JP2011149348A - Control device for idle stop vehicle - Google Patents

Control device for idle stop vehicle Download PDF

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Publication number
JP2011149348A
JP2011149348A JP2010011811A JP2010011811A JP2011149348A JP 2011149348 A JP2011149348 A JP 2011149348A JP 2010011811 A JP2010011811 A JP 2010011811A JP 2010011811 A JP2010011811 A JP 2010011811A JP 2011149348 A JP2011149348 A JP 2011149348A
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Prior art keywords
brake
control
idle stop
engine
control unit
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JP2010011811A
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Japanese (ja)
Inventor
Shinji Yamashita
真司 山下
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Daihatsu Motor Co Ltd
ダイハツ工業株式会社
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Priority to JP2010011811A priority Critical patent/JP2011149348A/en
Publication of JP2011149348A publication Critical patent/JP2011149348A/en
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Abstract

In an idle stop vehicle, the vehicle is prevented from sliding down due to a communication delay of a communication means.
When a brake force is applied by a brake control unit 13 of a brake actuator 7 based on brake force control information received from an idle stop control unit 12 via an in-vehicle network 11, an idle state is established via the in-vehicle network 11. The brake force application control execution information is transmitted to the stop control unit 12, and the brake force application control execution information received via the in-vehicle network 11 is confirmed by the idle stop control unit 12, and the brake force application is actually performed. The automatic stop control of the engine is not started until it is confirmed that the state is given, so that the idle stop vehicle 1 does not slide down due to the communication delay of the in-vehicle network 11. To.
[Selection] Figure 1

Description

  The present invention relates to a control device for an idle stop vehicle, and more particularly, to an idle stop control in consideration of a reception delay with respect to transmission of information by a communication means.

  Conventionally, an idling stop vehicle automatically stops the engine and stops running on the condition that a predetermined stopping condition such as the brake pedal being depressed is satisfied by the idling stop control, and the brake pedal is changed to the accelerator pedal. When a predetermined restart condition such as being switched is satisfied, the engine is automatically restarted to start running. In addition, in order to prevent the vehicle from slipping down on a slope when restarting the engine that has been automatically stopped, a hill start control function is provided, and when the engine is automatically stopped and restarted, The brake force of the brake fluid pressure (master cylinder pressure) immediately after that is held, and the held brake force is applied to the wheel cylinder of each wheel at least during the restart cranking period when the driver removes his foot from the brake pedal. Then, after the engine restarts and sufficient creep force is generated, the holding of the brake fluid pressure is released and the brake force is returned to the original brake force that changes according to the master cylinder pressure.

  The idle stop control including the control of the hill start control function is performed by controlling the idle stop control means (eco-run ECU), brake control means (brake ECU), engine control means (engine ECU), etc. of the idle stop vehicle. Various sensors such as an ECU and a vehicle speed sensor are connected by communication means (CAN) in the vehicle.

  That is, if the engine is automatically stopped, an engine stop request is transmitted from the idle stop control means to the engine control means based on the vehicle speed information of the vehicle speed sensor, and the engine is stopped. Further, the engine stop request is transmitted from the idle stop control means to the brake control means as information on the brake force control (information on the brake force application command).

  Then, based on the received brake force control information, the brake control means controls the brake hydraulic pressure control valve (solenoid valve) downstream of the master cylinder to hold the hydraulic pressure, and at least cranks restart of the subsequent engine. During the period, the brake force of the maintained brake fluid pressure is applied to each wheel so that the idle stop vehicle does not slide down on a slope or the like.

  If the engine is to be restarted, an engine restart request is transmitted from the idle stop control means to the engine control means on condition that the predetermined restart condition is satisfied, and the engine is restarted.

  After that, on the condition that the engine is completely exploded, etc., the idle stop control means commands the brake control means to release the hydraulic pressure of the brake hydraulic pressure control valve, and the brake hydraulic pressure control valve is opened to apply the braking force applied to each wheel to the master. Return to the original state based on the cylinder pressure.

  FIG. 6 shows an example of a timing chart of the conventional control, where (a) is the vehicle speed, (b) is the master cylinder pressure, (c) is the master cylinder pressure received by the idle stop control means via CAN, (d). Is the generation timing of the engine stop request, (e) is the generation timing of the brake fluid pressure holding request, (f) is the state change of the brake fluid pressure control valve based on the brake fluid pressure holding request, and (g) is the engine speed. It is.

  Then, when the driver depresses the brake pedal during traveling and the vehicle speed becomes 0 (= 0 km / h) at t1 (FIG. 6 (a)), the master cylinder pressure exceeds the threshold value Pr during that time (FIG. 6 ( b)). If this master cylinder pressure information is sent to the idle stop control means at any time by the CAN, the idle stop control means receives the master cylinder pressure information with a delay of time Δt due to the periodic transmission and reception of CAN (FIG. 6 (c). )). In practice, information on the master cylinder pressure is transmitted and received as necessary.

  Further, when the idling stop control means determines at t2 that a predetermined engine stop condition including that the vehicle speed is 0 and the master cylinder pressure is equal to or higher than the threshold value Pr is t2, the idling stop control means sends an arrow line to the engine control means. The engine stop request is sent (FIG. 6D), and at the same time, the idle stop control means sends a brake fluid pressure holding request to the brake control means (FIG. 6E).

  Then, the engine control means narrows down the fuel injection from the time t3 based on the reception of the engine stop request at the time t3 which is delayed by the time Δt from the time t2, and the engine is stopped at a lower rotational speed (FIG. 6G). .

  Similarly, based on the reception of the brake fluid pressure holding request at time t3, which is delayed from time t2 by time Δt, the brake control means closes the brake fluid pressure control valve and applies the braking force of the master cylinder pressure at time t3 to each wheel. (Fig. 6 (f)).

  When such control is performed, as is apparent from the comparison of FIGS. 6B and 6C, there is a time delay of Δt in communication of communication means such as CAN, and this time delay Δt is several tens of times. This is milliseconds and is slower than changes in brake fluid pressure.

  For this reason, when the driver switches from the brake pedal to the accelerator pedal before the automatic stop due to a change in the situation or the like, for example, when the master cylinder pressure quickly falls below the threshold value Pr after determining that the predetermined engine stop condition is satisfied at t2. Based on the reception of the brake fluid pressure holding request at t3, a situation occurs in which the engine is temporarily restarted after the engine is temporarily stopped in a state where the braking force applied to each wheel is substantially 0 (empty).

  FIG. 7 shows an example of a timing chart in such a case, where (a) is the vehicle speed, (b) is the master cylinder pressure, (c) is the master cylinder pressure received by the idle stop control means via CAN, (d ) Is the generation timing of the engine stop request, (e) is the generation timing of the brake fluid pressure holding request, (f) is the state change of the brake fluid pressure control valve based on the brake fluid pressure holding request, and (g) is the engine rotation. Is a number.

  Then, as in the case of FIG. 6, when the driver depresses the brake pedal during traveling and the vehicle speed becomes 0 (= 0 km / h) at t1 (FIG. 7 (a)), the master cylinder pressure becomes the threshold value during that time. It exceeds Pr (FIG. 7B). When the master cylinder pressure information is sent by CAN to the idle stop control means, the idle stop control means receives the master cylinder pressure information with a delay of time Δt (FIG. 7C).

  Further, when the idling stop control means determines at t2 that a predetermined engine stop condition including that the vehicle speed is 0 and the master cylinder pressure is equal to or higher than the threshold value Pr is t2, the idling stop control means sends an arrow line to the engine control means. The engine stop request is sent (FIG. 7D), and at the same time, the idle stop control means sends a brake fluid pressure holding request as brake force control information to the brake control means (FIG. 7E).

  By the way, based on a change in the situation and the like, the driver switches from the brake pedal to the accelerator pedal before and after the idle stop control means determines that the predetermined engine stop condition is satisfied, and the master cylinder pressure quickly becomes zero. To do.

  In this case, the engine is stopped due to the narrowing of fuel injection from the time t3 of the engine control means based on reception of the engine stop request, the engine is temporarily stopped, and then immediately restarted (FIG. 7 (g)).

  On the other hand, based on the reception of the brake fluid pressure holding request, the brake control means closes the brake fluid pressure control valve at about t3 and controls to hold the fluid pressure (FIG. 7 (f)). At this time, FIG. The actual master cylinder pressure is already 0, the brake fluid pressure that is retained even when the brake fluid pressure control valve is closed is 0, and the brake force applied to each wheel is 0 (empty).

  Therefore, when the engine is restarted by switching from the brake pedal to the accelerator pedal, the hill start control cannot prevent the vehicle from falling down, and the vehicle may slide down on a slope.

  Therefore, the communication delay of the information of the brake fluid pressure (master cylinder pressure) by the communication of CAN which is the communication means is monitored, and the received brake fluid pressure is corrected from the relationship between the communication delay time and the amount of change in the brake fluid pressure, It has been proposed to control the hill hold after releasing the idle stop based on the corrected brake fluid pressure calculated (predicted) in consideration of communication delay (for example, Patent Document 1 (paragraphs [0003] to [0005]). [0033]-[0043], FIG. 1, FIG. 5, etc.)).

JP 2006-132451 A

  As described in Patent Document 1, the brake pressure corrected in consideration of the communication delay time based on the relationship between the communication delay time of the communication means CAN and the actual change amount of the brake fluid pressure (master cylinder pressure). In calculating (predicting) the (corrected brake pressure), as described above, the driver suddenly switches from the brake pedal to the accelerator pedal immediately before the automatic stop of the idle stop due to a change in the situation, and the actual amount of change in the brake fluid pressure If the brake pressure suddenly changes, the corrected brake pressure is different from the actual brake pressure, and even if the brake fluid pressure control valve is closed earlier based on the corrected brake pressure, the brake fluid pressure held is low, Actually, no braking force is applied to each wheel, and the vehicle may slip down when the engine is restarted.

  It is an object of the present invention to prevent the vehicle from sliding down due to communication delay of the communication means in this kind of idle stop vehicle.

  In order to achieve the above-described object, a control device for an idle stop vehicle according to the present invention includes a brake control unit that applies a braking force, and an idle stop control unit that performs idle stop control including engine automatic stop control and restart control. And a communication means to which the idle stop control means is connected, and the brake control means applies a brake based on the brake force control information received from the idle stop control means via the communication means. When the force is applied, the brake force application control execution information is transmitted to the idle stop control unit via the communication unit, and the idle stop control unit receives the brake received via the communication unit. The automatic stop control is started after confirming the control execution information of the key force application ( Motomeko 1).

  Further, in the control device for an idle stop vehicle of the present invention, the brake control means includes a hydraulic pressure detection sensor for detecting a brake hydraulic pressure, and the control execution information for applying the brake force is detected by the hydraulic pressure detection sensor. The brake fluid pressure is included (claim 2).

  In the case of the first aspect of the invention, the idle stop control means determines whether or not the brake control means determines the brake force based on the brake force application control execution information received via the communication means even if the predetermined engine stop condition is satisfied. The engine automatic stop control is not started until the force application control is performed and it is confirmed that the brake force is actually applied. Therefore, when the driver switches from the brake pedal to the accelerator pedal immediately after the predetermined engine stop condition is satisfied due to a change in the situation, etc., the brake fluid pressure (master cylinder pressure) decreases due to the communication delay of the communication means. Then, the brake control means performs the brake force application control, and as a result, unless the brake force is actually applied to each wheel, the engine automatic stop control is not performed.

  Therefore, if the driver switches from the brake pedal to the accelerator pedal before and after the predetermined engine stop condition is satisfied, the engine is not stopped and the restart is not performed. Therefore, it is possible to reliably prevent the vehicle from sliding down at the time of restart due to the delay of the vehicle.

  Note that the engine automatic stop control will not start until it is confirmed that the brake force is actually applied. The restart is delayed, but this delay is about several tens of milliseconds, and there is no problem.

  In the second aspect of the invention, the brake control means measures the brake hydraulic pressure by the hydraulic pressure detection sensor, and sends control execution information for applying the brake force including the measured brake hydraulic pressure to the idle stop control means. Therefore, the idle stop control means can confirm that the braking force is applied more reliably with reference to the actually measured brake fluid pressure. The brake control means generally includes a hydraulic pressure detection sensor, and the existing brake control means can be used as it is without changing the design or remodeling, and the manufacturing cost of the idle stop vehicle is not increased.

It is a block diagram of a 1st embodiment of the present invention. 3 is a flowchart for explaining the operation of the idle stop control unit of FIG. 1. 3 is a flowchart for explaining the operation of the brake control unit of FIG. 1. It is an example of the timing chart for operation | movement description of FIG. 6 is another example of a timing chart for explaining the operation of FIG. 1. It is an example of the timing chart for operation | movement description of a prior art example. It is another example of the timing chart for operation | movement description of a prior art example.

  Next, in order to describe the present invention in more detail, one embodiment will be described in detail with reference to FIGS.

  FIG. 1 shows a configuration related to idle stop and hill start of an idle stop vehicle 1 to which the present invention is applied, 2 is a brake pedal, 3 is a master cylinder to which the pedal force of the brake pedal 2 is applied via a brake booster 4, Is a pipe connected to the master cylinder 3, and 6 is a hydraulic pressure sensor attached to the pipe 5. The brake hydraulic pressure sensor of the present invention is formed to detect the master cylinder pressure. A brake actuator 7 includes a hydraulic pressure sensor 6 and a solenoid valve group 8. The solenoid valve group 8 includes a plurality of solenoid valves including brake fluid pressure control valves 8a and 8b. The brake fluid pressure control valves 8a and 8b are provided for each of the two systems branched from the pipe 5, and are also used for control of hill start control for idle stop and brake control for ESC and TCS during traveling. 9FL and 9FR are the left and right front wheel cylinders of the idle stop vehicle 1, and 9RL and 9RR are the left and right rear wheel cylinders of the idle stop vehicle 1, for example, one piping extending from the brake fluid pressure control valve 8a. The left front wheel cylinder 9FL and the right rear wheel cylinder 9RR are connected to 10FL and 10RR, and the right front wheel cylinder 9FR and the left rear wheel are connected to the other piping 10FR and 10RL extending from the brake fluid pressure control valve 8b. Cylinder 9RL is connected.

  Next, the idle stop vehicle 1 is provided with an in-vehicle network 11 such as a CAN (Control Area Network) as communication means of the present invention, and the in-vehicle network 11 forms an idle stop control means of the present invention. A unit (eco-run control unit) 12, a brake control unit 13 in the brake actuator 7 forming the idle stop control means of the present invention, an engine control unit 14, a transmission control unit (CVT control unit) 15, a steering angle sensor 16, ECUs such as a yaw rate sensor 17 and a vehicle speed meter 18 are connected, and these ECUs exchange information via the in-vehicle network 11. Each ECU is formed by a microcomputer. The engine control unit 14 controls the throttle opening of an engine (not shown), and the transmission control unit 15 is a belt type CVT (not shown) connected to the engine via a torque converter (not shown). ) To control.

  Next, the idle stop control unit 12, the brake control unit 13, and the like are usually supplied with power from a vehicle-mounted 12 V battery 19 in the same manner as other units. The idle stop control unit 12 includes a booster circuit 12a as a backup power source. The booster circuit 12a boosts the power supply of the battery 19 when the engine is stopped, etc., and the idle stop control unit 12, the brake control unit 13, etc. necessary for restarting the engine, etc. Supply the boosted power to the required control unit.

  Also, the brake control unit 13 selects the higher one of the power supply voltage from the battery 19 and the power supply voltage from the booster circuit 12a by the built-in OR circuit 13a, and operates with the selected power supply.

  Therefore, the brake control unit 13 boosts the boosted circuit 12a in the boosting circuit 12a during the restart of the engine in the idle stop where the voltage of the battery 19 may greatly decrease, particularly in the cranking period until the engine is completely detonated. The power supply is compensated for by the power supply and it operates reliably, and the hill start control is reliably controlled when the engine is restarted.

  The idle stop control unit 12 and the brake control unit 13 will be further described.

  The idle stop control unit 12 collects information such as the master cylinder pressure detected by the hydraulic pressure sensor 6 and the vehicle speed of the meter 16 based on communication via the in-vehicle network 11 while the idle stop vehicle 1 is traveling. Then, when executing idle stop control including automatic engine stop control and restart control and waiting for a signal, the brake pedal 2 is switched from an accelerator pedal (not shown), and the vehicle speed drops below a certain level. When the predetermined stop condition (idle stop condition) is established, the idle stop control unit 12 conventionally sends a brake fluid pressure holding request as brake force control information to the brake control unit 13 via the in-vehicle network 11 to the brake control unit 13. At the same time, an engine stop request for idling stop was sent to the engine control unit 14, but in this embodiment, a brake fluid pressure holding request is sent to the brake control unit 13 via the in-vehicle network 11 at the same time. An engine stop request for idle stop is sent to the engine control unit 14 There.

  When the driver depresses the brake pedal 2, the braking force of the master cylinder pressure is applied to the wheel cylinders 9FL to 9RR, and the traveling of the idle stop vehicle 1 is stopped.

  Also, the brake control unit 13 that has received the brake fluid pressure holding request closes the brake fluid pressure control valves 8a and 8b of the solenoid valve group 8 without waiting for the engine to stop and stops the master cylinder pressure at that time. The brake force held in each cylinder 9FL-9RR is applied until the engine is restarted.

  Further, when the brake fluid pressure control valves 8a and 8b are closed and the brake force application control is performed, at least the brake force application control execution information including the master cylinder pressure actually measured by the fluid pressure sensor 6 is obtained. To the idle stop control unit 12. Note that the control execution information for applying the brake force may include, for example, state information of the brake hydraulic pressure control valves 8a and 8b based on the design specifications and the like in addition to the master cylinder pressure actually measured by the hydraulic pressure sensor 6. .

  Next, when the idle stop control unit 12 receives the control execution information for applying the brake force sent from the brake control unit 13 via the in-vehicle network 11, the idle stop control unit 12 confirms the received control execution information for applying the brake force. Only when it is confirmed that an effective braking force equal to or greater than a certain brake pressure is applied to the engine, automatic stop control is started, and an engine stop request for idle stop is sent to the engine control unit 14 via the in-vehicle network 11.

  The engine control unit 14 that has received the engine stop request automatically stops the engine by narrowing the fuel throttle of the engine, and the idle stop vehicle 1 enters the idle stop state.

  Thereafter, when a predetermined restart condition such as switching from the brake pedal 2 to the accelerator pedal is satisfied, the idle stop control unit 12 transmits a restart request to the engine control unit 14 via the in-vehicle network 11, Restart the engine automatically. During the restart cranking period, the brake fluid pressure control valves 8a and 8b are closed and a braking force is applied to each wheel, so that the idle stop vehicle 1 is prevented from slipping down when starting on a slope.

  When the cranking period ends and the engine reaches a complete explosion state and a sufficient driving force against the sliding starts to be generated, the engine control unit 14 sends the brake control unit 13 to the brake control unit 13 via the in-vehicle network 11. When the engine speed information is transmitted and the engine speed information indicates that the engine speed information indicates complete explosion, the brake fluid pressure control valves 8a and 8b of the solenoid valve group 8 are opened to maintain the brake force. Stop and return to the original state where the braking force changes according to the master cylinder pressure.

  FIG. 2 shows the processing of the idle stop control unit 12 in the above control, and FIG. 3 shows the processing of the brake control unit 13 in the above control.

  FIG. 4 shows an example of a timing chart for the automatic stop of the above control (in the case of normal idle stop), (a) is the vehicle speed, (b) is the master cylinder pressure measured by the hydraulic pressure sensor 6, and (c) is The master cylinder pressure received by the idle stop control unit 12 via the in-vehicle network 11, (d) is a timing for generating a brake fluid pressure holding request, and (e) is a brake fluid pressure control valve 8a, 8b based on the brake fluid pressure holding request. (F) is the generation timing of the engine stop request, and (g) is the engine speed.

  When the driver depresses the brake pedal 2 during traveling and the vehicle speed becomes 0 (= 0 km / h) at t1 (FIG. 4 (a)), the master cylinder pressure exceeds the threshold value Pr (FIG. 4). (B)). When the master cylinder pressure information is sent from the brake control unit 13 to the idle stop control unit 12 through the in-vehicle network 11 as needed, the idle stop control unit 12 delays the time Δt due to periodic transmission / reception of the in-vehicle network 11. Information on the master cylinder pressure of the pressure sensor 6 is received (FIG. 4C). In practice, information on the master cylinder pressure is transmitted and received as necessary.

  Further, when the idle stop control unit 12 determines at t2 that a predetermined engine stop condition including that the vehicle speed is 0 and the master cylinder pressure is equal to or higher than the threshold value Pr is t2 A brake fluid pressure holding request indicated by the arrow line is sent to the control unit 13 (step S1 in FIG. 2, FIG. 4D).

  The brake control unit 13 closes the brake fluid pressure control valves 8a and 8b based on the reception of the brake fluid pressure holding request at time t3 which is delayed by the time Δt from time t2, and even if the driver does not depress the brake pedal, The master cylinder pressure braking force at t3 is applied (step Q1 in FIG. 3, FIG. 4E).

  Also, the brake control unit 13 performs idle stop control via the in-vehicle network 11 on the control execution information for applying the brake force including the master cylinder pressure actually measured by the hydraulic pressure sensor 6 when the brake hydraulic pressure control valves 8a and 8b are closed. It transmits to the unit 12 (step Q2 of FIG. 3).

  Next, the idle stop control unit 12 that has received the control execution information for applying the braking force confirms the control execution information, and if the brake hydraulic pressure (master cylinder pressure) actually measured by the hydraulic pressure sensor 6 is equal to or higher than a certain pressure, for example. 2 (YES in step S2 in FIG. 2), it is determined that a sufficient braking force is actually applied, and at t4 thereafter, an engine stop request indicated by an arrow line is sent to the engine control unit 14 (FIG. 2). 2 step S3, FIG. 4 (f)). If the brake fluid pressure is not equal to or higher than the predetermined pressure in step S2 of FIG. 2, a brake fluid pressure holding request is transmitted in step S1 of FIG. Transmit (step S6 in FIG. 2).

  When the engine stop request is received at time t5, which is delayed from time t4 by the time Δt, the engine stop control unit 14 narrows the fuel injection to automatically stop the engine, and the idle stop vehicle 1 enters the idle stop state.

  Thereafter, when a predetermined restart condition such as switching from the brake pedal 2 to the accelerator pedal is satisfied (YES in step S4 in FIG. 2), the idle stop control unit 12 is connected to the engine control unit via the in-vehicle network 11. 14 is transmitted (step S5 in FIG. 2), and the engine is automatically restarted.

  Further, when the cranking period ends and the engine reaches a complete explosion state and sufficient driving force against the sliding starts to be generated, the engine control unit 14 presents the current brake control unit 13 to the brake control unit 13 via the in-vehicle network 11. The engine speed information indicating the engine speed is transmitted.

  The brake control unit 13 determines that the predetermined hydraulic pressure hold release condition is satisfied and the predetermined hydraulic pressure hold release condition is satisfied if the received engine speed information indicates the complete explosion speed. (Step Q3 YES in FIG. 3), the brake fluid pressure control valves 8a and 8b of the solenoid valve group 8 are opened to stop holding the brake force, and the brake force changes to the original state that changes according to the master cylinder pressure. Return (step Q4 in FIG. 3).

  By the way, when the driver switches from the brake pedal 2 to the accelerator pedal before and after the predetermined engine stop condition is established based on a change in the situation or the like, the control execution information for applying the braking force received by the idle stop control unit 12 is the brake The force is substantially 0 (empty), and step S2 in FIG. 2 is passed through with NO.

  FIG. 5 is a timing chart up to the automatic stop of the control in this case, (a) is the vehicle speed, (b) is the master cylinder pressure measured by the hydraulic pressure sensor 6, and (c) is idle via the in-vehicle network 11. Master cylinder pressure received by the stop control unit 12, (d) is a timing for generating a brake fluid pressure holding request, (e) is a state change of the brake fluid pressure control valves 8a and 8b based on the brake fluid pressure holding request, (f) Is the generation timing of the engine stop request, and (g) is the engine speed.

  Then, as in the case of FIG. 4, when the driver depresses the brake pedal 2 during traveling and the vehicle speed becomes 0 (= 0 km / h) at t1 (FIG. 5 (a)), the master cylinder pressure becomes the threshold during that time. The value Pr is exceeded (FIG. 5B). When the master cylinder pressure information is sent from the brake control unit 13 to the idle stop control unit 12 as needed via the in-vehicle network 11, the idle stop control unit 12 receives the master cylinder pressure information with a delay of time Δt. (FIG. 5C).

  When the idle stop control means determines at t2 that the predetermined engine stop condition including that the vehicle speed is 0 and the master cylinder pressure is greater than or equal to the threshold value Pr is t2, the idle stop control unit 12 is connected via the in-vehicle network 11. Then, a brake fluid pressure holding request is sent to the brake control unit 13 (FIG. 5 (d)).

  On the other hand, the driver changes from the brake pedal 2 to the accelerator pedal before and after the idle stop control unit 12 determines that the predetermined engine stop condition is satisfied based on a change in the situation, and the master cylinder pressure is several milliseconds or less. Suppose that it quickly became 0 in response to.

  In this case, based on the reception of the brake fluid pressure holding request, the brake control unit 13 controls the brake fluid pressure control valves 8a and 8b to hold the fluid pressure at t3 (FIG. 5 (e)). Based on the communication delay time Δt of the network 11, the actual master cylinder pressure in FIG. 5B has already become 0, and the brake fluid pressure that is maintained even when the brake fluid pressure control valves 8 a and 8 b are closed is substantially the same. 0, and the braking force applied to each wheel is 0 (empty).

  Then, the idling stop control unit 12 confirms the control execution information for applying the braking force of 0 (empty), passes through step S2 of FIG. 2 with NO, stops the idling stop control, and idles to the engine control unit 14. Instead of sending a stop engine stop request (FIG. 5 (f)), instead, a hydraulic pressure holding release request is transmitted to the brake control unit 13 via the in-vehicle network 11 (step S6 in FIG. 2).

  The brake control unit 13 opens the brake hydraulic pressure control valves 8a and 8b of the solenoid valve group 8 to stop holding the brake force based on the reception of the hydraulic pressure hold release request, and the brake force changes according to the master cylinder pressure. The original state is restored (step Q4 in FIG. 3).

  Therefore, when the braking force applied to each wheel becomes 0 (empty) and there is a possibility that the idling stop vehicle 1 may slide down when the engine is restarted, the idling stop control is stopped and the engine is not automatically stopped. Thus, it is possible to reliably prevent the idle stop vehicle 1 from sliding down without restarting the engine.

  As described above, in the case of the present embodiment, the idle stop control unit 12 as the idle stop control means receives the signal via the in-vehicle network 11 such as CAN which is a communication means even if a predetermined engine stop condition is satisfied. The brake control unit 13 executes the brake force application control according to the brake force application control execution information, and confirms that the brake force is actually applied. Does not start automatic engine stop control. Therefore, when the driver switches from the brake pedal 2 to the accelerator pedal immediately after a predetermined engine stop condition is satisfied due to a change in the situation or the like, the brake fluid pressure (master cylinder pressure) ) Decreases, the brake control unit 13 performs the brake force application control. As a result, if the brake force is not actually applied to each wheel, the engine automatic stop control is not performed. The restart is not performed. Therefore, it is possible to reliably prevent the idle stop vehicle 1 from sliding down when the engine is restarted due to the communication delay of the in-vehicle network 11.

  Note that the engine automatic stop control will not start until it is confirmed that the brake force is actually applied. The restart is delayed, but this delay is about several tens of milliseconds, and there is no problem.

  In addition, the brake control unit 13 measures the brake hydraulic pressure by using an existing hydraulic pressure sensor (hydraulic pressure detection sensor) 7 of the brake actuator 7 serving as a brake control means, and provides control information for applying a brake force including the measured brake hydraulic pressure. Is sent to the idle stop control unit 12. Therefore, the idle stop control unit 12 has an advantage that it can be confirmed that the brake force is applied more reliably with reference to the actually measured brake fluid pressure. It can be used as it is without modification, and the manufacturing cost of the idle stop vehicle 1 does not increase.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit thereof. For example, the configuration of the brake actuator 7 and the idle stop can be made. The configuration, control method, and the like of the control unit 12 and the brake control unit 13 are not limited to those in the above embodiment.

  Moreover, what kind and number of control units etc. may be connected to the in-vehicle network 11, and the in-vehicle network 11 is not limited to CAN. The configuration of the in-vehicle network 11 and the degree of time delay of the communication may be whatever.

  Furthermore, the generation timing of the brake fluid pressure holding request, the generation timing of the engine stop request, and the like are not limited to the timing of the above embodiment.

  The present invention can be applied to various idle stop vehicles.

DESCRIPTION OF SYMBOLS 1 Idle stop vehicle 6 Fluid pressure sensor 7 Brake actuator 8 Solenoid valve group 8a, 8b Brake fluid pressure control valve 12 Idle stop control unit 13 Brake control unit

Claims (2)

  1. Brake control means for applying a braking force;
    Idle stop control means for performing idle stop control including automatic engine stop control and restart control;
    Communication means to which the brake control means and the idle stop control means are connected,
    The brake control means brakes the idle stop control means via the communication means when the braking force is applied based on the brake force control information received from the idle stop control means via the communication means. Send control execution information
    The idle stop control device, wherein the idle stop control means starts the automatic stop control after confirming the control execution information of the braking force application received via the communication means.
  2. In the control apparatus of the idle stop vehicle according to claim 1,
    The brake control means includes a hydraulic pressure detection sensor for detecting a brake hydraulic pressure,
    The control apparatus for the idling stop vehicle, wherein the brake execution control execution information includes a brake fluid pressure detected by the fluid pressure detection sensor.
JP2010011811A 2010-01-22 2010-01-22 Control device for idle stop vehicle Pending JP2011149348A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015071979A (en) * 2013-10-03 2015-04-16 三菱自動車工業株式会社 Vehicle control device
CN106401757A (en) * 2015-07-28 2017-02-15 长城汽车股份有限公司 Cylinder shutting down mode implementing method and system of engine, and vehicle
US10550817B2 (en) 2015-10-30 2020-02-04 Nissan Motor Co., Ltd. Idle stop control method and idle stop control device

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Publication number Priority date Publication date Assignee Title
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission
JP2008286107A (en) * 2007-05-17 2008-11-27 Mazda Motor Corp Control device for vehicle engine

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission
JP2008286107A (en) * 2007-05-17 2008-11-27 Mazda Motor Corp Control device for vehicle engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015071979A (en) * 2013-10-03 2015-04-16 三菱自動車工業株式会社 Vehicle control device
CN106401757A (en) * 2015-07-28 2017-02-15 长城汽车股份有限公司 Cylinder shutting down mode implementing method and system of engine, and vehicle
CN106401757B (en) * 2015-07-28 2019-07-05 长城汽车股份有限公司 Disconnected cylinder mode implementation method, system and the vehicle of engine
US10550817B2 (en) 2015-10-30 2020-02-04 Nissan Motor Co., Ltd. Idle stop control method and idle stop control device

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