JP2001248470A - Idling stop control device for internal combustion engine and vehicle provided with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce or eliminate shock and vibration generated according to a letting-in operation of a clutch mechanism at the time of starting the operation of an internal combustion engine and to quickly restart the internal combustion engine. SOLUTION: A control unit 60 determines a letting-in timing decision value Don of an electromagnetic clutch 15 according to an energy absorbing state of a transmission belt 16 and decides whether a counter value Cstp is above the letting-in timing decision value Don or not. When the counter value Cstp is less than the letting-in timing decision value Don, the electromagnetic clutch is not let in. When the counter value Cstp is above the letting-in timing decision value Don, the electromagnetic clutch 15 is let in. Letting-in timing of the electromagnetic clutch 15 is changed according to the energy absorbing state of the transmission belt 16.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an idling stop control technique for controlling an idling stop of an internal combustion engine which is executed according to a running state.

[0002]

2. Description of the Related Art There is a vehicle having a so-called idling stop control function for stopping the operation of an internal combustion engine when the vehicle is temporarily stopped such as waiting for a signal while the vehicle is running, and resuming the operation of the internal combustion engine in response to a driver's start request. Proposed. A vehicle having such an automatic operation stop / restart function of an internal combustion engine is provided with an auxiliary device driving electric motor that is operatively connected to the internal combustion engine and the auxiliary device via a fan belt. When the operation is stopped, the auxiliary device such as a water pump is driven by the auxiliary device driving motor, and when the internal combustion engine is operating, the auxiliary device is driven by the internal combustion engine. Further, in order to reduce the load on the accessory driving motor by disconnecting the internal combustion engine from the drive system when the accessory driving motor drives the accessory, the internal combustion engine and the auxiliary driving motor are connected between the internal combustion engine and the accessory driving motor. A clutch (joint mechanism) for releasing and joining the connection with the motor for driving the machine is arranged.

[0003] The accessory driving motor also functions as an electric motor for starting the internal combustion engine when the operation of the internal combustion engine is restarted. When the connection with the electric motor is connected, the rotation speed of the internal combustion engine is increased to the starting rotation speed. When the operation of the internal combustion engine is restarted, the rotational speed of the accessory drive electric motor is reduced in order to suppress the occurrence of shock, vibration, etc. due to the rotational speed difference between the auxiliary drive motor and the internal combustion engine during auxiliary drive. It has been proposed to engage the clutch after reduction.

[0004]

However, since the state of the fan belt changes depending on the running state of the vehicle,
In particular, at the time of a cold start, there is a case where it is difficult to absorb the shock and vibration caused by the engagement of the clutch even if the rotation speed of the electric motor for driving the auxiliary machine is reduced. These impacts and vibrations cause discomfort to the occupant, and the pulling load applied to the fan belt becomes the maximum when the clutch is engaged, which causes a load on the fan belt. Further, the sliding energy generated between the clutch plates becomes large, and the clutch plates are easily worn. In consideration of such a problem, it is conceivable to increase the degree of reduction in the number of revolutions of the auxiliary drive electric motor. However, the restart of the internal combustion engine is executed immediately after a restart request is made by the driver. Therefore, there is also a problem that the rotational speed of the electric motor for driving the accessory cannot be reduced too much.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and it is intended to reduce or eliminate an impact and a vibration generated by a joining operation of a joining mechanism at the start of operation of an internal combustion engine, and to reduce an internal combustion engine. The purpose is to make it restartable quickly.

[0006]

In order to solve the above-mentioned problems, a first aspect of the present invention is to provide an auxiliary engine driven by an internal combustion engine or an electric motor and an output shaft of the internal combustion engine. And an output shaft of the electric motor are connected to be releasable or releasable via a coupling mechanism. When the operation of the internal combustion engine is stopped, the coupling mechanism is released and the electric motor is connected via a transmission belt. To provide an idling stop control device for a vehicle in which the accessory is driven. An idling stop control device according to a first embodiment of the present invention includes: an operating condition determining unit configured to determine a stop condition or a restart condition of the operation of the internal combustion engine; Operation start preparation means for braking the electric motor and joining the output shaft of the internal combustion engine and the output shaft of the electric motor by the joining mechanism; and the joining mechanism based on a state of absorption of kinetic energy by the transmission belt. Joining delay means for delaying joining between the output shaft of the internal combustion engine and the output shaft of the electric motor, and starting operation of the internal combustion engine after the internal combustion engine and the electric motor are joined by the joining mechanism. Internal combustion engine operation control means for executing processing.

According to the idling stop control device according to the first aspect of the present invention, the joining of the output shaft of the internal combustion engine and the output shaft of the electric motor by the joining mechanism is delayed based on the state of absorption of the kinetic energy by the transmission belt. Accordingly, it is possible to reduce or eliminate the impact and vibration generated due to the joining operation of the joining mechanism at the start of the operation of the internal combustion engine, and to quickly restart the internal combustion engine.

[0008] In the idling stop control device according to the first aspect of the present invention, the vehicle further includes a power transmission belt elasticity detecting means for detecting the elasticity of the power transmission belt; The kinetic energy absorption state of the transmission belt is determined based on the detected elasticity of the transmission belt, and the degree of the delay can be increased as the detected elasticity of the transmission belt decreases. Alternatively, the vehicle further includes a transmission belt temperature detection unit that detects a temperature of the transmission belt, and the joining delay unit determines a kinetic energy absorption state of the transmission belt based on the detected temperature of the transmission belt. Then, the degree of the delay can be increased as the detected temperature of the transmission belt decreases.

Here, the kinetic energy absorption state of the transmission belt means, for example, a state as to whether or not energy such as impact and vibration can be sufficiently absorbed.
It has a correlation with physical properties such as hardness. Therefore, the state of absorption of kinetic energy by the transmission belt can be grasped by detecting the elasticity of the transmission belt. Further, physical properties such as the elasticity and hardness of the power transmission belt have a correlation with the temperature of the power transmission belt, and therefore, these physical properties can be grasped based on the temperature of the power transmission belt.

In the idling stop control device according to the first aspect of the present invention, the transmission belt temperature detecting means is a cooling liquid detecting means for detecting a cooling liquid temperature of the internal combustion engine, and the joining delay means is The kinetic energy absorption state of the transmission belt is determined based on the detected coolant temperature, and the degree of the delay can be increased as the detected coolant temperature decreases. With this configuration, the temperature of the transmission belt can be indirectly detected.

[0011] In the idling stop control device according to the first aspect of the present invention, the transmission belt temperature detecting means integrates the engine speed of the internal combustion engine from the start to the stop of the operation of the internal combustion engine. A rotational speed integrating means, wherein the joining delay means determines a kinetic energy absorption state of the transmission belt based on the integrated engine speed, and as the integrated engine speed increases, The degree of the delay can be reduced. Further, the transmission belt temperature detecting means is a motor rotation number accumulating means for accumulating a motor rotation number of the electric motor after the operation of the internal combustion engine is stopped, and the joining delay means is configured to determine the accumulated motor rotation number. The kinetic energy absorption state of the power transmission belt is determined based on the above, and the degree of the delay can be reduced with an increase in the integrated motor rotation speed. With such a configuration, the temperature of the transmission belt can be detected in consideration of frictional heat generated due to sliding.

In the idling stop control device according to the first aspect of the present invention, the transmission belt temperature detecting means further includes an outside air temperature detecting means for detecting an outside air temperature, and the joining delay means detects the detected outside air temperature. As the outside air temperature increases, the degree of the reduction can be increased. With this configuration, the temperature of the transmission belt can be detected in consideration of the outside air temperature.

A second aspect of the present invention has an idling stop function for selectively stopping and restarting the operation of the internal combustion engine according to the running state, and the auxiliary machine is driven by the electric motor during the stop of the operation of the internal combustion engine. A vehicle is provided in which the accessory is driven by the internal combustion engine while the internal combustion engine is operating. The vehicle according to the second aspect of the present invention includes:
A coupling mechanism for coupling or releasably coupling the output shaft of the internal combustion engine and the output shaft of the electric motor, and mounting the output shaft of the internal combustion engine, the input shaft of the auxiliary device, and the output shaft of the electric motor; A power transmission belt, a power transmission belt state determining means for determining an energy absorption state that is a state of absorbing kinetic energy of the power transmission belt, and a rotation speed of the electric motor when a restart condition of the internal combustion engine is satisfied. And the joining timing of the joining mechanism is determined based on the determined kinetic energy absorption state of the transmission belt,
An idling stop control unit for executing an operation start process of the internal combustion engine after joining an output shaft of the internal combustion engine and an output shaft of the electric motor via the coupling mechanism at the determined timing. It is characterized by.

According to the vehicle according to the second aspect of the present invention,
Since the coupling between the output shaft of the internal combustion engine and the output shaft of the electric motor by the coupling mechanism is delayed based on the state of absorption of the kinetic energy by the transmission belt, the vehicle is connected with the coupling operation of the coupling mechanism at the start of operation of the internal combustion engine. Impacts and vibrations generated at the same time can be reduced or eliminated. Further, since the internal combustion engine can be quickly restarted, the vehicle can be immediately returned to a state in which the vehicle can be restarted.

[0015] In a vehicle according to a second aspect of the present invention,
The power transmission belt state determination means determines an absorption state of the kinetic energy of the power transmission belt based on the elasticity of the power transmission belt, and the idling stop control means performs the splicing with a decrease in the determined power transmission belt elasticity. Timing can be delayed. Alternatively, the power transmission belt state determining means determines an absorption state of the kinetic energy of the power transmission belt based on the temperature of the power transmission belt, and the idling stop control means performs the above-described operation in accordance with a decrease in the temperature of the power transmission belt. The splicing timing can be delayed. The meaning of the kinetic energy absorption state by the transmission belt has been described in relation to the first aspect of the present invention.

The vehicle according to the second aspect of the present invention further comprises:
A heat dissipating unit disposed on the windward side of the power transmission belt for dissipating heat of the coolant that has cooled the internal combustion engine; and a coolant temperature detecting unit for detecting a temperature of the coolant. The belt state determination means can determine the temperature of the transmission belt based on the detected coolant temperature, and can determine the kinetic energy absorption state of the transmission belt based on the determined temperature of the transmission belt. With this configuration, the power transmission belt is affected by the amount of heat radiated from the heat radiating means, that is, the coolant temperature. Therefore, the temperature of the power transmission belt can be indirectly detected by detecting the coolant temperature. .

The vehicle according to the second aspect of the present invention further comprises:
Engine speed integrating means for integrating the engine speed from the start of operation of the internal combustion engine to the stop thereof, or motor speed integrating means for integrating the motor speed of the electric motor after the operation of the internal combustion engine is stopped The integrated engine speed, or, the temperature of the power transmission belt is determined based on the integrated motor speed, the kinetic energy absorption state of the power transmission belt based on the obtained temperature of the power transmission belt Can be determined. With such a configuration, the temperature of the transmission belt can be detected in consideration of frictional heat generated due to sliding.

The vehicle according to the second aspect of the present invention further comprises:
An external air temperature detecting means for detecting an external air temperature, wherein the power transmission belt state determining means includes the detected external air temperature in addition to at least one of the coolant temperature, the integrated engine speed, and the integrated motor speed. The temperature of the power transmission belt is obtained based on the temperature, and the kinetic energy absorption state of the power transmission belt can be determined based on the obtained temperature of the power transmission belt. By having such a configuration,
The temperature of the transmission belt can be detected in consideration of the outside air temperature.

In the vehicle according to the second aspect of the present invention,
The idling stop control means stops the operation of the internal combustion engine and releases the coupling mechanism when the operation stop condition of the internal combustion engine is satisfied.

According to a third aspect of the present invention, an auxiliary device is driven by the internal combustion engine during operation of the internal combustion engine, and has an idling stop function for selectively stopping and restarting the operation of the internal combustion engine according to a running state. In addition, the present invention provides a vehicle in which the auxiliary machine is driven by an electric motor via a transmission belt while the operation of the internal combustion engine is stopped. In a vehicle according to a third aspect of the present invention, a joining mechanism that joins or releasably couples an output shaft of the internal combustion engine and an output shaft of the electric motor, and a condition for restarting the internal combustion engine is satisfied. Idling for reducing the number of rotations of the electric motor and executing an operation start process of the internal combustion engine after connecting the output shaft of the internal combustion engine and the output shaft of the electric motor via the coupling mechanism. Stop control means and joining delay means for delaying joining of the output shaft of the internal combustion engine and the output shaft of the electric motor by the joining mechanism in consideration of the temperature of the transmission belt can be provided.

According to the vehicle according to the third aspect of the present invention,
Since the joining mechanism between the output shaft of the internal combustion engine and the output shaft of the electric motor is delayed by the joining mechanism in consideration of the temperature of the transmission belt, it occurs in the vehicle due to the joining operation of the joining mechanism at the start of operation of the internal combustion engine. Impacts and vibrations can be reduced or eliminated. Further, since the internal combustion engine can be quickly restarted, it is possible to quickly return the vehicle to a travelable state.

The vehicle according to the third aspect of the present invention further comprises:
A heat dissipating unit disposed on the windward side of the power transmission belt for dissipating heat of the coolant that has cooled the internal combustion engine; and a coolant temperature detecting unit for detecting a temperature of the coolant. The delay unit may consider the temperature of the power transmission belt based on the detected coolant temperature and increase the degree of the delay with a decrease in the detected coolant temperature. With this configuration, the power transmission belt is affected by the amount of heat radiated from the heat radiating means, that is, the coolant temperature. Therefore, the temperature of the power transmission belt can be indirectly detected by detecting the coolant temperature. .

The vehicle according to the third aspect of the present invention further comprises:
Engine speed integrating means for integrating the engine speed of the internal combustion engine from the start of operation to the stop of operation of the internal combustion engine, or an electric motor for accumulating the motor speed of the electric motor after the operation of the internal combustion engine is stopped A rotation number integrating means can be provided. In such a case, the joining delay means considers the temperature of the transmission belt based on the integrated engine speed or the integrated motor speed, and calculates the integrated engine speed or the integrated motor speed. As the rotational speed increases, the degree of delay can be reduced. With such a configuration, the temperature of the transmission belt can be considered in consideration of frictional heat generated due to sliding.

[0024] The vehicle according to the third aspect of the present invention further comprises:
An external air temperature detecting means for detecting an outdoor air temperature is provided, and the joining delay means can change the degree of the reduction in accordance with the detected external air temperature. In addition, the joining delay unit can increase the degree of the reduction as the detected outside air temperature increases. With such a configuration, the degree of joining delay can be changed in consideration of the outside air temperature.

In a vehicle according to a third aspect of the present invention,
The idling stop control means can stop the operation of the internal combustion engine and release the joint mechanism when the operation stop condition of the internal combustion engine is satisfied.

A fourth aspect of the present invention has an idling stop function for selectively stopping and restarting the operation of the internal combustion engine in accordance with the running state. The present invention provides an idling stop control method for a vehicle in which the vehicle is driven. Fourth Embodiment of the Present Invention
Determining a kinetic energy absorption state, which is a kinetic energy absorption state by a transmission belt mounted on the internal combustion engine, the electric motor, and the accessory, and satisfying a condition for restarting the operation of the internal combustion engine. It is determined whether or not has been performed, if it is determined that the operation restart condition is satisfied, the rotational speed of the electric motor is reduced, if it is determined that the operation restart condition is satisfied, A joining timing of a joining mechanism that joins or releasably joins the output shaft of the electric motor and the output shaft of the internal combustion engine based on the determined kinetic energy absorption state of the transmission belt is determined. At the joined timing, the output shaft of the electric motor and the output shaft of the internal combustion engine can be joined via the joining mechanism to restart the operation of the internal combustion engine.

According to the method of the fourth aspect of the present invention,
Since the coupling between the output shaft of the internal combustion engine and the output shaft of the electric motor by the coupling mechanism is delayed based on the state of absorption of the kinetic energy by the transmission belt, the coupling occurs at the start of operation of the internal combustion engine. This reduces or eliminates impacts and vibrations, and allows the internal combustion engine to restart quickly.

The method according to the fourth aspect of the present invention further comprises:
Detecting the elasticity of the transmission belt, determining the kinetic energy absorption state of the transmission belt based on the detected elasticity of the transmission belt, and increasing the degree of the delay as the detected elasticity of the transmission belt decreases. be able to.
Alternatively, the temperature of the transmission belt is detected, the kinetic energy absorption state of the transmission belt is determined based on the detected temperature of the transmission belt, and the degree of the delay is reduced as the detected temperature of the transmission belt decreases. Can be increased. The kinetic energy absorption state of the transmission belt has been described in the description of the idling stop control device according to the first embodiment of the present invention.

The method according to the fourth aspect of the present invention further comprises:
Detecting a coolant temperature of the internal combustion engine, determining a temperature of the transmission belt based on the detected coolant temperature, and determining the joining timing so as to be delayed with a decrease in the coolant temperature. Can be. With this configuration, the temperature of the transmission belt can be indirectly detected.

[0030] In the method according to the fourth aspect of the present invention,
The engine speed of the internal combustion engine from the start of operation to the stop of operation of the internal combustion engine is integrated, the temperature of the transmission belt is determined by further considering the integrated engine speed, and the integrated engine speed is calculated. The joining timing can be determined so as to proceed with an increase in the number. Further, the motor rotation speed of the electric motor after the operation of the internal combustion engine is stopped is integrated, and the temperature of the transmission belt is determined in further consideration of the integrated motor rotation speed, with the increase in the integrated motor rotation speed. The joining timing can be determined so as to proceed. By having such a configuration,
The temperature of the transmission belt can be detected in consideration of frictional heat generated due to sliding.

[0031] The method according to the fourth aspect of the present invention may further comprise detecting an outside air temperature and determining the joining timing such that the degree of the progress increases with an increase in the detected outside air temperature. it can. With this configuration, the degree of delay of the joining timing can be changed in consideration of the outside air temperature.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an idling stop control device according to the present invention will be described based on embodiments.
A schematic configuration of a vehicle in which the idling stop control device according to the present embodiment can be used will be described with reference to FIGS. FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which the first embodiment is applied. FIG. 2 is a conceptual diagram showing an arrangement relationship between a power transmission belt, an engine, an accessory, and an accessory driving motor.

The vehicle has an engine (internal combustion engine) 10 as a power source, a torque converter 20 for amplifying the output torque of the engine 10, and a speed reduction ratio between a maximum reduction ratio and a minimum reduction ratio can be automatically changed in steps. Automatic stepped transmission (A
T) 22. The engine 10 is connected to a power input shaft of a torque converter 20 via a crankshaft (output shaft) 11, and a power output shaft of the torque converter 20 is connected to a power input shaft of the AT 22.
The power output shaft of the AT 22 is connected to the drive shaft 24. The drive shaft 24 is connected to wheels 27 via a differential gear (including a final gear) 25 and an axle 26.

The engine 10 is a direct-injection gasoline engine in which fuel (for example, gasoline fuel) is directly injected into a cylinder. A high-pressure injector 12 for injecting gasoline fuel into the cylinder, and an injection into the cylinder An ignition plug 13 is provided for igniting a mixture formed by the drawn gasoline and the inhaled air.
High-pressure gasoline fuel, which is pressurized by a high-pressure fuel pump (not shown), is supplied to the high-pressure injector 12 via a delivery pipe (not shown), and the high-pressure injector 12 is controlled based on an injection signal from the control unit 60. When the valve is opened, gasoline fuel is sprayed into the cylinder. A high voltage is supplied to the ignition plug 13 from the igniter 14 based on an ignition signal from the control unit 60. The engine 10 is provided with a coolant temperature sensor 50 for detecting a coolant temperature for cooling the engine 10. An outside air temperature sensor 51 for detecting an outside air temperature is disposed on the vehicle traveling side (left side in FIG. 1) of the engine 10.

As shown in FIG. 2, a water pump 301 and an air conditioner compressor 30 are provided around the engine 10.
2. Auxiliary equipment 30, such as a power steering pump 303,
Further, an accessory driving motor (electric motor) 31 for driving the accessory 30 when the engine is stopped by the idling stop process is arranged. Each accessory 301, 302, 3
03 power input shaft, engine 10 crankshaft 1
Pulleys 124 and 125 are respectively mounted on one end of the unit 1. A transmission belt 16 for starting the engine 10 by the accessory drive motor 31 is mounted on the pulley 125 of the engine 10 and the pulley 126 of the accessory drive motor 31. The pulley ratio between the pulley 125 and the pulley 126 is generally about 1: 2 to 1: 3. Each pulley 1
A transmission belt 17 is mounted on the transmission belts 24 and 125, and the output of the engine 10 is transmitted through the transmission belt 17 to the
0, and the output of the accessory driving motor 31 is transmitted to the power input shaft of the accessory 30 via the transmission belt 16 and the transmission belt 17. The transmission belts 16 and 17 have a so-called V-shaped cross section having a trapezoidal shape.
A belt or a so-called V-rib belt, which is thinner and wider than a V-belt and has a plurality of V-shaped grooves formed along its rotation direction, is used.
A material whose absorption characteristics such as shock and vibration change depending on temperature is used. A radiator 18 for dissipating heat of the coolant circulating in the engine 10 is disposed in front (upwind) of the transmission belts 16 and 17.

A wet multi-plate electromagnetic clutch 15 is interposed between the crankshaft 11 and the pulley 125. The electromagnetic clutch 15 includes a clutch plate 151 and a flywheel 152, and may be provided separately from the pulley 125 as shown in FIG. The electromagnetic clutch 15 realizes disconnection and connection of power transmission between the crankshaft 11 and the transmission belt 16. The electromagnetic clutch 15 has a built-in damper (not shown) for reducing shock and vibration generated at the time of engagement.

When the vehicle is running or when the vehicle is stopped while the engine 10 is operating, the electromagnetic clutch 1
5, the driving force of the crankshaft 11 is transmitted to the transmission belt 17, so that the water pump 301, the air conditioner compressor 302, and the power steering pump 303 are driven by the engine 10. On the other hand, when the operation of the engine 10 is stopped by the idling stop process, the electromagnetic clutch 15 is released, the crankshaft 11 and the transmission belt 17 (the pulley 125) are mechanically separated, and the water pump 301, the air conditioner compressor 302 and The power steering pump 303 is driven by the accessory driving motor 31 via the transmission belt 16 and the pulley 125. At this time,
The crankshaft 11 includes a pulley 125 and a transmission belt 1.
Since the motors 6 and 17 are mechanically separated from each other, the auxiliary drive motor 31 does not need to drive the crankshaft 11 and the load applied to the auxiliary drive motor 31 is reduced.

The accessory driving motor 31 is a three-phase motor having a three-phase coil therein. The driving power source drives the crankshaft 11 and the driving force driving the accessory 30 when the engine 10 is restarted. In addition to functioning as a power source, when the engine 10 is operating, it functions as an alternator that is driven by the engine 10 to generate power. The drive of the accessory drive motor 31 is controlled by the inverter 200 based on a drive signal from the control unit 60. The inverter 200 includes a high-voltage battery 210 and a DC / D
Connected to C converter 220. The high-voltage battery 210 is used exclusively as a power supply for driving the accessory drive motor 31, and stores the generated power when the accessory drive motor 31 functions as an alternator. The DC / DC converter 220 is connected to the control unit 60
And charges the battery 230 by decreasing the voltage of the high-voltage battery 210 or the voltage of the electric power generated by the auxiliary drive motor 31. Battery 230
Is used as a power source for driving a starting motor 41, an oil pump driving motor 45, and a control unit 60, which will be described later. In the present embodiment, a high-voltage battery 210 for driving the accessory driving motor 31, the control unit 60, and a battery 230 for driving the other motors 41 and 45 are provided. Only the battery 210 is provided, and the DC / DC converter 2 is used for the control unit 60 and the other motors 41 and 45.
The stepped-down power may be supplied via the power supply 20.

A starting ring gear 40 is connected to the crankshaft 11 between the engine 10 and the torque converter 20, and a gear of a starting motor 41 is connected to the starting ring gear 40. The starting motor 41 uses the battery 230 as a power source to drive and rotate the engine 10 only at the time of engine start with an operation of an ignition switch, that is, at the time of engine start except for engine restart with idling stop processing. The gear of the starting motor 41 is engaged with the ring gear 40 only at the time of engine start when the ignition position sensor 58 detects the switching of the ignition position from ON to STA, and is separated without joining with the ring gear 40 in normal times. Stored in the location. Also, as described above, when the engine 10 is restarted due to the idling stop process, the accessory drive motor 31 functions as a starter motor.

That is, in this embodiment, when the operation of the engine 10 is started (at the time of the first start), the starting motor 41 is started.
The start process of the engine 10 is executed, and the start process of the engine 10 is executed by the accessory drive motor 31 when the engine 10 is restarted. The starting of the engine 10 by the starting motor 41 is started via the ring gear 40 accompanied by gear noise. If the starting is repeated frequently, the gear noise becomes a problem. Also, under idling stop control processing, gear wear due to frequent starting poses a problem. On the other hand, the auxiliary device driving motor 31 is
6, the crankshaft 11 cannot be driven (rotated) and the engine 10 cannot be started when the viscosity of the lubricating oil is high, such as in a cold state. There are cases. Therefore,
When the engine 10 is started, the engine 10 is started by the starting motor 41, and when the engine 10 is restarted after it has been started, the engine 1 is started by the accessory drive motor 31.
Start 0.

The torque converter 20 is a general fluid type torque converter, and amplifies the driving torque input to the input shaft and outputs the amplified driving torque from the output shaft. Since the detailed configuration and operation of the torque converter are known, the description thereof is omitted. The automatic stepped transmission (AT) 22 is an automatic transmission having a planetary gear inside, and automatically changes a gear combination via a hydraulic actuator (not shown) according to a vehicle speed, an accelerator depression amount, and the like. To change the gear ratio. The output shaft of the AT 22 is connected to the drive shaft 24, and the driving force output from the output shaft of the AT 22 is transmitted to the wheels 27 via the drive shaft 24, the differential gear 25, and the axle 26. An oil pump drive motor 45 for maintaining the hydraulic pressure of the drive system even when the operation of the engine 10 is stopped is arranged near the AT 22. The oil pump drive motor 45 is operated using the battery 230 as a power supply.

Next, a vehicle control system according to this embodiment will be described with reference to FIG. FIG. 3 is an explanatory diagram illustrating a control system of the vehicle according to the first embodiment. Control unit 60
Is the idling stop ECU (electronic control unit)
600, engine ECU 610, and brake ECU
620. Each ECU 600, 610, 620
Is provided with a CPU, a ROM, a RAM, and the like. Note that these ECUs are examples, and for example, an ECU that controls the AT 22 can be provided separately from the idling stop ECU 600.

The idling stop ECU 600 is a core ECU of the control unit 60 in idling stop control. Idling stop ECU6
00 is the engine ECU 610 and the brake ECU
620 via a signal line so that bidirectional communication is possible. The idling stop ECU 600 includes a coolant temperature sensor 50 for detecting an engine coolant temperature, an outside air temperature sensor 51 for detecting an outside air temperature, and an auxiliary drive motor 31.
A motor speed sensor 52 for detecting the speed of the engine 10, an engine speed sensor 53 for detecting the speed of the crankshaft 11 of the engine 10, a vehicle speed sensor 54 for detecting the speed of the vehicle, a shift position sensor 55 for detecting the gear position, An accelerator opening sensor 56 for detecting the position of the accelerator pedal as an accelerator opening, a brake pedal sensor 57 for detecting whether or not the brake pedal is depressed, and an ignition position sensor 58 for detecting the position of an ignition switch are respectively connected via signal lines. It is connected. Idling stop ECU 60
To 0, an inverter 200, a starting motor 41, an electromagnetic clutch 15, a DC / DC converter 220, an oil pump drive motor 45, an AT 22, and an instrument panel 46 are connected.

The idling stop ECU 600 controls the number of rotations of the auxiliary drive motor 31 via the inverter 200, and executes the idling stop process to control the engine 1
The drive of the auxiliary machine 30 is realized in a state where 0 is stopped. In addition, the engine 10 is switched from the idling stop state.
When the operation is restarted, the crankshaft 11 of the engine 10 is driven and rotated in place of the starting motor 41 to increase the engine speed to the starting speed. The idling stop ECU 600 controls an electromagnetic actuator (not shown) of the electromagnetic clutch 15 to realize engagement and release of the clutch plate 151 with the flywheel 152, and controls transmission and cutoff of power. The idling stop ECU 600 controls a hydraulic actuator (not shown) based on the detection data from the vehicle speed sensor 54, the shift position sensor 55, and the accelerator opening sensor 56, and changes the gear ratio at an optimum gear point. Idling stop ECU 600
A program for executing the idling stop control process according to the present embodiment is stored in the ROM.

The engine ECU 610 controls the fuel injection amount via the injector 12 based on a request from the idling stop ECU 600, and controls the operating state of the engine 10 by controlling the ignition timing via the igniter 14. When the vehicle is stopped by the idling stop process, the idling stop ECU 60
In response to the request from 0, the fuel injection to the engine 10 via the injector 12 is stopped to stop the operation of the engine 10.

The brake ECU 620 is connected to the brake actuator 47 and controls the brake actuator 47 so as to maintain the brake oil pressure until the driving force of the engine 10 sufficiently rises when restarting from the idling stop state. I do. Engine 10
The state where the driving force of the vehicle rises sufficiently means, for example, a state where the vehicle is held in a stopped state even when the brake pedal is released when the vehicle starts on a slope.

Next, the general operation of the vehicle having the above configuration will be described with reference to the configuration diagrams of FIGS. When the shift position is parking P or neutral N, the ignition position sensor 58 changes the ignition position from ON to the engine start position STA.
When the switch to is detected, the idling stop E
The CU 600 changes the gear of the starting motor 41 to the ring gear 40.
After that, the starting motor 41 is operated to rotate the crankshaft 11 to the engine rotation speed. At the same time, the idling stop ECU 600 requests the engine ECU 610 to start the engine 10. The engine ECU 610 includes the injector 12
A predetermined fuel is supplied to the cylinder of the engine 10 through the igniter 14 and an engine start process for igniting the fuel supplied to the cylinder via the igniter 14 and the spark plug is executed. When the operation of the engine is started, the gear of the starting motor 41 is retracted to a storage position separated from the ring gear 40. When the shift position is changed to drive D and the accelerator is depressed, the vehicle starts, and the idling stop ECU 600 and the engine ECU 61
0 executes the operation control of the engine 10 and the shift control of the AT 22 based on the detection data from the engine speed sensor 53, the vehicle speed sensor 54, the accelerator opening sensor 56 and the like.

In this embodiment, when the vehicle is temporarily stopped due to a traffic light stop or the like while the vehicle is running, the idling stop EC
U600 executes a so-called idling stop control process for stopping the operation of engine 10 under predetermined conditions. FIG. 4 shows the idling stop control process.
This will be described with reference to FIG. FIG. 4 is a state transition diagram showing a transition state of the control processing during the idling stop control processing.

When the ignition position sensor 47 is
Upon detecting the switching of the position from FF to ON, the idling stop ECU 600 selects a mode 0 indicating an engine stop state due to processing other than the idling stop processing. In this state, the display lamp on the instrument panel 46 that indicates that the idling stop process is being executed is turned off. When the ignition position sensor 47 turns on the ignition position
When the switch to A is detected, as described above, the engine 1
0 operation is started. Idling stop ECU6
00 selects Mode 1 indicating the state in which the engine 10 is operating. In the mode 1 state, for example, the vehicle is in the vehicle running state described above, or in the vehicle stopped state while the engine 10 is operated. In the mode 1 state, the idling stop ECU 600 turns on the electromagnetic clutch 15 to turn the crankshaft 11 and the transmission belt 1 on.
7 is connected. Therefore, accessory 30 is driven by the driving force of engine 10. The accessory driving motor 31 is driven by the engine 10 via the transmission belt 16 and functions as an alternator. In addition, the auxiliary driving motor 31 runs idle when the high-voltage battery 210 is fully charged.

When the idling stop ECU 600 determines that the idling stop control processing condition is satisfied,
Mode 2 indicating a process for stopping the operation of the engine 10 is selected. The idling stop control processing conditions include, for example, that the vehicle speed detected by the vehicle speed sensor 54 is 0, the depression of the brake pedal is detected by the brake pedal sensor 57, and the shift position detected by the shift position sensor 55 is Neutral N and the like. In the mode 2, the idling stop ECU 600 requests the engine ECU 610 to stop the fuel supply.
The idling stop ECU 600 is a brake ECU
620 is requested to hold the brake state. The brake ECU 620 controls the brake actuator 47 to hold a brake hydraulic pressure corresponding to the amount of depression of the brake pedal.

When the idling stop ECU 600 determines that the operation of the engine 10 is stopped based on the detection data from the engine speed sensor 53, the ECU 600 selects the mode 3 indicating the stopped state of the engine 10 due to the idling stop. In the mode 3, the idling stop ECU 60
A value of 0 turns on the display lamp on the instrument panel 46 to indicate that the idling stop control process is being executed. In addition, the idling stop ECU 600 turns off the electromagnetic clutch 15 to release the connection between the crankshaft 11 and the transmission belts 16 and 17, and the auxiliary devices 301 and 302 are driven by the auxiliary device driving motor 31 via the transmission belt 17. ,
303 is driven.

When detecting the idling stop control processing end request, the idling stop ECU 600 selects the mode 4 indicating the engine start control state for restarting the operation of the engine 10. Idling stop E
For example, when the shift position is shifted from neutral N to drive D, when the brake pedal is released, when the charge rate of the battery falls below a charge request value that is the lower limit of the charge rate, CU 600 cools the air conditioner. When the performance is insufficient or when any system abnormality occurs, a request for idling stop control processing is detected. In the mode 4, the idling stop ECU 600
Before the engagement of the electromagnetic clutch 15, the accessory drive motor 31 is braked once to reduce the rotation speed of the accessory drive motor 31. The braking of the accessory drive motor 31 is realized, for example, by inputting a reverse phase current to the accessory drive motor 31, and the degree of braking is controlled by the magnitude of the input reverse phase current value. Idling stop E
After engaging the electromagnetic clutch 15 at the engagement timing determined by the electromagnetic clutch engagement timing delay process described below, the CU 600 increases the rotation speed of the auxiliary drive motor 31 to the engine startup rotation speed. Let me
It requests the engine ECU 610 to supply fuel and perform spark ignition. The idling stop ECU 600 is
If an unusable system abnormality is detected, mode 0
Select

When the idling stop ECU 600 determines that the engine 10 is started, it selects the mode 1. The idling stop ECU 600 determines that the engine speed detected by the engine speed sensor 53 is 5
If it is not less than 00 rpm, it is determined that the engine 10 has started. The idling stop ECU 600 is
It requests the brake ECU 620 to release the held brake oil pressure. The brake ECU 620 controls the brake actuator 47 to release the held brake hydraulic pressure, thereby realizing a non-braking state. When the ignition position sensor 47 detects that the position is switched from ON to OFF in the mode 1 state, the idling stop ECU 600 selects the mode 0.

Next, a control process of the electromagnetic clutch 15 and the auxiliary drive motor 31 executed when the operation of the engine 10 is restarted according to the present embodiment will be described with reference to FIGS. FIG. 5 is a flowchart showing a processing routine of control processing of the electromagnetic clutch 15 executed when the operation of the engine 10 is restarted. FIG. 6 is a flowchart showing a processing routine for determining the engagement timing (delay amount) of the electromagnetic clutch 15 by reflecting the temperature of the transmission belt 16. FIG. 7 is an explanatory diagram showing a map used when determining the coolant temperature correction value Dw based on the coolant temperature of the engine 10. FIG. 8 is an explanatory diagram showing a map used when determining the motor integrated rotation speed correction value Dm based on the outside air temperature and the integrated rotation speed of the accessory driving motor 31. FIG. 9 is a timing chart showing the engagement timing of the electromagnetic clutch 15, the operating state of the auxiliary drive motor 31, the rotational speed of the electromagnetic clutch (damper), and the change over time of the crankshaft rotational speed.

This processing routine is executed at predetermined time intervals. When this processing routine is started, idling stop ECU 600 determines whether or not an idling stop control processing end request (engine restart request) has been made (step S100). That is, it is determined whether or not the restart request signal has been switched from OFF to ON in FIG. If the idling stop ECU 600 determines that there is no engine restart request (step S100: No), the present processing routine ends. on the other hand,
If the idling stop ECU 600 determines that there is an engine restart request (step S100: Y
es), it is determined whether or not the accessory driving motor 31 is braking (step S110). That is, in FIG. 9, it is determined whether or not the operation state of the accessory driving motor 31 is in the braking state. Also, as shown in FIG. 9, the engagement control of the electromagnetic clutch 15 is executed after the braking process of the auxiliary device driving motor 31 is started.

If the idling stop ECU 600 determines that the auxiliary drive motor 31 is not braking (step S110: No), the processing routine ends. In contrast, the idling stop ECU 60
If 0 is determined that the accessory driving motor 31 is braking (step S110: Yes), the counter value Cst
p is incremented by one (step S120). The idling stop ECU 600 determines the engagement timing determination value Don of the electromagnetic clutch (step S13).
0), it is determined whether or not the counter value Cstp is equal to or greater than the joining timing determination value Don (step S140). The process of determining the joint timing determination value Don will be described in detail with reference to FIGS. Idling stop E
When the counter value Cstp is less than the splicing timing determination value Don (step S140: No), the CU 600 ends the processing routine. Idling stop ECU
600 is a value of the counter value Cstp which is the joining timing determination value Do.
If it is determined that it is n or more (step S140:
Yes), the electromagnetic clutch 15 is engaged (step S150), and this processing routine ends.

Referring to FIG. 9, when the counter value Cstp becomes equal to or greater than the engagement timing determination value Don, the electromagnetic clutch control signal is turned on, and suction of the clutch plate by magnetic force (clutch suction) is started. Clutch plate 15
From the start of the engagement (contact) of the flywheel 152 with the flywheel 152 to the complete engagement, a so-called clutch slip state occurs, the rotational speed of the electromagnetic clutch 15 (damper) decreases, and the crankshaft The number of rotations of 11 starts to increase. When the clutch plate 151 and the flywheel 152 are completely connected, the rotation speed of the electromagnetic clutch 15 and the rotation speed of the crankshaft 11 become equal. When the electromagnetic clutch 15 is completely engaged, the auxiliary machine driving motor 31 rotates the crankshaft 11 to the engine start rotation speed to start the engine 10 (starting state). When the engine ECU 610 executes a start process of the engine 10 and explosive combustion starts (first explosion) in any one of the cylinders of the engine 10, the accessory drive motor 31 is driven by the engine 10 to be in a power generation state or an idling state.

Next, a description will be given of the determination processing of the joining timing determination value Don with reference to FIGS. Since the energy absorption state of the transmission belt 16 depends on the temperature, it is best to directly detect the temperature of the transmission belt 16 to determine the energy absorption state of the transmission belt 16. However, since it is difficult to detect the temperature by directly contacting the power transmission belt 16 which is a movable body, in this embodiment, the energy absorption state (temperature) of the power transmission belt 16 is indirectly determined by the following means. . The determination of the temperature of the power transmission belt 16 in the present embodiment does not determine the absolute temperature of the power transmission belt 16, but determines the power transmission with respect to a change in the coolant temperature Tempo and the motor speed integrated value Nmsum that are associated in advance. This means that the relative temperature of the belt 16 is determined.

The idling stop ECU 600 acquires the coolant temperature Tempw from the coolant temperature sensor 50 (step S200), and determines the coolant temperature correction value Dw from the coolant temperature Tempw using the map shown in FIG. 7 (step S200). S210). The transmission belt 16 is generally a radiator 1
8 is exposed to the wind passing through the radiator 18, so that the temperature of the transmission belt 16 is
8 (coolant temperature Tempw) in proportion to the change. Therefore, the coolant temperature Tempw is used as an index of the temperature of the transmission belt 16, and as shown in FIG. 7, the coolant temperature correction value Dw and the coolant temperature Tempw are associated with each other as a basic determination value for determining the joining timing. I do. In FIG. 7, the rate of change of the coolant temperature correction value Dw changes at a temperature at which the thermostat of the radiator 18 opens, for example, about 80 ° C. That is, in the vicinity of the temperature at which the warm-up of the engine 10 is completed, the temperature of the transmission belt 16 has also reached the temperature range in which sufficient energy absorption can be expected, so that the reduction rate of the coolant temperature correction value Dw is increased.

Next, the idling stop ECU 600 obtains the integrated value Nmsum of the motor speed. The motor rotation speed integrated value Nmsum is an integrated rotation speed of the accessory driving motor 31 from the start of rotation of the accessory driving motor 31 to the start of the braking process after the engine 10 is stopped by the idling stop process. means. The temperature of the transmission belt 16 is basically the temperature of the radiator passing air (the coolant temperature T
However, during rotation, the power transmission belt 16 may rub against the pulleys 125 and 126, and may rise independently of the coolant temperature Tempw due to frictional heat. Since the temperature rise of the transmission belt 16 due to frictional heat is proportional to the integrated rotation speed of the auxiliary device driving motor 31, the motor rotation speed integrated value Nmsum is used as an index of the temperature increase of the transmission belt 16 due to frictional heat. Since the outside air temperature also affects the temperature rise of the transmission belt 16 due to frictional heat, the idling stop ECU 600
The outside temperature Tempo is acquired from the outside temperature sensor 51 (step S230). That is, if the outside air temperature is high, the temperature of the transmission belt 16 tends to increase, and if the outside air temperature is low, the temperature of the transmission belt does not easily increase. The idling stop ECU 600 determines the motor rotation speed correction value Dm from the acquired motor rotation speed integrated value Nmsum and the outside air temperature Tempo using the map shown in FIG. In this embodiment, the motor rotation speed correction value Dme simply decreases in proportion to the increase in the motor rotation speed integrated value Nmsum. Further, the map has three characteristic lines of a low temperature (for example, less than 0 ° C.), a high temperature (for example, 30 ° C. or more), and an intermediate temperature (for example, 0 ° C. or more and less than 30 ° C.) with respect to the outside air temperature. Even with the same motor speed integration value Nmsum, the corresponding motor speed correction value Dm increases as the outside air temperature decreases. The idling stop ECU 600 determines the sum of the cooling temperature correction value Dw and the motor rotation speed correction value Dm as a joining timing determination value Do.
As n (step S250), the process returns to the processing routine shown in FIG.

The effect of the above-described delay of the engagement timing of the electromagnetic clutch 15 will be described with reference to FIG. In FIG. 9, except for the counter value Cstp and the restart request signal, the solid line indicates a case where the joining timing is not delayed (when not delayed, including the conventional example), and the broken line indicates the time corresponding to the joining timing determination value Don. Only when the joining timing is delayed (at the time of delay). The same rotation speed axis is used for the crankshaft rotation speed and the electromagnetic clutch rotation speed.

By delaying the engagement of the electromagnetic clutch 15 based on the energy state of the transmission belt 16 (using the temperature as an index), the electromagnetic clutch control is started after the effect of braking the auxiliary drive motor 31 appears. The signal is ON. As a result, at the start of the clutch slip when the engagement of the electromagnetic clutch 15 starts, the electromagnetic clutch rotation speed is reduced by about 60 to 70% as compared with the non-delay time (the rotation at the time of clutch engagement). Number difference), and the difference in rotation speed from the crankshaft rotation speed is reduced. Therefore,
Shock and vibration generated when the electromagnetic clutch 15 is engaged are reduced. As described above, since the energy of the generated shock and vibration is low (small), the shock and vibration transmitted to the vehicle body can be reduced even when the temperature of the transmission belt 16 is low and the energy cannot be sufficiently absorbed. In addition, the joint timing determination value Don is determined by using the temperature of the transmission belt 16 as an index.
Since it is changed based on the energy state, the impact and vibration generated when the electromagnetic clutch 15 is engaged are
6, the startability of the engine 10 can be prioritized by advancing the joining timing.

The transmission belt 16 is subjected to the most tensile load when the electromagnetic clutch 15 is engaged. According to the present embodiment, the number of revolutions of the electromagnetic clutch 15 and the number of revolutions of the crankshaft 11 depend on the transmission belt 16. It is changed depending on the energy absorption state. Thereby, the load applied according to the energy absorption state of the power transmission belt 16 is reduced, so that the power transmission belt 16 can be prevented from being damaged.

On the other hand, if the engagement of the electromagnetic clutch 15 is not delayed, the auxiliary drive motor 31 is in a braking state, but when the electromagnetic clutch control signal is turned on, the electromagnetic clutch 15 is turned off. The rotational speed has just begun to drop. At the start of clutch slip when the engagement of the electromagnetic clutch 15 starts, the electromagnetic clutch rotation speed has not yet been sufficiently reduced, and the rotation speed difference from the crankshaft rotation speed (0 rpm) remains large. is there. Therefore, the impact and vibration generated when the electromagnetic clutch 15 is engaged are large, and particularly when the temperature of the transmission belt 16 is low and energy cannot be sufficiently absorbed, the generated impact and vibration are transmitted to the vehicle body as it is. . Further, when the engagement of the electromagnetic clutch 15 is simply delayed, the engine 10 cannot be restarted promptly as described above, and the operation of the vehicle which is particularly required under the idling stop control process is performed. A quick return to the resumed state cannot be achieved.

Although the idling stop control device according to the present invention has been described based on several embodiments of the present invention, the above-described embodiments of the present invention are provided to facilitate understanding of the present invention. And does not limit the invention. The present invention can be modified and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

For example, in the above embodiment, the transmission belt 1
When the transmission belts 6 and 17 are disposed on the rear side of the radiator 18, the temperature (energy absorption state) of the transmission belt 16 is determined based on the coolant temperature of the engine 10.
When 17 is arranged on the front side of the radiator 18, the temperature of the transmission belt 16 may be determined based on the outside air temperature detected by the outside air temperature sensor 51. Transmission belt 1
6 may be detected in a non-contact manner, or the temperature of the transmission belt 16 may be detected using a non-contact temperature sensor such as a thermocouple or an infrared sensor. Further, by detecting the temperature of one of the pulleys 125 and 126 with which the transmission belt 16 contacts, the transmission belt 16 is detected.
May be determined.

In the above-described embodiment, the temperature rise of the transmission belt 16 due to frictional heat is determined using the motor rotation speed integrated value Nmsum, which is the integrated rotation speed of the accessory drive motor 31 from the start of the accessory drive. However, the cumulative number of revolutions of the crankshaft 11 until the operation of the engine 10 is stopped may be used. In each case, the transmission belt 16 and each pulley 125, 1
This is because it is an index by which the temperature rise due to friction with No. 26 can be estimated.

In the above embodiment, the damper is built in the electromagnetic clutch 15, but the electromagnetic clutch 15 and the damper may be provided separately. Further, for convenience of explanation, the crankshaft pulley 125 and the electromagnetic clutch 15 are separately illustrated in FIG. 1, but the electromagnetic clutch 15 may be built in the crankshaft pulley 125.

In the above embodiment, the transmission 22
Although an automatic stepped transmission is used as the above, a manual transmission or an automatic stepless transmission may be used instead of the automatic stepped transmission. In any case, the idling stop control process can be executed, and the same advantage as that obtained by using the automatic stepped transmission can be obtained.

In the above embodiment, the present invention has been described based on a vehicle having only the engine 10 as a power source of the vehicle. However, the present invention relates to a hybrid vehicle having the engine 10 and a vehicle driving motor as a driving power source. May be applied. Also in such a case, the auxiliary machine 30 is driven by the auxiliary machine driving motor 31 during the execution of the idling stop control process, and the electromagnetic clutch 15 is restarted when the engine is restarted.
And the rotor of the auxiliary drive motor 31 and the engine 1
The engine 10 can be started by coupling with the crankshaft 11 of zero. Therefore, by applying the present invention, it is possible to reduce or eliminate the impact and vibration associated with the engagement of the electromagnetic clutch 15.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which an embodiment according to the present invention is applied.

FIG. 2 is a conceptual diagram showing a positional relationship between an engine, an auxiliary device, and an auxiliary device driving motor used in an embodiment according to the present invention, from the side where a transmission belt is mounted.

FIG. 3 is an explanatory diagram showing a control system of the vehicle according to the embodiment according to the present invention.

FIG. 4 is a state transition diagram showing a transition state of control processing during idling stop control processing.

FIG. 5 is a flowchart showing a processing routine of an electromagnetic clutch control process executed when the operation of the engine is restarted.

FIG. 6 is a flowchart showing a processing routine for determining the engagement timing (delay amount) of the electromagnetic clutch by reflecting the temperature of the transmission belt.

FIG. 7 is an explanatory diagram showing a map used when determining a coolant temperature correction value Dw based on a coolant temperature of an engine.

FIG. 8 is an explanatory diagram showing a map used for determining a motor integrated rotation speed correction value Dm based on an outside air temperature and an integrated motor rotation speed value Nmsum of an auxiliary device driving motor.

FIG. 9 is a timing chart showing changes over time in the engagement timing of the electromagnetic clutch, the operating state of the auxiliary device driving motor, the damper rotation speed, and the crankshaft rotation speed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Crankshaft 12 ... Injector 13 ... Spark plug 14 ... Igniter 15 ... Multi-plate type electromagnetic clutch 16, 17 ... Transmission belt 18 ... Radiator 20 ... Torque converter 22 ... Automatic stepped transmission (AT) 24 ... Drive shaft 25 ... Differential gear 26 ... Axle 27 ... Wheels 30 ... Auxiliary equipment 31 ... Auxiliary equipment drive motor 40 ... Ring gear 41 ... Starting motor 45 ... Oil pump drive motor 46 ... Instrument panel 47 ... Brake actuator 50 ... Coolant temperature Sensor 51: Outside air temperature sensor 52: Motor speed sensor 53: Engine speed sensor 54: Vehicle speed sensor 55: Shift position sensor 56: Accelerator opening sensor 57: Brake pedal sensor 58: Ignition position sensor 60: Control unit 1 24 ... Auxiliary pulley 125 ... Crankshaft pulley 126 ... Motor pulley for driving auxiliary equipment 151 ... Clutch plate 152 ... Flywheel 200 ... Inverter 210 ... High voltage battery 220 ... DC / DC converter 230 ... Battery 301 ... Water pump 302 ... For air conditioner Compressor 303: Power steering pump 600: Idling stop ECU 610: Engine ECU 620: Brake ECU

Continued on the front page (72) Inventor Atsushi Takahashi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Noichi Ito 1 Toyota Town Toyota City, Toyota City Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Atsushi Kitamura 1 Toyota Town, Toyota City, Aichi Prefecture F-term (reference) in Toyota Motor Corporation 3D037 FB05 3G093 AA01 AB00 BA15 BA21 BA22 BA33 CA02 CA06 CA08 CB01 CB05 DA01 DA05 DA12 DA13 DA14 DB06 DB10 DB12 DB24 DB25 DB26 EA00 EB01 EC01 FA07 FB04

Claims (29)

[Claims] An auxiliary machine is driven by an internal combustion engine or an electric motor, and an output shaft of the internal combustion engine and an output shaft of the electric motor are connected or releasable via a connection mechanism. An idling stop control device for a vehicle in which the connection mechanism is released and the auxiliary machine is driven by the electric motor via a transmission belt while the operation of the internal combustion engine is stopped. Or an operating condition determining means for determining a restart condition; and, when the operating restart condition of the internal combustion engine is satisfied, braking the electric motor and outputting the output shaft of the internal combustion engine and the output of the electric motor by the coupling mechanism. Operation start preparation means for joining the shaft and an output shaft of the internal combustion engine by the joining mechanism based on a state of absorption of kinetic energy by the transmission belt; Joining delay means for delaying joining with the output shaft of the engine, and internal combustion engine operation control means for executing operation start processing of the internal combustion engine after the internal combustion engine and the electric motor are joined by the joining mechanism. An idling stop control device comprising: 2. The idling stop control device according to claim 1, wherein the vehicle further comprises a power transmission belt elasticity detecting means for detecting the elasticity of the power transmission belt, and wherein the joining delay means comprises: An idling stop control device, wherein a kinetic energy absorption state of the transmission belt is determined based on the elasticity of the belt, and the degree of the delay is increased as the detected elasticity of the transmission belt decreases. 3. The idling stop control device according to claim 1, wherein the vehicle further comprises a power transmission belt temperature detecting means for detecting a temperature of the power transmission belt, and wherein the joining delay means comprises: An idling stop control device, wherein a kinetic energy absorption state of the transmission belt is determined based on a belt temperature, and the degree of the delay is increased as the detected temperature of the transmission belt decreases. 4. An idling stop control device according to claim 3, wherein said transmission belt temperature detecting means is a cooling liquid detecting means for detecting a cooling liquid temperature of said internal combustion engine, and said joining delay means is said detecting means. An idling stop control device for determining a kinetic energy absorption state of the transmission belt based on the detected coolant temperature, and increasing the degree of the delay as the detected coolant temperature decreases. 5. An idling stop control device according to claim 3, wherein said transmission belt temperature detecting means integrates an engine speed of said internal combustion engine from a start of operation of said internal combustion engine to a stop of said operation. Number integration means, the joining delay means determines a kinetic energy absorption state of the transmission belt based on the integrated engine speed,
An idling stop control device, wherein the degree of the delay is reduced as the integrated engine speed increases. 6. The idling stop control device according to claim 3, wherein said transmission belt temperature detecting means is an electric motor rotation number accumulating means for accumulating an electric motor rotation number of said electric motor after the operation of said internal combustion engine is stopped. The joining delay means determines a kinetic energy absorption state of the transmission belt based on the integrated motor rotation speed, and reduces the degree of the delay with an increase in the integrated motor rotation speed. An idling stop control device characterized by the following. 7. The idling stop control device according to claim 5, wherein said transmission belt temperature detecting means further includes an outside air temperature detecting means for detecting an outside air temperature, and said joining delay means includes a detecting means. An idling stop control device for increasing the degree of the reduction with an increase in the outside air temperature. 8. An idling stop function for selectively stopping and restarting the operation of the internal combustion engine in accordance with a running state, and while the operation of the internal combustion engine is stopped, an auxiliary machine is driven by an electric motor. A vehicle in which the auxiliary machine is driven by the internal combustion engine, a coupling mechanism that releasably couples an output shaft of the internal combustion engine and an output shaft of the electric motor, and an output of the internal combustion engine. A power transmission belt mounted on a shaft, an input shaft of the auxiliary machine, and an output shaft of the electric motor; and a power transmission belt state determination unit that determines an energy absorption state that is a state of absorbing kinetic energy of the power transmission belt; When the restart condition of the internal combustion engine is satisfied, the rotational speed of the electric motor is reduced, and the joining is performed based on the determined kinetic energy absorption state of the transmission belt. Determining the joining timing of the mechanism, executing the operation start processing of the internal combustion engine after joining the output shaft of the internal combustion engine and the output shaft of the electric motor via the joining mechanism at the determined timing. A vehicle provided with idling stop control means. 9. The vehicle according to claim 8, wherein the power transmission belt state determination means determines an absorption state of kinetic energy of the power transmission belt based on elasticity of the power transmission belt, and the idling stop control means performs the determination. A vehicle, wherein the joining timing is delayed in accordance with the reduced elasticity of the transmission belt. 10. The vehicle according to claim 8, wherein the power transmission belt state determination means determines an absorption state of kinetic energy of the power transmission belt based on a temperature of the power transmission belt, and the idling stop control means performs the determination. A vehicle, wherein the joining timing is delayed with a decrease in the temperature of the transmission belt. 11. The vehicle according to claim 10, further comprising: heat radiating means disposed on the windward side of the power transmission belt to radiate heat of a coolant that has cooled the internal combustion engine; Cooling water temperature detecting means for detecting a temperature, wherein the power transmission belt state determining means obtains the temperature of the power transmission belt based on the detected temperature of the cooling liquid, and performs the power transmission based on the obtained temperature of the power transmission belt. A vehicle for determining a kinetic energy absorption state of a belt. 12. The vehicle according to claim 10, further comprising an engine speed integrating means for integrating an engine speed from a start of operation of the internal combustion engine to a stop of operation of the internal combustion engine, A vehicle, wherein the determining means obtains the temperature of the power transmission belt based on the integrated engine speed, and determines the kinetic energy absorption state of the power transmission belt based on the obtained temperature of the power transmission belt. 13. The vehicle according to claim 10, further comprising: a motor speed integration means for integrating the motor speed of the motor after the operation of the internal combustion engine is stopped; The vehicle determines the temperature of the power transmission belt based on the integrated motor rotation speed, and determines the kinetic energy absorption state of the power transmission belt based on the obtained temperature of the power transmission belt. 14. A vehicle according to claim 12, further comprising an outside air temperature detecting means for detecting an outside air temperature, wherein said transmission belt state determining means determines said coolant temperature, said accumulated engine speed and said outside air temperature. In addition to at least one of the accumulated motor rotation speeds, the temperature of the transmission belt is determined based on the detected outside air temperature, and the kinetic energy absorption state of the transmission belt is determined based on the determined temperature of the transmission belt. A vehicle characterized by determining. 15. The method according to claim 8, wherein:
The vehicle according to claim 1, wherein the idling stop control means stops the operation of the internal combustion engine and releases the coupling mechanism when an operation stop condition of the internal combustion engine is satisfied. Vehicle. 16. An engine driven by the internal combustion engine during operation of the internal combustion engine, having an idling stop function for selectively stopping and restarting the operation of the internal combustion engine according to a running state, and stopping the operation of the internal combustion engine. Inside is a vehicle in which the auxiliary machine is driven by an electric motor via a transmission belt, wherein a coupling mechanism that releasably couples an output shaft of the internal combustion engine and an output shaft of the electric motor, When the engine restart condition is satisfied, the rotation speed of the electric motor is reduced, and the output shaft of the internal combustion engine and the output shaft of the electric motor are connected via the connection mechanism. Idling stop control means for executing an engine operation start process, and connecting the output shaft of the internal combustion engine and the output shaft of the electric motor by the connection mechanism in consideration of the temperature of the transmission belt. Vehicle and a engagement delay means for delaying. 17. The vehicle according to claim 16, further comprising: heat radiating means disposed on the windward side of the power transmission belt to radiate heat of a coolant that has cooled the internal combustion engine; A coolant temperature detecting means for detecting a temperature, wherein the joining delay means considers the temperature of the transmission belt based on the detected coolant temperature, and as the detected coolant temperature decreases, Wherein the degree of the delay is increased. 18. The vehicle according to claim 17, further comprising: engine speed integration means for integrating the engine speed of the internal combustion engine from the start of operation to the stop of operation of the internal combustion engine; The vehicle is characterized in that the means considers the temperature of the transmission belt based on the integrated engine speed, and reduces the degree of the delay with an increase in the integrated engine speed. 19. The vehicle according to claim 17, further comprising: motor rotation speed integration means for integrating the motor rotation speed of the electric motor after the operation of the internal combustion engine is stopped; A vehicle, wherein the degree of the delay is reduced with an increase in the integrated motor rotation speed in consideration of the temperature of the transmission belt based on the integrated motor rotation speed. 20. The vehicle according to claim 18, further comprising an outside air temperature detecting means for detecting an outside air temperature, wherein said joining delay means is configured to reduce said reduction in accordance with said detected outside air temperature. A vehicle whose degree is changed. 21. The vehicle according to claim 20, wherein the joining delay means increases the degree of the reduction with an increase in the detected outside air temperature. 22. The vehicle according to claim 16, wherein the idling stop control means controls the internal combustion engine when an operation stop condition of the internal combustion engine is satisfied. A vehicle that stops driving and releases the connection mechanism. 23. An idling stop function for selectively stopping and restarting the operation of the internal combustion engine in accordance with a running state, and idling in a vehicle in which an auxiliary machine is driven by an electric motor while the operation of the internal combustion engine is stopped. A stop control method, comprising: determining a kinetic energy absorption state, which is a kinetic energy absorption state by a transmission belt mounted on the internal combustion engine, the electric motor, and the accessory, and satisfying a condition for restarting operation of the internal combustion engine. It is determined whether or not has been performed, If it is determined that the operation restart condition is satisfied, the rotational speed of the electric motor is reduced, If it is determined that the operation restart condition is satisfied, The output shaft of the electric motor and the output shaft of the internal combustion engine are connected or releasably coupled based on the determined kinetic energy absorption state of the transmission belt. Determining the joining timing of the joining mechanism, and operating the internal combustion engine by joining the output shaft of the electric motor and the output shaft of the internal combustion engine via the joining mechanism at the determined joining timing. How to resume. 24. The idling stop control method according to claim 23, further comprising: detecting elasticity of the power transmission belt; determining a kinetic energy absorption state of the power transmission belt based on the detected elasticity of the power transmission belt; An idling stop control method, wherein the degree of the delay is increased as the elasticity of the transmission belt decreases. 25. The idling stop control method according to claim 23, further comprising: detecting a temperature of the power transmission belt; determining a kinetic energy absorption state of the power transmission belt based on the detected temperature of the power transmission belt; An idling stop control method, wherein the degree of the delay is increased as the temperature of the transmission belt decreases. 26. The idling stop control method according to claim 25, further comprising: detecting a coolant temperature of the internal combustion engine; determining a temperature of the transmission belt based on the detected coolant temperature; An idling stop control method, wherein the splicing timing is determined so as to be delayed with a decrease in temperature. 27. The idling stop control method according to claim 26, further comprising: integrating an engine speed of the internal combustion engine from a start of operation to a stop of operation of the internal combustion engine; An idling stop control method, wherein a temperature of the transmission belt is determined in consideration of the above, and the splicing timing is determined so as to proceed with an increase in the integrated engine speed. 28. The idling stop control method according to claim 26, further comprising: accumulating a motor speed of the electric motor after the operation of the internal combustion engine is stopped, further considering the integrated motor speed. An idling stop control method comprising: determining a temperature of a transmission belt; and determining the splicing timing so as to proceed with an increase in the integrated motor rotation speed. 29. The idling stop control method according to claim 27 or 28, further comprising detecting an outside air temperature, and performing the connection so that a degree of the advance is increased with an increase in the detected outside air temperature. Determining a combination timing.