遅延させる場合におけるエンジン制御装置１００の具体的な動作を示すタイミングチャートである。 Next, the specific operation of the engine control system 10 during execution of the idle stop control process including the above-described engine stop delay process will be described based on FIGS. 5 and 6. FIG. 5 is a timing chart showing a specific operation of the engine control apparatus 100 when the engine 30 is immediately stopped in response to the release operation of the rear brake by the driver. FIG. 6 is a timing chart showing a specific operation of the engine control device 100 in the case of delaying the timing for stopping the engine 30 based on the temporary throttle operation by the driver.
　まず、運転者によるリアブレーキの解除操作に応答してエンジン３０を即座に停止させる場合のエンジン制御装置１００の具体的な動作について図５に基づいて説明する。 First, a specific operation of the engine control device 100 in the case where the engine 30 is immediately stopped in response to the release operation of the rear brake by the driver will be described based on FIG.
　図５において、符号（ａ）は、車両１０の速度（車速）の変化を示しており、符号（ｂ）は、スロットルバルブＴＶの開度（スロットル開度）の変化を示しており、また、符号（ｃ）は、タイマの動作状態を示している。また、図５において、符号（ｄ）は、エンジン３０の動作状態を示しており、符号（ｅ）は、リアブレーキの動作状態を示しており、また、符号（ｆ）は、フロントブレーキの動作状態を示している。 In FIG. 5, the symbol (a) indicates the change of the speed (vehicle speed) of the vehicle 10, and the symbol (b) indicates the change of the opening degree (throttle opening degree) of the throttle valve TV. The code (c) indicates the operating state of the timer. Further, in FIG. 5, reference numeral (d) indicates the operating state of the engine 30, reference numeral (e) indicates the operating state of the rear brake, and reference numeral (f) indicates the operation of the front brake. It shows the state.
　図５に示すように、タイミングｔ１１以前ではエンジン３０が運転状態にあり、車両１０が走行中である。このとき、スロットルグリップ１４は運転者により所定位置に操作されている。 As shown in FIG. 5, before the timing t11, the engine 30 is in operation and the vehicle 10 is traveling. At this time, the throttle grip 14 is operated by the driver to a predetermined position.
　ここで、タイミングｔ１１において運転者によりスロットルグリップ１４の解除操作、すなわち、スロットルの解除操作が開始され、かつ運転者により前側ブレーキレバー１５および後側ブレーキレバー１６が操作されて対応するフロントブレーキ及びリアブレーキの作動状態への操作が開始されると、車両１０の速度が時間の経過に伴い減少し始める。この後、タイミングｔ１２において車両１０が停止する。なお、このとき、エンジン３０は運転状態のままである。 Here, at timing t11, the release operation of the throttle grip 14 by the driver, that is, the release operation of the throttle is started, and the driver operates the front brake lever 15 and the rear brake lever 16 to correspond to the corresponding front brake and rear When the operation to the brake application state is started, the speed of the vehicle 10 starts to decrease with the passage of time. Thereafter, the vehicle 10 is stopped at timing t12. At this time, the engine 30 is in the operating state.
　このとき、アイドルストップ制御処理のステップＳ３１の判断はＹＥＳとなり、タイミングｔ１２において、タイマによる経過時間ＴＸの計測が開始される（ステップＳ１２参照）。ここで、経過時間ＴＸが待機時間Ｔ１に達する前のタイミングｔ１３、すなわち車両１０が停止してから待機時間Ｔ１が経過する前のタイミングｔ１３において運転者によるリアブレーキの解除操作が開始されたとする。この結果、その後のタイミングｔ１４において後側ブレーキレバー１６の操作量が閾値Ｋ２を下回ると、リアブレーキの解除操作が行われたと判定される（ステップＳ１６の判断の結果ＹＥＳ）。したがって、エンジン３０が停止される（タイミングｔ１４、ステップＳ１７参照）。これにより、車両１０が停止してから待機時間Ｔ１が経過するまでの間であっても、運転者によるリアブレーキの解除操作に応答してエンジン３０を即座に停止させることができる。 At this time, the determination in step S31 of the idle stop control process is YES, and measurement of the elapsed time TX by the timer is started at timing t12 (see step S12). Here, it is assumed that the release operation of the rear brake by the driver is started at timing t13 before the elapsed time TX reaches the standby time T1, that is, at timing t13 before the standby time T1 elapses after the vehicle 10 is stopped. As a result, when the operation amount of the rear brake lever 16 falls below the threshold value K2 at the subsequent timing t14, it is determined that the release operation of the rear brake has been performed (YES in the determination of step S16). Therefore, the engine 30 is stopped (see timing t14 and step S17). As a result, even in the period from when the vehicle 10 is stopped to when the standby time T1 elapses, the engine 30 can be immediately stopped in response to the release operation of the rear brake by the driver.
　なお、図５の符号（ｆ）に示されているように、フロントブレーキについてはタイミングｔ１３以降も、その作動状態が維持されている。したがって、タイミングｔ１３においてリアブレーキの解除操作が行われたにもかかわらず、その後も車両１０は安定した停止状態が維持される。また、タイミングｔ１４においてエンジン停止処理が実行されるため、経過時間ＴＸの計測も終了する（ステップＳ１８参照）。 As indicated by the symbol (f) in FIG. 5, the operation state of the front brake is maintained also after timing t13. Therefore, although the release operation of the rear brake is performed at timing t13, the vehicle 10 is maintained in the stable stop state thereafter. In addition, since the engine stop process is executed at timing t14, the measurement of the elapsed time TX is also ended (see step S18).
　次に、運転者による一時的なスロットル操作に基づいてエンジン３０の停止タイミングを遅延させる場合のエンジン制御装置１００の具体的な動作について図６に基づいて説明する。 Next, a specific operation of the engine control device 100 in the case of delaying the stop timing of the engine 30 based on the temporary throttle operation by the driver will be described based on FIG.
　図６において、符号（ａ）～（ｆ）に示されるパラメータは、図５に示す符号（ａ）～（ｆ）に示されるパラメータと同一である。 In FIG. 6, the parameters indicated by reference numerals (a) to (f) are the same as the parameters indicated by reference numerals (a) to (f) shown in FIG.
　図６に示すように、走行中の車両１０が停止するまで（タイミングｔ２１～ｔ２２）の作用は図５と同様であり、タイミングｔ２２においてタイマによる経過時間ＴＸの計測が開始される（ステップＳ２２参照）。 As shown in FIG. 6, the operation until the vehicle 10 being driven stops (timing t21 to timing t22) is the same as that of FIG. 5, and measurement of the elapsed time TX by the timer is started at timing t22 (see step S22). ).
　その後、経過時間ＴＸが待機時間Ｔ１に達する前のタイミングｔ２３、すなわち車両１０が停止してから待機時間Ｔ１が経過する前のタイミングｔ２３において運転者による一時的なスロットル操作が開始されたとする。この結果、その後のタイミングｔ２４においてスロットルバルブの開度が閾値Ｋ１に達し、スロットル操作が行われたものと判断される（ステップＳ１５の判断の結果ＹＥＳ）。そして、そのタイミングｔ２４から遅延時間ＴＵが経過した後のタイミングｔ２５において、車両１０が停止したままであるか否かが判定される（ステップＳ１９）。今、運転者のスロットル操作は一時的なスロットル操作であるため、車両１０は停止したままであり（ステップＳ１９の判断の結果ＹＥＳ）、新たな待機時間Ｔ２が設定される（ステップＳ３１参照）とともに、タイマによる経過時間ＴＸのカウント処理がリセットされ、この待機時間Ｔ２からダウンカウントが再び開始される（タイミングｔ２５、ステップＳ３２参照）。 Thereafter, it is assumed that the driver's temporary throttle operation is started at timing t23 before the elapsed time TX reaches the standby time T1, that is, at timing t23 before the standby time T1 elapses after the vehicle 10 is stopped. As a result, at the subsequent timing t24, the opening degree of the throttle valve reaches the threshold value K1, and it is determined that the throttle operation has been performed (YES in the determination of step S15). Then, at timing t25 after the delay time TU has elapsed from the timing t24, it is determined whether the vehicle 10 is stopped (step S19). Now, since the driver's throttle operation is a temporary throttle operation, the vehicle 10 remains stopped (YES as a result of the determination in step S19), and a new standby time T2 is set (see step S31). The counting process of the elapsed time TX by the timer is reset, and the down-counting is started again from the waiting time T2 (see timing t25 and step S32).
　この待機時間Ｔ２の設定によりエンジン３０の停止タイミングがタイミングｔ２５から待機時間Ｔ２だけ後のタイミングｔｂに遅延される。 Due to the setting of the waiting time T2, the stop timing of the engine 30 is delayed to the timing tb which is the waiting time T2 after the timing t25.
　その後、経過時間ＴＸが待機時間Ｔ２に達する前のタイミングｔ２６、すなわち運転者による一時的なスロットル操作が行われてから（タイミングｔ２５から）待機時間Ｔ２が経過する前のタイミングｔ２６において運転者による再度の一時的なスロットル操作が開始される。そして、その後のタイミングｔ２７においてスロットルバルブの開度が閾値Ｋ１に達し、スロットル操作が行われたものと判断される（ステップＳ３５の判断の結果ＹＥＳ）。そして、そのタイミングｔ２７から遅延時間ＴＵが経過した後のタイミングｔ２８において、車両１０が停止したままであるか否かが判定される（ステップＳ３７参照）。今回の運転者のスロットル操作も一時的なスロットル操作であるため、車両１０は停止したままであり（ステップＳ３７の判断の結果ＹＥＳ）、新たな待機時間Ｔ２が再設定される（ステップＳ３１参照）とともに、タイマによる経過時間ＴＸのカウント処理がリセットされ、この再設定された待機時間Ｔ２からダウンカウントが再び開始される（タイミングｔ２８、ステップＳ３２参照）。この結果、エンジン３０の停止タイミングがタイミングｔ２８からさらに待機時間Ｔ２だけ後のタイミングｔｃに遅延される。 Thereafter, at timing t26 before the elapsed time TX reaches the standby time T2, that is, at timing t26 before the standby time T2 elapses (after the driver's temporary throttle operation is performed (from timing t25)) Temporary throttle operation is started. Then, at timing t27 thereafter, the opening degree of the throttle valve reaches the threshold value K1, and it is determined that the throttle operation has been performed (YES in the determination of step S35). Then, at timing t28 after the delay time TU has elapsed from the timing t27, it is determined whether the vehicle 10 is stopped (see step S37). Since the driver's throttle operation this time is also a temporary throttle operation, the vehicle 10 remains stopped (YES as a result of the determination in step S37), and a new standby time T2 is reset (see step S31). At the same time, the counting process of the elapsed time TX by the timer is reset, and the down-counting is started again from the reset waiting time T2 (see timing t28 and step S32). As a result, the stop timing of the engine 30 is delayed to the timing tc which is further after the timing t28 by the standby time T2.
　その後、待機時間Ｔ２が経過した後の遅延タイミングｔｃ（ｔ２９）において、エンジン３０が自動停止される（ステップＳ３４の結果ＹＥＳ、およびステップＳ２１参照）。なお、このタイミングｔ２９において経過時間ＴＸの計測が終了する（ステップＳ１８参照）。 Thereafter, at delay timing tc (t29) after the waiting time T2 has elapsed, the engine 30 is automatically stopped (YES in step S34 and refer to step S21). The measurement of the elapsed time TX ends at this timing t29 (see step S18).
　以上、詳述した第１の実施形態におけるエンジン制御装置１００の構成は、以下の優れた効果を得ることができる。 The configuration of the engine control device 100 in the first embodiment described above can achieve the following excellent effects.
　エンジン制御装置１００は、車両１０が停止してから待機時間Ｔ１が経過するまでの間に、車両１０の走行を開始させるための通常のスロットル操作とは異なる特殊なスロットル操作が運転者により行われたことに基づいて、エンジン３０の動作スケジュールを、上記待機時間Ｔ１で定まる所定タイミングｔａで停止させる動作スケジュールではなく、この所定タイミングｔａよりも後のタイミングｔｂで停止させる動作スケジュール、すなわち、タイミングｔｂまでエンジン３０の動作を継続させる動作スケジュールとして決定する。 In the engine control device 100, the driver performs a special throttle operation different from the normal throttle operation for starting the traveling of the vehicle 10 during the time when the standby time T1 elapses after the vehicle 10 stops. On the basis of the operation schedule, the operation schedule for stopping the operation schedule of the engine 30 at a timing tb later than the predetermined timing ta, not the operation schedule for stopping the predetermined timing ta determined by the waiting time T1, ie, the timing tb It is determined as an operation schedule for continuing the operation of the engine 30.
　具体的には、エンジン制御装置１００は、エンジン３０を停止させるタイミングを、上記待機時間Ｔ１で定まる所定タイミングｔａよりも後のタイミングｔｂに遅延させるように構成されている。これにより、待機時間Ｔ１が経過する前に運転者の意に応じてエンジン３０の停止を遅らせることができる。したがって、例えば車両１０が右折待ち等で交差点内において停止している場合に、エンジン３０が自動停止してしまうことを回避することができ、この自動停止に起因した車両１０の運転者の不快感を解消することができる。 Specifically, the engine control device 100 is configured to delay the timing at which the engine 30 is stopped, to a timing tb later than the predetermined timing ta determined by the standby time T1. Thus, the stop of the engine 30 can be delayed according to the driver's intention before the standby time T1 elapses. Therefore, for example, when the vehicle 10 is stopped at the intersection while waiting for a right turn, it is possible to prevent the engine 30 from being automatically stopped, and the driver's discomfort of the vehicle 10 caused by the automatic stop Can be eliminated.
　エンジン３０の停止を遅延させるということは、つまりエンジン３０のアイドル運転状態をその分、延長、すなわち継続させるということである。この点からすると、運転状態を延長させるという運転者の意思を表す操作であるスロットル操作を利用してエンジン３０の停止を遅延させる上記の構成は、運転者がエンジン３０の停止の遅延操作をする上で、運転者にとってわかりやすい構成となっている。 To delay the stop of the engine 30 means to extend or continue the idle operating state of the engine 30 by that amount. From this point of view, in the above configuration in which the stop of the engine 30 is delayed using the throttle operation, which is an operation representing the driver's intention to extend the driving state, the driver performs the delay operation of the stop of the engine 30. Above, it is a configuration that is easy for the driver to understand.
　エンジン制御装置１００の上記構成は、車両１０にもともと設けられているスロットルグリップ１４の運転者による操作に基づきエンジン３０の停止を遅延させている。このため、遅延操作をするための新たな操作部材を車両１０に別途設ける必要がなく、それ故車両１０の構成が複雑化するのを回避しながら上記各効果を得ることができる。 The above configuration of the engine control device 100 delays the stop of the engine 30 based on the operation by the driver of the throttle grip 14 originally provided to the vehicle 10. For this reason, it is not necessary to separately provide the vehicle 10 with a new operation member for performing the delay operation, and therefore, the above respective effects can be obtained while avoiding the configuration of the vehicle 10 from being complicated.
　また、エンジン制御装置１００は、運転者によるスロットル操作が行われたことを判定した場合に、当該スロットル操作にもかかわらず車速センサ３５により検出された車両１０の速度が０のままであるときに、当該スロットル操作が通常のスロットル操作とは異なる特殊なスロットル操作（一時的なスロットル操作）であると判定している。この構成によれば、車両１０の走行を開始させるための通常のスロットル操作とは異なる特殊なスロットル操作、すなわち運転者のエンジン３０停止の遅延意思に基づくスロットル操作が行われたことを好適に判定することができる。 Further, when engine control device 100 determines that the driver has performed a throttle operation, the speed of vehicle 10 detected by vehicle speed sensor 35 remains 0 even though the throttle operation is performed. It is determined that the throttle operation is a special throttle operation (temporary throttle operation) different from a normal throttle operation. According to this configuration, it is suitably determined that the special throttle operation different from the normal throttle operation for starting the traveling of the vehicle 10, that is, the throttle operation based on the driver's intention to stop the engine 30 is performed. can do.
　さらに、エンジン制御装置１００は、車両１０が停止してから待機時間Ｔ１が経過するまでの間に、通常のスロットル操作とは異なる特殊なスロットル操作が運転者により行われたことに基づいて待機時間Ｔ２（遅延時間）を設定し、その待機時間Ｔ２が経過するまでの間に運転者による再スロットル操作が行われた場合に、新たな待機時間Ｔ２を再設定するようにした。この構成によれば、待機時間Ｔ２が経過するまでの間に運転者により再スロットル操作が行われる度に、エンジン３０の停止タイミングが遅延される。そのため、運転者にエンジン３０の停止を遅延させる機会を無制限に与えることができ、より一層運転者の意に応じたアイドルストップ制御を実現することができる。 Furthermore, engine control device 100 sets the standby time based on the fact that the driver performs a special throttle operation different from the normal throttle operation between the time when vehicle 10 stops and the standby time T1 elapses. T2 (delay time) is set, and the new standby time T2 is reset when the driver performs re-throttle operation until the standby time T2 elapses. According to this configuration, the stop timing of the engine 30 is delayed each time the driver performs the re-throttle operation until the standby time T2 elapses. Therefore, it is possible to give the driver an unlimited opportunity to delay the stop of the engine 30, and it is possible to realize the idle stop control according to the driver's intention.
　エンジン制御装置１００は、車両１０が停止してから待機時間Ｔ１が経過するまでの間に通常のスロットル操作とは異なる特殊なスロットル操作が運転者により行われたことに応じて、待機時間Ｔ１のカウントをリセットし、この待機時間Ｔ１よりも長い待機時間Ｔ２（遅延時間）を設定した。この構成によれば、エンジン３０の停止タイミングを、比較的後のタイミングに遅延させることができるため、車両１０が右折待ち等で交差点内において停止している場合等、本来エンジン３０を停止させたくない状況下において、エンジン３０が停止してしまうのをより確実に回避することができる。 Engine control apparatus 100 is configured to respond to the fact that the driver performs a special throttle operation different from the normal throttle operation by the time the standby time T1 elapses after the vehicle 10 is stopped. The count was reset, and a waiting time T2 (delay time) longer than the waiting time T1 was set. According to this configuration, since the stop timing of the engine 30 can be delayed to a later timing, it is desirable to stop the engine 30 originally when, for example, the vehicle 10 is stopped at an intersection due to right turn etc. Under no circumstances, it can be more reliably avoided that the engine 30 is stopped.
　エンジン制御装置１００は、車両停止から待機時間Ｔ１が経過する前に、運転者によるリアブレーキの解除操作が発生した場合、エンジン３０の動作スケジュールを、上記所定タイミングｔａで停止するスケジュールではなく、上記リアブレーキの解除操作に対応して即座にエンジン３０を停止させる動作スケジュールとして決定する。 The engine control apparatus 100 does not stop the operation schedule of the engine 30 at the above-mentioned predetermined timing ta when the release operation of the rear brake is generated by the driver before the waiting time T1 elapses from the vehicle stop, and the above-mentioned It is determined as an operation schedule for stopping the engine 30 immediately in response to the release operation of the rear brake.
　具体的には、エンジン制御装置１００は、運転者によるリアブレーキの解除操作に応答してエンジン３０を即座に停止させるようにしている。この構成によれば、運転者が燃費の面等からエンジン３０を速やかに停止させたい場合に、待機時間Ｔ１が経過するのを待つことなくエンジン３０を停止させることができる。また、待機時間Ｔ１が経過するまでの間、運転者が、いつエンジン３０が停止するのか不安を感じながら待つ状況を回避することもできる。 Specifically, the engine control device 100 immediately stops the engine 30 in response to the release operation of the rear brake by the driver. According to this configuration, when the driver wants to stop the engine 30 promptly from the viewpoint of fuel consumption etc., the engine 30 can be stopped without waiting for the standby time T1 to elapse. In addition, it is possible to avoid the situation where the driver waits while feeling anxious when the engine 30 is stopped until the waiting time T1 elapses.
　エンジン制御装置１００は、リアブレーキの解除を、フロントブレーキの作動状態を維持した状態で、行っている。この構成によれば、四輪車両と比べ車体が不安定である二輪車両１０において、その安定した停止状態を維持しながら、解除操作に応答したエンジン３０の停止を実行することができる。 The engine control device 100 performs the release of the rear brake in a state in which the operation state of the front brake is maintained. According to this configuration, in the two-wheeled vehicle 10 in which the vehicle body is unstable compared to the four-wheeled vehicle, the engine 30 can be stopped in response to the release operation while maintaining the stable stop state.
　後側ブレーキレバー１６は、運転者と対面する車体前部１１において、スロットルグリップ１４とは逆側に設けられているため、運転者は、スロットルグリップ１４を離しながら、リアブレーキ解除の操作を容易に行うことができる。そのため、運転者の操作性を高く維持することができる。 The rear brake lever 16 is provided on the opposite side to the throttle grip 14 at the vehicle front portion 11 facing the driver, so the driver can easily release the rear brake while releasing the throttle grip 14 Can be done. Therefore, the operability of the driver can be maintained high.
　エンジン制御装置１００は、車両１０が停止してから待機時間Ｔ１が経過するまでの間、当該待機時間Ｔ１の経過状況を表示する時間表示部２２を備えている。この構成によれば、運転者は待機時間Ｔ１が経過するまでの間その経過状況を把握することができる。このため、運転者が、いつエンジン３０が停止するのかがわからず不安を感じてしまうという状況の発生を回避することができる。また、上記構成は、運転者が、運転時の周囲の状況と待機時間Ｔ１の経過状況とを照らし合わせて、エンジン３０の停止タイミングを遅らせたり早めたりする判断を行うことを可能にする。このため、運転者がより最適なタイミングでエンジン３０を停止させることが可能となる。 The engine control device 100 includes a time display unit 22 that displays an elapsed state of the standby time T1 until the standby time T1 elapses after the vehicle 10 is stopped. According to this configuration, the driver can grasp the progress situation until the waiting time T1 elapses. For this reason, it is possible to avoid the occurrence of a situation where the driver does not know when the engine 30 will stop and feels uneasy. In addition, the above configuration enables the driver to make a determination to delay or accelerate the stop timing of the engine 30 by comparing the surrounding situation during driving with the elapsed situation of the waiting time T1. Therefore, the driver can stop the engine 30 at more optimal timing.
　〔第２の実施形態〕
　本発明の第２の実施形態に係るエンジン制御システムについて、図７～図９を参照して説明する。 Second Embodiment
An engine control system according to a second embodiment of the present invention will be described with reference to FIGS. 7 to 9.
　上記第１の実施形態に係るエンジン制御装置１００は、運転者による操作部材の操作に基づいて、エンジン３０を所定のタイミングとは異なるタイミングで停止させるように制御する構成である。これに対し、第２の実施形態に係るエンジン制御装置１００Ａは、上記構成に代えて又は加えて、運転者による操作部材の操作に基づいて、エンジン３０の自動停止を禁止させるよう制御する構成である。以下、第２の実施形態に係るエンジン制御装置１００Ａの構成について説明する。 The engine control device 100 according to the first embodiment is configured to control the engine 30 to stop at a timing different from the predetermined timing based on the operation of the operation member by the driver. On the other hand, the engine control device 100A according to the second embodiment controls to prohibit the automatic stop of the engine 30 based on the operation of the operation member by the driver instead or in addition to the above configuration. is there. The configuration of the engine control device 100A according to the second embodiment will be described below.
　なお、第２の実施形態では、車両１０の構成、及びエンジン制御装置１００Ａの構成について、上記第１の実施形態における車両１０の構成、及びエンジン制御装置１００の構成と以下の点を除いて基本的に共通である。このため、エンジン制御装置１００Ａの構成について、車両１０及びエンジン制御装置１００の構成要素と同一の構成要素については、同一の符号を付してその説明を省略し、第１の実施形態における車両１０の構成、及びエンジン制御装置１００の構成と異なる構成について、重点的に説明する。 In the second embodiment, the configuration of the vehicle 10 and the configuration of the engine control device 100A are basically the same as the configuration of the vehicle 10 in the first embodiment and the configuration of the engine control device 100 and the following points. Common. Therefore, in the configuration of engine control device 100A, the same components as the components of vehicle 10 and engine control device 100 are given the same reference numerals, and the description thereof is omitted, and vehicle 10 in the first embodiment. The configuration of the engine control device 100 and the configuration different from the configuration of the engine control device 100 will be mainly described.
　図２に示すように、第２の実施形態に係るエンジン制御装置１００Ａは、ＥＣＵ２０に通信可能に接続された切替スイッチ２５、キャンセルスイッチ２６、およびアイドルストップ表示部２８を備えている。なお、図２において、第１実施形態のエンジン制御装置１００の構成要素に加えて、切替スイッチ２５、キャンセルスイッチ２６、およびアイドルストップ表示部２８を加えた構成が、第２の実施形態に係るエンジン制御装置１００Ａの構成である。 As shown in FIG. 2, the engine control device 100A according to the second embodiment includes a changeover switch 25, a cancel switch 26, and an idle stop display unit 28 communicably connected to the ECU 20. In addition, in FIG. 2, in addition to the components of the engine control device 100 of the first embodiment, the configuration in which the changeover switch 25, the cancel switch 26, and the idle stop display unit 28 are added is the engine according to the second embodiment. It is the composition of control device 100A.
　切替スイッチ２５は、エンジン制御装置１００Ａのアイドルストップ機能を有効にすること、および無効とすること、の何れかに切り替える要求をＥＣＵ２０に送るためのデバイスである。 The changeover switch 25 is a device for sending, to the ECU 20, a request to switch to either enable or disable the idle stop function of the engine control device 100A.
　キャンセルスイッチ２６は、エンジン制御装置１００Ａにおけるアイドルストップ機能を一時的に停止（キャンセル）させる要求をＥＣＵ２０に送るためのデバイスである。 The cancel switch 26 is a device for sending to the ECU 20 a request to temporarily stop (cancel) the idle stop function in the engine control device 100A.
　切替スイッチ２５は、例えば車両１０の車体前部１１における右側ハンドルおよびバックミラーの近傍に設けられ、キャンセルスイッチ２６は、例えば車両１０の車体前部１１における右側ハンドル１２および停止スイッチ２４の近傍に設けられている（図１参照）。 The changeover switch 25 is provided, for example, in the vicinity of the right steering wheel and rear mirror in the vehicle body front part 11 of the vehicle 10, and the cancel switch 26 is provided, for example, in the vicinity of the right steering wheel 12 and the stop switch 24 in the vehicle body front part 11 of the vehicle 10. (See Figure 1).
　ＥＣＵ２０は、車両１０の走行中において運転者による切替スイッチ２５の操作情報、あるいはキャンセルスイッチ２６の操作情に基づいて、走行中の車両１０が次に停止する際におけるエンジン３０の自動停止を禁止させるか否かを判断し、判断結果に基づいて、エンジン３０の自動停止を実行するか禁止するかを決定する。 The ECU 20 prohibits the automatic stop of the engine 30 when the traveling vehicle 10 stops next, based on the operation information of the switch 25 by the driver or the operation information of the cancel switch 26 while the vehicle 10 is traveling. It is determined whether the automatic stop of the engine 30 is to be performed or not based on the determination result.
　具体的には、ＥＣＵ２０は、その動作モードを、エンジン制御装置１００Ａにおけるアイドルストップ機能が有効となる有効モードと、アイドルストップ機能が無効となる無効モードとに切替可能になっている。 Specifically, the ECU 20 can switch the operation mode between a valid mode in which the idle stop function in the engine control apparatus 100A is valid and a invalid mode in which the idle stop function is invalid.
　すなわち、ＥＣＵ２０は、その動作モードを、切替スイッチ２５の操作情報、あるいはキャンセルスイッチ２６の操作情報に基づいて、有効モードと無効モードとの間で切替ることができる。 That is, the ECU 20 can switch the operation mode between the active mode and the inactive mode based on the operation information of the changeover switch 25 or the operation information of the cancel switch 26.
　具体的には、例えば運転者により切替スイッチ２５がＯＮ操作されると、ＥＣＵ２０は有効モードに移行し、一方、例えば運転者により切替スイッチ２５がＯＦＦ操作されると、ＥＣＵ２０は無効モード（キャンセルモード）に移行する。そして、ＥＣＵ２０は、有効モードにおける動作中において車両１０が停止した場合にはアイドルストップ制御処理を実行し、無効モードにおける動作中において車両１０が停止した場合にはアイドルストップ制御処理を実行しないように構成されている。 Specifically, for example, when the switch 25 is turned on by the driver, the ECU 20 shifts to the effective mode, while when the switch 25 is turned off by the driver, for example, the ECU 20 is in the invalid mode (cancel mode Move to). Then, the ECU 20 performs the idle stop control process when the vehicle 10 is stopped during the operation in the effective mode, and does not execute the idle stop control process when the vehicle 10 is stopped during the operation in the ineffective mode. It is configured.
　同様に、ＥＣＵ２０は、キャンセルスイッチ２６が操作されていない状態では、有効モードで動作しており、車両１０の走行中に例えば運転者の操作によりキャンセルスイッチ２６が操作されると、その動作モードをキャンセルモード（無効モード）にする。そして、ＥＣＵ２０は、そのキャンセルモードにおいて車両１０が停止した場合には、その停止に際しエンジン３０を自動停止させないよう制御、すなわち、アイドルストップ制御処理の実行を禁止する制御を行うようになっている。 Similarly, when the cancel switch 26 is not operated, the ECU 20 operates in the effective mode, and when the cancel switch 26 is operated by the driver's operation, for example, while the vehicle 10 is traveling, the operation mode is Set to cancel mode (invalid mode). Then, when the vehicle 10 is stopped in the cancellation mode, the ECU 20 performs control such that the engine 30 is not automatically stopped when the vehicle 10 is stopped, that is, control for prohibiting the execution of the idle stop control process.
　なおここで、第２の実施形態において、切替スイッチ２５および／またはキャンセルスイッチ２６が第３操作部材に相当する。 Here, in the second embodiment, the changeover switch 25 and / or the cancel switch 26 correspond to the third operation member.
　ＥＣＵ２０には、アイドルストップの実施状況等を表示するためのアイドルストップ表示部２８が接続されている。アイドルストップ表示部２８は、例えばＬＥＤ等の発光表示部を有しており、この発光表示部を点灯、あるいは点滅させることが可能になっている。このアイドルストップ表示部２８は、車体前部１１における、例えば表示部２１付近に設けられている（図１参照）。 The ECU 20 is connected to an idle stop display unit 28 for displaying an implementation state of the idle stop and the like. The idle stop display unit 28 has a light emission display unit such as an LED, for example, and the light emission display unit can be lighted or blinked. The idle stop display unit 28 is provided, for example, in the vicinity of the display unit 21 in the vehicle body front portion 11 (see FIG. 1).
　例えば、ＥＣＵ２０は、エンジン３０の自動停止状態すなわちアイドルストップ状態においては、アイドルストップ表示部２８を制御してその発光表示部を点滅させる。また、ＥＣＵ２０は、キャンセルモード状態においては、アイドルストップ表示部２８を制御してその発光表示部を消灯させ、キャンセルモードの解除状態（換言するとアイドルストップの待機状態）においてはアイドルストップ表示部２８を点灯させる。 For example, in the automatic stop state of the engine 30, that is, the idle stop state, the ECU 20 controls the idle stop display unit 28 to blink the light emission display unit. Further, the ECU 20 controls the idle stop display unit 28 to turn off the light emission display unit in the cancel mode state, and the idle stop display unit 28 in the cancellation state of the cancel mode (in other words, the idle stop standby state). Turn on.
　続いて、ＥＣＵ２０により実行されるキャンセルモード設定処理について図７を参照して説明する。 Subsequently, a cancel mode setting process executed by the ECU 20 will be described with reference to FIG.
　ＥＣＵ２０は、エンジン始動後、運転者によりキャンセルスイッチ２６が操作されその操作信号が送られてきたか否か判断している（ステップＳ３０）。なお、ＥＣＵ２０の動作モードは、初期状態では、有効モードとなっており、アイドルストップ表示部２８が点灯するようになっている。 After the engine is started, the ECU 20 determines whether the driver operates the cancel switch 26 and the operation signal is sent (step S30). In the initial state, the operation mode of the ECU 20 is the effective mode, and the idle stop display unit 28 is lighted.
　運転者の操作によりキャンセルスイッチ２６から操作信号が送られてくると（ステップＳ３０の判断の結果ＹＥＳ）、ＥＣＵ２０は、車両１０が減速状態か否か判断する（ステップＳ３１）。 When an operation signal is sent from the cancel switch 26 by the driver's operation (YES as a result of the determination in step S30), the ECU 20 determines whether the vehicle 10 is in a decelerating state (step S31).
　車両１０が減速状態の場合（ステップＳ３１の判断の結果ＹＥＳ）、ＥＣＵ２０は、その動作モード（初期状態は有効モード）を、キャンセルモード（無効モード）に移行する（ステップＳ３２）。次いで、ＥＣＵ２０は、アイドルストップ表示部２８を消灯制御する（ステップＳ３３）。 If the vehicle 10 is in a decelerating state (YES as a result of the determination in step S31), the ECU 20 shifts the operation mode (the initial state is the effective mode) to the cancel mode (ineffective mode) (step S32). Next, the ECU 20 turns off the idle stop display unit 28 (step S33).
　ステップＳ３３の処理に続いて、ＥＣＵ２０は、スロットル開度センサ３６から送られてくる検出信号に基づいて、スロットルバルブＴＶの開度が所定の閾値Ｋ３以上であるか否か判断する（ステップＳ３４）。この処理の結果、スロットルバルブＴＶの開度が所定の閾値Ｋ３未満であると判断されると（ステップＳ３４の判断の結果ＮＯ）、ＥＣＵ３０は、ステップＳ３４の処理を繰り返す。 Subsequently to the process of step S33, the ECU 20 determines whether the opening degree of the throttle valve TV is equal to or more than a predetermined threshold value K3 based on the detection signal sent from the throttle opening degree sensor 36 (step S34). . As a result of the processing, when it is determined that the opening degree of the throttle valve TV is less than the predetermined threshold value K3 (NO in the determination of step S34), the ECU 30 repeats the processing of step S34.
　そして、スロットルバルブＴＶの開度が所定の閾値Ｋ３以上であると判断されると（ステップＳ３４の判断の結果ＹＥＳ）、ＥＣＵ２０は、その動作モードを有効モードに移行するとともに、アイドルストップ表示部を点灯させる（ステップＳ３５）。その後、ＥＣＵ２０は、キャンセルモード設定処理を終了する。 Then, if it is determined that the opening degree of throttle valve TV is equal to or greater than predetermined threshold value K3 (YES as a result of the determination in step S34), ECU 20 shifts its operation mode to the effective mode and The light is turned on (step S35). Thereafter, the ECU 20 ends the cancel mode setting process.
　一方、キャンセルスイッチ２６から操作信号が送られてこない場合（ステップＳ３０の判断の結果ＮＯ）、あるいは車両１０が減速状態ではない場合（ステップＳ３１の判断の結果ＮＯ）、ＥＣＵ２０は、キャンセルモード設定処理を終了する。 On the other hand, when the operation signal is not sent from the cancel switch 26 (the result of the determination of step S30 is NO) or when the vehicle 10 is not decelerating (the result of the determination of step S31 is NO), the ECU 20 performs the cancel mode setting process. Finish.
　このように、キャンセルスイッチ３６の操作により、ＥＣＵ２０の動作モードを、アイドルストップ制御処理をキャンセルするキャンセルモード（無効モード）に切り替えることができる。 Thus, by operating the cancel switch 36, the operation mode of the ECU 20 can be switched to the cancel mode (invalid mode) in which the idle stop control process is canceled.
　また、第２の実施形態では、ＥＣＵ２０の動作モードを有効モードからキャンセルモードに変更できる機会を、車両減速中に制限している。 Further, in the second embodiment, the opportunity to change the operation mode of the ECU 20 from the effective mode to the cancel mode is limited during the deceleration of the vehicle.
　続いて、ＥＣＵ２０により実行されるアイドルストップキャンセル処理を含むアイドルストップ制御処理について、図８に示すフローチャートおよび図９に示すタイムチャートに基づいて具体的に説明する。 Subsequently, an idle stop control process including an idle stop cancellation process executed by the ECU 20 will be specifically described based on a flowchart shown in FIG. 8 and a time chart shown in FIG.
　図８は、ＥＣＵ２０によって実行されるアイドルストップ制御処理を示すフローチャートである。ＥＣＵ２０は、エンジン始動後、このアイドルストップ制御処理を所定の周期で繰り返し実行するようになっている。以下、かかるアイドルストップ制御処理について同図８に基づいて説明する。なお、図８に示すアイドルストップ制御処理において、図３と同一の処理（ステップ）については、同一のステップ番号を付して、その説明は省略する。 FIG. 8 is a flowchart showing an idle stop control process performed by the ECU 20. After starting the engine, the ECU 20 repeatedly executes this idle stop control process at a predetermined cycle. Hereinafter, such idle stop control processing will be described based on FIG. In the idle stop control process shown in FIG. 8, the same process (step) as that in FIG. 3 is assigned the same step number, and the description thereof is omitted.
　ステップＳ１１の処理でＹＥＳ、すなわち、エンジン３０が運転状態にありかつ車両１０が停止した場合（ステップＳ１１でＹＥＳ）、ＥＣＵ２０は、その動作モードが有効モードであるかを判断する（ステップＳ１１ａ）。言い換えれば、ＥＣＵ２０が、その動作モードが有効モードであるかキャンセルモード（無効モード）であるかを判断する（ステップＳ１１ａ）。 In the process of step S11, that is, when the engine 30 is in the driving state and the vehicle 10 is stopped (YES in step S11), the ECU 20 determines whether the operation mode is the valid mode (step S11a). In other words, the ECU 20 determines whether the operation mode is the valid mode or the cancel mode (invalid mode) (step S11a).
　ＥＣＵ２０の動作モードが有効モードである場合（ステップＳ１１ａの判断の結果ＹＥＳ）、ＥＣＵ２０は、図３で説明したステップＳ１２以降の処理を実行する。 If the operation mode of the ECU 20 is the effective mode (YES as a result of the determination in step S11a), the ECU 20 executes the processing of step S12 and subsequent steps described in FIG. 3.
　一方、ＥＣＵ２０の動作モードがキャンセルモードである場合（ステップＳ１１ａの判断の結果ＮＯ）、ＥＣＵ２０は、図３で説明したステップＳ１２以降の処理を実行することなく、アイドルストップ制御処理を終了する。 On the other hand, when the operation mode of the ECU 20 is the cancel mode (NO in the determination of step S11a), the ECU 20 ends the idle stop control process without executing the process of step S12 and subsequent steps described in FIG.
　次に、上述したアイドルストップキャンセル処理を含むアイドルストップ制御処理を実行中におけるエンジン制御システム１０の具体的な動作について図９に基づいて説明する。 Next, a specific operation of the engine control system 10 during execution of the idle stop control process including the above-described idle stop cancellation process will be described based on FIG.
　図９において、符号（ａ）は、ＥＣＵ２０の動作モードの変化を示しており、符号（ｂ）は、車両１０の速度（車速）の変化を示しており、また、符号（ｃ）は、スロットルバルブＴＶの開度（スロットル開度）の変化を示している。また、図９において、符号（ｄ）は、エンジン３０の動作状態を示しており、符号（ｅ）は、リアブレーキおよびフロントブレーキの少なくともどちらか一方の動作状態を示している。 In FIG. 9, the code (a) indicates the change of the operation mode of the ECU 20, the code (b) indicates the change of the speed (vehicle speed) of the vehicle 10, and the code (c) indicates the throttle It shows the change of the opening degree (throttle opening degree) of the valve TV. Further, in FIG. 9, symbol (d) indicates the operating state of the engine 30, and symbol (e) indicates the operating state of at least one of the rear brake and the front brake.
　図９に示すように、タイミングｔ３１以前では、車両１０がアイドルストップ状態（すなわちエンジン３０の停止状態）で停止している。このとき、スロットルグリップ１４は初期位置に位置している。また、前側ブレーキレバー１５または後側ブレーキレバー１６は、それぞれフルポジションに位置しており、この結果、フロントおよびリアブレーキの少なくともどちらか一方（以下、単に動作ブレーキとする）の動作により車両１０が停止している。 As shown in FIG. 9, before the timing t31, the vehicle 10 is stopped in the idle stop state (that is, the stop state of the engine 30). At this time, the throttle grip 14 is located at the initial position. Further, the front brake lever 15 or the rear brake lever 16 is at the full position, and as a result, at least one of the front and rear brakes (hereinafter simply referred to as operation brakes) operates the vehicle 10 It has stopped.
　ここで、タイミングｔ３１において運転者によりスロットルグリップ１４の操作、すなわち、スロットル操作が開始され、かつ動作ブレーキに対応するブレーキレバーの解除操作により動作ブレーキが解除されると、車両１０が走行を開始する。 Here, when the driver operates the throttle grip 14 at timing t31, that is, the throttle operation is started and the operation brake is released by the release operation of the brake lever corresponding to the operation brake, the vehicle 10 starts traveling. .
　車両走行中のタイミングｔ３２において、運転者によるスロットル操作が解除されると、車両１０が減速し始める。そして、車両１０の減速状態（減速中）におけるタイミングｔ３３において、運転者によるキャンセルスイッチ２６のＯＮ操作が行われると、ＥＣＵ２０の動作モードはキャンセルモードとなる（図７のステップＳ３０、Ｓ３１、およびＳ３２参照）。 When the driver's throttle operation is released at timing t32 while the vehicle is traveling, the vehicle 10 starts to decelerate. When the driver performs an ON operation of the cancel switch 26 at timing t33 in the decelerating state (during deceleration) of the vehicle 10, the operation mode of the ECU 20 becomes the cancel mode (steps S30, S31, and S32 in FIG. 7). reference).
　すなわち、第２の実施形態では、キャンセルスイッチ２６によるキャンセルモードへの切替操作が、車両１０が減速状態にある期間Ｔｍに限って有効とされている。つまり、ＥＣＵ２０のキャンセルモードへの切替操作が有効なキャンセル有効期間が期間Ｔｍに限られている。したがって、このキャンセル有効期間Ｔｍ以外でキャンセルスイッチ２６のＯＮ操作が行われても、そのＯＮ操作は無効となり、ＥＣＵ２０の動作モードはキャンセルモードにならないようになっている（ステップＳ３１においてＮＯの判断）。 That is, in the second embodiment, the switching operation to the cancel mode by the cancel switch 26 is effective only during the period Tm in which the vehicle 10 is in the decelerating state. That is, the cancellation effective period in which the switching operation to the cancellation mode of the ECU 20 is effective is limited to the period Tm. Therefore, even if ON operation of the cancel switch 26 is performed outside this cancellation effective period Tm, the ON operation becomes invalid and the operation mode of the ECU 20 does not become the cancellation mode (judged as NO in step S31). .
　より詳しくは、ＥＣＵ２０は、車速センサ３５により検出される車両１０の速度が時間の経過に従い減少している場合に車両１０が減速状態にあると判定する。そして、この車両１０が減速状態と判定される期間Ｔｍがキャンセル有効期間となる。なお、キャンセル有効期間は、必ずしも車両減速中の期間Ｔｍに限定されるものではなく、例えば車両走行中の期間（図９における符号Ｔｎ）全体をキャンセル有効期間としてもよい。 More specifically, the ECU 20 determines that the vehicle 10 is in a decelerating state when the speed of the vehicle 10 detected by the vehicle speed sensor 35 decreases as time passes. Then, a period Tm during which the vehicle 10 is determined to be in a decelerating state is a cancellation effective period. The cancellation effective period is not necessarily limited to the period Tm during deceleration of the vehicle, and for example, the entire period during traveling of the vehicle (symbol Tn in FIG. 9) may be set as the cancellation effective period.
　その後のタイミングｔ３４において車両１０が停止する。この車両１０の停止に際しては、ＥＣＵ２０の動作モードがキャンセルモードであるため、タイミングｔ３４から待機期間Ｔ１が経過した後のタイミングｔａになってもエンジン３０が自動停止されない（図８におけるステップＳ１１ａの判断の結果ＮＯ）。したがって、車両１０はエンジン３０の運転状態のまま停止を続ける。 At timing t34 thereafter, the vehicle 10 is stopped. Since the operation mode of the ECU 20 is the cancel mode when the vehicle 10 is stopped, the engine 30 is not automatically stopped even when the timing ta after the standby period T1 has elapsed from the timing t34 (judgement of step S11a in FIG. 8) Result of NO). Therefore, the vehicle 10 continues to stop with the operating state of the engine 30.
　その後のタイミングｔ３５において、運転者によりスロットルグリップ１４の操作、すなわち、スロットル操作が開始され、かつ運転者により動作ブレーキに対応するブレーキレバーの解除操作、すなわち、動作ブレーキの解除操作が開始される。これにより、車両１０の走行が開始される。 At a subsequent timing t35, the driver starts the operation of the throttle grip 14, that is, the throttle operation, and the driver starts the release operation of the brake lever corresponding to the operation brake, that is, the release operation of the operation brake. Thereby, the traveling of the vehicle 10 is started.
　そして、その後のタイミングｔ３６においてスロットルバルブＴＶの開度が所定の閾値Ｋ３に達すると、キャンセルモードが解除され、ＥＣＵ２０の動作モードは有効モードに戻る（ステップＳ３４およびＳ３５参照）。具体的には、上述したように、ＥＣＵ２０は、スロットル開度センサ３６により検出されたスロットルバルブの開度が閾値Ｋ３以上となった場合に、車両１０が走行を開始したと判定し、キャンセルモードを解除する。この処理により、次回の車両停止の際には、エンジン３０の自動停止が実行されることとなる（ステップＳ１１ａの判断の結果ＹＥＳ）。 Then, when the opening degree of the throttle valve TV reaches a predetermined threshold value K3 at a subsequent timing t36, the cancel mode is canceled and the operation mode of the ECU 20 returns to the effective mode (see steps S34 and S35). Specifically, as described above, the ECU 20 determines that the vehicle 10 has started traveling when the opening degree of the throttle valve detected by the throttle opening degree sensor 36 becomes equal to or greater than the threshold value K3, and the cancel mode Release By this processing, at the time of the next vehicle stop, the automatic stop of the engine 30 is executed (the result of the determination of step S11a is YES).
　以上、詳述した第２の実施形態におけるエンジン制御装置１００Ａの構成は、以下の優れた効果を得ることができる。 The configuration of the engine control device 100A in the second embodiment described above can obtain the following excellent effects.
　エンジン制御装置１００Ａは、車両１０の走行中における運転者のキャンセルスイッチ２６の操作に基づいて、車両１０の次回の停止の際におけるエンジン３０の自動停止を禁止させるように構成されている。これにより、エンジン３０を停止させたくない状況（交通状況）下においては、エンジン３０を運転状態のままとしておくことが可能になる。すなわち、運転者の意に応じてエンジン３０の自動停止を禁止することが可能となるため、この自動停止に起因した運転者の不快感を解消することができる。 The engine control device 100A is configured to prohibit the automatic stop of the engine 30 at the time of the next stop of the vehicle 10 based on the driver's operation of the cancel switch 26 while the vehicle 10 is traveling. This makes it possible to keep the engine 30 in the operating state under conditions where it is not desirable to stop the engine 30 (traffic conditions). That is, since it is possible to prohibit the automatic stop of the engine 30 according to the driver's will, it is possible to eliminate the driver's discomfort caused by the automatic stop.
　具体的には、エンジン制御装置１００Ａは、車両１０の減速状態におけるキャンセルスイッチ２６の操作に基づいて、エンジン３０の自動停止を禁止するように構成されている。車両１０が減速状態にある場合というのは、車両１０を停止させる直前の状態である。したがって、この場合、車両１０を停止させる直前の状況（交通状況等）に応じて、エンジン３０の自動停止を禁止させることが可能となる。 Specifically, the engine control device 100A is configured to prohibit the automatic stop of the engine 30 based on the operation of the cancel switch 26 in the decelerating state of the vehicle 10. The case where the vehicle 10 is in the decelerating state is a state immediately before the vehicle 10 is stopped. Therefore, in this case, it is possible to prohibit the automatic stop of the engine 30 according to the situation (traffic situation etc.) immediately before stopping the vehicle 10.
　エンジン制御装置１００Ａは、車両１０が走行を開始したことに基づいて、ＥＣＵ２０のキャンセルモード、すなわち、エンジン３０の自動停止を禁止する禁止モードを解除するように構成されている。これにより、交差点においてＵターン待ちや右折待ちをしている場合等、運転者がエンジン３０を自動停止させたくない場合に限り、エンジン３０のアイドルストップを禁止させることが可能となる。また、車両１０が走行を始めれば自動的にキャンセルモードが解除されるため、運転者によるキャンセルスイッチ２６自体、あるいは他のスイッチの操作等で、ＥＣＵ２０のキャンセルモードを解除する場合と比べて、ＥＣＵ２０のキャンセルモードを解除する度に運転者のスイッチ操作等の操作行為を必要としたいため、運転者の利便性の向上を図ることができる。 Engine control apparatus 100A is configured to cancel the cancel mode of ECU 20, that is, the prohibition mode for prohibiting the automatic stop of engine 30, based on the fact that vehicle 10 has started traveling. This makes it possible to prohibit idle stop of the engine 30 only when the driver does not want to stop the engine 30 automatically, such as when waiting for a U-turn or waiting for a right turn at an intersection. Further, since the cancel mode is automatically canceled when the vehicle 10 starts traveling, the ECU 20 is more than in the case where the cancel mode of the ECU 20 is canceled by the driver's operation of the cancel switch 26 itself or other switches. The driver's convenience can be improved because the driver needs to perform an operation such as a switch operation every time the user cancels the cancel mode.
　なお、第２の実施形態では、運転者によるキャンセルスイッチ２６の操作により、ＥＣＵ２０の動作モードをキャンセルモードに移行させたが、本発明はこの構成に限定されるものではない。 In the second embodiment, the operation mode of the ECU 20 is shifted to the cancel mode by the operation of the cancel switch 26 by the driver, but the present invention is not limited to this configuration.
　例えば、第２の実施形態において、運転者による切替スイッチ２５の操作により、ＥＣＵ２０の動作モードをキャンセルモードに移行させてもよい。 For example, in the second embodiment, the operation mode of the ECU 20 may be shifted to the cancel mode by the operation of the changeover switch 25 by the driver.
　すなわち、ステップＳ３０において、ＥＣＵ２０は、エンジン始動後、運転者により切替スイッチ２５がＯＦＦ操作されその操作信号が送られてきたか否か判断している（ステップＳ３０）。なお、ＥＣＵ２０の動作モードは、初期状態では、有効モードとなっており、アイドルストップ表示部２８が点灯するようになっている。 That is, in step S30, the ECU 20 determines whether or not the switch 25 has been turned OFF by the driver after the engine has been started and the operation signal has been sent (step S30). In the initial state, the operation mode of the ECU 20 is the effective mode, and the idle stop display unit 28 is lighted.
　運転者の操作により切替スイッチ２５から、そのＯＦＦ操作を表す操作信号が送られてくると（ステップＳ３０の判断の結果ＹＥＳ）、ＥＣＵ２０は、ステップＳ３２以下の処理を実行し、車両１０が減速状態において、その動作モードをキャンセルモードに移行する（ステップＳ３２参照）。 When an operation signal representing the OFF operation is sent from the changeover switch 25 by the driver's operation (YES in the determination of step S30), the ECU 20 executes the processing of step S32 and subsequent steps, and the vehicle 10 decelerates , Shift the operation mode to the cancel mode (see step S32).
　ただ、本変形例では、ステップＳ３４の代わりに、ＥＣＵ２０は、運転者の操作により切替スイッチ２５から、そのＯＮ操作を表す操作信号が送られてくるか判断しており（ステップＳ３４ａ）、上記ＯＮ操作信号が切替スイッチ２５から送られてくると（ステップＳ３４ａの判断の結果ＹＥＳ）、ＥＣＵ２０は、その動作モードを有効モードに移行するとともに、アイドルストップ表示部を点灯させる（ステップＳ３５参照）。 However, in the present modification, instead of step S34, the ECU 20 determines whether an operation signal representing the ON operation is sent from the changeover switch 25 by the driver's operation (step S34a), the above-mentioned ON When the operation signal is sent from the changeover switch 25 (YES as a result of the determination in step S34a), the ECU 20 shifts the operation mode to the effective mode and lights the idle stop display unit (see step S35).
　このように、本変形例では、切替スイッチ２５の操作により、ＥＣＵ２０の動作モードを、アイドルストップ制御処理を有効に実行する有効モード、およびアイドルストップ制御処理をキャンセルするキャンセルモード（無効モード）の何れか一方に切り替えることができる。この結果、上述した第２実施形態で得られた効果と略同じ効果（ただし、キャンセルモードを自動的に有効モードに切り替える処理に基づく効果は無い）を得ることができる。 As described above, in the present modification, any one of the operation mode of the ECU 20, the valid mode in which the idle stop control process is effectively executed, and the cancel mode (invalid mode) in which the idle stop control process is canceled You can switch to one or the other. As a result, it is possible to obtain substantially the same effect as the effect obtained in the second embodiment described above (however, there is no effect based on the process of automatically switching the cancellation mode to the effective mode).
　〔他の実施形態〕
　本発明は上記実施形態に限らず、例えば次のように実施されてもよい。 Other Embodiments
The present invention is not limited to the above embodiment, and may be implemented, for example, as follows.
　第１の変形例として、上記第１の実施形態において、ＥＣＵ２０は、車両１０が停止してから待機時間Ｔ１が経過するまでの間の運転者による一時的なスロットル操作に基づいて、エンジン３０の自動停止（アイドルストップ）を禁止させるようにしてもよい。このように構成すれば、右折待ち等で交差点において車両１０が停止している場合等エンジン３０を自動停止させたくない状況下において、エンジン３０が自動停止するのを確実に回避することができる。例えば、図３に示すアイドルストップ制御処理において、ステップＳ１５にて運転者による一時的なスロットル操作がされたと判定された場合（ステップＳ１５の判断の結果ＹＥＳ）、ＥＣＵ２０は、ステップＳ１８における経過時間ＴＸの計測の終了処理を実行し、その後、アイドルストップ制御処理を終了することが可能である（図３における仮想線の矢印参照）。つまり、図３においてステップＳ１９～Ｓ２１の各処理を削除したアイドルストップ制御処理とすることにより、上記第１の変形例を具体化することが可能である。 As a first modification, in the first embodiment, the ECU 20 controls the engine 30 based on a temporary throttle operation by the driver between the time the vehicle 10 is stopped and the standby time T1 elapses. Automatic stop (idle stop) may be prohibited. With this configuration, it is possible to reliably avoid the automatic stop of the engine 30 under a situation where the engine 30 is not desired to be automatically stopped, such as when the vehicle 10 is stopped at an intersection due to waiting for a right turn. For example, in the idle stop control process shown in FIG. 3, when it is determined in step S15 that a temporary throttle operation has been performed by the driver (YES as a result of the determination in step S15), the ECU 20 determines an elapsed time TX in step S18. It is possible to execute the measurement termination process and then terminate the idle stop control process (see the arrow of a virtual line in FIG. 3). That is, it is possible to embody the first modification by performing idle stop control processing in which each processing of steps S19 to S21 in FIG. 3 is deleted.
　上記第１の実施形態では、ＥＣＵ２０は、待機時間Ｔ２が経過するまでの間に、運転者により再度の一時的なスロットル操作が行われたことに基づいて待機時間Ｔ２を再設定し、これにより運転者に待機時間Ｔ２を設定できる機会、すなわちエンジン３０の停止タイミングを遅延させる機会を無制限に与えるように構成されているが、本発明はこの構成に限定されるものではない。 In the first embodiment, the ECU 20 resets the standby time T2 based on the fact that the driver performs the temporary throttle operation again until the standby time T2 elapses. Although it is configured to give the driver an unlimited opportunity to set the waiting time T2, that is, an opportunity to delay the stop timing of the engine 30, the present invention is not limited to this configuration.
　例えば、第２の変形例として、ＥＣＵ２０は、運転者が待機時間Ｔ２を設定できる機会に制限を課することも可能である。例えば、待機時間Ｔ２を再設定できる回数を３回までとする等、待機時間Ｔ２の設定回数に制限を付与することが可能である。この待機時間Ｔ２の設定回数の制限は、例えば、図４に示すエンジン停止遅延処理のアルゴリズムにおいて、ステップＳ３５の肯定判断およびステップＳ３７の肯定判断によりステップＳ３１以降の処理に戻る回数を制限することにより具体化可能である。また、ＥＣＵ２０は、待機時間Ｔ２の設定に時間制限を付与することも可能である。例えば、ＥＣＵ２０は、車両１０が停止してから所定の時間（待機時間Ｔ１よりも長い時間であり、例えば１５秒）が経過するまでの間に限り待機時間Ｔ２を設定できるようにすることも可能である。この待機時間Ｔ２の設定に対する時間制限は、例えば、図４に示すエンジン停止遅延処理のアルゴリズムにおいて、ステップＳ３５において、スロットル再操作されたタイミングが、車両１０が停止してからの上記所定の時間を超えていた場合、待機時間Ｔ２の再設定を実行しないように構成することにより、具体化可能である。 For example, as a second modification, the ECU 20 can impose a limit on the opportunity for the driver to set the standby time T2. For example, it is possible to limit the number of times of setting the waiting time T2, such as setting the number of times the waiting time T2 can be reset up to three times. The setting of the waiting time T2 is limited, for example, by limiting the number of times the processing after step S31 is to be returned by the affirmative determination of step S35 and the positive determination of step S37 in the algorithm of the engine stop delay process shown in FIG. It can be embodied. Further, the ECU 20 can also assign a time limit to the setting of the standby time T2. For example, the ECU 20 can set the standby time T2 only until a predetermined time (a time longer than the standby time T1, for example, 15 seconds) elapses after the vehicle 10 is stopped. It is. The time limit for setting the standby time T2 is, for example, in the algorithm of the engine stop delay process shown in FIG. 4, the timing at which the throttle re-operation is performed in step S35 is the predetermined time after the vehicle 10 stops. If it exceeds, it can be embodied by configuring so as not to reset the waiting time T2.
　また、図４に示すエンジン停止遅延処理のアルゴリズムを、待機時間Ｔ２の再設定を行わないように変更してもよい。例えば、図４に示すエンジン停止遅延処理のアルゴリズムにおいて、ステップＳ３４の判断がＮＯである場合に、ステップＳ３６の処理に移行するように変更することができる。この場合、運転者にとって待機時間Ｔ２を設定できる機会、すなわちエンジン３０の停止タイミングを遅延させる機会が１回に限られることとなる。 Further, the algorithm of the engine stop delay process shown in FIG. 4 may be changed so as not to reset the waiting time T2. For example, in the algorithm of the engine stop delay process shown in FIG. 4, when the determination in step S34 is NO, it can be changed to shift to the process in step S36. In this case, an opportunity for the driver to set the waiting time T2, that is, an opportunity to delay the stop timing of the engine 30 is limited to one.
　上記第１の実施形態では、待機時間Ｔ２（遅延時間）を待機時間Ｔ１よりも長い時間に設定したが、第３の変形例として、待機時間Ｔ２を待機時間Ｔ１と同じ時間に設定してもよいし、待機時間Ｔ２を待機時間Ｔ１よりも短い時間に設定してもよい。 In the first embodiment, the standby time T2 (delay time) is set to be longer than the standby time T1, but as a third modification, even if the standby time T2 is set to the same time as the standby time T1. The waiting time T2 may be set to a time shorter than the waiting time T1.
　また、上記第１の実施形態では、待機時間Ｔ１が経過するまでの間に運転者による一時的なスロットル操作に基づき設定された待機時間Ｔ２（以下、この待機時間Ｔ２を待機時間Ｔ２ａという）と、待機時間Ｔ２ａが経過するまでの間に運転者による一時的な再スロットル操作に基づき設定された待機時間Ｔ２（以下、この待機時間Ｔ２を待機時間Ｔ２ｂという。）とを同じ時間に設定したが、待機時間Ｔ２ａと待機時間Ｔ２ｂとを異なる時間に設定してもよい。例えば、待機時間Ｔ２ｂを待機時間Ｔ２ａよりも長い時間に設定することが可能である。 In the first embodiment, the waiting time T2 (hereinafter referred to as the waiting time T2a) which is set based on the temporary throttle operation by the driver until the waiting time T1 elapses. The standby time T2 (hereinafter, this standby time T2 is referred to as the standby time T2b) set based on the temporary re-throttle operation by the driver until the standby time T2a elapses is set to the same time. The standby time T2a and the standby time T2b may be set to different times. For example, the waiting time T2b can be set to a time longer than the waiting time T2a.
　また、待機時間Ｔ２（Ｔ２ａ）を再設定する場合において、再設定する待機時間Ｔ２を前回設定時の待機時間Ｔ２よりも長い時間に設定するようにしてもよい。 Further, when the standby time T2 (T2a) is reset, the standby time T2 to be reset may be set to be longer than the standby time T2 at the previous setting time.
　第４の変形例として、上記各実施形態におけるエンジン制御装置１００および１００Ａはそれぞれ、操作部材の操作に基づいて、予め設定された待機時間Ｔ１の長さを変更する待機時間変更部を備え、ＥＣＵ２０は、車両１０の停止から当該待機時間変更部により変更された待機時間Ｔ１Ｘが経過したタイミングでエンジン３０を停止させるようにしてもよい。例えば、図３に示すアイドルストップ制御処理のアルゴリズムにおけるステップＳ１４において、ＥＣＵ２０は、タイマにより計測された経過時間ＴＸが、予め定められていた待機時間Ｔ１の代わりに、上記変更後の待機時間Ｔ１Ｘに達したか否かを、すなわち車両１０が停止してから待機時間Ｔ１Ｘが経過したか否かを判定することができる。 As a fourth modification, each of engine control devices 100 and 100A in each of the above-described embodiments includes a standby time changing unit that changes the length of standby time T1 set in advance based on the operation of the operation member. Alternatively, the engine 30 may be stopped at the timing when the standby time T1X changed by the standby time changing unit has elapsed since the stop of the vehicle 10. For example, in step S14 in the algorithm of the idle stop control process shown in FIG. 3, the ECU 20 changes the elapsed time TX measured by the timer to the changed standby time T1X instead of the predetermined standby time T1. It can be determined whether or not the standby time T1X has elapsed since the vehicle 10 was stopped.
　この第４の変形例においても、車両１０の停止から、予め設定された待機時間Ｔ１が経過した所定のタイミングｔａとは異なるタイミングでエンジン３０を停止させることが可能となる。また、この第４の変形例の構成である待機時間の長さを変更可能にする構成により、エンジン３０の自動停止タイミングを運転者の意に応じたタイミングに設定することができる。 Also in the fourth modified example, it is possible to stop the engine 30 at a timing different from the predetermined timing ta when the standby time T1 set in advance has elapsed since the stop of the vehicle 10. Further, the configuration in which the length of the standby time, which is the configuration of the fourth modified example, can be changed, the automatic stop timing of the engine 30 can be set to the timing according to the driver's intention.
　なお、この第４変形例における操作部材としては、例えば、図１に仮想線で示すように、車体前部１１に対し、運転手により操作可能に設けられた可変用ダイアル等の操作入力部ＩＤが挙げられる。つまり、運転者は、この操作入力部ＩＤを操作することにより、任意の経過時間ＴＸを、この操作入力部ＩＤに接続されたＥＣＵ２０に対して送ることができる。また、この第４の変形例における運転手による操作部材の操作は、車両１０の停止中及び車両１０の走行中のいずれに行ってもよい。つまり、第４の変形例における運転手による操作部材の操作は、車両１０の停止から待機時間Ｔ１が経過するまでの間に限らず行ってよい。 As an operation member in the fourth modified example, for example, as shown by an imaginary line in FIG. Can be mentioned. That is, the driver can send an arbitrary elapsed time TX to the ECU 20 connected to the operation input unit ID by operating the operation input unit ID. Further, the operation of the operation member by the driver in the fourth modification may be performed either while the vehicle 10 is stopped or while the vehicle 10 is traveling. That is, the operation of the operation member by the driver in the fourth modified example may be performed during the period from the stop of the vehicle 10 to the elapse of the standby time T1.
　上記第１の実施形態では、ＥＣＵ２０は、待機時間Ｔ１、あるいいはＴ２が経過するまでの間にリアブレーキの解除操作が行われた場合に、エンジン３０を、その解除操作に応答して停止させるように構成されているが、本発明はこの構成に限定されるものではない。 In the first embodiment, the ECU 20 stops the engine 30 in response to the release operation when the release operation of the rear brake is performed during the standby time T1 or until T2 elapses. The present invention is not limited to this configuration.
　すなわち、第５の変形例として、ＥＣＵ２０は、エンジン３０を停止させるタイミングを、リアブレーキの解除操作に応じたタイミングではなく、車両１０の停止からの待機時間Ｔ１が経過するタイミングｔａよりも前のタイミング（ステップＳ１６およびＳ１７参照）、あるいは一時的なスロットル操作からの待機時間Ｔ２が経過するタイミングであるｔｂよりも前のタイミング（ステップＳ３６およびＳ２１参照）に前倒しするようにしてもよい。この第５の変形例においても、運転者が燃費の面等からエンジン３０を速やかに停止させたい場合には、待機時間Ｔ１の経過を待つことなくエンジン３０を停止させることができる。 That is, as a fifth modification, the ECU 20 stops the engine 30 at a timing before the timing ta at which the waiting time T1 from the stop of the vehicle 10 elapses, not the timing according to the release operation of the rear brake. The timing may be advanced to timing (see steps S16 and S17) or timing (see steps S36 and S21) prior to tb, which is the timing when the waiting time T2 from the temporary throttle operation elapses. In the fifth modification as well, when the driver wants to stop the engine 30 promptly from the viewpoint of fuel consumption etc., the engine 30 can be stopped without waiting for the waiting time T1 to elapse.
　上記第１の実施形態では、ＥＣＵ２０は、運転者によりスロットル操作が行われたにもかかわらず、車速がゼロのままであるときに、そのスロットル操作が一時的なスロットル操作であると判定するように構成されているが、本発明はこの構成に限定されるものではない。第６の変形例として、例えば、ＥＣＵ２０は、ステップＳ１９ａとして、スロットル開度センサ３６からの検出信号に基づいてスロットル操作が行われた操作時間ＴＷ（図６参照）を算出し、その算出時間ＴＷが所定時間（例えば０．５秒）以下である場合に、当該スロットル操作が一時的なスロットル操作であると判定するようにしてもよい。この第５の変形例においても、車両１０の走行を開始させるための通常のスロットル操作とは異なるスロットル操作、すなわち運転者のエンジン３０停止の遅延意思に基づくスロットル操作が行われたことを好適に判定することができる。 In the first embodiment, the ECU 20 determines that the throttle operation is a temporary throttle operation when the vehicle speed remains zero even though the driver has performed the throttle operation. However, the present invention is not limited to this configuration. As a sixth modification, for example, the ECU 20 calculates an operation time TW (see FIG. 6) in which the throttle operation is performed based on a detection signal from the throttle opening degree sensor 36 in step S19a, and calculates the operation time TW When T is equal to or less than a predetermined time (for example, 0.5 seconds), it may be determined that the throttle operation is a temporary throttle operation. Also in this fifth modification, it is preferable that the throttle operation different from the normal throttle operation for starting the traveling of the vehicle 10, that is, the throttle operation based on the driver's intention to stop the engine 30 is performed. It can be determined.
　上記第１の実施形態では、ＥＣＵ２０は、運転者により一時的なスロットル操作が行われた場合に、通常のスロットル操作とは異なる特殊なスロットル操作が行われたと判定するように構成されている。具体的には、第７の変形例として、ＥＣＵ２０は、ステップＳ１５およびＳ１９の処理において、運転者によりスロットル操作が行われたものの車両１０の速度がゼロのままである場合に、上記特殊なスロットル操作が行われたものと判断しているが、本発明において、特殊なスロットル操作が行われたことを判定する手段は必ずしもこの構成に限定されない。 In the first embodiment, the ECU 20 is configured to determine that a special throttle operation different from a normal throttle operation is performed when the driver performs a temporary throttle operation. Specifically, as a seventh modification, in the processing of steps S15 and S19, the ECU 20 performs the above-described special throttle when the driver 10 performs a throttle operation but the speed of the vehicle 10 remains zero. Although it is determined that the operation has been performed, in the present invention, the means for determining that the special throttle operation has been performed is not necessarily limited to this configuration.
　例えば、ＥＣＵ２０は、スロットル開度センサ３６からの検出信号に基づいて、所定時間内に所定回数以上のスロットル操作、換言するとスロットルバルブＴＶを開ける操作（スロットルオン操作）および該スロットルバルブＴＶを閉じる操作（スロットルオフ操作）、が運転者により行われたと判定した場合に、特殊なスロットル操作が行われたと判定するようにしてもよい（図１０、ステップＳ１９ｂ参照）。 For example, based on the detection signal from the throttle opening degree sensor 36, the ECU 20 performs a throttle operation more than a predetermined number of times within a predetermined time, in other words, an operation to open the throttle valve TV (throttle on operation) and an operation to close the throttle valve TV. If it is determined that (throttle off operation) is performed by the driver, it may be determined that a special throttle operation has been performed (see FIG. 10, step S19b).
　通常、車両１０の走行を開始させるべくスロットル操作を行う際には、短時間に複数回のスロットル操作を行うことは考えられない。このため、この第７の変形例においても、運転者の遅延意思に基づく特殊なスロットル操作が行われたことを好適に判定することができる。 In general, when the throttle operation is performed to start the traveling of the vehicle 10, it is not conceivable to perform the throttle operation a plurality of times in a short time. Therefore, also in the seventh modification, it can be suitably determined that the special throttle operation based on the driver's intention to delay is performed.
　また、第７の変形例において、ＥＣＵ２０は、スロットル開度センサ３６からの検出信号に基づいて、スロットル操作量が所定量以下であると判定した場合、すなわち、操作されたスロットル開度Ｗが所定開度以下であると判定した場合に、特殊なスロットル操作が行われたと判定するようにしてもよい（図１０、ステップＳ１９ｃ参照）。 Further, in the seventh modification, the ECU 20 determines that the throttle operation amount is equal to or less than the predetermined amount based on the detection signal from the throttle opening degree sensor 36, that is, the operated throttle opening degree W is predetermined. If it is determined that the opening degree is equal to or less than the opening degree, it may be determined that a special throttle operation has been performed (see step S19c in FIG. 10).
　車両１０の走行を開始させるべくスロットル操作を行う際には、ある程度大きな操作量でスロットル操作が行われる。このため、この場合にも特殊なスロットル操作が行われたことを好適に判定することができる。 When the throttle operation is performed to start the traveling of the vehicle 10, the throttle operation is performed with a somewhat large operation amount. Therefore, also in this case, it can be suitably determined that a special throttle operation has been performed.
　さらに、第７の変形例において、ＥＣＵ２０は、スロットル開度センサ３６からの検出信号に基づいて、スロットル操作量の増大と減少とが所定時間内に所定回数以上繰り返されたこと、すなわち、スロットル開度Ｗの増大と減少とが所定時間内に所定回数以上繰り返されたこと、を判定した場合に、特殊なスロットル操作が行われたと判定するようにしてもよい（図１０、ステップＳ１９ｄ参照）。 Furthermore, in the seventh modification, the ECU 20 repeats the increase and decrease of the throttle operation amount a predetermined number of times or more within a predetermined time based on the detection signal from the throttle opening degree sensor 36, that is, the throttle opening When it is determined that the increase and decrease of the degree W are repeated a predetermined number of times or more within a predetermined time, it may be determined that a special throttle operation has been performed (see step S19 d in FIG. 10).
　車両１０の走行を開始させるべくスロットル操作を行う際には、スロットル操作量の増大変化および減少変化を繰り返すことは通常ありえない。このため、この場合にも、運転者の遅延意思に基づく特殊なスロットル操作が行われたことを好適に判定することができる。 When the throttle operation is performed to start the traveling of the vehicle 10, it is usually impossible to repeat the increase change and the decrease change of the throttle operation amount. Therefore, also in this case, it can be suitably determined that the special throttle operation based on the driver's intention to delay is performed.
　さらに、第７の変形例において、ＥＣＵ２０は、スロットル開度センサ３６からの検出信号に基づいて、ステップＳ１９ｂの処理とＳ１９ｃの処理を組み合わせた処理により、特殊なスロットル操作が行われたか否かを判定することも可能である。すなわち、ＥＣＵ２０は、スロットル操作量が所定量以下の範囲にある場合において、スロットル操作量の増大と減少とが所定時間内に所定回数以上繰り返されたことを判定した場合に、特殊なスロットル操作が行われたと判定するようにしてもよい。 Furthermore, in the seventh modification, the ECU 20 determines whether a special throttle operation has been performed by a process combining the process of step S19 b and the process of S19 c based on the detection signal from the throttle opening degree sensor 36. It is also possible to determine. That is, when the throttle operation amount is within the predetermined amount range or less, the ECU 20 determines that the special throttle operation is performed when it is determined that the increase and decrease of the throttle operation amount are repeated a predetermined number of times or more within a predetermined time. It may be determined that it has been performed.
　上記第１の実施形態では、ＥＣＵ２０は、ステップＳ１５およびＳ１９において、スロットルグリップ１４の特殊な操作、すなわち、走行意思の無い一時的操作、に基づいてエンジン３０の自動停止タイミングを遅延させるようにしたが、本発明はこの構成に限定されるものではない。例えば、第８の変形例として、ＥＣＵ２０は、前側ブレーキレバー１５、後側ブレーキレバー１６、図示しない車両１０のクラッチ、ハンドル１２、１３等他の操作部材（第１操作部材）の走行意思の無い一時的操作に基づいて、エンジン３０の自動停止タイミングを遅延させるようにしてもよい。要するに、エンジン３０の停止タイミングを遅延させるべく操作される操作部材は任意としてよい。 In the first embodiment, the ECU 20 delays the automatic stop timing of the engine 30 based on the special operation of the throttle grip 14, that is, the temporary operation without intention to travel in steps S15 and S19. However, the present invention is not limited to this configuration. For example, as an eighth modification, the ECU 20 has no intention to travel other operation members (first operation members) such as the front brake lever 15, the rear brake lever 16, the clutch of the vehicle 10 (not shown), and the steering wheels 12 and 13. The automatic stop timing of the engine 30 may be delayed based on the temporary operation. In short, the operating member operated to delay the stop timing of the engine 30 may be optional.
　上記第１の実施形態では、ＥＣＵ２０は、リアブレーキの解除操作、言い換えれば、リアブレーキのオフ操作、に応答してエンジン３０を停止させるようにした（ステップＳ１６参照）が、本発明はこの構成に限定されるものではない。例えば、第９の変形例として、ＥＣＵ２０は、ステップＳ１６において、フロントブレーキの解除操作に応答して、又は、フロントブレーキ及びリアブレーキの両ブレーキの解除操作に応答してエンジン３０を停止させるようにしてもよい。 In the first embodiment, the ECU 20 stops the engine 30 in response to the release operation of the rear brake, in other words, the release operation of the rear brake (see step S16). It is not limited to For example, as a ninth modification, the ECU 20 stops the engine 30 in step S16 in response to the release operation of the front brake or in response to the release operation of both the front brake and the rear brake. May be
　また、第９の変形例として、ＥＣＵ２０は、ステップＳ１６において、リアブレーキ又はフロントブレーキの非作動状態から作動状態への操作、すなわち、リアブレーキ又はフロントブレーキのオン操作、に応答してエンジン３０を停止させるようにしてもよい。また、ＥＣＵ２０は、ステップＳ１６において、リアブレーキまたはフロントブレーキのオン操作（換言するとオン・オフ操作）が所定時間内に所定回数以上行われたことに応答してエンジン３０を停止させるようにしてもよい。 In a ninth modification, ECU 20 responds to an operation from a non-operation state of the rear brake or front brake to an operation state, that is, an on operation of the rear brake or front brake, in step S16. You may make it stop. Further, in step S16, the ECU 20 stops the engine 30 in response to the on / off operation of the rear brake or the front brake (in other words, the on / off operation) being performed a predetermined number of times or more within a predetermined time. Good.
　さらに、第９の変形例において、ＥＣＵ２０は、ステップＳ車両１０に設けられたクラッチ、スロットルグリップ１４、スタータ３３をオンオフさせるスイッチ（スタータスイッチ）等の、ブレーキ以外の操作部材（第２操作部材）の操作に応答してエンジン３０を停止させるようにしてもよい。要するに、エンジン３０を即座に停止させるべく操作される操作部材は任意としてよい。 Furthermore, in the ninth modification, the ECU 20 is an operation member (second operation member) other than the brake, such as a clutch provided on the vehicle S in step S, a throttle grip 14 and a switch (starter switch) for turning the starter 33 on and off. In response to the operation of the engine 30, the engine 30 may be stopped. In short, the operating member operated to stop the engine 30 immediately may be optional.
　第１０の変形例として、ＥＣＵ２０は、車両１０に設けられたスタータスイッチ（操作部材に相当）のスイッチ操作に基づいて、エンジン３０の自動停止タイミングを遅延させたり（ステップＳ１５およびＳ１９参照）、エンジン３０を、その操作に応答して停止させたり（ステップＳ１６参照）、又はその動作モードをキャンセルモードに移行させてエンジン３０の自動停止を禁止させたりしてもよい（ステップＳ３９参照）。 As a tenth modification, the ECU 20 delays the automatic stop timing of the engine 30 based on the switch operation of the starter switch (corresponding to the operation member) provided in the vehicle 10 (see steps S15 and S19), or the engine 30 may be stopped in response to the operation (see step S16) or the operation mode may be shifted to the cancel mode to prohibit the automatic stop of the engine 30 (see step S39).
　また、車両１０に別途専用の操作スイッチ（操作部材に相当）を設けてもよい。すなわち、ＥＣＵ２０は、運転者によるこの専用操作スイッチの操作に基づいて、エンジン３０の自動停止タイミングを遅延させたり（ステップＳ１５およびＳ１９参照）、エンジン３０を、その操作に応答して停止させたり（ステップＳ１６参照）、又はその動作モードをキャンセルモードに移行させてエンジン３０の自動停止を禁止させたりしてもよい（ステップＳ３９参照）。この専用操作スイッチは、上記遅延処理、停止処理、およびおモード移行処理毎にそれぞれ設けてもよいし、１つのスイッチで上記各処理を行うようにしてもよい。なお、専用操作スイッチは、例えば車両１０のハンドル付近に設けることが好適である。 The vehicle 10 may be additionally provided with a dedicated operation switch (corresponding to an operation member). That is, the ECU 20 delays the automatic stop timing of the engine 30 based on the operation of the dedicated operation switch by the driver (see steps S15 and S19), or stops the engine 30 in response to the operation (see The automatic stop of the engine 30 may be prohibited by shifting the operation mode to the cancel mode (see step S16) or the cancel mode (see step S39). The dedicated operation switch may be provided for each of the delay process, the stop process, and the mode transition process, or each process may be performed by one switch. The dedicated operation switch is preferably provided, for example, in the vicinity of the steering wheel of the vehicle 10.
　上記第１の実施形態では、ＥＣＵ２０は、スロットル開度センサ３６により検出されたスロットルバルブＴＶの開度に基づいて、運転者によりスロットル操作が行われた否かを判定した（ステップＳ１５参照）が、本発明はこの判定手法に限定されるものではない。 In the first embodiment, the ECU 20 determines whether the driver has performed the throttle operation based on the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 (see step S15). The present invention is not limited to this determination method.
　例えば、第１１の変形例において、エンジン制御装置１００は、車両１０１０に取り付けられ、かつＥＣＵ２０に通信可能に接続されており、スロットルグリップ１４の回動操作量を検出するグリップ操作量センサ５０を備えていてもよい。このとき、ＥＣＵ２０は、ステップＳ１５において、このグリップ操作量センサ５０により検出されたスロットルグリップ１４の回動操作量に基づいて、スロットル操作が行われたか否かを判定することが可能である。 For example, in the eleventh modification, engine control apparatus 100 is provided with grip operation amount sensor 50 which is attached to vehicle 1010 and communicably connected to ECU 20 and detects the amount of rotational operation of throttle grip 14 It may be At this time, the ECU 20 can determine whether or not the throttle operation has been performed based on the rotation operation amount of the throttle grip 14 detected by the grip operation amount sensor 50 in step S15.
　上記各実施形態では、ＥＣＵ２０は、ステップＳ１６およびＳ３６の処理において、リアブレーキセンサ３８により検出されたリアブレーキの操作量に基づいて、運転者によりリアブレーキの解除操作が行われたか否かを判定したが、本発明はこの判定手法に限定されるものではない。 In each of the above embodiments, the ECU 20 determines whether or not the release operation of the rear brake has been performed by the driver based on the operation amount of the rear brake detected by the rear brake sensor 38 in the processing of steps S16 and S36. However, the present invention is not limited to this determination method.
　例えば、第１１の変形例として、ＥＣＵ２０は、車両１０に取り付けられ、かつＥＣＵ２０に通信可能に接続されており、リアブレーキの操作量に応じてＯＮ／ＯＦＦ信号を出力するブレーキスイッチ５２を備えていてもよい（図２の仮想線参照）。このとき、ＥＣＵ２０は、ステップＳ１６およびＳ３６の処理において、ブレーキスイッチ５２から出力されるＯＮ／ＯＦＦ信号に基づいてリアブレーキの解除操作が行われたか否かを判定することが可能である。 For example, as an eleventh modification, the ECU 20 is provided with a brake switch 52 which is attached to the vehicle 10 and communicably connected to the ECU 20 and which outputs an ON / OFF signal according to the operation amount of the rear brake. (See the phantom line in FIG. 2). At this time, the ECU 20 can determine whether the release operation of the rear brake has been performed based on the ON / OFF signal output from the brake switch 52 in the processes of steps S16 and S36.
　第１２の変形例として、ＥＣＵ２０は、例えばステップＳ１６の処理において、停止スイッチ２４の押し操作（オン操作）に応答してエンジン３０を停止させるようにしてもよい。この場合、停止スイッチ２４の操作時間、つまり、停止スイッチ２４の押し時間、に応じて、ＥＣＵ２０は、アイドルストップとは無関係のエンジン３０の停止（第１のエンジン停止）と、アイドルストップによるエンジン３０の停止（第２のエンジン停止）とを区別することが可能である。 As a twelfth modification, for example, the ECU 20 may stop the engine 30 in response to the pressing operation (the on operation) of the stop switch 24 in the process of step S16. In this case, according to the operation time of the stop switch 24, that is, the pressing time of the stop switch 24, the ECU 20 stops the engine 30 unrelated to the idle stop (first engine stop) and the engine 30 by the idle stop. It is possible to distinguish this from the stop of the second engine stop.
　すなわち、第１のエンジン停止は、本来の停止スイッチ２４の操作に基づくエンジン停止（強制停止）であり、ＥＣＵ２０は、その後にスロットル操作がされてもエンジン３０が再始動されない。 That is, the first engine stop is an engine stop (forced stop) based on the operation of the original stop switch 24, and the ECU 20 does not restart the engine 30 even if the throttle operation is performed thereafter.
　一方、第２のエンジン停止は、アイドルストップに基づくエンジン停止であり、ＥＣＵ２０は、その後、スロットル操作等の所定の再始動条件が満たされた場合に、スタータ３３を駆動してエンジン３０を再始動する。このように通常の停止スイッチ２４を利用して、エンジン３０を、その停止スイッチ２４の操作に応答して即座に停止させるように構成することにより、別途専用の停止スイッチを設けることなく、第２のエンジン停止処理を実行すること、すなわち、エンジン３０を自動停止させること、が可能になり、車両１０の構成が複雑化するのを回避できる。 On the other hand, the second engine stop is an engine stop based on an idle stop, and the ECU 20 subsequently drives the starter 33 to restart the engine 30 when a predetermined restart condition such as a throttle operation is satisfied. Do. As described above, by using the normal stop switch 24 to immediately stop the engine 30 in response to the operation of the stop switch 24, it is possible to provide a second stop without separately providing a dedicated stop switch. Can be performed, that is, the engine 30 can be automatically stopped, and the configuration of the vehicle 10 can be prevented from being complicated.
　なお、エンジン３０に対する第１のエンジン停止および第２のエンジン停止の切り替えは、必ずしも停止スイッチ２４の操作時間に応じて行う必要はなく、停止スイッチ２４の他の操作態様に応じて行われてもよい。例えば、停止スイッチ２４の操作回数が所定回数以上の場合に第１のエンジン停止、所定回数未満の場合に第２のエンジン停止と切り替えることが可能になる。 The switching between the first engine stop and the second engine stop with respect to the engine 30 does not necessarily have to be performed according to the operation time of the stop switch 24, and may be performed according to other operation modes of the stop switch 24. Good. For example, it is possible to switch between the first engine stop and the second engine stop if the number of operations of the stop switch 24 is equal to or greater than a predetermined number.
　上記第１の実施形態では、ＥＣＵ２０は、ステップＳ３１において、運転者による一時的なスロットル操作に基づいて遅延時間を設定するに際し、遅延時間を一時的なスロットル操作が行われてからエンジン３０を停止させるまでの待ち時間（すなわち待機時間Ｔ２）として設定したが、本発明における遅延時間の設定の方法は、必ずしもこの方法に限定されない。 In the first embodiment, when setting the delay time based on the temporary throttle operation by the driver in step S31, the ECU 20 stops the engine 30 after the delay time is temporarily performed. Although the waiting time (ie, waiting time T2) is set, the method of setting the delay time in the present invention is not necessarily limited to this method.
　例えば、第１３の変形例として、ＥＣＵ２０は、ステップＳ３１において、運転者による一時的なスロットル操作に基づいて、もともとの待機時間Ｔ１（車両停止からエンジン３０を停止させるまでの待ち時間）自体を延長させ、その延長された待機時間Ｔ１αを遅延時間として設定してもよい。なおこの場合、遅延時間が経過したか否かの判定は、車両停止からの経過時間ＴＸが待機時間Ｔ１αに達したか否かで判定することとなる。 For example, as a thirteenth modification, the ECU 20 extends the original standby time T1 (the waiting time from the vehicle stop to the stop of the engine 30) itself in step S31 based on the temporary throttle operation by the driver. And the extended waiting time T1.alpha. May be set as the delay time. In this case, the determination as to whether or not the delay time has elapsed is made based on whether or not the elapsed time TX from the vehicle stop has reached the standby time T1α.
　時間表示部２２は、必ずしも待機時間Ｔ１，Ｔ２が経過するまでの残り時間を減算表示するものでなくてもよい。例えば、第１４の変形例として、時間表示部２２は、例えば車両停止からの経過時間ＴＸを加算表示するものであってもよい。要するに、時間表示部２２は、待機時間Ｔ１およびＴ２の経過状況を示す時間を表示するものであれば、その表示態様は任意でよい。 The time display unit 22 does not necessarily have to subtract and display the remaining time until the standby times T1 and T2 elapse. For example, as a fourteenth modification, the time display unit 22 may add and display, for example, the elapsed time TX from the stop of the vehicle. In short, the display mode may be arbitrary as long as the time display unit 22 displays the time indicating the progress status of the standby times T1 and T2.
　すなわち、構成要素２２、あるいは他の構成要素は、待機時間Ｔ１およびＴ２の経過状況をドライバに対して通知する経過状況通知手段として機能するものであれば、どのように構成されていてもよい。例えば、構成要素２２は、待機時間Ｔ１およびＴ２それぞれの経過にしたがって長さが増加又は減少するバーを表示するバー表示部として車両１０に設けられていてもよい。この場合、バー表示部２２は、そのバーの長さ変化量により待機時間Ｔ１およびＴ２の経過状況を知らせることができる。また、構成要素２２は、待機時間Ｔ１およびＴ２の経過状況を光により示すインディケータであってもよい。この場合、インディケータ２２は、例えば、待機時間Ｔ１およびＴ２の経過状況を、出力する光の点滅速度の変化により示すことにより、待機時間Ｔ１およびＴ２の経過状況を運転者に知らせるようにしてもよい。 That is, the component 22 or the other component may be configured in any way as long as it functions as a progress status notification means for notifying the driver of the progress status of the waiting times T1 and T2. For example, the component 22 may be provided in the vehicle 10 as a bar display unit that displays bars whose lengths increase or decrease as the standby times T1 and T2 respectively elapse. In this case, the bar display unit 22 can notify the progress status of the waiting times T1 and T2 by the length change amount of the bar. The component 22 may also be an indicator that indicates the progress of the waiting times T1 and T2 by light. In this case, the indicator 22 may notify the driver of the progress of the waiting times T1 and T2 by, for example, indicating the progress of the waiting times T1 and T2 by the change in the blinking speed of the light output. .
　上記例示した経過状況通知手段２２は、運転者の視覚に訴えるものであるが、経過状況通知手段２２は、必ずしも上記構成に限定されるものではない。例えば、経過状況通知手段２２は、例えばスピーカ等の音声出力機器を介して、待機時間Ｔ１およびＴ２の経過状況を出力するように構成されていてもよい。この場合、音声出力機器により待機時間Ｔ１およびＴ２の経過状況を音声で出力し運転者に通知することが可能である。 Although the progress status notification means 22 exemplified above appeals to the driver's vision, the progress status notification means 22 is not necessarily limited to the above configuration. For example, the progress status notification means 22 may be configured to output the progress status of the standby times T1 and T2 via an audio output device such as a speaker, for example. In this case, it is possible to notify the driver of the progress of the waiting times T1 and T2 by voice by using the voice output device.
　上記第１の実施形態では、ＥＣＵ２０は、ステップＳ１１において、車両１０が完全に停止してから、すなわち車両１０の速度がゼロになってから経過時間ＴＸの計測を開始するようにしたが、本発明はこの構成に限定されるものではない。例えば、第１５の変形例として、ＥＣＵ２０は、車両１０の速度が所定値を下回った場合やエンジン３０の回転速度が所定値を下回った場合等、車両１０が所定の低速度状態に達してから、経過時間ＴＸの計測を開始するようにしてもよい。 In the first embodiment, the ECU 20 starts the measurement of the elapsed time TX after the vehicle 10 is completely stopped, that is, when the speed of the vehicle 10 becomes zero, in step S11. The invention is not limited to this configuration. For example, as a fifteenth modified example, after the vehicle 10 reaches a predetermined low speed state, such as when the speed of the vehicle 10 falls below a predetermined value or when the rotational speed of the engine 30 falls below a predetermined value, The measurement of the elapsed time TX may be started.
　上記第１の実施形態において、エンジン３０の停止タイミングを遅延させたり、エンジン３０を自動停止させたりするための操作は、必ずしも車両停止から待機時間Ｔ１が経過するまでの間に行う必要はない。例えば、第１６の変形例として、上記操作は、車両１０の走行中等、他のタイミングで行うことも可能である。この場合、予め車両１０に搭載されている操作部材を用いる場合には、例えば第７の変形例や第９の変形例で示したように、その操作部材が、通常の操作態様とは異なる（有り得ない）操作態様で操作された場合に、エンジン３０の停止タイミングを遅延させる操作、あるいはエンジン３０を自動停止させるための操作とすることが好適である。このように構成すれば、ＥＣＵ２０は、車両１０の走行中においても、上記操作部材が通常の操作態様とは異なる操作態様で操作された場合、エンジン３０の停止タイミングを遅延させる操作、あるいはエンジン３０を自動停止させるための操作であることを確実に認識することができる。 In the first embodiment, the operation for delaying the stop timing of the engine 30 or automatically stopping the engine 30 does not necessarily have to be performed between the stop of the vehicle and the elapse of the standby time T1. For example, as a sixteenth modification, the operation can be performed at another timing such as while the vehicle 10 is traveling. In this case, when using the operation member mounted in advance in the vehicle 10, the operation member is different from the normal operation mode, as shown in the seventh and ninth modifications, for example. It is preferable to use an operation to delay the stop timing of the engine 30 or an operation to automatically stop the engine 30 when it is operated in the impossible operation mode. According to this configuration, the ECU 20 performs an operation to delay the stop timing of the engine 30 or the engine 30 when the operation member is operated in an operation mode different from the normal operation mode even while the vehicle 10 is traveling. Can be reliably recognized as an operation for automatically stopping the
　上記第２の実施形態では、ＥＣＵ２０は、ステップＳ３１において、車速センサ３５により検出された車両１０の速度が時間の経過に従い減少している場合に、車両１０が減速状態にあると判定するようにしたが、本発明はこの構成に限定されるものではない。例えば、第１７の変形例として、ＥＣＵ２０は、ステップＳ３１において、スロットル開度センサ３６により検出されたスロットルバルブＴＶの開度がゼロ（すなわち全閉状態）となっている場合、又は、スロットルバルブＴＶの開度が所定開度以下となっている場合に、車両１０が減速状態にあると判定するようにしてもよい。 In the second embodiment, the ECU 20 determines that the vehicle 10 is in a decelerating state when the speed of the vehicle 10 detected by the vehicle speed sensor 35 decreases with the passage of time in step S31. However, the present invention is not limited to this configuration. For example, as a seventeenth modified example, in step S31, the ECU 20 determines that the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 is zero (that is, fully closed) or It may be determined that the vehicle 10 is in a decelerating state when the opening degree of the wheel is equal to or less than the predetermined opening degree.
　また、第１７の変形例として、ＥＣＵ２０は、ステップＳ３１において、車両１０の速度が時間の経過に従い減少している場合であって、かつ、スロットルバルブＴＶの開度がゼロとなっている場合（又はスロットルバルブＴＶの開度が所定開度以下となっている場合）に、車両１０が減速状態にあると判定するようにしてもよい。 Further, as a seventeenth modified example, in step S31, the ECU 20 determines that the speed of the vehicle 10 is decreasing with the passage of time, and the opening degree of the throttle valve TV is zero (see FIG. Alternatively, it may be determined that the vehicle 10 is in a decelerating state when the opening degree of the throttle valve TV is equal to or less than the predetermined opening degree.
　上記第２の実施形態では、ＥＣＵ２０は、ステップＳ３４において、キャンセルモードの解除に際して、スロットル開度センサ３６により検出されたスロットルバルブＴＶの開度が所定開度（例えば、所定の閾値Ｋ３）以上となった場合に車両１０が走行を開始したと判定するようにしたが、本発明においては、上記判定を他の方法で行ってもよい。 In the second embodiment, when the cancellation mode is canceled in step S34, the ECU 20 determines that the opening degree of the throttle valve TV detected by the throttle opening degree sensor 36 is equal to or more than a predetermined opening degree (for example, a predetermined threshold K3). Although it has been determined that the vehicle 10 has started traveling when it has become, in the present invention, the above determination may be performed by another method.
　例えば、第１８の変形例として、ＥＣＵ２０は、ステップＳ３４において、車速センサ３５により検出された車両１０の速度が所定速度以上になった場合に車両１０が走行を開始したと判定するようにしてもよい。また、ＥＣＵ２０は、ステップＳ３４において、車速センサ３５により検出された車両１０の速度が時間の経過に従い上昇していることを判定した場合に、車両１０が走行を開始したと判定するようにしてもよい。さらには、ＥＣＵ２０は、ステップＳ３４において、スロットルバルブＴＶの開度が所定開度以上になったこと、車両１０の速度が所定速度以上になったこと、車両１０の速度が時間の経過に従い上昇していることのうち、少なくともいずれか２つの条件を満たした場合に、車両１０が走行を開始したと判定するようにしてもよい。 For example, as an eighteenth modification, even if the ECU 20 determines in step S34 that the vehicle 10 has started traveling when the speed of the vehicle 10 detected by the vehicle speed sensor 35 becomes a predetermined speed or more. Good. In addition, even if the ECU 20 determines in step S34 that the speed of the vehicle 10 detected by the vehicle speed sensor 35 increases with the passage of time, the ECU 20 determines that the vehicle 10 has started traveling. Good. Furthermore, in step S34, the ECU 20 indicates that the opening degree of the throttle valve TV has become equal to or higher than the predetermined opening degree, that the speed of the vehicle 10 has become equal to or higher than the predetermined speed, and the speed of the vehicle 10 increases with the passage of time. If at least one of the two conditions is satisfied, it may be determined that the vehicle 10 has started traveling.
　上記第２の実施形態では、ＥＣＵ２０は、ステップＳ３０において、キャンセルスイッチ２６の操作に基づいて、エンジン３０の自動停止を禁止させるようにしたが、本発明はこの構成に限定されるものではない。例えば、第１８の変形例として、ＥＣＵ２０は、停止スイッチ２４、前側ブレーキレバー１５、後側ブレーキレバー１６等、他の操作部材（第３操作部材）の操作に基づいてエンジン３０の自動停止を禁止させるようにしてもよい。要するに、エンジン３０の自動停止を禁止させるべく操作される操作部材は任意としてよい。この場合、その第３の操作部材が、その通常の操作態様とは異なる（有り得ない）操作態様で操作された場合に、上記自動停止を禁止させる操作とすることが好適である。このように構成すれば、ＥＣＵ２０は、この第３の操作部材が通常の操作態様とは異なる態様で操作された際に、エンジン３０の自動停止を禁止させるべき操作であることを確実に認識することができる。 In the second embodiment, the ECU 20 prohibits the automatic stop of the engine 30 based on the operation of the cancel switch 26 in step S30, but the present invention is not limited to this configuration. For example, as an eighteenth modification, the ECU 20 prohibits the automatic stop of the engine 30 based on the operation of another operation member (third operation member) such as the stop switch 24, the front brake lever 15, and the rear brake lever 16. You may make it In short, the operating member operated to inhibit the automatic stop of the engine 30 may be optional. In this case, when the third operation member is operated in an operation mode different from (or impossible) the normal operation mode, it is preferable to set the operation to prohibit the automatic stop. By virtue of such construction, the ECU 20 reliably recognizes that the operation to prohibit the automatic stop of the engine 30 should be prohibited when the third operation member is operated in a mode different from the normal operation mode. be able to.
　１０…車両、１４…スロットルグリップ、１６…後側ブレーキレバー、２０…ＥＣＵ、３０…エンジン。 DESCRIPTION OF SYMBOLS 10 ... Vehicle, 14 ... Throttle grip, 16 ... Rear side brake lever, 20 ... ECU, 30 ... Engine.

Claims (15)

  1. 　車両（１０）が所定の停止状態になってから予め設定された待機時間が経過したことを表す所定のタイミングで、前記車両のエンジン（３０）を自動停止させる装置において、
    　運転者による車両の操作部材（１２、１３、１４、１５、１６、２４、２６、ＩＤ、５０、５２）の操作に基づいて、前記所定のタイミングよりも優先される前記エンジンの動作に関するスケジュールを決定するスケジュール決定手段（２０）を備えたことを特徴とする装置。     A device for automatically stopping an engine (30) of a vehicle (10) at a predetermined timing indicating that a preset standby time has elapsed since the vehicle (10) is in a predetermined stop state.
    Based on the operation of the operation member (12, 13, 14, 15, 16, 24, 26, ID, 50, 52) of the vehicle by the driver, a schedule regarding the operation of the engine given priority over the predetermined timing is An apparatus characterized in that it comprises a schedule determination means (20) for determining.
  2. 　前記スケジュール決定手段は、前記エンジンを前記所定のタイミングとは異なるタイミングで自動停止させる停止処理、および前記エンジンの自動停止を禁止させる禁止処理の内の少なくとも一方を実行することを特徴とする請求項１に記載の装置。 The schedule determination means executes at least one of a stop process for automatically stopping the engine at a timing different from the predetermined timing, and a prohibition process for prohibiting the automatic stop of the engine. The device according to 1.
  3. 　前記スケジュール決定手段は、前記車両が前記所定の停止状態になってから前記待機時間が経過するまでの間における前記操作部材の操作に基づいて、前記停止処理を実施することを特徴とする請求項２に記載の装置。 The said schedule determination means implements the said stop process based on operation of the said operation member in the period from the said vehicle being in the said predetermined stop state until the said standby | waiting time passes, The device described in 2.
  4. 　前記操作部材は、前記車両に設けられた第１の操作部材として、当該車両のスロットルを操作する操作部材（１４）であり、
    　前記車両の走行を開始させるための前記スロットルに対する通常の操作とは異なる操作が運転者により前記スロットルに対して行われたか否かを判定する判定手段を備え、
    　前記スケジュール決定手段は、前記判定手段により、前記スロットルに対する通常の操作とは異なる操作が運転者により前記第１操作部材を介して前記スロットルに対して行われたと判定された場合に、前記停止処理として、前記エンジンの停止タイミングを前記所定のタイミングよりも遅延させる遅延処理を実施することを特徴とする請求項３に記載の装置。     The operation member is an operation member (14) for operating a throttle of the vehicle as a first operation member provided in the vehicle.
    It comprises a determination means for determining whether or not the driver has performed an operation different from a normal operation on the throttle for starting the traveling of the vehicle.
    The schedule determination means may perform the stop process when it is determined by the determination means that the driver performs an operation different from a normal operation on the throttle through the first operation member. 4. The apparatus according to claim 3, wherein a delay process is performed to delay the stop timing of the engine from the predetermined timing.
  5. 　前記車両に設けられ前記スロットルの操作を検出する検出手段を備え、
    　前記判定手段は、前記運転者により前記第１操作部材を介して前記スロットルが操作され、このスロットル操作が前記検出手段（３６）により検出された場合に、そのスロットル操作にもかかわらず前記車両の速度がゼロのままであるときに、前記スロットル操作は、通常のスロットル操作とは異なる操作であると判定することを特徴とする請求項４に記載の装置。     A detection unit provided in the vehicle for detecting the operation of the throttle;
    When the throttle is operated by the driver via the first operation member, and the throttle operation is detected by the detection unit (36), the determination unit determines that the vehicle is operated regardless of the throttle operation. 5. The apparatus of claim 4, wherein said throttle operation is determined to be an operation different from normal throttle operation when speed remains zero.
  6. 　前記スケジュール決定手段は、前記待機時間が経過するまでの間における前記操作部材としての前記車両に設けられた第１操作部材の運転者による操作に基づいて遅延時間を設定し、その遅延時間により前記エンジンの停止タイミングを遅延させる処理を、前記停止処理として実施する遅延手段を備えたことを特徴とする請求項２乃至５の何れか一項に記載の装置。 The schedule determination means sets a delay time based on an operation by a driver of a first operation member provided on the vehicle as the operation member until the standby time elapses, and the delay time is set according to the delay time. The apparatus according to any one of claims 2 to 5, further comprising delay means for performing a process of delaying the stop timing of the engine as the stop process.
  7. 　前記遅延手段は、前記遅延時間が経過するまでの間に、前記第１操作部材が再操作された場合に、前記遅延時間を再設定することを特徴とする請求項６に記載の装置。 7. The apparatus according to claim 6, wherein the delay means resets the delay time when the first operation member is operated again before the delay time elapses.
  8. 　前記遅延時間は、前記待機時間よりも長い時間に設定されることを特徴とする請求項６または７に記載の装置。 The apparatus according to claim 6, wherein the delay time is set to a time longer than the waiting time.
  9. 　前記スケジュール決定手段は、前記待機時間が経過するまでの間における前記操作部材としての第２操作部材の操作に応答して前記エンジンを停止させる処理を、前記停止処理として実施する停止手段を有することを特徴とする請求項２乃至８のいずれか一項に記載の装置。 The schedule determination means has stop means for performing, as the stop process, a process for stopping the engine in response to the operation of the second operation member as the operation member until the standby time elapses. A device according to any one of claims 2 to 8, characterized in
  10. 　前記停止手段は、前記第２の操作部材の操作が運転者により行われたか否かを判定する第２の判定手段を備え、
    　当該停止手段は、前記第２の判定手段により、前記第２の操作部材が運転者により操作されたと判定された場合、前記停止処理として、前記判定結果に応答して前記エンジンを停止させることを特徴とする請求項９に記載の装置。     The stop means includes a second determination means for determining whether or not the driver operates the second operation member.
    The stop means is configured to stop the engine in response to the determination result as the stop process when the second determination means determines that the second operation member is operated by the driver. A device according to claim 9, characterized in that.
  11. 　前記車両は二輪車両であり、この二輪車両における、当該二輪車両に乗った運転者に対向する部位に、前記車両のスロットルを操作する操作部材（１４）と、前記二輪車両のフロントブレーキを操作するための第１のブレーキ操作部材（１５）と、前記二輪車両のリアブレーキを操作するための第２のブレーキ操作部材（１６）とが設けられており、
    　前記スケジュール決定手段は、前記操作部材としての前記第２のブレーキ操作部材が前記運転者によりブレーキ作動状態から非作動状態に操作されたことに基づいて、前記停止処理として、前記エンジンの停止タイミングを前記所定のタイミングよりも前倒しする処理を実施することを特徴とする請求項２乃至１０のいずれか一項に記載の装置。     The vehicle is a two-wheeled vehicle, and an operation member (14) for operating a throttle of the vehicle and a front brake of the two-wheeled vehicle are operated on a part of the two-wheeled vehicle facing the driver on the two-wheeled vehicle. A first brake operating member (15) for driving the vehicle and a second brake operating member (16) for operating the rear brake of the two-wheel vehicle,
    The schedule determination means performs the stop timing of the engine as the stop process based on the fact that the driver operates the second brake operating member as the operating member from the brake operating state to the non-operating state. The apparatus according to any one of claims 2 to 10, wherein a process of advancing the predetermined timing is performed.
  12. 　前記スケジュール決定手段は、前記車両の走行中における前記操作部材としての第３操作部材（２６）の操作に基づいて、前記走行中の車両が次に停止する際における前記エンジンの自動停止を禁止させるようにする処理を前記禁止処理として実施することを特徴とする請求項１乃至１１のいずれか一項に記載の装置。 The schedule determination means prohibits the automatic stop of the engine when the traveling vehicle next stops based on the operation of the third operation member (26) as the operation member while the vehicle is traveling. 12. A device according to any one of the preceding claims, characterized in that the process to be performed is carried out as the inhibition process.
  13. 　前記スケジュール決定手段は、前記車両の減速状態における前記第３操作部材の操作に基づいて、前記禁止処理を実施することを特徴とする請求項１２に記載の装置。 The apparatus according to claim 12, wherein the schedule determination unit performs the prohibition process based on an operation of the third operation member in a decelerating state of the vehicle.
  14. 　前記スケジュール決定手段は、前記車両が走行を開始したことに基づき、前記禁止処理の実行を解除することを特徴とする請求項１２又は１３に記載の装置。 The apparatus according to claim 12, wherein the schedule determination unit cancels the execution of the prohibition process based on the fact that the vehicle has started traveling.
  15. 　前記車両が所定の停止状態になってから前記待機時間が経過するまでの間、当該待機時間の経過状況を運転者に知らせる経過状況通知手段を備えることを特徴とする請求項１乃至１４のいずれか一項に記載の装置。 The apparatus according to any one of claims 1 to 14, further comprising: a progress status notification means for notifying a driver of a progress status of the standby time until the standby time elapses after the vehicle enters a predetermined stop state. A device according to any one of the preceding claims.
PCT/JP2014/050559 2013-01-15 2014-01-15 Device for automatically stopping engine WO2014112519A1 (en)

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