JP2020084938A - Vehicular controller - Google Patents

Abstract

To start an engine with a simple configuration by utilizing a system that restarts the engine automatically.SOLUTION: An own vehicle (vehicle 1 with a non-idling function) is configured to, when an engine 3 starts with an ignition key switch 17, normally electrify a relay 7 in an electrification path that passes through P and N ranges SW, and then operate a starter 6, on the other hand, when the starter 6 is not operated even though the ignition key switch 17 is turned on in a state where a shift lever is located in the P range or N range, form an emergency electrification path that does not pass through the P and N ranges SW by using a part of the electrification path used for restarting the engine with idling stopped, and then electrify the relay 7 to operate the starter 6.SELECTED DRAWING: Figure 2

Description

The present invention provides a vehicle control including control means for stopping an operating engine when a predetermined engine automatic stop condition is satisfied and automatically restarting the stopped engine when a predetermined engine restart condition is satisfied. Regarding the device.

Conventionally, in a vehicle control device that controls an electric actuator and switches a shift range of an automatic transmission in accordance with a range of a shift lever (hereinafter referred to as a shift range) selected by a vehicle occupant, a shift in which engine start is permitted. Whether or not the range (P range or N range) is set is determined by the detection signal of the shift range detection device, and if the detection signal is abnormal, the shift range switching valve controlled by the electric actuator It has been proposed to make a determination based on the driving amount (see Patent Document 1).

JP, 2007-40367, A (paragraph 0019-0040 grade).

However, in the vehicle control device described in Patent Document 1, since the shift range position is detected by the shift range detection device and the detection of the drive amount of the actuator, the cost increases. Further, when the vehicle is to be moved in an emergency, even if the position of the shift range permitting the engine start can be detected, the engine may not be able to be started if the energization path of the starter coil is broken. ..

An object of the present invention is to start an engine with a simple structure by utilizing a system for automatically restarting the engine.

In order to achieve the above-mentioned object, the vehicle control device of the present invention stops an operating engine when a predetermined engine automatic stop condition is satisfied, and stops the stopped engine when a predetermined engine restart condition is satisfied. A control means for automatically restarting is provided, wherein the control means is a first driver circuit and a second driver circuit respectively connected to one end and the other end of a relay coil of a relay that intermittently energizes a starter for starting an engine. When the engine is restarted, the first and second driver circuits are operated, one end of the relay coil is connected to a battery by the operation of the first driver circuit, and the first driver circuit is connected by the operation of the second driver circuit. An energization path for engine restart is formed by grounding the other end of the relay coil, a current is made to flow from the battery through the relay coil to operate the relay, and power is supplied to the starter to restart the engine. The vehicle control device includes a P and N range switch that is turned on by switching the shift lever to each of the P range and the N range, and an ignition key switch that is turned on by turning on an ignition key. When the ignition key is turned on while one of the P and N range switches is in the on state, the ignition key switch turned on by the ON operation of the ignition key, the relay coil, the P range switch in the on state, or the An energization path for initial engine start up to ground is formed through an N range switch, current is allowed to flow by the battery, the relay is operated to supply power to the starter, and the engine is initially started. When the engine cannot be initially started even though the shift lever is switched to the P range or the N range and the ignition key is turned on, the second driver circuit is operated to operate the relay coil. The other end is grounded, the ignition key switch turned on by the ON operation of the ignition key, an electric path for retreat traveling to the ground is formed via the relay coil, and the passage of current by the battery is allowed, It is characterized in that the relay is operated to supply power to the starter, and the engine is started for the escape running.

According to the present invention, when the engine cannot be initially started even though the shift lever is switched to the P range or the N range and the ignition key is turned on, a second driver for restarting the engine is used. In order to start the engine by operating it to form an electric path for evacuation travel,
Even if the energizing path for initial engine start is disconnected due to disconnection of the P range switch or the N range switch, the engine can be started. Further, since it is not necessary to use the plurality of detection devices for the shift range position, and a part of the engine restart energization path is used for the evacuation travel energization path, a simple configuration can be used during evacuation. The engine can be started.

It is a block diagram of one embodiment of the vehicle control device of the present invention. It is a figure for demonstrating the electricity supply path for engine starting. 3 is a flowchart for explaining the operation of FIG. 1.

Next, in order to describe the present invention in more detail, one embodiment in which the present invention is applied to an idling stop vehicle will be described in detail with reference to FIGS. 1 to 3.

FIG. 1 shows a block configuration of a vehicle control device provided in an idling stop vehicle 1. The idling stop vehicle 1 is a lead battery having a relatively small capacity of 12V as a power source in order to reduce weight and size. 2 is provided. The negative terminal of the battery 2 is connected to the vehicle body of the idling stop vehicle 1.

In FIG. 1, 3 is an engine of the idling stop vehicle 1, 4 is a CVT on the transmission side of the engine 3, and a torque converter (including a lockup clutch mechanism) 5 is interposed between the engine 3 and the engine 3.

A starter 6 starts the engine 3 and is supplied with power from the battery 2 via the relay 7. A battery sensor 8 is provided between the positive electrode terminal of the battery 2 and the relay 7 so as to be close to the battery 2, and detects the temperature and the current of the battery 2. Reference numeral 9 denotes a generator with a motor function (hereinafter, referred to as ISG (Integrated Starter Generator)) in which the rotational force of the engine 3 is transmitted through a belt 10. The battery 2 is charged with a power generation output during traveling, etc. It operates as a motor and generates a running drive force for the idling stop vehicle 1.

The relay 7 has a relay coil 7a and a relay switch 7b. When a current flows through the relay coil 7a, the relay switch 7b is turned on, the starter 6 is supplied with power from the battery 2, and the engine 3 is started. When the relay coil 7a is de-energized, the relay switch 7b is turned off and the power supply to the starter 6 is stopped.

The shift range SW18 is provided individually according to the position of the shift lever, and for example, the D range SW corresponding to the D range, the N range SW corresponding to the N range, and the P range SW and R corresponding to the P range. It is composed of an R range SW corresponding to the range. Each SW is configured to be turned on when the shift lever is in the corresponding shift position and turned off when the shift lever is in any other position.

Reference numeral 11 calculates a required torque based on an accelerator opening detected by an accelerator sensor (not shown), and controls the fuel injection amount, intake air amount, ignition timing, etc. of the engine 3 to output the required torque. An EFI/IDS integrated ECU (Electronic Control Unit) in which an EFI control unit and an idling stop control unit that controls the idling stop control are integrated. In addition, there are an engine ECU that controls the engine, ABS ECU that controls ABS (antilocked breaking system) control that prevents skidding and spin, CVT ECU that controls CVT, ISGECU that controls ISG, etc. Each is formed by a microcomputer or the like, and exchanges information via a communication bus (not shown) such as CAN.

The EFI/IDS integrated ECU (Electronic Control Unit: equivalent to the “control means” of the present invention) 11 is connected to one end of the relay coil 7 a and functions as a switch for connecting the one end to the battery 2. The driver IC 11a (corresponding to the "first driver circuit" of the invention) and the second driver IC 11b (which corresponds to the "first driver circuit" of the invention) which is connected to the other end of the relay coil 7a and functions as a switch for grounding the other end. The second driver circuit") and a microcomputer 11c that controls the ICs 11a and 11b, and controls restarting of the engine 3 after idling stop described later.

Here, the general control and operation of the idling stop vehicle 1 will be described. When the position of the shift lever (not shown) is in the P range or the N range, the driver turns on the ignition (IG) key switch 17 to turn on the engine. By instructing the start, the signal of the IG key switch 17 is input to the EFI/IDS integrated ECU 11 from, for example, a communication bus, and based on this input, the EFI/IDS integrated ECU 11 momentarily energizes the relay 7 to turn it on, and the battery 2 Power is supplied to the starter 6 to start the starter 6, and the stopped engine 3 is started (initial start).

Specifically, as shown in FIG. 2, when the IG key switch 17 is turned on, the battery 2 and the port P1 of the EFI/IDS integrated ECU 11 are connected. The port P1 is connected to one end of the relay coil 7a via a port P2 connected in the internal circuit of the EFI/IDS integrated ECU 11. The other end of the relay coil 7a is connected to the port P3 of the EFI/IDS integrated ECU 11, and the port P3 is connected to the port P4 and the port P5 by the internal circuit of the EFI/IDS integrated ECU 11. The port P4 is connected to one end of the P range SW, and the port P5 is connected to one end of the N range SW. The P range SW is turned on when the position of the shift lever is in the P range, and turned off at other positions, and the other end is grounded. Further, the N-range SW is turned on when the position of the shift lever is in the N range and is turned off at other positions, and the other end is grounded.

Here, when the position of the shift lever is in the P range, a path connecting the IG key switch 17 and the port P1, a path connecting the port P1 and the port P2 via an internal circuit including a backflow prevention diode, and a port P2. A path connecting one end of the relay coil 7a, a path connecting the other end of the relay coil 7a and the port P3, a path connecting the port P3 and the port P4 via an internal circuit composed of a backflow prevention diode, a port P4 and a P range SW. And a path connecting the two together form an energization path for initial starting of the engine. Then, when the IG key switch 17 is turned on while the shift lever is in the P range (P range SW is on), the battery 2 allows current to flow through the energizing path for initial engine start. A current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on and the starter 6 is supplied with electric power to start the engine 3.

When the shift lever is in the N range, the path connecting the IG key switch 17 and the port P1, the path connecting the port P1 and the port P2 via the internal circuit, and the port P2 to one end of the relay coil 7a. , A path connecting the other end of the relay coil 7a and the port P3, a path connecting the ports P3 and P5 via an internal circuit composed of a backflow prevention diode, and a path connecting the ports P5 and N range SW. An energization path for initial engine start is formed. Then, when the IG key switch 17 is turned on while the shift lever is in the N range (N range SW is on), the battery 2 allows current to flow through the energizing path for initial engine start. A current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on and the starter 6 is supplied with electric power to start the engine 3.

Once the engine 3 is started and the battery 2 is once charged to the fully charged state with the generated power of the ISG 9, the EFI/IDS integrated ECU 11 stops idling until the engine 3 is stopped by turning off the IG key switch 17. Execute control.

The EFI/IDS integrated ECU 11 has information on the engine 3 such as the number of revolutions of the engine 3 and cooling water temperature, information on the current and temperature of the battery 2, information on the detected vehicle speed, master cylinder pressure, etc. via the communication bus, and lockup. Clutch information, information on switches such as stop lamp switches, courtesy switches and the like in various places inside the vehicle are input.

Then, based on these information, the EFI/IDS integrated ECU 11 during the idling stop control confirms that the driver depresses the brake pedal according to the red signal of the traffic signal and the master cylinder pressure is equal to or higher than the predetermined depressing pressure. When it is detected, by confirming that a predetermined stop condition of the idling stop control (for example, a condition that the stop lamp is lit and the vehicle speed is lower than the predetermined speed) is satisfied, even if the traveling is not completely stopped, the speed is equal to or lower than the predetermined vehicle speed. If it falls to 1, the engine ECU is instructed to stop the engine, and the engine ECU throttles the fuel throttle to automatically stop the engine 3.

Next, when it is detected that the master cylinder pressure has dropped to a predetermined opening pressure due to the driver releasing his foot from the brake pedal when the traffic light changes to a green light, the idling stop vehicle 1 restarts the idling stop control according to a predetermined restart. By confirming that the condition (for example, the condition that the stop lamp is off and the door is closed) is satisfied, the engine ECU 12 instantly energizes the relay 7 to turn it on, and supplies the power of the battery 2 to the starter 6. Then, the starter 6 is started, and the stopped engine 3 is automatically restarted.

Specifically, as shown in FIG. 2, in the first driver IC 11a, a predetermined port (first predetermined port) is connected to the battery 2, and another port (second predetermined port) is EFI/IDS integrated. It is connected to the port P2 via an internal circuit composed of a backflow prevention diode of the ECU 11. Then, under the control of the microcomputer 11c, conduction (first driver IC 11a is turned on)/non-conduction (first driver IC 11a is turned off) is controlled between the predetermined port and another port. The port P2 is connected to one end of the relay coil 7a. The other end of the relay coil 7a is connected to a port P3 of the EFI/IDS integrated ECU 11, and the port P3 is connected to a specific port (first specific port) of the second driver IC 11b by an internal circuit of the EFI/IDS integrated ECU 11. Has been done. Another port (second specific port) different from the specific port of the second driver IC 11b is grounded. Then, the microcomputer 11c controls the conduction (the second driver IC 11b is ON)/non-conduction (the second driver IC 11b is OFF) between the first specific port and the second specific port.

Here, a path connecting the battery 2 and the first predetermined port of the first driver IC 11a, a path connecting the second predetermined port of the second driver IC 11b and the port P2 via the internal circuit of the EFI/IDS integrated ECU 11, and a port P2. A path connecting the relay coil 7a to one end of the relay coil 7a, a path connecting the other end of the relay coil 7a to the port P3, a path connecting the port P3 and the first specific port of the second driver IC 11b via an internal circuit, and a second driver An energization path for restarting the engine is formed by the path that grounds the second specific port of the IC 11b. When the engine restart condition is satisfied while idling is stopped, the microcomputer 11c of the EFI/IDS integrated ECU 11 controls the conduction between the first predetermined port and the second predetermined port of the first driver IC 11a and the second control. Conduction control between the first specific port and the second specific port of the driver IC 11b is performed. As a result, in the idling stop state, the current is allowed to flow by the battery 2 in the engine restart energizing path, and the current flows in the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on, and the starter 6 is supplied with electric power to automatically start the engine 3 (restart).

After that, the automatic stop of the engine 3 based on the satisfaction of the predetermined stop condition during deceleration and the automatic restart of the engine 3 based on the satisfaction of the predetermined restart condition are alternately performed.

By the way, even if the IG key switch 17 is turned on while the position of the shift lever is in the P range (or N range), for example, the P range SW (or N range SW) is defective or the port P4. If, for example, the path connecting the P range SW and the P range SW (or the N range SW) is broken, the current does not flow through the relay coil 7a, and the engine 3 cannot be started. The same applies when a malfunction of the P range SW or the N range SW occurs due to the entrapment of foreign matter. However, in an emergency, even in such a situation, it may be desired to start the engine 3 and perform the evacuation traveling by turning on the IG key switch 17. Therefore, as a feature of the present invention, in the idling stop vehicle 1 described above, if the engine 3 does not start even though the IG key switch 17 is turned on, the second driver IC 11b is activated by the microcomputer 11C. Thus, the engine 3 can be started using a part of the energization path for restarting the engine.

That is, a path connecting the IG key switch 17 and the port P1, a path connecting the ports P1 and P2 via the internal circuit, a path connecting the port P2 and one end of the relay coil 7a, the other end of the relay coil 7a and the port P3. A path connecting the port P3 and the first specific port of the second driver IC 11b via an internal circuit, and a path grounding the second specific port of the second driver IC 11b via an internal circuit. (Corresponding to the "electrical path for retreat traveling" of the present invention) is formed. If the engine 3 does not start even when the IG key switch 17 is turned on while the shift lever is in the P range (or N range), the EFI/IDS integrated ECU 11 causes the first Conduction control between the first specific port and the second specific port of the 2-driver IC 11b (ON control of the second driver IC 11b) is performed. As a result, the electric current is allowed to flow through the battery 2 in the emergency current path, and the electric current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on and the starter 6 is supplied with electric power to start the engine 3 and enable the escape running.

The EFI/IDS integrated ECU 11 limits the upper limit of the throttle opening when the engine 3 is started by the emergency power supply path. For example, the throttle opening is restricted so that it does not exceed 50% of the maximum value of the throttle opening. As a result, it is possible to prevent a sudden start when the CVT unit is out of order.

Next, the operation will be described with reference to the flowchart of FIG.

First, it is determined whether or not the IG key switch 17 is turned on (step S1), and the operation waits until the on operation is performed (NO in step S1). When the IG key switch 17 is turned on (YES in step S1), it is determined whether or not the starter 6 is inoperative, that is, whether or not the engine 3 is started (step S2). If it is determined that the starter 6 is not operating (YES in step S2), it is determined whether the shift lever position is in the D range or the R range (step S3). If the determination result is YES, the P range is set. It is determined that the SW or the N range switch is out of order, and the ON control of the second driver IC 11b is performed (step S4). Thereby, the energization control to the relay coil 7a is performed by the emergency energizing path. Next, it is determined whether or not the start of the engine 3 is completed (step S5). If the result of this determination is YES, the throttle opening is limited (step S6), and the processing ends. On the other hand, when the result of the determination as to whether or not the engine 3 has been started is NO, it is considered that the reason why the engine 3 does not start is not a failure of the P range SW or the N range SW, and the process is terminated.

Therefore, according to the present embodiment, when the engine 3 cannot be initially started despite the ON operation of the IG key switch 17 while the shift lever is switched to the P range or the N range, the engine restart is performed. In order to start the engine 3 by operating the second driver IC 11b for start-up to form the emergency energization path, the energization path for initial engine start may be disconnected due to the disconnection of the P range SW or the N range SW. However, the engine 3 can be started. In addition, since it is not necessary to use a plurality of detection devices for the position of the shift range, and a part of the power supply path for restarting the engine is used for the emergency power supply path, the engine can be used in an emergency in a simple configuration. 3 can be started.

Further, according to the configuration of the idling stop vehicle 1 described above, the engine 3 can be initially started only by the emergency power supply path. However, when the engine 3 is started using the power supply path, the microcomputer 11c starts up. A time delay (delay of engine start time) occurs. Therefore, normally, by starting the engine 3 by using the energization path for initial engine start, it is possible that the passenger feels uncomfortable due to the time lag from the ON operation of the IG key switch 17 to the start of the engine 3. It can be prevented.

The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

For example, the first and second driver circuits are not limited to the IC configurations such as the first and second driver ICs 11a and 11b described above.

Then, the present invention provides a vehicle having a control means for stopping an operating engine when a predetermined engine automatic stop condition is satisfied and automatically restarting the stopped engine when a predetermined engine restart condition is satisfied. Can be applied to.

1 idling stop vehicle 2 battery 3 engine 6 starter 7 relay 7a relay coil 11 EFI/IDS integrated ECU
11a First driver IC
11b Second driver IC

Claims (1)

When a predetermined engine automatic stop condition is satisfied, the operating engine is stopped, and when a predetermined engine restart condition is satisfied, a control means for automatically restarting the stopped engine is provided.
The control means includes a first driver circuit and a second driver circuit that are respectively connected to one end and the other end of a relay coil of a relay that intermittently energizes a starter for starting the engine. An engine by operating the first and second driver circuits, connecting one end of the relay coil to a battery by operating the first driver circuit, and grounding the other end of the relay coil by operating the second driver circuit. In a vehicle control device that forms a restarting energization path, causes the relay coil to pass a current through the battery to operate the relay, and supplies power to the starter to restart the engine.
P and N range switches that are turned on by switching the shift lever to P range and N range respectively,
Equipped with an ignition key switch that is turned on by turning on the ignition key,
The control means is
When the ignition key is turned on while one of the P and N range switches is in an ON state, the ignition key switch turned on by the ON operation of the ignition key, the relay coil, the P range switch in an ON state, or An energization path for initial engine start to ground is formed through the N range switch, current flow by the battery is allowed, the relay is operated to supply power to the starter, and the engine is initially started.
If the engine cannot be initially started even though the shift lever is switched to the P range or the N range and the ignition key is turned on, the second driver circuit is operated to operate the relay coil. The other end is grounded, and an electric current path for retreat traveling to ground is formed through the ignition key switch and the relay coil that are turned on by turning on the ignition key, and the passage of current by the battery is allowed. A control device for a vehicle, wherein the relay is operated to supply power to the starter, and the engine is started for the escape travel.

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