JP4239794B2 - Engine start / stop device for vehicle - Google Patents

Description

  The present invention relates to a vehicle engine start / stop device.

  2. Description of the Related Art Conventionally, there is an engine starter that can start and stop an engine without rotating a mechanical key. This engine starting device includes a vehicle key storing an ID code carried by a driver, an ID code reading device, an immobilizer ECU, a push-type engine starting switch, an engine ECU, a power supply switching ECU that outputs a starting signal to the engine ECU, and the like It has.

  When the driver starts the engine, the code reader reads the vehicle key ID code when the driver holds the vehicle key or inserts it into the key slot. The read ID code is transmitted to the immobilizer ECU. The immobilizer ECU collates the ID code with the ID code stored on the vehicle side and holds the collation result. The verification result is output from the immobilizer ECU to the power supply switching ECU in response to a request from the power supply switching ECU.

  When the driver presses the engine start switch, the power supply switching ECU requests the immobilizer ECU to output the ID code verification result. And when the collation result that ID codes corresponded is acquired, power supply switching ECU transmits the signal which instruct | indicates starting of an engine to engine ECU.

  In such a push-type engine start switch, an ON failure due to welding between contacts or an OFF failure due to disconnection of a signal line may occur. In order to make it possible to start and stop the engine even when such a problem occurs, it is conceivable to make the contacts of the push-type engine start switch two contacts.

  However, if the engine start switch is simply made into two contacts, the on / off state of each contact may differ due to chattering.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle engine start / stop device that can improve the reliability at the time of engine start.

In order to achieve the above object, the vehicle engine start / stop device according to claim 1 has a plurality of contacts, is pressed, and outputs a signal indicating ON and OFF from each of the plurality of contacts. A control means for performing a logical sum of signals from a plurality of switches and a contact, and outputting an engine start / stop signal when the result of the logical sum is an on signal, and an engine control for starting and stopping the engine based on the engine start / stop signal The control means measures the duration for which the state continues when at least one of the output signals from the plurality of contacts remains on and the rest is off, and sets the duration to a predetermined time. If it exceeds the limit, the contact whose output signal is on is judged as an on failure, and if at least one contact is judged as an on failure, the output signal from the remaining contacts is turned on. Based only on, it is characterized in also be output from the engine start stop signal.

According to this, when it is desired to start the engine while the vehicle is stopped, the engine can be started and stopped if an ON signal is output from any one of the plurality of contact points of the switch. Therefore, the influence of chattering caused by a plurality of contacts can be prevented, and the reliability at the time of engine start / stop can be improved. Further, when at least one of the output signals from the plurality of contacts is kept on and the rest is kept off for a predetermined time, it is possible to detect the contact on failure. Even when at least one contact is on-failed, the engine can be appropriately started by an on signal from the remaining contacts.

  In the vehicle engine start / stop device according to claim 2, the control means periodically samples output signals from a plurality of contacts, and the number of times the output signal is turned on or off is predetermined for each output signal. When the number of times is reached, the output signal is regarded as an on or off signal.

  According to this, when the number of times the output signal is turned on or off reaches a predetermined number of times, the output signal is regarded as an on or off signal. Therefore, when the switch is inadvertently touched, the engine is started. Can be prevented.

Further, in the vehicle engine start / stop device according to claim 3 , the control means is in a state in which, when at least one of the output signals from the plurality of contacts is turned on, the rest is turned off. Measures the duration of the continuation, and if the duration exceeds the specified time, the contact whose output signal is off is determined as an off failure, and the signal from the contact determined as an off failure is ignored . It is characterized by this.

  According to this, even when at least one of the output signals from the plurality of contacts is off, the remaining on state continues for a predetermined time, so that it is possible to detect an off failure such as disconnection of the signal line. .

The vehicle engine start / stop device according to claim 4 is characterized in that the switch signals indicating ON and OFF are each represented by a plurality of bits of data when they are taken into the control means. It is.

  According to this, by setting the on / off signal to 1 byte, for example, erroneous determination due to a 1-bit RAM failure or the like can be prevented, and reliability can be improved.

According to a fifth aspect of the present invention, there is provided a vehicle engine start / stop device having a plurality of contacts and operated to be pressed, a switch for outputting a signal indicating on and off from each of the plurality of contacts, When the vehicle speed sensor that detects the vehicle speed and the vehicle speed is equal to or higher than the predetermined vehicle speed, the logical product of signals from a plurality of contact points is performed. Control means for outputting the engine and engine control means for stopping the engine based on the engine stop signal, and the control means is configured such that at least one of the output signals from the plurality of contacts remains on and the rest is turned off. Then, the duration for which the state continues is measured, and when the duration exceeds a predetermined time, it is determined that the contact whose output signal is on is an on failure, and at least one contact is turned on. When determining malfunction, based only on the output signals from the rest of the contact is turned on, is to wherein also be output from the engine start stop signal.

According to this, the engine is not stopped unless the ON signal is continuously output from all of the plurality of contacts of the switch for a predetermined time. Therefore, it is possible to prevent the engine from being stopped when a part of the body inadvertently touches the switch. Further, it is possible to prevent the engine from being erroneously stopped due to an on failure of one contact. Further, when at least one of the output signals from the plurality of contacts is kept on and the rest is kept off for a predetermined time, it is possible to detect the contact on failure. Even when at least one contact is on-failed, the engine can be appropriately started by an on signal from the remaining contacts.

With regard to the operation and effect of the vehicle for starting the engine stopping device according to claims 6 to 8, a description thereof will be omitted because it is similar to claims 2 to 4 above.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a vehicle engine start / stop device according to the present embodiment. The vehicle engine start / stop device includes an in-vehicle device 1 and a vehicle key 10. The vehicle key 10 stores an ID code for key verification.

  The in-vehicle device 1 includes a start / stop switch 2, an immobilizer ECU 3, an ACC relay 5, an IG relay 6, a brake switch 7, a vehicle speed sensor 8, an engine ECU 9, and a power supply switching ECU 4 connected thereto.

  The start / stop switch 2 includes a movable part having two electrodes and a fixed part having two electrodes opposed to the two electrodes of the movable part. The start / stop switch 2 is a push button switch in which two contacts (SW1, SW2) are configured by two electrodes of the movable part and the fixed part, respectively. That is, when the start / stop switch 2 is pressed, the two contacts (SW1, SW2) become conductive, and an ON signal is output from each contact, and an OFF signal is output when the start / stop switch 2 is not pressed.

  The immobilizer ECU 3 is a control unit including a known CPU, ROM, and RAM, and is connected to a code reading device 3a (not shown). When the vehicle key 10 is inserted into the key cylinder, the code reading device 3a reads the ID code stored in the vehicle key 10 and transmits it to the immobilizer ECU 3.

  The immobilizer ECU 3 collates the acquired ID code with the ID code stored in the ROM. If they match, an engine start permission signal is transmitted to the engine ECU 9. Further, the immobilizer ECU 3 holds information that the acquired ID code matches the ID code stored in the ROM.

  The power supply switching ECU 4 is a control unit including a known CPU, ROM, and RAM. The power supply switching ECU 4 switches the operating states of the ACC relay 5 and the IG relay 6 each time the start / stop switch 2 is pressed while the brake pedal is not depressed.

  Further, in the engine start standby state (vehicle speed 0 km), the power supply switching ECU 4 is operated by pressing the start / stop switch 2 while the brake pedal is depressed, and an ON signal is input from at least one of SW1 and SW2. Then, the collation result of the ID code held by the immobilizer ECU 3 is acquired. And when it is the collation result that the acquired collation result corresponded, power supply switching ECU4 outputs the engine starting signal which starts an engine to engine ECU9. Further, when the engine switching standby state (vehicle speed 0 km) is pressed and the start / stop switch 2 is pressed and an ON signal is input from at least one of SW1 and SW2, the power supply switching ECU 4 Outputs a stop signal.

  Further, when the vehicle is running (except for the vehicle speed of 0 km), the power supply switching ECU 4 operates the IG relay when the start / stop switch 2 is pressed and the ON signal is input from SW1 and SW2 for a predetermined time. 6 outputs an engine stop signal for stopping the engine.

  The power supply switching ECU 4 samples a signal from the contact SW1 of the start / stop switch 2 every predetermined time (for example, 20 ms), and determines that the signal is an on signal or an off signal when the signals coincide with each other three times. The same applies to the signal from SW2.

  In the operating state, the ACC relay 5 connects the accessory circuit of the vehicle to the positive power supply terminal of the in-vehicle battery, and puts the accessory circuit in an energized state. The IG relay 6 connects a starter motor or the like for starting the engine of the vehicle in an operating state in addition to the accessory circuit in response to an engine start signal from the power supply switching ECU 4 to the positive power supply terminal, and energizes the starter motor or the like. . Further, when the IG relay 6 acquires an engine stop signal from the power supply switching ECU 4, the IG relay 6 is disconnected and the starter motor or the like and the plus power terminal of the in-vehicle battery are not energized.

  The brake switch 7 is a switch that is turned on when the brake pedal is depressed, and inputs a detection signal thereof to the power supply switching ECU 4. The vehicle speed sensor 8 detects the vehicle speed by detecting vehicle wheel rotation speed information, and inputs the detected vehicle speed to the power supply switching ECU 4.

  The engine ECU 9 is a control unit including a well-known CPU, ROM, and RAM. When the engine ECU 9 obtains the engine start permission signal from the immobilizer ECU 3, the engine ECU 9 puts the engine into an engine start standby state in which the starter motor or the like can be started. Further, the engine ECU 9 starts operations of the starter motor, the fuel injection device, and the ignition device based on the engine start signal from the power supply switching ECU 4. Thus, the engine is started by the fuel being injected into the engine while the starter motor is rotating and the spark plug is ignited.

  Here, the operation of the vehicle engine start / stop device will be described. First, processing when the engine is stopped (vehicle speed 0 km) will be described. FIG. 2 is a flowchart showing the processing operation of the vehicle engine start / stop device during the engine start operation. FIG. 3 is an explanatory diagram showing the output of the engine start signal during the engine start operation.

  The process starts when the engine is stopped (vehicle speed 0 km). In step S1, the ID code of the vehicle key 10 is acquired. When the vehicle key 10 is inserted into the key slot, the code reading device 3a reads the ID code of the vehicle key 10 and transmits it to the immobilizer ECU 3.

  In step S2, the brake state is confirmed. That is, the power supply switching ECU 4 acquires a signal from the brake switch 7.

  In step S3, the power supply switching ECU 4 determines from the acquired signal of the brake switch 7 whether or not the brake pedal is depressed (the brake switch 7 is turned on). When the brake is on, that is, when the brake pedal is depressed, the process proceeds to step S4. If the brake is off, that is, if the brake pedal is not depressed, the process proceeds to step S9.

  In step S4, the power supply switching ECU 4 performs a logical sum of the output signals of SW1 and SW2.

  In step S5, the power supply switching ECU 4 determines whether or not the result of the logical sum in step S7 is an ON signal. That is, the power supply switching ECU 4 determines that the start / stop switch 2 has been pressed when at least one of SW1 and SW2 is an ON signal, and proceeds to step S6. The power supply switching ECU 4 ends the process when both SW1 and SW2 are off signals.

  In step S6, the power supply switching ECU 4 obtains the collation result of the ID code held by the immobilizer ECU 3.

  In step S7, the power supply switching ECU 4 sets the IG relay 6 in an operating state, and connects the starter motor and the like to the positive power supply terminal of the in-vehicle battery.

  In step S8, the power supply switching ECU 4 transmits an engine start signal to the engine ECU 9.

  On the other hand, if it is determined in step S3 that the brake is off, in step S9, the power supply switching ECU 4 performs a logical sum of the output signals of SW1 and SW2.

  In step S10, the power supply switching ECU 4 determines whether or not the result of the logical sum in step S9 is an ON signal. That is, the power supply switching ECU 4 determines that the start / stop switch 2 has been pressed when at least one of SW1 and SW2 is an ON signal, and proceeds to step S11. The power supply switching ECU 4 ends the process when both SW1 and SW2 are off signals.

  In step S11, the power supply switching ECU 4 obtains a collation result of the ID code held by the immobilizer ECU 3.

  In step S12, the power supply switching ECU 4 sets the ACC relay 5 and the IG relay 6 to the operating state, and connects the starter motor and the like to the positive power supply terminal of the in-vehicle battery.

  In this way, when it is desired to start the engine, the logical sum of the output signals of SW1 and SW2 is performed. As shown in FIG. 3, the engine can be started if an ON signal is output from either SW1 or SW2. Therefore, the influence of chattering caused by the two contact points can be prevented, and the reliability at the time of starting the engine can be improved.

  In addition, the power supply switching ECU 4 also operates the IG relay when the start / stop switch 2 is pressed and an ON signal is input from at least one of SW1 and SW2 even in the engine stop standby state (vehicle speed 0 km). 6 outputs an engine stop signal. Then, when the IG relay 6 acquires the engine stop signal from the power supply switching ECU 4, the IG relay 6 is brought into a disconnected state, the starter motor or the like and the plus power terminal of the in-vehicle battery are turned off, and the engine is stopped.

  Next, processing during vehicle travel (except for vehicle speed of 0 km) will be described. FIG. 4 is a flowchart showing the processing operation of the vehicle engine start / stop device during the engine stop operation. FIG. 5 is an explanatory diagram showing the output of an engine stop signal during an engine stop operation.

  The process starts while the vehicle is traveling (other than the vehicle speed of 0 km). In step S31, the power supply switching ECU 4 performs a logical product of the output signals of SW1 and SW2.

  In step S32, the power supply switching ECU 4 measures a time Ta during which the ON signal is input to both SW1 and SW2.

  In step S33, the power supply switching ECU 4 compares the measurement time Ta with the predetermined time T1, and determines whether or not the measurement time Ta is equal to or longer than the predetermined time T1. If the measurement time Ta is equal to or greater than the predetermined time T1, the process proceeds to step S34, and if the measurement time Ta is not equal to or greater than the predetermined time T1, the process is terminated.

  In step S34, as shown in FIG. 5, the power supply switching ECU 4 outputs an engine stop signal to the IG relay 6 if the time Ta during which both SW1 and SW2 are turned on is equal to or longer than the predetermined time T1.

  In step S35, when the engine stop signal is acquired from the power supply switching ECU 4, the IG relay 6 puts the IG relay 6 in a disconnected state and puts the starter motor and the positive power supply terminal of the in-vehicle battery in a non-energized state.

  In this way, while the vehicle is running (except for the vehicle speed of 0 km), the logical product of the output signals of SW1 and SW2 is performed, and the engine is operated when the time Ta during which the ON signal is input to both SW1 and SW2 continues for a predetermined time T1 or more. Stop. Therefore, it is possible to prevent the engine from being stopped when a part of the body inadvertently touches the push switch. Further, it is possible to prevent the engine from being erroneously stopped due to an on failure of one contact.

  Preferably, SW1 and SW2 on failure determination and off failure determination are performed. First, on failure determination will be described. For example, when either SW1 or SW2 is welded, the state where one of the signals from SW1 and SW2 is an on signal and the other is an off signal continues. In such a case, when one of the signals from SW1 and SW2 is an on signal and the other is an off signal, the power supply switching ECU 4 measures the duration Tb of the on signal.

  When the measurement time Tb exceeds a predetermined time T2 (for example, 40 s), the power supply switching ECU 4 determines that the contact on which the ON signal is continued is an ON failure (ON failure section).

  When it is determined that either SW1 or SW2 has an on-failure in this way, the power supply switching ECU 4, as shown in the on-failure section of FIG. Whether or not the engine start signal is output is determined based on only the signal from the other contact point (SW2 in this example) while ignoring SW1).

  Next, off failure determination will be described. For example, when a signal line connected to either SW1 or SW2 is disconnected, as shown in FIG. 7, one of the signals from SW1 and SW2 is turned on (in this example, SW1). Then, the state where the other is an off signal (in this example, SW2) will continue. In such a case, when one of the signals from SW1 and SW2 is an on signal and the other is an off signal, the power supply switching ECU 4 measures the duration Tc of the off signal.

  When the measurement time Tc exceeds a predetermined time T3 (for example, 40 s), the power supply switching ECU 4 determines that the contact on which the OFF signal is continued is an OFF failure (OFF failure section).

  Further, it is preferable that the power supply switching ECU 4 stores the on failure and off failure states of SW1 and SW2 in the RAM. For example, when it is desired to stop the engine while the vehicle is traveling (other than the vehicle speed of 0 km), the power supply switching ECU 4 ignores the signals from the SW1 and SW2 that are the on failure and the off failure. By doing in this way, even if SW1 and SW2 have an on failure and an off failure, the engine can be stopped appropriately.

  Note that when the output signals of SW1 and SW2 are 1-bit data, the ON / OFF signal is erroneously determined due to a defect in RAM or the like. Therefore, it is preferable that the SW1 and SW2 output signals be taken into the power supply switching ECU 4. The output signal is represented by data of a plurality of bits (for example, 1 byte). By making the output signals of SW1 and SW2 data of a plurality of bits, the reliability can be improved against a defective RAM or the like.

  The vehicle key 10 has been described with respect to the format in which the vehicle key 10 is inserted into the key slot and the ID code is read by the code reading device 3a. However, the present invention is not limited to this. For example, a so-called smart key device including a communication device in a vehicle key and an in-vehicle device may be used. In this case, the communication device on the vehicle-mounted device side sets a predetermined detection area, and transmits a question signal at predetermined intervals in the detection area. When the vehicle key holder enters the detection area, the vehicle key side communication device transmits the ID code to the in-vehicle device side communication device in response to the question signal. The vehicle key 10 may be a mechanical key as long as it has a function as an immobilizer.

1 is a block diagram showing a schematic configuration of a vehicle engine start / stop device according to an embodiment of the present invention. It is a flowchart which shows the processing operation of the engine start-stop apparatus for vehicles at the time of engine starting operation concerning embodiment of this invention. It is explanatory drawing which shows the output of the engine starting signal at the time of engine starting operation concerning embodiment of this invention. It is a flowchart which shows the processing operation of the engine start-stop apparatus for vehicles at the time of engine stop operation concerning embodiment of this invention. It is explanatory drawing which shows the output of the engine stop signal at the time of engine stop operation concerning embodiment of this invention. It is explanatory drawing which shows the output of the engine starting signal at the time of the ON failure of the start / stop switch 2 concerning embodiment of this invention. It is explanatory drawing which shows the output of the engine starting signal at the time of the OFF failure of the start / stop switch 2 concerning embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 In-vehicle machine, 2 start / stop switch, 3 immobilizer, 4 power supply switching ECU, 5 ACC relay, 6 IG relay, 7 brake switch, 8 vehicle speed sensor, 9 engine ECU, 10 vehicle key

Claims (8)

A switch that has a plurality of contacts and is pressed, and outputs a signal indicating ON and OFF from each of the plurality of contacts;
Control means for performing a logical sum of signals from the plurality of contacts, and outputting an engine start / stop signal when the result of the logical sum is an ON signal;
Engine control means for starting and stopping the engine based on the engine start / stop signal ,
The control means measures a duration time during which the state continues when at least one of the output signals from the plurality of contacts remains on and the rest is turned off, and the duration time exceeds a predetermined time. In this case, the contact whose output signal is on is determined as an on failure, and if at least one contact is determined as an on failure, only based on the output signal from the remaining contacts being on, vehicle engine starting and stopping device, characterized in also be output from the engine start stop signal.   The control means periodically samples output signals from the plurality of contacts, and turns on the output signal when the number of times the output signal is turned on or off reaches a predetermined number in each output signal. The vehicle engine start / stop device according to claim 1, wherein the vehicle engine start / stop device is regarded as an off signal. The control means measures a duration for which the state continues when at least one of the output signals from the plurality of contacts is turned on but remains , and the duration is predetermined. 3. A contact according to claim 1 or 2, wherein when the time is exceeded, the contact whose output signal is off is determined as an off failure, and the signal from the contact determined as an off failure is ignored. The vehicle engine start / stop device according to claim. Signal of the switch to indicate the on and off of the vehicle according to any one of claims 1 to 3, respectively, characterized in Rukoto represented by multiple bits of data at the time it was taken to the control means Engine start / stop device. A switch that has a plurality of contacts and is pressed, and outputs a signal indicating ON and OFF from each of the plurality of contacts;
A vehicle speed sensor for detecting the vehicle speed of the vehicle;
Control means for performing a logical product of signals from the plurality of contacts when the vehicle speed is equal to or higher than a predetermined vehicle speed, and outputting an engine stop signal when a state where the result of the logical product is an ON signal continues for a predetermined time; ,
Engine control means for stopping the engine based on the engine stop signal,
The control means measures a duration time during which the state continues when at least one of the output signals from the plurality of contacts remains on and the rest is turned off, and the duration time exceeds a predetermined time. In this case, the contact whose output signal is on is determined as an on failure, and if at least one contact is determined as an on failure, only based on the output signal from the remaining contacts being on, vehicle engine starting and stopping device, characterized in also be output from the engine start stop signal. The control means periodically samples output signals from the plurality of contacts, and turns on the output signal when the number of times the output signal is turned on or off reaches a predetermined number in each output signal. 6. The vehicular engine start / stop device according to claim 5 , wherein the vehicular engine start / stop device is regarded as an off signal . The control means measures a duration for which the state continues when at least one of the output signals from the plurality of contacts is turned on but remains, and the duration is predetermined. If it exceeds the time, to determine the contact whose output signal is oFF oFF failure and, claim 5 or claim, characterized that you ignore signals from the contact it is determined that the oFF failure 6 The vehicle engine start / stop device according to claim 1. Signal of the switch to indicate the on and off of the vehicle according to any one of claims 5 to 7, respectively, characterized in Rukoto represented by multiple bits of data at the time it was taken to the control means Engine start / stop device.

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