JP4473962B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that automatically stops or starts an engine in accordance with an operation state.

  2. Description of the Related Art Conventionally, there is a vehicle equipped with an idling stop device that automatically stops the engine together with the stop of the vehicle for the purpose of improving the fuel efficiency of the automobile and suppressing the emission of carbon dioxide.

  Such an idling stop device, for example, when the vehicle is temporarily stopped by a stop signal, detects the stop of the vehicle, stops the engine, and is based on the engine start operation of the driver or is specified. This is a device for starting the engine based on the driving operation.

Such conventional idling stop devices include the following prior art documents, for example.
JP-A-11-141367. JP2003-193879A.

  In the conventional idling stop device, the content of operation cannot be changed according to the situation. For example, when the vehicle is stopped to wait for a signal, it is necessary to stop the vehicle for 10 to several tens of seconds, and the conventional idling stop device is made assuming such a situation. Yes. However, during a traffic jam, the vehicle is repeatedly stopped and started while traveling at a low speed. In such a case, the operation is troublesome if the engine is stopped each time the vehicle is stopped. Conventionally, in such a case, the idling stop device must be switched off.

  In the above-mentioned Patent Document 1, a configuration is described in which the idling is stopped by determining that the vehicle has stopped after t seconds have elapsed after stopping, but this is determined to be that the vehicle has stopped in an automatic transmission without a clutch. This is not an element for driving in traffic jams. In addition, when the vehicle is traveling in a traffic jam, the time during which the vehicle is stopped in an idling state varies, and in the configuration described in Patent Document 1, idling is often stopped when the vehicle is stopped in a traffic jam. , It is not suitable for the driving situation at the time of traffic jam that repeats stopping and starting.

  In Patent Document 2, when the shift lever of the automatic transmission is in the drive position, idling is not stopped even when the vehicle speed becomes zero. In this configuration, when the driver does not want to automatically stop idling, the shift lever may be fixed at the drive position. However, the automatic stopping device for adling has the meaning that a stopping operation is not necessary, and it is meaningful to automatically stop if the shift lever is put in the neutral position each time to stop idling. Will fade.

  On the other hand, as a system for restarting the engine that has been automatically stopped, there are a system that starts the engine when the selector is moved to the D range, and a system that starts the engine when the foot brake is released. In these systems, there is a possibility that the power transmission between the engine and the drive wheels is connected at the time of starting, and there is a problem that the vehicle may transmit unexpectedly. In particular, with regard to the foot brake, there are many drivers who apply the side brake and take their foot off the foot brake. In such a case, the engine will start against the driver's intention. .

  The conventional idling automatic stop device is a device that can be attached to either an automatic transmission or a manual transmission, and there is no automatic idling automatic stop / start device that can be attached to both automatic and manual transmissions. .

  An object of the present invention is to provide an engine control device that can be attached to a vehicle equipped with either a transmission of an automatic transmission or a manual transmission.

  The present invention for solving the above problems has the following configuration.

(1) An engine control device attached to an engine control circuit of an automobile,
Engine stop means for controlling engine stop; and
Engine starting means for controlling restart of the engine after the engine is automatically stopped by the engine stopping means;
Engine state detecting means for detecting an engine stop state;
Brake signal acquisition means for acquiring a brake detection signal for detecting depression of the brake;
Vehicle speed acquisition means for detecting the vehicle speed;
Time measuring means for measuring elapsed time;
A detection signal acquisition means for acquiring a detection signal;
The detection signal acquisition means acquires either one of a detection signal for detecting at least one of a neutral position or a drive position of the shift lever position of the automatic transmission or a detection signal for detecting a clutch engagement state,
The engine stop means is that the brake is depressed, the vehicle speed is zero, the detection signal acquisition means is acquiring a signal, and the engine rotation time after the vehicle speed is zero has elapsed for a predetermined time. When all the conditions are met,
The engine starting means starts the engine when the engine state detecting means detects that the engine is in a stopped state and the shift state detecting means detects an operation for switching the shift state to the neutral state. Engine control device.

(2) The engine control device according to (1), wherein the engine control device includes a pair of connectors respectively connected to a pair of connectors provided on a wiring connecting an ignition switch and an engine control output unit of the automobile.

  According to the first aspect of the present invention, the engine is not stopped until a predetermined time elapses after the vehicle speed becomes zero, so that the engine is suppressed from being stopped in a traffic jam. Further, since the engine is started when the automatic transmission is switched to the neutral state, power is not unexpectedly transmitted to the drive wheels. Further, since the engine is started by using the shift lever switching operation as a trigger, the engine is started at a timing that matches the driver's intention, and there is no inconvenience that the engine is unexpectedly started against the driver's intention. .

  Further, the engine control is configured such that the signal acquired by the signal acquisition means acquires either the neutral position detection signal or the detection signal for detecting the clutch engagement state by the shift lever of the automatic transmission. The device can be attached to both a vehicle equipped with an automatic transmission and a vehicle equipped with a manual transmission.

  According to the invention described in claim 2, the engine control device of the present invention can be retrofitted to an existing automobile.

  Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings. The engine control device 1 of the present invention is a control device that is mounted on a control system circuit that controls an automobile engine and controls engine idling to stop and start.

  FIG. 1 is a block diagram showing a configuration of an automobile engine control system circuit. FIG. 2 is a block diagram showing the configuration of the engine control device 1. The engine control device 1 includes a control unit 10 and a relay 20. The control unit 10 includes a speed detection unit S1 as a vehicle speed detection unit, a brake detection unit S2 as a braking state detection unit, an engine state. An engine state detection unit S3 as a detection unit, a shift lever state detection unit S4 as a shift state detection unit, a clutch sensor S5 as a clutch detection unit, a battery sensor S6 as a battery detection unit, and a signal from the input device 16 are supplied. The The speed detector S1 detects the vehicle speed. The brake detection unit S2 detects whether the brake is depressed or not.

The engine state detection unit S3 detects whether the engine is in a driving state or a stopped state. In this embodiment, whether the alternator is driven is detected. When the alternator is driven, the engine is in a driving state, and when the alternator is stopped, the engine is stopped. The engine state may be detected by other methods. The shift lever state detection unit S4 detects whether the position of the shift lever is the neutral position (N), the drive position (D), or any other position. The input device 16 changes a set time of a time (engine rotation time) from when the vehicle speed becomes 0 to when the engine is stopped, and a predetermined speed (speed threshold value) for determining whether or not the vehicle is in a normal traveling state. Used to change). For example, a changeover switch for selecting the engine rotation time from 3 seconds, 4 seconds, and 5 seconds, and a changeover switch for selecting the speed threshold value from 10 km / h, 15 km / h, and 20 km / h are provided.

  The clutch sensor S5 detects whether the clutch is engaged or disengaged. Specifically, the state of the clutch is detected by detecting the position of the clutch pedal (a position where the clutch is depressed and a position where the clutch is not depressed) using a touch sensor or the like. The battery sensor S6 detects the remaining battery level. By using a sensor that detects the position of the clutch pedal, retrofitting to an existing automobile is facilitated. The brake detection unit S2 may also be provided with a sensor that directly detects the position of the brake pedal of the foot brake, and a detection sensor similar to the clutch sensor may be used. Note that the brake detection unit S2 has a circuit in which the tail lamp is normally turned on when the foot brake is depressed, and detects the depression of the brake by detecting a voltage, a signal, or the like from such a circuit. Can do.

  The following signals are supplied from these detection units to the control unit 10. From the speed detection unit S1, a signal indicating the vehicle speed, from the brake detection unit S2, a signal indicating ON / OFF indicating whether or not the brake pedal is depressed, and from the engine state detection unit S3, the engine A signal indicating ON / OFF indicating the presence / absence of drive, from the shift lever state detection unit S4, a signal detecting that the shift lever is in the neutral position, a signal detecting that the shift lever is in the drive position, and from the clutch sensor S5 A signal indicating the clutch on / off state and a signal indicating the remaining battery level are supplied from the battery sensor S6. From the input device 16, an engine rotation time selection signal and a speed threshold selection signal are supplied.

  From the shift lever state detection unit S4, two signal lines are connected, and from the first L1, a signal for detecting that the shift lever is at the N position is sent from the second L2 to the drive position of the shift lever. A detection signal is supplied. When the engine control device 1 of the present invention is mounted on an automobile equipped with a manual transmission, the signal line L1 is connected to the clutch sensor S5 that detects the released state of the clutch, and the clutch is disengaged. A signal indicating that it is present is supplied. The signal line of L2 is not connected to either. In this case, as another signal line, L3 may be connected to the shift lever sensor as a signal line for detecting that the shift lever is in the neutral position. When the signal line L3 is provided, the signal line L3 is validated and the signal line L2 is invalidated by switching the mode to MT.

  The input signal from the signal line L1 is output as a detection signal when the shift lever detects the N position in the AT vehicle, and when the clutch is depressed (clutch release) in the MT vehicle.

By adopting such a configuration, the engine control device 1 of the present invention can be attached to both a vehicle equipped with an automatic transmission and a vehicle equipped with a manual transmission.

  The control unit 10 also supplies a control signal to the engine control output unit 13 to control engine stop and start. Specifically, by supplying a signal to the relay 20, when the engine is stopped, the energization to the engine control output unit 13 is cut off, the fuel injection by the electronically controlled fuel injection device is stopped, and the engine is stopped. Further, when the engine is started, fuel injection by the electronically controlled fuel injection device is started, and the starter motor 31 of the engine 3 is driven via the starter relay 33 to start the engine.

  The control unit 10 and the relay 20 that perform such operations constitute an engine stop unit, and the control unit 10, the relay 20 and the starter relay 33 constitute an engine start unit.

  Further, a signal is supplied to the LED output unit 14 and the LED as the notification means is turned on to notify the driver that a predetermined time has elapsed since the stop. This predetermined time is set, for example, based on the time during which the red signal is lit. When the time for stopping at the red light has elapsed, the driver is notified of that. This is to prevent the battery 5 from being consumed. This predetermined time may be set to be shortened accordingly when another power consuming device such as an air conditioner, a wiper, or a headlight is driven.

  In addition to means for notifying by visual stimulation, such as lighting of an LED, the notifying means may be configured to issue a buzzer or voice to notify by auditory stimulation.

  A measurement start signal is supplied to the timer processing unit 15 which is a time measuring means, and a signal related to elapsed time is acquired from the timer processing unit 15.

  The user I / F switch input / output detection unit 11 detects ON / OFF of each of the “STOP”, “START”, and “AUTO / manual” switches. The setting switch state detection unit 12 detects the state of each setting switch such as an A / T car, an M / T car, and an engine STOP timer.

  The engine control device 1 includes connectors 171 and 172 that are respectively connected to connectors 51 and 52 that are provided in wirings that connect the ignition switch 4 and the engine control output unit 13. A connector 171 is connected to the connector 51, and a connector 172 is connected to the connector 52. As a result, the engine control device 1 can be retrofitted to an existing automobile.

  The operation of the engine control unit 10 configured as described above will be described. FIG. 3 is a flowchart showing an engine stop operation of the engine control device 1 of the present invention attached to a vehicle equipped with an automatic transmission. Therefore, when the setting switch state detection unit 12 detects that the setting switch is set to “A / T vehicle”, the following operation is executed. Based on the value supplied from the battery sensor S6, the control unit 10 determines whether the remaining battery level is sufficient, and if it is sufficient, starts the processing from step S101. If not enough, the following processing is not performed and the automatic idling stop operation is not performed.

  Based on the signal supplied from the speed detector S1, it is determined whether the speed is equal to or higher than a predetermined speed (step S101). This speed is 10 km / h in this embodiment. Step S101 constitutes vehicle speed acquisition means. In this embodiment, the predetermined speed (speed threshold), which is a threshold for determining whether the vehicle is in a normal traveling state, is 10 km / h, but may be changed to another speed. For example, the configuration can be changed to 20 km / h, 15 km / h, and the like, and the configuration can be changed by the changeover switch of the input device 16.

  If the vehicle speed is not 10 km / h or higher, there is a possibility that the vehicle is not in a normal traveling state. Therefore, it is further determined whether the vehicle speed is 10 km / h or lower continuously for a predetermined time (step S103). In this embodiment, the predetermined time is 20 seconds. When it is 10 km / h or less continuously for 20 seconds, it is determined that it is necessary to move continuously at a low speed, such as when entering or leaving a parking lot or when entering a garage, and the process returns to step S101. The idling stop (engine stop from the engine rotation state) operation is not performed. Therefore, when the vehicle stops at a low speed, the engine does not automatically stop and the vehicle steering can be continued.

  If it is not 10 km / h or less continuously for 20 seconds, it is determined whether the speed is 10 km / h or less continuously after the engine is started by manual operation of the ignition key (step S105). If it is 10 km / h or less, it is determined that the vehicle has just started and the process returns to step S101 and the idling stop operation is not performed. Even in such a case, when starting the engine manually, the engine is not automatically stopped because it is often not suitable for idling stop, such as being out of the parking lot. Even if the vehicle speed is 10 km / h or less, if the vehicle speed is not 10 km / h or less continuously for 20 seconds and is not 10 km / h or less after the manual start, step S107 described later is executed.

  If it is determined in step S101 that the speed is 10 km / h or higher, it is determined whether the shift lever is in the neutral position or the drive position based on the detection signal from the shift lever state detection unit S4 (step S107). . From step S107, detection signal acquisition means is configured. If it is neither the neutral position nor the drive position, it is determined that the shift lever is located in another range and is not suitable for automatic idling stop, and the process does not proceed to the next step.

  If the shift lever is in the neutral position or the drive position, it is determined whether the brake is turned on (step S109). When the brake is not turned on, it is determined that the driver does not intend to brake, and the engine is not stopped, so the process does not proceed to the next step. Step S109 constitutes a brake signal acquisition unit.

When the brake is turned on, it is determined that the driver intends to brake, and it is determined whether the vehicle speed has reached 0 km / h (step S111). If the vehicle speed has not reached 0 km / h, it is determined that the vehicle is still in an advancing state and is not in an idling state, so that the next step is not performed.

  When the vehicle speed has reached 0 km / h, it is determined that the engine can be stopped, and the timer processing unit 15 is instructed to start measurement. Then, it is determined whether a predetermined time has elapsed since the vehicle speed reached 0 km / h (step S113). This predetermined time is selected and set in advance, and is 3 seconds in this embodiment. In addition, for example, it is set to be selectable to 4 seconds and 5 seconds. Steps S101 to S113 constitute stop determination means.

  The measurement for 3 seconds, which is the predetermined time, is measured by the timer processing unit 15. If the vehicle starts without passing 3 seconds (the vehicle speed exceeds 0 km / h), it is determined that the vehicle is traveling in a traffic jam and is not suitable for idling stop, so the engine is not stopped. When 3 seconds have elapsed, the engine is stopped (step S115). This step S115 constitutes an engine stop means. The idling time (idling time) 3 seconds measured after the vehicle speed becomes 0 km / h may be set appropriately. The number of times the vehicle speed becomes 0 km / h within a predetermined time may be counted, and the idling time may be changed according to the number of times. For example, the idling time is extended as the number of times increases. The fact that the vehicle speed is often 0 km / h means that the road is congested accordingly, so it is possible to smoothly start and stop during traffic jams by setting a long idling time. . When the number of times exceeds a threshold value, it may be determined that the situation is different from traffic jams such as entering or leaving a parking lot or entering a garage, and the engine may not be automatically stopped. In addition, when turning right or left at a T-junction, intersection, etc., the vehicle may be started after a temporary stop, but in this case, the time required to determine the passage of the other vehicle from the left and right, Normally, it takes 3 to 5 seconds, and when there is no passing of another vehicle, it is necessary to start immediately. In such a case, by ensuring the time for the engine to rotate from when it stops to when the AND ring stops, it is possible to restart without stopping the engine and to ensure smooth vehicle operation. In this case, the time required to determine whether or not it can be merged depends on the skill level of the driver (experts may be short and beginners need to be long), so the idling time is changed accordingly. Is set to be able to.

  In addition, a steering angle sensor is provided, and when the steering angle detected by this sensor reaches a predetermined angle or more, it is determined that the operation is garage entry or parking operation, and the engine is not automatically stopped. Also good. Or, when the change of the steering angle is detected and the vehicle is moved a predetermined distance, the number of times the steering wheel is changed is more than a predetermined number of times (for example, when the change is made three times or more while moving 5 m). In the same manner, it may be determined that it is a garage entry or parking operation, and the engine is not automatically stopped.

  In step S111, as shown in FIG. 4, the inclination of the speed time diagram M1 is detected, and if the absolute value of the inclination is larger than a predetermined threshold, it is determined that the brake is suddenly applied. The engine may not be stopped.

  In the curve M2 shown in FIG. 4, when 10 km / h or less continues for 20 seconds or more, the engine stop operation is not performed even though 3 seconds have elapsed after the stop. Also, in the same figure, in the curve M01, when the vehicle starts within 3 seconds after being stopped (0 km / h), the engine does not stop, and then the engine is stopped when 3 seconds have elapsed since the stop. A curve M03 indicates a case where the engine is subsequently started by an automatic start routine.

FIG. 5 is a flowchart showing the engine automatic start operation. When the engine is started after being automatically stopped by the operation shown in FIG. 3, the ignition key is turned on or the start switch is turned on manually such as turning on the START switch. Under conditions, the engine can be started automatically.

  It is determined whether or not the alternator is driven (step S201). The drive of the alternator means the drive of the engine, and is for preventing a starting operation from being applied to the driving engine. If the alternator is not off, the subsequent steps are not executed. If the alternator is off, it is determined whether the brake is on (step S203). If the engine is started in a state where the brake is not turned on, a sudden start may occur when the driving force is transmitted to the wheels. Therefore, the brake on is set as a condition for starting the engine. Therefore, when the brake is not turned on, the next step is not executed.

  If the brake is on, it is determined whether the shift lever has been switched from the drive position to the neutral position (step S205). When such a switching operation is detected, the engine is started (step S207). This step S207 constitutes an engine starting means.

  If the shift lever is in the neutral position, the driving force of the engine is not transmitted to the drive wheels, so there is no risk of sudden start, and the operation of switching to the neutral position is used as a trigger for starting the engine. A trouble such as starting the engine against the will of the driver due to an erroneous operation such as stepping on the engine is prevented. The determination in step S205 is not simply detecting that the shift lever is in the neutral position (N position), but detecting whether or not an operation for switching the shift lever from another position to the neutral position has been performed. . In other words, it is determined whether or not the sensor that detects the neutral position of the shift lever has been switched from the non-detection state to the detection state. That is, if the shift lever is in the neutral position when the brake is on, the engine is not started. In this case, once the shift lever is moved to a position other than the neutral position (for example, drive position, R position, etc.), the shift lever is moved again to the neutral position. Thereby, step S205 performs the next step S207.

  By this step S205, the engine is started based on the clear intention of starting the driving vehicle. By such an operation, a clear intention of “starting the engine” is confirmed with the driver.

  The engine stop operation when the engine control device 1 of the present invention is mounted on a vehicle mounted with a manual transmission will be described based on the flowchart shown in FIG.

When the setting switch state detection unit 12 detects that the setting switch is set to “M / T vehicle”, the following operation is executed. The configuration not particularly described in the following description is the same as that of the AT vehicle.

  Based on the signal supplied from the speed detector S1, it is determined whether the vehicle speed is 10 km / h or higher (step S301). This step S301 constitutes vehicle speed acquisition means. Similar to the above embodiment, the determination speed for determining whether the vehicle is traveling at a low speed is 10 km / h. If the vehicle speed is not 10 km / h or higher, there is a possibility that the vehicle is not in a normal traveling state. Therefore, it is further determined whether the vehicle speed is 10 km / h or lower continuously for a predetermined time (step S303). The predetermined time is 20 seconds. When it is 10 km / h or less continuously for 20 seconds, it is determined that it is necessary to continuously move at a low speed, such as when entering or leaving a parking lot or when entering a garage, and the process returns to step S301. The idling stop (engine stop) operation is not performed. Therefore, when the vehicle stops at a low speed, the engine does not automatically stop and the vehicle steering can be continued.

  If it is not 10 km / h or less continuously for 20 seconds, it is determined whether the speed is 10 km / h or less continuously after the engine is started by manual operation of the ignition key (step S305). If it is 10 km / h or less, it is determined that the vehicle has just started and the process returns to step S301, and the idling stop operation is not performed. Even in such a case, when starting the engine manually, the engine is not automatically stopped because it is often not suitable for idling stop, such as being out of the parking lot. Even if the vehicle speed is 10 km / h or less, if the vehicle speed is not 10 km / h or less continuously for 20 seconds and is not 10 km / h or less after manual start, step S307 described later is executed.

  In this embodiment, it is determined whether the state is suitable for idling stop by measuring the speed for a predetermined time. In addition, the frequency of switching on / off of the clutch is detected, and the predetermined frequency is determined. In the case described above (for example, when the clutch is repeatedly turned on and off three times or more in 15 seconds), it may be determined that it is necessary to travel at a low speed, and the idling stop may not be performed.

  If it is determined in step S301 that the speed is 10 km / h or higher, it is determined whether the brake is turned on (step S307). Step S307 constitutes a brake signal acquisition unit. When the brake is not turned on, it is determined that the driver does not intend to brake, and the engine is not stopped, so the process does not proceed to the next step. When the brake is turned on, it is determined that the driver intends to brake, and it is determined whether the vehicle speed has reached 0 km / h (step S309). If the vehicle speed has not reached 0 km / h, it is determined that the vehicle is still in an advancing state and is not in an idling state, so that the next step is not performed.

  When the vehicle speed has reached 0 km / h, it is determined that the engine can be stopped, and the timer processing unit 15 is instructed to start measurement. Then, it is determined whether a predetermined time has elapsed since the vehicle speed reached 0 km / h (step S311). This fixed time is preset, and is 3 seconds in this embodiment. The above steps S301 to S311 constitute stop determination means.

  The measurement for 3 seconds is measured by the timer processing unit 15. If the vehicle starts without passing 3 seconds (the vehicle speed exceeds 0 km / h), it is determined that the vehicle is traveling in a traffic jam and is not suitable for idling stop, so the engine is not stopped. If 3 seconds have elapsed, the engine is stopped (step S313). Alternatively, the measurement for 3 seconds may be canceled when the clutch is switched from OFF to ON. Step S313 constitutes stop means.

  FIG. 7 is a flowchart showing the engine automatic start operation. When the engine is started after being automatically stopped by the operation shown in FIG. 6, the engine can be automatically started under a predetermined condition described below.

  It is determined whether or not the alternator is driven (step S401). The drive of the alternator means the drive of the engine, and is for preventing a starting operation from being applied to the driving engine. If the alternator is not off, the subsequent steps are not executed. If the alternator is off, it is determined whether the shift lever is in the neutral position (step S403). If the engine is started in a state where the shiverer is not in the neutral position, the driving force may be transmitted to the wheels, so that it is in the neutral position. Therefore, if the shiver is not in the neutral position, the next step is not executed. Note that step S403 may be omitted. This is because the driving force can be prevented from being transmitted to the wheels if the clutch is disengaged.

  If the shift lever is in the neutral position, it is determined whether the clutch pedal has been depressed (step S405). If it is depressed, the engine is started (step S407). This step S407 constitutes engine starting means.

  The clutch pedal is depressed or the neutral position of the shift lever is a necessary condition for preventing power from being transmitted to the drive wheels when the engine is started, and the depression of the clutch pedal is an operation performed when the engine is started. For this reason, since the clutch pedal on operation (the operation of releasing the clutch) can be regarded as an intention to start the engine, the engine start is triggered by the clutch pedal being turned on.

  In the embodiment described above, the measurement time Ts (3 seconds) in Steps S113 and S311 may be changed according to the time during which the vehicle travels at a low speed (10 km / h or less). For example, a fixed time αt (for example, 5% (αt = 0.05)) with respect to the low-speed traveling time Tlow is set as a time Ts (= Tlow · αt) from when the vehicle is stopped until idling is automatically stopped. You can also

  In addition, when a certain time has elapsed after the engine has been automatically stopped, the LED output unit 14 serving as a notification unit can turn on the LED to prompt the driver to start the engine. By notifying in this way, battery consumption can be suppressed. As the notification means, in addition to notification by visual stimulation such as lighting of an LED, a notification device by auditory stimulation by buzzer, voice or the like can be used. The time until notification is set, for example, to the time (about 40 to 50 seconds) from when the signal turns red to when it turns blue. Or it is good also as a structure which alert | reports when a battery remaining charge becomes below a predetermined value based on the value supplied from a battery sensor, without setting with time. Specifically, it may be configured to notify when the output (voltage) of the battery is 80% or less during full charge. Moreover, it is good also as a structure which performs the control action which does not perform an engine stop based on detection of a battery remaining charge. In this case, for example, a step of detecting the output of the battery is provided before and after executing Steps S101 and S301, and the subsequent engine stop flowchart is not executed when the remaining battery level is smaller than a predetermined value. To do.

  If manual mode is selected, has manual switch-on been detected instead of steps S113 and S311? If the switch is on, the next engine stop step (step S115 or S313) is executed. If switch-on is not detected, the process returns to step S107 or S307.

  The embodiment described above discloses the following contents.

[1] Engine stop means for controlling automatic engine stop;
Engine state detecting means for detecting an engine stop state;
Engine starting means for controlling engine starting; and
Shift state detecting means for detecting the position of the shift lever of the automatic transmission,
A device for restarting the engine after the engine is automatically stopped by the engine stop means,
The engine starting means starts the engine when the engine state detecting means detects that the engine is in a stopped state and the shift state detecting means detects an operation for switching the shift state to the neutral state. Engine control device.

[2] Engine state detecting means for detecting an engine stop state;
Engine starting means for controlling the starting of the engine,
When the engine state detecting unit detects that the engine is stopped and the shift state detecting unit detects that the shift state is switched to the neutral state, the engine start unit starts the engine. The engine control device described.

[3] Engine stop means for controlling stop of the engine;
Shift state detecting means for detecting the position of the shift lever of the manual transmission,
Braking state detection means for detecting depression of the foot brake;
Vehicle speed detection means for detecting the vehicle speed;
A time measuring means for measuring elapsed time,
The engine stop means is an engine after the brake state detection means detects that the brake is depressed, the vehicle speed detection means detects vehicle speed zero, and the time measurement means detects the vehicle speed is zero. It has stop determination means for determining that the engine is stopped when the rotation time has passed a predetermined time or more and all the conditions are satisfied, and stop means for stopping the engine based on the stop determination of the stop determination means. An engine control device.

[4] Engine state detection means for detecting an engine stop state;
Clutch detecting means for detecting the clutch connection state;
Engine starting means for controlling the starting of the engine,
The engine start means starts the engine when the engine state detection means detects that the engine is stopped and the clutch detection means detects that the clutch is disengaged. The engine control device described.

[5] The stop determination means changes the engine rotation time from when the vehicle speed becomes zero to when the engine is stopped, according to the length of time during which the vehicle speed is traveling below a predetermined speed. The engine control device according to any one of to [4].

[6] The stop determination means does not stop the engine when the vehicle is continuously running at a predetermined speed or less after the engine is manually started, and any one of the above [1] to [5] The engine control apparatus according to 1.

[7] The stop determination means does not stop the engine when the absolute value of the slope of the speed time curve from when the brake is started until the vehicle speed becomes zero is greater than a threshold value. [6] The engine control device according to any one of [6].

[8] The system according to any one of [1] to [7], further including notification means for notifying a driver that a predetermined time has elapsed when a predetermined time has elapsed since the engine was stopped by the engine stop means. Engine control device.

[9] An engine control device attached to an engine control circuit of an automobile,
Engine stop means for controlling engine stop; and
Brake signal acquisition means for acquiring a brake detection signal for detecting depression of the brake;
Vehicle speed acquisition means for detecting the vehicle speed;
Time measuring means for measuring elapsed time;
A detection signal acquisition means for acquiring a detection signal;
The detection signal acquisition means acquires either one of a detection signal for detecting at least one of a neutral position or a drive position of the shift lever position of the automatic transmission or a detection signal for detecting a clutch engagement state,
The engine stop means is that the brake is depressed, the vehicle speed is zero, the detection signal acquisition means is acquiring a signal, and the engine rotation time after the vehicle speed is zero has elapsed for a predetermined time. An engine control device for stopping the engine when all the conditions of the operation are satisfied.

  According to the invention described in [1] above, the engine is not stopped until a predetermined time elapses after the vehicle speed becomes zero, so that the engine is suppressed from being stopped in a traffic jam.

  According to the invention described in [2] above, since the engine is started when the transmission is switched to the neutral state, power is not unexpectedly transmitted to the drive wheels. Further, since the engine is started by using the shift lever switching operation as a trigger, the engine is started at a timing that matches the driver's intention, and there is no inconvenience that the engine is unexpectedly started against the driver's intention. .

  According to the invention described in [3] above, the engine is not stopped until a predetermined time elapses after the vehicle speed becomes zero, so that the engine is suppressed from being stopped in a traffic jam.

  According to the invention described in [4] above, the engine is started when the clutch disengaged state is detected, so that power is not unexpectedly transmitted to the drive wheels. Further, since the engine is started by using the clutch disengagement operation as a trigger, there is no inconvenience that the engine is started at a timing that matches the driver's intention, and the engine is unexpectedly started contrary to the driver's intention.

  According to the invention described in [5] above, it is determined that it is necessary to intermittently continue the steering of the vehicle according to the time during which the vehicle speed is traveling below the predetermined speed, and the idling time is increased. The engine stop against the driver's will is suppressed. For example, when the vehicle is looking for a parking position in a parking lot or when it is necessary to steer the vehicle back and forth and right and left at a low speed, such as when entering a garage, the engine is not stopped and a smooth operation is ensured.

  According to the invention described in [6] above, when the vehicle is continuously running at a predetermined speed or less after the engine is manually started, the vehicle is in a situation other than a traffic jam, such as leaving the garage. Therefore, the engine was not stopped. Thereby, the engine stop contrary to a driver | operator's will is suppressed and smooth vehicle operation is ensured.

  According to the invention described in [7] above, when a sudden brake is applied, the engine is stopped due to an unexpected situation of the driver, so that the engine is not automatically stopped and normal engine control is ensured.

  According to the invention described in [8] above, when the engine is stopped by the engine stop means, power generation by the alternator is not performed, and electric power stored in the battery is consumed. For this reason, when a predetermined time has elapsed after the stop, the driver is informed and battery consumption is suppressed.

  According to the invention described in [9] above, the signal acquired by the signal acquisition unit is acquired as either a detection signal for detecting a neutral position or a detection signal for detecting a clutch engagement state by a shift lever of the automatic transmission. With this configuration, the engine control device can be attached to both a vehicle equipped with an automatic transmission and a vehicle equipped with a manual transmission.

It is a block diagram which shows the structure of the engine control system circuit of a motor vehicle. It is a block diagram which shows the structure of an engine control apparatus. It is a flowchart which shows an engine stop operation | movement. It is a graph showing the speed time correlation diagram at the time of a stop. It is a flowchart which shows an engine starting operation | movement. It is a flowchart which shows the engine stop operation | movement in other embodiment. It is a flowchart which shows the engine starting operation | movement in other embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine control apparatus 10 Control part 20 Relay 3 Engine S1 Speed detection part S2 Brake detection part S3 Engine state detection part S4 (S5) Shift lever / clutch detection part

Claims (2)

An engine control device attached to an engine control circuit of an automobile,
Engine stop means for controlling engine stop; and
Engine starting means for controlling restart of the engine after the engine is automatically stopped by the engine stopping means;
Engine state detecting means for detecting an engine stop state;
Brake signal acquisition means for acquiring a brake detection signal for detecting depression of the brake;
Vehicle speed acquisition means for detecting the vehicle speed;
Time measuring means for measuring elapsed time;
A detection signal acquisition means for acquiring a detection signal;
The detection signal acquisition means acquires either one of a detection signal for detecting at least one of a neutral position or a drive position of the shift lever position of the automatic transmission or a detection signal for detecting a clutch engagement state,
The engine stop means is that the brake is depressed, the vehicle speed is zero, the detection signal acquisition means is acquiring a signal, and the engine rotation time after the vehicle speed is zero has elapsed for a predetermined time. When all the conditions are met,
The engine starting means starts the engine when the engine state detecting means detects that the engine is in a stopped state and the shift state detecting means detects an operation for switching the shift state to the neutral state. Engine control device. The engine control device according to claim 1, further comprising a pair of connectors respectively connected to a pair of connectors provided on a wiring connecting an ignition switch of an automobile and an engine control output unit.

Images