JP2004324589A - Engine output control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine output control device which suppresses racing at engine starting, prevents passengers from having uncomfortable feeling by unnatural vehicle body behavior caused by racing, and materializes improvement in drivability of a vehicle. <P>SOLUTION: When an engine starts, a starter generator 11 is connected to a load resistance 23 side so as to increase generated current. By so doing, load torque with respect to the engine for driving the starter generator 11 is increased to suppress racing of the engine. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine output control device, and more particularly, to an engine output control device that suppresses engine blow-up at startup.
[0002]
[Related background art]
For example, there is known a vehicle with an idle stop function that automatically stops an engine temporarily for the purpose of saving fuel consumption and reducing emissions while the vehicle is stopped due to a signal waiting or traffic congestion (for example, see Patent Document 1).
In the vehicle with an idle stop function described in Patent Document 1, the engine is stopped when engine shift conditions such as a D range, a brake operation, and a vehicle speed of 0 km / h are satisfied, and then the brake operation is released. When the engine start condition is satisfied, the engine is started by the starter to prepare for starting.
[0003]
In addition, in the vehicle with the idle stop function, the solenoid valve of the brake circuit is closed during idle stop to maintain the braking force in order to prevent the vehicle from moving backward on a slope or starting immediately after the engine is started. When the conditions such as the engine rotation speed reaching a predetermined value are established, the braking force is released by opening the solenoid valve to start the vehicle.
[0004]
[Patent Document 1]
JP-A-2002-200970
[Problems to be solved by the invention]
By the way, the intake negative pressure while the engine is stopped has recovered to the atmospheric pressure, and after starting, it develops to the intake negative pressure according to the operating state.In the process, the intake negative pressure exists in the intake passage while the engine is stopped. A large amount of fresh air is introduced into the combustion chamber before the intake negative pressure develops, causing a phenomenon that the engine blows up.
[0006]
As described above, the engine is started in the D range. However, in the idle stop vehicle of Patent Document 1, no creep phenomenon at the time of the start is assumed, so that the creep phenomenon of the automatic transmission occurs rapidly due to the blow-up. After that, there is a problem that the vehicle calms down to the value corresponding to the idle, which results in unnatural behavior of the vehicle body and gives the occupant a feeling of discomfort. This phenomenon is not limited to the problem of the automatic transmission alone, and is similar in that, even in the case of a manual transmission, if the engine blows up at the time of starting, an unnatural behavior of the vehicle body is induced upon starting immediately thereafter.
[0007]
SUMMARY OF THE INVENTION It is an object of the present invention to suppress blow-up at the time of engine start, to avoid a situation in which an occupant is uncomfortable due to unnatural body behavior caused by blow-up, and to improve drivability of the vehicle. It is an object of the present invention to provide an engine output control device capable of performing the following.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, a first aspect of the present invention is to stop and restart an engine when a predetermined stop condition is satisfied and restart the stopped engine when a predetermined restart condition is satisfied. Means, an engine output absorbing means connected to the output shaft of the engine and capable of absorbing the engine output, and control means for controlling the absorption of the engine output by the engine output absorbing means. When the engine is restarted by the restart means, a part of the engine output is absorbed.
[0009]
Therefore, the engine is stopped by the engine stop / restart means when the stop condition is satisfied, and the engine is restarted when the restart condition is satisfied. At this restart, the engine output absorbing means controlled by the control means is provided. A part of the engine output is absorbed. As a result, blow-up at the time of starting the engine is suppressed, and unnatural behavior of the vehicle body due to the blow-up is prevented.
[0010]
According to a second aspect of the present invention, in the first aspect, the control means has an engine speed detecting means for detecting the engine speed, and the control means responds to the engine speed detected by the engine speed detecting means after the engine is restarted. It controls the absorption of the engine output by the engine output absorbing means.
Therefore, since the engine speed is correlated with the engine speed, the engine speed is controlled in accordance with the engine speed to reliably suppress the engine speed at startup.
[0011]
According to a third aspect of the present invention, in the second aspect, the control means absorbs the engine output by the engine output absorption means after the engine rotation speed detected by the engine rotation speed detection means increases to a predetermined rotation speed after the engine is restarted. It is to let.
Therefore, the absorption of the engine output is started after the engine rotation speed has increased to the predetermined rotation speed. Therefore, by appropriately setting the predetermined rotation speed, the absorption of the engine output can be started at an appropriate timing. For example, the predetermined rotation speed is preferably set to a value higher than the complete explosion rotation speed of the engine and lower than the target idle rotation speed. In this case, the engine stall when the start of the absorption of the engine output is too early is desired. After the prevention, the absorption of the engine output is started immediately before the engine rotation speed reaches the target idle rotation speed, so that the blow-up at the start is reliably suppressed.
[0012]
According to a fourth aspect of the present invention, in the second or third aspect, the control means increases the absorption of the engine output by the engine output absorption means when the engine rotation speed detected by the engine rotation speed detection means is high. is there.
Therefore, when the engine speed is increased due to a blow-up at the start, the absorption of the engine output is correspondingly increased, and the blow-up at the start is reliably suppressed.
[0013]
According to a fifth aspect of the present invention, in the first to fourth aspects, the control means has an accelerator state detecting means for detecting an accelerator stepping state by the driver, and the accelerator state detecting means detects the fully closed state of the accelerator when the engine is restarted. Only when this is done, the engine output is absorbed by the engine output absorbing means.
Therefore, when the accelerator is depressed by the driver, the engine output is not absorbed by the engine output absorbing means, so that the start is prevented from becoming slow due to the absorption of the engine output.
[0014]
According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the engine output absorbing means is constituted by a generator connected to an output shaft of the engine and capable of generating power by an output from the engine.
Accordingly, since the engine output absorbing means is configured using the existing generator, an increase in vehicle weight and a rise in manufacturing cost when a new engine output absorbing means is provided are prevented beforehand.
[0015]
According to a seventh aspect of the present invention, in the sixth aspect, the generator has a first circuit connected to the battery and a second circuit connected to the variable resistor, and the engine output is absorbed by the engine output absorbing means. Sometimes it is connected to the second circuit, and when the engine output is not absorbed, it is connected to the first circuit.
Therefore, the generator generates power as usual when connected to the battery via the first circuit, and drives the generator to increase the generated current when connected to the variable resistor via the second circuit. The load torque on the engine increases, and the engine output can be absorbed. By simply switching the connection state of the generator by the first and second circuits in this way, the generator functions as engine output absorbing means.
[0016]
The invention of claim 8 is the invention according to claim 1, wherein the throttle control means for controlling the throttle opening of the engine and learning and correcting the throttle opening, and the throttle control when the engine output is absorbed by the engine output absorbing means. Learning correction inhibiting means for inhibiting learning correction of the throttle opening by the means.
Therefore, when the engine output is absorbed, the learning correction prohibiting means prohibits the learning control of the throttle opening of the throttle control means. If the throttle opening learning correction is executed while the engine output is being absorbed, the learned value of the throttle opening will be erroneously learned toward the open side by the amount equivalent to the engine output absorption, but such a problem is prevented beforehand. Is done.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
[First Embodiment]
Hereinafter, a first embodiment of an engine output control device embodying the present invention will be described.
1, the engine 1 is configured as an in-line four-cylinder gasoline engine of an intake pipe injection type. A fuel injection valve 3 is provided for each cylinder in an intake passage 2 of the engine 1, and each fuel injection valve 3 is supplied with fuel from a fuel pump (not shown). Intake air is introduced into the intake passage 2 from an air cleaner (not shown), and the introduced intake air is mixed with the fuel injected from the fuel injection valve 3 after the flow rate is adjusted by a throttle valve 4 driven to open and close by a motor 4a. Is introduced into the combustion chamber 5 as an air-fuel mixture with the opening of the intake valve. Thereafter, the air-fuel mixture is ignited by the ignition plug 6 at a predetermined timing, and the exhaust gas after combustion is discharged from the combustion chamber 5 into the exhaust passage 7, and then discharged outside through a catalyst and a muffler (not shown).
[0018]
A starter generator 11 (engine output absorbing means, generator) is provided on one side of the engine 1, and a pulley 12 of the starter generator 11, together with a water pump pulley 13 and an idler pulley 14, is connected to a crank pulley 15 of the engine 1. Are connected by a belt 16. The starter generator 11 functions not only as an alternator for power generation but also as a starter motor for starting the engine.
[0019]
That is, while the starter generator 11 is connected to a battery 17 mounted on the vehicle, the starter generator 11 is also connected to electric loads (not shown) such as lights of the vehicle and an air conditioner. , Is driven to rotate together with the water pump pulley 13 to generate electric power for charging the battery 17 and for power consumption by an electric load, while driving the crank pulley 15 via the belt 16 when starting the engine. Engine 1 is cranked.
[0020]
FIG. 2 is a circuit diagram showing an electrical connection state of the starter generator 11. The starter generator 11 is connected to the battery 17 via the first solenoid 21 (first circuit), while being connected via the second solenoid 22. It is connected to a variable load resistor 23 (variable resistor) (second circuit). When the first solenoid 21 is excited, the first and second solenoids 21 and 22 are alternately excited. When the first solenoid 21 is excited, the starter generator 11 is connected to the battery 17 so that the battery 17 is charged and discharged as usual and the starter generator 11 generates power. Is performed. Further, when the second solenoid 22 is excited, the starter generator 11 is connected to the load resistor 23 side, and all the power generated by the starter generator 11 is consumed by the load resistor 23. As a result, the generated current of starter generator 11 increases, and accordingly, the load torque on engine 1 driving starter generator 11 increases.
[0021]
Although not shown, the engine 1 configured as described above is mounted on a vehicle in connection with an automatic transmission having a torque converter. When the vehicle is running, the engine 1 shifts according to the vehicle speed and the throttle opening of the engine 1. The stages are automatically switched.
On the other hand, an ECU 31 provided with an input / output device (not shown), storage devices (ROM, RAM, BURAM, etc.) for storing control programs, control maps, and the like, a central processing unit (CPU), a timer counter, etc. (Engine control unit) is installed. The input side of the ECU 31 includes a brake sensor 32 for detecting a driver's braking operation, a vehicle speed sensor 33 for detecting a vehicle speed V, and a shift position of an automatic transmission (not a gear position switched by automatic gear shifting, but a gear position selected by the driver. Shift position sensor 34 for detecting the position of the shifted shift lever), an accelerator sensor 35 (accelerator state detecting means) for detecting the accelerator operation amount Acc by the driver, and a rotational speed sensor 36 (engine speed) for detecting the rotational speed Ne of the engine 1. Speed detection means), and other various switches and sensors. Also, on the output side of the ECU 31, a motor 4a for opening and closing the fuel injection valve 3, the throttle valve 4, the ignition plug 6, the starter generator 11, the first and second solenoids 21, 22, the load resistor 23, and other devices Kind is connected.
[0022]
The ECU 31 executes various controls for operating the engine 1, including fuel injection control and ignition timing control, based on the above-described respective detection information.
Further, the ECU 31 executes an idle stop control for automatically stopping the engine 1 temporarily for the purpose of saving fuel consumption and reducing emission while the vehicle is stopped due to signal waiting, traffic congestion, and the like (engine stop and restart). Means) When the engine is started, the generated current of the starter generator 11 is increased to suppress the blow-up of the engine 1 (control means). Details of the control will be described below.
[0023]
The execution and cancellation of the idle stop control can be arbitrarily selected by the driver using a mode selection switch (not shown). When the execution of the idle stop control is selected by the mode selection switch and the ignition key of the vehicle is turned on, the ECU 31 As a result, idle stop control is executed based on predetermined engine stop conditions and engine start conditions.
[0024]
As the engine stop conditions, the brake operation is detected by the brake sensor 32, the vehicle speed V detected by the vehicle speed sensor 33 is 0 km / h, and the shift position detected by the shift position sensor 34 is D ( The ECU 31 determines that the engine stop condition has been satisfied, and stops the fuel injection control when these conditions are satisfied. The engine 1 is stopped.
[0025]
Further, as the engine start conditions, it is set that the release of the brake operation is detected by the brake sensor 32 and the shift position detected by the shift position sensor 34 is D, and these conditions are satisfied. At this time, the ECU 31 determines that the engine start condition is satisfied, restarts the fuel injection control, and starts and starts the engine 1 by the starter generator 11.
[0026]
On the other hand, when the engine 1 is stopped based on the engine stop condition in the idle stop control, the ECU 31 executes a suppression mode setting routine shown in FIG. 3 at a predetermined control interval. First, in step S2, it is determined whether or not the engine start condition is satisfied. If the determination is NO (No), the process proceeds to step S4, where the default value TMR1 is input to the suppression timer TMR, and then the routine is temporarily terminated. Note that the default value TMR1 is set to a time slightly longer than the continuation time of the blow-up which is predicted to occur at the time of starting the engine.
[0027]
If the determination in step S2 is YES (affirmative), the ECU 31 proceeds to step S6 to determine whether or not a blowup suppression request has been set. The blow-up suppression request is a flag that is set at the same time when the engine is stopped in the idle stop control, and is set when the engine start condition is satisfied. Therefore, the ECU 31 determines YES in step S6 and proceeds to step S6. Move to S8.
[0028]
In step S8, it is determined whether or not the engine rotation speed Ne exceeds the suppression start rotation speed Ne0. The suppression start rotation speed Ne0 is a rotation speed at which the start of the blow-up suppression is started. If the start of the suppression of the blow-up is too early, the engine 1 is stalled by the load torque. Therefore, in the present embodiment, the suppression start rotation speed Ne0 is set to a rotation speed (for example, 400 rpm) higher than the complete explosion rotation speed of the engine 1 and slightly lower than the target idle rotation speed tgtID. Note that the suppression start rotation speed Ne0 is not limited to this, and may be set to, for example, a value equal to the target idle rotation speed tgtID.
[0029]
If the engine start conditions have not yet been satisfied, or even if the start conditions have been satisfied, the engine rotation speed Ne does not reach the suppression start rotation speed Ne0 at the beginning of engine start, so a NO determination is made in step S8. Then, the process proceeds to step S4. When the engine rotation speed Ne exceeds the suppression start rotation speed Ne0 due to the start of the engine and the determination in step S8 becomes YES, the ECU 31 proceeds to step S10 to determine whether or not the suppression timer TMR is zero.
[0030]
When the determination in step S10 is NO, the process shifts to step S12 to determine whether or not the accelerator operation amount Acc detected by the accelerator sensor 35 is zero. If the determination is YES, the suppression timer TMR is decremented in step S14, and the routine ends after setting the blow-up suppression mode in step S15.
When the suppression timer TMR is decremented to 0 and the determination in step S10 is YES, or when the determination in step S12 is NO due to the driver's accelerator operation, the process proceeds to step S16 to request the blow-up suppression. Is reset, and the routine is terminated after resetting the blow-up suppression mode in the subsequent step S18.
[0031]
With the above processing, the blow-up suppression mode is set from when the engine start condition is satisfied and the engine rotation speed Ne exceeds the suppression start rotation speed Ne0 to when the default value TMR1 has elapsed. Reset when an operation is performed.
On the other hand, the ECU 31 executes a blow-up suppression routine shown in FIG. 4 at a predetermined control interval in parallel with the above-described suppression mode setting routine, and first determines in step S22 whether the blow-up suppression mode is set. When the determination is NO, the routine is ended after the first solenoid 21 is excited in step S24 and the second solenoid 22 is demagnetized in step S26. Therefore, the starter generator 11 is connected to the battery 17 side, and power generation is performed as usual.
[0032]
If the determination in step S22 is YES, the first solenoid 21 is demagnetized in step S28, the second solenoid 22 is excited in step S30, and the load resistance 23 is determined based on the engine speed Ne in step S32. Control the resistance value. The control of the resistance value is performed based on the map shown in FIG. 5, and the resistance value at the target idle rotation speed tgtID is set to 0, and the resistance value is set to increase in proportion to the engine rotation speed Ne. Note that the map characteristic for setting the resistance value is not limited to this. For example, the resistance value may be increased exponentially with respect to the engine rotation speed Ne, or may be constant in a region equal to or higher than the target idle rotation speed tgtID. May be set.
[0033]
With this processing, the starter generator 11 is connected to the load resistor 23 side, and the load torque on the engine 1 that drives the starter generator 11 increases due to an increase in the generated current. As the engine rotation speed Ne exceeds the target idle rotation speed tgtID, the resistance value of the load resistor 23 increases, and the generated current of the starter generator 11 and thus the load torque on the engine 1 increase. The load torque is adjusted so as to be suppressed to the vicinity of the idling rotational speed tgtID, and the output of the engine 1 is absorbed, thereby suppressing the engine 1 from rising.
[0034]
On the other hand, the blow-up suppression mode is reset in step S18 after the elapse of the default value TMR1 in which there is no fear of the blow-up. At this time, the blow-up suppression request is also reset in step S16. Then, the determination of NO is made and the process proceeds to the step S4 side, and the blow-up suppression mode is not set again in the step S15.
[0035]
Further, even before the lapse of the default value TMR1, if the determination in step S12 becomes NO due to the accelerator operation by the driver, the blow-up suppression mode is reset. In other words, since the driver in this case desires a quicker start than the creep phenomenon, it is not necessary to suppress the engine 1 from rising up originally, and if the load torque on the engine 1 is increased by suppressing the engine rising, On the contrary, this causes a disadvantage that the start of the vehicle is slow, and this process can realize a quick start as intended by the driver.
[0036]
Note that when the engine stop condition is satisfied again in the subsequent vehicle running, the blow-up suppression request is set again with the stop of the engine. Therefore, naturally, when the engine is started, the blow-up suppression of the engine 1 is performed in the same manner as described above. Is carried out.
As described above, in the engine output control device according to the present embodiment, the load torque on the engine 1 is increased by increasing the generated current of the starter generator 11 at the time of starting the engine, thereby suppressing the blow-up at the time of starting the engine. ing. FIG. 6 is a time chart showing the state of suppression of the engine 1 from rising. As shown by a solid line, the engine rotation speed Ne is reduced to the target idle rotation speed immediately after the engine start, as indicated by the solid line. It can be seen that even if the speed slightly exceeds tgtID (in this case, 600 rpm), the speed quickly converges to the vicinity of the target idle speed tgtID. On the other hand, when the suppression of the upward running is not performed, as shown by the broken line, the engine rotation speed Ne greatly increases immediately after the start, and the convergence to the target idle rotation speed tgtID is also delayed.
[0037]
Since the shift position is D when the engine is started from the idle stop, the driving force of the engine 1 is transmitted to the driving wheels via the torque converter of the automatic transmission. By suppressing the rise, a creep phenomenon occurs very naturally from the beginning of the start, and the vehicle can be started smoothly. As a result, it is possible to prevent a situation in which an uncomfortable feeling is given to the occupant due to unnatural behavior of the vehicle body caused by the blow-up, thereby improving drivability of the vehicle.
[0038]
Further, since the suppression of the blow-up is started based on the suppression start rotation speed Ne0, the engine rotation speed Ne reaches the target idle rotation speed tgtID after preventing the engine stall when the start of the suppression of the blow-up is too early. The suppression of the blow-up is started earlier, so that the blow-up at the time of starting can be surely suppressed.
Further, since the resistance value of the load resistor 23, that is, the load torque to the engine 1, is adjusted in accordance with the engine speed Ne, when the engine speed Ne rises due to a rise at the start of the engine, the load torque is accordingly adjusted. Is increased, and the engine rotation speed Ne is quickly suppressed to the vicinity of the target idle rotation speed tgtID, and this factor also contributes to the reliable suppression of the rising at the start. Further, as a result, the load torque smoothly increases and decreases in accordance with the engine rotation speed Ne, so that the engine rotation speed Ne before and after the suppression of the blow-up can be smoothly continued.
[0039]
On the other hand, when the driver performs the accelerator operation, the suppression of the blow-up is stopped, so that a situation in which the engine output is limited by the load torque by the starter generator 11 is prevented, and a quick start as intended by the driver is realized. can do.
In addition, since the existing starter generator 11 is used for suppressing the blow-up at the time of starting the engine, an increase in the vehicle weight and a rise in the manufacturing cost are prevented as compared with a case where a dedicated device is provided as the engine output absorbing means. Another advantage is that it can be prevented.
[Second embodiment]
Next, a second embodiment in which the present invention is embodied in another engine output control device will be described. It should be noted that the engine output control device of this embodiment is different from that of the first embodiment in that learning correction of the throttle opening is prohibited when the engine 1 is suppressed from rising, and other configurations are the same. It is. Therefore, the description of the common configuration will be omitted, and the differences will be mainly described.
[0040]
The ECU 31 executes a blow-up suppression routine shown in FIG. 7 at a predetermined control interval. First, as in the first embodiment, if the determination of NO is made by resetting the blow-up suppression mode in step S22, the first solenoid 21 is excited in step S24, and after the second solenoid 22 is demagnetized in step S26, In step S42, learning correction of the throttle opening is permitted.
[0041]
If the determination in step S22 is YES due to the setting of the blow-up suppression mode, the first solenoid 21 is demagnetized in step S28, the second solenoid 22 is excited in step S30, and the resistance of the load resistor 23 is further increased in step S32. After controlling the value, learning correction of the throttle opening is prohibited in step S44. That is, the learning correction of the throttle opening is prohibited when the blow-up suppression is performed based on the setting of the blow-up suppression mode (learning correction prohibiting means).
[0042]
In the case where the engine 1 starts idling immediately after the engine is started without starting the vehicle, in the throttle control, the throttle opening is controlled based on the target idle speed tgtID obtained from the water temperature, the shift position of the automatic transmission, and the like. At the same time, learning correction of the throttle opening is normally performed (throttle control means). When the learning correction of the throttle opening is executed during the execution of the blow-up suppression, the learning value of the throttle opening is erroneously learned to the open side by an amount corresponding to the load torque applied from the starter generator 11 to the engine 1, and the A phenomenon occurs in which the engine 1 blows up after the suppression is stopped. However, such a problem can be prevented beforehand by prohibiting the learning correction during the suppression of the rising as described above.
[0043]
Therefore, as compared with the first embodiment, it is possible to suppress the engine 1 from rising due to erroneous learning of the throttle opening, so that the occupant's discomfort can be more reliably prevented.
Further, since the learning correction of the throttle opening is prohibited based on the setting of the blow-up suppression mode, the learning correction of the throttle opening is permitted at the same time, for example, when the suppression of the blowing-up is interrupted by the driver's accelerator operation. The learning correction is restarted immediately. As a result, there is an advantage that the adverse effect that the learning correction of the throttle opening is limited by the suppression of the blow-up can be minimized.
[0044]
As described above, in the present embodiment, the learning correction of the throttle opening is prohibited based on the setting of the blow-up suppression mode. However, for example, a time slightly longer than the default value TMR1 equivalent to continuing the blow-up suppression is expected. Alternatively, the learning correction of the throttle opening may be prohibited.
The embodiment has been described above, but aspects of the present invention are not limited to this embodiment. For example, in each of the above embodiments, the engine output control device for an idle stop vehicle in which the automatic transmission is combined with the intake pipe injection type gasoline engine 1 is embodied, but the types of the engine 1 and the transmission are limited to the above embodiments. Instead, for example, the cylinder arrangement of the engine 1 may be changed, the engine may be configured as a direct injection engine, or a manual transmission may be used instead of the automatic transmission.
[0045]
Further, in each of the above embodiments, the engine stop condition is set such that the brake operation, the vehicle speed is 0 km / h, and the shift position is a travelable position such as D or N, and the engine start conditions are stop of the brake operation, Although the shift position is set to a position such as D where the vehicle can travel, the stop condition and the start condition are not limited to these. For example, as the engine stop condition, the accelerator operation amount detected by the accelerator sensor 35 is set. It may be added that Acc is 0 (during idle operation).
[0046]
Further, in each of the above embodiments, the resistance value of the load resistor 23 is adjusted according to the engine rotation speed Ne. However, the load resistor 23 does not necessarily need to be configured as a variable type, and instead, a fixed resistor having a predetermined resistance value may be used. May be applied.
On the other hand, in each of the above-described embodiments, the load torque is applied to the engine 1 by using the starter generator 11 having both functions as an alternator and a starter motor, but the engine 1 is provided with a normal alternator instead of the starter generator 11. A load torque may be applied to the engine 1 by increasing the generated current of the alternator, or a dedicated device may be provided as engine output absorbing means.
[0047]
【The invention's effect】
As described above, according to the engine output control device of the first aspect of the present invention, it is possible to prevent a situation in which the occupant is uncomfortable due to the unnatural body behavior caused by the blast, by suppressing the blast during engine start. And drivability of the vehicle can be improved.
[0048]
According to the engine output control device of the second aspect of the present invention, in addition to the first aspect, the engine output absorption is controlled in accordance with the engine rotation speed which is correlated with the engine speed, thereby increasing the engine start-up speed. Can be more reliably suppressed.
According to the engine output control device of the third aspect of the present invention, in addition to the second aspect, by starting absorption of the engine output at an appropriate timing based on the predetermined rotational speed, the blow-up at the time of starting is more reliably suppressed. can do.
[0049]
According to the engine output control device of the fourth aspect of the present invention, in addition to the second or third aspect, by increasing the absorption of the engine output in accordance with the increase in the engine rotation speed, the blow-up at the start can be more reliably performed. Can be suppressed.
According to the engine output control device of the fifth aspect, in addition to the first to fourth aspects, the absorption of the engine output is stopped when the accelerator pedal is depressed, so that the quick start as intended by the driver is achieved. Can be realized.
[0050]
According to the engine output control device according to the sixth and seventh aspects of the present invention, in addition to the first to fifth aspects, by using an existing generator as the engine output absorbing means, an increase in vehicle weight and a rise in manufacturing cost can be reduced. It can be prevented before it happens.
According to the engine output control device of the eighth aspect, in addition to the first aspect, the learning correction of the throttle opening is inhibited while the engine output is being absorbed, thereby preventing erroneous learning of the throttle opening. be able to.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram showing an engine output control device of an embodiment.
FIG. 2 is a circuit diagram showing an electrical connection state of a starter generator.
FIG. 3 is a flowchart illustrating a suppression mode setting routine executed by an ECU.
FIG. 4 is a flowchart illustrating a blow-up suppression routine executed by an ECU according to the first embodiment.
FIG. 5 is an explanatory diagram showing a map for setting a resistance value of a load resistor.
FIG. 6 is a time chart showing an engine blow-up suppression state.
FIG. 7 is a flowchart illustrating a blow-up suppression routine executed by an ECU according to a second embodiment.
[Explanation of symbols]
1 engine 11 starter generator (engine output absorbing means, generator)
21 1st solenoid (1st circuit)
22 Second solenoid (second circuit)
23 Load resistance (variable resistance)
31 ECU (engine stop / restart means, control means, throttle control means, learning correction prohibition means)
35 Accelerator sensor (accelerator state detection means)
36 Rotation speed sensor (rotation speed detection means)

Claims (8)

Engine stop and restart means for stopping the engine when a predetermined stop condition is satisfied, and restarting the stopped engine when the predetermined restart condition is satisfied;
An engine output absorbing means connected to an output shaft of the engine and capable of absorbing the engine output;
Control means for controlling the absorption of the engine output by the engine output absorption means,
The engine output control device, wherein the engine output absorbing means absorbs a part of the engine output when the engine is restarted by the engine stop / restart means. The control means includes an engine rotation speed detecting means for detecting an engine rotation speed, and the engine output absorbing means detects the engine rotation speed according to the engine rotation speed detected by the engine rotation speed detecting means after the engine is restarted. 2. The engine output control device according to claim 1, wherein the output power is controlled. The control means causes the engine output absorption means to absorb the engine output after the engine rotation speed detected by the engine rotation speed detection means has increased to a predetermined rotation speed after the restart of the engine. The engine output control device according to claim 2. 4. The control unit according to claim 2, wherein when the engine rotation speed detected by the engine rotation speed detection unit is high, the control unit increases absorption of the engine output by the engine output absorption unit. Engine output control device. The control means has an accelerator state detecting means for detecting an accelerator depressed state by a driver, and the engine output absorbing means only when the accelerator state detecting means detects a fully closed state of the accelerator when the engine is restarted. The engine output control device according to any one of claims 1 to 4, wherein the engine output is absorbed by: The engine output control according to any one of claims 1 to 5, wherein the engine output absorbing means is configured by a generator connected to an output shaft of the engine and capable of generating power by an output from the engine. apparatus. The generator has a first circuit connected to a battery and a second circuit connected to a variable resistor, and is connected to the second circuit when the engine output is absorbed by the engine output absorbing means. 7. The engine output control device according to claim 6, wherein the device is connected to the first circuit when the engine output is not absorbed. Throttle control means for controlling the throttle opening of the engine and learning and correcting the throttle opening;
2. The engine output according to claim 1, further comprising learning correction inhibiting means for inhibiting learning correction of the throttle opening by the throttle control means when the engine output is absorbed by the engine output absorbing means. Control device.

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