JP2019124178A - Restarting device - Google Patents

Abstract

To provide a restarting device which suppresses fuel injection and can improve fuel consumption.SOLUTION: A restart control part, when restarting conditions are satisfied during travel of a vehicle, performs determination of a gear stage which is satisfied at present (YES on Step S12) and, thereafter, starts fuel injection (Step S16). The restart control part 80 continues stop of fuel injection, in such a case that an engine rotation number when a gear stage determination part 84 determines a gear stage is self-supporting rotational speed of the engine 11 or less even when the restart conditions are satisfied. The restart control part 80 continues stop of fuel injection in such a case that the engine rotation number when the gear stage determination part 84 determines the gear stage is larger than a predetermined permissible engine rotation number.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a restart device.

  In order to improve fuel efficiency, reduce exhaust gas, etc., when stopping at an intersection etc., stop the engine when the automatic stop condition is satisfied, and then restart the engine when the restart condition is satisfied. The idling stop function is being carried out. Further, in a vehicle provided with a manual transmission, the automatic stop or restart of the engine is performed based on the operation state of the clutch pedal.

  DESCRIPTION OF RELATED ART Conventionally, what was described in patent document 1 as a technique which makes an engine stop and restart automatically in a vehicle provided with a manual transmission is known. In the technique described in Patent Document 1, after the depression of the clutch pedal is started and the clutch stroke ST becomes larger than the first threshold TH1, the clutch stroke ST becomes the second threshold when the clutch pedal is released. By passing TH2, fuel injection and ignition of the engine are started.

  Further, in the technology described in Patent Document 1, the first threshold value TH1 is set near the full depression position of the clutch pedal as a value indicating that the clutch pedal has been sufficiently depressed. The second threshold value is a value (value on the clutch release side) larger than an operation amount corresponding to a clutch connection point (clutch meet point) at which the clutch starts power transmission.

  According to the technology described in Patent Document 1, the torque immediately after the start of the engine is increased in the case of engine restart due to clutch release as compared with the case where restart conditions other than clutch release are satisfied. Insufficient torque can be suppressed, unexpected engine stall can be suppressed, and drivability immediately after engine restart can be improved.

Unexamined-Japanese-Patent No. 2010-275968

  However, the power of the internal combustion engine is not completely transmitted to the drive wheels of the vehicle until the clutch is fully engaged. For this reason, in the technique described in Patent Document 1, fuel injection for engine restart is started before the clutch is completely engaged, and wasted fuel that does not contribute to the traveling of the vehicle is consumed. Therefore, there was room to improve fuel efficiency.

  The present invention has been made focusing on the above-mentioned problems, and an object of the present invention is to provide a restart device capable of suppressing fuel injection and improving fuel consumption.

  The restart device according to the present invention is capable of mutually transmitting power between a manual transmission that is shift-changed to a neutral or traveling gear by a shift lever, an engine that supplies power to wheels via the manual transmission, and the engine And a clutch that switches power transmission between the engine and the manual transmission by a driver's operation between a transmission state and a disconnection state, and an engine. An engine rotation number detection unit that detects a rotation number, and a vehicle speed detection unit that detects a vehicle speed. The operation of the engine is automatically performed by stopping fuel injection when a predetermined automatic stop condition is satisfied while the vehicle is traveling. A restart device mounted on a hybrid vehicle to be stopped, wherein said transmission from said disengaged state to said clutch during automatic stop of said engine The restart control unit includes a restart control unit that restarts the engine by starting fuel injection when the restart condition is satisfied. A synchronous rotation number calculation unit that calculates, as a synchronous rotation number, an engine rotation number at which each gear is established in the manual transmission based on the vehicle speed and the gear ratio of each gear of the manual transmission; A gear determination unit that performs synchronous determination to determine that the number is equal to the synchronous rotation speed, and determines the currently established gear if the engine rotation speed is equal to the synchronous rotation speed; It is characterized in that, when the restart condition is satisfied while the vehicle is traveling, fuel injection is started after the gear position determination unit determines the currently established gear position.

  As described above, according to the present invention described above, fuel injection can be suppressed and fuel efficiency can be improved.

FIG. 1 is a block diagram of a vehicle equipped with a restart device according to an embodiment of the present invention. FIG. 2 is a functional block diagram of a control system of a vehicle equipped with the restart device according to an embodiment of the present invention. FIG. 3 is a flow chart for explaining the operation of the restart device according to the embodiment of the present invention. FIG. 4 is a flowchart for explaining the details of step S4 of FIG. FIG. 5 is a diagram for explaining an example of the determination method when the angular acceleration of the engine has a positive value in step S24 of FIG. FIG. 6 is a diagram for explaining an example of the determination method when the angular acceleration of the engine is zero or a negative value in step S24 of FIG. FIG. 7 is a diagram for explaining another example of the determination method in step S24 of FIG. FIG. 8 is a diagram for explaining an example of an ISG control method in step S28 of FIG. FIG. 9 is a diagram for explaining transition of the vehicle state when there is a drive request of the driver at the time of clutch engagement and the current synchronous rotation speed of the gear is higher than the engine rotation speed. FIG. 10 is a view for explaining transition of the vehicle state when there is a driving request of the driver at the time of clutch engagement and the current synchronous rotation speed of the gear is smaller than the engine rotation speed. FIG. 11 is a diagram for explaining transition of the vehicle state when there is no driving request of the driver at the time of clutch engagement and the synchronous rotation speed of the current gear is larger than the engine rotation speed. FIG. 12 is a diagram for explaining transition of the vehicle state when there is no driving request of the driver at the time of clutch engagement and the synchronous rotation speed of the current gear is smaller than the engine rotation speed.

  A restart device according to an embodiment of the present invention includes a manual transmission which is shifted to a neutral or traveling gear by a shift lever, an engine for supplying power to wheels via the manual transmission, and an engine A rotating electrical machine connected so as to be able to transmit power and generating motor torque to be transmitted to the engine, a clutch that switches power transmission between the engine and the manual transmission between a transmission state and a cutoff state by operation of a driver, The engine rotation number detection unit for detecting the rotation number and the vehicle speed detection unit for detecting the vehicle speed, and the engine operation is automatically stopped by stopping the fuel injection when a predetermined automatic stop condition is satisfied while the vehicle is traveling. Restart device mounted on the hybrid vehicle, the clutch is switched from the disconnected state to the transmitted state during the automatic stop of the engine. Has a restart control unit that restarts the engine by starting fuel injection when the restart condition is satisfied, and the restart control unit controls the vehicle speed and each gear of the manual transmission. A synchronous rotation number calculation unit that calculates an engine rotation number at which each gear is established in the manual transmission as a synchronous rotation number based on the transmission gear ratio of And if the engine rotational speed is equal to the synchronous rotational speed, the gear position determining unit that determines the currently established gear position, and if the restart condition is satisfied while the vehicle is traveling, the gear It is characterized in that fuel injection is started after determination of the currently established gear by the gear determination unit. Thus, the restart device according to the embodiment of the present invention can suppress fuel injection and improve fuel consumption.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. FIGS. 1-12 is a figure explaining one Example of the restart apparatus based on this invention.

  As shown in FIG. 1, a vehicle 1 equipped with a restart device according to an embodiment of the present invention includes an internal combustion engine type engine 11 and a manual transmission 12 whose gear is shifted by the operation of a driver. A clutch 13 that switches power transmission between the engine 11 and the manual transmission 12 between a transmission state and a cutoff state by the operation of a driver, and a differential that transmits the driving power shifted by the manual transmission 12 to the left and right wheels. And a mechanism 15.

  In the present embodiment, the vehicle 1 is a front engine front drive type vehicle in which the engine 11 is disposed at the front portion thereof and the left and right wheels 10 on the front side are driven by the engine 11. Further, in FIG. 1, only one wheel 10 and its brake system are illustrated, and the remaining three wheels and their brake systems are not shown.

  The engine 11 includes a piston, a cylinder, a connecting rod, etc. (not shown), and performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke while the piston reciprocates twice in the cylinder. The four-stroke spark ignition internal combustion engine is configured to ignite a mixture such as gasoline during an expansion stroke. The engine 11 may be a diesel engine.

  The piston housed in the cylinder is connected to the crankshaft 32 via a connecting rod. The connecting rod is adapted to convert the reciprocating motion of the piston into rotational motion of the crankshaft 32.

  The engine 11 reciprocates a piston by burning a mixture of fuel and air in a combustion chamber in a cylinder, and drives the vehicle 1 to travel by rotating a crankshaft 32 via a connecting rod. It is supposed to occur.

  The crankshaft 32 is connected to an input shaft 33 which constitutes an input shaft of the manual transmission 12 via a clutch 13.

  The clutch 13 is configured as, for example, a dry single-plate friction clutch, and includes a disk-shaped flywheel 42 that rotates integrally with the crankshaft 32, and an input shaft 33 that can be engaged with and disengaged from the flywheel 42. A clutch disc 43 that rotates integrally and a clutch pedal 35 operated by the driver are provided.

  The clutch 13 has a transmission state in which the clutch disc 43 engages with the flywheel 42 and transmits the rotation of the crankshaft 32 of the engine 11 to the input shaft 33 of the manual transmission 12, and the clutch disc 43 disengages from the flywheel 42 Between the crank shaft 32 of the engine 11 and the manual transmission 12.

  That is, the clutch 13 is in the transmission state when the clutch disc 43 is engaged with the flywheel 42, and is in the disconnection state when the clutch disc 43 is disengaged from the flywheel 42.

  The transition of the state between the transmission state and the disconnection state in the clutch 13 corresponds to the depressed position of the clutch pedal 35, that is, the clutch stroke.

  When the clutch pedal 35 is not depressed, the clutch disc 43 is engaged with the flywheel 42, so the clutch 13 is in the transmission state, and the rotation of the crankshaft 32 is transmitted to the input shaft 33.

  On the other hand, when the clutch pedal 35 is depressed, the clutch disc 43 is disengaged from the flywheel 42, so the clutch 13 is disengaged, and the transmission of rotation from the crankshaft 32 to the input shaft 33 is interrupted. .

  The vehicle 1 is provided with a clutch stroke sensor 36 that detects the amount of depression of the clutch pedal 35. The clutch stroke sensor 36 takes the maximum value (for example, 100) of the clutch stroke when the clutch pedal 35 is depressed to the maximum and the flywheel 42 and the clutch disc 43 are not engaged.

  On the other hand, when the driver does not step on the clutch pedal 35 and the flywheel 42 and the clutch disc 43 are completely engaged, the minimum value (for example, 0) of the clutch stroke is set.

  The manual transmission 12 is provided with a plurality of gear stages having different gear ratios from each other, and the rotation input from the input shaft 33 is decelerated by one of the plurality of gear stages, and an output shaft (not shown) is provided. It is output from.

  The manual transmission 12 switches the power transmission path between the input shaft 33 and the output shaft in response to the driver's operation of the shift lever 37, and changes the gear ratio according to the gear stages constituting this power transmission path. It is supposed to be selected.

  The shift lever 37 is a neutral position for interrupting the transmission of power between the input shaft 33 and the output shaft in the manual transmission 12 and the first to fifth positions corresponding to the predetermined gear ratio of the manual transmission 12 In addition, the rotational directions of the input shaft 33 and the output shaft are opposite to each other, and one of the reverse positions for moving the vehicle 1 backward is taken.

  Here, the 1st to 5th gear positions other than the neutral position and the reverse position are taken as traveling gear positions.

  In the present embodiment, the operation pattern of the shift lever 37 is a normal H-shape, and in FIG. 1, the first to fifth positions are indicated by corresponding numerals, the neutral position is indicated as N, and the reverse position is indicated as R. There is. In such an H-shaped shift pattern, the middle position between the 3rd gear position and the 4th gear position is the neutral position.

  A neutral switch 38 is provided at the base of the shift lever 37. The neutral switch 38 outputs an on signal when the shift lever 37 is in the neutral position.

  The differential mechanism 15 transmits the output of the output shaft of the manual transmission 12 to the drive shaft 31 via the reduction gear and the differential gear, and causes the left and right wheels 10 to rotate.

  Thus, the power output from the engine 11 is transmitted to the wheel 10 through the clutch 13, the manual transmission 12 and the differential mechanism 15.

  In addition, the vehicle 1 includes a brake pedal 61 operated by the driver, a booster 62 for doubling the driver's operation pressure (pedal pedaling force) input to the brake pedal 61, and a doubled pedal pedaling force. A master cylinder 63 for converting into hydraulic pressure, and a brake actuator 64 for adjusting the converted hydraulic pressure and transmitting it to the hydraulic piping 65 are provided.

  The vehicle 1 also has a hydraulic braking unit 66 that applies a mechanical braking force to the wheel 10 according to the hydraulic pressure adjusted by the brake actuator 64 and a hydraulic piping 65 that supplies the hydraulic pressure adjusted by the brake actuator 64 to the hydraulic braking unit 66. And have.

  A brake switch 67 is provided on the pivot shaft of the brake pedal 61 to output an ON signal when the driver steps on the brake pedal 61.

  The vehicle 1 also includes an accelerator pedal 71 operated by the driver and an accelerator opening sensor 72 that detects the amount of depression of the accelerator pedal 71.

  The vehicle 1 is also provided with an ISG 39, which is connected to the engine 11 via a crankshaft pulley (not shown) installed on a crankshaft 32 and a belt 47, and mutually communicates with the engine 11 Power transmission. The ISG 39 constitutes a rotating electrical machine in the present invention.

  The ISG 39 has a function as a motor that starts the engine 11 and applies an assist torque to the engine 11, and a function as a generator that generates electric power by the power transmitted from the engine 11 or the decelerating energy of the vehicle 1.

  Therefore, during the power running operation of ISG 39 (hereinafter, also simply referred to as driving), the positive motor torque generated by ISG 39 is transmitted to engine 11. In addition, during regenerative operation of the ISG 39 (hereinafter, also simply referred to as regeneration), negative motor torque generated by the ISG 39 acts on the engine 11 as load torque. Thus, the vehicle 1 is a hybrid vehicle that travels using the motor torque of the ISG 39.

  The power generated by the ISG 39 is supplied to a battery and electrical components (not shown). The power stored in the battery is used to drive the ISG 39 or the like.

  In addition, the vehicle 1 detects an engine rotational speed based on the rotation of the crankshaft 32. The engine rotational speed sensor 44 as an engine rotational speed detection unit and a vehicle speed detection unit detects the vehicle speed based on the rotational speed of the drive shaft 31 The vehicle speed sensor 46 is provided as a vehicle speed sensor 46, and the state of the drive system can be grasped by the detection values of these sensors.

  In addition, the vehicle 1 includes an engine ECU 20 as an ECU (Electronic Control Unit) that electrically controls each part.

  The engine ECU 20 is configured by a microcomputer including a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), an input port, an output port, and the like.

  In the engine ECU 20, the CPU performs calculations in accordance with programs and maps stored in advance in the ROM while using a partial storage area of the RAM as a work area.

  The engine ECU 20 mutually detects control commands and control request values with upper and lower ECUs (not shown) and the like via a CAN bus which is a communication line for CAN (Controller Area Network) communication (not shown) and detects various sensors It is designed to send and receive signals.

  The engine ECU 20 executes a control program stored in advance to comprehensively control each part of the engine 11 based on detection information and storage parameters of various sensors and various switches, and efficiently drive the engine 11. It is supposed to be.

  The engine ECU 20 causes the engine 11 to generate the required torque amount according to the depression amount of the accelerator pedal 71 detected by the accelerator opening degree sensor 72, the opening degree of the throttle valve of the electronic throttle device (not shown) The timing and ignition timing at the spark plug are controlled.

  The engine 11 is provided with an idling stop function that stops when the preset automatic stop condition is satisfied and restarts when the preset restart condition is satisfied, and the engine ECU 20 performs control of the idling stop function. It is supposed to be. The engine ECU 20 automatically stops the operation of the engine 11 by stopping the fuel injection.

  As the automatic stop condition, for example, it is assumed that the vehicle speed is less than a predetermined vehicle speed, the shift position is neutral, the brake pedal 61 is depressed, the charge capacity of the battery is more than a predetermined value, etc. The automatic stop condition is set to be satisfied not only while the vehicle 1 is stopping but also while the vehicle 1 is traveling.

  The engine ECU 20 detects the value detected by a crank angle sensor (not shown) or the throttle of an electronic throttle device (not shown) so that restart can be completed promptly at the time of subsequent engine restart when idling stop engine automatic stop is performed. Based on the degree of opening of the valve, the engine 11 is stopped in a state such as the rotation angle of the crankshaft 32 which is preferable for engine restart.

  The restart device of the present embodiment is incorporated in the engine ECU 20. The restart device executes control processing of restart of the engine 11 stopped by the automatic stop of the idling stop function.

  The engine ECU 20 includes a restart control unit 80 as a restart device. The restart control unit 80 starts fuel injection when it is determined that the restart condition of the idling stop function is satisfied based on a plurality of acquired signals after the automatic stop of the engine 11 by the idling stop function ) And restart the engine 11.

  As shown in FIG. 2, at the input port of the restart control unit 80, a signal (engine speed) output from the engine speed sensor 44, a signal output from the clutch stroke sensor 36 (signal indicating a clutch stroke) The signal output from the neutral switch 38 (an on signal indicating a neutral position) is input.

  Furthermore, at the input port of the restart control unit 80, a signal (vehicle speed signal) output from the vehicle speed sensor 46, a signal output from the brake switch 67 (on signal indicating depression of the brake pedal 61), an accelerator opening degree sensor A signal (signal indicating the amount of depression of the accelerator pedal 71) output from 72 is input.

  On the other hand, an ISG 39 and a meter 73 are connected to the output port of the restart control unit 80. The meter 73 displays a vehicle state such as a vehicle speed and a message to the driver.

  Here, in the vehicle 1 provided with the manual transmission 12, it is possible to determine by the neutral switch 38 whether the manual transmission 12 is set to neutral. However, since there are no sensors for detecting which traveling gear is set, it is not possible to directly detect the gear.

  On the other hand, when a gear is established in the manual transmission 12, the clutch disc 43 rotates at a rotational speed which is uniquely determined from the known gear ratio of the gear and the vehicle speed. When the clutch 41 is engaged, the engine 11 rotates in synchronization with the manual transmission 12 via the clutch 41.

  Therefore, by calculating the number of revolutions uniquely determined from the known gear ratio of each gear and the vehicle speed as the synchronous number of revolutions of each gear, the engine revolution is synchronized with any of the gears. The currently established gear can be detected (judged) based on the fact that the rotational speed has become equal.

  In the present embodiment, the restart control unit 80 assumes that the clutch 13 is operated to switch from the disconnected state to the transmission state during automatic stop of the engine 11 while traveling, as a restart condition, and the restart condition is satisfied. When it does, fuel injection is started and engine 11 is restarted.

  Further, the restart control unit 80 includes a synchronous rotation number calculation unit 81, and the synchronous rotation number calculation unit 81 controls the manual transmission 12 based on the vehicle speed and the gear ratio of each gear of the manual transmission 12. The engine speed at which each gear is established is calculated as the synchronous speed.

  Further, the restart control unit 80 includes a gear position determination unit 84. The gear position determination unit 84 performs synchronous determination to determine that the engine rotational speed is equal to the synchronous rotational speed, and the engine rotational speed is synchronous rotational. If it is equal to the number, the currently established gear is determined.

  Further, the restart control unit 80 includes a clutch engagement determination unit 82. The clutch engagement determination unit 82 determines the presence or absence of the engagement of the clutch 13 from the angular acceleration of the engine 11 during the restart of the engine 11. .

  In addition, the restart control unit 80 includes a drive request determination unit 83. The drive request determination unit 83 determines whether a driver has requested to drive the vehicle 1 based on the operation states of the accelerator pedal 71 and the brake pedal 61. Determine

  The operation of the restart apparatus according to the embodiment of the present invention configured as described above will be described with reference to FIGS. 3 and 4. The engine restart operation described below is repeatedly performed at preset time intervals.

  First, the restart control unit 80 determines whether or not the engine 11 is being automatically stopped by idling stop (step S1). If it is determined that the engine 11 is not automatically stopped, the restart control unit 80 ends the current operation.

  If it is determined in step S1 that the engine 11 is in the automatic stop mode, the restart control unit 80 determines whether the vehicle speed is larger than the threshold V (step S2). Here, the threshold value V is set to a very low speed vehicle speed value that can be regarded as the vehicle 1 being stopped.

  If it is determined in step S2 that the vehicle speed is greater than the threshold V or less, the restart control unit 80 determines whether the clutch stroke is smaller than the threshold TH1 (step S3).

  In this embodiment, when the clutch pedal 35 is not depressed and the clutch 41 is in a completely engaged state, the minimum value of the clutch stroke (for example, 0) is set, and the clutch pedal 35 is depressed to the maximum. The maximum value of the clutch stroke (e.g., 100) is taken when the valve 41 is completely released.

  Further, a clutch stroke value (value on the release side) larger by a predetermined amount than a power transmission start point (so-called contact point) at which power transmission is started when the clutch 41 changes from the release side to the engagement side is set as the threshold TH1.

  If it is determined in step S3 that the clutch stroke is equal to or greater than the threshold TH1, the restart control unit 80 ends the current operation, and if it is determined that the clutch stroke is smaller than the threshold TH1, restart processing during traveling is performed. It carries out (Step S4).

  The restart process during traveling starts fuel injection when a plurality of predetermined conditions are satisfied in a state where the engine 11 is being rotated by the power transmitted from the wheel 10 through the manual transmission 12 and the clutch 13 And the engine 11 is restarted. The details of the restart processing during traveling will be described later with reference to FIG.

  On the other hand, when it is determined in step S2 that the vehicle speed is equal to or less than the threshold value V, the restart control unit 80 determines whether or not the gear is neutral based on the detection signal of the neutral switch 38 (step S5).

  If the restart control unit 80 determines in step S5 that the gear is not neutral, it ends the current operation, and if it is determined in step S5 that the gear is neutral, whether the clutch stroke is larger than the threshold TH2 Is determined (step S6).

  In the present embodiment, since the design value of the clutch stroke serving as the above-mentioned meet point is used as the threshold TH2, the threshold TH2 is a value (value on the engagement side) larger than the threshold TH1.

  If the restart control unit 80 determines that the clutch stroke is equal to or less than the threshold TH2 in step S6, the present operation is ended, and if it is determined in step S6 that the clutch stroke is greater than the threshold TH2, the restart processing during stopping is performed. (Step S7).

  The in-vehicle restart processing is an operation of driving the ISG 39 to increase the engine rotational speed, and restarting the engine 11 by starting fuel injection. The relationship between the timing of increasing the engine speed and the timing of starting fuel injection can be determined as appropriate.

  Thus, according to the operation of the flowchart in FIG. 3, when the driver intended for reacceleration of the vehicle 1 etc. returns the clutch pedal 35 after changing the gear, if the clutch stroke becomes smaller than the threshold TH1, Steps S1, 2, 3 and 4 of FIG. 3 are executed, and the engine 11 is restarted in the traveling restart processing of step S4.

  Further, according to the operation of the flowchart of FIG. 3, when the driver intended to start the vehicle 1 depresses the clutch pedal 35 more than the threshold value TH2 to change the gear from neutral to the first gear, step S1 of FIG. , 2, 5, 6, 7 are executed, and the engine 11 is restarted in the in-vehicle restart processing of step S7.

  Next, the details of the restart processing during traveling in step S4 of FIG. 3 will be described with reference to the flowchart of FIG. This flowchart shows the control contents until the engine 11 is restarted by satisfying a plurality of conditions after the engine 11 is automatically stopped while the vehicle 1 is traveling.

  The control method and transition of the vehicle state when the restart processing during traveling is executed will be described with reference to the explanatory diagrams of FIGS. 5 to 8 and the timing charts of FIGS. 9 to 12.

  In the timing charts of FIG. 9 to FIG. 12, the vertical axis represents the engine speed, the clutch stroke, the fuel injection flag, the accelerator opening, the motor torque of ISG 39, and the horizontal axis represents time.

  The fuel injection flag is a flag that indicates either injection or non-injection, and does not represent the fuel injection amount. Further, at time t0 in FIG. 9 to FIG. 12, the vehicle 1 is decelerating while the engine 11 is automatically stopped, the accelerator pedal is not depressed, and any of the traveling gears other than neutral is used. This is a state immediately before the clutch pedal 35 is released after gear change.

  In FIG. 4, the restart control unit 80 determines whether the gear of the manual transmission 12 is operated to the traveling gear (step S11). Here, when the neutral switch 38 detects neutral, the restart control unit 80 determines that the gear is not operated to the traveling gear (NO in step S11), and the neutral switch 38 detects neutral. If not, it is determined that the gear is operated to the traveling gear (YES in step S11).

  If the determination in step S11 is NO, the restart control unit 80 ends the current operation. Therefore, when the gear is in neutral, the power of the engine 11 is not transmitted to the manual transmission 12 even if the engine 11 is restarted, and fuel not contributing to traveling is consumed. Will not take place.

  If the determination in step S11 is YES, the restart control unit 80 determines whether the gear of the manual transmission 12 has been determined (step S12). This step S12 is implemented by cooperation of the synchronous rotation number calculation unit 81 and the gear position determination unit 84 which the restart control unit 80 has.

  Here, "determination of the gear position" means that the synchronization of the traveling gear has been completed. Further, “synchronization completed” means that the clutch 41 is completely engaged and the engine speed becomes equal to the current synchronous speed of the gear. The fact that the engine speed is equal to the current synchronous speed of the gear is also referred to simply as "synchronous".

  In the present embodiment, when the state where the engine speed is within the range of the synchronous speed ± ΔN continues for the predetermined time T1, the restart control unit 80 makes the engine speed equal to the synchronous speed and synchronization is completed. It is determined that Then, the restart control unit 80 determines that the gear is determined (YES in step S12), assuming that the gear corresponding to the synchronous rotation number is the current gear. Here, "when the state where the engine speed is within the range of the synchronous speed ± ΔN continues for the predetermined time T1" corresponds to "the case where the engine speed is equal to the synchronous speed" in the present invention.

  At time t3 in the timing charts of FIG. 9 to FIG. 12, the state in which the engine speed is in the range of the synchronous speed ± ΔN continues for the time T1, so the synchronization is completed. 80 determines that the gear is determined.

  If it is determined in step S12 that the gear has not been determined yet, the restart control unit 80 determines whether or not the clutch 41 has started engagement with reference to the engine speed (step S24). This step S24 is performed by the clutch engagement determination unit 82 of the restart control unit 80.

  Here, when the clutch 41 starts engagement, power transmission from the manual transmission 12 side to the engine 11 side is started, so the engine rotational speed and the engine speed toward the synchronous rotational speed corresponding to the current gear The angular acceleration of 11 begins to change.

  Therefore, in step S24, when the angular acceleration of the engine 11 changes, it is determined that the clutch 41 has started to be engaged. Hereinafter, determining whether or not the clutch 41 has started engagement based on a change in angular acceleration of the engine 11 is referred to as “engagement determination”. Further, the determination that the clutch 41 has started to be engaged in this engagement determination is referred to as "the establishment of the engagement determination".

  As a method of determining that the clutch 41 has been engaged, it is conceivable to use a method of performing a determination when the clutch stroke has reached a predetermined power transmission start point (meeting point). The correlation between the clutch stroke and the power transmission start point of the clutch changes due to wear due to aging of the components of 41 and variation at the time of production (individual differences), so the engagement of the clutch 41 can be accurately made I can not judge.

  On the other hand, in the present embodiment, since the method of detecting the change in the angular acceleration of the engine 11 is used, the clutch 41 is not affected by the wear due to the secular change of the components of the clutch 41 or the dispersion at the time of production. It can be accurately determined that it has been engaged.

  In this embodiment, as a first method for determining the establishment of the engagement determination, the engagement determination is performed when the amount of change per unit time of the angular acceleration of the engine 11 exceeds the threshold th1 on the increase side or the decrease side. It is possible to use a method that has been established.

  For example, as shown in FIG. 5, the manual transmission 12 is set to the third gear, and the restart control unit 80 drives the ISG 39, and the engine speed is lower than the synchronous speed of the third gear. In the state, when the inclination of the engine speed increases at time t2 and the angular acceleration starts to increase and the change amount of the angular acceleration increases beyond the threshold th1, the restart control unit 80 establishes the engagement determination. It is preferable to determine that the

  Alternatively, as shown in FIG. 6, the manual transmission 12 is set to the fourth gear, and the restart control unit 80 drives the ISG 39, and the engine rotational speed is higher than the synchronous rotational speed of the fourth gear. In the state, at time t2, the inclination of the engine speed starts to decrease and the angular acceleration starts to decrease, and the change amount of the angular acceleration decreases beyond the threshold value -th1. It is preferable to determine that the engagement determination is established.

  Also, as a second method for determining the establishment of the engagement determination, the predicted value αm [rad / sec ^ 2] of the angular acceleration of the engine 11 is calculated, and the angular acceleration calculated from the actual engine speed is A method may be used in which it is determined that the engagement determination is established when the predicted value αm changes beyond the threshold value ± th2.

  The predicted value αm [rad / sec ^ 2] of the angular acceleration can be obtained from the following formula: αm [rad / sec ^ 2] = motor torque Tm [Nm] / engine inertia moment Ie [kgm ^ 2]. This equation is established when the engine 11 is rotated with only the motor torque of the ISG 39.

  For example, as shown in FIG. 7, the manual transmission 12 is set to the third gear, and the restart control unit 80 drives the ISG 39, and the engine speed is lower than the synchronous speed of the third gear. In the state, when the inclination of the engine speed increases at time t2 and the angular acceleration of the engine 11 increases beyond the threshold value th2, the restart control unit 80 preferably determines that the engagement determination is established.

  In addition, when using the first method or the second method, in preparation for the case where a change in angular acceleration exceeding the threshold th1 or the threshold th2 can not be detected, the threshold TH2 (clutch meet point) or less described in FIG. It may be determined that the engagement determination is established even when the clutch stroke is decreased. By doing this, the establishment of the engagement determination can be reliably determined. Further, th1 and th2 may not be fixed values, and may be calculated based on any of the engine speed, the vehicle speed, the accelerator opening degree, and the clutch stroke. Furthermore, the above-mentioned T1 and ΔN may be calculated based on any of the engine speed, the vehicle speed, the accelerator opening degree, and the clutch stroke.

  If it is determined in step S24 that the engagement determination has not yet been established, the restart control unit 80 drives the ISG 39 (step S28), and the motor torque is increased by the motor torque so that the clutch 41 can be engaged with a small difference in rotation. To end this operation. The restart control unit 80 uses the motor torque-engine speed characteristic shown in FIG. 8 as a control map, and determines the motor torque to be generated by the ISG 39 based on the engine speed.

  This control map is set in consideration of preventing overload on the belt 47 connecting the ISG 39 and the engine 11. In the control map, the motor torque when the engine rotational speed is extremely low is set to a small value in consideration of the strength of the belt 47. Further, the motor torque is set to gradually increase up to a predetermined maximum value as the engine speed increases from the extremely low speed. Further, the motor torque is set to gradually decrease as the engine speed further increases. This can prevent the belt 47 from being overloaded.

  The clutch stroke becomes smaller than the threshold value TH1 at time t1 in the timing charts of FIGS. 9 to 12, so that it is determined YES in step S3 of FIG. 3 and thereafter passes through steps S11 and 12 in FIG. It is determined that the motor torque is raised by driving the ISG 39 in step S28.

  When the engagement determination is established in step S24 of FIG. 4, the restart control unit 80 determines whether the angular acceleration of the engine 11 is a positive value (step S25). Here, that the angular acceleration of the engine 11 is a positive value means that the angular velocity and the engine speed of the engine 11 are increasing.

  Moreover, that the angular acceleration of the engine 11 is a negative value means that the angular velocity and the engine speed of the engine 11 are reduced. Moreover, that the angular acceleration of the engine 11 is zero means that the angular velocity and the engine speed of the engine 11 have not changed.

  If the angular acceleration of the engine 11 is not a positive value (zero or less) in step S25, the restart control unit 80 stops the output of the ISG 39 (step S27) and ends the current operation.

  Here, when the angular acceleration of the engine 11 is not a positive value (in the case of zero or less), the engine rotational speed decreases toward the synchronous rotational speed smaller than the current engine rotational speed by the engagement start of the clutch 41 Or the engine speed is equal to the synchronous speed.

  Therefore, generation of motor torque is unnecessary, and by stopping the output of the ISG 39 so as not to prevent the reduction of the engine speed, synchronization of the engine speed can be completed promptly. Further, the fuel consumption can be improved by stopping the generation of the unnecessary motor torque that does not contribute to the synchronization of the engine rotational speed.

  At time t2 in the timing chart of FIG. 10 and FIG. 12, since the increase in engine speed has stopped and the angular acceleration of the engine 11 becomes less than or equal to zero, NO is determined in step S25 of FIG. The motor torque is decreasing toward zero because

  If it is determined in step S25 that the angular acceleration of the engine 11 is a positive value (greater than zero), the restart control unit 80 maintains the drive of the ISG 39 (step S26), and ends the current operation. When the angular acceleration of the engine 11 is a positive value, the engine rotational speed is increased toward the synchronous rotational speed larger than the current engine rotational speed by the start of engagement of the clutch 41, so ISG 39 occurs Synchronization can be completed promptly by assisting the increase in engine speed with the motor torque.

  Since the inclination of the engine speed increases and the angular acceleration of the engine 11 becomes a positive value at time t2 in the timing chart of FIGS. 9 and 11, YES is determined in step S25 in FIG. 4 and ISG 39 in step S26. Drive is maintained and motor torque is maintained.

  If the gear is determined in step S12, the restart control unit 80 determines whether the engine rotational speed is greater than a predetermined self-supporting rotational speed (step S13). Here, the self-supporting rotational speed is a lower limit value of the engine rotational speed at which the engine 11 can continue the operation without receiving the supply of power from the outside.

  It should be noted that the idle rotation number may be used as a threshold instead of the self-supporting rotation number. The idle speed is higher than the self-supporting rotational speed, but is close to the self-supporting rotational speed.

  If it is determined in step S13 that the engine rotational speed is equal to or less than the self-supporting rotational speed, the restart control unit 80 notifies the driver of the predetermined message by the meter 73 (step S21). Here, in the vehicle 1 provided with the manual transmission 12, the engine rotation speed is a predetermined self-supporting rotatable rotation because the gear selected by the driver is on the high-speed gear side with respect to the appropriate gear. It may fall below the number.

  Therefore, in step S21, the restart control unit 80 notifies the driver that the gear is, for example, a gear on the higher speed side than the appropriate gear by the meter 73. As a result, the driver can be prompted to perform a downshift operation so that the engine rotational speed becomes greater than the self-supporting rotational speed, and the engine 11 can be raised to an engine rotational speed that can be restarted.

  After step S21, the restart control unit 80 continues to stop fuel injection (step S22). In the situation where the engine rotational speed is less than or equal to the self-supporting rotational speed (NO in step S13), even if fuel injection is started according to the driver's drive request, self-sustaining rotation of the engine 11 can not be achieved It is because it can not. Thus, fuel consumption can be improved by not starting fuel injection in the situation where self-sustaining rotation of the engine 11 can not be achieved.

  Subsequent to step S22, the restart control unit 80 controls the ISG 39 to stop the generation of the motor torque (step S23). In a situation where the engine rotational speed is less than or equal to the self-supporting rotational speed, a large load acts on the belt 47 transmitting power from the ISG 39 to the engine 11 if the vehicle 1 is to travel by only the motor torque of the ISG 39. It is. By stopping the generation of the motor torque, the belt 47 can be protected.

  If it is determined in step S13 that the engine speed is greater than the self-supporting rotational speed, the restart control unit 80 determines whether the engine speed is smaller than a predetermined allowable engine speed (step S14). Here, the allowable engine speed is an upper limit value of the engine speed set for protection of the engine 11, and is set to, for example, 6500 rpm or 7000 rpm.

  If the engine speed is equal to or greater than the allowable engine speed in step S14, the restart control unit 80 notifies the driver of the predetermined message by the meter 73 (step S18). Here, in the vehicle 1 provided with the manual transmission 12, the engine rotational speed is equal to or higher than the allowable engine rotational speed because the gear selected by the driver is on the lower gear side than the appropriate gear. Can go up.

  Therefore, in step S18, the restart control unit 80 notifies the driver that the gear is, for example, a gear on the lower speed side than the appropriate gear by the meter 73. As a result, the driver can be prompted to perform an upshift operation so that the engine speed becomes smaller than the allowable engine speed, and the engine 11 can be protected.

  Further, in a situation where the engine rotational speed is equal to or higher than the allowable engine rotational speed, restarting of the engine 11 is not preferable from the viewpoint of protection of the engine 11. Therefore, following step S18, the restart control unit 80 continues to stop fuel injection (step S19).

  In step S19, the restart control unit 80 regenerates the ISG 39 to generate power (step S20). As a result, since the power generation torque of the ISG 39 acts to reduce the engine rotational speed, it is possible to make the engine rotational speed smaller than the allowable engine rotational speed.

  If the engine speed is smaller than the allowable engine speed in step S14, the restart control unit 80 determines whether or not there is a driving request to the vehicle 1 by the driver (step S15). This step S15 is performed by the drive request determination unit 83 of the restart control unit 80.

  Here, the drive request refers to a driver's request to drive the vehicle 1. Here, based on the presence or absence of depression of the accelerator pedal 71 detected by the accelerator opening sensor 72 and the presence or absence of depression of the brake pedal 61 detected by the brake switch 67, the restart control unit 80 judge.

  For example, when the accelerator pedal 71 is depressed and the brake pedal 61 is not depressed, the restart control unit 80 determines in step S15 that there is a driver driving request. In addition, when the brake pedal 61 is depressed, the restart control unit 80 determines that there is no request for driving the driver in step S15 regardless of whether or not the accelerator pedal 71 is depressed.

  In addition, when both the accelerator pedal 71 and the brake pedal 61 are not depressed, the restart control unit 80 determines in step S15 that there is no request for driving the driver. In addition to or in place of the operation states of the accelerator pedal 71 and the brake pedal 61, the restart control unit 80 is in a state of engagement or release of the clutch 41, an operation state of a side brake not shown, etc. The presence or absence of a drive request for the driver may be determined with reference to FIG.

  If it is determined in step S15 that there is no drive request, the restart control unit 80 continues to stop fuel injection because it is not necessary to restart the engine 11 (step S19). Subsequent to step S19, the restart control unit 80 regenerates the ISG 39 to generate power (step S20). Thus, the electric power generated by the ISG 39 is stored in a battery (not shown), and the electric power can be used to assist the engine 11 at the time of acceleration of the vehicle 1, thereby improving fuel consumption.

  If it is determined that there is no drive request in step S15, the driver has an intention to greatly reduce the speed of the vehicle 1 by the engine brake while the traveling gear is established and the clutch 41 is engaged. It means that. Therefore, by generating electric power by regenerating ISG 39 in step S20, regenerative torque can be applied as an engine brake, and drivability can be improved.

  When the determinations in steps S12, 13, and 14 in FIG. 4 are all YES at time t3 in FIGS. 11 and 12, but the determination in step S15 is NO, step S19 is executed and fuel injection is stopped. Is being continued. Further, at time t3, since there is no drive request, the ISG 39 is controlled to perform a regenerative operation to generate a negative motor torque.

  If there is a drive request in step S15, the restart control unit 80 starts fuel injection to restart the engine 11 (step S16). Next, the restart control unit 80 controls the ISG 39 in response to the drive request determined in step S15 (step S17).

  The restart control unit 80 controls the ISG 39 so as to generate a motor torque when it is necessary to assist the engine 11 with the motor torque of the ISG 39 because the drive request is larger than a predetermined value.

  On the other hand, the restart control unit 80 controls the ISG 39 so as not to generate motor torque when the drive request is smaller than the predetermined value and it is not necessary to assist the engine 11 with the motor torque of the ISG 39.

  Since all the determinations in steps S12, 13, 14, and 15 in FIG. 4 are YES at time t3 in the timing charts of FIGS. 9 and 10, fuel injection is started in step S16. Further, at time t3 in FIG. 9, since the drive request is smaller than the predetermined value and it is not necessary to assist the engine 11 with the motor torque of ISG 39, ISG 39 is controlled so as not to generate motor torque.

  As described above, the restart device according to the present embodiment assumes that the clutch 13 is operated to switch from the disengaged state to the transmission state during the automatic stop of the engine 11 as the restart condition, and the restart condition is satisfied. In this case, a restart control unit 80 is provided which restarts the engine 11 by starting fuel injection.

  The restart control unit 80 calculates, as the synchronous rotation number, the engine rotation number at which each gear position is established in the manual transmission 12 based on the vehicle speed and the gear ratio of each gear position of the manual transmission 12. A gear position determination unit that performs a synchronous determination that determines that the engine rotation speed is equal to the synchronous rotation speed, and determines the currently established gear if the engine rotation speed is equal to the synchronous rotation speed. And 84.

  Then, if the restart condition is satisfied while the vehicle 1 is traveling, the restart control unit 80 starts the fuel injection after the gear position determination unit 84 determines the currently established gear position.

  As a result, the determination of the gear can be prevented from being performed until the clutch 13 is completely engaged, so that the fuel injection to the engine 11 can be started after the determination of the gear by the synchronization determination. Therefore, since fuel injection can be started after the clutch 13 is completely engaged and all the power of the engine 11 can be transmitted to the manual transmission 12, fuel injection that does not contribute to traveling can be suppressed. As a result, fuel injection can be suppressed and fuel consumption can be improved.

  Further, in the present embodiment, even when the restart condition is satisfied, the restart control unit 80 can perform the independent rotation of the engine 11 when the gear determination unit 84 determines the gear. If it is lower than the engine speed, the fuel injection is stopped.

  As a result, when the engine rotational speed is equal to or less than the self-sustaining rotational speed, the engine 11 can not be restarted even if fuel injection is performed. Therefore, unnecessary fuel injection can be suppressed by continuing the fuel injection stop. Can improve.

  Further, in the present embodiment, even when the restart condition is satisfied, the restart control unit 80 determines that the engine speed when the gear determination unit 84 determines the gear is a predetermined allowable engine rotation speed. If it is larger, the stop of fuel injection is continued.

  Thus, when the engine speed is higher than the allowable engine speed, the engine 11 can be protected by continuing the stop of the fuel injection. Further, the fuel consumption can be improved by continuing the stop of the fuel injection.

  Further, in the present embodiment, the restart control unit 80 includes the drive request determination unit 83 that determines the presence or absence of the drive request from the driver to the vehicle 1, and the drive request is generated even when the restart condition is satisfied. If it is determined by the drive request determination unit 83 that there is no fuel injection, the stop of the fuel injection is continued.

  Thus, when there is no driving request from the driver to the vehicle 1, the fuel injection can be stopped and fuel consumption can be improved.

  Further, in the present embodiment, the restart control unit 80 includes a clutch engagement determination unit 82 that determines the presence or absence of the engagement of the clutch 13 from the angular acceleration of the engine 11 during the restart of the engine 11. In 80, when the restart condition is satisfied and the angular acceleration at the time when the clutch engagement determination unit 82 determines that the clutch 13 is engaged is less than or equal to zero, the motor torque is generated in the motor. Stop it.

  Thus, when the engagement of the clutch 13 is determined based on the engine angular acceleration, if the engine speed is decreasing, the current engine speed is higher than the synchronous speed, so an unnecessary motor It is possible to stop the generation of torque and improve fuel consumption.

  Further, in the present embodiment, the restart control unit 80 determines that the restart condition is satisfied, and the angular acceleration when the clutch engagement determination unit 82 determines that the clutch 13 is engaged is less than zero. If so, the ISG 39 maintains the generation of motor torque.

  Thus, when the amount of change in the angular acceleration of the engine 11 changes in the increasing direction when the clutch 13 is engaged, the current engine speed is lower than the synchronous speed, so generation of motor torque is maintained. The drivability can be improved by increasing the engine speed by the motor torque.

  While embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 Vehicle (Hybrid Vehicle)
Reference Signs List 10 wheel 11 engine 12 manual transmission 13 clutch 37 shift lever 39 ISG (rotary electric machine)
41 clutch 44 engine speed sensor (engine speed detector)
46 Vehicle speed sensor (vehicle speed detector)
80 Restart control unit 81 Synchronous rotation number calculation unit 82 Clutch engagement determination unit 83 Drive request determination unit 84 Gear position determination unit

Claims (6)

A manual transmission that is shifted to neutral or traveling gear by a shift lever;
An engine for powering wheels via the manual transmission;
A rotating electrical machine coupled to the engine so as to be capable of transmitting power to each other and generating a motor torque to be transmitted to the engine;
A clutch that switches power transmission between the engine and the manual transmission between a transmission state and a disconnection state by the operation of a driver;
An engine speed detector for detecting the engine speed;
A vehicle speed detection unit that detects the vehicle speed;
A restart device mounted on a hybrid vehicle in which the operation of the engine is automatically stopped by stopping fuel injection when a predetermined automatic stop condition is satisfied while the vehicle is traveling,
The restart condition is that the clutch is operated to switch from the disengaged state to the transmission state during the automatic stop of the engine, and fuel injection is started to restart the engine when the restart condition is satisfied. Equipped with a restart control unit to start
The restart control unit
A synchronous rotation number calculation unit that calculates, as a synchronous rotation number, an engine rotation number at which each gear is established in the manual transmission based on the vehicle speed and the gear ratio of each gear of the manual transmission;
A gear position determination unit that performs synchronization determination that determines that the engine rotational speed is equal to the synchronous rotational speed, and determines the currently established gear if the engine rotational speed is equal to the synchronous rotational speed And
A restart device characterized in that, when the restart condition is satisfied while the vehicle is traveling, fuel injection is started after the gear position determination unit determines the currently established gear position. The restart control unit
Even when the restart condition is satisfied, the fuel injection is stopped if the engine rotational speed when the gear position determination unit determines the gear position is equal to or less than the self-supporting rotational speed of the engine. The restart apparatus according to claim 1, characterized in that: The restart control unit
Even when the restart condition is satisfied, if the engine speed at which the gear position determining unit determines the gear position is larger than a predetermined allowable engine speed, the fuel injection is continuously stopped. The restart device according to claim 1 or 2, characterized in that: The restart control unit
And a drive request determination unit that determines the presence or absence of a drive request from the driver to the vehicle,
Even when the restart condition is satisfied, when it is determined by the drive request determination unit that the drive request is not made, the stop of the fuel injection is continued. The restart device according to any one of Items 3. A clutch engagement determination unit that determines the presence or absence of engagement of the clutch from angular acceleration of the engine during restart of the engine;
The restart control unit
When the restart condition is satisfied and the angular acceleration when the clutch engagement determination unit determines that the clutch is engaged is less than or equal to zero, motor torque is generated in the rotating electrical machine The restart device according to any one of claims 1 to 4, wherein the restart device is stopped. The restart control unit
When the restart condition is satisfied and the angular acceleration when the clutch engagement determination unit determines that the clutch is engaged is larger than zero, generation of motor torque in the rotating electrical machine The restart apparatus according to claim 5, characterized in that:

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