JP2015194111A - Idle stop control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idle stop control device that can shorten a time from engine re-startup to vehicle restarting while suppressing shock of a clutch engagement in engine re-startup.SOLUTION: In engine re-startup, an engine rotates at a rotational speed at which clutch pressure is obtained by a motor, and coil ignition of the engine and/or fuel injection are regulated. After clutch engagement is completed, the regulation is released.

Description

  The present invention relates to a control device that shortens the time from restarting an engine to restarting the vehicle in a vehicle equipped with an idle stop mechanism.

  The engine is automatically stopped when a predetermined condition for stopping the idle ring operation is satisfied during stoppage by a signal or the like, and when the driver tries to restart the vehicle, the engine is restarted. There has been provided a vehicle equipped with an idle stop mechanism that improves the fuel efficiency by restarting the engine when the return condition is satisfied.

  In a vehicle equipped with an idle stop mechanism as described above, when only a mechanical hydraulic pump driven by an engine is provided as a means for generating control hydraulic pressure of an automatic transmission mounted on the vehicle, The operation of the mechanical hydraulic pump is also stopped. For this reason, there is a problem in that the start of the clutch control pressure is delayed at the time of re-starting, the engagement of the hydraulic start clutch is delayed, a shock occurs when the clutch is engaged, and the start of the vehicle is delayed from the driver's intention. It was.

  For example, Patent Document 1 discloses a start clutch control technique for an idle stop vehicle. Specifically, the target clutch pressure is set so that the clutch transmission torque does not exceed the belt transmission torque of the continuously variable transmission if the return to normal operation of the engine is delayed when the engine is restarted. A control is disclosed in which the pressure is increased to an engagement pressure after being increased at a predetermined time gradient. However, in the control configuration of Patent Document 1, although a shock at the time of clutch engagement is suppressed, there remains a problem that a time delay occurs until the vehicle actually starts after the engine restarts.

JP 2001-196490 A

  The present invention has been created in view of the above-described problems. When the engine is restarted, the engine is rotated by a motor to drive a mechanical hydraulic pump to engage a hydraulic start clutch, thereby engaging the clutch. An object of the present invention is to provide an idle stop control device that can reduce the time delay from the restart of the engine to the actual start of the vehicle while suppressing the shock.

The present invention relates to a vehicle idler equipped with an idle stop mechanism that automatically stops an engine when a predetermined idle stop condition is satisfied and restarts the engine when a predetermined return condition is satisfied in an automatic stop state. A stop control device is provided.
The idle stop control device includes an engine control device mounted on a vehicle provided with the idle stop mechanism;
A hydraulic control device for an automatic transmission including an oil pump driven by the engine;
With
When the engine is restarted, the motor is forcibly rotated at a rotational speed at which a clutch engagement pressure is obtained, and coil ignition and / or fuel injection of the engine is restricted.
After the clutch engagement is completed, the restriction is released.

  According to the idle stop control device of the present invention, when the engine is restarted from the idle stop state, the engine is forcibly rotated by the motor in a state where the coil ignition and / or fuel injection of the engine is regulated. When the engine is rotated at a rotational speed at which a clutch engagement pressure can be obtained, the oil pump provided in the automatic transmission is driven, and a hydraulic pressure capable of engaging the start clutch can be generated.

  As described above, since the clutch engagement pressure is obtained by the rotation of the motor, the time from the engine restart to the actual start of the vehicle is longer than when the clutch engagement pressure is obtained from the engine rotation after the restart. Can be shortened. Furthermore, after the start clutch is engaged by the hydraulic pressure, the engine is started to prevent a shock from occurring when the clutch is engaged or restarted.

It is the schematic which shows the structure of the idle stop control apparatus which concerns on one Embodiment of this invention. It is the flowchart which showed the outline of the control flow of the idle stop control apparatus which concerns on one Embodiment of this invention. It is the time chart which showed the operating state of each element in the idle stop control apparatus which concerns on one Embodiment of this invention, and the conventional idle stop control apparatus. It is the flowchart which showed the outline of the control flow of the conventional idle stop control apparatus.

<Outline of conventional idle stop control device>
As a premise for explaining the idle stop control device 100 of the present invention, FIG. 1 is a schematic diagram showing a configuration of the idle stop control device 100 according to an embodiment of the present invention, an outline of the conventional idle stop control device, and FIG. FIG. 3, which is a time chart showing the operating state of each element in the idle stop control device according to one embodiment of the invention and the conventional idle stop control device, and a schematic control flow of the conventional idle stop control device 4 will be described with reference to FIG.

  In FIG. 1 to FIG. 4, numbers having the same last two digits indicate members and stages of the same type. 1 are not provided in the conventional idle stop control device. In FIG. 3, the solid line is different from the operation state of each element according to the embodiment of the present invention, and the broken line is different from the operation state of each element according to the embodiment of the present invention. Each part is shown.

  The conditions for performing the idling stop are that the vehicle speed signal 35 input to the electronic control unit 30 in FIG. 1 is zero, the accelerator ON / OFF signal 32 is OFF, and the brake ON / OFF signal 31 is ON. . In FIG. 3, until the time t1, the above-mentioned three conditions are satisfied, the engine 20 is stopped by the engine control device 40 provided in the electronic control device 30 in FIG. 1, and the oil pump provided in the automatic transmission 10 is provided. 14 is also stopped.

  The condition for restarting the engine is that the brake ON / OFF signal 31 shown in FIG. When the brake ON / OFF signal 31 is switched from ON to OFF at time t1 in FIG. 3, the engine control device 40 in FIG. 1 shifts from STEP (hereinafter simply referred to as “S”) 113 in FIG. 4 to S114. Then, other engine restart conditions, for example, whether there are any abnormalities in the battery and electronic control parts are confirmed.

  If the restart condition is satisfied as a result of the confirmation, the process proceeds to S119, and the engine control device 40 shown in FIG. In FIG. 3, the engine rotation speed is undulated from time t1 to time t3. This is caused by first rotating (cranking) the crankshaft (not shown) of the engine 20 by a starter (not shown), and then fuel injection. It occurs to initiate coil ignition. Further, the wavy acceleration of the vehicle is because the front and rear G are added to the vehicle (not shown) as described above.

  In S120 of FIG. 4, it is confirmed by the engine control device 40 whether the engine 20 has started normal operation. Normal operation means that the engine can be operated without the assistance of a starter, and is hereinafter also referred to as “complete explosion”. As a result of the confirmation, if it is determined that the complete explosion has occurred, the process proceeds to S117, and a control signal for engaging the starting clutch 13 provided in the automatic transmission 10 is transmitted from the automatic transmission control device 50 provided in the electronic control device 30 in FIG. Then, it is transmitted to the hydraulic control device 11 provided in the automatic transmission 10.

  The hydraulic control device 11 that has received the control signal for engaging the starting clutch 13 starts the engagement control of the starting clutch 13. However, as indicated by the broken line in FIG. 3, the engine 20 is in the cranking state described above from time t1 to time t3, and the rotational speed is low and unstable. Rises as shown by the broken line.

  Accordingly, at time t4, the actual clutch pressure detected by a hydraulic sensor (not shown) and calculated from the hydraulic sensor signal 34 in FIG. 1 reaches the clutch engagement pressure Pc at which the start clutch 13 can be engaged. Until then, the engagement of the starting clutch 13 is not completed.

  A throttle opening signal 33 shown in FIG. 1 is a signal indicating the opening of a valve (not shown) that adjusts the amount of air flowing into the engine 20 and adjusts the output of the engine. In S118 of FIG. 4, the electronic control unit 30 confirms whether or not the engagement of the starting clutch 13 is completed. If it is confirmed that the engagement is completed, in S121, the throttle is opened from time t4 as shown in FIG. Increase the degree.

  In FIG. 3, if the throttle opening is raised to the target throttle opening St before the engagement of the starting clutch 13 is completed at time t4, the transmittable torque of the starting clutch 13 with respect to the engine output is increased. The start clutch 13 slips and a shock is generated, or the start clutch 13 is damaged.

  In addition, after the clutch pressure reaches the clutch engagement pressure Pc at time t4, the clutch pressure is further increased to a predetermined value. This is due to disturbance, for example, the driving wheel (shown as 16 in FIG. 1) is a bad road. After idling, an extra portion is added to prevent the start clutch 13 from slipping and being damaged when the road surface (not shown) is gripped rapidly.

  When the throttle opening is raised to the target throttle opening St from time t4 to t5, the engine speed also increases, and an output necessary for starting the vehicle (not shown) is generated. At time t5, the vehicle starts. Is generated. As a result, the engine output is transmitted to the drive wheels 16 in FIG. 1, and the vehicle starts. In S122 of FIG. 4, it is confirmed by the electronic control unit 30 of FIG. 1 whether the throttle opening has reached the target throttle opening St, and if it has reached, the engine restart control is terminated.

  However, in the conventional idle stop control device, after the throttle opening reaches the target throttle opening St at time t5 in FIG. 3, the engine rotational speed is set to the target throttle opening St due to the inertia of the rotating parts constituting the engine 20. Will be exceeded. This is a phenomenon generally referred to as “engine rotation overshoot”, and this phenomenon causes the vehicle acceleration to increase more than necessary over time t6, so as to push the back of the driver (not shown). Cause a shock.

<< Outline of Idle Stop Control Device of the Present Invention >>
FIG. 1 is a schematic diagram showing a configuration of an idle stop control device 100 according to an embodiment of the present invention, and FIG. 1 is a schematic diagram showing an idle stop control device 100 according to an embodiment of the present invention. 2 showing the outline of the control flow of FIG. 2, and FIG. 3 which is a time chart showing the operating state of each element in the idle stop control device according to one embodiment of the present invention and the conventional idle stop control device. This will be described with reference to FIG.

  As in the case of the conventional idle stop control device, the idle stop execution condition is that the vehicle speed signal 35 in FIG. 1 is zero, the accelerator ON / OFF signal 32 is OFF, and the brake ON / OFF signal 31 is ON. There are three. In FIG. 3, until the time t1, the above three conditions are established, the engine 20 is stopped by the engine control device 40 provided in the electronic control device 30 in FIG. 1, and the oil pump 14 provided in the automatic transmission 10 is provided. Has also stopped.

  The condition for restarting the engine is that the brake ON / OFF signal 31 in FIG. 1 is turned OFF during idling stop, as in the conventional idling stop control device. When the brake ON / OFF signal 31 is switched from ON to OFF at time t1 in FIG. 3, the engine control device 40 in FIG. 1 proceeds from STEP (hereinafter simply referred to as “S”) 13 in FIG. 2 to S14. Other engine restart conditions, for example, whether there are any abnormalities in the battery or the electronic control component are confirmed.

  As a result of the confirmation, if the restart condition is satisfied, the process proceeds to S15, and the drive of the motor 25 shown in FIG. In response to this, the motor 25 forcibly rotates the engine 20 via, for example, the motor output shaft gear 26 and the engine input side gear 27. At this time, coil ignition and / or fuel injection of the engine 20 are restricted, and the engine is kept in a state where it is not restarted.

  The motor 25 only needs to have a rated torque capable of forcibly rotating the engine. For example, an engine starter / generator provided in an ISG hybrid system (Integrated Starter Generator Hybrid-system), a normal generator, It is desirable that a single motor is also used for a plurality of functions, such as a traveling motor combined generator provided in a hybrid system.

  In S16 of FIG. 2, whether or not the engine rotational speed is larger than a predetermined value, that is, the rotational speed at which the engagement pressure Pc of the starting clutch 13 is obtained is determined by using the hydraulic sensor signal 34, the engine rotational speed signal 36, etc. Judged based on. In FIG. 3, the clutch pressure is the engagement pressure Pc of the start clutch 13 at time t2, and the process proceeds to S17 in FIG.

  2, a control signal for engaging the starting clutch 13 provided in the automatic transmission 10 is transmitted from the automatic transmission control device 50 in FIG. 1 to the hydraulic control device 11 provided in the automatic transmission 10. The hydraulic control device 11 starts the engagement control of the starting clutch 13. As shown in FIG. 3, the engagement pressure Pc of the start clutch 13 is obtained at time t2, and the engagement control of the start clutch 13 can be started quickly.

  Next, in S18 of FIG. 2, it is confirmed whether or not the engagement of the starting clutch 13 is completed by the electronic control unit 30, and if the completion of engagement is confirmed, the coil ignition and / or fuel injection regulation is confirmed in S19. Is released. Next, in S20, the engine control device 40 confirms whether the engine 20 has started normal operation. As a result of the above confirmation, if it is determined that the explosion is complete, the process proceeds to S21.

  In S21 of FIG. 2, the throttle opening is increased from time t3 as shown in FIG. As described above, in the conventional idle stop control device, it is necessary to increase the throttle opening to a predetermined value after the engagement of the starting clutch 13 is completed at time t4. However, in the idle stop control device of the present invention, the engagement of the starting clutch 13 is completed in advance at time t3. For this reason, it is possible to quickly increase the throttle opening to a predetermined value after the engine 20 has completely exploded.

  Whether or not the throttle opening has reached the target throttle opening St in S22 of FIG. 2 is confirmed by the electronic control unit 30 of FIG. 1, and if it has reached, the engine restart control ends.

  In FIG. 3, in the conventional idle stop control device, as described above, the engine rotation speed is undulated for cranking from time t1 to time t3 as indicated by the broken line, and before and after as indicated by the broken line on the vehicle (not shown). G is generated.

  However, in the idle stop control device 100 of the present invention, since the engine 20 is rotated at a predetermined rotational speed by the motor 25 and then coil ignition and / or fuel injection is started, the engine rotational speed undulates. Therefore, it is possible to prevent the vehicle from generating a front-rear G and to make a smooth restart.

  In addition, after the engine rotational speed is increased to a predetermined rotational speed by the motor 25, fuel injection and coil ignition necessary for maintaining the predetermined rotational speed are started by the electronic control unit 30, so that the conventional idle stop control is performed. It is possible to prevent the “engine rotation overshoot” that occurs in the equipment, and to achieve a restart without a shock.

  As described above, in the idle stop control device 100 of the present invention, it is possible to prevent the occurrence of a shock when the start clutch 13 is engaged. Further, since the engagement pressure Pc of the starting clutch 13 is obtained by the rotation of the motor 25, as compared with the case where the clutch pressure is obtained from the engine rotation after the restart, as shown in FIG. The time delay until the vehicle starts can be reduced from approximately 700 ms to 400 ms. This is very effective in reducing the feeling of stickiness when starting.

  As mentioned above, although embodiment and the concept about the idle stop control device of the present invention have been described, the present invention is not limited to this, and the scope does not depart from the spirit and teaching described in the claims and the description. It will be understood by those skilled in the art that other variations and improvements can be obtained.

DESCRIPTION OF SYMBOLS 10 Automatic transmission 11 Hydraulic control device 13 Starting clutch 14 Oil pump 16 Drive wheel 20 Engine 26 Motor output shaft gear 27 Engine input side gear 30 Electronic control device 31 Brake ON / OFF signal 32 Accelerator ON / OFF signal 33 Throttle opening signal 33 34 Hydraulic sensor signal 35 Vehicle speed signal 36 Engine rotation speed signal 40 Engine control device 50 Automatic transmission control device 100 Idle stop control device Pc Clutch engagement pressure As Vehicle acceleration required for vehicle start St Target throttle opening

Claims (1)

Engine control mounted on a vehicle equipped with an idle stop mechanism that automatically stops the engine when a predetermined idle stop condition is satisfied and restarts the engine when the predetermined return condition is satisfied in an automatic stop state Equipment,
In an idle stop control device comprising a hydraulic control device of an automatic transmission comprising an oil pump driven by the engine,
When the engine is restarted, the motor is forcibly rotated at a rotational speed at which a clutch engagement pressure is obtained, and coil ignition and / or fuel injection of the engine is restricted.
After the clutch engagement is completed, the restriction is released.
An idle stop control device characterized by that.