vehicle

Abstract

The present invention provides a vehicle that improves fuel consumption. The vehicle includes an engine and an engine start control unit, which starts from the moment when a target driving force derived based on an acceleration operation amount reaches a predetermined first threshold or more, and while the target driving force is above the first threshold, derives a cumulative value obtained by accumulating the difference between the target driving force and the first threshold, and starts the engine if the cumulative value reaches a predetermined second threshold or more. This can prevent the engine from being repeatedly started and stopped in vain in a short period of time, and can improve fuel consumption.

Description

Technical Field

[0001] The present invention relates to a vehicle comprising an engine. Background Art

[0002] In a vehicle including an engine, if a target driving force is lower than a predetermined stop threshold, the engine is stopped; and if the target driving force is equal to or higher than a predetermined start threshold, the engine is started (for example, Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-115573 Summary of the invention

[0006] Technical issues

[0007] During driving, the driver sometimes adjusts the speed by stepping on the accelerator pedal for a short time. In such a case, the target driving force sometimes reaches above the start threshold momentarily, and then immediately drops below the stop threshold. As a result, the engine is repeatedly started and stopped in vain in a short period of time, and fuel is wasted.

[0008] Therefore, an object of the present invention is to provide a vehicle capable of improving fuel consumption.

[0009] Technical Solution

[0010] In order to solve the above-mentioned problem, the vehicle of the present invention comprises: an engine and an engine start control unit, which starts from the moment when the target driving force derived based on the acceleration operation amount reaches a predetermined first threshold value or more, and while the target driving force is above the first threshold value, derives a cumulative value obtained by accumulating the difference between the target driving force and the first threshold value, and starts the engine if the cumulative value reaches a predetermined second threshold value or more.

[0011] Furthermore, the engine start control unit may restore the integrated value to an initial value when the target driving force becomes smaller than the first threshold value after the derivation of the integrated value is started.

[0012] In addition, either or both of the first threshold value and the second threshold value may be determined based on the speed of the host vehicle.

[0013] Furthermore, when the target driving force reaches or exceeds a predetermined third threshold value that is greater than the first threshold value, the engine start control unit may make the second threshold value lower than the value of the second threshold value when the target driving force is less than the third threshold value.

[0014] In order to solve the above-mentioned problem, the vehicle of the present invention comprises: an engine and an engine start control unit, wherein the engine start control unit starts from the moment when the target torque derived based on the acceleration operation amount reaches a predetermined first threshold value or more, and while the target torque is above the first threshold value, the engine start control unit derives a cumulative value obtained by accumulating the difference between the target torque and the first threshold value, and starts the engine if the cumulative value reaches a predetermined second threshold value or more.

[0015] Technical Effects

[0016] According to the present invention, fuel consumption can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram showing the structure of the vehicle according to the present embodiment.

[0018] Figure 2 It is an explanatory diagram for explaining an example of the operation of the engine start control unit. Figure 2 (A) illustrates the temporal change of the speed of the vehicle 1 . Figure 2 (B) illustrates the change of the engine speed over time. Figure 2 (C) illustrates the change of the target driving force over time. Figure 2 (D) illustrates the change of the cumulative value over time.

[0019] Figure 3 It is an explanatory diagram for explaining another example of the operation of the engine start control unit. Figure 3 (A) illustrates the temporal change of the speed of the vehicle 1 . Figure 3 (B) illustrates the change of the engine speed over time. Figure 3 (C) illustrates the change of the target driving force over time. Figure 3 (D) illustrates the change of the cumulative value over time.

[0020] Figure 4 This is a flowchart illustrating the flow of operations of the engine start control unit.

[0021] Explanation of symbols

[0022] 1 Vehicle

[0023] 10 Engine

[0024] 32 Engine start control unit DETAILED DESCRIPTION

[0025] Hereinafter, the embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values ​​shown in the embodiments are only examples for making the invention easy to understand, and unless otherwise specified, do not limit the present invention. It should be noted that in this specification and the accompanying drawings, the same symbols are marked for elements having substantially the same functions and structures, thereby omitting repeated descriptions, and the illustrations of elements that are not directly related to the present invention are omitted.

[0026] Figure 1 1 is a schematic diagram showing the configuration of a vehicle 1 according to the present embodiment. The vehicle 1 includes an engine 10, a motor 12, a transmission 14, drive wheels 16, an acceleration sensor 20, a brake sensor 22, a speed sensor 24, and a vehicle control unit 30. The vehicle 1 is a hybrid electric vehicle in which the engine 10 and the motor 12 are provided in parallel. Hereinafter, the vehicle 1 may be referred to as a subject vehicle.

[0027] The engine 10 burns fuel such as gasoline to reciprocate a piston. The reciprocating motion of the piston is converted into a rotational motion of a crankshaft via a connecting rod. The crankshaft is connected to an output shaft of the engine 10. The output shaft of the engine 10 is connected to a transmission 14.

[0028] The motor 12 is, for example, a synchronous motor or an asynchronous motor. The rotating shaft of the motor 12 is connected to the transmission 14. The motor 12 consumes the power supplied from the battery (not shown) through the inverter (not shown) to rotate the rotating shaft. In addition, the motor 12 can also function as a generator when the vehicle 1 is decelerated. The power generated by the motor 12 is regenerated to the battery through the inverter.

[0029] The transmission 14 is, for example, a continuously variable transmission or a gear mechanism. The primary side of the transmission 14 is connected to the output shaft of the engine 10 and the rotating shaft of the motor 12. The secondary side of the transmission 14 is connected to the drive wheels 16 via a differential gear (not shown). The drive wheels 16 are driven by the driving force transmitted from the engine 10 and the motor 12 through the transmission 14.

[0030] The acceleration sensor 20 detects an acceleration operation amount inputted through an accelerator pedal. The brake sensor 22 detects a brake operation amount inputted through a brake pedal. The speed sensor 24 detects the speed of the host vehicle based on the rotation speed of the drive wheels 16, for example.

[0031] The vehicle control unit 30 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, etc. Although detailed description is omitted, the vehicle control unit 30 controls the entire vehicle 1 such as driving, braking, and rotation of the vehicle 1 by executing the program. For example, the vehicle control unit 30 derives the target driving force based on the detected acceleration operation amount and braking operation amount. In addition, the vehicle control unit 30 controls the engine 10 and the motor 12 so that the actual driving force of the vehicle 1 becomes the target driving force.

[0032] The vehicle control unit 30 also functions as an engine start control unit 32 by executing a program. The engine start control unit 32 controls the start and stop of the engine 10.

[0033] Specifically, when the SOC (State Of Charge) of the battery is above a predetermined SOC, and when the target driving force is less than a predetermined stop threshold, the engine start control unit 32 stops the engine. The stop threshold is set to a value inversely proportional to the speed of the vehicle 1, for example. If the engine 10 is stopped, the vehicle 1 is driven only by the motor 12.

[0034] In addition, when the engine 10 is stopped, if a predetermined condition described later is satisfied, the engine start control unit 32 starts the engine 10. When the engine 10 is started, the vehicle 1 is driven by both the engine 10 and the motor 12. It should be noted that, when the SOC of the battery is less than a predetermined SOC, the vehicle 1 may be driven only by the engine 10 by starting the engine 10. The engine start control unit 32 will be described in detail below.

[0035] Figure 2 It is an explanatory diagram for explaining an example of the operation of the engine start control unit 32 . Figure 2 (A) illustrates the temporal change of the speed of the vehicle 1 . Figure 2 (B) illustrates the change of the engine speed over time. Figure 2 (C) illustrates the change of the target driving force over time. Figure 2 (D) shows the time-dependent change of the cumulative value. The cumulative value will be described in detail later. In addition, it is assumed that Figure 2 (A)~ Figure 2 The time axis of (D) is common.

[0036] At time T10, if Figure 2 (A) and Figure 2 As shown in (B), the vehicle 1 is driven only by the motor 12, and the speed is not zero, but the engine 10 is stopped and the engine speed is zero. Figure 2 The target driving force represented by the solid line A10 of (C) is smaller than that represented by Figure 2 The single-dot chain line A12 in (C) represents the first threshold value.

[0037] The first threshold is derived based on the speed of the vehicle 1, and specifically, the first threshold is inversely proportional to the speed of the vehicle 1. That is, the first threshold changes with the current speed of the vehicle 1 in such a manner that if the current speed of the vehicle 1 decreases, the first threshold becomes a relatively large value, and if the current speed of the vehicle 1 increases, the first threshold becomes a relatively small value.

[0038] The engine start control unit 32 determines whether the target driving force has reached or exceeded the first threshold value at predetermined intervals. Figure 2 As shown in (C), the target driving force (solid line A10) changes to a value greater than the first threshold value (single-dot chain line A12). In response to the target driving force reaching a value greater than the first threshold value, the engine start control unit 32 starts to derive the value of Figure 2 The cumulative value shown by the solid line A20 in (D).

[0039] The cumulative value is a value obtained by accumulating the difference between the target driving force and the first threshold value from the moment the target driving force reaches or exceeds the first threshold value during the period when the target driving force is above the first threshold value. For example, at the moment when the target driving force reaches or exceeds the first threshold value (for example, moment T11), the previous value of the cumulative value is set to an initial value (for example, zero). The engine start control unit 32 first subtracts the current first threshold value from the current target driving force to derive the current difference. The engine start control unit 32 adds (accumulates) the current difference value to the previous value of the cumulative value at predetermined intervals to derive the current value of the cumulative value. Therefore, Figure 2 As shown by the solid line A20 in (D), after time T11, the integrated value increases with the passage of time.

[0040] The engine start control unit 32 determines whether the integrated value has reached or exceeded the second threshold value at predetermined intervals. Figure 2 The second threshold value indicated by the dashed line A22 in (D) is derived based on the speed of the vehicle 1 similarly to the first threshold value. Specifically, the second threshold value is inversely proportional to the speed of the vehicle 1 .

[0041] Assume that at time T12 after time T11, if Figure 2 As shown in (C), the target driving force (solid line A10) changes to be smaller than the first threshold value (single-dot chain line A12). Figure 2 As shown in (D), the integrated value (solid line A20) integrated from time T11 to time T12 does not reach the second threshold value (one-dot chain line A22).

[0042] After the derivation of the cumulative value begins, if the target driving force becomes less than the first threshold, the engine start control unit 32 returns the cumulative value to the initial value (for example, zero) even if the cumulative value does not reach or exceed the second threshold. Figure 2 As shown in (D) of FIG. 1 , at time T12 , the integrated value is restored to the initial value.

[0043] Thus, even if the target driving force reaches the first threshold or more, but the accumulated value does not reach the second threshold or more, the engine 10 is not started. Therefore, even if the target driving force reaches the first threshold or more, but immediately becomes less than the first threshold, the engine 10 can be kept stopped and fuel waste can be avoided.

[0044] Assume that at time T13 after time T12, if Figure 2 As shown in (C), the target driving force changes to above the first threshold. Figure 2 As shown in (D) of FIG. 1 , at time T13, the engine start control unit 32 starts deriving the integrated value. At this time, since the integrated value is restored to the initial value at time T12, the integrated value increases from the initial value as time passes after time T13.

[0045] Assume that during the period from time T13 to time T14, Figure 2 As shown in (C), the target driving force is maintained above the first threshold. Figure 2 As shown in (D), at time T14, the integrated value changes to be equal to or greater than the second threshold.

[0046] If the accumulated value reaches or exceeds the second threshold value, the engine start control unit starts the engine 10. Figure 2 As shown in (B), after time T14, the engine speed increases.

[0047] In this way, in the vehicle 1 , since the engine 10 is not started until the integrated value reaches or exceeds the second threshold value, it is possible to prevent the engine 10 from being repeatedly started and stopped in vain in a short period of time.

[0048] Assume that Figure 2 As shown in (C), during the period from time T14 to time T15, the target driving force is maintained above the first threshold, and at time T15, the target driving force changes to be less than the first threshold. Figure 2 As shown in (D) of FIG. 1 , the engine start control unit 32 continues to derive the cumulative value until the target driving force becomes smaller than the first threshold value even if the cumulative value becomes greater than the second threshold value. Figure 2As shown in (D) of FIG. 1 , at time T15 when the target driving force becomes smaller than the first threshold value, the engine start control unit 32 returns the integrated value to the initial value.

[0049] In addition, if Figure 2 As shown in (C), after time T15, the target driving force is maintained at Figure 2 The stop threshold value shown by the dotted line A30 in (C) is above. Figure 2 As shown in (B), after time T15, the engine 10 is maintained in the driven state. In this way, in the vehicle 1, it is possible to suppress the situation where the engine 10 is started and stopped repeatedly in vain in a short period of time, and if the driver increases the accelerator operation amount in a manner such that the target driving force is above the stop threshold, the engine 10 can be appropriately started to drive.

[0050] Figure 2 The two-dot dashed line A40 of (C) represents a third threshold value. The third threshold value is a value greater than the first threshold value. The third threshold value is derived based on the speed of the vehicle 1, similarly to the first threshold value, and specifically, the third threshold value is inversely proportional to the speed of the vehicle 1. For example, the third threshold value is determined as a value obtained by adding a predetermined value to the first threshold value.

[0051] exist Figure 2 In (C), the target driving force is less than the third threshold. Figure 2 (A)~ Figure 2 In (D), an example is given in which the target driving force is not equal to or greater than the third threshold value. Next, an example in which the target driving force is equal to or greater than the third threshold value is described.

[0052] Figure 3 It is an explanatory diagram for explaining another example of the operation of the engine start control unit 32 . Figure 3 (A) illustrates the temporal change of the speed of the vehicle 1 . Figure 3 (B) illustrates the change of the engine speed over time. Figure 3 (C) illustrates the change of the target driving force over time. Figure 3 (D) shows the cumulative value over time. Assume Figure 3 (A)~ Figure 3 The time axis of (D) is common.

[0053] At time T20, if Figure 3 (A) and Figure 3 As shown in (B), only the motor 12 is driven, the speed of the vehicle 1 is not zero, but the engine 10 is stopped and the engine speed is zero. In addition, at time T20, as Figure 3 As shown in (C), the target driving force (solid line A10) is smaller than the first threshold value (single-dot chain line A12). Figure 3 As shown in (C), at time T21 after time T20, the target driving force changes to be above the first threshold. Then, corresponding to the target driving force reaching the first threshold, as shown in Figure 3 As shown in (D) of FIG. 1 , the engine start control unit 32 starts to derive the integrated value (solid line A20 ). As a result, after time T21 , the integrated value increases with the passage of time.

[0054] Assume that during the period from time T21 to time T22, the accumulated value is less than the second threshold value. Figure 3 As shown in (C), at time T22, the target driving force changes to be equal to or greater than the third threshold value (two-dot chain line A40).

[0055] The engine start control unit 32 determines whether the target driving force has reached or exceeded a third threshold value at predetermined intervals. Figure 3 As shown in (D), the engine start control unit 32 forcibly lowers the second threshold value. Figure 3 In the example (D) of FIG. 1 , an example is given in which the second threshold is forcibly set to zero. Therefore, since the resultant cumulative value is necessarily greater than the second threshold regardless of the cumulative value at that time, the engine start control unit 32 starts the engine 10. Figure 3 As shown in (B), after time T22, the engine speed increases.

[0056] In this way, in the vehicle 1 , when the driver wants to quickly increase the driving force, the engine 10 can be started as soon as possible.

[0057] It should be noted that here, an example is given in which the second threshold is forcibly set to 0 when the target driving force reaches or exceeds the third threshold. However, the specific value after the second threshold is reduced is not limited to zero, but can be set to any value that can start the engine 10 by comparison with the accumulated value.

[0058] Assume that at time T23 after time T22, if Figure 3 As shown in (C), the target driving force changes to be less than the first threshold. Figure 3 As shown in (D) of FIG. 1 , the engine start control unit 32 returns the integrated value to an initial value (eg, zero).

[0059] Assume that at time T24 after time T23, if Figure 3 As shown in (C), the target driving force becomes less than the stop threshold. When the target driving force becomes less than the stop threshold, the engine start control unit 32 stops the engine 10. Figure 3As shown in (B), after time T24, the engine speed decreases and becomes zero.

[0060] In addition, when the target driving force becomes less than the stop threshold, the engine start control unit 32 cancels the second threshold being set to zero and restores the second threshold to a value based on the speed of the vehicle 1. Thus, even if it is assumed that the target driving force reaches or exceeds the first threshold after time T24 and the cumulative value is derived, the start timing of the engine 10 can be appropriately determined.

[0061] It should be noted that here, an example is given in which the second threshold is restored when the engine 10 is stopped. However, the timing of restoring the second threshold is not limited to this example, and for example, the second threshold may be restored when the integrated value is restored to the initial value.

[0062] like Figure 3 As shown in (A) to (3D) of FIG. 3 , when the target driving force greatly exceeds the first threshold value and reaches or exceeds the third threshold value, the engine start control unit 32 starts the engine 10 without waiting for the integrated value to reach or exceed the second threshold value derived based on the vehicle speed. Therefore, in the vehicle 1, when the driver steps hard on the accelerator pedal, the engine 10 is started as soon as possible, thereby suppressing the reduction of the acceleration response.

[0063] Figure 4 1 is a flowchart for explaining the flow of the operation of the engine start control unit 32. The engine start control unit 32 repeats the operation at each interruption time generated at a predetermined control cycle. Figure 4 A series of processing.

[0064] First, the engine start control unit 32 obtains the speed of the vehicle 1 from the speed sensor 24 (S100). Next, the engine start control unit 32 derives each threshold value (a first threshold value, a second threshold value, a third threshold value, and a stop threshold value) based on the speed of the vehicle 1 (S110). For example, the engine start control unit 32 derives the first threshold value, the second threshold value, and the stop threshold value, which are inversely proportional to the speed of the vehicle 1. The engine start control unit 32 adds the first threshold value to the predetermined value to derive the third threshold value.

[0065] Next, the engine start control unit 32 determines whether the current target driving force is greater than or equal to the current first threshold value (S120). If the current target driving force is not greater than or equal to the current first threshold value (less than the first threshold value) ("No" in S120), the engine start control unit 32 sets the accumulated value to an initial value (specifically, to zero) (S130).

[0066] Next, the engine start control unit 32 determines whether the current target driving force is less than the current stop threshold value (S140). If the current target driving force is not less than the current stop threshold value (is greater than the stop threshold value) ("No" in S140), the engine start control unit 32 ends a series of processing. In this case, if the engine 10 is in driving, it is maintained in driving, and if it is in stopping, it is maintained in stopping.

[0067] When the current target driving force is less than the current stop threshold value (Yes in S140), the engine start control unit 32 stops the engine 10 (S150). In this case, the engine 10 being driven is stopped. It should be noted that when the engine 10 has already been stopped, the stopping of the engine 10 is continued.

[0068] Next, the engine start control unit 32 determines whether the second threshold value is zero (S160). If the second threshold value is not zero (No in S160), the engine start control unit 32 ends a series of processes. In this case, the second threshold value is derived based on the speed of the vehicle 1.

[0069] When the second threshold value is zero (Yes in S160 ), the engine start control unit 32 resets the second threshold value ( S170 ) and ends a series of processing. Thus, the second threshold value is derived based on the speed of the vehicle 1 .

[0070] In addition, in step S120, when the target driving force is greater than or equal to the first threshold value ("Yes" in S120), the engine start control unit 32 derives the cumulative value (S200). Specifically, the engine start control unit 32 subtracts the current first threshold value from the current target driving force to derive the current difference value. Furthermore, the engine start control unit 32 adds the cumulative value up to the previous time to the current difference value to update the cumulative value.

[0071] Next, the engine start control unit 32 determines whether the current target driving force is greater than the current third threshold value (S210). If the current target driving force is not greater than the current third threshold value (less than the third threshold value) ("No" in S210), the engine start control unit 32 determines whether the current cumulative value is greater than the current second threshold value (S220).

[0072] If the current integrated value is not equal to or greater than the current second threshold value (is smaller than the second threshold value) (No in S220), a series of processes are terminated. In this case, the stopped engine 10 is not started.

[0073] If the current integrated value is equal to or greater than the current second threshold value (Yes in S220), the engine start control unit 32 starts the engine 10 (S230) and ends a series of processes. If the engine 10 is already being driven, the driving of the engine 10 continues.

[0074] In step S210, if the current target driving force is greater than or equal to the current third threshold value ("Yes" in S210), the engine start control unit 32 sets the current second threshold value to zero (S240), and proceeds to the process of step S220. Thereafter, the second threshold value is set to zero until it is restored in the above-mentioned step S170.

[0075] When the process proceeds to step S220 via step S240, since the current second threshold is set to zero, the current cumulative value is greater than the current second threshold ("Yes" in S220), and the engine start control unit 32 starts the engine 10 (S230). That is, since the current target driving force reaches greater than the current third threshold, the engine 10 is started.

[0076] As described above, the engine start control unit of the vehicle 1 of the present embodiment derives the cumulative value in response to the target driving force reaching or exceeding the first threshold value, and starts the engine 10 if the cumulative value reaches or exceeds the second threshold value. That is, in the vehicle 1 of the present embodiment, even if the target driving force reaches or exceeds the first threshold value, the engine 10 is not started before the cumulative value reaches or exceeds the second threshold value. Therefore, in the vehicle 1 of the present embodiment, after the target driving force reaches or exceeds the first threshold value, in the case where the target driving force immediately becomes less than the first threshold value, the engine 10 can be continuously stopped.

[0077] Therefore, according to the vehicle 1 of this embodiment, it is possible to prevent the engine 10 from being repeatedly started and stopped in vain in a short time, and as a result, the fuel consumption rate can be improved. In addition, in the vehicle 1 of this embodiment, the engine 10 can be started appropriately by the accumulated value reaching the second threshold value.

[0078] In addition, the engine start control unit 32 of the vehicle 1 of the present embodiment restores the cumulative value to the initial value when the target driving force becomes less than the first threshold value after starting to derive the cumulative value. Therefore, in the vehicle 1 of the present embodiment, since the cumulative value can be increased from the initial value every time the cumulative value is derived, the comparison between the cumulative value and the second threshold value can be appropriately performed.

[0079] In addition, the engine start control unit 32 of the vehicle 1 of the present embodiment makes the second threshold value lower than the value of the second threshold value when the target driving force reaches or exceeds the third threshold value. As a result, the cumulative value reaches or exceeds the second threshold value, and the engine is started. Therefore, in the vehicle 1 of the present embodiment, for example, when the accelerator pedal is stepped on hard, the engine 10 is immediately started, so that the acceleration response can be suppressed.

[0080] In addition, the first threshold, the second threshold, and the third threshold of the vehicle 1 of the present embodiment are determined based on the speed of the vehicle 1. Here, while the engine 10 is stopped, the vehicle 1 is driven only by the motor 12. The driving force of the motor 12 decreases as the rotation speed of the motor 12, that is, the speed of the vehicle 1 increases. Therefore, since the first threshold, the second threshold, and the third threshold are determined based on the speed of the vehicle 1, the driving force characteristics of the motor 12 are reflected in the start time of the engine 10. As a result, in the vehicle 1 of the present embodiment, it is possible to suppress the reduction in the efficiency of the motor 12.

[0081] The embodiments of the present invention are described above with reference to the accompanying drawings, but the present invention is certainly not limited to the embodiments. It should be understood that it is obvious that a person skilled in the art can think of various variations or modifications within the scope of the claims, and these variations or modifications certainly also belong to the technical scope of the present invention.

[0082] For example, in the above embodiment, an example is given in which the first threshold, the second threshold, the third threshold, and the stop threshold are determined based on the speed of the vehicle 1. However, the first threshold, the second threshold, the third threshold, and the stop threshold are not limited to being determined based on the speed of the vehicle 1, and may be set to a predetermined constant (constant value). For example, with respect to the first threshold and the second threshold, one of them may be determined based on the speed of the vehicle 1, and the other may be set to a constant value.

[0083] In addition, in the above embodiment, an example is given in which the engine 10 is started when the vehicle 1 is running (the speed of the vehicle 1 is greater than zero) only by the driving force of the motor 12. However, when the vehicle 1 starts from a state where the vehicle 1 is stopped (the speed of the vehicle 1 is zero), the above-mentioned control of the start time of the engine 10 can also be applied.

[0084] In the above embodiment, an example is given of using the target driving force to determine the start and stop of the engine 10. However, since the target torque is derived by multiplying the target driving force by the radius of the driving wheel 16 (tire), the target torque may be used instead of the target driving force to determine the start and stop of the engine 10. In this case, the first threshold, the second threshold, the third threshold, and the stop threshold are set to the dimension of the torque.

[0085] Industrial availability

[0086] The present invention can be used in a vehicle including an engine.

Claims

1. A vehicle, characterized in that: have: Engine; and an engine start control unit that obtains a speed of a vehicle equipped with the engine, and, starting from a time when a target driving force derived based on an accelerator operation amount reaches or exceeds a predetermined first threshold value, derives a cumulative value obtained by accumulating a difference between the target driving force and the first threshold value while the target driving force is above the first threshold value, and starts the engine if the cumulative value reaches or exceeds a predetermined second threshold value, One or both of the first threshold value and the second threshold value are set to a larger value as the speed of the vehicle is lower, and to a smaller value as the speed of the vehicle is higher.

2. The vehicle according to claim 1, characterized in that The engine start control unit restores the integrated value to an initial value when the target driving force becomes smaller than the first threshold value after the derivation of the integrated value is started.

3. The vehicle according to claim 1 or 2, characterized in that: When the target driving force reaches or exceeds a predetermined third threshold value that is greater than the first threshold value, the engine start control unit makes the second threshold value lower than the value of the second threshold value when the target driving force is less than the third threshold value.

4. A vehicle, characterized in that: have: Engine; and an engine start control unit that obtains a speed of a vehicle equipped with the engine, and, starting from a time when a target torque derived based on an accelerator operation amount reaches a predetermined first threshold or more, derives a cumulative value obtained by accumulating a difference between the target torque and the first threshold while the target torque is above the first threshold, and starts the engine if the cumulative value reaches a predetermined second threshold or more, One or both of the first threshold value and the second threshold value are set to a larger value as the speed of the vehicle is lower, and to a smaller value as the speed of the vehicle is higher.

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