JP2013011180A - Engine stop control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of an engine stop, when determined by detection of a brake operation that a vehicle is under a parking operation or is involved in a traffic jam.SOLUTION: The number of times M where the vehicle is braked for a predetermined time T is found (Step S11). The frequency M tells a driver the frequency of brakings by the number of times M of brakes. When the number of times M exceeds a threshold N (Y in Step S12), a parking operation flag is made "1" (Step S17). This shows that the driver is performing a parking operation (or in the traffic jam). In this case, an idling stop prohibiting flag is set at "1" (Step S18), and the idling stop execution is prohibited.

Description

  The present invention relates to an engine stop control device, and in particular, stops the engine under conditions such as when the vehicle is in a stopped state or below a predetermined speed, and then restarts the engine when a predetermined condition is satisfied. The present invention relates to an engine stop control device that performs control.

In Patent Document 1, it is recognized that the vehicle is in the garage operation when the shift lever is operated in reverse, and after that, if the vehicle speed does not reach a predetermined value or more even if the shift lever is operated other than reverse, idling is performed. Prohibiting suspension is disclosed.
Patent Document 2 discloses that the stopping of the engine is prevented during the parking operation of the vehicle, that the identification reference of the parking operation uses information regarding the operation of the steering mechanism (torque applied to the steering wheel), and information regarding reverse gearing. Has been.

Patent Document 3 discloses that when the select position of the select lever is in the reverse position, the engine is prohibited from being stopped.
Patent Document 4 discloses that the engine is prevented from stopping until the vehicle reaches a predetermined speed after the vehicle starts.

JP 2011-27072 A JP 2008-510926 A JP 2000-320365 A JP-A-11-257121

An idling stop function is known in which the vehicle engine is automatically stopped when the vehicle is stopped or decelerated before the vehicle is stopped to reduce wasteful fuel consumption.
However, when a driver performs a parking operation in order to put a vehicle equipped with an idling stop function into the parking space, the vehicle position is adjusted by repeatedly starting and stopping to move the vehicle forward and backward. There are many. As a result, the engine is frequently started and stopped during parking operations, fuel and electric power required for starting and stopping the engine are increased, and fuel consumption is increased as compared with the case where the idling stop function is not provided. End up. In addition, since the parking operation is interrupted every time idling stop is performed, the driver feels uncomfortable and the time required to complete the parking also becomes longer.

Then, the technique which prevents idling stop generate | occur | producing during parking operation etc. is known (patent documents 1-4).
However, a technology that accurately determines that the vehicle is parked or congested by detecting the brake operation, and prevents the engine from being automatically stopped by the idling stop function when the vehicle is parked or congested. Was not known.
An object of the present invention is to determine whether a vehicle is in a parking operation or in a traffic jam by detecting a brake operation, and to prevent the engine from being stopped when the parking operation is in a traffic jam.

  (1) According to an embodiment of the present invention, speed detecting means for detecting the speed of the vehicle, and the engine is stopped when the vehicle is in a stopped state or less than a predetermined first speed as detected by the speed detecting means. And a control means for restarting the engine when a predetermined condition is satisfied thereafter, and further comprising a brake operation detecting means for detecting a brake operation of the vehicle. The control means is an engine stop control device for prohibiting the stop of the engine when the frequency of brake operation detected by the brake operation detection means is greater than a threshold value.

(2) In this case, it further comprises range position detection means for detecting the position of the range of the transmission of the vehicle, and the control means is when the position of the range detected by the range position detection means is a parking range. May cancel the prohibition.
(3) The control means cancels the prohibition when the speed of the vehicle detected by the speed detection means is equal to or higher than a predetermined second speed larger than the first speed. It may be a feature.

  (4) Further, the control means determines whether the brake operation detected by the brake operation detection means is a pumping brake operation, and determines that the brake operation is based on the brake operation determined not to be a pumping brake operation. It is possible to determine whether the frequency of the operation is greater than the threshold value.

(5) The control means detects that the vehicle is not stopped by the detection of the speed detection means when the brake is changed from the non-operation state to the operation state by the brake operation detection means, and the brake is thereafter Determining that the operation of the brake is the operation of the pumping brake when the vehicle is not stopped by the detection of the speed detection means while the operation of the brake is being detected by the operation detection means. It may be a feature.
(6) The control unit may use a large value as the threshold value in accordance with an increase in the vehicle speed detected by the speed detection unit.

According to the embodiment of (1), it is determined that the vehicle is parked or congested by detecting the brake operation, and the engine is not stopped by the control means when the vehicle is parked or congested. Can be.
According to the embodiment of (2), when it is determined that the driver has completed the parking operation, the engine can be stopped by the control means.

According to the embodiment of (3), when it is determined that the driver has interrupted the parking operation, the engine can be stopped by the control means.
According to the embodiment of (4), it can be determined that the vehicle is in a parking operation or in a traffic jam by operating a brake excluding a pumping brake.

According to the aspect of (5), it can determine with a pumping brake based on brake operation and the speed of a vehicle.
According to the embodiment of (6), it is possible to accurately determine that the vehicle is in a parking operation or in a traffic jam according to the speed of the vehicle.

It is a block diagram which shows the electrical connection of the control system which implement | achieves the engine stop control apparatus which is one Embodiment of this invention. It is a flowchart explaining the content of the control based on the idling stop function of the engine stop control apparatus which is one Embodiment of this invention. It is a flowchart of the parking operation determination process of the engine stop control apparatus which is one Embodiment of this invention. It is explanatory drawing of the brake frequency table of the engine stop control apparatus which is one Embodiment of this invention. It is a graph explaining the brake frequency table of the engine stop control apparatus which is one Embodiment of this invention. It is a timing chart explaining the determination process during parking operation of the engine stop control apparatus which is one Embodiment of this invention. It is a flowchart of the brake operation determination process of the engine stop control apparatus which is another embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing an electrical connection of a control system that realizes the engine stop control device of the present embodiment.
A vehicle to which the engine stop control device of this embodiment is applied includes an engine as a prime mover, a transmission that changes the rotational driving force of the engine, driving wheels that are driven by the output of the transmission, and braking force that is applied to the driving wheels. A brake to be applied, a battery that stores electric power generated by a generator driven by the rotational driving force of the engine, and supplies electric power to a starter motor and auxiliary equipment are provided.

  Various engines can be applied as the engine as the prime mover. For example, an in-line multi-cylinder engine having a relatively small displacement is applied. It is also possible to apply a so-called hybrid system in which an electric motor is attached to the prime mover. Various transmissions can be applied to the transmission. For example, a belt-type continuously variable transmission (CVT) is applied. Furthermore, various brakes can be applied to the brake. For example, a hydraulic foot brake with a master cylinder is applied.

The operating state of the engine is controlled by the engine controller 2. Control elements of the engine operating state by the engine controller 2 include, for example, a fuel injection amount by the fuel injection device, an ignition timing by the spark plug, and the like.
The idling stop controller 1 is configured around a microcomputer and controls the idling stop function of the vehicle. An engine controller 2, a brake switch 3, a vehicle speed sensor 4, and a shift position switch 5 are connected to the idling stop controller 1.
The brake switch 3 is a switch that detects whether or not the brake pedal is depressed. The vehicle speed sensor 4 is a sensor that detects the speed of the vehicle. The shift position switch 5 is a switch for detecting a shift position (range position) of the transmission.

  The idling stop controller 1 controls the idling stop function. Specifically, when a predetermined idling stop condition is satisfied, such as when the vehicle stops, or when the vehicle is decelerated before stopping and becomes below a first fixed speed that is the first speed, the engine The controller 2 is notified of the establishment of the idling stop condition, and in response to this, the engine controller 2 stops the engine. After that, when a predetermined condition (idling stop canceling condition) is satisfied, the idling stop controller 1 notifies the engine controller 2 that the idling stop canceling condition is established, and the engine controller 2 receives the engine in response to this. restart.

FIG. 2 is a flowchart for explaining the contents of control based on the idling stop function.
The idling stop controller 1 first determines whether or not an idling stop condition is satisfied (step S1). As an idling stop condition, it is mentioned as an essential condition that the vehicle has stopped or that the vehicle has become a first speed or less during the deceleration before stopping. In addition, for example, it is necessary to satisfy the conditions such as the brake pedal being depressed, the accelerator pedal being released, and the shift position being in the D (drive) range. .

  When the idling stop condition is satisfied (Y in step S1), it is determined whether or not the idling stop prohibition flag is “1” (step S2). Although the details will be described later, the idling stop prohibition flag is a flag indicating that the idling stop execution is prohibited even when the idling stop condition is satisfied.

  When the idling stop prohibition flag is “1” (Y in step S2), idling stop is prohibited (step S3), and idling stop control is not performed. Therefore, the engine is not stopped by the idling stop function. When the idling stop prohibition flag is “0” (N in step S2), idling stop is permitted (step S3), and idling stop control is performed. As a result, the engine may stop due to the idling stop function.

FIG. 3 is a flowchart of determination processing during parking operation.
This determination process during parking operation is executed by the idling stop controller 1, and it is determined whether or not the driver is performing a parking operation (or in a traffic jam), and a parking operation is being performed (or in a traffic jam). ), The idling stop prohibition flag is set to “1”.

The idling stop controller 1 first sets a predetermined time, for example, a past fixed time as viewed from the present, to “T”, and the number of times the brake pedal detected by the brake switch 3 is depressed during this time T. “M” is obtained (step S11). The frequency M of the brake operation is known from the number M of times.
The means for obtaining the frequency of brake operation is not limited to the processing in step S11. For example, the number of brake operations per unit time can be set. This is, for example, the number of times of brake operation per second (unit: times / second) calculated by dividing the number of times the brake was operated 10 seconds before the present by 10 seconds. Moreover, it can also be set as the operation interval of a brake. For example, it is a time (unit: second) calculated by dividing 10 seconds by the number of times the brake is operated from the present to 10 seconds ago.

  Next, referring to a brake frequency table (FIG. 4), which will be described later, the value “N” that is the threshold value of the number of times M is compared with the number of times M obtained in step S11 (step S12). As a result, when the number M is equal to or less than the threshold value N (N in step S12), the parking operation flag is set to “0” (step S13). The parking operation flag is a flag indicating that the driver is performing a parking operation (or in a traffic jam). When the flag is “0”, the driver is not performing a parking operation (or in a traffic jam). Not). In this case, the idling stop prohibition flag is set to “0” (step S14), and the idling stop execution is permitted.

  On the other hand, when the number M exceeds the threshold value N (Y in Step S12), as long as Step S15 is “Y” and Step S16 is “Y” (Steps S15 and S16 will be described later). The parking operation flag is set to “1” (step S17). When the parking operation flag is “1”, it indicates that the driver is performing a parking operation (or is in a traffic jam). In this case, the idling stop prohibition flag is set to “1” (step S18), and the idling stop execution is prohibited.

That is, by detecting the operation of the brake pedal and determining the frequency of the operation, it is determined that the vehicle is in a parking operation or in a traffic jam. When the vehicle is in a parking operation or in a traffic jam, the idling stop control is performed. It is possible to prevent the engine from being stopped.
Next, when the number M exceeds the threshold value N (Y in step S12), the process proceeds to step S15. In step S15, it is determined whether or not the shift position detected by the shift position switch 5 is outside the P (parking) range. When the shift position is in the P range (N in Step S15), the process proceeds to Steps S13 and S14 described above, and execution of idling stop is permitted.

  Even if it is determined that the number of times the brake pedal was depressed M during time T, that is, the brake operation frequency is large and the parking operation is performed, the shift position is P When it is in the range, it is determined that the parking operation has been completed after completion of the parking operation, and therefore the idling stop is permitted to be executed.

  If the shift position is not in the P range (Y in step S15), the process proceeds to step S16, and the vehicle speed “spd” detected by the vehicle speed sensor 4 is compared with the speed “V” that is the second speed. (Step S16). The speed V is a predetermined threshold value for the speed spd of the vehicle, and is larger than the constant speed that is the first speed described above. When the vehicle speed spd is equal to or higher than the speed V (N in Step S16), the process proceeds to Steps S13 and S14 described above, and execution of idling stop is permitted.

This is because the vehicle speed spd is equal to or higher than the speed V even if it is determined that the number of times the brake pedal is depressed during time T, that is, the brake operation frequency is large and the parking operation is performed. If it becomes higher, the driver has performed the parking operation, but since it can be determined that the operation has been interrupted thereafter, execution of the idling stop is permitted.
FIG. 4 is an explanatory diagram of a brake frequency table. FIG. 5 is a graph illustrating a brake frequency table.

The brake frequency table is a table in which a value N serving as a threshold value of the number of times M is registered as described in step S12. Here, a plurality of threshold values N corresponding to the vehicle speed are registered. This threshold value N is determined to increase as the vehicle speed increases within a certain speed range.
This is because even if the brake pedal is operated to some extent frequently, if the vehicle speed is high, it is considered that the parking operation is not being performed (or the vehicle is not congested), so the vehicle speed increases. Accordingly, the value of the threshold value N is also increased so that it can be accurately determined that the parking operation or the traffic jam is occurring according to the speed of the vehicle.

FIG. 6 is a timing chart illustrating the determination process during parking operation.
In this timing chart, “determination during parking operation” is “established” when the parking operation flag is “1” and it is determined that the driver is in parking operation (or traffic jam), and the parking operation flag is “0”. "" Indicates that the driver is not in a parking operation (or in a traffic jam) as "not established". “Vehicle speed” indicates the speed of the vehicle detected by the vehicle speed sensor 4. “Brake switch” indicates whether or not the brake pedal is depressed detected by the brake switch 3 by “on” and “off”. “Number of times of brake” indicates a time change of the number M of times the brake pedal is depressed during time T. “Idle stop permission” indicates whether the idling stop prohibition flag is “0” and the idling stop is “permitted” or “1”. “R range”, “D range”, and “P range” are shift positions detected by the shift position switch 5, and whether the R (reverse) range, D (drive) range, and P (parking) range are “on” or “off”, respectively. "

  In the example of this timing chart, the brake pedal is operated at a certain time indicated by a vertically long wavy line. The horizontally long arrow shown in “Number of brakes” indicates the range of time T described above. A horizontally long wavy line indicated by “vehicle speed” indicates the value of the speed V serving as the aforementioned threshold value. Due to the operation of the brake pedal performed at a certain time indicated by the vertically long wavy line, the number M of times the brake pedal is depressed at time T exceeds the threshold value N (in this example, the threshold value N is 2) ( Y of step S12). In this case, since the speed spd of the vehicle is lower than the speed V (Y in step S16) and the shift position is outside the P range (Y in step S15), “parking operation determination” Is “1”, which is “established” in which it is determined that the parking operation is being performed (or traffic jam). In this case, idling stop is prohibited.

After a while, the shift position becomes the P range (N in Step S15), and the “parking operation determination” is “0” in the parking operation flag, and the parking operation is not in progress (or in a traffic jam). It is determined as “not established”. In this case, idling stop is permitted.
Next, another embodiment will be described.

In the engine stop control device of this embodiment, the configuration of the applied vehicle is the same as that of the above-described embodiment, and the configuration of the control system is also the same as that of the embodiment described above with reference to FIG. Further, the same control as described above with reference to FIGS. 2 to 6 is performed.
This embodiment is different from the above-described embodiment in that the control described later with reference to FIG. 7 is also executed in addition to the control content described with reference to FIGS.

In the process of FIG. 3, when the driver determines that the parking operation is being performed (or is in a traffic jam), control for prohibiting idling stop is performed. In this case, the determination that the driver is operating the parking (or the traffic is congested) may include a case where the driver is operating the pumping brake.
Therefore, the process of FIG. 7 determines whether or not the driver is operating the pumping brake. When the driver is operating the pumping brake, the brake operation is excluded from the number of brakes M in the process of FIG. The idling stop is not prohibited by the operation of the pumping brake.

FIG. 7 is a flowchart of the brake operation determination process.
First, the idling stop controller 1 determines whether or not the brake operation has changed from off to on by the brake switch 3 (step S21). When the brake operation changes from off to on (Y in step S21), it is determined whether or not the vehicle speed spd is greater than a predetermined speed “A” (step S22). The predetermined speed A is a predetermined speed at which it is determined that the vehicle is stopped. For example, the predetermined speed A is 5 km / h. When the vehicle speed spd is equal to or lower than the predetermined speed A (N in step S22), the current brake operation is not counted as the number of times of braking M in step S11 of FIG. That is, the brake operation for calculating the brake operation frequency is not performed (step S25).

  If the vehicle speed spd is greater than the predetermined speed A (Y in step S22), it is determined whether or not the brake operation is on for a predetermined time (step S23), and if the brake operation is on (Y in step S23). ), It is determined whether or not the vehicle speed spd is equal to or lower than a predetermined speed A (step S24). If the vehicle speed spd is greater than the predetermined speed A (N in step S24), the process returns to the determination in step S23. If the brake operation is turned off (N in step S23), the brake operation is performed by the pumping brake. Since it is determined as an operation, it is not counted as the number of times of braking M in step S11 of FIG. That is, the brake operation for calculating the brake operation frequency is not performed (step S25).

On the other hand, in this case, if the vehicle speed spd is equal to or lower than the predetermined speed A (Y in step S24), it is determined that the brake operation is not a pumping brake operation, so the number of brakes M in step S11 in FIG. Count as a number. That is, it is set as the brake operation which calculates brake operation frequency (step S26).
In other words, if the speed of the vehicle is not determined to be stopped when the brake operation is changed from off to on, and the speed is not determined to be stopped while the brake operation is on, the pumping is performed. It is determined that the operation is a brake. On the other hand, if the vehicle is not at a speed at which the vehicle is determined to be stopped when the brake operation is changed from off to on, but is at a speed at which the vehicle is determined to be stopped while the brake operation is on, pumping is performed. Judge that it is not a brake operation.

  Note that the method for determining whether or not the pumping brake is operated is not limited to this. For example, it can be determined that the brake operation is the pumping brake operation because the accelerator operation is not performed while the brake operation from when the previous brake operation is turned on to when the current brake operation is turned on is off. Further, it can be determined that the operation is a pumping brake when the brake operation is turned off for a predetermined time or less after the previous brake operation is turned on until the current brake operation is turned on.

In the present embodiment, by adding the processing of FIG. 7, it can be determined that the vehicle is in a parking operation (or in a traffic jam) by operating a brake excluding the pumping brake.
In addition, it cannot be overemphasized that description of each embodiment demonstrated above does not limit this invention.

For example, the present invention can be applied not only to parking by a driver but also to automatic parking. Further, the present invention can be applied even when the automatic brake works following the preceding vehicle in a traffic jam.
Unlike the above example, the threshold value N may be a fixed value. Alternatively, the threshold value N may be corrected based on the measured operation frequency of the brake of the running vehicle. Also good.

  In addition, when idling stop is permitted by the above-described control, idling stop may be performed if the above-described idling stop condition is satisfied at the time when idling stop is permitted. The idling stop may be performed when it is established next time.

1 Idling stop controller 2 Engine controller 3 Brake switch 4 Vehicle speed sensor 5 Shift position switch

Claims (6)

Speed detecting means for detecting the speed of the vehicle;
Control that stops the engine when the vehicle is in a stopped state or below a first predetermined speed as detected by the speed detecting means, and restarts the engine when a predetermined condition is satisfied thereafter. Means,
In an engine stop control device comprising:
Brake operation detecting means for detecting the operation of the brake of the vehicle,
The control means prohibits the engine from being stopped when the brake operation frequency detected by the brake operation detection means is greater than a threshold value;
An engine stop control device. A range position detecting means for detecting a range position of the transmission of the vehicle;
The control means cancels the prohibition when the position of the range detected by the range position detection means is a parking range;
The engine stop control device according to claim 1. The control means cancels the prohibition when the speed of the vehicle detected by the speed detection means is equal to or higher than a predetermined second speed larger than the first speed.
The engine stop control device according to claim 1.   The control means determines whether or not the brake operation detected by the brake operation detection means is a pumping brake operation, and the frequency of the brake operation is determined based on the brake operation determined not to be a pumping brake operation. The engine stop control device according to claim 1, wherein it is determined whether or not the threshold value is larger.   The control means is configured so that the vehicle is not stopped by the detection of the speed detection means when the brake is changed from the non-operation state to the operation state by the brake operation detection means, and then the brake operation detection means When the operation of the brake is detected and the vehicle is not stopped by the detection of the speed detection means, it is determined that the operation of the brake is the operation of the pumping brake. The engine stop control device according to claim 4.   The engine stop control device according to claim 1, wherein the control unit uses a large value as the threshold value in accordance with an increase in the vehicle speed detected by the speed detection unit.

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