CN103195635B - The system of starting internal-combustion engine is engaged by small gear and ring gear - Google Patents

Abstract

The present invention relates to and engage the system of starting internal-combustion engine by small gear and ring gear.In the system for driving with the starter motor of small gear, between the speed of crankshaft decrement phase that the automatic stopping by internal-combustion engine controls, starter motor rotates a ring gear being connected to internal-combustion engine to rotate the crank of this internal-combustion engine, and fallout predictor reduces according to this speed of crankshaft the Future Trajectory that relevant information prediction speed of crankshaft reduces.The driving timing of the Future Trajectory determination starter motor that determiner reduces according to internal-combustion engine rotational speed.

Description

The system of starting internal-combustion engine is engaged by small gear and ring gear

Technical field

The present invention relates to system, between the speed of crankshaft decrement phase of the autostop controlling combustion engine according to internal-combustion engine, the small gear of starter motor is moved to the ring gear of the bent axle being connected to internal-combustion engine thus small gear is meshed with ring gear.

Background technique

Publication number be 2005-330813 Japanese Patent Application disclose a kind of engine stop and starting system, such as reduce Wo 2009051153 as a type of this type systematic.

Especially; engine stop and starting system are designed to control, between decrement phase, to start to encourage the motor of starter motor to rotate the small gear of starter motor when sending engine restart request according to the autostop of this motor at the speed of crankshaft of internal-combustion engine (being called motor simply here).

Engine stop and starting system are designed to when considering the time that small gear arrives required for the position engageable with ring gear, and the rotating speed of prediction bent axle (ring gear) is by the timing of the synchronization with small gear.Engine stop and starting system are designed to, according to when the rotating speed of ring gear is by the timing of prediction during synchronization with small gear, determine the time starting small gear to be moved to ring gear equally.

Summary of the invention

Inventor have been found that in above-mentioned engine stop and starting system should need improve some.

Especially, the speed of crankshaft of described motor is not decline linearly but decline of fluctuating, the decline thus the rotating speed of ring gear also fluctuates.Even if engine stop and starting system predict the timing of bent axle (ring gear) rotating speed and small gear synchronization, this fluctuation still may reduce the degree of accuracy of estimation.This may cause the difference of small gear rotating speed and the rotating speed of ring gear to increase when the engaging of small gear and ring gear.The increase of the speed discrepancy between small gear and ring gear, in other words, the increase of this relative rotation speed between the two, may cause the increase (hereinafter describing see Fig. 7) of noise level during the engaging of small gear and ring gear.

Consider above-mentioned situation about mentioning, of the present invention many-sided in one side aim to provide system for starting internal-combustion engine; This aspect during the present invention is many-sided be designed to improve in above-mentioned some more at least.

Especially, the present invention many-sided in another aspect be devoted to be provided for the system of starting internal-combustion engine; Many-sided this aspect described of the present invention is designed to the high-precision timing determining to drive the starter motor restarted for described internal-combustion engine.

According to an aspect of the present invention, there is provided a kind of system, it is rotationally connected with the ring gear of the bent axle of internal-combustion engine to rotate the crank of described internal-combustion engine to make described starter motor for driving the starter motor with small gear during the rotating speed of described bent axle is controlled by the automatic stopping of internal-combustion engine and reduces.Described system comprises fallout predictor, and its basis reduces the Future Trajectory of the reduction of speed of crankshaft described in relevant information prediction with the rotating speed of described bent axle, also comprise determiner, it is according to the driving timing of the Future Trajectory determination starter motor of the reduction of the rotating speed of internal-combustion engine.

One aspect of the present invention is the Future Trajectory that prediction has the rotating speed reduction of the described bent axle of fluctuation after internal-combustion engine autostop controls.Like this, even if described speed of crankshaft fluctuates between decrement phase, the timing that one aspect of the present invention also can drive starter motor to be meshed with ring gear to make small gear to ring gear with mobile described small gear according to the high-precision prediction of the Future Trajectory of the reduction of speed of crankshaft.

One aspect of the present invention can be applied to common starter motor, and it is designed to simultaneously driving pinion actuator and motor, or in driving pinion actuator and motor one, and given retard time rear driving another.When this aspect of the invention is applied to this common starter motor, when speed of crankshaft is within unusual low-speed range region, determiner can according to the driving timing of the Future Trajectory determination starter motor of the reduction of internal-combustion engine rotational speed.When speed of crankshaft remains within the low-speed range of pole, the noise level between engagement place small gear and ring gear can maintain within permissible range.

One aspect of the present invention can be applied on starter motor, the motor that this starter motor has the pinion actuator for small gear being moved to ring gear and is used for independent of pinion actuator rotation pinion.In this application, determiner is configured to when driving starter motor, and small gear is moved to the first timing of ring gear and the second timing of drive motor rotation pinion by the decline Future Trajectory determination driving pinion actuator according to internal-combustion engine rotational speed.Such as, when engine restart condition meets in the higher speed range of speed of crankshaft, determiner can determine that the second timing is early than the first timing.Such as, when engine restart condition meets in the lower speed range of speed of crankshaft, determiner can determine that the first timing is early than the second timing.

According to another aspect of the present invention, a kind of system is provided, it has the starter motor of small gear for driving, thus during the rotating speed of described bent axle controls reduction by automatic stoppings of internal-combustion engine, make starter motor move small gear to being connected to the ring gear of bent axle of internal-combustion engine to restart internal-combustion engine.Internal combustion engine operation reciprocates through the upper dead center (TDC) of cylinder with turning crankshaft in the cylinder to make piston.This system comprises previous upper dead center determiner, and it rotates forward in process according to reducing relevant information determination piston with speed of crankshaft the timing arriving previous upper dead center during speed of crankshaft reduces at bent axle.This system comprises driving timing determiner, and it is according to the driving timing determining this starter motor during speed of crankshaft reduction in the timing of the previous upper dead center rotated forward in process of bent axle.

Another aspect of the present invention can determine during speed of crankshaft reduces this bent axle rotate forward in previous upper dead center, thus make to determine that the driving pinion relative to this previous upper dead center timing becomes possibility with the timing restarting internal-combustion engine.

Many-sided above-mentioned and/or other feature of the present invention and/or advantage further will be understood in conjunction with following specification and accompanying drawing.All aspects of of the present invention can comprise according to usable condition and/or get rid of different features, and/or advantage.In addition, All aspects of of the present invention can be combined with one or more features of other embodiment in a situation of use where.The feature of the specific embodiment of this specification and/or advantage can not form other embodiment or the restriction of claim.

Accompanying drawing explanation

Of the present invention other object and aspect will illustrate clear with reference to wherein accompanying drawing from the description of following examples:

Fig. 1 shows the schematic diagram of an example of the overall hardware configuration of the engine control system according to the first embodiment of the present invention;

Fig. 2 shows the timing schematic diagram of the Future Trajectory of the prediction of the engine speed passing through to obtain according to the engine control system of the first embodiment reduction as an example;

Fig. 3 shows the example of the method for the loss torque value calculating the internal-combustion engine shown in Fig. 1, with the value time of advent according to the magnitude of angular velocity of first embodiment's Predicting Internal Combustion Engine bent axle and bent axle;

Fig. 4 shows a figure chart, which show schematically engine speed reduce prediction Future Trajectory and the starter motor shown in Fig. 1 small gear rotating speed increase prediction Future Trajectory between relation;

Fig. 5 A shows a flow chart, which show schematically the trajectory predictions program performed by the electronic control unit shown in Fig. 1 according to the first embodiment;

Fig. 5 B shows a flow chart, which show schematically a part for the another kind of trajectory predictions program performed by the electronic control unit shown in Fig. 1 according to the amendment of the first embodiment;

Fig. 6 shows a flow chart, which show schematically the starter motor control program performed by electronic control unit according to the first embodiment;

Fig. 7 shows a chart, this diagram depicts the relation of noise level between the respective value at the measured value place of described relative velocity that when being set to zero according to the rotating speed when small gear of the first embodiment, engine speed engages with due to ring gear and small gear relative to the measured value of the relative velocity of small gear rotating speed;

Fig. 8 shows a time diagram, which show schematically between the descending trajectory of practical engine speeds according to a second embodiment of the present invention and the descending trajectory of estimated engine speed and is revising the relation before delay between the two;

Fig. 9 shows a time diagram, which show schematically the relation between the descending trajectory of practical engine speeds according to a second embodiment of the present invention after revising and the descending trajectory of estimated engine speed;

Figure 10 shows a time diagram, which show schematically and starts preset controls of timing, small gear start timing and preset time delay increase timing according to stop using timing, motor rear driving of the motor predrive of the second embodiment on the correction track of the decline of estimated engine speed;

Figure 11 shows a time diagram, which show schematically the relation between each mode of operation that each motor predrive down time according to the second embodiment, motor rear driving starting time, small gear preset control elapsed time and preset time delay increase in the first to the four kind of mode of operation of time and electronic control unit;

Figure 12 shows a flow chart, which show schematically the operating mode determining program performed by electronic control unit according to the second embodiment;

Figure 13 shows a flow chart, which show schematically the decision procedure that the engagement that according to the third embodiment of the invention performed by electronic control unit is forbidden;

Figure 14 shows a flow chart, which show schematically the motor predrive mode control programs performed by electronic control unit according to the 3rd embodiment;

Figure 15 shows a flow chart, which show schematically the loss torque calculation program performed by electronic control unit according to a fourth embodiment of the invention;

Figure 16 shows a flow chart, which show schematically the previous upper dead center decision procedure performed by electronic control unit according to the 4th embodiment;

Figure 17 shows a timing diagram; according to a fifth embodiment of the invention; which show schematically first time of advent relative to the current time corresponding to current upper dead center; bent axle reaches next upper dead center timing in this time; and relative to second time of advent of current time, 0 [RPM] will be reached in this time engine speed;

Figure 18 shows a flow chart, which show schematically the previous upper dead center decision procedure performed by electronic control unit according to the 5th embodiment;

Figure 19 shows a figure chart, as an example, which show schematically the Future Trajectory of the prediction of the engine speed reduction obtained by engine control system according to a sixth embodiment of the invention;

Figure 20 shows a flow chart, which show schematically the previous upper dead center performed by electronic control unit according to the 6th embodiment and judges circulation.

Embodiment

Embodiments of the invention will be described with reference to accompanying drawing hereinafter.

In these embodiments, the same element between embodiment is endowed same reference character, carries out being omitted or simplifying in the explanation repeated.

First embodiment

In first embodiment, the present invention is applied to an engine starting system, and it is designed to a part for the engine control system 1 be installed in motor vehicle.Engine control system 1 is made up of the electronic control unit (ECU) 20 as center fixture, and it operates with the fuel quantity controlling injection and ignition timing and perform and automatically stops the task of internal-combustion engine (referred to as motor) 21 and restart the task of this motor 21.Fig. 1 shows overall structure example of engine control system 1.For motor 21, exemplarily, four-stroke four cylinder engine is adopted in the first embodiment.

Referring to Fig. 1, motor 21 has a bent axle 22, and it is as the output shaft of motor, and is directly or indirectly connected with a ring gear 23 in its one end.Bent axle 22 is connected to piston by the connecting rod being positioned at each cylinder, moves up and down in the respective cylinders to allow bent axle 22 to be rotated to make piston.

Especially, motor 21 runs with by the piston compresses air fuel mixture in each cylinder or air and the mixture of the pressurized air fuel mixture burnt in each cylinder or pressurized air and fuel.The fuel made in each cylinder can be converted to mechanical energy by this, such as rotate can, to make piston at the upper dead center (TDC) of each cylinder to to-and-fro motion between lower dead centre (BDC), thus turning crankshaft 22.The Power Train be installed on motor vehicle that rotates through of bent axle 22 is delivered to driving wheel, driving machine motor vehicle thus.Oil (machine oil) in each cylinder for lubricating any two elements being placed in motor 21 and contacting with each other, the piston of such as movement and each cylinder.

Exemplarily, motor 21 is provided with fuel injection system 51 and ignition system 53.

Fuel injection system 51 comprises multiple actuator, such as fuel injector AC also makes actuator AC to each cylinder directly burner oil or to lucky intake manifold (or suction port) burner oil before each cylinder of motor 21, the air gas in each cylinder of combustion engine 21 thus.

Ignition system 53 comprises the actuator of multiple such as igniter AC and causes actuator AC to provide electric current or spark for lighting the air gas in each cylinder of motor 21, thus combustion air fuel mixture.

When motor 21 is designed to diesel engine, ignition system 53 can be removed.

In addition, in the motor vehicle, in order to slow down or stop, braking system 55 is installed.

Braking system 55 comprises, and exemplarily, the disc type at each wheel place of motor vehicle or drum brake are as break AC.Braking system 55 is run with in response to the braking pedal by driver's pressing machine motor vehicle, sends reduce-speed sign to each break, and this reduce-speed sign represents the braking force be applied to from each break a corresponding wheel.According to this reduce-speed sign sent, this causes each break to implement to slow down or stop operating to the correspondence of motor vehicle wheel.

Reference mark 57 represents manually-operable speed change lever (selector).If these motor vehicle are manual transmission vehicles, driver can change the position of speed change lever 57 to change the transmission ratio of (change) Power Train, controls the revolution of driving wheel and the torque be applied on driving wheel of motor 21 generation thus.If motor vehicle are vehicle with automatic transmissions, driver can change the position of speed change lever 57 such as, to select a driving scope corresponding to the transmission ratio of Power Train, reverse range, neutral range, driving scope etc.

Referring to Fig. 1, engine control system 1 comprises starter motor 11, rechargeable battery 18, relay 19 and switching element 24.

Starter motor 11 is made up of starting motor (motor) 12, small gear 13 and pinion actuator 14.

This motor 12 is made up of output shaft 12a and the armature being connected to this output shaft 12a, and runs when armature is energized to rotate described output shaft 12a.

So that axially removable at output shaft 12a on the outer surface that small gear 13 is arranged on one end of output shaft 12a.

Motor 12 is arranged as with motor 21 relative to make small gear 13 axially move towards the direction of motor 21 at output shaft 12a, thus allows small gear 13 to adjoin the ring gear 23 of motor 21.

Pinion actuator 14, referred to as " actuator ", is made up of plunger 15, solenoid 16 and shift fork 17.Plunger 15 is arranged as the axial direction of the output shaft 12a being parallel to motor 12 so that removable on the length direction on its axial direction being parallel to output shaft 12a.

Solenoid 16, exemplarily, is configured to around described plunger 15.One end of solenoid 16 is connected electrically to the positive terminal of battery 18, the other end ground connection by relay 19.Shift fork 17 has one end and the other end on its length direction.Be connected to one end of plunger 15, the other end of shift fork 17 is connected to output shaft 12a the provided at one of shift fork 17.Shift fork 17 rotates around the pivot being positioned in the longitudinal direction position in the middle substantially.

Solenoid 16 runs with mobile plunger 15 in their length direction thus pulls plunger 15 to overcome the power of Returnning spring (not shown) when connecting.The connection conversion of plunger 15 makes shift fork 17 clockwise direction in FIG rotates, and small gear 13 moves to the ring gear 23 of motor 21 by shift fork 17 whereby.This allow that small gear 13 is engaged in ring gear 23 with the crank of rolling motor 21.When solenoid 16 power-off, Returnning spring makes plunger 15 and shift fork 17 get back to their home position as shown in Figure 1, throws off and the engaging of ring gear 23 to make small gear 13.

Relay 19 is designed to mechanical relay or semiconductor relay.Relay 19 has first and second terminals (contact) of positive terminal and solenoid 16 one end being electrically connected on battery 18 respectively, and is electrically connected on the control terminal of electronic control unit 20.

For example, when electronic control unit 20 sends the electrical signal of indicating relay 19 connection, relay 19 establishes conduction to connect described relay 19 between the first and second terminals of relay 19.This allow that battery 18 provides DC(direct current by relay 19) cell voltage to solenoid 16, thus connect solenoid 16.

When on, solenoid 16 pulls plunger 15 to overcome the power of Returnning spring.Plunger 15 being pulled into solenoid 16 causes small gear 13 to move to ring gear 23 by shift fork 17.This allow that small gear 16 is engaged in ring gear 23 with the crank of rolling motor 21.

In addition, when electronic control unit 20 does not send electrical signal to relay 19, relay 19 disconnects, and causes solenoid 16 power-off.

When solenoid 16 power-off, the Returnning spring of actuator 14 makes plunger 15 get back to its home position as shown in Figure 1, throws off and engaging under ring gear 23 original state to make small gear 13.

Switching element 24 has the first and second terminals of the armature of positive terminal and the motor 12 being electrically connected on battery 18 respectively, and is electrically connected on the control terminal of electronic control unit 20.

For example, when the electrical signal such with the impulsive current of pulse width (pulse duration) that such as corresponds to the power on duration (on time) of switching element 24 is issued to switching element 24 by electronic control unit 20, the conduction that switching element 24 is established between the first and second terminals during the on time of described impulsive current opens switching element 24 thus.This allow that battery 18 supplies the armature of cell voltage to described motor 12 to connect it.

At impulsive current off period, switching element 24 also disconnects conduction between the first and second terminals with power-off between the armature establishing battery 18 and motor 12.When not having impulsive current to be sent to switching element 24 from electronic control unit 20, switching element 24 disconnects motor 12 is stopped using.The dutycycle of motor 12 is represented by the on time (pulse width) of its impulsive current and the ratio of repetition period (switching on and off the summation in period).That is, electronic control unit 20 is configured to the dutycycle adjusting motor 12 on time (pulse width) adjusting impulsive current, controls the rotating speed of motor 12 thus, i.e. the rotating speed of small gear 13.

In addition, engine control system 1 comprises the sensor 59 of Operation Conditions for measuring motor 21 and motor vehicle driving conditions.

Each sensor 59 run to measure the instant value of a corresponding parameter relevant with the Operation Conditions of motor 21 and/or motor vehicle and the signal exporting the measured value of the parameter representing corresponding to electronic control unit 20.

Especially, sensor 59 comprises, for example, and crank angle sensor (crankshaft sensor) 25, accelerator sensor (throttle position switch) and braking sensor; These sensor electrical are connected to electronic control unit 20.

When bent axle 22 rotates a predetermined angle, crank angle sensor 25 runs to export a crank pulse to electronic control unit 20.Exemplarily, be hereinafter described to the concrete structure of crank angle sensor 25.

Cam-angle sensor runs using the pivotal position measured as the camshaft (not shown) of the output shaft of motor 21 and exports and represents that the signal of the pivotal position of the measurement of camshaft is to electronic control unit 20.Camshaft by gear, belt or the chain drive from bent axle 22, and is designed to the half rotational speed with bent axle 22.Camshaft runs to make each valve opening in motor 21 and closedown.

Acceleration sensor run with:

The physical location of the accelerator pedal of measuring machine motor vehicle driver's operation or stroke, accelerator pedal is connected with closure the air quantity for controlling to enter intake manifold; And output represents that the traveled distance of accelerator pedal or the signal of position that record are to electronic control unit 20.

Brake sensor runs measure by the physical location of the vehicle brake pedal of driver's operation or stroke and export the signal representing braking pedal traveled distance or the position recorded.

As crank angle sensor 25, the present embodiment adopts the magnetic pickup type angle transducer of standard.Especially, this crank angle sensor 25 comprises magnetoresistor dish (pulse oscillator) 25a being connected to bent axle 22 to rotate with whole crank shaft.Crank angle sensor 25 also comprises an electromagnetic inductor (referred to as " inductor ") 25b, and it is arranged as close to magnetoresistor dish 25a.

Magnetoresistor dish 25a has tooth 25c, and it is around its external peripheral surface with preset crank angle interval, and such as 30 ° of intervals (radian interval, π/6) are spaced apart.Rectangular disk 25a also has, and exemplarily, a hypodontia part MP, eliminates the tooth of such as one or several preset number at this place.This preset crank angle interval determines the Measurement Resolution of the degree in crank angle of crank angle sensor 25.Exemplarily, if tooth 25c separates with 30 degree of intervals, this degree in crank angle resolution is set to 30 degree.

Inductor 25b is designed to the changing value picking up the magnetic field be formerly shaped according to the rotation of the tooth 25c of magnetoresistor dish 25a, and produce a crank pulse thus, this pulse is the transition of base signal level to preset signal level.

Especially, when a tooth 25c of rotation magnetoresistor dish 25a is before inductor 25b, inductor 25b runs to export a crank pulse.

From a series of crank pulses that inductor 25b exports, be called as " crank signal ", be sent to electronic control unit 20; This crank signal is electronically controlled unit 20 for the rotating speed of calculation engine 21 and/or bent axle 22(motor 21) angular velocity omega.

Electronic control unit 20 is designed to, exemplarily, the microcomputer circuit of standard, it is made up of a few part below, such as, central processing unit (CPU), comprises ROM(ROM (read-only memory)), such as can write ROM, RAM(random access memory again) etc. storage medium 20a and IO(input and output) interface equipment, etc.The microcomputer circuit of this standard is defined as in a first embodiment and comprises at least one central processing unit (CPU) and main memory.

Storage medium 20a stores each engine control procedures wherein in advance.

Electronic control unit 20 run with:

Receive the output signal of sensor 59; And

According to the Operation Conditions of the motor 21 that at least some Received signal strength by carrying out sensor 59 is determined, controlling each actuator AC be installed in motor 21, adjusting each controlled variable of motor 21 thus.

Electronic control unit 20 run with according to from crank angle sensor 25 export the pivotal position (crank angle) of crank signal determination bent axle 22 relative to reference position and the rotating speed NE of motor 21, and according to this relative to the crank angle of the bent axle 22 of reference position determine actuator AC difference run timing.Reference position can be determined according to the position of hypodontia part MP and/or from the output signal of camshaft-signal sensor.

Especially, electronic control unit 20 be programmed with:

Adjust the air inflow entered within each cylinder;

Calculate the suitable fuel injection timing for the fuel injector AC of each cylinder and suitable emitted dose, and the suitable ignition timing of each cylinder spark device AC;

Fuel injector AC to each cylinder send instruction with at the corresponding suitable injection timing calculated to the corresponding suitable fuel quantity calculated of each in-cylinder injection;

Igniter AC to each cylinder sends instruction with at the mixture of the suitable ignition timing calculated accordingly at the combustion air compressed fuel mixture of each cylinder mid point or pressurized air and fuel.

In addition, the engine control procedures be stored in storage medium 20a comprises engine stop and starts controlled circulation (program).Exemplarily, during electronic control unit 20 runs master motor controlled circulation, electronic control unit 20 repeatedly runs engine stop and starts controlled circulation; At electronic control unit 20 open period, electronic control unit 20 runs master motor controlled circulation continuously.

Especially; according to engine stop and starting controlled circulation; electronic control unit 20 determines whether to meet at least one automatic engine stop operating mode predetermined according to the output signal carrying out sensor 59 repeatedly; in other words, determine whether to send automatic engine stop request (idling reduces request).

When determining not meet the automatic engine stop operating mode predetermined, electronic control unit 20 exits engine stop and starts controlled circulation R.

Otherwise when determining that meeting at least one predetermines automatic engine stop operating mode, that is, when there is autostop request, electronic control unit 20 performs engine stop and initiating task T.Especially, electronic control unit 20 controls the fuel supply (fuel shutoff) that fuel injection system 51 stops entering within each cylinder, and/or control point ignition system 53 stops the air-fuel mixture in each cylinder to light a fire, thus stop the air-fuel mixture burns in each cylinder.In each cylinder of motor 21, the stopping burning of air gas represents the autostop of motor 21.Such as, the fuel entered within each cylinder according to electronic control unit 20 cut-out of the first embodiment automatically stops motor 21 thus.

Predetermine automatic engine stop operating mode to comprise, exemplarily, following operating mode:

When the stroke of the accelerator pedal of driver be zero (this driver fully releases accelerator pedal) with throttle valve be positioned at its idle speed position or driver depress braking pedal time, engine speed is equal to or less than desired speed (idling reduce perform rotating speed); With

During braking pedal is depressed, motor vehicle stop.

After motor 21 autostop; between motor 21 rotating speed decrement phase; in other words; during bent axle 22 free-wheel; when exporting according to the signal carrying out sensor 59; when determining to meet the engine restart operating mode that at least one predetermines, when namely sending engine restart request, electronic control unit 20 performs small gear prerotation mover program with rotation pinion 13 responsively.Predetermine engine restart operating mode to comprise, exemplarily, following operating mode:

Being performed by driver operates with starter motor motor vehicle at least one times;

Pressure accelerator pedal (opening throttle) is with starter motor motor vehicle.

As the operation at least one times for starter motor motor vehicle, driver fully discharges the position of braking pedal or change speed change lever 57 to driving scope (if these motor vehicle are self shifter vehicle).

In addition, when inputting engine restarting request to electronic control unit 20 from least one annex 61 be installed in motor vehicle, electronic control unit 20 determines a satisfied corresponding engine restart operating mode.Annex 61 comprises, exemplarily, for controlling the SOC(charged state of battery 18 or other battery) battery charging controller and drive the air regulator of room temperature and/or humidity for controller motor vehicle.

After small gear 13 rotates in advance, if determine that the difference between the rotating speed of small gear 13 and the rotating speed of ring gear 23 is little, electronic control unit 20 moves the pre-small gear 13 rotated and is engaged in ring gear 23 to ring gear 23 reposefully to make the pre-small gear 13 rotated, thus the crank of rolling motor 21.This causes bent axle 22 to rotate with starting velocity (idle speed).

Thus electronic control unit 20 sends instruction to the sparger AC of each cylinder and restart burner oil in respective cylinder, and send instruction to the igniter AC of each cylinder and restart the air gas lighted in respective cylinder.

Note; after motor 21 autostop; between motor 21 rotating speed decrement phase; in other words; during bent axle 22 free-wheel; electronic control unit 20 can perform the preset subroutine of small gear and arrive ring gear 23 with mobile small gear 13 before the request of generation engine restart, to make small gear 13 be engaged in ring gear 23 to send engine restart request, and kept small gear 13 to engage with ring gear 23.Notice that electronic control unit 20 can perform the preset subroutine of small gear when at least one automatic engine stop operating mode meets.That is, electronic control unit 20 can control the preset subroutine of executed in parallel small gear with execution automatic engine stop.

Thereafter, according to the signal that sensor 59 exports, electronic control unit 20 determines whether that meeting at least one predetermines engine restart operating mode, has namely determined whether that engine restart request sends.

When the signal exported according to sensor 59 determines that meeting at least one predetermines engine restart operating mode, electronic control unit 20 performs engine restart task.Engine restart task is:

Be energized with rotation pinion 13 thus the crank of rolling motor 21 to the motor 12 of starter motor 11, rotate to make bent axle 22 under the control of motor 12 dutycycle and reach predetermined starting velocity (idle speed) (in the example of the preset subroutine of small gear);

Sparger AC to each cylinder sends instruction and restart burner oil in respective cylinder; And

Igniter AC to each cylinder sends instruction and restarts the air gas lighted in respective cylinder.

At execution engine stop with during starting controlled circulation, the rotating speed of the bent axle 22 of electronic control unit 20 monitoring engine 21; The rotating speed of the bent axle 22 of motor 21 is also referred to as engine speed.

After engine restart task, judge when engine speed exceedes preset threshold whether the startup of motor vehicle completes.When engine speed exceedes preset threshold, electronic control unit 20 determines that the startup of motor vehicle completes, thus passes through the motor 12 of switching element 24 power-off starter motor 11 and pass through relay 19 power-off pinion actuator 14.This allow that Returnning spring makes plunger 15 and shift fork 17 get back to their home position as shown in Figure 1, with make small gear 13 throw off with ring gear 23 engage the home position shown in the Fig. 1 getting back to it.

Especially, electronic control unit 20 be designed to perform according to shown in Fig. 5 A as engine stop and the track forecast circulation R1 of flow chart of a part starting controlled circulation, reduce the means of Future Trajectory thus as estimated engine speed.Electronic control unit 20 be also designed to perform according to shown in Fig. 6 as engine stop and the starter motor controlled circulation R2 of flow chart of a part starting controlled circulation, the prediction data of the Future Trajectory of the engine speed reduction obtained according to circulate by trajectory predictions thus determines that driving pinion 13 is to restart the means of the timing of motor 21.

Next step, according to the first embodiment, how the Future Trajectory that reduces of estimated engine speed is by hereinafter by being used as the crank angle sensor of crank angle sensor 25 to be described, and this crank angle sensor is designed to export a crank pulse to electronic control unit 20 when bent axle 22 rotates 30 degree (30 crank angle degree).

Between engine speed decrement phase when the crank pulse current position of a crank signal is input to electronic control unit 20, solve (calculating) bent axle 22(motor 21 according to following formula (1) electronic control unit 20) angular velocity omega:

ω[rad/sec]= (1)

Wherein tp represents the pulse spacing [second] in crank signal.

Because motor 21 is four-stroke four cylinder engines, so the cylinder of motor 21 completes a power stroke when bent axle 22 often rotates 180 degree.Exemplarily, when the piston in cylinder is positioned at upper dead center, the crank angle of bent axle 22 is 0 degree (0 crank angle degree) relative to reference position.

Notice that " i " represents that bent axle 22 rotates the parameter of the current period of the 180 crank angle degree number of degrees (CAD).

Especially, when between engine speed decrement phase, bent axle 22 often rotates 30CAD, electronic control unit 20 calculates the value of the angular velocity omega of bent axle 22, and calculates loss torque T during bent axle 22 rotates every 30CAD.Electronic control unit 20 is at the register of register RE(central processing unit (CPU)) and/or storage medium 20a in the calculated value of standing losses torque T, exemplarily, every 180 CAD cycles upgrade once.

For example, during bent axle 22 rotates the 180CAD cycle at current time CT(see Fig. 2), when at the 30CAD place by current after top dead center, when namely 30ATDC place crank pulse is input to electronic control unit 20 by current position, electronic control unit 20 calculates:

In the previous 180CAD cycle that bent axle 22 rotates according to ignition order through the TDC(of previous cylinder at front upper dead center) after the magnitude of angular velocity ω [0, i-1] of 0CAD;

Through the magnitude of angular velocity ω [30, i-1] at front after top dead center 30CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the magnitude of angular velocity ω [60, i-1] at front after top dead center 60CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the magnitude of angular velocity ω [90, i-1] at front after top dead center 90CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the magnitude of angular velocity ω [120, i-1] at front after top dead center 120CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the magnitude of angular velocity ω [150, i-1] at front after top dead center 150CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the magnitude of angular velocity ω [0, i] of current after top dead center 0CAD within the current 180CAD cycle that bent axle 22 rotates.

Fig. 2 shows the variation track of angular velocity omega and the variation track of actual angular speed that are made up of (measurement draws) angular velocity calculated.

Electronic control unit 20 has calculated loss torque value T according to following formula (2) to (7):

Through the value T [0-30, i-1] of the loss torque T during front after top dead center 0CAD to 30CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the value T [30-60, i-1] of the loss torque T during front after top dead center 30CAD to 60CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the value T [60-90, i-1] of the loss torque T during front after top dead center 60CAD to 90CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the value T [90-120, i-1] of the loss torque T during front after top dead center 90CAD to 120CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the value T [120-150, i-1] of the loss torque T during front after top dead center 120CAD to 150CAD within the previous 180CAD cycle that bent axle 22 rotates;

Through the value T [150-0, i-1] of the loss torque T within the current 180CAD cycle that front after top dead center 150CAD rotates to bent axle 22 during current upper dead center 0CAD within the previous 180CAD cycle that bent axle 22 rotates.

(2)

(3)

(4)

(5)

(6)

(7)

Wherein J represents the inertia (rotary inertia) of motor 21.

Note loss torque T(off-energy E) mean the magnitude of angular velocity ω that calculated by electronic control unit 20 change (minimizing) to bent axle 22 rotational kinetic energy of the next magnitude of angular velocity ω calculated by electronic control unit 20.That is, torque T(off-energy E is lost) mean the loss of the torque (energy) of motor 21 when being in idling.Loss torque T(off-energy E) by the frictional loss torque (energy) of pumping loss torque (energy) and motor 21, and the fluid loss torque (energy) of power train and the alternator and/or compressor that are connected to bent axle 22 by belt or like forms.Notice that off-energy E can be indicated divided by J/2 by loss torque T.For example, can be calculated by following formula (8) through the value E [0-30, i-1] of the off-energy E during front after top dead center 0CAD to 30CAD within the previous 180CAD cycle that bent axle 22 rotates:

（8）

Electronic control unit 20 is at the register of its register RE(central processing unit (CPU)) and/or storage medium 20a(see Fig. 2) in store the value of loss torque T in the previous 180CAD cycle of rotating corresponding to bent axle 22: T [0-30, i-1], T [30-60, i-1], T [60-90, i-1], T [90-120, i-1], T [120-150, i-1] and T [150-0, i-1], thus upgrade the value of the loss torque T corresponding to the previous 180CAD cycle that bent axle 22 rotates: T [0-30, i-2], T [30-60, i-2], T [60-90, i-2], T [90-120, i-2], T [120-150, i-2] and T [150-0, i-2].

In response to the current input CRANK PULSES through current after top dead center 30CAD place in the current 180CAD cycle that bent axle 22 rotates, electronic control unit 20 calculates the value ω [30 of the interior angular velocity omega through current after top dead center 30CAD place of current 180CAD cycle that bent axle 22 rotates, i], and the value of counting loss torque T .Subsequently, the value T [0-30, i] of loss torque T is stored in its register RE by electronic control unit 20, upgrades the value T [0-30, i-1] of loss torque T simultaneously.

Subsequently, according to the value T [30-60 passing through the loss torque T during front after top dead center 30CAD to 60CAD within the previous 180CAD cycle that bent axle 22 rotates, i-1], electronic control unit 20 calculates predicted value ω ' [60, i] (see the Fig. 3) through the angular velocity omega of current after top dead center 60CAD within the current 180CAD cycle of crank rotation according to following formula (9):

[9]

Based on the predicted value ω ' [60, i] of angular velocity omega, electronic control unit 20 calculates bent axle 22 according to following formula (10) and will arrive the predicted value t [30-60, i] of the time of advent of 60CAD relative to 30CAD:

[10]

Then, based on the loss torque value T [60-90 passed through within the previous 180CAD cycle of crank rotation during front after top dead center 60CAD to 90CAD, i-1], electronic control unit 20 calculates predicted value ω ' [90, i] (see the Fig. 3) through the angular velocity omega of current after top dead center 90CAD within the current 180CAD cycle of crank rotation according to following formula [11]:

[11]

Especially, angular velocity omega predicted value ω ' [90, i] by deduct from current angular velocity ω [30, i] lose torque value between prediction timing (90 CAD) and current timing (30 CAD) with obtain.

Based on the predicted value ω ' [90, i] of angular velocity omega, electronic control unit 20 calculates bent axle 22 according to following formula (12) and will arrive the predicted value t [60-90, i] of the time of advent of 90CAD relative to 60CAD:

[12]

Similarly, based on the loss torque value T [90-120 passed through within the previous 180CAD cycle of crank rotation during front after top dead center 90CAD to 120CAD, i-1], electronic control unit 20 calculates predicted value ω ' [120, i] (see the Fig. 3) through the angular velocity omega of current after top dead center 120CAD within the current 180CAD cycle of crank rotation according to following formula [13]:

（13）

Based on the predicted value ω ' [120, i] of angular velocity omega, electronic control unit 20 calculates bent axle 22 according to following formula [14] and will arrive the predicted value t [90-120, i] of the time of advent of 120CAD relative to 90CAD:

[14]

That is, at current time CT, electronic control unit 20 rotates 30CAD every bent axle 22 and predicts an angular velocity omega, and every bent axle 22 rotate 30CAD predict the time of advent, thus predict the Future Trajectory that this bent axle 22 angular velocity reduces, i.e. the Future Trajectory (see Fig. 2) of engine speed reduction.Represent that the data of the prediction locus that engine speed reduces are called as the prediction data that engine speed reduces Future Trajectory.

Especially, whenever a crank pulse is input to electronic control unit 20 from crank angle sensor 25, electronic control unit 20 is programmed being input in the time lag between the crank pulse of electronic control unit 20 and next crank pulse from crank angle sensor 25, perform angular velocity omega and the prediction of the time of advent, the prediction data being updated to current acquisition in front prediction data of Future Trajectory engine speed reduced thus.

When feasible, be equal to or less than before zero at the previous predicted value of angular velocity omega, the Future Trajectory that electronic control unit 20 estimated engine speed reduces.If arrive before zero at the previous predicted value ω of angular velocity, next crank pulse from crank angle sensor 25 is imported into electronic control unit 20, so electronic control unit 20 arrives at the previous predicted value of angular velocity omega the prediction interrupting angular velocity omega and the time of advent before zero, and performs in response to the angular velocity omega of next crank pulse received and the prediction of the time of advent.Notice that electronic control unit 20 can easily by bent axle 22(motor 21) angular velocity omega be converted to engine speed, and the prediction that can perform engine speed and the time of advent is to replace angular velocity omega.

As mentioned above, electronic control unit 20 according to the first embodiment is designed by switching element 24 and is energized to the motor 12 of starter motor 11, regulate the on time (pulse width) being supplied to the impulsive current of switching element 24 simultaneously, to respond to when meeting engine restart operating mode that at least one predetermines, thus cause small gear 13(motor 12) turn to the maximum (top) speed (preset idle speed) predetermined in advance.

At this moment; electronic control unit 20 is designed to from small gear 13 rotates startup, predict that the tachometer value of small gear 13 predicts the Future Trajectory that the rotating speed of small gear 13 after small gear 13 rotates startup increases thus; the rotation response of described small gear 13 in; for example, from the input of the crank pulse of crank angle sensor 25; Represent that the data of the prediction locus that small gear 13 rotating speed increases are called as the prediction data of the Future Trajectory that small gear 13 rotating speed increases.Then, when difference between the respective value that electronic control unit 20 is designed to the prediction data of the Future Trajectory that the prediction data value of Future Trajectory when engine speed reduces and small gear 13 rotating speed increase is within the scope of a preset value K1, predict the timing of mobile small gear 13 to ring gear 23.When predefined value K1 is such as set to that small gear 13 is engaged in ring gear 23 when difference is within the scope of predefined value K1, remain on low-level owing to engaging the noise caused.

For example, according to the electronic control unit 20 of the first embodiment from small gear 13 starts to rotate by using following method to predict the Future Trajectory that small gear 13 rotating speed increases.Especially, the Future Trajectory that since electronic control unit 20 starts rotation by the following model equation of use [15] prediction from small gear 13, small gear 13 rotating speed increases; This equation is had with scheduled time constant by foundation small gear 13 rotating speed of a lag model increase locus model and obtain in advance:

[15]

Wherein N _prepresent the rotating speed of small gear 13, N _pmaxexpression corresponds to, and for example, the maximum (top) speed formerly determined of the small gear 13 of idle speed, ta represents elapsed time from small gear 13 rotates startup.

Note moving until small gear 13 has contacted ring gear 23 need spended time to ring gear 23 from small gear 13, the described time is the constant independent of engine speed referred to as " small gear traveling time ".So, predict that small gear 13 moves to the timing of ring gear 23 more Zao described small gear traveling time of timing when the difference between electronic control unit 20 respective value of the prediction data of Future Trajectory that can increase than the respective value of prediction data and small gear 13 rotating speed reducing Future Trajectory in engine speed is within the scope of preset value K2.This preset value K2 is such as set to, and when difference is within the scope of preset value K2, small gear 13 is engaged in ring gear 23, because the noise of engagement remains on low-level.

Then, the trajectory predictions circulation R1 performed by electronic control unit 20 will be described with reference to figure 5A hereinafter.Execution described master motor control program during electronic control unit 20 in preset loop repeatedly running orbit prediction loop R1 using the device of the Future Trajectory reduced as estimated engine speed.

When starting trajectory predictions circulation R1; electronic control unit 20 determines whether to meet at least one automatic engine stop operating mode predetermined; in other words, determine whether to send automatic engine stop request (fuel sprays and stops request) according to the output signal carrying out sensor 59 in step 101.

When determining not meet automatic engine stop operating mode according to the signal exported from sensor 59 (step 101 NO), electronic control unit 20 exits trajectory predictions circulation R1 and gets back to master motor control program.

Otherwise when determining to meet at least one automatic engine stop operating mode (in step 101 YES), the autostop that electronic control unit 20 performs motor 21 in step 101A controls.

Especially, in step 101A, electronic control unit 20 controls fuel injection system 51 and/or ignition system 53 to stop air gas burning in the respective cylinders.In each cylinder of motor 21, the stopping burning of air gas represents the autostop of motor 21.Due to the autostop of motor 21, exemplarily, the bent axle 22 of motor 21 is according to its inertia free-wheel.

Except execution step 101A, in step 102, electronic control unit 20 has determined whether that crank pulse inputs from described crank angle sensor 25.Electronic control unit 20 (in step 102 NO) when determining do not have crank pulse to input repeats the determining program of step 102.That is, whenever input crank pulse electronic control unit 20 proceeds to step 103.

In step 103, electronic control unit 20 calculates the magnitude of angular velocity ω of the bent axle 22 corresponding to the crank pulse of current input according to the above-mentioned equation (1) mentioned:

ω[rad/sec]= (1)

Notice that the value of the angular velocity omega of the bent axle 22 corresponding to hCAD in the current 180CAD cycle i of bent axle 22 rotation will be expressed as ω [h, i].Such as, the value through the angular velocity omega of current after top dead center 0CAD in the current 180CAD cycle i that bent axle 22 rotates is expressed as ω [0, i].

Thereafter, in step 104, electronic control unit 20 reads the value T [h-(h+30), i-1] of the loss torque T be stored in register RE; Value T [the h-(h+30) of this loss torque T, i-1] be calculated to be stored in register RE in the step 107 that described later, and correspond at current input crank pulse ω [h, i] before 150CAD be imported into crank pulse ω [h+30, i-1] in electronic control unit 20.

Such as, when current input crank pulse correspond to bent axle 22 rotate the current 180 CAD cycles (i) in through current after top dead center 60 CAD, electronic control unit 20 reads loss torque value T [60-90, i-1], this value T [60-90, i-1] be calculated to be stored in register RE, and correspond to the crank pulse ω [90 being imported into electronic control unit 20, i-1], described crank pulse ω [90, i-1] at the current input crank pulse ω [60 corresponding to 60 CAD, i] before 150 CAD be transfused to (see Fig. 3).

Note, described register RE is stored in through current upper dead center 60 CAD to make not lose torque value T when current input crank pulse corresponded in first 180 CAD cycle (i=1) of rotating at bent axle 22, one formerly prepares the value as the loss torque T from 60 CAD of bent axle 22 to 90 CAD and the default value being stored in register RE or storage medium 20a can be normally used as the value T [60-90, i-1] losing torque T.

Subsequently, in step 105 in the input time next time of the CRANK PULSES corresponding to (h+30) CAD, electronic control unit 20 is according to the loss torque value T [h-(h+30) read from register RE, i-1] the predicted value ω ' [h+30, i] of angular velocity omega is calculated according to aforementioned formula [9] or [11].Such as, the equivalent unit of operation at least in step 105 and described operation at least in step 105 corresponds to the fallout predictor according to first embodiment of the invention.

Such as, in step 105, electronic control unit 20 calculates the predicted value ω ' [h+30, i] of the angular velocity omega in the corresponding crank angle (h+30) of bent axle 22 in the current 180 CAD cycle i of bent axle 22 rotation.

In step 105, the predicted value ω ' [h+30, i] of angular velocity omega is stored in register RE or storage medium 20a by electronic control unit 20.Note, during h+30=180, h+30 is set to 0 and i increases " 1 " at every turn.

Such as, when current input crank pulse corresponds to 60CAD, when namely parameter h equals 60, electronic control unit 20 calculates the predicted value ω ' [90, i] inputting the angular velocity omega of timing next time corresponding to the crank pulse of 90CAD according to formula [11]:

[11]

In step 105, electronic control unit 20 calculates the t time of advent [h-(h+30) according to formula mentioned above [10], i] predicted value, this time of advent bent axle 22 the next time arriving crank pulse is inputted timing, electronic control unit 20 also by the time of advent t predicted value be stored in register RE or storage medium 20a, the predicted value ω ' [h+30, i] of this predicted value and angular velocity omega is correlated with.

Such as, when current input crank pulse corresponds to 60CAD, electronic control unit 20 calculates the predicted value t [60-90, i] of the time of advent according to formula [12], this time of advent bent axle 22 the next time arriving crank pulse is inputted timing:

[12]

Thereafter, electronic control unit 20 judges predicted value the ω ' [h+30 inputting the angular velocity omega of timing next time at the crank pulse corresponding to (h+30) CAD, i] whether be equal to or less than zero, judge whether the prediction of the Future Trajectory that engine speed reduces completes, and stops completely until bent axle 22 rotates thus in step 106.Such as, the equivalent unit of operation at least in step 106 and operation at least in step 106 corresponds to the determiner according to the first embodiment of the present invention.

Determining predicted value the ω ' [h+30 inputting the angular velocity omega of timing the next time of crank pulse, i] be greater than zero (step 106 is NO) time, electronic control unit 20 calculates value T [(the h-30)-h of the loss torque T corresponding to current input crank pulse (h=30 CAD) in step 107, i], and the value T [(h-30)-h, i] of loss torque T is stored in register RE.

Such as, when current input crank pulse and the current 180 CAD cycles of rotating at bent axle 22 (i) in when current upper dead center 60CAD is corresponding, electronic control unit 20 according to the following formula [16] calculates the loss torque value T [30-60, i] corresponding to current input crank pulse:

[16]

After operation in completing steps 107, in step 107A, parameter h is increased by 30 by electronic control unit 20, and, when value added becomes 180, reset this value added to zero and by parameter i increase by 1.Thereafter, electronic control unit 20 is got back to step 104 and is repeated step 104 to the operation of 107A until step 106 obtains affirmative determination.The step 104 that reruns to 107A allow for calculate many predicted value ω ' and many times of advent t predicted value and they are stored in register RE or storage medium 20a.

During the step 104 to 107A that reruns, when the current predicted value ω ' of angular velocity omega is equal to or less than zero, the judgement of step 106 is affirmative.Then, in step 106, electronic control unit 20 determines that the Future Trajectory of the File display engine speed reduction of the predicted value ω ' of a large amount of angular velocity omegas be stored in register RE or storage medium 20a is until bent axle 22 stops operating completely.Such as, the predicted value ω ' of a large amount of angular velocity omega is converted to the predicted value of a large amount of engine speed and produces the Future Trajectory of engine speed reduction until bent axle 22 stops operating completely according to the predicted value of engine speed by electronic control unit 20.

After step 106 is run, electronic control unit 20 gets back to step 102, and waits for that the next time from the crank pulse of crank angle sensor 25 inputs.

That is, electronic control unit 20 obtains the Future Trajectory of engine speed reduction until bent axle 22 stops operating completely, upgrades when crank pulse inputs from crank angle sensor 25 to it simultaneously.

Note, as mentioned above, if be shorter than electronic control unit 20 to the gap length between the current input crank pulse and input next time crank pulse of electronic control unit 20 to complete estimated engine speed and reduce Future Trajectory until the needed time that stops operating completely of bent axle 22, electronic control unit 20 is just programmed the prediction of the Future Trajectory reduced in described current input crank pulse interruption engine speed, and performs the prediction next time of the Future Trajectory of the engine speed reduction at input next time crank pulse place.

Then, the starter motor controlled circulation R2 performed by electronic control unit 20 will be described with reference to figure 6 hereinafter.During the described master motor control program of execution, electronic control unit 20 repeatedly runs starter motor controlled circulation R2 using as determining that driving pinion 13 is to restart the device of the timing of motor 21 in a preset loop.

When starting starter motor controlled circulation R2, electronic control unit 20 determines whether to meet at least one engine restart operating mode predetermined, in other words, the signal exported according to sensor 59 and annex 61 in step 201 determines whether to send at least one engine restart request.

When according to come signal that sensor 59 and annex 61 export determine not meet predetermine engine restart operating mode (in step 201 NO), electronic control unit 20 exits starter motor controlled circulation R2 and gets back to master motor control program.

Otherwise when determining to meet at least one engine restart operating mode (in step 201 YES), in step 202, electronic control unit 20 judges whether engine speed declines.

When determining that engine speed does not decline, when namely the bent axle 22 of motor 21 rotates and fully stops (in step 202 NO), electronic control unit 20 proceeds to step 208.In step 208, electronic control unit 20 encourages pinion actuator 14 to be engaged in ring gear 23 to ring gear 23 to make small gear 13 with mobile small gear 13.At that time, because ring gear 23 does not rotate, the engagement between small gear 13 and ring gear 23 is carried out with less noise.After small gear 13 engages with ring gear 23, namely from excitation pinion actuator 14 after given retard time, electronic control unit 20 according to the control excited electric motor 12 of the dutycycle of motor 12 with rotation pinion 13 with rolling motor 21 crank, such as, until preset idle speed.

Otherwise when determining that engine speed declines (in step 202 YES), electronic control unit 20 continues step 203.In step 203, electronic control unit 20 passes through, and such as, judges whether engine speed is equal to or less than a preset speed critical value and judges whether to allow excited electric motor 12.When determine engine speed higher than preset speed critical value thus do not allow excited electric motor 12 (being "No" in step 203), electronic control unit 20 repeats the judgement in step 203 until engine speed is equal to or less than preset speed critical value.

Otherwise, when determining that engine speed is equal to or less than preset speed critical value so that permission excited electric motor 12 (in step 203 YES), electronic control unit 20 continues step 204, and starts excited electric motor 12 in step 204 with rotation pinion 13 to preset idle speed.

Thereafter, electronic control unit 20 is by the Future Trajectory of increase of the equation that uses a model [15] prediction from small gear 13 rotating speed since the rotation starting small gear 13 in step 205, and described model equation is obtained the track modeling that small gear 13 rotating speed increases by use mentioned above lag model.

In step 205, the prediction data of the Future Trajectory that engine speed reduces by electronic control unit 20 is synchronous with the prediction data of the Future Trajectory that small gear 13 rotating speed increases, and the prediction data item of the Future Trajectory increased with small gear 13 rotating speed under identical crank angle in the identical 180 CAD strokes of bent axle 22 to make the prediction data item of the Future Trajectory that engine speed reduces under a crank angle in 180 CAD strokes of bent axle 22 aligns.

Then, in step 206, when difference between the prediction data respective value of the Future Trajectory that value and small gear 13 rotating speed of the prediction data of the Future Trajectory that engine speed reduces increase is within the scope of preset value K1, electronic control unit 20 predicts the timing of mobile small gear 13 to ring gear 23.Such as, as the prediction timing of mobile small gear 13 to ring gear 23, electronic control unit 20 predicts the prediction crank angle of the bent axle 22 in the prediction 180CAD stroke range of bent axle 22.

Thereafter, in step 206, electronic control unit 20 judges whether the current crank angle corresponded in the current 180 CAD stroke range of bent axle 22 from the bent axle 22 of the current input crank pulse of crank angle sensor 25 reaches prediction timing (the prediction crank angle at the prediction 180 CAD stroke range inside crankshaft 22 of bent axle 22).When determine to correspond in the current 180 CAD stroke range of bent axle 22 do not reach prediction timing from the current crank angle of the bent axle 22 of the current input crank pulse of crank angle sensor 25 (in step 206 NO), electronic control unit 20 repeats the judgement of step 206.

Otherwise, when determine to correspond in the current 180 CAD stroke range of bent axle 22 reach prediction timing from the current crank angle of the bent axle 22 of the current input crank pulse of crank angle sensor 25 (in step 206 YES), electronic control unit 20 encourages pinion actuator 14 to be engaged in ring gear 23 to ring gear 23 to make small gear 13 with mobile small gear 13 in step 207.This rolling motor 21 crank is to restart motor.After operating procedure 207, electronic control unit 20 exits starter motor controlled circulation R2, then gets back to master motor control program.

Note, in step 206, when difference between the respective value of the prediction data of the Future Trajectory that value and small gear 13 rotating speed of the prediction data of the Future Trajectory reduced by engine speed are increased is within the scope of preset value K2, what electronic control unit 20 can predict this small gear traveling time more Zao than timing makes small gear 13 to the timing of ring gear 23 movement.Such as, small gear traveling time can be converted to according to present engine rotating speed the angular breadth that bent axle 22 rotates by electronic control unit 20, then just can predict the timing of the Zao mobile small gear 13 of the angular breadth of rotating than bent axle 22 to ring gear 23.When considering such as small gear traveling time, preset value K1 can be set to be greater than preset value K2.

On the other hand, when to determine between engine speed decrement phase not meet predetermine engine restart operating mode, electronic control unit 20 can judge in the low engine speed range of pole, such as, 300 RPM or more among a small circle in, more particularly, within the scope of 50 to 100 RPM, whether engine speed declines, and when determining that this pole low engine speed range intrinsic motivation rotating speed declines, electronic control unit 20 can encourage pinion actuator 14 with mobile small gear 13 to ring gear 23.When engine speed remains within the low-speed range of pole, between small gear 13 and ring gear 23, engagement place noise level and this abrasion between the two can maintain within permissible range.

As mentioned above, the engine control system 1 according to the first embodiment is configured to after motor 21 autostop, predict the Future Trajectory reduced with the engine speed fluctuated.Also the timing of mobile small gear 13 to ring gear 23 can be determined accurately even if this structure allows engine speed fluctuations to decline.

In addition, the engine control system 1 according to the first embodiment is provided with starter motor 11, its encourage respectively pinion actuator 14 with mobile small gear 13 to ring gear 23 and motor 12 with rotation pinion 13.When engine control system 1 is also configured to send engine stop request between engine speed decrement phase, the excitation of actuating motor 12 is with rotation pinion 13 in advance, the Future Trajectory that prediction small gear 13 rotating speed increases, and the prediction data value of the Future Trajectory reduced when engine speed and small gear 13 rotating speed increase Future Trajectory prediction data respective value between difference preferably predicting that mobile small gear 13 arrives the mobile timing of ring gear 23 close to time within the scope of the preset value of zero.Fig. 7 shows a chart, the measured value of engine speed relative to the relative velocity of small gear 13 rotating speed and the relation between the measured value place small gear 13 at described relative velocity and the respective value engaging the noise level caused of ring gear 23 when the rotating speed that the graph show when small gear 13 is set to zero.

The timing that this configuration prediction small gear 13 rotating speed is substantially synchronous with engine speed (ring gear 23 rotating speed), even if to make engine speed fluctuations decline, relative velocity is also equal or close to zero.Like this, electronic control unit 20 is determined to predict that timing is as the timing of mobile small gear 13 to ring gear 23, this increase is determined the degree of accuracy of timing small gear being moved to ring gear 23 becomes possibility, reduce the noise (see Fig. 7) because engaging between small gear 13 with ring gear 23 produces thus.

Notice that being configured to bent axle 22 according to the electronic control unit 20 of the first embodiment often rotates the prediction that 30 CAD perform the Future Trajectory that engine speed (angular velocity of bent axle 22) reduces, but be not limited to this configuration according to the electronic control unit 20 of the first embodiment.

Especially, the piston that electronic control unit 20 can be configured in cylinder reaches upper dead center, namely when bent axle 22 turns to the preset CAD of the cylinder upper dead center corresponded in the current 180 CAD stroke range of bent axle 22, the Future Trajectory that estimated engine speed (angular velocity of bent axle 22) reduces, thus the engine speed of following timing in step 105, is doped when reaching next upper dead center according to the piston in the next cylinder of firing order.This configuration allow for when when the engine speed value of next upper dead center timing is negative (imaginary number), and the current timing that electronic control unit 20 determines to correspond to current upper dead center is the previous upper dead center that motor 21 bent axle 22 rotates forward period.This is because, if piston in the cylinder in the forward direction through previous upper dead center engine speed close to zero, do not pass through next upper dead center according to the piston in the next cylinder of firing order, motor 21 rotates in backward direction.That is, electronic control unit 20 can determine that engine speed will be negative, and namely motor 21 will rotate backward during the next one 180 CAD stroke of bent axle 22.

Notice that engine speed reduces the fluctuation circulation occurred in track consistent through the circulation of corresponding upper dead center to piston; Piston is called " upper dead center circulation " through the circulation of corresponding upper dead center.This is because when piston reaches upper dead center engine speed temporarily speedup (such as, see, Fig. 4).So, for electronic control unit 20, this predicts that the Future Trajectory that each upper dead center cycle engine rotating speed reduces is effective.

So, according to the track of loss torque T mentioned above, electronic control unit 20 can predict the Future Trajectory that each upper dead center cycle engine rotating speed reduces.Especially, in step 105 electronic control unit 20 from current upper dead center timing to upper dead center timing next time can estimated engine speed reduce Future Trajectory.In step 105, reduce the historical data of track according to representing from front upper dead center timing to the engine speed of current upper dead center timing, electronic control unit 20 can be predicted from current upper dead center timing to the Future Trajectory that the engine speed of next upper dead center timing reduces.Circulate at each upper dead center, when bent axle 22 is positioned at identical CAD, electronic control unit 20 can estimated engine speed reduce Future Trajectory.

According to the Future Trajectory that the electronic control unit 20 of the first embodiment reduces according to the future value estimated engine speed of angular velocity omega; These future values have the interval of 30 CAD corresponding to the interval that crank pulse inputs, but not limited according to the electronic control unit 20 of the first embodiment.Especially, the actual path of engine speed reduction can be different from strictly speaking with the future value of the spaced angular velocity omega of 30 CAD.So, electronic control unit 20 can insert the other future value of angular velocity omega in each the 30 CAD interim corresponding to each interval that crank pulse inputs.This allow that the actual path that the prediction Future Trajectory that the engine speed comprising described insertion future value reduces reduces closer to engine speed.

Second embodiment

Be described to the engine control system of 12 pairs of second embodiment of the invention with reference to Fig. 8 hereinafter.

Following points is from the different of engine control system 1 according to the structure of the engine control system of the second embodiment and/or function.Therefore, different some will mainly be described below.

Engine control system 1 according to the first embodiment is such as designed to, and predicts bent axle 22 angular velocity (engine speed) value of the corresponding crank angle (h+30) at bent axle 22 within the scope of the current 180 CAD cycle i that bent axle 22 rotates.

On the other hand, be configured to according to the engine control system of the second embodiment in the step 105A of Fig. 5 B light from the time reference predetermined through the predicted value ω ' [h+30, i] of angular velocity omega of corresponding time.

Especially, in step 105A, electronic control unit 20 has calculated predicted value the ω ' [h+30 of the angular velocity omega at elapsed time corresponding since predetermining time reference, i] be based on following data: corresponding to predicted value ω ' [h+30, i] the prediction t time of advent [h-(h+30), i], and correspond at the front prediction t time of advent [(h-30)-h, i] in the front transit time, and determine that the timing of (prediction) mobile small gear 13 to ring gear 23 is as the future course of the prediction locus reduced with engine speed in reduced graph 6 step 206 more from time reference later transit time.

As time reference, the engine control system according to the second embodiment is determined, exemplarily, and any one in following parameters:

Represent that fuel shutoff is to each cylinder of motor 21() first time point of beginning;

Engine speed drops to the second time point of desired speed;

Represent and start the 3rd time point that engine speed reduces the prediction of Future Trajectory; And

Represent the 4th time point sending engine restart request.

Fig. 8 is timing chart, which show schematically the relation between the characteristic of practical engine speeds change and the characteristic of estimated engine speed change.As mentioned above, because the value of engine speed (angular velocity of the bent axle 22 of motor 21) is sampled in the preset CAD of the rotation of each bent axle 22, as 30 CAD, namely, engine speed value is sampled in each input of the crank pulse from crank angle sensor 25, every the calculating of the preset CAD execution engine speed predicted value that bent axle 22 rotates.For this reason, the characteristic of the change of estimated engine speed is postponed (see Fig. 8) relative to the variation characteristic of practical engine speeds.

So, be configured to accelerate from transit time of engine speed predicted value since time reference to compensate the delay because described sampling process causes according to the engine control system of the second embodiment.Especially, electronic control unit 20 has accelerated the transit time of the predicted value ω ' [h+30, i] (predicted value of engine speed) from angular velocity omega since time reference with the half t predicting the time of advent [(h-30)-h, i]; This prediction t time of advent [(h-30)-h, i] corresponding to interval (cycle) the △ t(of the calculating of the engine speed predicted value in Fig. 5 step B 105B see Fig. 8).This △ t/2 represents the retard time of sampling process.

That is, be configured to make changed retard time of a corresponding sampling process forward from the transit time of engine speed Future Trajectory Prediction data since time reference according to the engine control system of the second embodiment.

After step 105B has run, according to the electronic control unit 20 of the engine control system of the second embodiment be configured to engine speed prediction data (predicted value) every between carry out linearly or curve ground interpolation, transit time of this engine speed has been corrected the Future Trajectory (see Fig. 9) producing a continuous print Future Trajectory and decline as engine speed in the step 105C at Fig. 5 B in step 105B.

In addition, according to the engine control system of the second embodiment be configured to according to the prediction data of engine speed Future Trajectory judge in following operational modes any one:

First operating mode represents a kind of motor predrive pattern, enables the preset control of small gear ((1) see Figure 11) in this mode

Second operating mode represents a kind of motor predrive pattern, the preset control of small gear ((2) see Figure 11) of wherein stopping using

3rd operating mode represents a kind of motor rear driving pattern, wherein enables the preset control of small gear ((3) see Figure 11)

4th operating mode represents a kind of motor rear driving pattern, the preset control of small gear ((4) see Figure 11) of wherein stopping using.

Motor predrive pattern is so a kind of operating mode, the engine restart request that wherein electronic control unit 20 sends between the engine speed decrement phase of small gear 13 in response to the autostop by motor 21 before being adjacent to ring gear 23 in advance drive motor 12 with rotation pinion 13.

That is, if small gear 13 is moved to while rotating ring gear 23 at the relative low speeds scope internal pinionmw 13 of engine speed according to the driving of motor 12, the rotating speed (engine speed) than ring gear 23 exceeds very many by the rotating speed of small gear 13.This will cause the increase of small gear 13 and ring gear 23 engagement place noise level, and/or the increase of wearing and tearing between small gear 13 and ring gear 23 thus reduce the durability of small gear 13 and ring gear 23.

In order to reliably avoid this situation, according in the engine control system of the second embodiment, pre-set motor predrive down time A for forbidding restarting of motor 21 in motor predrive pattern.

Especially, as shown in Figure 10, the continuous Future Trajectory that the engine speed produced by electronic control unit 20 according to trajectory predictions circulation R1 mentioned above reduces limits the first engine speed range SR1 that is limited to the upper limit of such as zero [RPM] from Ne4 [RPM] in advance, within the scope of this, allows the motor 21 in motor predrive pattern to restart.

Transit time t(Ne4 when lighting from time reference) lower limit Ne4 corresponding to the first engine speed range SR1 time, the transit time t(Ne4 at the lower limit Ne4 from time reference) before with preset time t4, motor predrive down time A is set.The small gear 13 that starts to that preset time t4 corresponds to from mobile small gear 13 to ring gear 23 is adjacent to ring gear 23 small gear traveling time used.Notice that to be adjacent to the ring gear 23 actual time used be constant independent of engine speed to the described small gear 13 that starts to from mobile small gear 13 to ring gear 23, but along with the working environment of its manufacturing process, the engine control system over time and according to the second embodiment, such as battery voltage ripple and changing.For this reason, preset time t4 can preferably be set to starting to from mobile small gear 13 to ring gear 23 upper limit (maximum value) that small gear 13 is adjacent to the excursion of the small gear of ring gear 23 real time used.

Especially, as the lower limit Ne4 of engine speed lower than the first engine speed range SR1, restarting (" predrive " see in (1) and (2) of Figure 11) of motor 21 in motor predrive pattern reliably can be avoided according to the electronic control unit 20 of the second embodiment.

Motor rear driving pattern forbids that motor 21 restarts the operating mode of period in motor predrive pattern.Especially, in motor rear driving pattern, electronic control unit 20 drive motor 12 is to be adjacent to ring gear 23 rotation pinion 13 afterwards at small gear 13.

That is, if move to ring gear 23 drive motor 12 afterwards at small gear 13 in the higher speed range of engine speed, the rotating speed (engine speed) of ring gear 23 is by the rotating speed far above small gear 13.This will cause the increase of small gear 13 and ring gear 23 engagement place noise level, and/or the increase of wearing and tearing between small gear 13 and ring gear 23 thus reduce small gear 13 and the respective durability of ring gear 23.

In order to reliably avoid this situation, according in the engine control system of the second embodiment, pre-set a motor rear driving enabling time B for enabling restarting of motor 21 in motor rear driving pattern.

Especially, as shown in Figure 10, the continuous Future Trajectory that the engine speed produced by electronic control unit 20 according to trajectory predictions circulation R1 mentioned above reduces limits one in advance from the second engine speed range SR2 being limited to predetermined lower bound of Ne3 [RPM], within the scope of this, allows the motor 21 in motor rear driving pattern to restart.

Transit time t(Ne3 when from time reference) CLV ceiling limit value Ne3 corresponding to the second engine speed range SR2 time, transit time t(Ne3 at the CLV ceiling limit value Ne3 from time reference) before by preset time t3, motor rear driving enabling time B is set, described preset time t3 prior to.Preset time t3 corresponds to and is adjacent to ring gear 23 small gear traveling time used from starting the small gear 13 that moves to of small gear 13 to ring gear 23.Preset time t3 can be set to preset time t4.

Especially, as the upper limit Ne3 of engine speed higher than the second engine speed range SR2, restarting (" waits " see in (3) and (4) of Figure 11) of motor 21 in motor rear driving pattern reliably can be avoided according to the electronic control unit 20 of the second embodiment.

Notice that the upper limit Ne3 of the second engine speed range SR2 shown in Figure 10 is set to the lower limit Ne4 lower than the first engine speed range SR1 shown in Figure 10, but this is only example, therefore the upper limit Ne3 of the second engine speed range SR2 can be set to identical with the lower limit Ne4 of the first engine speed range SR1.

The preset control of small gear is that mobile small gear 13 arrives ring gear 23, is adjacent to ring gear 23 thus restarted motor 21 to make small gear 13 before sending according to the engine restart request during the engine speed reduction of motor 21 autostop.

Especially, according in the engine control system of the second embodiment, a preset control starting time C is pre-set for performing the preset control of small gear when the preset control of small gear is enabled.Especially, as shown in Figure 10, the value Ne2 [RPM] of engine speed when the preset control of small gear is enabled is predetermined.

Transit time t(Ne2 when from time reference) corresponding to engine speed reduce continuous Future Trajectory on engine speed value Ne2 time; the continuous Future Trajectory that wherein said engine speed reduces is produced by electronic control unit 20 according to trajectory predictions circulation R1 mentioned above, the transit time t(Ne2 at the value Ne2 from time reference) before preset control starting time C is set with preset time t2; The small gear 13 that starts to that preset time t2 corresponds to from mobile small gear 13 to ring gear 23 is adjacent to ring gear 23 small gear traveling time used.Such as, the value Ne2 of the engine speed of enabling the preset control of small gear preferably can be set, engagement place noise level between small gear 13 and ring gear 23 and this wearing and tearing between the two can be maintained within permissible range.

Especially, can reliably small gear 13 be impelled to be adjacent to ring gear 23(see " the running preset control " in (1) and (3) of Figure 11 using the engine speed value of the value Ne2 equal or close to the target engine speed as the preset control of small gear according to the electronic control unit 20 of the second embodiment).

Otherwise, if stop using the preset control of small gear, as long as be configured to send engine restart request restarting with regard to the motor 21 under operating motor rear driving pattern between engine speed decrement phase according to the electronic control unit 20 of the second embodiment.

Note, as mentioned above, along with engine speed little by little declines after motor 21 autostop, the bent axle 22 of motor 21 rotates forward.When the rotation of the bent axle 22 of motor 21 is because when the piston in cylinder does not stop provisionally through next upper dead center, the bent axle 22 of motor 21 rotates backward.After rotating backward, the bent axle 22 of motor 21 fully stops.That is, the fluctuation of the instability occurred in bent axle 22 rotary motion trace of motor 21 bent axle 22 rotation front and back motor 21 is like this stopped provisionally.For this reason, when starting small gear 13 before and after being stopped provisionally at the bent axle 22 of motor 21 and moving to ring gear 23, small gear 13 may be adjacent with counter-rotational ring gear 23.In this case, because small gear 13 may be difficult to be engaged in counter-rotational ring gear 23, may be elongated from the time (retard time) making small gear 13 fully be engaged in required for ring gear 23 started small gear 13 moves to ring gear 23.

Consider mentioned above some, according in the engine control system of the second embodiment, pre-set a pre-set delay time and increase time D, to ring gear 23 moves, make small gear 13 fully engage the retard time of needs from startup small gear 13 for increasing when the preset control of small gear is deactivated.

Especially, as shown in Figure 10, transit time t(Ne1 when from time reference) corresponding to engine speed reduce continuous Future Trajectory on engine speed preset value Ne1 time, wherein said engine speed reduces continuous Future Trajectory by producing according to the electronic control unit 20 of trajectory predictions circulation R1 mentioned above, the transit time t(Ne1 at the preset value Ne1 from time reference) before pre-set delay time increase time D is set with preset time t1.The small gear 13 that starts to that this preset time t1 corresponds to from mobile small gear 13 to ring gear 23 is adjacent to ring gear 23 small gear traveling time used.Such as, engine speed reduce continuous Future Trajectory on engine speed value Ne 1 preferably can be set to zero [RPM] or the value a little more than zero [RPM].The same with preset time t4, preset time t1 can preferably be set to starting to from mobile small gear 13 to ring gear 23 upper limit (maximum value) that small gear 13 is adjacent to the excursion of ring gear 23 real time used.

Especially, even if the real time that small gear 13 is adjacent to ring gear 23 used that starts to from mobile small gear 13 to ring gear 23 changes, the electronic control unit 20 according to the second embodiment also reliably can increase retard time in the scope of engine speed predicted value lower than preset value Ne 1.Like this, even if the front engine 21 stopped operating completely at motor 21 rotates backward period, also reliably small gear 13 can be engaged in (2) and (4) of ring gear 23(see Figure 11).

Notice that preset time t4, t3, t2 and t1 are adjacent to ring gear 23 small gear traveling time used corresponding to the small gear 13 that starts to from mobile small gear 13 to ring gear 23 separately, they are used to calculate transit time A, B, C and D respectively, and they can be set to be equal to each other.In this case, be used to determine any one value Ne1 in the first to the four operating mode, Ne2, Ne3 and Ne4 can regulate along with the specification starting to the excursion and the corresponding the first to the four operating mode that small gear 13 is adjacent to the real time of ring gear 23 from mobile small gear 13 to ring gear 23.

According to Figure 12 as engine stop and the flow chart of a part starting controlled circulation, be designed to operating mode according to the electronic control unit 20 of the second embodiment and judge circulation R3.Electronic control unit 20 repeatedly runs this operating mode at master motor control period with preset loop and judges that circulation R3 is using as determining that driving pinion 13 is to restart the device of the timing of motor 21.

When starting this operating mode and judging circulation R3, electronic control unit 20 judges whether at the Future Trajectory reduced according to trajectory predictions circulation R1 estimated engine speed in step 301.When determine electronic control unit 20 not estimated engine speed reduce Future Trajectory (in step 301 NO), electronic control unit 20 mode decision circulation out of service R3 and get back to master motor control program.

Otherwise, when judging electronic control unit 20 just at the Future Trajectory that estimated engine speed reduces (in step 301 YES), electronic control unit 20 determines whether to meet at least one engine restart operating mode predetermined according to the output signal coming sensor 59 and annex 61 in step 302, in other words, determine whether to send engine restart request.

When judging to meet at least one engine restart operating mode (in step 302 YES), electronic control unit 20 judges that whether current transit time from time reference judges current transit time from time reference whether within execution area scope early than the motor predrive down time A in step 303, and in described execution area, electronic control unit 20 runs under motor predrive pattern.

When judging that the current transit time from time reference is early than (YES in step 303) when motor predrive down time A, electronic control unit 20 judges that current transit time from time reference is within execution area scope, and in described execution area, electronic control unit 20 runs under motor predrive pattern.Then, electronic control unit 20 runs to perform in step 304 the engine restart task under this motor predrive pattern under motor predrive pattern.

Especially, in step 304, electronic control unit 20 drive motor 12 is with rotation pinion 13 in advance before being adjacent to ring gear 23 at small gear 13.Thereafter, in step 304, when the current transit time from time reference arrives a prediction timing, electronic control unit 20 moves small gear 13 to ring gear 23 makes small gear 13 be engaged in ring gear 23, make the crank of motor 21, wherein said prediction timing be the prediction data of the Future Trajectory that the prediction data value of continuous Future Trajectory when engine speed reduces and small gear 13 rotating speed increase respective value between difference within the scope of preset value K1 time (see step 206).After the operation of step 304, electronic control unit 20 mode decision circulation out of service R3 and get back to master motor control program.

Otherwise, judging that the current transit time from time reference equals motor predrive down time A or after motor predrive down time A (in step 303 NO), electronic control unit 20 judges that current transit time from time reference is not within the scope of execution area, under electronic control unit 20 operates in motor predrive pattern in described execution area.Then, whether the current transit time that in step 305, electronic control unit 20 is judged from time reference arrives motor rear driving enabling time B thus judges current transit time from time reference whether within an execution area scope, and in described execution area, electronic control unit 20 runs under motor rear driving pattern.

When judging not arrive motor rear driving enabling time B from the current transit time of time reference (NO step 305), electronic control unit 20 is waited for until the current transit time from time reference arrives motor rear driving enabling time B.Thereafter, when judging that the current transit time from time reference arrives motor rear driving enabling time B (YES in step 305), electronic control unit 20 judges that current transit time from time reference is within an execution area scope, and in described execution area, electronic control unit 20 runs under motor rear driving pattern.Then, electronic control unit 20 runs to perform within step 306 the engine restart task under aforementioned motor rear driving pattern under motor rear driving pattern.

Especially, when enabling the preset control of small gear, electronic control unit 20 moves small gear 13 makes small gear 13 be engaged in ring gear 23 to ring gear 23 to rotate forward at ring gear 23 in period step 306.Thereafter, in step 306 electronic control unit 20 drive motor 12 with rotation pinion 13 thus the crank of rolling motor 21.After the operation of step 306, electronic control unit 20 mode decision circulation out of service R3 and get back to master motor control program.

Otherwise when judging not meet engine restart operating mode (in step 302 NO), in step 307, electronic control unit 20 judges whether to enable the preset control of small gear.When judging that the preset control of small gear is activated (YES in step 307), in step 308, electronic control unit 20 judges whether the current transit time from time reference arrives preset control starting time C.

When judging that the current transit time from time reference does not arrive NO in preset control starting time C(308 step), electronic control unit 20 mode decision circulation out of service R3, and get back to master motor control program, then each preset loop repeatedly performs operating mode and judges circulation R3.

Otherwise, perform kth time (k be equal to or greater than 1 integer) operating mode judge circulation R3 time, when judging that the current transit time from time reference arrives preset control starting time C (YES in step 308), electronic control unit 20 performs the preset control of small gear mentioned above in a step 309.

Especially, in step 309, electronic control unit 20 moves small gear 13 to ring gear 23 and makes small gear be engaged in ring gear 23.Thereafter, when increase at pre-set delay time send engine restart request before time D time, in step 309, electronic control unit 20 drive motor 12 is with rotation pinion 13 thus rolling motor 21 crank.After the operation of step 309, electronic control unit 20 mode decision circulation out of service R3 and get back to master motor control program.

Otherwise when judging that the preset control of small gear is stopped using (NO in step 307), in step 310, electronic control unit 20 judges whether the current transit time from time reference arrives pre-set delay time increase time D.

When judging that the current transit time from time reference does not arrive pre-set delay time and increases NO in time D(step 310), electronic control unit 20 mode decision circulation out of service R3, and get back to master motor control program, then perform operating mode with being cycled to repeat at each preset delay and judge circulation R3.

Otherwise, execution the m time (m be equal to or greater than 1 integer) operating mode judge circulation R3 time, when judging that the current transit time from time reference arrives pre-set delay time increase time D (YES in step 310), when performing the engine restart task under motor rear driving model mentioned above in step 311, electronic control unit 20 increases retard time.After the operation of step 311, electronic control unit 20 mode decision circulation out of service R3 and get back to master motor control program.

As mentioned above, the Future Trajectory of estimated engine speed reduction is configured to according to the engine control system of the second embodiment, described prediction locus is the function along with the transit time from time reference changes, and then the transit time corresponded to from time reference judges the timing of (prediction) mobile small gear 13 to ring gear 23 and the timing (timing of drive motor 12) of rotation pinion 13.So, just likely high-precision simplification small gear 13 arrives the mobile timing of ring gear 23 and the timing of rotation pinion 13.

In addition, be configured to make the transit time of the prediction data of the engine speed Future Trajectory from time reference accelerate the retard time of a sampling process according to the engine control system of the second embodiment.Which compensates the delay of the engine speed Future Trajectory that the delay due to described sampling process causes, thus improve the prediction accuracy of the Future Trajectory that engine speed reduces.

3rd embodiment

Be described with reference to the engine control system of Figure 13 and 14 to third embodiment of the invention hereinafter.

Following points is from the different of engine control system 1 according to the structure of the engine control system of the second embodiment and/or function.Therefore, different some will mainly be described below.

According to the engine control system of the 3rd embodiment, there is the device for producing engagement inhibition request when the predictive period engine speed that engine speed reduces promptly changes, not there is mobile small gear 13 with the precision of prediction level needed for the timing restarting motor 21 to make it.Engagement inhibition request is the request between a kind of inactive small gear 13 and ring gear 23.The engagement inhibition request produced causes electronic control unit 20 to stop or the restarting of motor 21 during preventing engine speed from reducing.

That is, when engine speed promptly changes to make it not have mobile small gear 13 with the prediction accuracy of the level needed for the timing restarting motor 21 at the predictive period that engine speed reduces, if predict mobile small gear 13 to pilot engine 21 in this prediction timing by mobile small gear 13 to make motor 21 with the timing restarting motor 21, so the noise level of small gear 13 and ring gear 23 engagement place will to increase and/or wearing and tearing between small gear 13 and ring gear 23 will increase thus reduce small gear 13 and the respective durability of ring gear 23.

In order to reliably avoid this situation, be configured to cancel when producing engagement inhibition request during engine speed reduces or stop restarting of motor 21 according to the engine control system of the 3rd embodiment.This arrangement prevents the minimizing of the increase of engagement place noise level between small gear 13 and ring gear 23 and the durability of small gear 13 and ring gear 23.

Notice that let us considers a kind of example, wherein during performing engine restart task under electronic control unit 20 operates in motor predrive pattern, create engagement inhibition request.In this case, if electronic control unit 20 stops the driving of motor 12, small gear 13 may engage with ring gear 23 half thus small gear 13 and ring gear 23 may be dallied when phase mutual friction.This may cause the wearing and tearing between small gear 13 and ring gear 23 to aggravate.

In order to reliably avoid this situation, the electronic control unit 20 under motor predrive pattern is configured to:

When producing engagement inhibition request before starting small gear 13 and moving to ring gear 23, cancelling small gear 13 and move to ring gear 23 and stop motor 12; And

When producing engagement inhibition request after starting small gear 13 and moving to ring gear 23, ignore engagement inhibition request to continue the engine restart task under motor predrive pattern.

When producing engagement inhibition request before starting small gear 13 and moving to ring gear 23, cancellation small gear 13 prevents small gear 13 and ring gear 23 to occur between which to dally when rubbing to the movement of ring gear 23.This prevent the aggravation of the wearing and tearing of small gear 13 and ring gear 23, thus in sufficient level, maintain small gear 13 and the respective durability of ring gear 23.

In addition, independent of start small gear 13 to ring gear 23 movement after the engagement inhibition request that sends and the reason that continues the engine restart task under motor predrive pattern is, at small gear 13 to after ring gear 23 moves, before small gear 13 is adjacent to ring gear 23, be difficult to the movement reliably stopping small gear 13 to ring gear 23.In addition, because the rotating speed difference after and then sending engagement inhibition request between small gear 13 and ring gear 23 is relatively little, so be relatively convenient to immediately make small gear 13 engage with ring gear 23 after engagement inhibition request sends.

According to Figure 13 as engine stop and the flow chart of a part starting controlled circulation, be designed to according to the electronic control unit 20 of the 3rd embodiment perform the judgement circulation R4 engaging and forbid.This determining program R4 is repeatedly run in the preset loop of electronic control unit 20 during execution master motor control program.

When starting this judgement circulation R4, electronic control unit 20 judges whether in step 401 according to the Future Trajectory that trajectory predictions circulation R1 estimated engine speed reduces.When judging the Future Trajectory that electronic control unit 20 does not have estimated engine speed to reduce (NO in step 401), electronic control unit 20 by be expressed as ON's and the first value remained in engagement Prohibiting Sign reset to be expressed as OFF the second value, then exit and judge circulation R4 and get back to master motor control program.Engagement prohibition flag be adopt the form of such as binary number and whenever start judge circulation R4 time by the software design patterns in electronic control unit 20.The first value being stored in engagement prohibition flag is represented that the engagement between small gear 13 and ring gear 23 is forbidden, the second value being stored in engagement prohibition flag is represented enabling of the engagement between small gear 13 and ring gear 23.The second value being expressed as OFF is set to the default information engaging prohibition flag.

Otherwise, when judging electronic control unit 20 just at the Future Trajectory that estimated engine speed reduces (in step 401 YES), whether variable quantity that electronic control unit 20 judges engine speed is in step 402 judging whether to guarantee that mobile small gear 13 is to restart the prediction accuracy tool level in need of the timing of motor 21 more than a preset threshold value.As engine speed variable quantity, also can the undulate quantity of undulate quantity in the practical engine speeds (engine speed recorded) of applying unit time or the estimated engine speed of unit time.

When judging that engine speed change amount exceedes preset threshold value (in step 402 YES), electronic control unit 20 judges to guarantee that mobile small gear 13 is with the prediction accuracy level needed for the timing restarting motor 21.Then, in step 403 electronic control unit 20 by represent OFF's and remain on engagement prohibition flag in the second value change into expression ON the first value.Thereafter, electronic control unit 20 exits and judges circulation R4 and get back to master motor control program.

Otherwise when judging that engine speed change amount is no more than preset threshold value (in step 402 NO), electronic control unit 20 judges to guarantee that mobile small gear 13 is with the level needed for the prediction accuracy restarting the timing of motor 21.Then, it is the second value that electronic control unit 20 resets the first value remained in engagement prohibition flag, or maintains the second value being held in engagement prohibition flag, thereafter, gets back to master motor control program.

The flow chart of the part as starter motor control task R2 according to Figure 14, is designed to operating motor predrive Schema control circulation R5 according to the electronic control unit 20 of the 3rd embodiment.This motor predrive Schema control circulation R5 is repeatedly run in the preset loop of electronic control unit 20 during execution master motor control program.

When starting this motor predrive Schema control circulation R5, in step 501, electronic control unit 20 judges whether at the Future Trajectory reduced according to trajectory predictions circulation R1 estimated engine speed.When determining electronic control unit 20 not at the Future Trajectory that estimated engine speed reduces (in step 501 NO), electronic control unit 20 exits motor predrive Schema control circulation R5 and gets back to master motor control program.

Otherwise, when judging electronic control unit 20 just at the Future Trajectory that estimated engine speed reduces (in step 501 YES), in step 502, electronic control unit 20 determines whether to meet at least one engine restart operating mode predetermined according to the output signal coming sensor 59 and annex 61, in other words, judge whether to send engine restart request.

When determining not meet engine restart operating mode according to the signal output coming sensor 59 and annex 61 (in step 502 NO), electronic control unit 20 exits motor predrive Schema control circulation R5 and gets back to master motor control program.

Otherwise when judging to meet (in step 502 YES) at least one predetermines engine restart operating mode, in step 503, electronic control unit 20 judges its present mode of operation whether motor predrive pattern.When judging that its present mode of operation is not motor predrive pattern (in step 503 NO), electronic control unit 20 exits motor predrive Schema control circulation R5 and gets back to master motor control program.Otherwise when judging that its present mode of operation is motor predrive pattern (in step 503 YES), electronic control unit 20 continues step 504.

In step 504, electronic control unit 20 judges whether motor 12 starts (ON).(OFF) (NO in step 504) when judging that motor 12 does not start, in step 505, electronic control unit 20 judges whether the first value (engagement is forbidden) remains in engagement prohibition flag.Be worth (enabling engagement) in judgement second to remain in engagement prohibition flag (in step 505), electronic control unit 20 is got back to step 504 and is repeated the judgement in step 504.

Otherwise, when judgement first be worth (forbid engagement) remain in engagement prohibition flag (in step 505 YES), in step 506, electronic control unit 20 is cancelled the engine restart task under motor predrive pattern and with backed off after random motor predrive Schema control circulation R5, gets back to master motor control program.

On the other hand, when judging that motor 12 starts (ON) (YES in step 504), electronic control unit 20 continues step 507 and judges in step 507 whether current time starts to the mobile of ring gear 23 early than small gear 13.Judging that current time starts (YES in step 507) early than small gear 13 to the mobile of ring gear 23, in step 508, electronic control unit 20 judges whether the first value (forbidding engagement) remains in engagement prohibition flag.When judging that the first value (forbid engagement) remains in engagement prohibition flag (in step 508 YES), electronic control unit 20 judge to engage inhibition request be start small gear 13 to ring gear 23 movement before produce.Then, in step 509, electronic control unit 20 is turned off motor 12 and cancels the movement of small gear 13 to ring gear 23 to stop the engine restart task under motor predrive mode step.Thereafter, electronic control unit 20 exits motor predrive Schema control circulation R5, gets back to master motor control program.

Otherwise, when judging that the second value (enabling engagement) remains in engagement prohibition flag (in step 508 NO), in step 511, electronic control unit 20 continues step 511, and starts the engine restart task of mobile small gear 13 to ring gear 23 thus under operating motor predrive pattern a given timing.After completing engine restart task, electronic control unit 20 exits motor predrive Schema control circulation R5 and gets back to master motor control program.

On the other hand, when judging that current time is after small gear 13 arrives the mobile startup of ring gear 23 (YES in step 507), in step 510a, electronic control unit 20 judges whether engagement prohibition flag changes to the first value (forbidding engagement) from the second value (enabling engagement).When judging that engagement prohibition flag changes to the first value (forbidding engagement) from the second value (enabling engagement) (step 510a YES), in step 510a, electronic control unit 20 ignores the engagement prohibition flag with the first value, and start the engine restart task of mobile small gear 13 to ring gear thus under operating motor predrive pattern in given timing in step 511, this is identical with the situation of the "No" in step 510a.After completing engine restart task, electronic control unit 20 exits motor predrive Schema control circulation R5, gets back to master motor control program.

As mentioned above, be configured to cancel when producing engagement inhibition request during engine speed reduces or stop restarting of motor 21 according to the engine control system of the 3rd embodiment.This arrangement prevents the minimizing of the aggravation of engagement place noise level between small gear 13 and ring gear 23 and the durability of small gear 13 and ring gear 23.

Cancel when producing engagement inhibition request during described engine speed reduces or stop the configuration restarted of motor 21 can be applied to motor rear driving pattern.

4th embodiment

Engine control system hereinafter with reference to Figure 15 and 16 pair fourth embodiment of the invention is described.

According to the structure of the engine control system of the 4th embodiment and/or function is different from engine control system 1 is following points.Therefore, different some will mainly be described below.

As mentioned above, rotate forward to make the piston in cylinder during the engine speed that bent axle 22 rotates forward reduces after previous upper dead center at bent axle 22, because according to the piston in the next cylinder of firing order without next upper dead center, so engine speed is by vanishing [RPM] or less before the CAD that turns at bent axle 22 corresponding to the next upper dead center time.

Like this, be configured to according to until the prediction Future Trajectory of engine speed of zero [RPM] determines following timing according to the electronic control unit 20 of the 4th embodiment, referred to as " previous upper dead center timing ", namely in bent axle 22 rotates forward, engine speed arrives the timing of the previous upper dead center of piston arrives in the front air cylinder of zero [RPM].Be configured to determine to encourage the timing of (driving) described motor 12 and/or driving pinion 13 to displace it to the timing of ring gear 23 relative to previous upper dead center timing according to the electronic control unit 20 of the 4th embodiment.

The Future Trajectory that each upper dead center circulates or every 180CAD circular prediction engine speed (angular velocity of bent axle 22) reduces can also be configured to according to the electronic control unit 20 of the 4th embodiment, and judge whether in the next upper dead center timing engine speed of prediction be zero [RPM] or less, thus be whether that zero [RPM] or less judged result judge whether current upper dead center corresponds to previous upper dead center according to above-mentioned prediction in next upper dead center timing engine speed.

Such as, in response to the current input crank pulse through current after top dead center 30CAD in the current 180CAD cycle of such as rotating at bent axle 22, electronic control unit 20 calculates the interior value ω [30 through the angular velocity omega of current after top dead center 30CAD of current 180CAD cycle that bent axle 22 rotates, i], and calculate the value of loss torque T .Then, the value T [0-30, i] of loss torque T is stored in the value T [0-30, i-1] simultaneously upgrading loss torque T in its storage RE by electronic control unit 20.

Subsequently, electronic control unit 20 is according to the value T [30-60 passed through within the front 180CAD cycle at the loss torque T of front after top dead center 30 CAD to 60 CAD of crankshaft rotating, i-1], the current 180 CAD cycles interior predicted value ω ' [60, i] (see Fig. 3) through the angular velocity omega of current after top dead center 60 CAD of crankshaft rotating are calculated according to aforesaid formula [9]:

[9]

Calculate the predicted value t [30-60, i] of the time of advent according to the predicted value ω ' [60, i] of angular velocity omega, ECU 20 according to aforesaid formula [10], reach time bent axle 22 will arrive 60CAD relative to 30CAD at this:

[10]

Subsequently, electronic control unit 20 is according to the value T [60-90 of the loss torque T within the front 180 CAD cycles when at front after top dead center 60CAD to 90CAD of crankshaft rotating, i-1] and the predicted value ω ' [60 of angular velocity omega, i], predicted value ω ' [90, i] (see the Fig. 3) through the angular velocity omega of current after top dead center 90 CAD in the crankshaft rotating current 180 CAD cycles is calculated according to aforesaid formula [11]:

[11]

According to the predicted value ω ' [90, i] of angular velocity omega, electronic control unit 20 calculates the predicted value t [60-90, i] of the time of advent according to aforesaid formula [12], will arrive 90CAD at this time bent axle 22 of arrival relative to 60CAD:

[12]

That is, corresponding to the current time of 30ATDC in the crankshaft rotating current 180 CAD cycles, electronic control unit 20 according to following numerical prediction next time predict the angular velocity omega of timing (after current time 30 CAD) value and the time of advent value: the inertia J being stored in the respective value of the loss torque T in register RE, present engine rotating speed (current angular velocity of bent axle 22) and motor 21.Subsequently, electronic control unit 20 according to following numerical value every 180 CAD cycles repeat predict angular velocity omega value and the time of advent value: angular velocity in the respective value of front predicted value, the loss torque T be stored in register RE and the inertia J (see Fig. 3) of motor 21.

According to Figure 15 as engine stop and the flow chart of a part starting controlled circulation, be designed to perform loss torque calculation circulation R6 according to the electronic control unit 20 of the 4th embodiment.Electronic control unit 20 to perform in the preset loop during master motor control program repeatedly running losses torque calculation circulation R6.Whenever inputting a crank pulse from crank angle sensor 25, electronic control unit 20 with regard to counting loss torque T value and loss torque value T is stored in register RE and/or storage medium 20a, simultaneously such as every 180CAD cycle more new data.

Especially, when starting loss torque calculation circulation R6, in step 701, electronic control unit 20 judges whether decline at motor 21 autostop rear engine rotating speed.When judging that engine speed does not decline after motor 21 autostop or engine speed is started along with motor 21 and declines (in step 701 NO); owing to not needing the loss torque T calculating the Future Trajectory reduced for estimated engine speed; electronic control unit 20 exits loss torque calculation circulation R6, gets back to master motor control program.

Otherwise, when judge engine speed decline after motor 21 autostop (in step 701 YES), in step 702, electronic control unit 20 has judged whether that crank pulse inputs from crank angle sensor 25.Electronic control unit 20 repeats the judgement of step 702 when judgement does not have crank pulse to input.That is, whenever input crank pulse, electronic control unit 20 continues step 703.

In step 703, electronic control unit 20 calculates the value of the angular velocity omega of the bent axle 22 corresponding to current input crank pulse according to following formula mentioned above (1):

ω[rad/sec]= (1)

The same with the first embodiment, notice that the value of the angular velocity omega of the bent axle 22 of the h CAD corresponded in the current 180 CAD cycle i of bent axle 22 rotation is expressed as ω [h, i].Such as, the angular velocity omega value through current after top dead center 0 CAD in the current 180 CAD cycle i that bent axle 22 rotates is expressed as ω [0, i].

In step 704, electronic control unit 20 calculates value T [(the h-30)-h of the loss torque T corresponding to current input crank pulse, i], and the value T [(h-30)-h, i] of loss torque T is stored in register RE or storage medium 20a simultaneously with running the every 180 CAD cycle more new datas of the same method with step 107.

According to Figure 16 as engine stop and the flow chart of a part starting controlled circulation, be also designed to perform previous upper dead center according to the electronic control unit 20 of the 4th embodiment and judge circulation R7.Previous upper dead center determining program R7 is repeatedly run in the preset loop of electronic control unit 20 during execution master motor control program.

Especially, when starting previous upper dead center and judging circulation R7, in step 801, electronic control unit 20 judges whether decline at motor 21 autostop rear engine rotating speed.When judging that engine speed does not decline after motor 21 autostop or engine speed is started along with motor 21 and declines (in step 801 NO); owing to not needing the previous upper dead center rotated forward judging bent axle 22; electronic control unit 20 exits previous upper dead center and judges circulation R7, gets back to master motor control program.

Otherwise; when judging that engine speed declines after motor 21 autostop (in step 801 YES); in step 802, electronic control unit 20 judges whether correspond to TAD timing, TAD described in the piston arrives in this timing cylinder relative to the current crank angle of the bent axle 22 of reference position.When judging that the current crank angle of bent axle 22 does not correspond to described TAD timing (NO in step 802), electronic control unit 20 repeats the judgement in step 802.

When bent axle 22 current crank angle correspond to bent axle 22 rotate current 180 CAD cycle i in TAD timing time (being "Yes" in step 802); as step 104, in step 803, electronic control unit 20 reads the loss torque T value T [h-(h+30), i-1] being stored in register RE; This value T [h-(h+30) of loss torque T is calculated in the step 807 be described after a while, i-1] to be stored in register RE, and correspond to a crank pulse ω [h+30, i-1], described crank pulse ω [h+30, i-1] before current input crank pulse ω [h, i], 150CAD has been transfused in electronic control unit 20.Operation in step 807 corresponds to the operation in step 704.

Such as, when current input crank pulse correspond to current 180CAD cycle of rotating at bent axle 22 (i) in through current after top dead center 0 CAD (h=0 corresponding to upper dead center timing), electronic control unit 20 reads the value T [0-30 of loss torque T, i-1], this value T [0-30, i-1] be calculated and be stored in register RE, and correspond to crank pulse ω [30, i-1], described crank pulse ω [30, i-1] at the current input crank pulse ω [0 corresponding to 0 CAD, i] before 150 CAD be imported into electronic control unit 20(see Fig. 3).

Note, described register RE is stored in through current cylinder after top dead center 0CAD to make not lose torque value T when current input crank pulse corresponds in first the 180CAD cycle (i=1) rotated at bent axle 22, one formerly prepares the loss torque T value as 0CAD to the 30CAD from bent axle 22 and the default value being stored in register RE or storage medium 20a can be normally used as the value T [0-30, i-1] losing torque T.

Subsequently, in step 804 as in step 105, value T [the h-(h+30) inputting the loss torque T of timing next time of crank pulse of (h+30) CAD is being corresponded to according to what read from register RE according to formula mentioned above [9] or [11] electronic control unit 20, i-1] calculate the predicted value ω ' [h+30, i] of angular velocity omega.

Such as, in step 804, the predicted value ω ' [h+30, i] of the angular velocity omega at corresponding crank angle (h+30) place of the current 180 CAD cycle i inside crankshafts 22 that electronic control unit 20 rotates at bent axle 22.

In step 804, the predicted value ω ' [h+30, t] of angular velocity omega is stored in register RE or storage medium 20a by electronic control unit 20.Note, as h+30=180, h+30 is set to 0 and i increases to 1.

In step 804, electronic control unit 20 calculates according to formula mentioned above [10] the predicted value t [h-(h+30) inputting the time of advent of timing next time that bent axle 22 arrives crank pulse, i], and the predicted value of t is stored in register RE or storage medium 20a by relevant with the predicted value ω ' [h+30, i] of angular velocity omega time of advent.

Subsequently, as the operation of step 106, electronic control unit 20 judges predicted value the ω ' [h+30 of angular velocity omega in crank pulse input time next time corresponding to (h+30) CAD in step 805, i] whether be equal to or less than zero, thus judge the previous upper dead center whether current upper dead center timing rotates forward corresponding to bent axle 22.

Judging angular velocity omega predicted value the ω ' [h+30 of the next input time at crank pulse, i] when being greater than zero (in step 805 NO), electronic control unit 20 is judged then to enter into step 806 by the previous upper dead center that current upper dead center timing does not correspond to bent axle 22 and rotates forward.

Then, in step 806, electronic control unit 20 judges until whether the prediction of value of angular velocity omega of next upper dead center completes.When judging the next upper dead center timing that current crank angle does not correspond in next 180CAD cycle i+1, electronic control unit 20 is judged until the predicted value of angular velocity omega of next upper dead center does not complete (in step 806 NO).Then, in step 807, electronic control unit 20 carries out step 807 and calculates value T [(the h-30)-h of the loss torque T corresponding to current input crank pulse (h=0 CAD), i], and by value T [(h-30)-h of loss torque T, i] be stored in register RE, as the operation of step 107.

After the operation of completing steps 807, the parameter h in 807A is increased by 30 and gets back to step 803 and repeats step 803 to the operation of 807A until judgement in step 806 is judgement certainly or in step 805 for certainly by electronic control unit 20.When value added h becomes 150, electronic control unit 20 judges that namely predicted value ω ' [180=0, i+1] completes (in step 806 YES) until the prediction of value of angular velocity omega of next upper dead center.Then, electronic control unit 20 stops previous upper dead center and judges circulation R7 and get back to master motor control program.

That is, each upper dead center circulation performs the prediction of the Future Trajectory that this engine speed (angular velocity) reduces.

Step 803 reruning period to 807A in each upper dead center circulation, when the current predicted value ω ' of angular velocity omega is equal to or less than zero, the judgement in step 805 is affirmative.

Then, in step 808, electronic control unit 20 judges the previous upper dead center that the current upper dead center time rotates forward corresponding to bent axle 22.

Then, in step 809, electronic control unit 20 determines the driving timing of this starter motor 11 according to the timing of the previous upper dead center rotated forward in process of bent axle 22 during engine speed reduction.Such as, in step 809, electronic control unit 20 encourages pinion actuator 14 to move small gear 13 with the timing determined relative to current upper dead center timing (previous upper dead center timing) and is engaged in ring gear 23 to ring gear 23 to make small gear 13, then in step 809 drive motor 12 with rotation pinion 13 thus the crank of rolling motor 21 thus restart motor.After the operation of step 809, electronic control unit 20 exits previous upper dead center and judges circulation R7 and get back to master motor control program.Such as, step 804,805,806, the operation of 808 and step 804,805,806 and 808 equivalent units run correspond to previous upper dead center determiner according to a fourth embodiment of the present invention.Such as, the equivalent unit of operation at least in step 809 and operation at least in step 809 corresponds to the driving timing determiner according to the fourth embodiment of the present invention.

As mentioned above; be configured to predict after motor 21 autostop according to the engine control system of the 4th embodiment the Future Trajectory that the engine speed with fluctuation reduces, and determine the timing of previous upper dead center during corresponding to bent axle 22 rotates forward according to the prediction Future Trajectory that this motor 21 reduces.Thus, engine control system can determine to correspond to engine speed (angular velocity of bent axle 22) vanishing or less before the timing of previous upper dead center, make high-precisionly to determine to become possibility relative to the mobile small gear 13 of previous upper dead center timing to the timing of ring gear 23.

Notice that the previous upper dead center shown in Figure 16 judges that cyclic design becomes every 180CAD and the circulation of each upper dead center, the Future Trajectory that estimated engine speed reduces, but described fourth embodiment of the invention is not restricted to this.Especially, previous upper dead center judges that circulation can be designed to each given circulation, the Future Trajectory that such as 360 CAD estimated engine speed reduce.

In addition, previous upper dead center shown in Figure 16 judges that cyclic design becomes when crank angle sensor 25 inputs a crank pulse to electronic control unit 20, repeat to angular velocity omega value and the time of advent t predict, but the fourth embodiment of the present invention is not limited to this.Especially, the previous upper dead center shown in Figure 16 judges that circulation can be designed to each given circulation, such as every 180CAD and the circulation of each upper dead center, repeat to the value of angular velocity omega and the time of advent t value predict.

5th embodiment

Engine control system hereinafter with reference to Figure 17 and 18 pair fifth embodiment of the invention is described.

Following points is from according to the engine control system of the 4th embodiment is different according to the structure of the engine control system of the 5th embodiment and/or function.Therefore, different some will mainly be described below.

Engine control system according to the 5th embodiment is configured to:

Engine speed (angular velocity of bent axle 22) value (imaginary line see shown in Fig. 1) is stored whenever input the historical data HD of a crank pulse as engine speed from crank angle sensor 25;

According to described engine speed until the historical data HD of current time is at the Future Trajectory of each given circular prediction engine speed (angular velocity of bent axle 22);

According to the Future Trajectory Prediction bent axle 22 of engine speed by arrive relative to current time the next upper dead center time first the time of advent t(upper dead center);

According to the Future Trajectory Prediction engine speed of engine speed by arrive relative to current time 0 [RPM] second the time of advent t(0RPM);

Relatively first the time of advent t(upper dead center) with second the time of advent t(0RPM) thus judge that whether current time is corresponding to the previous upper dead center time based on this comparative result.

According to Figure 18 as engine stop and the flow chart of a part starting controlled circulation, be also designed to perform previous upper dead center according to the electronic control unit 20 of the 5th embodiment and judge circulation R8.Previous upper dead center determining program R8 is repeatedly run in the such as 180CAD circulation of the preset loop of electronic control unit 20 during execution master motor control program.

Especially, when starting previous upper dead center and judging circulation R8, in step 901, electronic control unit 20 judges whether decline at motor 21 autostop rear engine rotating speed.When judging that engine speed does not decline after motor 21 autostop or engine speed is started along with motor 21 and declines (in step 901 NO); owing to not needing the previous upper dead center rotated forward judging bent axle 22; electronic control unit 20 exits previous upper dead center and judges circulation R8, gets back to master motor control program.

Otherwise; when judging that after motor 21 autostop engine speed declines (being YES in step 901), in step 902 the historical data HD of the process that electronic control unit 20 change according to engine speed predict until 0 RPM time engine speed (angular velocity of bent axle 22) Future Trajectory.

Subsequently, in step 903 electronic control unit 20 according to the Future Trajectory of the prediction of engine speed calculate bent axle 22 by arrive relative to current time next upper dead center timing first the time of advent t(upper dead center).After operating procedure 903, according to the Future Trajectory of engine speed, in step 904 electronic control unit 20 estimated engine speed relative to current time by arrival 0 [RPM] second the time of advent t(0RPM).

Subsequently, in step 905 electronic control unit 20 compare first the time of advent t(upper dead center) and second the time of advent t(0RPM) thus judge that whether current time corresponds to previous upper dead center timing.Especially, when first the time of advent t(upper dead center) be less than second the time of advent t(0RPM) (in step 905 NO) time, electronic control unit 20 is judged then to stop the previous upper dead center that current upper dead center does not correspond to bent axle 22 and rotates forward previous upper dead center and judge circulation R8.

Otherwise, when first the time of advent t(upper dead center) be longer than second the time of advent t(0RPM) (in step 905 YES) time, in step 906, electronic control unit 20 judges that current upper dead center corresponds to the previous upper dead center that rotates forward of bent axle 22.

Then, in step 907, electronic control unit 20 determines the driving timing of this starter motor 11 according to the timing of the previous upper dead center rotated forward in process of bent axle 22 during engine speed reduction.Such as, in step 907, the timing excitation pinion actuator 14 that electronic control unit 20 is being determined relative to current upper dead center timing (previous upper dead center timing) arrives ring gear 23 with mobile small gear 13, to make small gear 13 be engaged in ring gear 23, then in step 907 drive motor 12 with rotation pinion 13 thus the crank of rolling motor 21 thus restart motor.After the operation of step 907, electronic control unit 20 exits previous upper dead center and judges circulation R8 and get back to master motor control program.

As mentioned above, the effect obtained according to the engine control system of the 5th embodiment is same as the effect that the 4th embodiment obtains.

In addition, because previous upper dead center judges to circulate in each given circulation repeatedly to perform, such as every 180 CAD circulations, just likely determine the previous upper dead center timing that bent axle 22 rotates forward between engine speed decrement phase.

6th embodiment

Engine control system hereinafter with reference to Figure 19 and 20 pair sixth embodiment of the invention is described.

According to structure and/or the function of the engine control system of the 6th embodiment and be following points according to the engine control system difference of the 4th embodiment.Therefore, different some will mainly be described below.

Be configured to the angular velocity in a current predictive timing estimated engine speed value or bent axle 22 according to the engine control system of the 4th embodiment, predict based on following data: the inertia J (operation see step 804 or step 105) being stored in the value of the loss torque T in register RE, present engine rotating speed (current angular velocity of bent axle 22) and motor 21.In addition, according to the engine control system of the 4th embodiment be configured to repeat in often given circulation to engine speed value and the time of advent value predict, it is according to being: angular velocity in front predicted value, be stored in the respective value of loss torque T in register RE and the inertia J of motor 21.

On the contrary; be configured to predict the future value ω ' 1 of the angular velocity omega of multiple corresponding n future anticipation timing after current predictive timing a current predictive timing according to the inertia J of the value of the loss torque T be stored in register RE, present engine rotating speed (current angular velocity of bent axle 22) and motor 21 according to the engine control system of the 6th embodiment; ω ' 2 ... ω ' n; There is between a described n future anticipation positive time image first embodiment is the same preset interval (see predicting following angular velocity and the following time of advent in Fig. 3).

Also the future value ω ' 1 according to multiple angular velocity omega is configured to according to the control system of the 6th embodiment, ω ' 2, according to the prediction Future Trajectory of engine speed, the Future Trajectory that ω ' n estimated engine speed reduces, then determines whether current upper dead center corresponds to previous upper dead center.

According to Figure 20 as engine stop and the flow chart of a part starting controlled circulation, be also designed to perform previous upper dead center according to the electronic control unit 20 of the 6th embodiment and judge circulation R9.Previous upper dead center determining program R9 is repeatedly run in the preset loop of electronic control unit 20 during execution master motor control program.

Especially, when starting previous upper dead center and judging circulation R9, in step 1001, electronic control unit 20 judges whether decline at motor 21 autostop rear engine rotating speed.When judging that engine speed does not decline after motor 21 autostop or engine speed is started along with motor 21 and declines (in step 1001 NO); owing to not needing the previous upper dead center rotated forward judging bent axle 22, electronic control unit 20 exits previous upper dead center and judges that circulation R9 gets back to master motor control program.

Otherwise when judging that engine speed declines after motor 21 autostop (in step 1001 YES), in step 1002, electronic control unit 20 has judged whether that crank pulse inputs from crank angle sensor 25.Electronic control unit 20 (in step 1002 NO) when determining do not have crank pulse to input repeats the judgement of step 1002.That is, whenever input crank pulse electronic control unit 20 proceeds to step 1003.

In step 1003, electronic control unit 20 calculates value (currency) ω 0 of the angular velocity omega of the bent axle 22 corresponding to current input crank pulse according to aforesaid formula (1).Then, electronic control unit 20, corresponding to the current predictive timing of current input crank pulse, predicts future value ω ' 1, ω ' 2 of the angular velocity omega of multiple corresponding n future anticipation timing after current predictive timing ... ω ' n.

In step 1003, electronic control unit 20 can be stored in the respective value of loss torque T in register RE and the inertia J of motor 21 according at least one, adopt and run the future value ω ' 1 of the same method prediction at multiple angular velocity omegas of the current predictive timing corresponding to current input crank pulse with the prediction described in the 4th embodiment, ω ' 2 ... ω ' n.In step 1003, electronic control unit 20 can according to until the historical data HD of engine speed of current predictive timing, adopt and run the future value ω ' 1 of the same method prediction at multiple angular velocity omegas of the current predictive timing corresponding to current input crank pulse with the prediction described in the 5th embodiment, ω ' 2 ... ω ' n.There is between n described future anticipation timing the preset interval of the 30CAD that such as bent axle 22 rotates.

After step 1003 is run, in step 1004, electronic control unit 20 judges whether future value ω ' 1, ω ' 2 of multiple angular velocity omega ... any one in ω ' n is equal to or less than 0 [RPM].Judging the future value ω ' 1 of multiple angular velocity omega, ω ' 2, in the middle of ω ' n, neither one is greater than 0 [RPM] (in step 1004 NO), and electronic control unit 20 gets back to step 1002, then whenever input crank pulse just reruns step 1002 to 1004.That is, whenever a crank pulse is input to electronic control unit 20, electronic control unit 20 just predicts multiple future value ω ' 1 of angular velocity omega after crank pulse input timing, ω ' 2, ω ' n, then described multiple future value ω ' 1, ω ' 2 are judged ... whether ω ' n has any one to be equal to or less than 0 [RPM].

During the step 1002 to 1004 that reruns, as the future value ω ' 1 of multiple angular velocity omega, ω ' 2, when any one in ω ' n is equal to or less than 0 [RPM] (YES in step 1004), determine just at the future value ω ' 1 of multiple angular velocity omega in step 1005 electronic control unit 20, ω ' 2, upper dead center before any one in ω ' n corresponds to the previous upper dead center timing rotated forward of bent axle 22, and any one in the future value of described multiple angular velocity omega is all equal to or less than zero.Then, in step 1006, electronic control unit 20 determines the driving timing of this starter motor 11 according to the timing of the previous upper dead center rotated forward in process of bent axle 22 during engine speed reduction.Such as, in step 1006, timing excitation pinion actuator 14 that electronic control unit 20 is being determined relative to current upper dead center timing (previous upper dead center timing) is engaged in ring gear 23 to ring gear 23 to make small gear 13 with mobile small gear 13, then in step 1006 drive motor 12 with rotation pinion 13 thus the crank of rolling motor 21 thus restart motor.After the operation of step 1006, electronic control unit 20 exits previous upper dead center and judges circulation R9 and get back to master motor control program.

As mentioned above, the effect obtained according to the engine control system of the 6th embodiment is same as the effect that the 4th embodiment obtains.

Be configured to according to the engine control system of the 6th embodiment the Future Trajectory that estimated engine speed reduces whenever inputting a crank pulse from crank angle sensor 25, but the sixth embodiment of the present invention is not limited thereto.

Especially, can be configured to whenever inputting the crank pulse of predetermined number from crank angle sensor 25 according to the engine control system of the 6th embodiment or each upper dead center circular prediction engine speed reduce Future Trajectory.

Be configured to pass according to the engine control system of each in the 4th and the 6th embodiment the predicted value judging angular velocity omega whether to be equal to or less than zero [RPM] and to judge that whether current predictive timing corresponds to previous upper dead center, but any one in the 4th and the 6th embodiment is all not limited to this structure.

Especially, can be configured to pass according to the engine control system of any one in the 4th and the 6th embodiment the predicted value judging angular velocity omega whether to be equal to or less than the error margin be contained in angular velocity omega predicted value taken into account preset and to judge that whether current predictive timing corresponds to previous upper dead center on the occasion of [RPM].

In each in the first to the six embodiment, engine control system is designed to the rotational angular velocity that crank angle sensor 25 measures the bent axle 22 of motor 21, but the present invention is not limited thereto.

Especially, be designed to the sensor of the rotating speed directly measuring the pulley being connected to bent axle 22, it is called as pulley rotation sensor, or be designed to the sensor of the rotating speed of directly measure annular gear 23, crank angle sensor 25 can be replaced or together with crank angle sensor 25 as the device of bent axle 22 rotational angular velocity measuring motor 21.In these sensors, be called as ring gear rotation sensor and be designed to the sensor of the rotating speed of directly measure annular gear 23, preferably can be used as the instrument of the rotating speed measuring motor 21.This is because this ring gear rotation sensor is designed to the change obtaining preformed magnetic field according to the rotation of the tooth be formed on ring gear 23 excircle; The number being formed in the tooth on ring gear 23 excircle is greater than the number of the tooth of the magnetoresistor dish of crank angle sensor and is formed in the number of the tooth on pulley excircle.

Certain aspect of each in of the present invention the first to the six embodiment is applied to the corresponding engine control system of equipment starter motor 11, described starter motor 11 be designed to respectively driving pinion actuator 14 and motor 12 with rotation pinion 13, but each of the of the present invention the first to the six embodiment is not limited to the application.

Especially, another aspect of each in of the present invention the first to the six embodiment is applied to the engine control system of an equipment starter motor, described starter motor is designed to driving pinion actuator 14 and motor 12 simultaneously, or one that is designed in driving pinion actuator 14 and motor 12, then through given rear driving retard time another.Such as, when this starter motor is used for the engine control system according to the first to the three embodiment, engine control system can be designed to judge that whether engine speed is at such as 300RPM or less according to the Future Trajectory of engine speed, more particularly, within the pole low-speed range of 50 to 100RPM, then, when determining that engine speed is in the low-speed range of described pole, pinion actuator 14 is controlled with mobile small gear 13 to ring gear 23.

In each in the first to the six embodiment, crankangle Measurement Resolution can be set to the expectation angle except 30CAD.

On the surface, circulation R1 to R9 is stored in the storage medium 20a of electronic control unit 20, but in the electronic control unit 20 of the engine control system 1 according to the first embodiment, requires that at least circulation R1 and R2 is stored in electronic control unit 20.That is, in the storage medium 20a of the electronic control unit 20 according to the engine control system of any one in the first to the six embodiment, require to store at least one in corresponding Rl to R9.

Although describe exemplary embodiment of the present invention in this application, the present invention is not limited to each embodiment described in this application, but comprise there is amendment, omission, the combination combination of each side (in such as each embodiment), any and all embodiments of improving and/or substituting, these embodiments can both understand according to those skilled in the art of the present invention.Restriction in claim is broadly explained according to the language used in these claims, and to be not restricted in present specification or example that course of the review of application describes, and these examples will be understood to nonexcludability.

Claims (4)

1. one kind for driving the system of the starter motor with small gear, so that this small gear mobile is to the ring gear being connected to I. C. engine crankshaft, thus internal-combustion engine is restarted during the speed of crankshaft that the automatic stopping by internal-combustion engine controls reduces, described internal combustion engine operation is to make the reciprocating motion of the pistons in cylinder by the upper dead center (TDC) of cylinder thus turning crankshaft, and described system comprises:

Previous upper dead center determiner, it is according to reducing with speed of crankshaft the timing rotating forward the previous upper dead center in process that relevant information determination piston arrives bent axle during speed of crankshaft reduces, and

Drive timing determiner, it determines the driving timing of this starter motor according to the timing of the previous upper dead center rotated forward in process of bent axle during speed of crankshaft reduction;

Wherein reduce the loss torque that relevant information comprises internal-combustion engine with speed of crankshaft, at least one in the off-energy of internal-combustion engine and the predetermined inertia of internal-combustion engine, and previous upper dead center determiner is configured to:

In current predictive timing, reduce according to speed of crankshaft the speed of crankshaft in any one of timing and each preset loop is predicted in relevant information prediction value in next time.

2. the system as claimed in claim 1, wherein said previous upper dead center determiner is configured to:

In current predictive timing, reduce according to the currency of speed of crankshaft with speed of crankshaft the speed of crankshaft in any one of timing and each preset loop is predicted in relevant information prediction value in next time, thus the Future Trajectory that prediction speed of crankshaft reduces; And

According to the prediction Future Trajectory that speed of crankshaft reduces, determine the timing of the previous upper dead center during speed of crankshaft reduces in the rotating forward of piston arrives bent axle.

3. the system as claimed in claim 1, wherein said previous upper dead center determiner is configured to:

Predict the speed of crankshaft value of timing in next time in current predictive timing prediction; And

According to the speed of crankshaft value in each preset loop of the speed of crankshaft value prediction at front circular prediction after next time predicts timing, thus according to the Future Trajectory that the predicted value prediction speed of crankshaft of this speed of crankshaft reduces.

4. the system as claimed in claim 1, wherein said previous upper dead center determiner comprises further:

First fallout predictor, it predicts first time of advent relative to current predictive timing, at the next upper dead center of this piston arrives first time of advent;

Second fallout predictor, it predicts second time of advent relative to current predictive timing, in this speed of crankshaft arrival second time of advent 0; And

Determiner, it compares first time of advent and second time of advent thus determines previous upper dead center timing according to comparative result.