JP2000120463A - Vehicular engine automatic stopping/restarting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a malfunction such as a vehicle cannot be restarted after automatically stopping the vehicle by judging whether or not an engine restarting battery is a battery in conformity to a standard one, and restricting automatic stopping of an engine when the battery is judged not in conformity to a standard one. SOLUTION: When a vehicle travels, a controller 7 judges whether or not a precondition of engine automatic stopping is realized by receiving output signals of a shift position sensor 45 and a car vehicle speed sensor 50, that is, judges whether or not respective conditions where respective sensor values are normal, an engine water temperature is not less than a prescribed value, an AT oil temperature is not less than a prescribed value and a charging state of a battery 5a are realized. When these are judged as YES, whether or not the battery 5a is in conformity to a standard is judged in the next place by a signal from a battery discriminating IC 53. When this judgment is NO, engine automatic stopping control is prohibited, and the fact of not practicing economical running is displayed on an indicator 48.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic vehicle engine for automatically stopping an engine when a predetermined stop condition is satisfied and automatically restarting the automatically stopped engine when a predetermined restart condition is satisfied. It relates to a stop automatic restart device.

[0002]

2. Description of the Related Art There is known a vehicular engine automatic stop / restart system which stops an engine under predetermined engine stop conditions and restarts the engine with battery power under predetermined engine restart conditions. For example, there is an apparatus described in JP-A-9-310629.

[0003]

Such an automatic engine stop / restart system frequently restarts the engine.
Therefore, a battery for driving the restart motor frequently discharges (several times as large as a normal battery) a large current, and inevitably charges frequently. Therefore, unless the battery of the standard which can cope with severe use as described above is used in the engine automatic stop / restart device, there arises a problem that the battery immediately runs out. On the other hand, batteries are also sold as replacement parts, and some of them do not conform to the standard. If such a nonstandard battery is installed, there is a concern that the number of restarts may be reduced.

The present invention has been made in view of the above problems, and has been made to prevent or limit the automatic stop of an engine when a nonstandard battery is used as a restart battery of an engine automatic stop / restart device. With the goal.
Note that the restriction includes prohibition.

[0005]

According to the first aspect of the present invention, a vehicle in which the engine is stopped under predetermined engine stop conditions and the engine is restarted by battery power under predetermined engine restart conditions. The engine automatic stop / restart device further includes a battery determination unit configured to determine whether a battery for restarting the engine is a battery conforming to a predetermined standard. Is provided with an automatic engine stop prohibiting means for restricting automatic engine stop. In the vehicle engine automatic stop automatic restart device configured as described above, the automatic stop of the engine is limited when the battery used for the automatic restart of the engine is a nonstandard battery.

[0006]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 2 shows a drive system according to the present embodiment. In FIG. 2, reference numeral 1 denotes an engine mounted on a vehicle, and 2 denotes an automatic transmission. The engine 1 has a motor generator 3 functioning as a motor and a generator for restarting the engine 1, and a crankshaft 1 a of the engine 1 via an electromagnetic clutch 26, a pulley 22, a belt 8, a pulley 23 and a reduction mechanism R. Connected.

The speed reduction mechanism R is of a planetary gear type and has a sun gear 3
3, including a carrier 34, a ring gear 35, and a brake 3
1. It is incorporated between the motor generator 3 and the pulley 23 via a one-way clutch 32. Note that the one-way clutch 32 can be replaced with a clutch.

The oil pump 19 for the automatic transmission 2 is directly connected to the crankshaft 1a of the engine 1 as in the prior art.
Reference numerals 11 and 16 in the figure denote auxiliary equipment, for example, each corresponding to a pump for power steering, a compressor for air conditioner, and the like. The crankshaft 1a of the engine and the motor generator 3 are connected by pulleys 9, 14 and a belt 8. Are linked.

Although not shown in FIG. 2, in addition to the above, engine oil pumps, engine water pumps and the like are connected as auxiliary equipment. Reference numeral 4a denotes an inverter electrically connected to the motor generator 3. The inverter 4a changes the rotation speed of the motor generator 3 by switching the supply of electric energy from the battery 5a, which is a power source, to the motor generator 3 by switching. Further, switching is performed such that electric energy is charged from motor generator 3 to battery 5a.

This battery 5a is a motor generator 3
And a battery with a rated voltage of 48V or 36V. The battery 5a is provided with a battery identification IC 53 for identifying the standard of the battery. On the other hand, the battery 5b has a normal auxiliary equipment rated voltage of 12V, and the battery 5b is connected to the battery 5a via the inverter 4b.

Reference numeral 7 denotes control of the intermittent operation of the electromagnetic clutch 26,
And a controller for performing switching control and the like of the inverter 4. Input signals to the controller include an on / off signal from the air conditioner SW42, an on / off signal of the automatic stop traveling mode (eco-run) SW40, an engine speed signal from the engine speed sensor 49, and a shift position of the shift lever 44. A detection signal from the shift position sensor 45 to be detected, a signal from an engine cooling water temperature sensor 47 also serving as a sensor for estimating and detecting the oil temperature, a vehicle speed signal from a vehicle speed sensor 50, a foot brake from a foot brake sensor 51 A signal, a handbrake signal from the handbrake sensor 52, a battery identification IC 53, an identification signal from the accelerator opening sensor 54, and the like are input.

An indicator 46 for notifying the driver of the automatic stop and automatic restart of the engine, that is, when the eco-run is being performed, and an indicator 48 for notifying the driver of the fact that the eco-run is not being performed. Is provided.

When the engine 1 is automatically stopped, the controller 7 outputs a disconnection control signal to the electromagnetic clutch 26, and the pulley 22 and the engine 1 are in a power non-transmission state. On the other hand, since it is desired that the air conditioner and the power steering are operated even when the engine 1 is stopped, the controller 7 operates the inverter 4 so that the motor generator 3 rotates at a torque in consideration of the load of the power steering pump and the air conditioner compressor. Outputs a corresponding switching signal.

At this time, the brake 31 is turned off,
The electromagnetic clutch 26 is turned off. With such a state, the motor generator 3 and the pulley 23 are directly connected to each other, and a rotational speed required for driving the accessories 11, 16 and the like can be secured. In order to use the motor generator 3 as a generator or drive the accessories 11, 16 and the like while the engine is running, the brake 31 is turned off and the electromagnetic clutch 26 is turned on. deep. By doing so, the motor generator 3 and the pulley 23 are directly connected to each other, so that the motor generator 3
It is possible to prevent the rotation speed of the motor and the auxiliary devices 1 and 16 from exceeding the allowable rotation speed. It should be noted that even if the one-way clutch 32 is replaced with a one-way clutch, substantially the same operation as described above can be obtained.

Next, when the engine 1 is restarted in the eco-run mode, the controller 7 issues a signal to turn on the clutch 26 and turns on the brake 31 of the speed reducer R.
A signal is output to make the ring gear 35 unrotatable. When the motor generator 3 is rotated in this state, the rotation of the sun gear 33 is transmitted to the pinion gear 36, and since the ring gear 35 is locked, the pinion gear 36 revolves around the sun gear 33 while rotating. Therefore, the carrier 34 in the pinion gear 36 revolves around the sun gear 33, and the pulley 23 coaxial with the carrier 34 also rotates. At this time, the rotation speed of the pulley 23 is such that the rotation speed of the shaft of the motor generator 3 is reduced at a reduction ratio determined by the number of teeth of the sun gear 33 and the ring gear 35. Therefore, torque sufficient for starting is transmitted from motor generator 3 to engine 1, and the engine is restarted. This leads to the effect that the size of the motor generator 3 can be reduced.
In addition, since the pulley 23 rotates, the accessory is also driven at the same time.

The automatic stop and automatic restart of the engine 1 are realized on the controller 7 in accordance with the control program stored in the ROM. For example, the controller 7 determines that the vehicle speed is zero, the brake pedal is depressed, the accelerator pedal is not depressed, the engine water temperature and the operating oil temperature of the A / T are within a predetermined range, and the SOC of the battery is within a predetermined range. It is determined that the engine should be automatically stopped on condition that the shift lever is in the D or N position, or simply that the shift lever is in the P position. When it is determined that the engine should be stopped automatically, a command to cut off the fuel supply to the engine 1 is issued. On the other hand, for example, it is determined that the engine should be restarted automatically when the accelerator pedal is depressed or the brake is turned off. Then, when it is determined that the engine should be automatically restarted, a command to restart fuel supply to the engine 1 and restart the engine is issued.

Next, the hill hold control will be described. If the engine is running even when the vehicle is stopped, the forward clutch C
1 is engaged, and a creep force acts to move the vehicle forward. Therefore, the vehicle can be prevented from moving backward by this creep force on a slope having a gentle slope. However, in the automatic stop automatic restart device, the engine stops when the vehicle stops, so that the creep force does not work. Therefore, when the stopped position is on an uphill road, the vehicle will retreat unless the brakes are strongly depressed.

Therefore, when it is determined that the automatic stop condition is satisfied, hill hold control for suppressing the rotation of the wheels by holding the master cylinder hydraulic pressure of the brake device and holding the braking force is performed. This hill hold control is also realized on the controller 7 by a program.
The hill hold control is preferably performed by driving an actuator (not shown) for an antilock brake device (ABS). Further, the rotating shaft connected to the wheels may be mechanically locked. Hill hold control is performed when the transmission is in the traveling position, and
During the automatic stop of the engine, the braking force is continued when the engine is restarted under specific conditions not intended for traveling.

When the engine 1 is returned, there are many engine restart conditions as described above. However, when the shift position is the "N" position or when the "battery charge capacity SOC (state of charge)" is returned. Except for cases where there is no driving intention, such as
In order to start running immediately, it is necessary to engage the forward clutch C1 simultaneously with restarting the engine.

This is to prevent the engine 1 from blowing up when the accelerator pedal is depressed while the forward clutch C1 is not engaged.
This is to eliminate slack at the start. Therefore, a rapid pressure increase control for temporarily increasing the oil pressure for a predetermined time temporarily is performed at the beginning of the supply of the hydraulic pressure to the forward clutch C1. Here, a description will be given of a configuration in which the forward clutch C1 is promptly engaged by appropriate rapid pressure increase control when the engine 1 is restarted from a state in which it is automatically stopped.

In FIG. 3, the line pressure adjusted by the primary regulator valve 50
4 to the forward clutch C1.
Here, when the solenoid 60 controls the switching valve 58 to be opened in response to the command of the rapid pressure increase control from the controller 7, the line pressure PL that has passed through the manual valve 54 is
After passing through the large orifice 56, it is supplied to the forward clutch C1 as it is. At the stage where the rapid pressure increase control is being performed, the accumulator 70 does not function due to the setting of the spring constant of the spring 74.

When the solenoid 60 receives the end command of the rapid pressure increase control from the controller 7 and controls the switching valve 58 to shut off, the line pressure PL passing through the large orifice 56
Is relatively slowly supplied to the forward clutch C1 via the small orifice 64 (a route substantially equivalent to the conventional one). Further, at this stage, since the hydraulic pressure supplied to the forward clutch C1 has increased, the hydraulic pressure in the oil passage 66 connected to the accumulator 70 moves the piston 72 upward in the drawing against the spring 74. As a result, while the piston 72 is moving, the rising speed of the hydraulic pressure supplied to the forward clutch C1 is reduced, and the forward clutch C1 is engaged very smoothly.

FIG. 4 shows the hydraulic pressure supply characteristics of the forward clutch C1. In FIG. 4, a thin line indicates a case where the rapid pressure increase control is not performed, and a thick line indicates a case where the control is performed. In addition, the portion labeled Tfast indicates a period (predetermined period) during which the rapid pressure increase control is being executed. This period Tfa
st qualitatively corresponds to a period during which a piston (not shown) of the forward clutch C1 packs a so-called clutch pack, and also corresponds to a period slightly before the engine speed reaches a predetermined idle speed. Note that Tc and Tc 'correspond to a period during which the clutch pack of the forward clutch C1 is packed.

If the rapid pressure increase control is not executed, the oil is supplied through a route substantially equivalent to the conventional one bypassing the switching valve 58, so that the oil is supplied until the clutch pack of the piston of the forward clutch C1 is filled. After a considerable time Tc 'has elapsed, the time t
2 completes the engagement.

As is apparent from the display of FIG. 4, the start timing Ts of the rapid pressure increase control is set when the engine speed NE reaches the predetermined value NE1. As described above, the rapid pressure increase control is performed by using the engine restart command Tcom.
At the same time, the engine 1 was not started because the engine 1 was in a state of slightly rising from a state of zero rotation speed (a state of rising to a value of about NE1) T1.
However, this is because there is a possibility that it greatly varies depending on the driving environment. If the rapid pressure increase control is executed by the engine restart command T
When the clutch C1 is started at the same time, the forward clutch C1 sometimes starts engaging while the rapid pressure increase control is being executed, and there is a possibility that a large engagement shock may occur. is there. Therefore, by avoiding immediately after restarting the engine with large variation, the time Ts at which the engine starts to slightly rise is set as the start timing of the rapid pressure increase control, so that the variation is small (stable) regardless of the difference in the traveling environment. Oil supply control can be realized.

However, as described above, this rapid pressure increase control is not always performed at the time of restart. For example, when the shift position is the "N" position, it is necessary to engage the clutch in the first place. Not executed because there is no.

The "movement itself" between the "N" position and the "D" position is mechanically executed in conjunction with the movement of the shift lever 44, so that there is often no problem. Can not be detected,
When the rapid pressure increase control is to be executed, there is a possibility that a situation in which the control is not executed may occur. In such a case, not only will the vehicle be sluggish at the time of starting, but also if the accelerator is depressed, the engine 1 will blow up.

In this embodiment, the shift position sensor 4
When it is determined that the engine 5 is not operating normally for some reason, the automatic stop of the engine 1 is stopped to prevent the engine 1 from entering the eco-run mode in which the automatic stop and restart of the engine are repeated. Can be dealt with without causing any inconvenience.

Next, the control of this embodiment will be described with reference to the flowchart shown in FIG. In FIG.
In step 20, input signals from various sensors are processed. For example, a signal such as the position of the shift position and the vehicle speed is received. At step 30, it is determined whether or not the precondition for the automatic engine stop is satisfied. Specifically, each sensor value is normal, the engine water temperature is equal to or higher than a predetermined value,
That is, the AT oil temperature is equal to or higher than a predetermined value, the state of charge (SOC) of the battery 5a is OK, and each sensor indicates a normal value. If an affirmative determination is made in step 30, the process proceeds to step 40, and if a negative determination is made, step 90 is performed.
And the automatic engine stop control is prohibited.
To indicate that the eco-run is not being executed with the indicator 48 and return.

An affirmative decision is made in step 30 and step 40
In step 40, it is determined in step 40 whether or not the battery 5a is as specified by a signal from the battery identification IC 53. If an affirmative determination is made in step 40, the process proceeds to step 50, where it is permitted to enter the determination of the start condition of the eco-run in step 60, and then proceeds to step 60 to determine whether the start condition of the eco-run is satisfied.

Specifically, the conditions for starting the eco-run are that a signal indicating that the accelerator is OFF is input from the accelerator opening sensor 54, and that the vehicle speed is 0 (zero) from the vehicle speed sensor 50. Is input, and a signal indicating that the brake is on is input from the foot brake sensor 51.

If an affirmative determination is made in step 60, the process proceeds to step 70 to start automatic engine stop control, and in step 80, the automatic engine stop automatic restart control, that is, the indicator 46 indicates that the eco-run is being executed. And return. On the other hand, if a negative determination is made in step 40, that is, if it is determined that the battery 5a is of a non-standard type, the routine jumps to step 90 to prohibit the automatic engine stop control, and in step 100, the non-execution of the eco-run is performed. Is displayed by the indicator 48 and the routine returns. As described above, when a nonstandard battery is used, the automatic stop of the engine 1 is prohibited, and the engine 1 naturally does not restart. In this embodiment, the battery identification IC 53 is used to determine whether or not the battery 5a conforms to the standard. However, another appropriate method may be used. For example, the computer may check the battery voltage, and if the battery voltage is out of the specified range, the engine may not be automatically stopped and restarted. The present invention can be applied to a hybrid vehicle.

[0033]

According to the present invention, when a nonstandard battery is used, the automatic stop of the engine is prohibited and the engine does not restart.

[Brief description of the drawings]

FIG. 1 is a flowchart of control of a vehicle engine automatic stop automatic restart device of the present invention.

FIG. 2 is a system configuration diagram of an engine drive device of a vehicle to which the present invention is applied.

FIG. 3 is a hydraulic circuit diagram showing a main part of a hydraulic control device for executing rapid pressure increase control.

FIG. 4 is a diagram showing oil supply characteristics and the like of a forward clutch along a time axis.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 7 ... Controller 19 ... Oil pump 40 ... Eco-run SW 42 ... Air conditioner SW 44 ... Shift lever 45 ... Shift position sensor 46 ... Engine automatic stop indicator 47 ... Engine cooling water temperature sensor 49 ... Engine rotation speed sensor 50 ... Vehicle speed sensor 51 ... Foot brake sensor 52 ... Hand brake sensor 53 ... Battery identification IC 54 ... Accelerator opening sensor R ... Deceleration mechanism

Continued on the front page F term (reference) 3G084 BA11 CA01 CA07 DA00 EA11 FA00 FA03 FA10 FA20 3G092 AC03 BB10 CA02 CB05 EA14 FA30 GA01 GA10 GB10 HE08Z HF02Z HF08Z HF12Z HF13Z HF21Z HF26Z 3G093 AA05 DB21 DB21 DA06 FA11 FB02 FB05

Claims (1)

[Claims] 1. A vehicle engine automatic stop / restart system for stopping an engine under predetermined engine stop conditions and restarting the engine with battery power under predetermined engine restart conditions. Battery determination means for determining whether or not the battery to be performed is of a predetermined standard, and automatic engine stop prohibition means for limiting automatic engine stop when it is determined that the battery is not a standard battery. An apparatus characterized in that: