JP2014172456A - Controller of idling stop car - Google Patents

Controller of idling stop car Download PDF

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Publication number
JP2014172456A
JP2014172456A JP2013044931A JP2013044931A JP2014172456A JP 2014172456 A JP2014172456 A JP 2014172456A JP 2013044931 A JP2013044931 A JP 2013044931A JP 2013044931 A JP2013044931 A JP 2013044931A JP 2014172456 A JP2014172456 A JP 2014172456A
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Japan
Prior art keywords
engine
control
deceleration
idle stop
vehicle
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Pending
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JP2013044931A
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Japanese (ja)
Inventor
Kosuke Sakagami
航介 坂上
Original Assignee
Daihatsu Motor Co Ltd
ダイハツ工業株式会社
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Priority to JP2013044931A priority Critical patent/JP2014172456A/en
Publication of JP2014172456A publication Critical patent/JP2014172456A/en
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Abstract

PROBLEM TO BE SOLVED: To prevent a user from having jerky feeling because of deceleration degree becoming excessively larger than necessary after deceleration in follow-up travel control is suppressed, even if loss of engine drive force occurs following engine stop caused by idling stop, in a vehicle equipped with a follow-up travel function and an idling stop function.SOLUTION: In the follow-up travel control by an ACC control part 15, during deceleration caused by automatic braking with a brake control part 13, an idling stop control is performed by an idling stop control part 11 after an engine stop condition in the idling stop control is met. Then, according to the loss of the engine drive force following the stop of an engine 3 that is caused by the idling stop state, in order not to perform deceleration by adding the loss to it, the deceleration degree during deceleration is suppressed by decreasing a target pressure of a master cylinder at the automatic braking or the like, so that the deceleration degree may not become excessively larger than necessary.

Description

  This invention stops the engine when a predetermined engine stop condition is satisfied during traveling and controls the engine to an idle stop state, and restarts the engine when a predetermined engine restart condition is satisfied in the idle stop state. The present invention relates to a control device for an idle stop vehicle having stop control means.
  Conventionally, a so-called idle stop vehicle starts an engine by an IG (ignition) on operation, and thereafter executes an idle stop control until the engine is stopped by an IG off operation. The engine is automatically stopped and the engine is automatically restarted when a predetermined engine restart condition is satisfied.
  In recent years, a vehicle with this type of idle stop control function has also been equipped with a follow-up running control function that follows a preceding vehicle by decelerating with acceleration and automatic braking while maintaining a predetermined inter-vehicle distance with respect to the preceding vehicle. It is considered to prepare (see Patent Document 1).
JP 2004-245099 A (see paragraphs 0007, 0009 to 0013)
  Incidentally, as in Patent Document 1 described above, in a vehicle having a follow-up running function and an idle stop function, the vehicle speed is not zero when the engine stop condition is established during deceleration of the follow-up running control and the engine is stopped idle. When the engine is stopped in the low-speed traveling state, the deceleration of the automatic brake for the follow-up traveling control is added so as to complement the deceleration due to the loss of the engine driving force.
  For this reason, there is a problem that the accuracy with respect to the target deceleration in the follow-up running control is reduced, and the deceleration in the follow-up running control becomes stronger than necessary as a whole, and the user feels jerky.
  The present invention provides a vehicle having a follow-up running function and an idle stop function. Even if the engine driving force is lost due to the engine stop due to the idle stop, the deceleration of the follow-up running control is suppressed and the deceleration is more than necessary. An object is to prevent the user from becoming too strong and feeling jerky.
  In order to achieve the above-described object, the control device for an idle stop vehicle according to the present invention controls the engine to the idle stop state by stopping the engine when a predetermined engine stop condition is satisfied during traveling. In a control device for an idle stop vehicle comprising idle stop control means for restarting the engine when a predetermined engine restart condition is satisfied, follow-up running control for running following the preceding vehicle by acceleration and deceleration with respect to the preceding vehicle The following traveling control means performs the control of the idle stop state by the idle stop control means when the engine stop condition is satisfied during the deceleration of the following traveling control. When, based on the loss of driving power of the engine that occurs in the idle stop state, It is characterized by suppressing the deceleration in speed (claim 1).
  According to the first aspect of the present invention, when the engine stop condition is satisfied and the idle stop control is executed by the idle stop control means during the deceleration of the follow-up running control, the engine driving force generated in the idle stop state is generated. Based on the loss, the deceleration during deceleration is suppressed by the follow-up running control means, so even if the engine driving force is lost due to engine stop due to idle stop, the deceleration is reduced by suppressing the deceleration in follow-up running control. It is possible to prevent the user from feeling jerky as in the conventional driving and to improve the fuel consumption by the idle stop control.
It is a block diagram of one embodiment of a control device of an idle stop car of the present invention. It is operation | movement explanatory drawing of FIG.
  Next, an embodiment of the present invention will be described with reference to FIGS.
  As shown in FIG. 1, the idle stop vehicle 1 has a single lead battery 2 having a relatively small capacity of 12 V as a power source in order to reduce the weight, the size, and the like. It is connected to the vehicle body of the stop vehicle 1.
  The engine 3 that is the drive source of the idle stop vehicle 1 has a transmission-side CVT 4, and a torque converter (including a lock-up clutch mechanism) 5 is interposed between the CVT 4 and the engine 3.
  The engine 3 is started by a starter 6. The starter 6 is supplied with power from the battery 2 via a relay 7 and generates a driving force for starting the engine 3. Further, a battery sensor 8 provided close to the battery 2 between the positive terminal of the battery 2 and the relay 7 outputs a temperature / current detection signal of the battery 2 to an idle stop control unit described later, and the engine 3 Is transmitted to the alternator 9, which is a generator, via the belt 10, and the battery 2 is charged by the power generation output of the alternator 9 while the vehicle is running.
  Further, as shown in FIG. 1, the idle stop vehicle 1 is provided with an idle stop control unit (corresponding to the idle stop control means in the present invention) 11 formed by the idle stop control ECU. The engine control unit 12 to be formed, the brake control unit 13 formed by a vehicle stability control (VSC) ECU for skid control, the CVT control unit 14 formed by an ECU for CVT (Continuously Variable Transmission) control, and the ACC in the full vehicle speed range (Adaptive Cruise Control) The ACC control part 15 which ECU of control forms is provided, and each of these control parts 11-15 are each formed by the microcomputer etc., and CAN etc. And exchanges of information via the signal bus 16.
  The idle stop control unit 11 then determines a predetermined engine stop condition including a deceleration that is less than a predetermined value (for example, a condition that the stop lamp is lit, is less than a predetermined vehicle speed, and is less than a predetermined deceleration). ) Is confirmed, an engine stop command is output to the engine control unit 12 when the vehicle speed is reduced to a predetermined vehicle speed or less (for example, 7 km / h or less) even if the travel is not completely stopped. Stopped. Subsequently, when the driver removes his / her foot from the brake pedal in the automatic stop state, it is confirmed by the idle stop control unit 11 that a predetermined engine restart condition is satisfied, and the stopped engine 3 is automatically restarted. The
  Further, as shown in FIG. 1, a vehicle speed sensor 18 is provided that detects the vehicle speed and provides the vehicle speed information to the brake control unit 13. The hydraulic pressure sensor provides the brake control unit 13 with detection information of the master cylinder pressure of the brake mechanism. 19, a steering angle sensor 20 for detecting the steering angle of the steering is provided, and a display unit 21 formed by a combination meter is provided on the dashboard. Various display data received via the communication bus 16 are stored in the dashboard. It is displayed on the display unit 21.
  Further, the ACC control unit 15 corresponds to the following traveling control means in the present invention, takes in a detection signal of the laser radar 22 that measures the distance from the preceding vehicle ahead of the host vehicle at predetermined time intervals, and controls the brake control unit 13 and the communication bus. 16, the vehicle speed information of the host vehicle detected by the vehicle speed sensor 18 is taken in, and based on the inter-vehicle distance from the preceding vehicle and the host vehicle speed, it is detected whether or not there is a possibility of collision with the preceding vehicle. When the main switch 23 is turned on, the ACC control unit 15 enters a standby state. When the ACC set switch 24 is turned on in the standby state, acceleration and deceleration are controlled by the engine control unit 12 and the brake control unit 13. Follows the preceding vehicle while maintaining a predetermined distance that is not likely to collide with the vehicle speed at that time. Performing follow-up running control in full speed range that. Even if the ACC main switch 23 is in the standby state, the follow-up running control is not executed if the ACC set switch 24 is off, and the ACC control unit 15 does not operate if the ACC main switch 23 is off.
  By the way, the brake control unit 13 controls a brake hydraulic pressure control valve (for example, a solenoid valve) downstream of the master cylinder (not shown) at the time of a driver's sudden braking operation or braking operation on a low friction road, and brakes for each wheel. Brake control is executed to control the force and prevent sliding due to wheel lock.
  When the ACC control unit 15 detects that there is a possibility of collision with an obstacle such as a vehicle ahead, the ACC control unit 15 outputs an automatic brake command to the brake control unit 13, The brake control unit 13 controls the brake hydraulic pressure control valve downstream of the master cylinder so as to perform deceleration to avoid collision with an obstacle, and automatically applies the brake regardless of the operation of the brake pedal by the driver. Automatic brake operation control is executed. At this time, when the brake fluid pressure control valve is controlled, the valve opening / closing degree is controlled by the electric power of the battery 2, and the electric energy of the battery 2 is used.
  An idle stop operation of the idle stop vehicle 1 having such a configuration will be briefly described. When a driver turns on an IG key (not shown) to instruct an engine start, an IG on signal is transmitted to a communication bus, for example. 16 is input to the idle stop control unit 11, and based on this input, the idle stop control unit 11 energizes the relay 7 instantaneously to turn it on, and feeds the power of the lead battery 2 to the starter 6 to start the starter 6. Then, the stopped engine 3 is started (initial start). Once the engine 3 is started and the lead battery 2 is once fully charged with the power generated by the alternator 9, the idle stop control unit 11 is then idle stopped until the engine 3 is stopped by turning off the IG key. Execute control.
  The idle stop control unit 11 includes information on the engine control unit 12 (engine information such as the engine speed and cooling water temperature), information on the current and temperature of the battery 2, and the brake control unit 13 via the communication bus 16. Information on the vehicle speed detected by the vehicle speed sensor 18 via the vehicle, information on the master cylinder pressure by the hydraulic pressure sensor 19, lock-up clutch information on the CVT control unit 14, information on switches in various parts of the vehicle such as a stop lamp switch and a courtesy switch (not shown), etc. Is entered.
  Based on this information, the idle stop control unit 11 during the idle stop control confirms that the driver depresses the brake pedal according to a red signal of the traffic signal and the like, and that the master cylinder pressure is equal to or higher than a predetermined depression pressure. When detected, by confirming that a predetermined engine stop condition for idle stop control (for example, a condition that the stop lamp is lit and the vehicle speed is equal to or less than the predetermined vehicle speed) is satisfied, the predetermined vehicle speed If the speed falls below (for example, 7 km / h or less), an engine stop command is output to the engine control unit 12, and the engine control unit 12 throttles the fuel throttle to automatically stop the engine 3.
  Next, when it is detected that the driver has lifted his / her foot from the brake pedal and the master cylinder pressure has dropped to a predetermined release pressure, for example, the traffic signal changes to a green light, the idle stop control unit 11 performs a predetermined idle stop control. After confirming that the engine restart condition is satisfied, the idle stop control unit 11 energizes the relay 7 instantaneously to turn it on, supplies the power of the battery 2 to the starter 6, starts the starter 6, and stops the engine 3. Will automatically restart. Thereafter, automatic stop of the engine 3 based on establishment of a predetermined engine stop condition during deceleration and automatic restart of the engine 3 based on establishment of a predetermined engine restart condition are alternately performed.
  At this time, when the engine 3 is restarted, the engine speed information reaches the speed indicating complete explosion, the brake force returns to the original state changing according to the master cylinder pressure, and the accelerator pedal is not depressed. This is a so-called idling state, and the engine 3 and the torque converter 5 generate a creep force that allows the idle stop vehicle 1 to start even in this idling state.
  By the way, the ACC control unit 15 satisfies the engine stop condition of the idle stop control during deceleration by the automatic brake in the brake control unit 13 in the follow-up traveling control, and the idle stop control is executed by the idle stop control unit 11. At this time, based on the loss of the engine driving force due to the stop of the engine 3 that occurs in the idle stop state, the deceleration during deceleration is reduced by reducing the target pressure of the automatic brake so as not to perform deceleration that adds this loss. Suppress.
  That is, as shown in FIG. 2A, when the vehicle speed decreases to, for example, 7 km / h or less due to deceleration, the engine stop condition of the idle stop control is satisfied and the idle stop control unit 11 performs the idle stop. The engine driving force is lost by stopping the engine in a low speed state where N is not zero, and the deceleration decreases as shown by the solid line in FIG. In general, since the decrease in deceleration due to the loss of engine driving force can be derived, the deceleration becomes substantially flat as shown by the broken line in FIG. In addition, the target pressure of the master cylinder for automatic braking by the brake control unit 13 in the follow-up traveling control is increased and controlled to a deceleration that is stronger than the target deceleration, which gives the user a jerky feeling.
  Therefore, as indicated by a one-point difference line in FIG. 2 (b), the target pressure of the master cylinder for automatic braking by the brake control unit 13 is conversely reduced to suppress the deceleration from becoming too strong. . For example, the master cylinder target pressure for automatic braking in the brake control unit 13 is calculated by adding the feedforward term and the feedback term, but the coefficient in the feedforward term, which is a predicted value, is changed to a predetermined small value. As a result, the feedforward term is reduced to reduce the target pressure, and the master cylinder is controlled based on the reduced target pressure to suppress deceleration due to automatic braking.
  Therefore, according to the above-described embodiment, when the engine stop condition is satisfied and the idle stop control is executed by the idle stop control unit 1 during the deceleration of the follow-up traveling control by the ACC control unit 15, the idle stop state Since the deceleration during deceleration is suppressed by the ACC control unit 15 based on the loss of the driving force of the engine caused by the engine, the follow-up running control is decelerated even if the engine driving force is lost due to the engine stop due to the idle stop. It is possible to prevent the deceleration from becoming excessively strong, and to prevent the user from feeling jerky as in conventional driving, and at the same time to improve fuel efficiency through idle stop control. Is possible.
  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 of the present invention.
  For example, in the above-described embodiment, a case has been described in which the target pressure of the master cylinder for automatic braking by the brake control unit 13 is reduced by calculation. However, the correction of the master cylinder after the predetermined amount is corrected to be reduced in advance. The target pressure may be derived and stored in a memory or the like, and the master cylinder may be controlled by reading a new corrected target pressure from the memory when the engine is stopped by the idle stop control.
  In the above-described embodiment, an idle stop vehicle equipped with only the engine 3 has been described. However, the present invention can also be applied to a hybrid vehicle using both an engine and a motor.
DESCRIPTION OF SYMBOLS 1 ... Idle stop vehicle 3 ... Engine 11 ... Idle stop control part (idle stop control means)
15 ... ACC control unit (following travel control means)

Claims (1)

  1. Idle stop control for stopping the engine when a predetermined engine stop condition is satisfied during traveling and controlling the engine to an idle stop state, and restarting the engine when a predetermined engine restart condition is satisfied in the idle stop state In a control device for an idle stop vehicle comprising means,
    Follow-up running control means for performing follow-up running control for running following the preceding vehicle by acceleration and deceleration with respect to the preceding vehicle,
    The follow-up running control means occurs in the idle stop state when the engine stop condition is satisfied and the idle stop control is executed by the idle stop control means during deceleration of the follow-up running control. A control device for an idle stop vehicle, wherein deceleration during deceleration is suppressed based on loss of driving force of the engine.
JP2013044931A 2013-03-07 2013-03-07 Controller of idling stop car Pending JP2014172456A (en)

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JP2013044931A JP2014172456A (en) 2013-03-07 2013-03-07 Controller of idling stop car

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JP2013044931A JP2014172456A (en) 2013-03-07 2013-03-07 Controller of idling stop car

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017178141A (en) * 2016-03-31 2017-10-05 マツダ株式会社 Control device of vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004245099A (en) * 2003-02-13 2004-09-02 Nissan Motor Co Ltd Engine automatic stopping device
JP2012144184A (en) * 2011-01-13 2012-08-02 Toyota Motor Corp Vehicle control apparatus
JP2012149657A (en) * 2011-01-14 2012-08-09 Toyota Motor Corp Vehicle control device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004245099A (en) * 2003-02-13 2004-09-02 Nissan Motor Co Ltd Engine automatic stopping device
JP2012144184A (en) * 2011-01-13 2012-08-02 Toyota Motor Corp Vehicle control apparatus
JP2012149657A (en) * 2011-01-14 2012-08-09 Toyota Motor Corp Vehicle control device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017178141A (en) * 2016-03-31 2017-10-05 マツダ株式会社 Control device of vehicle

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