CN107989706B - Automatic stop device for engine - Google Patents

Automatic stop device for engine Download PDF

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Publication number
CN107989706B
CN107989706B CN201710966590.7A CN201710966590A CN107989706B CN 107989706 B CN107989706 B CN 107989706B CN 201710966590 A CN201710966590 A CN 201710966590A CN 107989706 B CN107989706 B CN 107989706B
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CN
China
Prior art keywords
engine
road surface
automatic stop
automatic
surface gradient
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CN201710966590.7A
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Chinese (zh)
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CN107989706A (en
Inventor
大濑良明彦
斋藤正和
内田直博
大川内亮平
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Suzuki Motor Corp
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Suzuki Motor Corp
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Publication of CN107989706A publication Critical patent/CN107989706A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/0837—Environmental conditions thereof, e.g. traffic, weather or road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/021—Means for detecting failure or malfunction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/0215—Sensor drifts or sensor failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/702—Road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0801—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/12—Parameters used for control of starting apparatus said parameters being related to the vehicle exterior
    • F02N2200/124—Information about road conditions, e.g. road inclination or surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • General Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Toxicology (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

Provided is an automatic engine stop device capable of preventing a vehicle from moving on a road surface with a large gradient when an automatic engine stop unit fails. The automatic stop device (70) is provided with: a road surface gradient sensor (54) that detects the gradient of a road surface on which the hybrid vehicle (1) travels; an engine automatic stop unit (61) that automatically stops the engine (2) when an automatic stop condition for a road surface gradient is satisfied, the automatic stop condition including an automatic stop condition for the road surface gradient being set based on road surface gradient information detected by a road surface gradient sensor; and a failure determination unit (62) that determines that the engine automatic stop unit has failed when an abnormality of the engine automatic stop unit (61) continues for a predetermined time period T1. The automatic engine stop unit permits automatic stop of the engine when an automatic stop condition of the road surface gradient is satisfied for a predetermined time period 2 longer than a predetermined time T1 when the road surface gradient is equal to or greater than a predetermined value.

Description

Automatic stop device for engine
Technical Field
The present invention relates to an automatic stop device for an engine.
Background
An engine-mounted vehicle is equipped with an automatic engine stop device comprising: when a predetermined automatic stop condition is satisfied while the vehicle is running, the engine is automatically stopped, and fuel efficiency can be improved.
As a vehicle equipped with such an automatic engine stop device, an idling stop vehicle is known in which an engine is automatically stopped according to a gradient of a road surface on which the vehicle is traveling (see, for example, patent document 1).
In the idle-stop vehicle, when the road surface gradient is equal to or less than a 2 nd predetermined value smaller than a 1 st predetermined value and an automatic stop condition is satisfied based on road surface gradient information of a tilt angle sensor for detecting the road surface gradient in a stopped state of the vehicle, the engine is automatically stopped to perform a failure determination of the idle-stop device, and the automatic stop is prohibited at a road surface gradient larger than the 2 nd predetermined value until the failure determination is completed.
Documents of the prior art
Patent document
Patent document 1: japanese unexamined patent publication No. 2012-255383
Disclosure of Invention
Problems to be solved by the invention
However, in such a conventional idling stop vehicle, when the vehicle enters a road surface with a large gradient from a flat road and stops before failure determination of the idling stop device is completed after the engine is automatically stopped, the vehicle may move against the intention of the driver.
The invention aims to provide an automatic stop device of an engine, which can prevent a vehicle from moving on a road surface with a large gradient when an automatic stop part of the engine fails.
Means for solving the problems
An automatic engine stop device according to the present invention includes: a road surface gradient detection unit that detects a gradient of a road surface on which the vehicle travels; and an automatic engine stop unit that automatically stops an engine when a predetermined automatic stop condition including an automatic stop condition of a road surface gradient set based on the road surface gradient information detected by the road surface gradient detection unit is satisfied, wherein the automatic engine stop device includes a failure determination unit that determines that the automatic engine stop unit has failed when an abnormality of the automatic engine stop unit continues for a 1 st predetermined time, and the automatic engine stop unit permits the automatic stop of the engine when an automatic stop condition of the road surface gradient among the predetermined automatic stop conditions is satisfied for a 2 nd predetermined time longer than the 1 st predetermined time when the road surface gradient is equal to or greater than a predetermined value.
Effects of the invention
According to the present invention, it is possible to prevent the vehicle from moving on a road surface with a large gradient when the engine automatic stop portion fails.
Drawings
Fig. 1 is a schematic configuration diagram of a hybrid vehicle including an automatic engine stop device according to an embodiment of the present invention.
Fig. 2 is a functional configuration diagram of an automatic engine stop device according to an embodiment of the present invention.
Fig. 3 is a diagram comparing a failure state determination time of an engine automatic stop unit of an automatic engine stop device according to an embodiment of the present invention, an automatic stop condition satisfaction determination time of a road surface with a large gradient, and an automatic stop condition satisfaction determination time of a road surface with a small gradient.
Fig. 4 is a flowchart of a failure detection process of the automatic stop device included in the automatic stop process executed by the automatic stop device of the engine according to the embodiment of the present invention.
Fig. 5 is a flowchart of an engine automatic stop condition establishment determination process for determining a road surface gradient included in an automatic stop process executed by an automatic stop device for an engine according to an embodiment of the present invention.
Fig. 6 is a flowchart of an automatic stop determination process for an engine included in an automatic stop process executed by an automatic stop device for an engine according to an embodiment of the present invention.
Description of the reference numerals
1: hybrid vehicle (vehicle), 2: engine, 51: hydraulic pressure sensor (vehicle state detection unit), 52: vehicle speed sensor (vehicle state detection unit), 54: road surface gradient sensor (road surface gradient detection unit, vehicle state detection unit), 61: engine automatic stop portion, 62: a failure determination unit.
Detailed Description
An automatic engine stop device according to an embodiment of the present invention includes: a road surface gradient detection unit that detects a gradient of a road surface on which the vehicle travels; and an automatic engine stop unit that automatically stops the engine when a predetermined automatic stop condition including an automatic stop condition of the road surface gradient set based on the road surface gradient information detected by the road surface gradient detection unit is satisfied, wherein the automatic engine stop device is provided with a failure determination unit that determines that the automatic engine stop unit has failed when an abnormality of the automatic engine stop unit continues for a 1 st predetermined time, and the automatic engine stop unit permits the automatic stop of the engine when the automatic stop condition of the road surface gradient among the predetermined automatic stop conditions is satisfied for a 2 nd predetermined time longer than the 1 st predetermined time when the road surface gradient is equal to or greater than a predetermined value.
Thus, the vehicle can be prevented from moving on a road surface with a large gradient when the engine automatic stop portion fails.
[ examples ]
Hereinafter, a hybrid vehicle equipped with an automatic engine stop device according to an embodiment of the present invention will be described with reference to the drawings.
As shown in fig. 1, the hybrid vehicle 1 includes: an Engine 2 as an internal combustion Engine, a Transmission 3, a motor Generator 4, drive wheels 5, an HCU (Hybrid Control Unit) 10 that comprehensively controls the Hybrid vehicle 1, an ECM (Engine Control Module) 11 that controls the Engine 2, a TCM (Transmission Control Module) 12 that controls the Transmission 3, an ISGCM (Integrated Starter Generator Control Module) 13, an incm (inverter Control Module) 14, a low-pressure BMS (Battery Management System) 15, and a high-pressure BMS 16. The hybrid vehicle 1 of the embodiment constitutes a vehicle of the invention.
A plurality of cylinders are formed in the engine 2. In the present embodiment, the engine 2 is configured to perform a series of 4 strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.
An ISG (Integrated Starter Generator) 20 and a Starter 21 are coupled to the engine 2. The ISG20 is coupled to the crankshaft 18 of the engine 2 via a belt 22 and the like. The ISG20 has: a function of a motor that is rotated by being supplied with electric power to start the engine 2; and a function of a generator that converts rotational force input from the crankshaft 18 into electric power.
In the present embodiment, the ISG20 functions as a motor by the control of the ISGCM13, and restarts the engine 2 from a stopped state by the idle stop function. The ISG20 can also function as a motor to assist the travel of the hybrid vehicle 1.
The starter 21 includes a motor and a pinion gear, not shown. The starter 21 rotates the crankshaft 18 by rotating the electric motor, and provides the engine 2 with a rotational force at the time of starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG20 from a stopped state by the idle stop function.
The transmission 3 changes the speed of the rotation output from the engine 2 and drives the drive wheels 5 via a drive shaft 23. The transmission 3 includes: a constant mesh type speed change mechanism 25 including a parallel axis gear mechanism; a clutch 26 formed of a normally closed dry clutch; and a differential mechanism 27.
The Transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and is controlled in gear shift by an actuator (not shown) controlled by the TCM 12.
Specifically, the shift speed of the shift mechanism 25 is switched and the clutch 26 is engaged and released by an actuator. The differential mechanism 27 transmits the power output from the shift mechanism 25 to the drive shaft 23.
The motor generator 4 is coupled to a differential mechanism 27 via a power transmission mechanism 28 such as a chain. The motor generator 4 functions as a motor.
In this way, hybrid vehicle 1 constitutes a parallel hybrid system capable of using the power of both engine 2 and motor generator 4 for driving the vehicle, and travels by the power output from at least one of engine 2 and motor generator 4.
The motor generator 4 also functions as a generator, and generates electric power by the running of the hybrid vehicle 1. The motor generator 4 may be connected to any one of the power transmission paths from the engine 2 to the drive wheels 5, and need not necessarily be connected to the differential mechanism 27.
The hybrid vehicle 1 includes: the 1 st power storage device 30, the low-voltage power supply pack 32 including the 2 nd power storage device 31, the high-voltage power supply pack 34 including the 3 rd power storage device 33, the high-voltage cable 35, and the low-voltage cable 36.
The 1 st power storage device 30, the 2 nd power storage device 31, and the 3 rd power storage device 33 are constituted by rechargeable secondary batteries. The 1 st electric storage device 30 includes a lead-acid battery. The 2 nd power storage device 31 is a power storage device having a higher output and a higher energy density than the 1 st power storage device 30.
The 2 nd power storage device 31 can be charged in a shorter time than the 1 st power storage device 30. In the present embodiment, the 2 nd power storage device 31 includes a lithium ion battery. Furthermore, the 2 nd power storage device 31 may be a nickel-metal hydride storage battery.
The 1 st power storage device 30 and the 2 nd power storage device 31 are low-voltage batteries in which the number of cells and the like are set so as to generate an output voltage of about 12V. The 3 rd power storage device 33 includes, for example, a lithium ion battery.
The 3 rd power storage device 33 is a high-voltage battery in which the number of cells and the like are set so as to generate a voltage higher than the 1 st power storage device 30 and the 2 nd power storage device 31, and generates an output voltage of, for example, 100V. The state of the 3 rd power storage device 33 such as the remaining capacity is managed by the high-voltage BMS 16.
The hybrid vehicle 1 is provided with a general load 37 and a protected load 38 as electric loads. The normal load 37 and the protected load 38 are electrical loads other than the starter 21 and the ISG 20.
The protected load 38 is an electrical load that always requires a stable power supply. The protected load 38 includes: a stability control device 38A that prevents the sideslip of the hybrid vehicle 1, an electric power steering control device 38B that electrically assists the operating force of the steering wheel, and a lamp 38C. The protected load 38 also includes lights and meters of an instrument panel, not shown, and a car navigation system.
The normal load 37 does not require a stable power supply as compared with the protected load 38, and is an electric load for a temporary use. The general load 37 includes, for example, a wiper blade not shown and an electric cooling fan that sends cooling air to the engine 2.
The low-voltage power supply group 32 includes switches 40 and 41 and a low-voltage BMS15 in addition to the 2 nd power storage device 31. The 1 st power storage device 30 and the 2 nd power storage device 31 are connected to the starter 21, the ISG20, and the general load 37 and the protected load 38 as electric loads through the low-voltage cable 36 to be able to supply electric power thereto. The 1 st power storage device 30 and the 2 nd power storage device 31 are electrically connected in parallel to a protected load 38.
The switch 40 is provided on the low-voltage cable 36 between the 2 nd power storage device 31 and the protected load 38. The switch 41 is provided on the low-voltage cable 36 between the 1 st power storage device 30 and the protected load 38.
The low-voltage BMS15 controls the charging and discharging of the 2 nd electric storage device 31 and the supply of electric power to the protected load 38 by controlling the opening and closing of the switches 40, 41. When the engine 2 is stopped by the idling stop, the low-voltage BMS15 closes the switch 40 and opens the switch 41, thereby supplying electric power from the 2 nd power storage device 31 with high output and high energy density to the protected load 38.
When the engine 2 is started by the starter 21 and when the engine 2 stopped by the idle stop control is restarted by the ISG20, the low-voltage BMS15 closes the switch 40 and opens the switch 41, thereby supplying electric power from the 1 st power storage device 30 to the starter 21 or the ISG 20. In a state where the switch 40 is closed and the switch 41 is opened, electric power is also supplied from the 1 st power storage device 30 to the general load 37.
In this way, the 1 st power storage device 30 supplies electric power to at least the starter 21 and the ISG20, which are starter devices for starting the engine 2. The 2 nd power storage device 31 supplies electric power to at least the general load 37 and the protected load 38.
Although the 2 nd power storage device 31 is connected to be able to supply electric power to both the normal load 37 and the protected load 38, the switches 40 and 41 are controlled by the low-voltage BMS15 so that electric power is preferentially supplied to the protected load 38 that always requires stable power supply.
The low-voltage BMS15 may control the switches 40, 41 in a manner different from the above example, in consideration of the state of charge (the remaining amount of charge) of the 1 st power storage device 30 and the 2 nd power storage device 31 and the request to operate the general load 37 and the protected load 38, and in preference to stably operate the protected load 38.
The high-voltage power supply group 34 includes an inverter 45, an INVCM14, and a high-voltage BMS16, in addition to the 3 rd power storage device 33. The high-voltage power supply group 34 is connected to supply electric power to the motor generator 4 through a high-voltage cable 35.
The inverter 45 interconverts the alternating current applied to the high-voltage cable 35 and the direct current applied to the 3 rd electric storage device 33 by the control of the INVCM 14. For example, when the motor generator 4 is powered (japanese language: power running), the incm 14 converts the dc power discharged from the 3 rd power storage device 33 into ac power by the inverter 45 and supplies the ac power to the motor generator 4.
When the inccm 14 regenerates the motor generator 4, the inverter 45 converts the ac power generated by the motor generator 4 into dc power and charges the 3 rd power storage device 33.
Each of the HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16 includes a computer Unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash Memory for storing backup data, an input port, and an output port.
In the ROM of these computer units, there are stored various constants, various maps, and the like, and programs for causing the computer units to function as the HCU10, the ECM11, the TCM12, the ISGCM13, the INVCM14, the low-voltage BMS15, and the high-voltage BMS16, respectively.
That is, the CPU executes the programs stored in the ROM using the RAM as a work area, and thereby these computer units function as the HCU10, the ECM11, the TCM12, the ISGCM13, the incvcm 14, the low-voltage BMS15, and the high-voltage BMS16 of the present embodiment, respectively.
In the present embodiment, the ECM11 executes idle stop control. In the idle stop control, the ECM11 stops the engine 2 when a predetermined automatic stop condition is satisfied, and restarts the engine 2 by driving the ISG20 by the ISGCM13 when a predetermined restart condition is satisfied. Therefore, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.
The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to CAN (Controller Area Network) or the like standard.
The HCU10 is connected to the incm cm14 and the high voltage BMS16 by the CAN communication line 48. The HCU10, the incm m14, and the high-voltage BMS16 mutually transmit and receive signals such as control signals through the CAN communication line 48.
The HCU10 is connected to the ECM11, TCM12, ISGCM13 and low voltage BMS15 by CAN communication line 49. The HCU10, the ECM11, the TCM12, the ISGCM13, and the low-voltage BMS15 transmit and receive signals such as control signals to and from each other through the CAN communication line 49.
In fig. 2, the ECM11 is connected to a hydraulic pressure sensor 51, a vehicle speed sensor 52, an accelerator opening sensor 53, and a road surface gradient sensor 54.
The hydraulic pressure sensor 51 detects the brake hydraulic pressure P and outputs detection information to the ECM 11. The vehicle speed sensor 52 detects the vehicle speed of the hybrid vehicle 1 and outputs detection information to the ECM 11. The accelerator opening sensor 53 outputs a signal proportional to an accelerator opening AP corresponding to an operation amount of an accelerator pedal 53A to the ECM 11.
The road surface gradient sensor 54 outputs a signal corresponding to the magnitude of the gradient of the road surface on which the hybrid vehicle 1 travels to the ECM 11. The ECM11, the hydraulic pressure sensor 51, the vehicle speed sensor 52, the accelerator opening sensor 53, and the road surface gradient sensor 54 of the embodiment constitute an automatic stop device 70. The automatic stop device 70 constitutes an automatic stop device of the engine of the present invention.
The ECM11 functions as the engine automatic stop portion 61. The engine automatic stop unit 61 automatically stops the engine 2 based on the brake hydraulic pressure information detected by the hydraulic pressure sensor 51, the vehicle speed information detected by the vehicle speed sensor 52, and the road surface gradient information detected by the road surface gradient sensor 54.
The engine automatic stop unit 61 sets the brake hydraulic pressure P to a specific pressure Pth or higher, sets the vehicle speed to a predetermined speed value (Vthkm/h, for example) or lower, and sets the road surface gradient within a predetermined range (N — N, for example)1％≤θ≤+N2%) as the predetermined automatic stop conditionAllowing automatic stop of the engine 2.
The automatic stop device 70 automatically stops the engine 2 when predetermined automatic stop conditions are satisfied, based on detection information from the hydraulic pressure sensor 51, the vehicle speed sensor 52, the accelerator opening sensor 53, and the road surface gradient sensor 54, but is not limited thereto. The engine 2 may be automatically stopped when a predetermined automatic stop condition is satisfied based on detection information from another sensor mounted on the hybrid vehicle 1.
The ECM11 restarts the engine 2 under predetermined restart conditions, for example, conditions such as when the opening degree of the accelerator pedal 53A detected by the accelerator opening degree sensor 53 is greater than 0 or the brake is released. The road surface gradient sensor 54 of the present embodiment constitutes a road surface gradient detecting section of the present invention.
The ECM11 functions as the failure determination unit 62. The failure determination unit 62 determines that the automatic stop device 70 has failed when the abnormality of the engine automatic stop unit 61 continues for the 1 st predetermined time.
The abnormality of the engine automatic stop unit 61 means, for example, that the engine automatic stop unit 61 cannot normally recognize signals input from the hydraulic pressure sensor 51, the vehicle speed sensor 52, the accelerator opening sensor 53, and the road surface gradient sensor 54.
In this case, since there is a possibility that the engine 2 should not be automatically stopped or the engine 2 cannot be easily recovered after the automatic stop, the failure determination unit 62 determines that the engine automatic stop unit 61 is abnormal, and determines that the engine automatic stop unit 61 has failed when the abnormality of the engine automatic stop unit 61 continues for the 1 st predetermined time. The reason why the 1 st predetermined time has elapsed to determine the failure of the engine automatic stop unit 61 in this way is to eliminate the influence of noise or the like, for example.
The engine automatic stop unit 61 allows the automatic stop of the engine 2 when the road surface gradient is equal to or greater than a predetermined value, for example, when an automatic stop condition of the road surface gradient is satisfied for a 2 nd predetermined time period longer than a 1 st predetermined time period. In fig. 3, the 2 nd predetermined time T2 is set to be longer than the 1 st predetermined time T1.
Here, the predetermined value is a value that becomes a reference of whether or not the road surface gradient on which the hybrid vehicle 1 is likely to start moving when the engine 2 is stopped is a predetermined value. When the road surface gradient is equal to or greater than the predetermined value, the gradient is large, and the hybrid vehicle 1 may start moving. When the road surface gradient is smaller than the predetermined value, the gradient is small and there is no possibility that the hybrid vehicle 1 starts moving.
The 1 st predetermined time T1 is a failure state determination time required from detection of a failure of the automatic stop device 70 to determination of the failure. The 2 nd predetermined time T2 is, for example, a time required until the automatic stop condition for determining the road surface gradient is satisfied, and the timing T2 for determining the satisfaction of the automatic stop condition for determining the road surface gradient is set to be later than the timing T1 for determining the failure of the engine automatic stop unit 61.
Further, the engine automatic stop unit 61 sets the 2 nd predetermined time T3 as a time required until the automatic stop condition for determining the road surface gradient is satisfied when the road surface gradient is small. Hereinafter, the 1 st predetermined time T1 may be referred to as a failure state determination time T1, and the 2 nd predetermined times T2 and T3 may be referred to as automatic stop condition establishment determination times T2 and T3, respectively.
The 2 nd predetermined time T3 is set to be shorter than the 2 nd predetermined time T2, and the timing T2 at which the automatic stop condition for determining the road surface gradient is established is set to be later than the timing T3 at which the automatic stop condition for determining the road surface gradient is established.
The engine automatic stop unit 61 sets the 2 nd predetermined time T2 when the road surface gradient is equal to or greater than the predetermined value, and sets the 2 nd predetermined time T3 smaller than the 2 nd predetermined time T2 when the road surface gradient is less than the predetermined value.
In addition, the 2 nd prescribed time T3 is less than the failure state determination time T1. When the road surface gradient is small, the hybrid vehicle 1 is less likely to start moving even if the engine 2 is stopped than when the road surface gradient is large, and therefore the engine 2 can be quickly stopped.
This makes it possible to increase the frequency of idle stop or extend the time of idle stop, thereby improving the fuel efficiency of the engine 2.
In this way, the engine automatic stop unit 61 switches the predetermined time to T2 or T3 according to the magnitude of the road surface gradient. The 1 st predetermined time T1 of the present embodiment corresponds to the 1 st predetermined time of the present invention, and the 2 nd predetermined times T2 and T3 correspond to the 2 nd predetermined time of the present invention.
When the abnormality of the engine automatic stop unit 61 continues for the 1 st predetermined time T1, the failure determination unit 62 determines that the engine automatic stop unit 61 has failed. The engine automatic stop unit 61 allows the automatic stop of the engine 2 when the automatic stop condition of the road surface gradient is satisfied within a period of 2 nd predetermined time T2 that is longer than the 1 st predetermined time T1, when the road surface gradient is equal to or greater than a predetermined value.
When the failure determination unit 62 determines that the engine automatic stop unit 61 is in failure during the 1 st predetermined time T1, the engine automatic stop unit 61 prohibits the automatic stop of the engine 2.
In fig. 3, the automatic stop condition of the road surface gradient is shown as the predetermined automatic stop condition, but instead of the automatic stop condition of the road surface gradient, an automatic stop condition of the brake fluid pressure or an automatic stop condition of the vehicle speed may be used.
Next, the automatic stop process of the engine 2 will be described with reference to fig. 4 to 6.
Fig. 4 to 6 are flowcharts of an automatic stop processing routine of the engine 2, which is stored in the ROM of the ECM11 and repeatedly executed by the ECM11 at predetermined time intervals.
In fig. 4, the failure determination unit 62 of the ECM11 determines whether or not an abnormality of the engine automatic stop unit 61 is detected (step S1). In step S1, for example, when the engine automatic stop unit 61 cannot accurately recognize the signal input to the ECM11 for a certain period of time, the failure determination unit 62 determines that the engine automatic stop unit 61 is abnormal, and proceeds to step S2.
In step S1, when determining that the engine automatic stop unit 61 has no abnormality, the failure determination unit 62 returns the routine.
In step S2, the failure determination unit 62 starts counting the failure state determination time T1 of the automatic engine stop unit 61, and determines whether or not the failure state determination time T1 has elapsed (step S3). In step S3, when determining that the failure state determination time T1 has not elapsed, the failure determination unit 62 returns the routine.
In step S3, when determining that the failure state determination time T1 has elapsed while the failure state continues, the failure determination unit 62 determines that the abnormal state of the road surface gradient sensor 54 continues, and determines that the engine automatic stop unit 61 is in failure after the failure state determination time T1 has elapsed (step S4).
In fig. 5, the engine automatic stop portion 61 of the ECM11 determines whether the road surface gradient is equal to or less than the automatic stop determination value of the engine 2, based on the detection information from the road surface gradient sensor 54 (step S11). The automatic stop determination value of the engine 2 of the present embodiment is set to a range θ (-N) between a predetermined upward road surface gradient and a predetermined downward road surface gradient1％≤θ≤+N2%) or the absolute value of the lower limit.
When the road surface gradient is greater than the predetermined upward road surface gradient or greater than the predetermined downward road surface gradient, the automatic stop determination value is set to a value within the range of the road surface gradient in which the automatic stop of the engine 2 is prohibited, because the engine 2 is not likely to be automatically stopped by the road surface gradient.
In step S11, when determining that the road surface gradient is greater than the automatic stop determination value of the engine 2, the engine automatic stop unit 61 makes the automatic stop condition not satisfied, and returns the routine.
In step S11, when determining that the road surface gradient is equal to or less than the automatic stop determination value of the engine 2, the engine automatic stop unit 61 determines whether or not the road surface gradient is equal to or greater than a predetermined value (step S12).
As described above, the predetermined value is a value that serves as a reference for determining whether or not the road surface gradient at which the hybrid vehicle 1 is likely to start moving when the engine 2 is stopped, and is set to an arbitrary value (for example, the road surface gradient θ x within the range of θ) of the automatic stop determination value.
In step S12, the engine automatic stop unit 61 proceeds to step S13 when determining that the road surface gradient is equal to or greater than the predetermined value, and proceeds to step S17 when determining that the road surface gradient is less than the predetermined value.
In step S13, the engine automatic stop unit 61 determines that the hybrid vehicle 1 is likely to move against the intention of the driver, and proceeds to step S14 after the automatic stop condition satisfaction determination time T2 in which the road surface gradient is set to be greater than the failure state determination time T1.
In step S17, the engine automatic stop unit 61 determines that the hybrid vehicle 1 is not likely to move against the intention of the driver, and proceeds to step S14 after the automatic stop condition satisfaction determination time T3 in which the road surface gradient is set to be smaller than the failure state determination time T1.
In step S14, the engine automatic stop unit 61 determines whether or not the automatic stop condition establishment time T2 or T3 for the road surface gradient has elapsed after the start of counting the automatic stop condition establishment time T2 or T3 for the road surface gradient that has been set (step S15).
In step S15, the engine automatic stop unit 61 returns the routine when determining that the automatic stop condition establishment determination time T2 or T3 for the road surface gradient has not elapsed, and establishes the automatic stop condition for the road surface gradient when determining that the automatic stop condition establishment determination time T2 or T3 for the road surface gradient has elapsed (step S16).
In fig. 6, the engine automatic stop unit 61 determines whether the failure determination unit 62 has determined a failure of the engine automatic stop unit 61 (step S21), and when it is determined that the failure determination unit 62 has determined a failure of the engine automatic stop unit 61, the automatic stop of the engine 2 is prohibited after the failure determination time T1 has elapsed (step S22), and the routine is returned.
In step S21, the engine automatic stop unit 61 determines whether or not the satisfaction of the automatic stop condition of the road surface gradient is determined when it is determined that the failure determination unit 62 has not determined the failure of the engine automatic stop unit 61 (step S23), and returns the routine when it is determined that the satisfaction of the automatic stop condition of the road surface gradient is not determined.
In step S23, the engine automatic stop unit 61 allows the automatic stop of the engine 2 after the elapse of the 2 nd predetermined time T2 or T3 when determining that the establishment of the automatic stop condition of the road surface gradient has been determined (step S24). At this time, if an automatic stop condition other than the automatic stop condition of the road surface gradient is established, the engine 2 is automatically stopped.
As described above, the automatic engine stop device 70 of the present embodiment includes: a road surface gradient sensor 54 that detects a gradient of a road surface on which the hybrid vehicle 1 travels; and an engine automatic stop unit 61 that automatically stops the engine 2 when an automatic stop condition of the road surface gradient is satisfied, the automatic stop condition including an automatic stop condition of the road surface gradient being set based on the road surface gradient information detected by the road surface gradient sensor 54.
The automatic engine stop device 70 further includes a failure determination unit 62, and when the failure determination unit 62 determines that the automatic engine stop unit 61 has failed when the abnormality of the automatic engine stop unit 61 continues for the 1 st predetermined time. The engine automatic stop unit 61 allows the automatic stop of the engine 2 when the automatic stop condition of the road surface gradient is satisfied for a predetermined time T2 longer than a predetermined time T1 when the road surface gradient is equal to or greater than a predetermined value.
Thus, the time for detecting the abnormality of the engine automatic stop unit 61 can be secured during the 1 st predetermined time T1. Therefore, in the case where it is determined that the engine automatic stop unit 61 has failed before the predetermined automatic stop condition is established in the state where the hybrid vehicle 1 is stopped on the road surface with a large gradient, control for prohibiting the automatic stop of the engine 2 can be performed.
As a result, the automatic stop of the engine 2 can be prevented from being performed in a state where the engine automatic stop unit 61 has failed, and the hybrid vehicle 1 can be prevented from moving on a road surface with a large gradient against the intention of the driver.
In addition, in a case where the hybrid vehicle 1 is stopped on a road surface with a large gradient and it is not determined that the engine automatic stop unit 61 has failed before the automatic stop condition for determining the gradient of the road surface is satisfied, the automatic stop of the engine 2 can be performed. This can improve the fuel efficiency of the engine 2.
According to the automatic stop device 70 of the present embodiment, the engine automatic stop unit 61 prohibits the automatic stop of the engine 2 when the failure determination unit 62 determines that the engine automatic stop unit 61 has failed.
This makes it possible to more reliably prevent hybrid vehicle 1 from moving on a road surface with a large gradient against the intention of the driver.
In addition, according to the automatic stop device 70 of the present embodiment, the engine automatic stop unit 61 sets the 2 nd predetermined time to the 2 nd predetermined time T3 that is shorter than the 2 nd predetermined time T2 when the road surface gradient is lower than the predetermined value. Thus, when the hybrid vehicle 1 is stopped at a gentle road surface gradient that is not likely to move against the intention of the driver, the 2 nd predetermined time T3 can be shortened as compared with the 2 nd predetermined time T2.
Therefore, the engine 2 can be automatically stopped immediately after the elapse of the 2 nd predetermined time T3, and the fuel efficiency of the engine 2 can be more effectively improved.
Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the claims.

Claims (2)

1. An automatic stop device for an engine, comprising:
a road surface gradient detection unit that detects a gradient of a road surface on which the vehicle travels; and
an automatic engine stop unit that automatically stops an engine when a predetermined automatic stop condition including an automatic stop condition of a road surface gradient set based on the road surface gradient information detected by the road surface gradient detection unit is satisfied,
a failure determination unit that determines whether or not an abnormality of the automatic engine stop unit is detected after the vehicle stops and before the engine is automatically stopped, and determines that the automatic engine stop unit has failed when the abnormality of the automatic engine stop unit continues for a 1 st predetermined time,
the automatic engine stop unit permits automatic stop of the engine when an automatic stop condition of the road surface gradient is satisfied within a 2 nd predetermined time period longer than the 1 st predetermined time period, among the predetermined automatic stop conditions, if it is not determined that the automatic engine stop unit has failed when the road surface gradient is equal to or greater than a predetermined value,
the automatic engine stop unit prohibits automatic stop of the engine when the failure determination unit determines that the automatic engine stop unit has failed before the 2 nd predetermined time elapses when the vehicle stops on a road surface having a road surface gradient equal to or greater than the predetermined value.
2. The automatic stop device of an engine according to claim 1,
the automatic engine stopping unit sets the 2 nd predetermined time to be shorter than the 1 st predetermined time when the road surface gradient is lower than a predetermined value.
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