JP2017122405A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a configuration for allowing idling stop in an appropriate situation in an engine control device for an engine mounted to a work machine.SOLUTION: An ECU 60 includes a work machine state determination unit 61, a traveling state determination unit 62, an idling operation determination unit 63, a warming-up state determination unit 64, an ignitability determination unit 65 and an operating state control unit 66. When the work machine state determination unit 61 determines that a work machine is not being operated, the traveling state determination unit 62 determines that a work vehicle is not being operated, the idling operation determination unit 63 determines that an engine is in idling operation and the warming-up state determination unit 64 determines that the engine is not in warming-up operation, the operating state control unit 66 allows idling stop.SELECTED DRAWING: Figure 2

Description

  The present invention mainly relates to an engine control device that controls an operating state of an engine. In detail, it is related with the structure which determines whether an engine control apparatus permits an idle stop.

  2. Description of the Related Art Conventionally, a technique for stopping an idle operation of an engine when a predetermined condition is satisfied for the purpose of reducing fuel consumption or the like is known (idle stop). Patent document 1 discloses this kind of technique. The idle stop is not limited to automobiles and the like, and is also used in work vehicles equipped with work machines.

  Patent Document 1 discloses a diesel engine that drives a vehicle and drives an auxiliary device (such as a crane of a construction machine, hereinafter, a working machine) mounted on the vehicle. Patent Document 1 discloses a configuration for determining whether or not to allow an idle stop based on an engine rotation speed, an engine load (fuel injection amount), an operation state of a parking brake, and a coolant temperature. The engine load is used to determine whether or not the work implement is in use.

Special table 2003-526045 gazette

  In Patent Document 1, the use state of the work implement is determined based on the engine load. However, since the engine load also changes depending on the operating conditions of components (generators, air conditioners, lights, etc.) other than the work machine, the use state of the work machine may not be accurately determined.

  The present invention has been made in view of the above circumstances, and a main object thereof is to provide a configuration that permits an idle stop in an appropriate situation in an engine control device of an engine mounted on a work machine. .

Means and effects for solving the problems

  The problems to be solved by the present invention are as described above. Next, means for solving the problems and the effects thereof will be described.

  According to an aspect of the present invention, an engine control device having the following configuration is provided. That is, the engine control device includes a work machine state determination unit, a traveling state determination unit, an idle operation determination unit, a warm-up state determination unit, and an operation state control unit. The work machine state determination unit determines whether or not the work machine of the work vehicle is operating based on information received from the work vehicle connected to the engine. The traveling state determination unit determines whether or not the work vehicle is traveling based on information received from the work vehicle connected to the engine. The idle operation determination unit determines whether or not the engine is in idle operation. The warm-up state determination unit determines whether or not the engine is in a warm-up operation. The operation state control unit determines that the work implement state determination unit determines that the work implement is not operating, the travel state determination unit determines that the work vehicle is not traveling, and the idle operation determination unit includes the engine. Determines that the engine is idle, and the warm-up state determination unit determines that the engine is not warming up, and permits idling stop, which is a process of stopping the engine idle operation.

  Thereby, since various conditions related to idling are taken into consideration, idling stop can be permitted in an appropriate situation. In particular, in order to determine whether or not the engine control device permits idling stop, it is possible to consider engine operating conditions and the like in detail. In addition, since the information is received from the work vehicle instead of the engine load, the state of the work implement and the work vehicle can be accurately determined.

  In the engine control device, the warm-up state determination unit determines whether the engine is warming up based on the coolant temperature detected by the coolant temperature sensor and the exhaust temperature detected by the exhaust temperature sensor. It is preferable to determine whether or not.

  Thereby, the temperature change in the cylinder can be accurately estimated by compensating the “delay” in estimating the temperature in the cylinder with the cooling water temperature with the exhaust temperature. Therefore, whether or not the warm-up operation has been completed can be detected at an appropriate timing, so that it is possible to permit idle stop in an appropriate situation.

  In the engine control apparatus, the work implement state determination unit determines whether the work implement is operating based on an operation state of a stop operation unit in which an operation for stopping the operation of the work implement is performed. Is preferred.

  Thereby, it can be determined by a simple process whether the work implement is operating.

  In the engine control device, it is preferable that the idle operation determination unit and the warm-up state determination unit have different determination criteria according to the current determination result.

  Thereby, it is possible to prevent the determination result from being frequently changed by changing the determination criterion according to the current determination result.

  The engine control device preferably has the following configuration. That is, the engine control device includes an ignitability determination unit that determines whether or not the ignitability of the engine is good. The operating state control unit further permits the idling stop when the ignitability determination unit determines that the ignitability of the engine is good.

  Thereby, since the ignitability of the engine is also taken into consideration, a decrease in the life of the starter motor can be suppressed, and the user can smoothly resume the work.

Schematic explanatory drawing which shows a structure of an engine. The block diagram which shows the structure which performs control regarding an idle stop among engine control parts. The graph used by the process which determines whether an engine is idling. A map used in the process of determining whether or not the engine is warming up. A map used in the process of determining whether or not the ignitability of the engine is good. The flowchart which determines whether an idle stop is permitted.

  Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic explanatory view showing the configuration of an engine 100 according to an embodiment of the present invention.

  First, the configuration of the engine 100 will be described with reference to FIG. The engine 100 of this embodiment is mounted on a work vehicle (not shown) such as a hydraulic excavator or a wheel loader. The engine 100 is a diesel engine having a common rail fuel injection device.

  As shown in FIG. 1, the engine 100 of the present embodiment mainly includes an engine body 10 and an ECU (engine control unit, engine control unit) 60. The ECU 60 is constituted by, for example, a CPU, a ROM, a RAM, and the like.

  The engine body 10 mainly includes an air suction portion 2 for sucking air from the outside, a cylinder having a fuel combustion chamber 3, and an exhaust gas discharge portion 4 for discharging exhaust gas generated by fuel combustion to the outside. Prepare.

  The air suction portion 2 includes an intake pipe 21 that is an intake passage. The air suction portion 2 is disposed in order from the upstream side in the direction in which the intake air flows in the intake pipe 21, the air cleaner 22, the supercharger 23, the intercooler 24, the intake valve 25, the intake manifold 26, Is provided.

  The intake pipe 21 is configured to connect an air cleaner 22, a supercharger 23, an intercooler 24, an intake valve 25, and an intake manifold 26, and air taken from the air cleaner 22 is contained therein. It can flow.

  The air cleaner 22 is composed of an air filter or the like. The air cleaner 22 removes dust and the like contained in the air sucked from the outside, and supplies it to the supercharger 23.

  The supercharger 23 includes a turbine wheel 231, a shaft 232, and a compressor wheel 233. A turbine wheel 231 is connected to one end of the shaft 232, and a compressor wheel 233 is connected to the other end. The turbine wheel 231 is configured to rotate using exhaust gas generated by the combustion of fuel. The compressor wheel 233 rotates with the rotation of the turbine wheel 231, whereby air is compressed and forcibly sucked.

  The intercooler 24 cools the compressed air taken in by the supercharger 23 by exchanging heat with cooling water or air.

  The intake valve 25 changes the cross-sectional area of the intake passage by adjusting the opening degree according to a control command from the ECU 60. Thereby, the amount of air supplied to the intake manifold 26 can be adjusted.

  The intake manifold 26 distributes the air supplied from the intake pipe 21 according to the number of cylinders of the engine body 10 and supplies the air to the combustion chambers 3 of the respective cylinders. The intake manifold 26 is provided with an intake air temperature sensor 71 for detecting the intake air temperature. The intake air temperature detected by the intake air temperature sensor 71 is output to the ECU 60. The intake air temperature sensor 71 may be disposed in an intake path other than the intake manifold 26, for example, on the upstream side of the intake manifold 26.

  In the combustion chamber 3, the air supplied from the intake manifold 26 is compressed, and fuel is injected into the compressed air that has reached a high temperature by an injector (not shown). Thereby, the fuel can be spontaneously ignited and the piston can be moved. The power thus obtained is transmitted to the work vehicle axle and a work machine such as a loader (specifically, a hydraulic device for driving the work machine) via a crankshaft or the like.

  The engine 100 according to the present embodiment is provided with an unillustrated coolant circulation system for preventing the engine body 10 from being overheated by fuel combustion. This cooling water circulation system is configured to recirculate cooling water to a water cooling jacket (not shown) or the like formed in a cylinder head or the like of the engine body 10 and to exchange heat between the engine body 10 and the water cooling jacket or the like. . A cooling water temperature sensor 72 for detecting the cooling water temperature is provided at an appropriate position of the cooling water path in the cooling water circulation system. The coolant temperature detected by the coolant temperature sensor 72 is output to the ECU 60.

  Exhaust gas generated by the combustion of fuel in the combustion chamber 3 is discharged from the combustion chamber 3 to the outside of the engine body 10 via the exhaust gas discharge unit 4.

  The exhaust gas discharge unit 4 includes an exhaust pipe 41 that is an exhaust gas passage. Further, the exhaust gas discharge unit 4 includes an exhaust manifold 42, an exhaust valve 43, and a DPF 45, which are arranged in order from the upstream side in the direction in which the exhaust gas flows in the exhaust pipe 41.

  Further, the engine body 10 includes an EGR device 50, and a part of the exhaust gas is recirculated to the intake side via the EGR device 50 as shown in FIG. Thereby, for example, the maximum combustion temperature during high-load operation of engine 100 can be lowered, so that the amount of NOx (nitrogen oxide) generated can be reduced.

  The exhaust pipe 41 is configured to connect the exhaust manifold 42, the exhaust valve 43, and the DPF 45, and the exhaust gas discharged from the combustion chamber 3 can flow through the exhaust pipe 41.

  The exhaust manifold 42 collects the exhaust gas generated in each combustion chamber 3 and guides the exhaust gas to the exhaust pipe 41 so as to supply the exhaust gas to the turbine wheel 231 of the supercharger 23. The exhaust manifold 42 is provided with an exhaust pressure sensor 73 that detects the pressure of the exhaust gas (exhaust pressure) and an exhaust temperature sensor 74 that detects the temperature of the exhaust gas (exhaust temperature). The exhaust pressure detected by the exhaust pressure sensor 73 and the exhaust temperature detected by the exhaust temperature sensor 74 are output to the ECU 60.

  The exhaust valve 43 is configured as a throttle valve, and its opening degree can be changed in a stepless manner (or in a sufficiently large number of steps). The exhaust valve 43 can adjust the amount of exhaust gas sent to the DPF 45 in accordance with a command from the ECU 60.

  The DPF 45 is provided at the outlet of the exhaust pipe 41 and includes an oxidation catalyst that oxidizes unburned fuel contained in the exhaust gas, a filter that collects PM, and the like.

  Further, the engine 100 of the present embodiment includes an atmospheric pressure sensor 75 that detects the ambient atmospheric pressure. The atmospheric pressure sensor 75 can be provided in the vicinity of the ECU 60, for example, but the position is arbitrary as long as the atmospheric pressure can be detected.

  The work vehicle on which the engine 100 is mounted includes a work vehicle control unit 90, a work implement operation lever 91, a lock lever (stop operation unit) 92, a parking brake pedal 93, and a work vehicle control unit 90. Prepare.

  The work vehicle control unit 90 includes, for example, a CPU, a ROM, a RAM, and the like, and performs control related to the work vehicle (including a work machine). The work machine operation lever 91 is an operation tool for operating a work machine such as a loader. The lock lever 92 is an operation tool that can be operated to lock the operation of the work machine operation lever 91. The parking brake pedal 93 is an operating tool for applying a brake (parking brake) used for preventing the work vehicle from traveling while the work vehicle is parked.

  The work vehicle control unit 90 outputs the operation state of the work implement operation lever 91 and the parking brake pedal 93 (operation position detected by an unillustrated sensor) to the ECU 60. Note that the operating states of the work implement operation lever 91 and the parking brake pedal 93 may be directly output from the sensor to the ECU 60 without using the work vehicle control unit 90. Further, the lock lever 92 may be a pedal type operated by a foot. The parking brake pedal 93 may be a lever type or a button type operated by hand.

  Next, a process for determining whether or not to permit the process of stopping idle operation (idle stop) will be described. The ECU 60 acquires the fuel injection amount based on the command value to the above-described injector (specifically, the electromagnetic valve). Further, the ECU 60 acquires the engine rotation speed from a crank sensor or the like that detects the rotation of the crankshaft.

  When the engine 100 is in idle operation (operation that does not particularly use the power of the engine 100 and is operated with no load or at a low load and a low rotation speed), the ECU 60 is idle when a predetermined condition is satisfied. Stop is performed to stop the engine 100.

  In the present embodiment, not the work vehicle control unit 90 but the ECU 60 determines whether or not to allow idle stop. As shown in FIG. 3, the ECU 60 is configured to perform processing related to permission for idle stop, as shown in FIG. 3, a work machine state determination unit 61, a traveling state determination unit 62, an idle operation determination unit 63, and a warm-up state determination unit 64. The ignitability determination unit 65 and the operation state control unit 66 are provided.

  Work implement state determination unit 61 determines whether or not the work implement is operating based on information received from a work vehicle connected to engine 100. Specifically, work implement state determination unit 61 receives the operation state of lock lever 92 from work vehicle control unit 90. When the work implement is locked by the lock lever 92, the work implement state determination unit 61 determines that the work implement is not operating. When the work implement is not locked by the lock lever 92, the work implement state determination unit 61 determines that the work implement is operating (or may operate immediately). In actual work, the operator repeats the operation and stop of the work machine to perform a series of work. The work machine state determination unit 61 determines whether the work machine is “in operation”, not whether it is “in a series of work”. Work implement state determination unit 61 outputs the determination result to operation state control unit 66.

  The traveling state determination unit 62 determines whether or not the work vehicle is traveling based on information received from the work vehicle. Specifically, traveling state determination unit 62 receives an operation state of parking brake pedal 93 from work vehicle control unit 90. When the parking brake is applied by the parking brake pedal 93, the traveling state determination unit 62 determines that the work vehicle is not traveling. When the parking brake is not applied by the parking brake pedal 93, the traveling state determination unit 62 determines that the work vehicle is traveling (or may travel immediately). The traveling state determination unit 62 outputs the determination result to the driving state control unit 66.

  The idle operation determination unit 63 determines whether or not the engine 100 is in idle operation. The idle operation determination unit 63 determines whether or not the engine 100 is in an idle operation based on the engine rotation speed and the fuel injection amount. Hereinafter, a specific description will be given with reference to FIG.

FIG. 3 is a graph for determining whether or not the engine 100 is idling based on the engine speed and the fuel injection amount. In FIG. 3, a predetermined idle area is defined. The idle region is a region where the engine speed N is N _a ≦ N ≦ N _b and the fuel injection amount F is F _a (N) ≦ F ≦ F _b (N). Further, in FIG. 3, a hysteresis region slightly narrower than the idle region is defined. Hysteresis region, as compared to idle region, upper and lower limits of the engine rotational speed is smaller N _h, upper and lower limits of the fuel injection amount is small F _h.

  The idle operation determination unit 63 determines that the idle operation is continued if the operation state is within the idle region when the current operation is within the idle region, and the idle operation is performed when the operation state is outside the idle region. Judge that it is not in. On the other hand, if the idle operation determination unit 63 is not currently in idle operation, the idle operation determination unit 63 determines that the idle state is in operation only after the operation state enters the hysteresis region (if it is in the idle region and outside the hysteresis region, Do not judge). In addition to this determination condition, it may be determined that the idle operation is being performed for the first time after the operation state is within a hysteresis region for a predetermined time.

  As described above, the determination criterion of the idle operation determination unit 63 differs depending on whether or not the current operation is the idle operation (in other words, depending on the current determination result). Thereby, it can prevent that a determination result switches frequently. The idle operation determination unit 63 outputs the determination result to the operation state control unit 66.

  Warm-up state determination unit 64 determines whether engine 100 is in a warm-up operation based on the coolant temperature detected by coolant temperature sensor 72 and the exhaust temperature detected by exhaust temperature sensor 74. The warm-up state determination unit 64 performs this determination using the map shown in FIG. FIG. 4 is a map for determining whether or not the warm-up operation is being performed using the cooling water temperature and the exhaust gas temperature as parameters. The warm-up state determination unit 64 determines which position in the map of FIG. 4 the current state corresponds to based on the current coolant temperature and exhaust gas temperature. Since the map of FIG. 4 is not a graph format but a table format, the nearest square is obtained. If the corresponding position is “0”, it is determined that the warm-up operation is being performed, and if the corresponding position is “1”, it is determined that the warm-up operation is not being performed.

  Here, when performing this determination, the warm-up state determination unit 64 uses different determination criteria depending on the determination result, as with the idle operation determination unit 63. Specifically, when the warm-up state determination unit 64 determines that the warm-up operation is being performed (“when transitioning from 0”), “0.7” that is the first determination value of the warm-up determination or When it becomes “1”, it is determined that the engine is not warming up for the first time (the determination that the engine is warming up is maintained even when “0.3” is reached). On the other hand, when the warm-up state determination unit 64 determines that the warm-up operation is not being performed ("when transitioning from 1"), the second determination value "0" or "0. When it becomes “3”, it is determined that the warm-up operation is being performed for the first time (the determination result that the warm-up operation is not performed is maintained even when “0.7” is reached).

  Thus, the warm-up state determination unit 64 has different determination criteria depending on whether or not the current warm-up operation is in progress (in other words, depending on the current determination result). Thereby, it can prevent that a determination result switches frequently. Warm-up state determination unit 64 outputs the determination result to operation state control unit 66.

  Hereinafter, the tendency of the map of FIG. 4 will be described. When the warm-up operation is completed, the temperature in the cylinder of engine 100 increases. Therefore, as the tendency of this map, it is easier to determine that the warm-up operation is in progress as the coolant temperature and the exhaust gas temperature are lower. Further, by using the coolant temperature, the temperature in the cylinder of engine 100 can be accurately estimated. However, there is a slight delay from when the temperature in the cylinder of engine 100 rises until the coolant temperature rises. Therefore, in this embodiment, it is determined whether the warm-up operation is being performed using not only the cooling water temperature but also the exhaust gas temperature.

  The ignitability determination unit 65 determines whether the ignitability of the engine 100 is good based on the atmospheric pressure detected by the atmospheric pressure sensor 75 and the intake air temperature detected by the intake air temperature sensor 71 (whether ignition is stable). Is determined. The ignitability determination unit 65 performs this determination using the map shown in FIG. FIG. 5 is a map for determining whether or not the ignitability is stable using the atmospheric pressure and the intake air temperature as parameters. The ignitability determination unit 65 determines which position in the map of FIG. 5 corresponds to the current state based on the current atmospheric pressure and the coolant temperature. Since the map of FIG. 5 is not a graph format but a table format, the nearest square is obtained. If the corresponding position is “0”, it is determined that the ignitability is not good, and if the corresponding position is “1”, it is determined that the ignitability is good.

  Here, when making this determination, the ignitability determination unit 65 varies the determination criteria depending on the determination result, as with the idle operation determination unit 63 and the warm-up state determination unit 64. Specifically, when the ignitability determination unit 65 determines that the ignitability is not good ("when transitioning from 0"), "0.7" which is the first determination value of the ignitability determination or It is determined that the ignitability is good only when “1” is reached (the determination that the ignitability is not good is maintained even when “0.3” is reached). On the other hand, when the ignitability determination unit 65 determines that the ignitability is good (“when transitioning from 1”), “0” or “0.3” which is the second determination value of the ignitability determination. It is determined that the ignitability is not good for the first time when it becomes (even if “0.7”, the determination result that the ignitability is good is maintained).

  As described above, the ignitability determination unit 65 has different determination criteria depending on whether or not the current ignitability is good (in other words, depending on the current determination result). Thereby, it can prevent that a determination result switches frequently. The ignitability determination unit 65 outputs the determination result to the operation state control unit 66.

  Hereinafter, the tendency of the map of FIG. 5 will be described. The lower the atmospheric pressure (the higher the altitude), the worse the ignitability. In addition, the lower the intake air temperature (the lower the outside air temperature and the fresh air temperature), the worse the ignitability. Therefore, as the tendency of this map, the lower the atmospheric pressure and the intake air temperature, the easier it is determined that the ignitability is not good. Although the ignitability can be determined based on only one of the atmospheric pressure and the intake air temperature, the determination can be made more accurately by using both.

  The number of rows and columns in the grid for determining the warm-up state and ignitability is arbitrary, but other controls (for example, the presence or absence of pre-injection and pilot injection, injection timing, injection amount, etc. are determined). It is preferable that the number of rows and columns of the squares of the map used in the control for the control is the same.

  Next, a process for determining whether the operation state control unit 66 permits or prohibits the idling stop based on the above determination result will be described. FIG. 6 is a flowchart for determining whether or not to allow idle stop.

  As described above, the determination result of the ignitability determination unit 65 is input to the operation state control unit 66 from the work implement state determination unit 61 as needed. The operating state control unit 66 determines that the work implement is not operating (S101), the work vehicle is not running (S102), the engine 100 is idling (S103), and the engine 100 is not warming up. (S104) When all the conditions that the ignitability of the engine 100 is good (S105) are satisfied, idling stop is permitted (S106).

  On the other hand, if any one of the above five conditions is not satisfied, idle stop is prohibited (S107). That is, when other engine start conditions are satisfied, the starter motor (not shown) is operated to start the engine 100. The process shown in this flowchart is performed at predetermined time intervals regardless of whether idle stop is permitted or prohibited. In the flowchart of FIG. 6, it is described that the five conditions are determined in order, but a plurality of conditions may be determined at the same time.

  As described above, the ECU 60 of the present embodiment includes the work machine state determination unit 61, the traveling state determination unit 62, the idle operation determination unit 63, the warm-up state determination unit 64, and the operation state control unit 66. . The work implement state determination unit 61 determines whether or not the work implement of the work vehicle is operating based on information received from the work vehicle connected to the engine 100. Based on the information received from the work vehicle connected to engine 100, traveling state determination unit 62 determines whether or not the work vehicle is traveling. The idle operation determination unit 63 determines whether or not the engine 100 is in idle operation. Warm-up state determination unit 64 determines whether engine 100 is in a warm-up operation. Operation state control unit 66 determines that work implement state determination unit 61 determines that the work implement is not operating, travel state determination unit 62 determines that the work vehicle is not traveling, and idle operation determination unit 63 determines that engine 100 is idle. When it is determined that the engine 100 is in operation and the warm-up state determination unit 64 determines that the engine 100 is not in the warm-up operation, an idle stop that is a process of stopping the idle operation of the engine 100 is permitted.

  Thereby, since various conditions related to idling are taken into consideration, idling stop can be permitted in an appropriate situation. In particular, since the ECU 60, not the work vehicle control unit 90, determines whether or not to allow the idle stop, the operating state of the engine 100 can be considered in detail. Further, since the information is received from the work vehicle, not the load of the engine 100, the state of the work implement and the work vehicle can be accurately determined.

  Further, in the ECU 60 of the present embodiment, the warm-up state determination unit 64 causes the engine 100 to warm up based on the coolant temperature detected by the coolant temperature sensor 72 and the exhaust temperature detected by the exhaust temperature sensor 74. It is determined whether or not driving.

  Thereby, the temperature change in the cylinder can be accurately estimated by compensating the “delay” in estimating the temperature in the cylinder with the cooling water temperature with the exhaust temperature. Therefore, whether or not the warm-up operation has been completed can be detected at an appropriate timing, so that it is possible to permit idle stop in an appropriate situation.

  Further, in the ECU 60 of the present embodiment, the work implement state determination unit 61 determines whether or not the work implement is operating based on the operation state of the lock lever 92 in which an operation for stopping the operation of the work implement is performed.

  Thereby, it can be determined by a simple process whether the work implement is operating.

  Moreover, in ECU60 of this embodiment, the idle driving | operation determination part 63 and the warming-up state determination part 64 each vary a determination criterion according to the present determination result. In particular, in the present embodiment, the ignitability determination unit 65 similarly changes the determination criterion according to the current determination result.

  Thereby, it is possible to prevent the determination result from being frequently changed by changing the determination criterion according to the current determination result.

  Further, the ECU 60 of the present embodiment includes an ignitability determination unit 65 that determines whether or not the ignitability of the engine 100 is good. The operation state control unit 66 permits the idle stop when the ignitability determination unit 65 determines that the ignitability of the engine 100 is good in addition to the determination result of the warm-up state determination unit 64 from the work machine state determination unit 61. .

  For example, in a situation where the ignitability of the engine 100 is poor such as in a highland, it takes time until the engine 100 is started. Therefore, since the operation time of the starter motor becomes long, the life of the starter motor may be reduced. Further, when the user starts work, the user is delayed by one tempo, and the user may feel stress. However, since the ECU 60 of the present embodiment also considers the ignitability of the engine 100, the life of the starter motor can be suppressed, and the user can smoothly resume the work.

  The preferred embodiment of the present invention has been described above, but the above configuration can be modified as follows, for example.

  In the above embodiment, the work machine state determination unit 61 determines whether or not the work machine is operating based on the operation state of the lock lever 92. For example, based on the control content of the work vehicle control unit 90, and the like. You may judge.

  In the above embodiment, the traveling state determination unit 62 determines whether or not the work vehicle is traveling based on the operation state of the parking brake pedal 93. For example, based on the control content of the work vehicle control unit 90 or the like. You may judge.

  In the above embodiment, the idle operation determination unit 63 determines whether or not the idle operation is being performed based on the engine rotation speed and the fuel injection amount. However, the operation state of the accelerator pedal of the work vehicle is acquired from the work vehicle. It may be determined whether or not the engine is idling.

  In the above embodiment, the warm-up state determination unit 64 determines whether or not the engine 100 is in the warm-up operation based on the coolant temperature and the exhaust gas temperature. For example, the warm-up operation is performed under the control of the ECU 60. If there is, determination may be made based on the control content of the ECU 60.

  In the above embodiment, the ignitability determination unit 65 determines whether the ignitability of the engine 100 is good based on the atmospheric pressure and the intake air temperature, but may determine based on an altitude sensor such as GPS. . Note that the ignitability determination unit 65 may be omitted from the ECU 60 and the process of S105 in FIG. 6 may not be performed.

  In the above embodiment, the example in which the present invention is applied to the engine 100 including the supercharger 23 has been described. However, the present invention can also be applied to a naturally aspirated engine that does not include the supercharger 23. .

  In the above embodiment, the engine 100 is a diesel engine, but may be a gasoline engine, for example. Further, not only engine 100 but also a configuration (hybrid type) in which a work machine is driven or a work vehicle is driven using the output of a motor. In the present invention, it is determined whether the work implement is operating or the work vehicle is traveling based on information received from the work vehicle, not the load of the engine 100. It is possible to accurately detect the state relating to the machine and the work vehicle.

60 ECU (Engine Control Unit)
61 Work implement state determination unit 62 Idle operation determination unit 63 Warm-up state determination unit 64 Ignition property determination unit 65 Operation state control unit 90 Work vehicle control unit 91 Work machine operation lever 92 Lock lever (stop operation unit)
100 engine

Claims (5)

A work machine state determination unit that determines whether the work machine of the work vehicle is operating based on information received from the work vehicle connected to the engine;
Based on information received from a work vehicle connected to the engine, a traveling state determination unit that determines whether the work vehicle is traveling;
An idle operation determination unit for determining whether or not the engine is in idle operation;
A warm-up state determination unit for determining whether or not the engine is in a warm-up operation;
The work implement state determination unit determines that the work implement is not operating, the travel state determination unit determines that the work vehicle is not traveling, and the idle operation determination unit determines that the engine is in idle operation. And, when the warm-up state determination unit determines that the engine is not warming up, an operation state control unit that permits an idle stop that is a process of stopping the idle operation of the engine;
An engine control device comprising: The engine control device according to claim 1,
The warm-up state determination unit determines whether or not the engine is warming up based on a coolant temperature detected by a coolant temperature sensor and an exhaust temperature detected by an exhaust temperature sensor. Engine control device. The engine control device according to claim 1 or 2,
The engine control device, wherein the work implement state determination unit determines whether or not the work implement is operating based on an operation state of a stop operation unit in which an operation for stopping the operation of the work implement is performed. The engine control device according to any one of claims 1 to 3,
The engine control device according to claim 1, wherein the idle operation determination unit and the warm-up state determination unit each have different determination criteria according to a current determination result. The engine control device according to any one of claims 1 to 4, wherein
An ignitability determination unit that determines whether or not the ignitability of the engine is good,
The engine control device according to claim 1, wherein the operation state control unit further permits the idle stop when the ignitability determination unit determines that the ignitability of the engine is good.

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