JP2014145314A - Internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine control device capable of suppressing degradation of performance of a booster.SOLUTION: An internal combustion engine control device 100 (110, 120) for stopping an internal combustion engine 300 when an idling stop permission condition is established, and then restarting the internal combustion engine 300 when an idling stop prohibition condition is established thereafter, includes an acquiring portion 130 (S2, S9) for acquiring an integrated value of physical amount according to an operation of a brake pedal 20 to estimate a degree of consumption of a pressure in a negative pressure chamber 12 of a booster 11, and a confirming portion 140 (S11) for establishing the idling stop prohibition condition or prohibiting the establishment of the idling stop permission condition when the integrated value is over a prescribed value.

Description

  The present invention relates to a device (an internal combustion engine control device) for controlling an internal combustion engine of a vehicle such as an automobile, and the like. In particular, the internal combustion engine control device stops an internal combustion engine when an automatic stop condition (idling stop permission condition) is satisfied. Thereafter, the internal combustion engine can be restarted when the automatic restart condition (idling stop prohibition condition) is satisfied.

  For example, FIG. 1 of Patent Document 1 discloses an electronic control unit (ECU) 50 as an internal combustion engine control device. FIG. 3 of Patent Document 1 discloses Steps S1, S4, S5a, S6, S7, S8, S9, and S10 as the first idling stop permission condition, for example, and paragraphs [0033] and [10] of Patent Document 1 are disclosed. According to the description such as [0037] to [0042], the first idling stop permission condition is that the state of the non-driving range such as “N” switched from the driving range such as “D” when the vehicle speed is zero. It is to continue for a predetermined period T1 or more. Further, FIG. 4 of Patent Document 1 discloses Steps S1, S4, S5b, S6, S7, S12, S13, S14, and S15 as, for example, second idling stop permission conditions. Paragraph [0034] of Patent Document 1 According to the description in paragraphs [0044] to [0045] and the like, the second idling stop permission condition is that the first reference hydraulic pressure P1 in the master cylinder 41 is in the driving range such as “D” when the vehicle speed is zero. In other words, the state of the high hydraulic pressure PBRK continues for a predetermined period T2 or more.

  Similarly, FIG. 3 of Patent Document 1 discloses Steps S1, S4, S5b, S6, and S11 as, for example, the first idling stop prohibition condition. According to the description of paragraph [0043] of Patent Document 1, The idling stop prohibiting condition 1 is that the idling stop permitting condition is satisfied when the vehicle speed is 0 and the non-driving range is switched to the driving range. FIG. 4 of Patent Document 1 discloses steps S1, S4, S5b, S6, S7, S12, S16, S17, S18, and S19 as, for example, second idling stop prohibiting conditions. ] To [0050] and the like, the second idling stop prohibition condition is a state in which the idling stop permission condition is satisfied in the driving range such as “D” when the vehicle speed is 0, and the second reference That is, the state of the hydraulic pressure PBRK that is lower than the hydraulic pressure P2 and higher than the third reference hydraulic pressure P3 continues for a predetermined period T3 or more.

Japanese Patent Laid-Open No. 11-270378

  However, when the driver repeats the depression and return of the brake pedal 40 of Patent Document 1 within a short period, that is, when the driver executes a so-called pumping brake, the booster device of the service brake mechanism 36 of Patent Document 1 ( The performance of the brake booster will be reduced. Specifically, since the absolute pressure in the negative pressure chamber of the booster is increased by the pumping brake, the braking force of the vehicle with respect to the depression force applied to the brake pedal 40 by the driver is reduced. Therefore, a large braking force may not be obtained with a small pedaling force. In other words, when the driver executes the pumping brake, it is necessary to obtain a large braking force with a large pedal effort.

  One object of the present invention is to provide an internal combustion engine control apparatus capable of suppressing a decrease in performance of a booster. Other objects of the present invention will become apparent to those skilled in the art by referring to the aspects and preferred embodiments exemplified below and the accompanying drawings.

  In the following, in order to easily understand the outline of the present invention, embodiments according to the present invention will be exemplified.

A first aspect according to the present invention is an internal combustion engine control device that stops an internal combustion engine when an idling stop permission condition is satisfied, and then restarts the internal combustion engine when an idling stop prohibition condition is satisfied,
An acquisition unit for acquiring an integrated value of physical quantities according to operation of a brake pedal in order to estimate a degree of consumption of pressure in the negative pressure chamber of the booster;
A confirmation unit that establishes the idling stop prohibition condition when the integrated value exceeds a predetermined value or prohibits the establishment of the idling stop permission condition;
The present invention relates to an internal combustion engine control device.

  In the first aspect, the integrated value of the physical quantity corresponding to the operation of the brake pedal is acquired. The integrated value is for estimating the degree of pressure consumption in the negative pressure chamber of the booster, in other words, the degree of deterioration of the performance of the booster. Therefore, the integrated value is monitored so that the performance of the booster does not deteriorate too much, and when the integrated value exceeds the predetermined value, the idling stop prohibition condition is established, and the internal combustion engine is restarted to prohibit the stop of the internal combustion engine. can do. Alternatively, when the integrated value exceeds a predetermined value, establishment of the idling stop permission condition can be prohibited, and further consumption of the pressure in the negative pressure chamber can be prevented. Thereby, the internal combustion engine control apparatus which can suppress the fall of the performance of a booster can be provided.

  Since the internal combustion engine control device uses the integrated value of the physical quantity corresponding to the operation of the brake pedal, it is not necessary to use the pressure in the negative pressure chamber of the booster detected by a pressure sensor, for example. Alternatively, when the internal combustion engine control device uses, for example, the pressure in the negative pressure chamber by the pressure sensor, even if the pressure sensor fails, the integrated value of the physical quantity corresponding to the operation of the brake pedal is used. Therefore, it is possible to reliably avoid a decrease in performance of the booster.

According to a second aspect of the present invention, in the first aspect,
The integrated value may be obtained by continuing to add the change width of the physical quantity.

  By continuously adding the change amount of the physical quantity according to the operation of the brake pedal, the integrated value can represent the degree of consumption of the pressure in the negative pressure chamber of the booster. In other words, by using such an integrated value, it is possible to more accurately grasp the degree of reduction in the performance of the booster.

According to a third aspect of the present invention, in the first or second aspect,
The operation may be only a step back operation.

  Consumption of the pressure in the negative pressure chamber of the booster occurs when the brake pedal is depressed. In other words, when the brake pedal is depressed, air is introduced into the transformer chamber of the booster, but since the negative pressure chamber is independent of the variable pressure chamber, pressure consumption in the negative pressure chamber occurs when the brake pedal is depressed. Absent. Therefore, the degree of consumption of the pressure in the negative pressure chamber can be easily grasped by using the integrated value of the physical quantity corresponding only to the brake pedal depressing operation.

According to a fourth aspect of the present invention, in the first or second aspect,
The operation may be a stepping back operation and a stepping operation,
The weighting factor of the stepping operation with respect to the physical quantity may be larger than the weighting factor of the stepping operation with respect to the physical quantity.

  Consumption of the pressure in the negative pressure chamber of the booster occurs when the brake pedal is depressed, but when the brake pedal is depressed, the brake pedal is also depressed thereafter. In other words, by using the integrated value of the physical quantity according to the depression operation of the brake pedal, it is possible to grasp in advance the degree of future pressure consumption in the negative pressure chamber. Therefore, the degree of consumption of the pressure in the negative pressure chamber can be grasped at an early stage by using the integrated value of the physical quantity corresponding to the stepping back operation and the stepping operation of the brake pedal. In addition, by making the weighting factor for the stepping back operation larger than the weighting factor for the stepping operation, it is possible to more accurately grasp the degree of pressure consumption in the negative pressure chamber.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects,
The idling stop permission condition may include one of a first condition in which the vehicle speed is equal to or less than a predetermined speed greater than zero or a second condition in which the vehicle speed is zero.
The predetermined value may include a first predetermined value and a second predetermined value higher than the first predetermined value,
When the idling stop permission condition includes the first condition, the first predetermined value may be selected as the predetermined value,
When the idling stop permission condition includes the second condition, the second predetermined value may be selected as the predetermined value.

  In general, the braking force required when the vehicle speed is greater than zero is greater than the braking force required when the vehicle speed is zero. In other words, when the idling stop permission condition is satisfied by the first condition where the vehicle speed is equal to or less than a predetermined speed greater than zero, the driver is more likely to step on the brake, and therefore the driver executes the pumping brake. The possibility is also high. On the other hand, when the idling stop permission condition is satisfied by the second condition in which the vehicle speed is zero, the driver is less likely to step on the brake, and thus the driver is less likely to execute the pumping brake. Thus, when the idling stop permission condition includes the second condition, a sufficient braking force can be prepared even if the predetermined value is set high and the second predetermined value is adopted.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects,
The physical quantity may be a brake fluid pressure.

  The pressure of the brake fluid can be selected as a physical quantity corresponding to the operation of the brake pedal.

  Those skilled in the art will readily understand that the illustrated embodiments according to the present invention can be further modified without departing from the spirit of the present invention.

An example showing the structure of the internal combustion engine control apparatus according to this invention is shown. FIGS. 2A, 2B, and 2C show examples of changes in vehicle speed, negative pressure chamber pressure, and brake fluid pressure, respectively. An example showing the operation of the internal combustion engine controller of FIG. 1 is shown. 2 shows another example of the operation of the internal combustion engine control device of FIG. FIG. 5A, FIG. 5B, and FIG. 5C show another example representing changes in the vehicle speed, the pressure in the negative pressure chamber, and the pressure of the brake fluid, respectively. The other example showing operation | movement of the internal combustion engine control apparatus of FIG. 1 is shown.

  The preferred embodiments described below are used to facilitate an understanding of the present invention. Accordingly, those skilled in the art should note that the present invention is not unduly limited by the embodiments described below.

  FIG. 1 shows an example representing the configuration of an internal combustion engine control device according to the present invention. In the example of FIG. 1, an internal combustion engine control device 100 configured by, for example, an ECU controls an internal combustion engine 300 such as an engine. Specifically, the internal combustion engine control device 100 can stop the internal combustion engine 300 when the idling stop permission condition is satisfied, and then restart the internal combustion engine 300 when the idling stop prohibition condition is satisfied.

  One example of the idling stop permission condition is, for example, that the vehicle speed is a predetermined speed (for example, 10 [km / h]) or less. Accordingly, when the driver depresses the brake pedal 20 when the vehicle speed is, for example, 20 [km / h], and then the vehicle speed decreases to 10 [km / h], the internal combustion engine control device 100 stops the internal combustion engine 300. Can be made. Thereby, for example, fuel consumption by the internal combustion engine 300 can be suppressed.

  One example of the idling stop prohibition condition is that an accelerator pedal (not shown) is depressed, for example. Therefore, when the driver depresses the accelerator pedal when the vehicle speed is 10 [km / h] or less, the internal combustion engine control device 100 can restart the internal combustion engine 300. Thereby, the operativity of a vehicle can be improved.

  In the example of FIG. 1, the vehicle can include not only the internal combustion engine control device 100 and the internal combustion engine 300 but also a booster 11 or the like, for example. Here, the booster 11 reduces the pedaling force of the driver's brake pedal 20, and a large braking force can be obtained with a small pedaling force. In other words, when the driver depresses the brake pedal 20, the push rod 16 is pushed by the brake pedal 20, and the master cylinder 10 converts the force from the push rod 16 into the pressure of the brake fluid and increases the pressure of the brake fluid. be able to.

  In the example of FIG. 1, the booster 11 houses a diaphragm 14 and a return spring 15, for example, and a negative pressure pipe 13 extends from the negative pressure chamber 12. The negative pressure pipe 13 is, for example, an intake pipe (not shown) of the internal combustion engine 300. ). Alternatively, the negative pressure pipe 13 may be connected to a negative pressure pump (not shown) driven by the internal combustion engine 300. When the internal combustion engine 300 operates, the absolute pressure in the negative pressure pipe 13, the negative pressure chamber 12, and the variable pressure chamber 19 is also negative due to, for example, negative pressure generated by an intake pipe (or negative pressure pump) or the like. When the driver depresses the brake pedal 20 in this state, the negative pressure chamber 12 and the variable pressure chamber 19 are shut off by an adjustment valve (not shown) in the booster 11, and air is introduced into the variable pressure chamber 19. Due to the pressure difference between the negative pressure chamber 12 and the variable pressure chamber 19, the diaphragm 14 is deformed to compress the return spring 15 and pushes out the push rod 16. At this time, the lower the absolute pressure in the negative pressure chamber 12, the greater the pressure difference between the negative pressure chamber 12 and the variable pressure chamber 19, and a greater braking force can be obtained.

  Next, when the driver depresses the brake pedal 20, the introduction of air into the variable pressure chamber 19 is interrupted, the negative pressure chamber 12 communicates with the variable pressure chamber 19, and the air remaining in the variable pressure chamber 19 becomes negative pressure chamber. 12 diffuses. When the internal combustion engine 300 is operating in this state, the absolute pressure in the negative pressure chamber 12 is once increased, but thereafter, the absolute pressure in the negative pressure chamber 12 is again, for example, an intake pipe (or a negative pressure pump). ), Etc., to maintain the negative pressure generated. On the other hand, when the internal combustion engine 300 is stopped when the air remaining in the variable pressure chamber 19 diffuses into the negative pressure chamber 12, the absolute pressure in the negative pressure chamber 12 is equal to the amount of air remaining in the variable pressure chamber 19. , Get high. In other words, the performance of the booster 10 is reduced by the amount of air remaining in the variable pressure chamber 19, and particularly when the driver performs a so-called pumping brake, the performance of the booster 10 is reduced. It will be repeated.

  In the example of FIG. 1, the internal combustion engine control device 100 can include, for example, an acquisition unit 130 and a confirmation unit 140. Here, the acquisition unit 130 acquires and confirms the integrated value of the physical quantity according to the operation of the brake pedal 20 in order to estimate the degree of consumption of the pressure (negative pressure) in the negative pressure chamber 12 of the booster 10. The unit 140 establishes the idling stop prohibition condition or prohibits the idling stop permission condition from being satisfied when the integrated value of the physical quantities according to the operation of the brake pedal 20 exceeds a predetermined value.

  The operation of the brake pedal 20 is detected by a brake detector such as a hydraulic pressure sensor 10s (or stroke sensor 20s), for example, and the physical quantity corresponding to the operation of the brake pedal 20 is, for example, the pressure of the brake fluid (or the brake pedal 20). Position).

  The integrated value of the physical quantity according to the operation of the brake pedal 20 is for estimating the degree of consumption of the pressure in the negative pressure chamber 12 of the booster device 10, in other words, the decrease in performance of the booster device 11. Represents the degree. Therefore, the internal combustion engine control device 100 or the confirmation unit 140 monitors the integrated value so that the performance of the booster 10 does not deteriorate too much, and establishes an idling stop prohibition condition when the integrated value exceeds a predetermined value. The internal combustion engine 300 can be restarted to prohibit the stop of the internal combustion engine 300. Even if the performance of the booster 10 is temporarily reduced when the internal combustion engine 300 is stopped, the performance of the booster 10 can be recovered by restarting and operating the internal combustion engine 300. it can. Alternatively, the internal combustion engine control device 100 or the confirmation unit 140 can prevent the idling stop permission condition from being satisfied and prevent further consumption of the pressure in the negative pressure chamber 12 when the integrated value exceeds a predetermined value.

  In the example of FIG. 1, the vehicle is not only a brake detection unit such as a hydraulic pressure sensor 10s (or a stroke sensor 20s), but also a vehicle speed sensor 210s, a throttle opening sensor 320s (or an accelerator pedal stroke sensor 220s), for example. , An acceleration sensor 310s, an intake pipe pressure sensor 330s, a negative pressure chamber 12 pressure sensor 12s, and the like. Here, the vehicle speed sensor 210s detects the vehicle speed, the accelerator detector detects the operation of the accelerator pedal, the rotation speed sensor 310s detects the state of the internal combustion engine 300, and the pressure sensor 330s of the intake pipe is negative. The ability to reduce the absolute pressure in the pressure chamber 12 is detected, and the pressure sensor 12s in the negative pressure chamber 12 detects the pressure in the negative pressure chamber 12.

  For example, the vehicle further includes a shift position sensor (not shown) that detects a range position such as a P range, an R range, an N range, and a D range, and an air conditioner state sensor (not shown) that detects the state of the air conditioner. For example, the pressure sensor 12s of the negative pressure chamber 12 may not be provided.

  In the example of FIG. 1, the internal combustion engine control apparatus 100 can include an input unit 110 and a determination unit 120, and the vehicle speed and pressure sensor 12 s detected by the vehicle speed sensor 210 s are detected via the input unit 110, for example. The pressure in the negative pressure chamber 12 and the pressure of the brake fluid detected by the hydraulic pressure sensor 10 s are input to the internal combustion engine control device 100. The vehicle speed or the like may be input to the internal combustion engine control device 100 or the input unit 110 from, for example, another ECU that acquires the vehicle speed or the like via an in-vehicle network 200 such as a CAN (Controller Area Network). The determination unit 120 determines, for example, whether or not the vehicle speed from the vehicle speed sensor 210s is equal to or lower than a predetermined speed (for example, 10 [km / h]), and when the vehicle speed decreases to, for example, 10 [km / h], the idling stop is performed. It can be determined that the permission condition is satisfied.

  Even if the idling stop permission condition is satisfied according to the determination result of the determination unit 120, the confirmation unit 140 monitors the integrated value of the pressure of the brake fluid from the acquisition unit 130, for example. The internal combustion engine control device 100 or the confirmation unit 140 permits the idling stop permission condition to be satisfied when the integrated value (degree of consumption of pressure in the negative pressure chamber 12) does not exceed a predetermined value, for example, ignition of the internal combustion engine 300, for example The internal combustion engine 300 is stopped by controlling a plug (not shown), a fuel injection valve (not shown), and the like. On the other hand, the internal combustion engine control device 100 or the confirmation unit 140 establishes an idling stop prohibition condition when the integrated value exceeds a predetermined value, and controls the ignition plug, the fuel injection valve, and the like to restart the internal combustion engine 300. Thereafter, by operating the internal combustion engine 300, the consumption of pressure in the negative pressure chamber 12 can be recovered.

  Alternatively, even if the vehicle speed is higher than, for example, 10 [km / h] and the idling stop permission condition is not satisfied according to the determination result of the determination unit 120, the confirmation unit 140 sets the integrated value to a predetermined value. Even if the idling stop permission condition is prohibited when exceeding, and then the vehicle speed drops to, for example, 10 [km / h], the internal combustion engine control device 100 does not stop the internal combustion engine 300. In this way, the establishment of the idling stop permission condition can be prohibited, and further consumption of the pressure in the negative pressure chamber 12 can be prevented.

  A system including not only the internal combustion engine control apparatus 100 shown in FIG. 1 but also various sensors such as the vehicle speed sensor 210s and the booster 11 shown in FIG. 1 can be called an internal combustion engine control system. The control system may further include an internal combustion engine 300.

  FIGS. 2A, 2B, and 2C show examples of changes in vehicle speed, the pressure in the negative pressure chamber 12, and the pressure of the brake fluid, respectively. In the example of FIG. 2A, the change in the vehicle speed is indicated by a solid line, and the vehicle speed at time t0 is higher than 10 [km / h]. The vehicle speed at time t1 indicates, for example, 10 [km / h], and the idling stop permission condition is satisfied at time t1. After time t1, the vehicle speed continues to decrease, and at time t3, the vehicle speed indicates zero [km / h]. In the example of FIG. 2A, for example, the change in the rotational speed of the internal combustion engine 300 such as a gasoline engine is indicated by a dotted line (and a one-dot chain line), and the rotational speed at time t0 is higher than zero. The rotation speed at t1 is zero when the idling stop permission condition is satisfied.

  When the internal combustion engine control apparatus 100 does not include the acquisition unit 130 and the confirmation unit 140, the rotational speed (dotted line) of the internal combustion engine 300 continues to show zero even after time t2. On the other hand, when the internal combustion engine control device 100 includes the acquisition unit 130 and the confirmation unit 140, as described below, for example, the integrated value of the brake fluid pressure exceeds a predetermined value at time t2, and the idling stop prohibition condition is satisfied. To do. When the idling stop prohibition condition is satisfied, the rotational speed (one-dot chain line) of the internal combustion engine 300 at time t2 increases from zero, and then the rotational speed (one-dot chain line) of the internal combustion engine 300 is constant, for example, until time t3. Indicates the value.

  In the example of FIG. 2B, the change in the pressure in the negative pressure chamber 12 is indicated by a solid line (and a one-dot chain line), and the pressure in the negative pressure chamber 12 shows a substantially constant value after time t0. Specifically, as described below, the driver starts depressing the brake pedal 20 from time t0 to time t1. In this case, the absolute pressure in the negative pressure chamber 12 once increases from a constant value, but after the depression of the brake pedal 20 is fixed, the absolute pressure in the negative pressure chamber 12 returns to the constant value again. Next, for a while after time t1, the pressure in the negative pressure chamber 12 shows a constant value, and then continues to increase stepwise.

  When the internal combustion engine control device 100 does not include the acquisition unit 130 and the confirmation unit 140, the absolute pressure (solid line) in the negative pressure chamber 12 continues to increase stepwise after time t2. On the other hand, when the internal combustion engine control device 100 includes the acquisition unit 130 and the confirmation unit 140, the absolute pressure (the one-dot chain line) in the negative pressure chamber 12 is a constant value at the time t0 after the idling stop prohibition condition is satisfied after the time t2. Can be lowered and recovered.

  In the example of FIG. 2B, the change in the pressure of, for example, the intake pipe, which is the source of the negative pressure in the negative pressure chamber 12, is indicated by a dotted line (and a one-dot chain line). The pressure of shows a constant value, and then gradually decreases to show a lower constant value. After time t1, the pressure in the intake pipe (dotted line) rises to atmospheric pressure when the idling stop permission condition is satisfied. When the internal combustion engine control apparatus 100 does not include the acquisition unit 130 and the confirmation unit 140, the pressure (dotted line) in the intake pipe continues to indicate the atmospheric pressure even after the time t2. On the other hand, when the internal combustion engine control apparatus 100 includes the acquisition unit 130 and the confirmation unit 140, the pressure of the intake pipe (one-dot chain line) after time t <b> 2 is the absolute pressure (one point Along with the chain line), it can be lowered and recovered.

  In the example of FIG. 2C, the change in the brake fluid pressure is indicated by a solid line, and the brake fluid pressure shows a minimum value for a while after time t0. When the driver starts to step on the brake pedal 20 from time t0 to time t1, the pressure of the brake fluid gradually increases from the lowest value and then shows a constant value. After a time t1, the pressure of the brake fluid shows a constant value for a while, and then reciprocates between the constant value and a lower constant value. In other words, after a time t1, the pressure of the brake fluid shows a constant value for a while, and then the driver executes the pumping brake until the time t3. As shown by the solid line in FIG. 2B, the absolute pressure in the negative pressure chamber 12 continues to increase stepwise by the pumping brake, and the absolute pressure in the negative pressure chamber 12 at time t2 approaches atmospheric pressure. When a large braking force cannot be obtained with a small pedaling force and the driver executes a pumping brake, it is necessary to obtain a large braking force with a large pedaling force.

  In the example of FIG. 2C, for example, a change in the integrated value of the brake fluid pressure is indicated by a dotted line (and a one-dot chain line), and the integrated value acquired by the acquisition unit 130 is the pressure in the negative pressure chamber 12. Represents the degree of consumption. Since the internal combustion engine 300 is operating from time t0 to time t1, the pressure in the negative pressure chamber 12 is not consumed, and the integrated value (dotted line) indicates zero. After time t1, the integrated value can rise when the internal combustion engine 300 stops due to the establishment of the idling stop permission condition. In the example of FIG. 2 (C), the acquisition unit 130 acquires an integrated value (dotted line) of the brake fluid pressure corresponding only to, for example, a step-back operation of the brake pedal 20. Specifically, the integrated value (dotted line) of the brake fluid pressure is the only amount of decrease in the brake fluid pressure indicated by the solid line in FIG. Increase in a staircase shape. The integrated value (dashed line) of the brake fluid pressure at time t2 exceeds a predetermined value. When the internal combustion engine control apparatus 100 includes the acquisition unit 130 and the confirmation unit 140, for example, the integrated value of the brake fluid pressure exceeds a predetermined value at time t2, and the idling stop prohibition condition is satisfied. As a result, the internal combustion engine 300 is restarted, and therefore, the integrated value (dashed line) of the brake fluid pressure is preferably returned to zero after time t2, as indicated by the alternate long and short dash line in FIG.

  As shown by the solid line in FIG. 2B, the absolute pressure in the negative pressure chamber 12 fluctuates not only by the brake pedal depressing operation but also by the brake pedal depressing operation by the pumping brake. However, consumption of the pressure in the negative pressure chamber 12 of the booster 11 occurs when the brake pedal 20 is depressed. In other words, air is introduced into the variable pressure chamber 19 of the booster 11 when the brake pedal 20 is depressed. However, since the negative pressure chamber 12 is independent of the variable pressure chamber 19, the pressure consumption in the negative pressure chamber 12 is consumed. Does not occur when the brake pedal 20 is depressed. Therefore, the degree of consumption of the pressure in the negative pressure chamber 12 can be easily grasped by using the integrated value of the physical quantity corresponding only to the depressing operation of the brake pedal 20.

  However, when the brake pedal 20 is depressed, the brake pedal 20 is subsequently depressed. In other words, by using the integrated value of the physical quantity according to the depression operation of the brake pedal 20, it is possible to grasp in advance the degree of future pressure consumption in the negative pressure chamber 12. Therefore, the degree of consumption of the pressure in the negative pressure chamber 12 can be grasped at an early stage by using the integrated value of the physical quantity corresponding to the stepping back operation and the stepping operation of the brake pedal 20.

  In the example of FIG. 2A, the vehicle speed at time t1 is, for example, 10 [km / h], and the idling stop permission condition is satisfied at time t1. Alternatively, as shown at time t3, for example, the idling stop permission condition may be satisfied when the vehicle speed indicates zero. That is, the idling stop permission condition may include either the first condition where the vehicle speed is equal to or lower than a predetermined speed (for example, 10 [km / h]) higher than zero, or the second condition where the vehicle speed is zero. When the idling stop permission condition includes the first condition, the internal combustion engine 300 stops when the vehicle speed falls below, for example, 10 [km / h]. When the idling stop permission condition includes the second condition, the internal combustion engine 300 stops when the vehicle speed decreases to zero. In general, the braking force required when the vehicle speed is greater than zero is greater than the braking force required when the vehicle speed is zero. In other words, when the idling stop permission condition is satisfied by the first condition where the vehicle speed is equal to or less than a predetermined speed greater than zero, the driver is more likely to step on the brake, and therefore the driver executes the pumping brake. The possibility is also high. On the other hand, when the idling stop permission condition is satisfied by the second condition in which the vehicle speed is zero, the driver is less likely to step on the brake, and thus the driver is less likely to execute the pumping brake. As described above, when the idling stop permission condition includes the second condition, for example, even if the predetermined value used in the determination of the integrated value of the brake fluid pressure (dotted line in FIG. 2C) is set higher, that is, From the first predetermined value (= the predetermined value indicated by the vertical axis in FIG. 2C) to the second predetermined value (= the predetermined value higher than the predetermined value indicated by the vertical axis in FIG. 2C) Even if it is set, a sufficient braking force can be prepared. When the vehicle speed sensor 210s is, for example, a wheel speed sensor, the wheel speed sensor can indicate zero even when the actual vehicle speed is not zero depending on the resolution of the wheel speed sensor. In other words, in this specification, the vehicle speed being zero means that the actual vehicle speed may include a vehicle speed near zero.

  FIG. 3 shows an example representing the operation of the internal combustion engine control apparatus 100 of FIG. Here, the internal combustion engine control apparatus 100 inputs the pressure from the pressure sensor 12s, for example, confirms the pressure in the negative pressure chamber 12 as in step S3 described below, and is the braking force sufficient? You can check whether or not.

  For example, when an ignition key (not shown) is turned on and the internal combustion engine control device 100 or the ECU is activated, the internal combustion engine control device 100 executes a procedure as shown in FIG. 3, for example. In the example of FIG. 3, the internal combustion engine control device 100 or the determination unit 120 determines whether or not an idling stop permission condition is satisfied (step S1). Specifically, the determination unit 120 determines whether the vehicle speed from the vehicle speed sensor 21 is a predetermined speed (for example, 10 [km / h]) or less. That is, one example of the idling stop permission condition includes, for example, that the vehicle speed is equal to or lower than a predetermined speed (for example, 10 [km / h]) higher than zero and the internal combustion engine 300 is operating. Alternatively, one example of the idling stop permission condition may include, for example, that the vehicle speed is zero and the internal combustion engine 300 is operating. In addition, one example of the idling stop permission condition may further include that the range position is the N range or the D range.

  Of course, an example of the idling stop permission condition may be a condition as disclosed in Patent Document 1, for example. Specifically, one example of the idling stop permission condition is that when the vehicle speed is 0, the state of the non-driving range such as “N” switched from the driving range such as “D” continues for a predetermined period T1 or more ( Patent Document 1 (paragraph [0033], paragraphs [0037] to [0042], etc.), or when the vehicle speed is zero, the fluid is higher than the first reference hydraulic pressure P1 in the master cylinder 41 in the drive range such as “D”. It may include that the state of the pressure PBRK continues for a predetermined period T2 or more (paragraph [0034], paragraphs [0044] to [0045], etc. of Patent Document 1).

  In the example of FIG. 3, when the idling stop permission condition in step S <b> 1 is not satisfied, the internal combustion engine control device 100 or the acquisition unit 130 represents a physical quantity corresponding to the operation of the brake pedal 20 (for example, a solid line in FIG. 2C). The integrated value of the brake fluid pressure as shown is set to zero (step S2). In other words, when the idling stop permission condition is not satisfied and the internal combustion engine 300 is operating, it can be assumed that the pressure in the negative pressure chamber 12 of the booster 11 is not consumed.

  In the example of FIG. 3, the internal combustion engine control device 100 or the confirmation unit 140 can confirm whether or not the pressure in the negative pressure chamber 12 is sufficient (step S3). Specifically, the confirmation unit 140 can confirm whether or not the absolute pressure in the negative pressure chamber 12 indicates a sufficient negative pressure so that a sufficient braking force can be prepared.

  In the example of FIG. 3, when the pressure in the negative pressure chamber 12 in step S3 is not sufficient, the internal combustion engine control device 100 or the confirmation unit 140 can prohibit the idling stop permission condition from being satisfied (step S4). Specifically, the confirmation unit 140 sends a signal indicating prohibition of establishment of the idling stop permission condition to the determination unit 110, and the determination unit 110 performs idling stop only when establishment of the idling stop permission condition is not prohibited. It can be determined whether or not the permission condition is satisfied (step S1).

  In the example of FIG. 3, when the pressure in the negative pressure chamber 12 in step S3 is sufficient, the internal combustion engine control device 100 or the confirmation unit 140 can permit the idling stop permission condition to be satisfied (step S5). . The confirmation unit 140 sends a signal indicating that the idling stop permission condition is satisfied to the determination unit 110, and the determination unit 110 satisfies the idling stop permission condition only when the idling stop permission condition is permitted. It can be determined whether or not (step S1).

  In the example of FIG. 3, when the idling stop permission condition in step S1 is satisfied, the internal combustion engine control device 100 can confirm whether the pressure in the negative pressure chamber 12 is sufficient (step). S6). When the pressure in the negative pressure chamber 12 at step S6 is not sufficient, the internal combustion engine control device 100 or the confirmation unit 140 can establish the idling stop permission condition (step S7). Alternatively, when the pressure in the negative pressure chamber 12 at step S6 is sufficient, the internal combustion engine control device 100 can permit the idling stop permission condition to be satisfied (step S8).

  In the example of FIG. 3, when permitting the establishment of the idling stop permission condition in step S <b> 8, the internal combustion engine control device 100 or the acquisition unit 130 updates, for example, the integrated value of the brake fluid pressure according to the operation of the brake pedal 20. Set (step S9). Specifically, for example, as indicated by a dotted line in FIG. 2C, the acquisition unit 130 continues to add a decrease amount of the brake fluid pressure corresponding to only the stepping-back operation of the brake pedal 20, for example. Of course, the acquisition unit 130 may continue to add, for example, the change width (decrease width and increase width) of the brake fluid pressure in response to the stepping back operation and the stepping operation. Even if the weighting factor (positive value) of the step back operation is added to (positive value), and the weighting factor (positive value) of the stepping operation is added to the increase range (positive value) of the brake fluid pressure Good.

  Here, for example, the weighting factor of the step back operation with respect to the brake fluid pressure can be set larger than the weighting factor of the stepping operation with respect to the brake fluid pressure. Since the consumption of the pressure in the negative pressure chamber 12 of the booster 11 is basically generated when the brake pedal 20 is stepped back, the degree of consumption of the pressure in the negative pressure chamber 12 is further increased by such setting. Accurately grasp.

  In the example of FIG. 3, the internal combustion engine control device 100 or the confirmation unit 140 confirms whether, for example, the integrated value of the brake fluid pressure in response to the operation of the brake pedal 20 exceeds a predetermined value (step S10). Moreover, when the integrated value in step S10 exceeds a predetermined value, the internal combustion engine control device 100 or the confirmation unit 140 can establish an idling stop permission condition (step S11). Alternatively, when the integrated value in step S10 does not exceed the predetermined value, the internal combustion engine control device 100 can permit the idling stop permission condition to be satisfied (step S12).

  By the way, for example, in step S6, for example, the pressure sensor 12s of the negative pressure chamber 12 may break down. Specifically, even if the absolute pressure in the negative pressure chamber 12 is not actually a sufficiently low value, the absolute pressure detected by the failed pressure sensor 12s can indicate a sufficiently low value. In this case, the internal combustion engine control device 100 or the confirmation unit 140 should originally execute step S7 to restart the internal combustion engine 300, but restart the internal combustion engine 300 due to the influence of the failed pressure sensor 12s. I can't. Alternatively, the internal combustion engine control device 100 or the confirmation unit 140 can confirm whether or not the pressure sensor 12s has failed, but until the failure of the pressure sensor 12s is determined, The internal combustion engine 300 cannot be restarted. In such a case, since the pressure in the negative pressure chamber 12 is not sufficient, the braking force of the vehicle with respect to the pedaling force applied to the brake pedal 40 by the driver is reduced.

  However, the internal combustion engine control device 100 or the confirmation unit 140 can execute step S10 by using a brake detection unit such as a hydraulic pressure sensor 10s (or stroke sensor 20s) that is different from the pressure sensor 12s. In other words, even when the pressure sensor 12s fails, if the integrated value in step S10 exceeds a predetermined value, the internal combustion engine control device 100 or the confirmation unit 140 can establish the idling stop permission condition ( Step S11). Thereby, the internal combustion engine 300 can be restarted and a sufficient braking force can be ensured.

  When the internal combustion engine control device 100 does not input the pressure from the pressure sensor 12s, that is, when the vehicle or the internal combustion engine control system does not include the pressure sensor 12s, the internal combustion engine control device 100 receives, for example, the fluid pressure sensor 10s. The pressure in the negative pressure chamber 12 may be estimated from the pressure, and for example, step S3 may be executed. Here, a method for estimating the pressure in the negative pressure chamber 12 from the pressure from the hydraulic pressure sensor 10s can be performed by a method known by those skilled in the art, and is disclosed in, for example, Japanese Patent Application Laid-Open No. 2012-214184. Yes. However, when the hydraulic pressure sensor 10s is used in step S3 or the like, the integrated value used in step S10 or the like is different from the hydraulic pressure sensor 10s, for example, the integrated value of the position of the brake pedal 20 detected by the stroke sensor 20s. Is preferred.

  FIG. 4 shows another example representing the operation of the internal combustion engine control apparatus 100 of FIG. Here, the internal combustion engine control device 100 can omit the execution of steps S3, S4, S5, S6, S7, and S8 without inputting the pressure from the pressure sensor 12s, for example. Hereinafter, a part of the procedure shown in FIG. 4 will be described. However, the internal combustion engine control apparatus 100 can execute the same steps as those shown in FIG. 3 in the same procedure as that shown in FIG. .

  In the example of FIG. 4, one example of the idling stop permission condition in step S <b> 1 is, for example, that the vehicle speed is equal to or lower than a predetermined speed (for example, 10 [km / h]) higher than zero, and the internal combustion engine 300 is activated. Including that. In the example of FIG. 4, when permitting the establishment of the idling stop permission condition in step S <b> 1, the internal combustion engine control device 100 or the acquisition unit 130 updates, for example, the integrated value of the brake fluid pressure according to the operation of the brake pedal 20. Set (step S9).

  FIG. 5A, FIG. 5B, and FIG. 5C show another example representing changes in the vehicle speed, the pressure in the negative pressure chamber 12, and the pressure of the brake fluid, respectively. In the example of FIG. 5A, for example, the vehicle speed at time tA indicates, for example, 15 [km / h], and the idling stop permission condition is not satisfied at time tA, while the idling stop permission condition is satisfied at time t1. doing.

  In the example of FIG. 5C, between time tA and time t1, in other words, before the idling stop permission condition is satisfied, the driver executes the pumping brake, and the pressure of the brake fluid (solid line) is After time tA, a constant value is shown for a short time, and thereafter, the vehicle reciprocates between the constant value and a lower constant value until time t3. In such a situation, for example, the integrated value (dotted line) of the brake fluid pressure can be updated after, for example, time tA, before the idling stop permission condition is satisfied. Specifically, after time tA, only when the brake fluid pressure is decreased as shown by the solid line in FIG. 5C, the integrated value (dashed line) of the brake fluid pressure increases stepwise only by the decrease width. . Since the driver executes the pumping brake before the idling stop permission condition is satisfied, for example, the integrated value (dotted line) of the brake fluid pressure at time t2 greatly exceeds a predetermined value.

  When the internal combustion engine control device 100 includes the acquisition unit 130 and the confirmation unit 140, it is preferable that, for example, the integrated value of the brake fluid pressure exceeds a predetermined value at time tB, and the idling stop prohibition condition is satisfied. As a result, the internal combustion engine 300 is restarted, so that the integrated value (dashed line) of the brake fluid pressure can be returned to zero after time tB, as indicated by the one-dot chain line in FIG. Similarly, in the example of FIG. 5A, the rotational speed (one-dot chain line) of the internal combustion engine 300 at time tB increases from zero, and thereafter, until the time t3, the rotational speed (one-dot chain line) of the internal combustion engine 300 is For example, a constant value is indicated. In the example of FIG. 5B, after time tB, the pressure in the intake pipe (one-dot chain line) decreases together with the absolute pressure (one-dot chain line) in the negative pressure chamber 12 due to the establishment of the idling stop prohibition condition. Can be recovered.

  FIG. 6 shows another example showing the operation of the internal combustion engine control apparatus 100 of FIG. In the example of FIG. 3, the internal combustion engine control device 100 or the determination unit 120 determines whether or not an idling stop permission condition is satisfied (step S1), while in the example of FIG. The unit 130 determines whether or not the vehicle speed is 15 [km / h] or less before the idling stop permission condition is satisfied (step S1).

  In the example of FIG. 6, when the vehicle speed in step S <b> 1 has not decreased to 15 km / h, the internal combustion engine control device 100 or the acquisition unit 130 sets the integrated value of the physical quantity according to the operation of the brake pedal 20 to zero. Set (step S2). In the example of FIG. 6, when the vehicle speed in step S <b> 1 is reduced to 15 [km / h], the internal combustion engine control device 100 confirms whether or not the pressure in the negative pressure chamber 12 is sufficient. (Step S6).

  By the way, in the example of FIG. 6, the determination as to whether or not the idling stop permission condition is satisfied may be performed between, for example, step S1 and step S6, or may be performed after, for example, step S6. . In other words, for example, whether or not the idling stop permission condition is satisfied after step S7 may be executed. In the example of FIG. 6, when the pressure in the negative pressure chamber 12 at step S6 is not sufficient, the internal combustion engine The control device 100 or the confirmation unit 140 can prohibit the idling stop permission condition from being satisfied (step S7). Similarly, for example, whether or not the idling stop permission condition is satisfied after step S11 may be executed. In the example of FIG. 6, when the integrated value at step S10 exceeds a predetermined value, the internal combustion engine control device 100 Or the confirmation part 140 can prohibit establishment of idling stop permission conditions (step S11). In the example of FIG. 6, the internal combustion engine control apparatus 100 can execute the same steps as the steps in FIG. 3 in the same procedure as that shown in FIG.

  The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent included in the claims. .

  DESCRIPTION OF SYMBOLS 10 ... Master cylinder, 10s ... Hydraulic pressure sensor, 11 ... Booster, 12 ... Negative pressure chamber, 13 ... Negative pressure pipe, 14 ... Diaphragm, 15 ... Return spring , 16 ... push rod, 20 ... brake pedal, 20s ... stroke sensor, 100 ... internal combustion engine control device, 110 ... input unit, 120 ... determination unit, 130 ... acquisition , 140... Confirmation unit, 200... Car-mounted network, 210 s... Vehicle speed sensor, 220 s... Stroke sensor, 300 ... Internal combustion engine, 310 s. Opening sensor, 330 s... Pressure sensor.

Claims (6)

An internal combustion engine control device that stops an internal combustion engine when an idling stop permission condition is satisfied, and then restarts the internal combustion engine when an idling stop prohibition condition is satisfied,
An acquisition unit for acquiring an integrated value of physical quantities according to operation of a brake pedal in order to estimate a degree of consumption of pressure in the negative pressure chamber of the booster;
A confirmation unit that establishes the idling stop prohibition condition when the integrated value exceeds a predetermined value or prohibits the establishment of the idling stop permission condition;
An internal combustion engine control device comprising:   The internal combustion engine control device according to claim 1, wherein the integrated value is obtained by continuing to add a change width of the physical quantity.   The internal combustion engine control device according to claim 1, wherein the operation is only a step back operation. The operations are a stepping back operation and a stepping operation,
3. The internal combustion engine control device according to claim 1, wherein a weighting factor of the stepping operation with respect to the physical quantity is larger than a weighting factor of the stepping operation with respect to the physical quantity. The idling stop permission condition includes one of a first condition where the vehicle speed is equal to or less than a predetermined speed greater than zero, or a second condition where the vehicle speed is zero,
The predetermined value includes a first predetermined value and a second predetermined value higher than the first predetermined value,
When the idling stop permission condition includes the first condition, the first predetermined value is selected as the predetermined value,
The internal combustion engine control according to any one of claims 1 to 4, wherein when the idling stop permission condition includes the second condition, the second predetermined value is selected as the predetermined value. apparatus.   The internal combustion engine control device according to claim 1, wherein the physical quantity is a pressure of brake fluid.

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