JP2017001435A - Engine start control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reliably prevent a vehicle from being erroneously started at starting of an engine regardless of a shift position.SOLUTION: In a case where a shift position is at a travel range, or is changed thereto from a non-travel range, before completing starting of an engine at a beginning of a start operation of after the beginning of the start operation, brake force is applied so that a brake apparatus exerts braking force equivalent to or exceeding a given amount if input brake force input from a brake pedal is short of the given amount. This automatically provides the braking force equivalent to or exceeding the given amount continuously until the completion of starting the engine, and therefore it is possible to reliably prevent a vehicle from being erroneously started.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine start control device that performs control for preventing erroneous start when starting a vehicle engine.

  Conventionally, in a vehicle equipped with an engine, various measures have been taken in order to prevent a sudden start of the vehicle due to an engine start operation.

  In a general automatic vehicle equipped with an automatic transmission, when the engine is started, a shift lever of the transmission is operated in a parking range (hereinafter referred to as P range) or a neutral range (hereinafter referred to as N range). Only when the vehicle is in a range where the vehicle cannot travel (hereinafter referred to as a non-traveling range), the engine is allowed to start by turning on the ignition, and cranking is started. Further, in the case of a driveable range (hereinafter referred to as a travel range) such as a drive range (hereinafter referred to as a D range) or a reverse range (hereinafter referred to as an R range), an ignition ON operation is performed. Is not allowed and cranking is not started.

  However, depending on the driver or driving conditions, there is a scene where it is desired to start traveling immediately after the ignition is turned on. In such a situation, after the ignition has been turned on, the driver has not yet completely stabilized the combustion of the fuel in the engine fuel chamber, that is, the engine has been started (requires external assistance). Before changing to a non-traveling range such as the P range or N range, a shift change from the non-traveling range such as the P range or the N range to a traveling range such as the D range or the R range is performed earlier than the appropriate timing. It may go. Here, the appropriate timing means a state after the start of the engine is completed. The state where the engine has been started is a state where the combustion of fuel in the combustion chamber is stable and the engine speed is settled below a predetermined value.

  When there is such an early shift change, there is a technology that detects a shift change to the travel range before the start is completed, cuts off power to the starter motor, and forcibly stops cranking. (For example, specification paragraph 0002 of patent document 1). However, forcibly stopping cranking may cause the driver to misunderstand that the stop is a malfunction (failure) caused by the vehicle side.

  Therefore, even when the shift lever of the transmission is in the travel range, a technique for permitting the ignition ON operation when the brake pedal is operated is disclosed (for example, the patent document 1 claims). Claim 1 etc. of scope).

JP 2006-348799 A

  As described above, in a vehicle that is not equipped with a forced cranking stop system, if the vehicle undergoes an early shift change to the travel range before the start is completed, the vehicle may start erroneously.

  Further, as in Patent Document 1, if the ignition ON operation is permitted when the brake pedal is operated in the travel range, the vehicle may start erroneously when the amount of depression of the brake is small. In addition, after the ON operation, the brake force may be loosened before starting is completed, resulting in erroneous start.

  Such a false start that is not intended by the driver must be surely prevented. In particular, when the shift change from the P range to the R range is performed, the vehicle moves toward the rear not visible to the driver. Must be avoided.

  Accordingly, an object of the present invention is to reliably prevent erroneous start of the vehicle at the start of the engine regardless of the shift position.

  In order to solve the above-described problems, the present invention is provided between an ignition operation unit for instructing start and stop of an engine mounted on a vehicle and the engine and a drive wheel of the vehicle, and transmits the rotation of the engine to the drive wheel. An automatic transmission, a brake device that applies a braking force to the vehicle based on an operation of a brake pedal, and a brake device control unit that controls a braking force by the brake device, wherein the brake device control unit includes: If the shift position of the automatic transmission is in the travel range before the start of the engine is completed by cranking after the start operation of the ignition operation section is started, the brake device is controlled so as to be a predetermined amount or more. Adopted engine start control device to give power.

  It is possible to adopt a configuration in which the braking force of the predetermined amount or more is continued at least until the start of the engine is completed, and the cranking is continued until the start of the engine is completed.

  Here, the brake device control means reduces the input braking force so that the braking force by the brake device reaches the predetermined amount or more when the input braking force by the input from the brake pedal is less than the predetermined amount. It is possible to employ a configuration that complements and applies a braking force.

  In addition, when the input braking force changes midway before the start of the engine is completed after the start operation is started, the brake device control means is configured to control the braking force applied by the brake device according to the change in the input braking force. The structure which adjusts the braking force which complements so that may be maintained more than the said predetermined amount is employable.

  In each of these configurations, the travel range is a drive range corresponding to forward travel and a reverse range corresponding to reverse travel, and the non-travel range is a parking range corresponding to a parking state and a neutral range corresponding to a non-drive state. The predetermined amount is determined when the parking range or the neutral range is changed to the reverse range after the start operation is started, and when the parking range or the neutral range is changed to the drive range. The first predetermined amount that is set to a different value and that is set when changing to the reverse range is the second predetermined amount that is set when changing to the drive range. A configuration that is set larger than the predetermined amount can be employed.

  According to this invention, at least when the shift position of the automatic transmission is in the travel range at the start of the engine start operation or after the start of the engine is completed, or from the non-travel range to the travel range. When the change is made, the braking force is automatically applied so that the braking device exhibits a braking force of a predetermined amount or more. For this reason, the application of the braking force of a predetermined amount or more is automatically continued until the start of the engine is completed, and the cranking can be continued until the start of the engine is completed. Therefore, it is possible to reliably prevent erroneous start of the vehicle at the time of starting the engine regardless of the shift position.

It is a flowchart of control by the starting control apparatus of the engine of one Embodiment. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a configuration of an engine start control device and a vehicle equipped with the same according to the present invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a flowchart of control by the engine start control device of this embodiment, and FIG. 2 is a schematic diagram conceptually showing the configuration of the engine start control device and a vehicle equipped with the engine start control device.

  As shown in FIG. 2, a seat for the driver seat 11 and a seat for the passenger seat 12 are provided side by side in the interior of the vehicle, and a dashboard 10 is provided under the windshield 9 in front of the seat. In front of the driver's seat 11, a steering panel 2, a meter panel 7 on which a speedometer, a tachometer and the like are arranged are provided. On the dashboard between the driver's seat 11 and the passenger seat 12, a monitor 8 such as a navigation is provided.

  Between the driver seat 11 and the passenger seat 12, the shift lever 1 of the automatic transmission 13 is provided. The automatic transmission 13 is provided between the engine and the drive wheels of the vehicle, and shifts the rotation of the engine and transmits it to the drive wheels. In this embodiment, the automatic transmission 13 includes a torque converter and a transmission mechanism. As the speed change mechanism, for example, a continuously variable transmission or the like can be adopted.

  The driving force of the engine is input from the engine crankshaft to the speed change mechanism via the torque converter. The driving force output from the speed change mechanism is transmitted from the drive shaft to the drive wheels via a differential provided between the left and right drive wheels. The vehicle travels by transmitting the rotation to the drive wheels.

  At the foot of the driver's seat, a footrest 4, a brake pedal 5, and an accelerator pedal 6 are provided in order from the left.

  A starter switch (ignition operation unit) 3 is provided in front of the driver's seat 11 to command starting and stopping of an engine mounted on the vehicle. In this embodiment, the engine is started and stopped by a button pressing operation performed by the driver. The position of the starter switch 3 may be arranged on the right front side of the steering wheel 2 as shown in this figure, or the shift operation unit (shifting between the driver seat 11 and the passenger seat 12 or the front left side of the steering wheel 2 or the front passenger seat 12). (Lever) 1 may be arranged near.

  The shift lever 1 includes a shift knob 1a that is gripped by the driver, and a shift shaft 1c that is connected to the shift knob 1a. By operating the shift knob 1a so that the shift shaft 1c moves in the shift groove 1b, various travel modes set in the automatic transmission 13 can be switched.

  The travel mode is divided into a travel range and a non-travel range. The travel range is a D range (drive range) corresponding to forward travel and an R range (reverse range) corresponding to reverse travel. The non-traveling range corresponds to a P range (parking range) that locks the wheels so as not to rotate corresponding to the parking state, and a non-driving state in which the power transmission path is separated so that the driving force from the engine is not transmitted. N range (neutral range).

  As shown in FIG. 2 (b), the shift position of the shift lever 1 is set to the P range, the R range, the N range, and the D range in order from the front to the rear of the vehicle or from the top to the bottom. Arranged in order. In addition to the normal high drive range, the D range may be arranged in parallel with the L range, which is a low drive range.

  Further, the driving wheel and the driven wheel of the vehicle are provided with a brake device 14 that applies a braking force by applying resistance to the rotation of each wheel.

  The brake device 14 includes a brake disk that rotates together with the wheels, and a caliper that includes a brake pad that presses the brake disk by an action such as hydraulic pressure. By the input from the brake pedal 5 provided in the driver's seat, the pressing force to the brake disc by the brake pad is increased or decreased, and the braking force is adjusted. Specifically, the braking force increases or decreases according to the amount of depression of the brake pedal 5 performed by the driver. The braking force that acts on the brake device 14 based on the input from the brake pedal 5 is hereinafter referred to as input braking force. The depression amount detecting means 23 can acquire the depression amount of the brake pedal 5 performed by the driver. The depression amount detection means 23 can grasp the depression amount by detecting the stroke of the brake pedal 5 and the hydraulic pressure such as brake fluid.

  The braking device 14 is configured such that the braking force that actually acts on the wheels is controlled by a braking device control means 21 provided in an electronic control unit (Electronic Control Unit) 20 mounted on the vehicle. The brake device control means 21 applies the braking force to the brake device 14 separately from the input braking force acting on the brake device 14 based on the input from the brake pedal 5 or so as to complement the input braking force. The sum is the braking force that actually acts. Therefore, when there is no input braking force, the braking force commanded to the braking device 14 by the braking device control means 21 is equal to the braking force that is actually applied.

  The vehicle engine and accessories, the automatic transmission 13, the brake device 14, other equipment necessary for the operation of the engine, and the vehicle interior equipment such as an air conditioner are respectively provided with control means provided in the electronic control unit 20 through cables. Controlled by. Also, the electronic control unit 20 can obtain necessary information from the engine and sensors provided around the engine as needed.

  In addition, the electronic control unit 20 includes a starting state detection unit 22. The start state detection means 22 has a function of detecting that the start of the engine is completed by starting the start operation by operating the starter switch 3 and subsequent cranking. Therefore, the starting state detecting means 22 can also detect that the operating state is after the start operation is started and before the start of the engine is completed.

  The brake device control means 21 is in a state in which at least the starting state detecting means 22 detects that the engine is in the starting operation or after the starting operation is started and before the engine is started. Therefore, when the shift position of the automatic transmission 13 is in the travel range, or when the automatic transmission 13 is changed from the non-travel range to the travel range, the brake device 14 is activated regardless of the input braking force input from the brake pedal 5. Control is performed so that the braking force is applied so as to exert a braking force of a predetermined amount or more.

  The braking force of the predetermined amount or more is continued at least until the engine start is completed, and the cranking is continued until the engine start is completed. The braking force exceeding the predetermined amount may continue until the driver first depresses the accelerator pedal (first depression) or until the driver stops depressing the brake pedal to start running. desirable.

  Here, the predetermined amount means a braking force necessary and sufficient to prevent the vehicle from moving forward or backward. The value may be fixed for each vehicle according to the vehicle type, specifications, etc. For example, even if the vehicle is the same, if the vehicle is stopped on the slope, boarding at that time The electronic control unit 20 may determine the necessary and sufficient braking force each time in consideration of the total weight of the vehicle including the person and luggage. The information on the tilt state of the vehicle can be acquired by providing an inclinometer in any part of the vehicle. The total weight of the vehicle can be obtained by providing a weight detection device in any part of the vehicle.

  Further, the brake device control means 21 performs control to supplement the input braking force and apply the braking force so that the braking force by the braking device 14 reaches a predetermined amount or more when the input braking force is less than a predetermined amount. Do. Note that when the input braking force is already greater than or equal to the predetermined amount, it is not necessary to apply a supplementary braking force, so the brake device control means 21 does not perform a supplementary control of the braking force.

  Further, when the input braking force changes in the middle while the start state detection means 22 detects that the start operation has started and before the start of the engine is completed, the brake device control means 21 In accordance with a change in the input braking force, control is performed to adjust a supplementing braking force so that the braking force by the brake device 14 is maintained at a predetermined amount or more. For example, when there is an input braking force of a predetermined amount or more at the start of the starting operation, but after that, the amount of depression of the brake pedal 5 decreases without waiting for the completion of the start, and the input braking force falls below the predetermined amount Etc.

  Further, in this embodiment, the predetermined amount is changed from the P range or N range that is the non-traveling range to the R range of the traveling range, and from the P range or N range that is the non-traveling range to the travel range. It is set to a different value when changing to a certain D range.

  Specifically, the first predetermined amount, which is a predetermined amount set when changing from the P range or N range to the R verse range, is set when changing from the P range or N range to the D range. The predetermined amount is set to be larger than the second predetermined amount. This is based on the determination that it is more dangerous to start wrongly backward than it is not visually recognized than to mistakenly forward that the driver visually recognizes with his own eyes.

  A control flow of the engine start control device of the present invention will be described based on the flowchart of FIG.

  In step S1 of FIG. 1, the driver performs an engine starting operation. In the next step S2, the depression amount of the brake pedal is detected, and in the subsequent step S3, it is determined whether or not the depression amount is less than a predetermined value. If the amount of depression is less than the predetermined value, the process proceeds to step S4. If the amount of depression is equal to or greater than the predetermined value, the supplementary control of the braking force is not performed, the process proceeds to step S6, and thereafter, the start control is terminated after the start is completed (see steps S6, S7, S10). .

  Here, the predetermined value of the depression amount is set to a numerical value corresponding to the state where the input braking force is at the predetermined amount. Therefore, when the amount of depression is less than a predetermined value, it is estimated that the input braking force is less than the predetermined amount necessary for restricting the movement of the vehicle.

  In step S4, it is determined whether or not the shift position of the automatic transmission 13 is in the travel range, that is, the D range or the R range. When the shift position is in the travel range, the braking force complement control by the brake device control means 21 is performed in step S5. When the shift position is not in the travel range, that is, in the P range or the N range, the braking force supplementary control is not performed, the process proceeds to step S6, and after that, the start control ends after the start is completed. (Refer to Steps S6, S7, and S10).

  Here, the process proceeds to step S5, for example, when the engine start operation is started (the starter switch 3 is operated) when the shift position is in the travel range. Also, although the engine start operation was started when the shift position was in the non-travel range, the shift position was changed from the non-travel range to the travel range after the start operation was started and before the engine start was completed. Is the case.

  In the latter example, after the start operation of the ignition by the driver, the shift change from the non-traveling range such as the P range and the N range to the traveling range such as the D range and the R range is performed before the start of the engine is completed. This is the case. When the shift lever 1 and the starter switch 3 are close to each other, for example, when the starter switch 3 is immediately next to the shift lever 1, such an early shift change tends to be easily performed. In addition, when the hand that handles the shift lever 1 (for example, the left hand) and the hand that handles the starter switch 3 (for example, the right hand) are opposite to each other, there is a tendency that such an early shift change is easily performed. .

  In step S5, in the braking force complement control by the brake device control means 21, an assist brake amount that complements the input braking force is determined, and the determined assist brake amount is applied as an assist brake. The sum of the input braking force and the braking force corresponding to the assist brake amount is the braking force that the brake device 14 actually operates. The method for determining the assist brake amount is as described above.

  The application of the assist brake needs to be continued at least until it is determined in step S6 that the engine has been started, but in reality, the first accelerator pedal operation (first depression by the driver) is performed. ) Or until the driver stops depressing the brake pedal (see steps S7, S8, S9). Note that cranking is continued until the start of the engine is completed.

  If the assist brake is released in step S9, the process proceeds to step S10 and the start control is terminated.

  If the input braking force due to the input from the brake pedal 5 changes midway during execution of the assist brake, the change in the input braking force is detected in step S2 before the start of the engine is completed. Thereafter, in the same flow, the assist brake amount is adjusted so that the braking force by the brake device 14 is maintained at a predetermined amount or more until the start of the engine is completed.

  In this embodiment, the predetermined amount serving as a threshold value for determining whether or not to execute the assist brake is changed from the P range or N range that is the non-traveling range to the R range that is the traveling range, and in the non-traveling range. Set to a different value when changing from a certain P range or N range to the D range, which is the driving range, and in particular, the first predetermined amount that is a predetermined amount set when changing to the R range. , Set larger than the second predetermined amount, which is the predetermined amount set when changing to the D range, but in particular for vehicles with specifications that do not require a difference in braking force, these predetermined values are All may be the same value.

1 Shift lever (shift operation section)
1a Shift knob 1b Shift groove 1c Shift shaft 2 Steering 3 Starter switch (ignition operation section)
4 Footrest 5 Brake Pedal 6 Accelerator Pedal 7 Meter Panel 8 Monitor 9 Windshield 10 Dashboard 11 Driver's Seat 12 Passenger's Seat 13 Automatic Transmission 14 Brake Device 20 Electronic Control Unit 21 Brake Device Control Unit 22 Start State Detection Unit 23 Depression Amount Detection Means P Parking range R Reverse range N Neutral range D Drive range L Drive range (logiard)

Claims (5)

An ignition operation unit for instructing start and stop of an engine mounted on the vehicle;
An automatic transmission that is provided between the engine and the drive wheels of the vehicle and transmits the rotation of the engine to the drive wheels;
A brake device that applies braking force to the vehicle based on operation of the brake pedal;
Brake device control means for controlling the braking force by the brake device,
When the shift position of the automatic transmission is in the travel range before the start of the engine is completed by cranking after the start operation of the ignition operation unit is started, the brake device control means An engine start control device that applies a braking force so as to be equal to or greater than a predetermined amount. 2. The engine start control device according to claim 1, wherein the braking force of the predetermined amount or more is continued at least until the start of the engine is completed, and the cranking is continued until the start of the engine is completed. The brake device control means complements the input braking force so that the braking force by the brake device reaches the predetermined amount or more when the input braking force by the input from the brake pedal is less than the predetermined amount. The engine start control device according to claim 2, wherein a braking force is applied. When the input braking force changes midway before the start of the engine is completed after the start operation is started, the brake device control means is configured to reduce the braking force by the brake device according to the change in the input braking force. The engine start control device according to claim 3, wherein a supplementary braking force is adjusted so as to be maintained at a predetermined amount or more. The travel range is a drive range corresponding to forward travel and a reverse range corresponding to reverse travel, and the non-travel range is a parking range corresponding to a parking state and a neutral range corresponding to a non-drive state,
The predetermined amount is different between a change from the parking range or the neutral range to the reverse range after the start operation starts and a change from the parking range or the neutral range to the drive range. The first predetermined amount that is set and set when changing to the reverse range is greater than the second predetermined amount that is the predetermined amount set when changing to the drive range. The engine control apparatus according to any one of claims 1 to 4, wherein the engine control apparatus is set to be larger.

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