JP5029680B2 - Engine stop / start control device - Google Patents

Description

  The present invention relates to an engine stop / start control device.

  2. Description of the Related Art Conventionally, there is known an engine control system having a so-called idle stop function that detects an operation for stopping or starting such as an accelerator operation or a brake operation to automatically stop and restart an engine. By this idle stop control, effects such as engine fuel consumption reduction are achieved.

  When restarting the engine, basically, the initial rotation is first applied to the drive shaft (crankshaft) of the engine by the starter, as in the case of engine start accompanying key operation. Specifically, the pinion provided on the starter motor is pushed in the axial direction of the rotating shaft, the pinion is engaged with the ring gear connected to the crankshaft, and the pinion is rotated by energization control to the starter motor. Is driven to rotate. Thereby, cranking is started and the engine is started.

  When there is a request for restarting the engine, it is desirable to restart the engine as quickly as possible from the viewpoint of improving drivability, and various techniques have been proposed for that purpose (see, for example, Patent Document 1). Patent Document 1 discloses that when a restart request is made while the engine speed is decreasing, cranking by a starter is started without waiting for the engine rotation to completely stop. Specifically, if there is a restart request before the engine rotation speed becomes zero after the engine is automatically stopped, the pinion is rotated to a position immediately before being engaged with the ring gear, and the pinion is rotated. When it is determined that synchronization is established based on the pinion rotation speed and the ring gear rotation speed (engine rotation speed), the pinion is engaged with the ring gear.

  More specifically, the starter motor section is provided with a shunt coil, and the rotation speed of the pinion can be controlled by duty-controlling the energization current of the shunt coil. When synchronizing the pinion rotation speed with the ring gear rotation speed, the duty ratio of the shunt coil is determined based on the starter characteristics, and the pinion rotation speed is reduced by energizing the shunt coil with the duty ratio. Increase to the target rotation speed. Also, pinion push-out is performed by energization duty control of the electromagnetic actuator.Specifically, by energizing the actuator with a predetermined duty ratio, the pinion is pushed out very slowly so that the pinion does not stop. While moving the pinion closer to the ring gear. When the pinion rotation speed and the ring gear rotation speed are synchronized, the pushing force of the pinion is maximized by switching the duty ratio of the electromagnetic actuator to the maximum value, and the pinion is quickly meshed with the ring gear. By this control, the pinion is immediately meshed with the ring gear when synchronization is established.

Japanese Patent Laying-Open No. 2005-330813

  However, in Patent Document 1, it is necessary to detect the pinion rotation speed for synchronization determination, and it is necessary to provide detection means such as a sensor as a configuration for that purpose. Further, when the pinion is meshed with the ring gear, it is necessary to control the rotation speed of the pinion and the timing for pushing the pinion based on the duty ratio, which complicates the starter drive control at the time of engine restart. Furthermore, a special configuration such as a shunt coil is required to realize the control.

  The present invention has been made to solve the above-described problem, and provides an engine stop / start control device capable of meshing a pinion with a ring gear at an appropriate timing without using complicated control or a special configuration. Is the main purpose.

  The present invention employs the following means in order to solve the above problems.

  The present invention has an automatic stop start function that automatically stops the engine when a predetermined automatic stop condition is satisfied, and then restarts the engine by performing cranking by a starter when the predetermined restart condition is satisfied. The engine is stopped and restarted when cranking is performed with the starter pinion meshing with a ring gear connected to the output shaft of the engine when the engine is restarted, and the meshing is released after the cranking is completed. The present invention relates to a control device. In particular, the invention according to claim 1 detects a rotation control means for starting rotation of the pinion when the restart condition is satisfied, and a starting rotation speed that is an engine rotation speed when the restart condition is satisfied. The rotation speed detecting means, and the rotation of the pinion by the rotation control means until the meshing of the pinion and the ring gear is performed in order to synchronize the rotational speeds of the pinion and the ring gear with each other. Time required setting means for setting the time based on the starting rotational speed detected by the rotational speed detecting means, and meshing for engaging the pinion with the ring gear based on the required time set by the required time setting means And a meshing control means for controlling the operation.

  In short, if the restart condition is satisfied before the engine speed reaches zero during engine restart after automatic engine stop, for example, the starter motor synchronizes the rotation speed of the pinion and the rotation speed of the ring gear (engine speed). In some cases, the two are engaged with each other. On the other hand, if the rotation speed of the pinion and the rotation speed of the ring gear are not synchronized, the pinion and the ring gear do not mesh smoothly, and as a result, it takes time until cranking starts or there is a shock. It is possible that it will occur.

  The inventors have determined that the time from the start of rotation of the pinion to the synchronized state, that is, the time required from the start of rotation of the pinion to the meshing of the pinion and the ring gear is the engine speed at the time when the restart condition is satisfied ( We paid attention to the difference depending on the rotation speed. That is, according to the first aspect of the present invention, the required time from the start of rotation of the pinion to the meshing of the pinion and the ring gear is set based on the rotation speed at start. Thereby, the meshing of the pinion and the ring gear can be performed at an appropriate time according to the starting rotational speed. Further, the required time can be set only by calculating the starting rotational speed in the current engine restart. Therefore, according to the present invention, the pinion and the ring gear can be engaged with each other at an appropriate timing without using complicated control or a special configuration, and inconvenience at the time of engagement can be avoided.

  Also, instead of the required time from the start of rotation of the pinion to the engagement of the pinion and the ring gear, the rotational difference between the rotational speed of the pinion and the rotational speed of the ring gear is within a predetermined range, specifically, both are in a synchronized state. The same effect as that of the first aspect can be obtained also when the time required to enter the determined range is set based on the starting rotational speed. Therefore, as in the invention according to claim 2, the rotation time difference between the rotation speed of the pinion and the rotation speed of the ring gear after the start of rotation of the pinion accompanying the establishment of the restart condition is used as the required time setting means. It is good also as a structure provided with a means to set the required time until it enters into a predetermined range based on the starting rotational speed detected by the said rotational speed detection means.

  In a configuration in which the pinion and the ring gear are not in contact with each other when the pinion starts to rotate, the pinion and the ring gear are actually engaged from the start of the engagement operation of the pinion (for example, the movement toward the ring gear). It takes time until it is brought into contact. Therefore, in order to mesh the pinion and the ring gear at an optimum timing, it is necessary to start the operation of the pinion earlier than the timing by the time required for the meshing operation. Therefore, as in the invention described in claim 3, after the rotation of the pinion by the rotation control means, the timing for starting the meshing operation is controlled based on the required time set by the required time setting means. To do. By doing so, the effect that the pinion and the ring gear mesh with each other at an appropriate time can be suitably obtained. Further, it is considered that the time required for meshing is basically substantially constant regardless of the starting rotational speed. Therefore, according to this configuration, by controlling the start timing of the pinion meshing operation, the pinion meshing operation based on the required time from the start of rotation of the pinion to the meshing can be performed with relatively simple control. it can.

  The effect described above can be obtained when a relatively simple configuration is adopted in which the pinion is rotationally driven at the same rotational speed as the case where the pinion is rotationally driven by the ignition switch of the engine as in the invention described in claim 4. That is, it is possible to suitably obtain the effect that the pinion and the ring gear are suitably meshed without using complicated control or a special configuration. In other words, according to this configuration, the rotation speed of the pinion is synchronized with the rotation speed of the ring gear by setting the required time from the start of rotation of the pinion to the meshing based on the rotation speed at the time of starting. There is no need for complicated control such as energization control to synchronize with the rotation speed of the ring gear.

  Specifically, as in the invention described in claim 5, the required time set by the required time setting means is required from the start of the engagement operation of the pinion to the engagement of the pinion and the ring gear. A configuration in which the meshing operation is controlled based on the required time when the time is longer than the time may be applied. When the required time is longer than the time required for the meshing operation, it is highly likely that the pinion and the ring gear are meshed after the rotation of the pinion is started. Therefore, with this configuration, it is possible to suitably obtain effects such as shock suppression.

  On the other hand, when the required time is shorter than the meshing operation time, the pinion and the ring gear cannot be meshed when the synchronization state between the rotation speed of the pinion and the rotation speed of the ring gear is formed. Therefore, as in the invention described in claim 5, the required time set by the required time setting means is longer than the time required from the start of the engagement operation of the pinion to the engagement of the pinion and the ring gear. In a short case, the meshing operation based on the required time is not performed. That is, when the required time is shorter than the meshing operation time, the pinion is meshed with the ring gear and then the pinion is driven to rotate.

  If the ring gears are engaged with each other when the rotational speed of the ring gear is lower than the rotational speed of the pinion, the rotational speed of the ring gear rapidly increases due to the rotational force of the pinion, and a shock may occur. In view of this, in the invention according to claim 7, the starter is blocked from transmitting the rotational force of the pinion to the starter side when the engine rotational speed is higher than the rotational speed of the pinion. When the clutch device is provided and the required time setting means starts the meshing operation based on the required time, the meshing between the pinion and the ring gear is performed so that the engine rotational speed is the rotational speed of the pinion. And the required time is set so that the difference between the engine rotation speed and the rotation speed of the pinion is less than a predetermined value. By doing so, it is possible to suppress a shock when the pinion and the ring gear mesh. Also, if the so-called one-way clutch is provided, the rotation of the ring gear is higher than the rotation speed of the pinion, and the rotation of the pinion is not transmitted to the starter even if the pinion and the ring gear are engaged. Therefore, the inconvenience that the starter is driven can be avoided.

  It is conceivable that the transition of the change in the engine rotation speed and the increase in the rotation speed of the pinion after the restart condition is satisfied differ depending on the operating state of the engine and the auxiliary machine driven by the engine. Specifically, for example, when the engine is at a low temperature, the engine friction is larger than when the engine is at a high temperature. As a result, the degree of change in the engine rotational speed (the rotational speed of the ring gear) may be increased. In addition, when the battery charge state is lowered, the increase in the pinion rotation speed is slower than when the battery charge state is good, and the pinion rotation speed is synchronized with the ring gear rotation speed. It is conceivable that the period of time becomes longer. In view of this point, in the invention described in claim 8, the required time is set according to the operating state of the engine or an auxiliary machine driven by the engine. By doing so, the time until the pinion meshes with the ring gear can be changed according to the degree of change in the engine rotation speed or the pinion rotation speed due to the difference in the operating state of the engine or the like. Therefore, it is suitable for engaging the pinion with the ring gear at an appropriate timing.

  After the restart condition is established, the rotation speed of the ring gear when synchronized with the rotation speed of the pinion changes according to the rotation speed at the start, and when the rotation speed of the ring gear changes at the timing synchronized with the pinion rotation speed, the synchronization It is considered that the rotation driving time of the pinion, that is, the driving time of the starter differs depending on the ring gear rotation speed at that time. In this case, depending on the rotational speed at start-up, the starter drive time may be lengthened, and there is a concern that power for driving the starter may be wasted.

  In addition, the increase in the pinion rotational speed is affected by various factors such as disturbances, and the degree of increase is different. It differs depending on the elapsed time (starter driving time). At this time, if the pinion and the ring gear mesh with each other during a period that is easily affected by disturbance, the change in the increase in the pinion rotation speed varies depending on the disturbance, etc. There is a concern that the time is different and the robustness in the synchronous control of the pinion rotation speed and the ring gear rotation speed is lowered.

  In view of this point, in the invention according to claim 9, the standby time from the establishment of the restart condition to the start of rotation of the pinion is set based on the starting rotational speed detected by the rotational speed detecting means. Time setting means is provided, and the rotation control means starts rotation of the pinion after the restart condition is satisfied based on the standby time set by the standby time setting means. By doing so, it is possible to suppress power consumption by driving the starter and to optimize the robustness in the synchronous control.

  Specifically, the increase in the pinion rotation speed changes in the same manner regardless of various factors such as disturbance at the beginning of the rotation, and thereafter, a difference occurs in the increase depending on the various factors. In this case, from the viewpoint of optimizing the robustness in the synchronous control of the pinion rotation speed and the ring gear rotation speed, a period during which the influence of various factors (disturbances, etc.) is small in the pinion rotation increase period, that is, the rotation speed rising timing It is desirable to engage the pinion and the ring gear in the previous period including Therefore, as in the invention described in claim 10, the meshing of the pinion and the ring gear is performed in the previous period including the rising timing of the rotation speed during the rotation increase period in which the rotation speed of the pinion changes. It is preferable that the waiting time is set with respect to the starting rotational speed.

  Specific examples of factors that affect the rotational increase in the pinion include parameters related to starter operating conditions such as the temperature of the starter and the state of charge of a battery that supplies power to the starter. Therefore, as in the invention described in claim 11, the standby time is variably set based on a parameter relating to the operating condition of the starter, thereby meshing at an appropriate time with respect to a change in rotation of the pinion. can do.

1 is an overall schematic configuration diagram of an engine control system. The time chart which shows transition of an engine rotational speed and a pinion rotational speed. The flowchart which shows the process sequence of a starter drive process. The figure which shows an example of the map showing the relationship between the rotational speed at the time of a start, and an extrusion waiting time. The figure which shows the raise characteristic of the pinion rotational speed by a motor drive. The flowchart which shows the process sequence of the starter drive process of 2nd Embodiment. The figure which shows an example of the map showing the relationship between the rotational speed at the time of start, and rotation delay time. The time chart which shows transition of the engine rotational speed and pinion rotational speed in 2nd Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. This embodiment is embodied in an engine stop / start control device of an engine control system. In the control system, fuel injection amount control, ignition timing control, idle stop control, and the like are performed with an electronic control unit (hereinafter referred to as ECU) as a center. FIG. 1 is a block diagram showing the overall outline of this control system.

  In FIG. 1, the starter 10 is provided with a motor 11, and a motor switch unit SL <b> 1 that switches between energization / non-energization of the motor 11 between the motor 11 and the battery 12. The motor switch unit SL1 is connected to an SL1 drive relay 13 that switches on / off of the motor switch unit SL1 based on a control signal.

  The motor 11 is connected to an actuator SL2 including a pinion shaft 14 that is rotationally driven by the motor 11 and a coil 15 that reciprocates the pinion shaft 14 in the axial direction by switching between energization / non-energization. A pinion 16 is supported at one end of the pinion shaft 14, and the pinion 16 is integrated with a one-way clutch 17 that intermittently transmits power between the pinion shaft 14 and the pinion 16. The pinion 16 is disposed in a non-contact state with respect to the ring gear 22 connected to the crankshaft 21 of the engine 20 when the coil 15 is not energized.

  Between the plunger coil 15 and the battery 12, an SL2 drive relay 18 that switches between energization / non-energization of the coil 15 based on a control signal is provided. When an ON signal is input to the SL2 drive relay 18 and the SL2 drive relay 18 is turned on, power is supplied from the battery 12 to the coil 15, and the pinion shaft 14 is pushed toward the ring gear 22 to the ring gear 22. It is bitten.

  When the off signal is input to the SL2 drive relay 18 and the SL2 drive relay 18 is turned off, the energization from the battery 12 to the coil 15 is cut off, and the pinion shaft 14 is moved to the ring gear 22 by the biasing force of a spring (not shown). It is displaced in the direction opposite to the direction toward. Due to the displacement of the pinion shaft 14, the engagement between the pinion 16 and the ring gear 22 is released.

  Here, when the engine speed (rotation speed of the ring gear 22) becomes higher than the rotation speed of the pinion 16 when the engine is started and the pinion 16 is driven to rotate by the ring gear 22, the one-way clutch 17 is brought into a non-coupled state. As a result of the pinion 16 idling, the rotation of the pinion 16 is not transmitted to the pinion shaft 14. Thereby, it is avoided that the motor 11 is rotationally driven by engine power.

  Further, the present system is provided with an IG switch 19 for switching to a state in which the electric power from the battery 12 is supplied to the motor 11 and the coil 15 based on the key operation of the driver. Further, various sensors such as a crank angle sensor 23 that outputs a rectangular crank angle signal at every predetermined crank angle of the engine (for example, at a cycle of 30 ° CA) and a coolant temperature sensor 24 that detects the temperature of the engine coolant are provided. It has been.

  The ECU 30 is an electronic control device including a known microcomputer or the like. Based on detection results of various sensors provided in the system, the ECU 30 performs intake air amount control, fuel injection amount control, idle stop control, and the like. Various engine controls and drive control of the starter 10 are performed. Regarding the drive control of the starter 10, the ECU 30 includes an output port P1 that outputs an on / off signal of the SL1 drive relay 13 and an output port P2 that outputs an on / off signal of the SL2 drive relay 18, and the output port P1. , P2 to switch the energized state of the motor 11 and the coil 15 respectively.

  The idle stop control performed in the above system configuration will be described in detail. The idle stop control is to automatically stop the engine 20 when a predetermined stop condition is satisfied during the idling operation of the engine 20 and restart the engine 20 when a predetermined restart condition is satisfied thereafter. The engine stop condition is, for example, that the accelerator operation amount has become zero (becomes idle), that the brake pedal has been depressed, or that the vehicle speed has decreased to a predetermined value or less. Is included. The engine restart condition includes, for example, at least one of an accelerator depressing operation, a brake operation amount becoming zero, a charged state of the battery 12 being a predetermined reduced state, and the like. .

  When there is a restart request while the engine 20 is automatically stopped, the starter 10 starts to be driven to start the engine 20. At this time, if the engine 20 is in a completely stopped state due to the automatic engine stop or is in an extremely low rotation speed region that is almost stopped, the ECU 30 first responds to the restart request with the SL2 drive relay 18. The energization of the coil 15 is started by outputting an ON signal. As a result, the pinion 16 is pushed out in the direction of the ring gear 22 immediately after the restart request, and the pinion 16 is engaged with the ring gear 22. Thereafter, an ON signal is output to the SL1 drive relay 13 to start energization of the motor 11. As a result, the pinion 16 is rotated with the rotation of the motor 11, and the ring gear 22 is driven to rotate with the rotation. That is, when restarting the engine 20 from the engine stopped state, the pinion 16 is pushed out in the direction of the ring gear 22 and then the pinion 16 is rotated by the motor 11 so that cranking is performed. It is started.

  On the other hand, if there is an engine restart request during the deceleration of the engine rotation speed (before the engine rotation speed becomes substantially zero), unlike the above, the rotation of the pinion 16 by the motor 11 is started and then the pinion 16 Is pushed out toward the ring gear 22 to perform cranking. That is, when there is a restart request, the ECU 30 first starts energizing the motor 11 by outputting an ON signal to the SL1 drive relay 13 and starts rotating the pinion 16. Subsequently, an ON signal is output to the SL2 drive relay 18 to start energization of the coil 15. Thus, the pinion 16 and the ring gear 22 are engaged with each other in a state where the rotation speed of the pinion 16 is synchronized with the rotation speed of the ring gear 22. In this specification, for the sake of convenience, a state in which the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 16 are in a predetermined relationship is referred to as the rotational speed of the ring gear 22. This is expressed as a state in which the rotation speed of the pinion 16 is synchronized. Therefore, for example, when it is expressed that the rotation speed of the ring gear 22 and the rotation speed of the pinion 16 are equal, the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 16 are Are equal, and the actual rotational speed of the pinion 16 is a rotational speed corresponding to the ratio of the diameter of the ring gear 22 to the diameter of the pinion 16. For example, when the above-mentioned predetermined relationship is set so that the speeds of both teeth are equal, if the diameter of the ring gear 22 is 10 times the diameter of the pinion 16, the rotational speed of the ring gear 22 and the rotational speed of the pinion 16 are synchronized. In the state, the actual rotational speed of the pinion 16 is 10 times the actual rotational speed of the ring gear 22.

  By the way, when the pinion 16 is meshed with the ring gear 22 while the ring gear 22 is rotating, if the meshing timing is not appropriate, the pinion 16 and the ring gear 22 are not meshed smoothly, and as a result, cranking is started. It may take a long time or a shock may occur due to the difference between the pinion rotational speed Nep and the ring gear rotational speed (engine rotational speed) Ner. Therefore, it is necessary to appropriately set the timing for starting the extrusion of the pinion 16 in order to engage the pinion 16 and the ring gear 22 in a state where the pinion rotation speed Nep and the ring gear rotation speed Ner are synchronized.

  Here, the inventors determined that the time (starting time TP) from the start of rotation of the pinion 16 to the start of meshing of the pinion 16 and the ring gear 22 in the synchronized state is the engine rotation when the restart condition is satisfied. It was noted that the speed varies, that is, the engine speed at the time of restart request (starting speed). In other words, the higher the starting rotational speed, the greater the difference between the rotational speed of the pinion 16 and the rotational speed of the ring gear 22 at the time of the engine restart request, and the longer time it takes for the pinion rotational speed to synchronize with the ring gear rotational speed. Become. Further, since the time until the synchronization becomes longer, the required time TP from the start of the rotation of the pinion 16 to the start of the meshing in the synchronized state becomes longer. Therefore, if the engine speed at the time of the engine restart request and the required time TP from the start of rotation of the pinion 16 to the start of meshing in a synchronized state are associated in advance based on such a tendency, The required time TP corresponding to the rotational speed can be calculated simply by calculating the engine rotational speed at the time of the restart request at the start.

  The operation of the pinion 16 from the start of rotation of the pinion 16 to the start of meshing between the pinion 16 and the ring gear 22 in a synchronized state will be described in more detail with reference to the time chart of FIG. FIG. 2 is a time chart showing changes in the engine rotational speed NE (ring gear rotational speed NEr) and the pinion rotational speed NEp when the engine is restarted. In the figure, the alternate long and short dash line indicates the transition of the engine rotational speed NE, and the solid line indicates the transition of the pinion rotational speed NEp. In the drawing, the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 16 are shown as the rotational speed of the ring gear 22 and the rotational speed of the pinion 16.

  When the engine restart request is made at timing t1 before the engine speed NE becomes zero during the engine automatic stop, first, an ON signal is output to the SL1 drive relay 13 as shown in FIG. Driven by rotation. As a result, the pinion rotational speed NEp increases, and the difference from the engine rotational speed NE gradually decreases. When the pinion 16 push-out timing tp is reached, the SL2 drive relay 18 is turned on, and the pinion 16 is pushed out toward the ring gear 22. Further, the pinion 16 is engaged with the ring gear 22 at a timing t2 after the time from the start of pushing out the pinion 16 to the start of engagement (extrusion operation time TA) has elapsed. In the present embodiment, as shown in the figure, the meshing of both is started in a state where the ring gear rotational speed NEr is higher than the pinion rotational speed NEp, and this state is referred to as the pinion rotational speed NEp and the ring gear rotational speed. It is in a synchronized state with NEr.

  Then, cranking by the starter 10 is started in accordance with the meshing of the pinion 16 and the ring gear 22, and after that, when the engine speed NE becomes equal to or higher than the start determination value NEth, the SL1 drive relay 13 is turned off, so that the motor 11 Is stopped, and the rotation of the pinion 16 is stopped. Further, the pinion 16 is appropriately disconnected by appropriately turning off the SL2 drive relay 18.

  As shown in FIG. 2, the push-out timing tp of the pinion 16 is set to a timing earlier than the timing t2 at which the pinion rotation speed NEp is synchronized with the engine rotation speed NE by the start of energization of the motor 11. In other words, the time from the start of rotation of the pinion 16 to the engagement of the pinion 16 and the ring gear 22 (required time TP) is the time from the rotation start timing t1 of the pinion 16 to the start of extrusion of the pinion 16 (extrusion standby) It is expressed as the sum of the time TSL2) and the pushing operation time TA of the pinion 16. Assuming that the pushing operation time TA of the pinion 16 is a characteristic value of the starter 10 and is a parameter not subject to fluctuations in the engine rotation speed, the required time TP is appropriately set according to the engine rotation speed at the time of restart request. Can be realized by making the extrusion waiting time TSL2 variable according to the engine speed at the time of the restart request.

  Based on the above, in the present embodiment, the relationship between the engine speed at the time of the engine restart request and the required time TP is determined in advance by a map, a mathematical expression, or the like, and based on the relationship, the required time for the current engine restart TP is set and extrusion control of the pinion 16 is performed based on the set required time TP. In particular, in the present embodiment, the relationship between the engine rotation speed and the required time TP at the time of an engine restart request is represented as the relationship between the engine rotation speed and the push waiting time TSL2, and this relationship is, for example, a map as a memory of the ECU 30. Etc. in advance.

  FIG. 3 is a flowchart showing a processing procedure related to the starter driving process when the engine is restarted. This process is executed at predetermined intervals by the microcomputer of the ECU 30.

  In FIG. 3, first, in step S10, it is determined whether or not an engine restart condition is satisfied. When the engine restart condition is satisfied, the process proceeds to step S11, and it is determined whether or not the push-out timing tp of the pinion 16 has been set. If the pinion extrusion timing tp has not been set, the process proceeds to step S12, where the engine speed at the time of request (starting speed NESTA) is stored, and whether the starting speed NESTA is greater than or equal to the engine stop determination value NE1. Determine.

  Here, the engine stop determination value NE1 is an engine rotation speed at which the pinion 16 can be controlled to be pushed out after the motor 11 starts rotating the pinion 16 to synchronize the rotation speed of the pinion 16 and the rotation speed of the ring gear 22. The lower limit is set, and in this embodiment, for example, 200 rpm is set. Specifically, the engine stop determination value NE1 is determined by the time required for the motor 11 to synchronize the pinion rotational speed NEp with the ring gear rotational speed NEr, that is, the required time TP from the start of the push-out of the pinion 16 to the engagement of the pinion 16 and the ring gear 22 It is set as the lower limit value of the starting rotational speed NESTA when the time required for the start (for example, 30 msec) or more is reached.

  If the starting rotational speed NESTA is less than the engine stop determination value NE1, the routine proceeds to step 13 where the SL2 drive relay 18 and the SL1 drive relay 13 are rotated so that the pinion 16 is rotated after the pinion 16 is pushed out as normal starter drive control. To control.

  On the other hand, if the starting rotational speed NESTA is equal to or higher than the engine stop determination value NE1, the process proceeds to step S14, and it is determined whether the starting rotational speed NESTA is equal to or less than the self-recovery return determination value NE2. Here, the self-recovery return determination value NE2 is set as a lower limit value of the start-up rotational speed that can turn the engine rotational speed up by combustion of the air-fuel mixture without being driven by the starter 10 (can be self-recovered). In this embodiment, for example, the speed is set to 500 to 600 rpm.

  If the starting rotational speed NESTA is higher than the self-sustained return determination value NE2, the process proceeds to step S15, and the engine 20 is restarted by ignition control and fuel injection control of the engine 20 without operating the starter 10. On the other hand, when the starting rotational speed NESTA is equal to or less than the self-sustained return determination value NE2, the process proceeds to step S16, where the SL1 drive relay 13 is turned on to start energization of the motor 11. Thereby, the pinion 16 is rotationally driven with the drive of the motor 11, and the pinion rotational speed NEp rises.

  In step S17, the starting rotational speed NESTA is read, and in step S18, the pinion extrusion timing tp is calculated. In the present embodiment, the relationship between the starting rotational speed NESTA and the extrusion waiting time TSL2 is stored in advance as a map, for example, and the extrusion waiting time TSL2 corresponding to the starting rotational speed NESTA at the time of the current restart is calculated from the map. read out. Then, the point at which the read extrusion waiting time TSL2 has elapsed from the rotation start timing of the pinion 16 (the timing at which the engine restart request is made in the present embodiment) is defined as the pinion extrusion timing tp.

  FIG. 4 is a diagram showing an example of a map showing a relationship between the starting rotational speed NESTA and the extrusion waiting time TSL2. As shown in FIG. 4, when the starting rotational speed NESTA is the engine stop determination value NE1 (200 rpm in FIG. 4), the extrusion waiting time TSL2 is set to zero, and as the starting rotational speed NESTA increases, the extrusion standby Time TSL2 is lengthened.

  In the present embodiment, when the ring gear rotational speed NEr is higher than the pinion rotational speed NEp and the rotational speed difference ΔNE between the ring gear rotational speed NEr and the pinion rotational speed NEp is equal to or less than a predetermined value (for example, about several hundred rpm), the pinion 16 The push-out timing tp of the pinion 16 is set so that the engagement between the ring gear 22 and the ring gear 22 is started (see FIG. 2).

  The reason is as follows. That is, when the ring gear rotational speed NEr is lower than the pinion rotational speed NEp and the two are meshed, the rotational speed of the ring gear 22 is rapidly increased by the rotational force of the pinion 16, and a shock may occur. Since the one-way clutch 17 is provided integrally with the pinion 16 in this system, the one-way clutch can be used even if the pinion 16 and the ring gear 22 are engaged with each other when the ring gear rotational speed NEr is higher than the pinion rotational speed NEp. The rotation of the pinion 16 is not transmitted to the pinion shaft 14 because the pinion 16 idles due to the uncoupled state 17. Accordingly, in the present embodiment, the shock at the time of meshing is suppressed by meshing the pinion 16 with the ring gear 22 in a state where the ring gear rotational speed NEr is higher than the pinion rotational speed NEp by the rotational speed difference ΔNE. Further, if the rotational speed difference ΔNE between the ring gear rotational speed NEr and the pinion rotational speed NEp becomes too large, the transmission of the rotational driving force from the pinion 16 to the ring gear 22 is delayed, so that the engine startability is deteriorated. .

  Returning to the description of FIG. 3, in step S <b> 19, it is determined whether or not the pinion extrusion timing tp is reached. If it is determined that the pinion extrusion timing tp is reached, the process proceeds to step S <b> 20 and the SL2 drive relay 18 is turned on. As a result, energization of the coil 15 is started, and the pinion 16 is pushed out toward the ring gear 22. At this time, the push-out of the pinion 16 is performed at an optimal timing for starting the meshing of the pinion 16 and the ring gear 22, so that the occurrence of shock at the time of meshing of the pinion 16 and the ring gear 22 is suppressed.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  A configuration in which a required time TP from the start of rotation of the pinion 16 to the start of meshing of the pinion 16 and the ring gear 22 is set based on the starting rotational speed NESTA, and the extrusion control of the pinion 16 is performed based on the required time TP. Therefore, the engagement of the pinion 16 and the ring gear 22 can be performed at an appropriate time according to the starting rotational speed NESTA. Further, the required time TP can be set only by calculating the starting rotational speed NESTA in the current engine restart. Furthermore, in order to synchronize the rotational speed of the pinion 16 and the rotational speed of the ring gear 22, since the rotational drive and push-out control of the pinion 16 are performed by switching control of energization / non-energization to the SL1 drive relay 13 and SL2 drive relay 18. It is avoided that the control is complicated. Therefore, the pinion 16 can be meshed with the ring gear 22 at an appropriate timing without using complicated control or a special configuration.

  Since the push-out timing tp of the pinion 16 is controlled based on the required time TP, it is preferable in that the pinion 16 and the ring gear 22 are meshed at an appropriate time. In addition, since the control of the meshing operation of the pinion 16 based on the required time TP is performed by controlling the push-out timing tp of the pinion 16, it can be a relatively simple control. That is, it is possible to prevent the control for optimizing the timing of starting the meshing from becoming complicated.

  By setting the required time TP from the start of rotation of the pinion 16 to the meshing based on the starting rotation speed NESTA, the rotation speed of the pinion 16 and the rotation speed of the ring gear are synchronized. There is no need for complicated control such as energization control to synchronize with the rotation speed. That is, the pinion 16 may be rotationally driven when the engine 20 is restarted at the same rotational speed as when the pinion 16 is rotationally driven by the ignition switch 19 of the engine 20.

  When the required time TP is equal to or longer than the extrusion operation time TA, cranking can be performed quickly by causing the pinion 16 to be engaged with the ring gear 22 after the pinion 16 starts rotating to synchronize the pinion 16 and the ring gear 22. The effect and the effect that a shock can be reduced are suitably obtained. Therefore, there is a high possibility that the starter control as described above is performed. Therefore, by controlling the required time TP based on the starting rotational speed NESTA in the above case, it is possible to suitably obtain an effect that complicated control can be avoided.

  Since the pinion 16 is rotationally driven after the pinion 16 is engaged with the ring gear 22 when the required time TP is shorter than the extrusion operation time TA, the rotational speed NEp of the pinion 16 and the rotational speed NEr of the ring gear 22 are The complicated control for meshing the pinion 16 with the ring gear 22 does not have to be performed at the time when the synchronized state is established.

  Since the ring gear rotation speed NEr is higher than the pinion rotation speed NEp and the rotation speed difference ΔNE between the ring gear rotation speed NEr and the pinion rotation speed NEp is equal to or less than a predetermined value, the pinion 16 is engaged with the ring gear 22. Shock can be suppressed. At this time, even if the pinion 16 and the ring gear 22 mesh with each other in a state where the ring gear rotational speed NEr is higher than the pinion rotational speed NEp, the rotation of the pinion 16 is not transmitted to the pinion shaft 14, and therefore the engine 20 drives the starter 10. There is no inconvenience. Further, since the rotational speed difference ΔNE between the ring gear rotational speed NEr and the pinion rotational speed NEp is determined, it is possible to avoid a decrease in the startability of the engine 20 due to the slow transmission of the rotational driving force from the pinion 16 to the ring gear 22. Can do.

(Second Embodiment)
Next, a second embodiment of the present invention will be described focusing on differences from the first embodiment. In the present embodiment, a standby time is provided between the engine restart request timing t1 and the rotation start timing of the pinion 16 based on the engine start speed NESTA that is the engine speed at the time of the restart request. This point is different from the first embodiment.

  The standby time is provided in accordance with the starting rotational speed NESTA for the following reason. That is, after the engine 20 is requested to restart, the rotational speed of the ring gear 22 when synchronizing with the rotational speed of the pinion 16 changes according to the starting rotational speed NESTA, specifically, the high starting rotational speed NESTA. When the rotation and the low rotation are compared, the pinion rotation speed and the ring gear rotation speed (engine rotation speed) are synchronized when the rotation speed is high and the pinion rotation speed is on the higher rotation side. Therefore, it can be considered that the higher the starting rotation speed NESTA, the longer the rotation drive time of the pinion 16 and, as a result, the power consumption of the motor 11 increases.

  In addition, the rotation speed of the pinion 16 due to the rotation of the motor 11 has an upper limit, and when the pinion 16 and the ring gear 22 are engaged after the rotation speed of the pinion 16 has increased to the upper limit value, The time from the start of rotation until the pinion rotation speed and the ring gear rotation speed are synchronized becomes longer. In this case, there is a concern that the power consumption due to motor driving increases.

  FIG. 5 is a diagram showing an increase characteristic of the pinion rotational speed NEp driven by the motor. In FIG. 5, the horizontal axis indicates the elapsed time from the start of rotation of the pinion 16, and the vertical axis indicates the pinion rotation speed NEp.

  As shown by the solid line in FIG. 5, immediately after the start of rotation of the pinion, the pinion rotation speed rises greatly as the elapsed time from the start of rotation of the pinion 16 increases, and thereafter, the increase in the pinion rotation speed increases as time elapses. Becomes sluggish. When a certain amount of time has elapsed from the start of rotation of the pinion 16, the pinion rotational speed NEp becomes substantially constant at a rotational speed (maximum reached rotational speed) that is higher than the cranking rotational speed by a predetermined value, for example. Therefore, when the engagement of the pinion 16 and the ring gear 22 is performed in a period in which the pinion rotation speed NEp is held at the maximum reached rotation speed, the pinion rotation speed NEp and the ring gear rotation speed are synchronized after the rotation of the pinion 16 is started. It is conceivable that the power consumption of the battery 12 is wasted for the time that the pinion rotational speed NEp is held at the maximum reached rotational speed until it reaches the state.

  Further, the increase in the rotational speed of the pinion 16 in FIG. 5 differs depending on various parameters relating to the operating conditions of the starter 10, such as the temperature of the starter 10 and the battery 12, the state of charge of the battery 12, and the like. Specifically, as indicated by a solid line and a broken line in FIG. 5, the lower the battery voltage VB or the higher the temperature, the lower the maximum rotation speed of the pinion 16. Note that the maximum reached rotational speed decreases as the temperature of the starter 10 and the like increases because the electrical resistance such as the coil resistance of the motor 11 and the internal resistance of the battery 12 increases as the temperature increases.

  Further, in the increase change of the pinion rotation speed, the susceptibility to influence by various factors such as disturbances varies depending on the elapsed time from the start of the pinion rotation (drive time of the motor 11). Specifically, as shown in FIG. 5, at the beginning of the rotation of the pinion 16, the rotation rises in substantially the same manner regardless of various factors such as disturbances, and then the difference in the rise changes greatly depending on various factors. Become. At this time, if the engagement of the pinion 16 and the ring gear 22 is performed in a period in which the difference in the upward change becomes large according to various factors, for example, the period of the maximum rotational speed, the upward change in the pinion 16 is caused by the various factors. Due to the difference, even if the pinion 16 is pushed out during the extrusion waiting time TSL2 calculated by the map in FIG. 4 based on the starting rotational speed NESTA, the pinion rotational speed and the ring gear rotational speed are in a synchronized state. It is thought that there is not. Therefore, the meshing between the pinion 16 and the ring gear 22 is a period during which the rotation of the pinion 16 is not easily influenced by various factors in order to optimize the robustness in the synchronous control, that is, the rotation of the pinion 16 starts. It can be said that it is preferable to carry out at the beginning.

  Therefore, in this embodiment, when the pinion 16 and the ring gear 22 are engaged, the engagement is performed during the initial period of the rotation of the pinion 16, specifically, in FIG. The rotation of the motor 11 is controlled so as to be performed in the first period T1 including the rising timing of the pinion rotation speed in the arrival period T2 required from the start of rotation to the maximum rotation speed. More specifically, in the present embodiment, from the restart request to the start of rotation of the pinion 16 (energization of the motor 11) based on the engine start speed NESTA that is the engine speed at the time of the engine restart request. The rotation delay time TD is set, and energization control of the motor 11 is performed based on the set rotation delay time TD.

  FIG. 6 is a flowchart showing a processing procedure related to the starter drive processing of the present embodiment. This process is executed at predetermined intervals by the microcomputer of the ECU 30. In addition, about the process same as the said FIG. 3 among the processes of FIG. 6, the description is abbreviate | omitted by attaching | subjecting the same step number as FIG.

  6, in steps S30 and S31, the same processing as in steps S10 and S11 of FIG. 3 is performed, and in step S32, it is determined whether or not the rotation delay time TD has been set. If it is immediately after the restart condition is satisfied, the rotation delay time TD is not set, so a negative determination is made in step S32 and the process proceeds to step S33 and subsequent steps. In steps S33 to S36, processing similar to that in steps S12 to S15 in FIG. 3 is executed.

  If the starting rotational speed NESTA is equal to or less than the self-recovery return determination value NE2 in step S35, the process proceeds to step S37, and the rotational delay time TD is set based on the starting rotational speed NESTA. In this embodiment, the relationship between the starting rotational speed NESTA and the rotational delay time TD is stored in advance as a map, for example, and a value corresponding to the starting rotational speed NESTA at the current restart is read from the map. This is set as the rotation delay time TD.

  FIG. 7 is an example of a map showing the relationship between the starting rotation speed NESTA and the rotation delay time TD. In FIG. 7, the rotation delay time TD is set to zero when the starting rotational speed NESTA is equal to or lower than the rotation start upper limit value NE3 (400 rpm in FIG. 7), and in the rotation region larger than the rotation start upper limit value NE3, The greater the speed NESTA, the longer the rotation delay time TD.

  In FIG. 7, the engagement of the pinion 16 and the ring gear 22 is a timing corresponding to a time constant of the rotation start change of the pinion 16, specifically, a time constant of the rotation increase of the pinion 16 (the pinion 16 When the rotational speed NESTA at the start time is larger than the rotation start upper limit value NE3 so that the engagement of the pinion 16 and the ring gear 22 is performed at a timing before the first period T1 elapses from the start of rotation), the rotation delay time TD is set to a positive value. In other words, when the starting rotational speed NESTA is higher than the rotation start upper limit value NE3, the drive of the motor 11 is prohibited until the rotation delay time TD elapses from the timing when the restart condition is satisfied. It has become.

  Returning to the description of FIG. 6, in step S38, it is determined whether or not the rotation delay time TD has elapsed from the timing when the restart request is made. If the rotation delay time TD has not elapsed, the motor 11 is driven as it is. Leave it stopped. On the other hand, if the rotation delay time TD has elapsed, an affirmative determination is made in step S32, and then the process proceeds to step S39 to turn on the SL1 drive relay 13 and start energization of the motor 11. Thereby, the rotation of the pinion 16 is started, and the pinion rotation speed NEp is increased.

  In the subsequent step S40, the extrusion waiting time TSL2 is set based on the starting rotational speed NESTA. In the present embodiment, the extrusion waiting time TSL2 is set by reading out the extrusion waiting time TSL2 corresponding to the current starting rotation speed NESTA by using the map of FIG. Further, the pinion extrusion timing tp is calculated based on the set extrusion waiting time TSL2. The pinion extrusion timing tp is calculated as a timing after the extrusion waiting time TSL2 with respect to the rotation start timing of the pinion 16, that is, the timing at which the rotation delay time TD has elapsed since the restart condition is satisfied. Thereafter, in steps S41 and S42, processing similar to that in steps S19 and S20 in FIG. 3 is performed, and this routine is terminated.

  FIG. 8 is a time chart for explaining the operation of the pinion 16 from the start of rotation of the pinion 16 to the engagement of the pinion 16 and the ring gear 22 in a synchronized state. In FIG. 8, it is assumed that the starting rotational speed NESTA is larger than the rotation start upper limit value NE3. In the figure, the alternate long and short dash line indicates the transition of the engine rotational speed NE, and the solid line indicates the transition of the pinion rotational speed NEp. In FIG. 8, the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 16 are shown as the rotational speed of the ring gear 22 and the rotational speed of the pinion 16.

  In FIG. 8, when the engine restart is requested at the timing t11 before the engine rotational speed NE becomes zero while the engine is automatically stopped, the engine rotational speed NESTA, which is the engine rotational speed at the time of the request, is rotated. In the case of the start upper limit value NE3, the motor 11 is not driven immediately at the restart request timing t11, and an ON signal is output to the SL1 drive relay 13 at the timing tm1 after the rotation delay time TD has elapsed from the request timing t11. Is done. Thereby, the rotation of the pinion 16 is started, the pinion rotational speed NEp is increased, and the difference from the engine rotational speed NE is gradually reduced.

  When the extrusion waiting time TSL2 set based on the starting rotational speed NESTA has elapsed from the rotation start timing tm1 of the motor 11, the SL2 drive relay 18 is turned on at the timing tp1. As a result, the pinion 16 is pushed out toward the ring gear 22. In addition, the pinion 16 is engaged with the ring gear 22 at a timing t12 after the time (extruding operation time TA) from when the pinion 16 starts to be engaged until the engagement starts.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  Based on the engine rotational speed at the time of the engine restart request (starting speed NESTA), a rotation delay time TD from the restart request to the start of rotation of the pinion 16 is set, and based on the set rotation delay time TD Since the configuration is such that the energization control of the motor 11 is performed, power consumption due to useless driving of the motor 11 can be suppressed. Further, the engagement of the pinion 16 and the ring gear 22 at an appropriate timing according to the starting rotation speed NESTA, specifically, in the first period including the rising timing of the rotation speed during the rotation increase period in which the rotation speed of the pinion 16 increases and changes. As a result, it is possible to optimize the robustness in the synchronous control.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  Based on the relationship between the starting rotational speed NESTA and the extrusion waiting time TSL2, the extrusion waiting time TSL2 corresponding to the current starting rotational speed NESTA is set, and the extrusion timing tp of the pinion 16 is calculated from the extrusion waiting time TSL2. However, based on the relationship between the starting rotational speed NESTA and the required time TP, the required time TP corresponding to the current starting rotational speed NESTA is set, and the push-out timing tp of the pinion 16 from the required time TP. It is good also as a structure which calculates. At this time, since the time obtained by subtracting the extrusion operation time TA from the required time TP is the extrusion standby time TSL2, the time after the extrusion standby time TSL2 from the time when the driving of the pinion 16 is started (t1) is set as the extrusion timing tp. .

  The required time TP is the time from the start of rotation of the pinion 16 to the start of engagement of the pinion 16 and the ring gear 22, but instead of this, the engagement of the pinion 16 and the ring gear 22 is completed. Time until.

  The relationship between the starting rotational speed NESTA and the extrusion waiting time TSL2 is set according to the operating state of the engine 20 or an auxiliary machine driven by the engine 20. That is, the degree (inclination) of the change in the engine rotational speed after the engine restart request is different depending on the operating state of the engine 20 or the like. Specifically, for example, when the engine cooling water temperature is low, the temperature is high. Compared to the above case, it is conceivable that the friction at the sliding portion between the cylinder and the piston of the engine 20 is large, and as a result, the degree of change in the engine rotational speed NE is increased. Therefore, the extrusion standby time TSL2 may be set so that the extrusion standby time TSL2 becomes shorter as the engine coolant temperature becomes lower (the extrusion timing tp of the pinion 16 becomes earlier). Further, in view of the fact that the greater the compression load of the cylinder (for example, the greater the throttle opening), the greater the degree of decrease in the engine speed, the longer the compression load of the cylinder, the shorter the waiting time for extrusion TSL2.

  Further, it is conceivable that the degree of change in the engine rotational speed after the engine restart request changes according to the driving state of the auxiliary machine driven by the rotation of the crankshaft 21. Specifically, when the in-vehicle air conditioner is provided in the system, it is conceivable that when the air conditioner is in the on state, the degree of change in the engine speed drop is greater than in the off state. Therefore, when the air conditioner is in the on state, it is preferable that the push waiting time TSL2 is shortened (the push-out timing tp of the pinion 16 is earlier) than in the off state. In addition, as an auxiliary machine, an alternator etc. are mentioned, for example.

  -Considering that the degree of increase (inclination) of the pinion rotational speed NEp after an engine restart request varies depending on the operating state of the engine 20, the rotational speed NESTA at startup and the extrusion waiting time TSL2 are associated with each other. The map is set according to the operating state of the engine 20. For example, when the charged state of the battery 12 is lowered, the increase in the pinion rotational speed NEp becomes slower than when the charged state is good, and the pinion rotational speed NEp is synchronized with the ring gear rotational speed NEr. It may be possible to prolong the time. Therefore, it is desirable to set the pushing standby time TSL2 longer (set the pushing timing tp of the pinion 16 later) as the state of charge of the battery 12 decreases.

  Alternatively, when the temperature of the engine 20 is low, the increase in the viscosity of the grease applied to the contact portion between the members in the starter 10 is higher than when the engine 20 is hot, so that the increase in the pinion rotational speed NEp is slowed. As a result, the pinion rotational speed It can be considered that the time until NEp synchronizes with the ring gear rotation speed NEr is prolonged. It is also conceivable that the rise of the pinion rotational speed NEp becomes slow as the temperature of each relay of the starter 10 increases. Therefore, it is desirable to set the extrusion waiting time TSL2 in advance according to the engine coolant temperature.

  A map that associates the starting rotational speed NESTA and the extrusion waiting time TSL2 is set according to the degree of deterioration of the motor 11 of the starter 10. This is because as the deterioration of the motor 11 progresses, the degree of increase in the pinion rotational speed NEp after the engine restart request becomes smaller and the timing synchronized with the ring gear rotational speed NEr is delayed. The degree of deterioration of the motor 11 is detected by, for example, an elapsed period from the start of use of the motor 11.

  A configuration for correcting the push-out waiting time TSL2 or the push-out timing tp of the pinion 16 at the time of the current engine restart calculated based on the map of FIG. 4 according to the operating state of the engine 20 or an auxiliary machine driven by the engine 20 To do. As described above, it is considered that the degree of change in the engine rotational speed NE after the engine restart request or the degree of increase in the pinion rotational speed NEp varies depending on the operating state of the engine 20 or the like. Therefore, the extrusion waiting time TSL2 or the push-out timing tp of the pinion 16 may be changed according to the operation state of the engine 20 or the like by multiplying the calculated push-out waiting time TSL2 or the push-out timing tp of the pinion 16 by, for example, a correction coefficient.

  Although the pushing operation time TA of the pinion 16 has been described as a fixed value, it may be configured to be variable according to the operating state of the engine 20. In this case, similarly to the above, the push waiting time TSL2 may be set longer as the charged state of the battery 12 is lowered or the engine coolant temperature is lower.

  The pinion 16 is rotationally driven when the engine 20 is restarted at the same rotational speed as when the pinion 16 is rotationally driven by the ignition switch 19, but when the pinion 16 is rotationally driven by the ignition switch 19, It is good also as a structure which changes a rotational speed by the time of the rotational drive of the pinion 16 at the time of engine restart.

  In the above embodiment, based on the starting rotational speed NESTA, the time from the rotation start timing t1 of the pinion 16 to the start of the extrusion of the pinion 16 (extrusion standby time TSL2) is set, and the set extrusion standby time The engagement of the pinion 16 and the ring gear 22 was performed based on TSL2, but this was changed, and the rotation of the pinion 16 after the start of rotation of the pinion 16 due to the establishment of the restart condition was changed based on the starting rotational speed NESTA. A time required until the rotational difference between the speed and the rotational speed of the ring gear 22 enters a predetermined range is set, and the pinion 16 and the ring gear 22 are engaged based on the set required time. In this case, the relationship between the starting rotational speed NESTA and the time required until the rotational difference between the pinion rotational speed and the ring gear rotational speed enters a predetermined range is stored in advance in the ROM or the like of the ECU 30 as a map or the like. Then, the required time corresponding to the starting rotational speed NESTA at the time of the current engine restart request is read from the map, and the push-out timing of the pinion 16 is controlled based on the read required time. At this time, the push-out timing of the pinion 16 is controlled so that the engagement of the pinion 16 and the ring gear 22 is performed at the timing when the required time has elapsed from the start of rotation of the pinion 16.

  In step S37 of FIG. 6 in the second embodiment, the rotation delay time TD is determined in accordance with parameters relating to the starter 10 operating conditions such as the temperature of the starter 10 and the charge state and temperature of the battery 12 that supplies power to the starter 10. Is set to be variable. This is because the pinion rotational speed NEp corresponding to the elapsed time from the start of rotation of the pinion 16 differs according to these parameters.

  Specifically, considering the relationship shown in FIG. 5, the rotation delay time TD is shortened as the battery voltage VB is increased or the temperature of the starter 10 or the battery 12 is decreased. By doing so, even if various factors such as disturbances change, the pinion 16 and the ring gear 22 can be reliably engaged in their synchronized state. At this time, considering that the viscosity of the grease applied to the contact portion between the members in the starter 10 is higher when the engine 20 is at a lower temperature than when the engine 20 is at a higher temperature, the rotation delay time depends on the temperature of the starter 10. TD may be variable. Note that the temperature of the starter 10 and the battery 12 may be directly detected by a sensor or the like, or may be indirectly detected based on the engine coolant temperature detected by the coolant temperature sensor 24.

  The relationship between the starting rotational speed NESTA and the rotation delay time TD is set according to the operating state of the engine 20 or an auxiliary machine driven by the engine 20. Specifically, for example, the lower the engine cooling water temperature, the greater the degree of change in the engine rotational speed NE. Therefore, the lower the engine cooling water temperature, the shorter the rotation delay time TD. Also, the greater the compression load of the cylinder (for example, the greater the throttle opening), the greater the degree of change in engine speed drop, so the greater the cylinder compression load, the shorter the rotation delay time TD. Alternatively, when the air conditioner as the engine auxiliary machine is in the on state, the rotation delay time TD may be shortened compared to the case in the off state.

  DESCRIPTION OF SYMBOLS 10 ... Starter, 11 ... Motor, 13 ... SL1 drive relay, 14 ... Pinion shaft, 15 ... Coil, 16 ... Pinion, 17 ... One-way clutch (clutch device), 18 ... SL2 drive relay, 20 ... Engine, 21 ... Crankshaft 22 ... Ring gear, 30 ... ECU, SL1 ... Motor switch part, SL2 ... Actuator.

Claims (11)

An automatic stop / start function that automatically stops the engine when a predetermined automatic stop condition is satisfied and then restarts the engine by performing cranking by a starter when a predetermined restart condition is satisfied; An engine stop / start control device that performs cranking in a state where a pinion of the starter is engaged with a ring gear connected to an output shaft of the engine upon restart, and releases the engagement after the cranking is completed. And
Rotation control means for starting the rotation of the pinion with the establishment of the restart condition;
A rotational speed detecting means for detecting a rotational speed at start which is an engine rotational speed when the restart condition is satisfied;
In order to synchronize the rotational speeds of both the pinion and the ring gear at the timing of meshing, the time required from the rotation start of the rotation of the pinion to the meshing of the pinion and the ring gear is detected by the rotational speed detection. Required time setting means for setting based on the starting rotational speed detected by the means;
Meshing control means for controlling a meshing operation for meshing the pinion with the ring gear based on the required time set by the required time setting means;
An engine stop / start control device comprising: An automatic stop / start function that automatically stops the engine when a predetermined automatic stop condition is satisfied and then restarts the engine by performing cranking by a starter when a predetermined restart condition is satisfied; An engine stop / start control device that performs cranking in a state where a pinion of the starter is engaged with a ring gear connected to an output shaft of the engine upon restart, and releases the engagement after the cranking is completed. And
Rotation control means for starting the rotation of the pinion with the establishment of the restart condition;
A rotational speed detecting means for detecting a rotational speed at start which is an engine rotational speed when the restart condition is satisfied;
Start in which the rotational speed detecting means detects the time required for the rotational difference between the rotational speed of the pinion and the rotational speed of the ring gear to enter a predetermined range after the start of the rotational movement of the pinion due to the establishment of the restart condition. Required time setting means for setting based on the hourly rotation speed;
Meshing control means for controlling a meshing operation for meshing the pinion with the ring gear based on the required time set by the required time setting means;
An engine stop / start control device comprising:   The said meshing control means controls the timing which starts the said meshing operation after the rotation start of the said pinion by the said rotation control means based on the required time set by the said required time setting means. The engine stop / start control device described in 1.   The engine stop / start control device according to any one of claims 1 to 3, wherein the rotation control means rotationally drives the pinion at the same rotational speed as when the pinion is rotationally driven by an ignition switch of the engine.   The meshing control unit is configured so that the required time set by the required time setting unit is equal to or longer than the time required from the start of the meshing operation of the pinion to the meshing of the pinion and the ring gear. The engine stop / start control device according to any one of claims 1 to 4, wherein the meshing operation is controlled based on time.   The meshing control unit is configured so that the required time set by the required time setting unit is shorter than the time required from the start of the meshing operation of the pinion to the meshing of the pinion and the ring gear. The engine stop / start control device according to any one of claims 1 to 5, wherein the engagement operation based on time is not performed. The starter is provided with a clutch device that interrupts transmission of the rotational force of the pinion to the starter when the engine rotational speed is higher than the rotational speed of the pinion.
The required time setting means is configured such that when the meshing operation is started based on the required time, the meshing between the pinion and the ring gear is such that the engine rotational speed is higher than the rotational speed of the pinion and the engine The engine stop / start control apparatus according to any one of claims 1 to 6, wherein the required time is set so that a difference between a rotation speed and a rotation speed of the pinion is not more than a predetermined value.   The engine stop / start control apparatus according to any one of claims 1 to 7, wherein the required time setting means sets the required time in accordance with an operating state of the engine or an auxiliary machine driven by the engine. Standby time setting means for setting a standby time from the establishment of the restart condition to the start of rotation of the pinion based on the starting rotation speed detected by the rotation speed detection means;
The engine stop start according to any one of claims 1 to 8, wherein the rotation control unit starts rotation of the pinion after the restart condition is satisfied based on the standby time set by the standby time setting unit. Control device.   The waiting time with respect to the starting rotational speed is such that the meshing of the pinion and the ring gear is performed in the previous period including the rising timing of the rotational speed during the rotational increase period in which the rotational speed of the pinion increases and changes. The engine stop / start control apparatus according to claim 9, wherein   The engine stop / start control device according to claim 9 or 10, wherein the standby time setting means sets the standby time based on a parameter relating to an operating condition of the starter.

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