JP2006138283A - Automatic stop control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic stop control device for an internal combustion engine for getting an optimum automatic stop opportunity while securing sufficient electric power for operating a staring device upon restart with a travel history. <P>SOLUTION: The automatic stop control device comprises a means (Step S109) for detecting the existence or not of the travel history of a vehicle after starting the internal combustion engine mounted on the vehicle and deleting the existence of the travel history to eliminate the travel history when such a non-establishment period is kept for a predetermined period that at least one of predetermined stopping conditions of stopping the internal combustion engine is not established, and a means (Step S110) for automatically stopping the internal combustion engine when all of the stopping conditions are established and the existence of the travel history is detected. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an automatic stop control device for an internal combustion engine, and more particularly to an automatic stop control device for an internal combustion engine for automatically stopping the internal combustion engine when the operation state of the internal combustion engine is a predetermined operation state when the vehicle is stopped.

  Conventionally, in order to improve fuel efficiency, when the vehicle stops traveling at an intersection or the like, the internal combustion engine mounted on the vehicle is automatically stopped, and when the predetermined automatic start condition is satisfied after the automatic stop, the internal combustion engine is 2. Description of the Related Art There is known an automatic stop control device having an automatic stop start function for controlling to start automatically.

  The automatic stop condition of the automatic stop control device mounted on the vehicle is considered to be safe so as not to be unable to start when starting after the automatic stop. For example, after the internal combustion engine of the vehicle is started by the ignition key There is a condition that automatic stop is not permitted if there is no travel history that the vehicle has traveled even once.

  Note that the condition of the travel history is that the operation of the internal combustion engine is not automatically stopped in a situation where the state of charge of a power storage device such as a battery is not good, and the internal combustion engine does not become unable to restart. This is the condition provided.

  Further, a normal automobile is equipped with a generator to charge the power storage device and supply power to an electrical load. As such a generator, a generator that operates by utilizing a part of the power output from the internal combustion engine is generally used.

  The maximum amount of power that can be generated by the generator as described above changes in accordance with the magnitude of power output from the internal combustion engine. In general, the power of the internal combustion engine is higher when the engine speed is higher and the engine load is higher, such as when the vehicle is running, than during idle operation (low rotation, low torque) when the vehicle is stopped. growing.

  As a result, it can be said that the maximum amount of power that can be generated by the generator is larger when the vehicle is traveling than when the vehicle is stopped.

  That is, the condition of the travel history is that the internal combustion engine is allowed to automatically stop after the vehicle travels when the state of charge of the power storage device is not good or the electrical load is large, and the performance of the power storage device This is to prevent power loss and ensure sufficient power to operate the starter during restart.

  An automatic stop control device for an internal combustion engine has been proposed for preventing the internal combustion engine from being unable to be restarted while ensuring more opportunities for automatic stop of the internal combustion engine and improving fuel efficiency and reducing emissions. (For example, refer to Patent Document 1).

  In this conventional apparatus, the vehicle travel history is detected, and when the predetermined stop condition is not established, the travel history is absent and the previous travel history is present. On the other hand, when the predetermined stop condition is established, the travel history is present or the previous travel is performed. When there is a history, the internal combustion engine is automatically stopped and automatically started when a predetermined start condition is satisfied, and the travel history is deleted when the vehicle speed is detected after the automatic start.

  In other words, if there is a previous travel history, even if the predetermined automatic stop condition is changed from the non-established state to the established state while the vehicle is stopped, the automatic stop opportunity is immediately obtained and the frequency of the automatic stop opportunity is increased. If the vehicle speed is detected after starting, the information with the previous driving history is erased to avoid unnecessary automatic stop to secure power.

JP 2004-19448 A

  However, in the conventional apparatus described in Patent Document 1 described above, when the vehicle has detected a travel history even before stopping, the automatic operation is performed regardless of the driving situation until the automatic stop condition after the travel history is detected. When the stop condition is satisfied, it stops automatically.

  That is, for example, in a method of determining that there is a travel history when the vehicle speed becomes equal to or higher than a predetermined value, it is determined that there is a travel history even when the vehicle is driven for a short time only for movement. After that, for example, when the engine is idle for a long time, such as when it is idle for warming up or for cooling, it automatically stops because there is a running history when the automatic stop condition is satisfied. End up.

  In this case, as described above, in idle operation, the amount of power generation is smaller than that during travel, so the power generation amount is small and the vehicle is operated for a long time. However, there is a problem that sufficient power to operate the starting device at the time of restarting cannot be secured and the startability at the time of automatic starting may be deteriorated.

  On the other hand, considering the case where the vehicle travels for a short period of time immediately after starting, the amount of power generated by traveling is consumed because power is consumed in using the starter at the time of starting even though there is a traveling history due to traveling. Since securing may be insufficient, there is a problem that startability at the time of automatic start may be deteriorated as described above.

  Furthermore, if the startability at the time of automatic start is deteriorated, the amount of fuel consumed for start-up increases, and as a result, there is a possibility that the emission deterioration due to automatic stop and the fuel efficiency improvement effect may be deteriorated.

  In addition, when left unattended for a long time, the driver is not necessarily in the driver's seat, and there are cases in which he / she tries to get on immediately before starting. For example, if one of the automatic stop conditions is the condition that the brake is ON, when the driver tries to start after getting into the vehicle and stepping on the brake for safety, it is against the driver's intention. Once the internal combustion engine stopped automatically, there was a problem that the driver felt uncomfortable or surprised.

  The present invention has been made to solve such a problem. An internal combustion engine for securing an electric power sufficient to operate a starter at the time of restart based on a travel history and obtaining an optimal automatic stop opportunity is provided. The purpose is to obtain an automatic stop control device.

  The present invention relates to a history presence / absence determining means for determining the presence / absence of a travel history of a vehicle after starting an internal combustion engine mounted on the vehicle, and a stop condition storing one or more predetermined stop conditions for stopping the internal combustion engine. When there is a non-establishment period in which at least one stop condition among the predetermined stop conditions is not satisfied for a predetermined period of time, the presence / absence of the travel history determined by the history presence / absence determination means is determined as no travel history. And a history management means that automatically stops the internal combustion engine when all of the stop conditions are satisfied and the history presence / absence determination means determines that there is a travel history during operation of the internal combustion engine. An automatic stop control device for an internal combustion engine comprising stop control means.

  The present invention relates to a history presence / absence determining means for determining the presence / absence of a travel history of a vehicle after starting an internal combustion engine mounted on the vehicle, and a stop condition storing one or more predetermined stop conditions for stopping the internal combustion engine. When there is a non-establishment period in which at least one stop condition among the predetermined stop conditions is not satisfied for a predetermined period of time, the presence / absence of the travel history determined by the history presence / absence determination means is determined as no travel history. And a history management means that automatically stops the internal combustion engine when all of the stop conditions are satisfied and the history presence / absence determination means determines that there is a travel history during operation of the internal combustion engine. A non-established period in which at least one of the predetermined stop conditions is not satisfied because the automatic stop control device for an internal combustion engine includes a stop control means. If it has continued for a predetermined period, it is determined that sufficient power has not been secured to operate the starter and the automatic stop is not performed. Sufficient power can be secured and an optimal automatic stop opportunity can be obtained.

Embodiment 1 FIG.
1 is a schematic diagram showing the configuration of an internal combustion engine automatic stop control apparatus according to Embodiment 1 of the present invention. This embodiment will be described with reference to FIGS.

  As shown in FIG. 1, an automatic stop control device 50 for an internal combustion engine mounted on a vehicle includes an engine 1 constituting the internal combustion engine, and a general gear type starter 2 for starting the engine 1. A belt-type motor generator 3 (hereinafter referred to as MG3) that generates a rotational force to start the engine 1 provided separately from the starter 2, a belt 20 that transmits the rotational force of the MG3 to the engine 1, and an MG3 Controls the inverter 4 that can be controlled to operate as a starter motor and also as a generator if necessary, a battery 21 for storing electric power charged by the MG3, and the entire automatic stop operation ECU 5 (Electronic Control Unit: electronic control unit) is provided.

  Further, the inverter 4 and the ECU 5 are connected to the battery 21 so that the battery voltage can be detected by the inverter 4 and the ECU 5.

  Further, as shown in FIG. 1, the ECU 5 starts the internal combustion engine by operating a rotation speed sensor 12 for detecting the rotation speed of the internal combustion engine, a water temperature sensor 13 for detecting the cooling water temperature of the internal combustion engine, and a manual key operation. An ignition key switch 6 (hereinafter referred to as IG SW6) for stopping, a vehicle speed sensor 7 for detecting the vehicle speed, an accelerator sensor 8 for detecting the amount of depression of the accelerator, and a shift position of a transmission (not shown) Necessary for executing the shift position sensor 9 to be detected, the brake switch 10 (hereinafter referred to as the brake SW 10) that is turned on when a brake pedal (not shown) is depressed, and the automatic stop / start control of the engine 1. Various signals and other sensors 11 are connected to receive signals from them.

  The ECU 5 controls to start the engine 1 when the IG SW 6 is turned ON by the driver, and automatically stops the engine 1 when a predetermined stop condition is satisfied, and also satisfies a predetermined restart condition. Thus, automatic stop start control for restarting the engine 1 that has been automatically stopped can be performed. It is assumed that the predetermined stop condition is stored in advance in a storage device (not shown) of the ECU 5.

  When the IG SW 6 is operated from the OFF state to the ON state and further started, the ECU 5 generates an initial start command to the starter 2 to start the engine 1.

  When the engine automatic stop condition is satisfied during engine operation, the ECU 5 outputs an OFF signal to the injector 14 so as to cut the supply of fuel to the engine 1 to automatically stop the engine.

The automatic stop condition of the engine 1 is, for example,
(A) Accelerator OFF
(B) Shift position is drive range (c) Cooling water temperature ≥ Predetermined value (d) Vehicle speed is zero (e) Brake SW ON
The automatic stop is permitted when all of these are established and there is a travel history.

  Further, when a predetermined engine restart condition is satisfied while the engine 1 is automatically stopped, the ECU 5 generates a restart command and restarts the engine 1. The restart condition is, for example, that the brake SW10 is turned off.

  Here, when the engine 1 restarts from the automatic stop state, for example, the ECU 5 generates a start command for the inverter 4, and the inverter 4 generates a drive signal for the MG 3 to start the engine 1. .

  In addition, since the ECU 5 generates a start command to the inverter 4, in this embodiment, the ECU 5 and the inverter 4 are connected to each other via the communication line 22 and can communicate with each other. It is also possible to transmit the information inside.

  The operation of the internal combustion engine automatic stop control apparatus according to the present embodiment shown in FIG. 1 of the present invention will be described below with reference to the flowchart of FIG.

  The flowchart of FIG. 2 is an example of an automatic engine stop and automatic start control routine executed in the ECU 5, and is repeatedly processed at regular intervals.

  As shown in FIG. 2, when the automatic stop / start determination routine is executed, first, signals from various sensors 6 to 13 are processed in step S100.

  Next, in step S101, it is determined whether or not the shift position detected by the shift position sensor 9 is in the D range. If YES, the process proceeds to step S102, a shift condition satisfaction flag F1 for use in travel history determination control described later is set (the value of F1 is set to 1), and the process proceeds to step S104. If NO in step S101, the process proceeds to step S103, the flag F1 is cleared (the value of F1 is set to 0), and the process proceeds to step S104.

  Next, whether the signal detected by the brake SW10 is ON, that is, whether the brake is depressed (step S104), whether the signal detected by the accelerator sensor 8 is accelerator OFF, that is, from the accelerator Whether or not the vehicle user's foot is separated (step S105), whether or not the engine cooling water temperature detected by the water temperature sensor 13 is equal to or higher than a predetermined value (step S106), is processed according to the result of the determination in step 101 described above. It is determined whether or not the flag F1 is set, that is, whether or not the shift position is in the D range (step S107) and whether or not the vehicle is stopped based on the signal detected by the vehicle speed sensor 7 (step S108).

  If it is determined that all of these steps S104 to S108 are YES, the process proceeds to step S109 (history presence / absence determining means). If any of them is NO, the process skips to step S111.

  In step S109, it is determined whether or not there is a travel history, that is, whether or not it is determined that “travel history is present” in at least a travel history determination described later after the engine is started. In the case of YES, it is determined that the conditions for automatic stop of the vehicle are all satisfied in the determination from step S104 to step S108, and it is determined that “travel history exists”, and the process proceeds to step S110 to perform automatic engine stop processing (automatic Stop control means). In the case of NO, even if all of the vehicle automatic stop conditions are satisfied in the determinations from step S104 to step S108, since there is “no running history”, the automatic engine stop process is not performed and the process skips to step S111.

  Next, in step S111, it is determined whether or not the engine is automatically stopped. If the engine is automatically stopped, the process proceeds to step S112 to determine whether the engine is automatically started. In the case of NO, this routine is exited and the process is terminated.

  In step S112, it is determined whether or not the signal detected by the brake SW10 is OFF, that is, whether or not the brake is off. If YES, the engine automatic start process is performed in step S113, and the process proceeds to step S114. move on. In the case of NO, this routine is exited and the process is terminated.

  In step S114, the automatic start count C1 is counted. The automatic start count C1 is used for travel history determination described later.

  As described above, according to the automatic stop control device 50 according to the present embodiment, the engine 1 is automatically stopped when all the predetermined automatic stop conditions of the engine 1 are satisfied and “travel history exists”. When the predetermined automatic start condition is satisfied after the automatic stop, the automatic start is controlled.

  Next, the flowchart in FIG. 3 is an example of a travel history determination routine executed in the ECU 5 as step S109 described above, and is repeatedly processed at regular intervals as in the case of FIG.

  When the process of FIG. 3 is executed, in step S200, it is determined whether or not the vehicle is stopped based on a signal detected by the vehicle speed sensor 7 (stop state detecting means). If YES, the process proceeds to step S201. If NO, the process proceeds to step S204.

  Whether or not the vehicle is stopped may be determined based on whether or not the vehicle speed is 0 based on a signal detected by the vehicle speed sensor 7. However, when the vehicle speed is extremely low, the driving state is when the vehicle speed is 0. The current vehicle speed may be compared with a predetermined determination value set in advance, and a method may be adopted in which it is determined that the vehicle is stopped if the vehicle speed is lower than the determination value.

  In step S201, it is determined whether or not the shift condition flag F1 is 0 in the automatic stop start determination routine described above, that is, whether or not the shift condition is not established among the automatic stop conditions. In the case of YES, it progresses to step S202 (measurement means). If no, the process proceeds to step S204.

  In step S202, when the vehicle is stopped, a period in which the shift condition, which is one of the stop conditions, is not satisfied is measured, and it is determined whether or not the period has elapsed for a certain time, for example, 25 msec in the present embodiment. To do. In the case of YES, the process proceeds to step S203, and the traveling history erasure determination counter T1 is counted up (1 is added to the value of the counter T1). If NO, skip to step S205.

  On the other hand, in step S204, the travel history erasure determination counter T1 is cleared to 0, and the process proceeds to step S205.

  That is, in the process from step S200 to step S205, when the vehicle is stopped and the shift condition of the automatic stop condition is not satisfied, the counter T1 is incremented every 25 msec and the vehicle is not stopped. Alternatively, when the shift condition is satisfied, the counter T1 is cleared to 0, thereby measuring the time when the shift condition is not satisfied while the vehicle is stopped.

  By the way, in the present embodiment, the shift condition non-establishment time is measured only when the vehicle is stopped. However, the processing of step S200 can be omitted if necessary without being limited to the vehicle while the vehicle is stopped. It is.

  In the present embodiment, the counter T1 is cleared when the shift condition is satisfied once. However, in order to measure the total time, a method of skipping the process of step S204 even when the shift condition is satisfied. May be used.

  Next, in step S205, it is determined whether a predetermined time tcrk has elapsed after startup (history detection management means). That is, it is determined whether or not a time period during which the travel history can be determined enough to ensure the amount of power generation has elapsed after startup. If YES, the process proceeds to step S206. In the case of NO, even if the vehicle has traveled, it is determined that it is not in a state in which it is possible to secure electric power for automatic start. Skip to step S208 without performing the travel history determination.

  In step S206, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 7 is greater than a predetermined value. In the case of YES, it is determined that the vehicle has traveled enough to ensure sufficient power for restart, and the process proceeds to step S207, where “travel history is present” is stored as “travel history is present” information. If so, skip to step S208. The information “with running history” and the information “without running history” are stored in a storage device (not shown) of the ECU 5. Specifically, in the case of “with running history”, the value of the information is stored as “1”, and in the case of “without running history”, the value of the information is stored as “0” (FIGS. 4 and 5). (See the graph.)

  In step S208, it is determined whether or not the counter T1 updated in step S203 is greater than a predetermined determination value TSFT. If YES, the process proceeds to step S209 (automatic start frequency measuring means). In step S209, it is determined whether the automatic start frequency C1 is, for example, 3 times or more. If 3 times or more, the process proceeds to step S210. The information is deleted and “no running history” is set (history management means). That is, if it is determined in step S208 that the shift condition among the automatic stop conditions is not satisfied when the vehicle is stopped, and it is determined in step S209 that the number of automatic start times is 3 or more and the electric power consumed for the automatic start is large. Then, it is determined that the effect of securing power due to the presence of the travel history is insufficient, and the routine is exited as “no travel history”. If NO in either the determination process of step S208 or the determination process of step S209, the process of step S210 is skipped and the routine is exited.

  As described above, when the shift condition non-satisfaction time becomes long and the number of automatic start times is 3 or more, it is determined by the determination process of steps S104 to S108 in FIG. Even if all of the above automatic stop conditions are satisfied, if the result of determination in step S109 in FIG. 2 is "no running history", the engine is not automatically stopped and the automatic start after the automatic stop is also performed. Therefore, it is possible to avoid excessive power consumption by automatic starting when the effect of “with running history” is weakened.

  Note that the determination of the number of automatic starts in step 209 is such that when the number of automatic starts is small, the power consumption is not as great as when the number of starts is large. In this embodiment, the number of automatic starts is as small as possible. Although the determination is made to increase the frequency of the number of automatic stops while keeping “with running history”, the process of step S209 may be omitted in order to secure power more reliably.

  Here, the determination value TSFT is set to a value corresponding to a period during which an effect for ensuring sufficient power for starting the MG3, which is a starting device at the time of automatic stop due to “with running history”, can be reliably obtained. Has been.

  In addition, as described above, the determination value of the number of times of automatic start in step S209 is set as the number of times that the power consumed for automatic start is determined in the present embodiment as described above, and is not particularly limited to three times. Absent.

  Next, the processing according to FIG. 3 will be described with reference to the time charts of FIGS.

  FIG. 4 is a time chart in a case where the vehicle travels twice after starting and it is determined that “travel history exists”.

  In FIG. 4, the engine is started at time t0, and then the first run is performed soon, and the vehicle speed once exceeds the determination value of “with running history” at time t1 (step S206 in FIG. 3). (Refer to FIG. 3) Since the determination of “with running history” is not performed until the time tcrk elapses after the engine is started (see step S205 in FIG. 3), the time tcrk has not elapsed at the time t1. In addition, immediately after the IG SW 6 is turned on, it is in the “no running history” state, and therefore remains in the “no running history” state.

  After that, when the time tcrk elapses after the engine is started, YES is determined in step S205 in FIG. 3, and therefore it is determined in step S206 in FIG. 3 whether or not “travel history is present”. Since it is below the determination value of “with travel history”, it still remains “without travel history” and is not determined as “with travel history” at the end of the first travel.

  Furthermore, after that, when the vehicle travels again and the vehicle speed exceeds the determination value of “with traveling history” at time t2, the time tcrk has elapsed since the engine started at this time. Is determined.

  In FIG. 4, the operation of the above-described conventional device is indicated by a one-dot chain line for comparison in the travel history graph. However, in the operation of the conventional device (the one-dot chain line portion), If the automatic stop condition is satisfied, the automatic stop is performed even though the time for which the travel history can be determined to ensure sufficient power generation immediately after start has not passed. Then, there is a possibility of starting failure in the subsequent automatic starting.

  In the present embodiment, as described above, the problem of the conventional example is prevented in advance by prohibiting the determination of “with running history” for a certain period immediately after the start.

  Next, FIG. 5 is a time chart in the case where the time tcrk has already elapsed after the start at the time t5 and the automatic start is performed three times or more.

  In FIG. 5, the vehicle traveled, the vehicle speed exceeded the determination value of “with travel history” at time t6, and the time tcrk had already passed since the start, so “travel history was not present” before t6. It is determined from the state that “travel history exists”.

  Thereafter, the vehicle is stopped and the shift position is changed from the D range to the N range at time t7, and the shift condition among the automatic stop conditions is not satisfied.

  In the above state, the shift condition is not satisfied at time t8, the value of the travel history erasure determination counter T1 has passed the determination value TSFT (see step S208 in FIG. 3), and the automatic start has already been performed three times or more. For this reason (see step S209 in FIG. 3), there is a possibility that the effect of securing the amount of power generation due to “with running history” may be insufficient, and therefore, with the processing of step S210 in FIG. Delete it and set it as “no running history”.

  Thereafter, for traveling, when the shift position is changed to the D range at time t9, even if all of the automatic stop conditions are satisfied at time t9, “no traveling history” is set, so in step S109 of FIG. As a result of the determination, neither automatic stop nor automatic start after the automatic stop is performed, so that power by the automatic start is not consumed and the state of the battery 21 is also good.

  However, in the conventional example, as indicated by the alternate long and short dash line, “no travel history” is not obtained at the time t8, and thus there is a possibility that the effect of securing the power generation amount due to the “travel history” is insufficient at the time t9. In spite of being there, it automatically stops when the automatic stop condition is satisfied.

  In addition, in the above case, when changing to the D range after a certain amount of time has elapsed, it is assumed that the driver once gets off the vehicle, does some work, gets on again, and immediately starts. In the case of the conventional example, all the automatic stop conditions are satisfied as soon as the D range is changed despite immediately before starting, and after the automatic stop by the processing of step S110 in FIG. 2, the brake is turned off (not shown). The driver may automatically start according to the determination in step S112 in FIG.

  In this embodiment, it is possible to alleviate the uncomfortable feeling for the driver as described above.

  Thus, according to the automatic stop control device for an internal combustion engine of the present embodiment, the effect of the traveling history for ensuring sufficient power to operate the starter at the time of restarting is optimally utilized, and the power storage device It is possible to prevent the performance degradation of the vehicle, and it is possible to alleviate an uncomfortable feeling to the driver.

  By the way, in the present embodiment, the shift position condition has been described as the condition for measuring the non-establishment period of the automatic stop condition used for the determination of “no travel history”, but if the non-establishment state continues for a certain period of time, the travel history As long as the effect of reducing the effect is not limited to the shift position, other automatic stop conditions may be used. If necessary, not only one condition but also a plurality of conditions may be used.

  In addition, when using a plurality of conditions, different values may be used for the determination value TSFT of the automatic stop condition non-satisfied period of “no travel history” depending on the type of the automatic stop condition.

  Further, it is generally known that the engine rotation after the start varies depending on the coolant temperature of the internal combustion engine at the time of the start, that is, if the engine speed is different, the rotation speed of the MG3 as a rotating machine is also different. Since the power generation state of the MG 3 as a machine is also different, the electric power charged in the battery 21 before traveling is also different. Therefore, for example, even if the same traveling is performed, depending on the coolant water temperature at the start before traveling, the power generation state of the generator before traveling is different, so the period when the effect of “travel history” is reduced after traveling is In the above embodiment, the determination value TSFT of the automatic stop condition non-satisfaction period of “no travel history” is assumed to be a fixed value. However, the determination value TSFT is made variable, If the optimal value is set according to the coolant temperature at the start of the internal combustion period, it can be expected that the effect of the travel history can be utilized more optimally (decision means).

  Similarly, depending on the state of the battery 21 before and after traveling, even if the same traveling is performed, the period during which the effect of “having traveling history” decreases after traveling may be different. If the detection means for detecting the state of charge (battery charge amount) is provided and the determination value TSFT is set to an optimum value based on the detected value of the state of charge of the battery 21, the effect of the travel history can be utilized more optimally. We can expect (decision means).

  The charging / discharging current and voltage can be detected by the inverter 4, and information is transmitted to the ECU 5 through communication using the communication line 22, and the ECU 5 uses the information to determine the charging state. Alternatively, it may be possible to determine the state of charge using the value directly input to the ECU 5 if the battery voltage.

  Further, as described above, it may be realized that the state of charge is determined by combining the information transmitted from the inverter 4 to the ECU 5 and the battery voltage directly input to the ECU 5.

  In general, the amount of power generated with respect to the generator has temperature characteristics, and depending on the temperature of the generator, the power charged from the generator to the power storage device may be different even in the same operating state. Therefore, depending on the temperature of MG3, even if the same traveling is performed, the period during which the effect of “having traveling history” decreases after traveling may be different. Therefore, if the determination value TSFT is set to an optimum value depending on the temperature of MG3, It can be expected to utilize the effect of the travel history more optimally (decision means).

  Here, the temperature of MG3 may be detected by adding a temperature sensor, for example, to the inverter 4 or the ECU 5 and newly estimated by the inverter 4 or the ECU 5 depending on the operating state of the MG3 or the operating state of the engine 1. You may detect by doing.

  In addition, the generator temperature is considered to have a correlation with the ambient temperature near the engine. If the generator temperature detection means is not provided, the intake air is further drawn into the engine with a correlation with the ambient temperature near the engine. By detecting the temperature of the intake air sucked into the engine 1 by an intake air temperature sensor (not shown) which is one of the other sensors 11 to be used, and by setting the determination value TSFT to an optimum value based on the intake air temperature, It can be expected that the same effect as when the determination value is set by the temperature of the MG3 is obtained (decision means).

  On the other hand, it is obvious that the electric power charged from the MG 3 to the battery 21 at the time after the travel also varies depending on the travel distance and the travel time, and a means for detecting the travel distance or the travel time is provided. If the determination value TSFT is set to an optimum value, it can be expected that the effect of the travel history is utilized more optimally (decision means).

  In the above embodiment, the case of an automatic transmission mounted on a vehicle has been described. However, the present invention is not limited to this and is applied to other manual transmissions. Needless to say, the present invention can be applied to a control system that does not depart from the gist of the invention.

1 is a configuration diagram showing a configuration of an internal combustion engine automatic stop control device according to an embodiment of the present invention; FIG. It is a flowchart which shows the process sequence of the automatic stop start control of the automatic stop control apparatus of the internal combustion engine by embodiment of this invention. It is a flowchart which shows the driving | running | working log | history determination procedure of the vehicle of the automatic stop control apparatus of the internal combustion engine by embodiment of this invention. It is a time chart which shows the driving | running | working log | history determination immediately after starting in the automatic stop control apparatus of the internal combustion engine by embodiment of this invention. It is a time chart which shows the driving | running | working log | history determination in the automatic stop control apparatus of the internal combustion engine by embodiment of this invention.

Explanation of symbols

  1 engine, 2 starter, 3 MG, 4 inverter, 5 ECU, 6 ignition key SW, 7 vehicle speed sensor, 8 accelerator sensor, 9 shift position sensor, 10 brake SW, 11 other sensors, 12 rotation speed sensor, 13 water temperature Sensor, 14 injector, 20 belt, 21 battery, 22 communication line, 50 automatic stop control device.

Claims (11)

A history presence / absence determining means for determining the presence / absence of a travel history of the vehicle after the internal combustion engine mounted on the vehicle is started;
Stop condition storage means for storing one or more predetermined stop conditions for stopping the internal combustion engine;
History management in which the presence / absence of the travel history determined by the history presence / absence determination means is determined to be no travel history when a non-establishment period in which at least one of the predetermined stop conditions is not satisfied continues for a predetermined period Means,
Automatic stop control means for automatically stopping the internal combustion engine when all of the stop conditions are satisfied and the history presence / absence determination means determines that there is a travel history during operation of the internal combustion engine. An automatic stop control device for an internal combustion engine. Water temperature detecting means for detecting the temperature of the cooling water of the internal combustion engine;
2. The automatic stop control device for an internal combustion engine according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to the water temperature. . Battery charge amount detecting means for detecting the battery charge amount of the vehicle;
2. The automatic stop of the internal combustion engine according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to the battery charge amount. Control device. A generator coupled to the internal combustion engine;
Temperature detecting means for detecting the temperature of the generator;
2. The automatic internal combustion engine according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to a temperature of the generator. Stop control device. Intake air temperature detection means for detecting the temperature of intake air taken into the internal combustion engine;
2. The automatic internal combustion engine according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to a temperature of the intake air. Stop control device. Mileage detection means for detecting the mileage of the vehicle;
2. The internal combustion engine automatic according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to a travel distance of the vehicle. Stop control device. Travel time means for detecting the travel time of the vehicle;
2. The automatic stop of the internal combustion engine according to claim 1, further comprising: a determination unit that determines the predetermined period set for the failure period in the history management unit according to a travel time of the vehicle. Control device. Stop state detecting means for detecting the stop state of the vehicle;
Measuring means for measuring a non-satisfied period of at least one of the predetermined stop conditions in the history management means when the stop state detecting means detects that the vehicle is in a stopped state; The automatic stop control device for an internal combustion engine according to any one of claims 1 to 7, further comprising: An automatic start frequency measuring means for measuring the automatic start frequency of the vehicle;
The history management means avoids setting the presence / absence of the travel history determined by the history presence / absence determination means as no travel history when the number of automatic start is less than a predetermined number, The travel history determined by the history presence / absence determining means when a non-establishment period in which at least one of the predetermined stop conditions is not satisfied continues for a predetermined period when the predetermined number of times is exceeded. The automatic stop control device for an internal combustion engine according to any one of claims 1 to 8, wherein the presence or absence of the vehicle is set to have no travel history.   The history presence / absence determination unit is configured to determine whether or not there is a travel history after the predetermined period has elapsed without performing the determination of the presence or absence of the travel history by the history presence / absence determination unit during a predetermined period after the internal combustion engine is started. 10. The automatic stop control device for an internal combustion engine according to claim 1, further comprising history detection management means for controlling the engine. A history presence / absence determining means for determining the presence / absence of a travel history of the vehicle after the internal combustion engine mounted on the vehicle is started;
Stop condition storage means for storing a predetermined stop condition for stopping the internal combustion engine;
The history presence / absence determination unit is configured to detect the presence / absence of a travel history after the predetermined period has elapsed without performing the detection of the presence / absence of the travel history by the history presence / absence determination unit during a predetermined period after the internal combustion engine is started. History detection management means to control;
Automatic stop control means for automatically stopping the internal combustion engine when the internal combustion engine is in operation when the stop condition is satisfied and the history presence / absence determination means determines that the travel history is present. An automatic stop control device for an internal combustion engine.

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