JP5197507B2 - Control device for idle stop car - Google Patents

Description

  The present invention relates to a control device for an idle stop vehicle in which an electronic control unit (ECU) such as various control units and sensors is connected to an in-vehicle network, and more specifically, a brake that controls a hill start when the engine is restarted. The present invention relates to prevention of misdiagnosis of communication interruption of a control unit.

Conventionally, in an idling stop vehicle, an ECU of various functions such as an idling stop control unit (eco-run control unit) and a brake control unit, various sensors, and an ECU of a meter unit are provided by a CAN (Controller).
It is connected via an in-vehicle network such as Area Network. Then, based on communication via the in-vehicle network, when a predetermined idle stop condition is established and the vehicle stops running, the engine throttle is stopped by the request signal from the idle stop control unit, and then the engine is stopped. When a predetermined restart condition is satisfied, the starter is operated by the request signal from the idle stop control unit to restart the engine, thereby improving fuel consumption. In addition, when restarting an engine that has been stopped due to idle stop, if the battery is removed to prevent each control unit from being accidentally reset and initialized in response to a decrease in the power supply voltage of the battery power supply during the cranking period In other cases, the ECU is not reset (see, for example, Patent Document 1 (paragraphs [0013], [0031]-[0033], [0080], FIG. 1, FIG. 17, etc.)).

JP 2006-328965 A

  A brake control unit or the like of this type of idle stop vehicle diagnoses the presence or absence of communication interruption from mutual diagnostic communication with other units via the in-vehicle network. When the communication interruption is diagnosed, information reception and control are stopped.

  By the way, when restarting the engine from an idle stop, the power supply voltage supplied to the ECU of each control unit from the in-vehicle battery drops during the cranking period, and the control unit that is not compensated for power supply by the backup power supply operates. There is a possibility not to.

  On the other hand, in this type of idle stop vehicle, the brake control unit has a hill start control function, and when the engine is restarted during idle stop on a slope or the like, the driver switches from the brake pedal to the accelerator pedal. Therefore, it is desired to improve safety so that the vehicle does not slide down. In this case, power supply of the brake control unit or the like is compensated for by the backup power supply that boosts the voltage of the on-vehicle battery against the decrease of the power supply voltage at the restart, and the brake actuator is controlled by the control of the brake control unit during the cranking period. It is conceivable to control the hill start by maintaining the hydraulic pressure of the wheel cylinder.

  However, when restarting the engine based on the capacity of the in-vehicle battery, the units other than the necessary control unit and the like are not supplied with the backup power supply, and the power supply voltage is lowered to be stopped. In this case, the brake control unit erroneously diagnoses that communication has been interrupted despite the fact that the brake control unit can communicate with other units in a stopped state, and the Hill Start There is a possibility that it is impossible to control.

  It is an object of the present invention to ensure that hill start control can be performed by preventing a brake control unit from making a false diagnosis of communication interruption when restarting an engine stopped at an idle stop. And

  In order to achieve the above object, the idle stop vehicle control device of the present invention, when restarting the engine due to establishment of a predetermined restart condition during idle stop, by a brake control unit connected to the in-vehicle network, A control device for an idle stop vehicle that executes the hill start control and maintains the hydraulic pressure of the wheel cylinder on the condition that the diagnosis result of the presence or absence of mutual communication interruption with other units in the in-vehicle network does not cause communication interruption And a backup power supply for supplying backup power to the brake control unit when the engine is restarted, wherein the brake control unit is not supplied with the backup power supply for the in-vehicle network during the restart of the engine. Diagnostic means that does not diagnose the presence or absence of communication interruption with the unit; It is characterized by having a hill start control means for executing control of the hill start on the basis of the diagnosis result of the diagnosis unit in the serial engine restart (claim 1).

  In the case of the invention of claim 1, when restarting the engine stopped at the idle stop, the brake control unit is operated by the backup power supply from the backup power source. Since the diagnosis means during engine restart does not diagnose the presence or absence of communication interruption with other units that are not backed up, power is not erroneously diagnosed. Furthermore, since the diagnosis result of the diagnosis means does not cause communication interruption, the hill start control means always executes hill start control during engine restart, and controls the brake actuator to maintain the brake hydraulic pressure of the wheel cylinder.

  Therefore, when restarting the engine stopped at the idle stop, the brake control unit does not make a misdiagnosis of the communication interruption, so that the hill start control can be performed reliably. Stop safety is improved.

It is a block diagram of one embodiment of the present invention. It is a timing chart explaining each part operation | movement of FIG. It is a flowchart of the diagnostic process of FIG.

  Next, in order to describe the present invention in more detail, an embodiment will be described in detail with reference to FIGS.

  FIG. 1 shows a configuration related to idle stop of an idle stop vehicle 1 to which the present invention is applied, 2 is a brake pedal of the idle stop vehicle 1, and 3 is a master cylinder to which a pedal force of the brake pedal 2 is applied via a brake booster 4. Reference numeral 5 denotes a pipe connected to the master cylinder 3, and 6 denotes a brake actuator in which a master cut solenoid valve 7 is connected to the pipe 5. 7FL and 7FR are the left and right front wheel wheel cylinders of the idle stop vehicle 1, and 7RL and 7RR are the left and right rear wheel wheel cylinders of the idle stop vehicle 1, for example, one system from the master cut solenoid valve 7. The left front wheel wheel cylinder 7FL and the right rear wheel wheel cylinder 7RR are connected to the pipes 8FL, 8RR, and the other system pipe 8FR, 8RL from the master cut solenoid valve 7 is connected to the right front wheel wheel cylinder 7FR, The left rear wheel cylinder 7RL is connected.

  Next, the idle stop vehicle 1 is provided with, for example, a CAN in-vehicle network 9, and the in-vehicle network 9 includes an idle stop control unit (eco-run control unit) 10, a brake control unit 11 in the actuator 6, an engine control unit 12, The transmission control unit 13, the steering angle sensor 14, the yaw rate sensor 15, and the ECUs of various meters 16 such as the vehicle speed are connected. The ECUs of the control units 11 to 13, the sensors 14 and 15, the meter 16, etc. Exchange information via. At that time, the ECUs such as the control units 10 to 13 communicate with each other through the in-vehicle network 9 for communication with the other control units 10 to 13 and the ECUs such as the sensors 14 and 15 and the meter 16. Diagnose the presence or absence of communication interruption (self-diagnosis). The engine control unit 12 controls the throttle opening of an engine (not shown), and the transmission control unit 13 controls a continuously variable transmission or a stepped transmission of the transmission.

  By the way, the idle stop control unit 10, the brake control unit 11, and the like are supplied with power from a vehicle-mounted 12 V battery 17. Further, the idle stop control unit 10 incorporates a booster circuit 10a which is a backup power source of the present invention. The booster circuit 10a supplies a power source obtained by boosting the power source of the battery 17 when the engine is restarted, and the idle stop control unit 10 and the brake control unit. Power is supplied as a backup power source only to a required control unit such as 11. The brake control unit 11 uses the built-in OR circuit 11a to select a higher power supply voltage from the battery 17 and the power supply from the booster circuit 10a as a power source, and operates with the selected power source. Therefore, during the cranking period when the engine is restarted when the voltage of the battery 17 is greatly reduced, the brake control unit 11 operates with power supply compensated by a backup power source having a sufficient voltage of the booster circuit 10a that boosts the voltage of the battery 17. To do.

  Next, the idle stop control unit 10 and the brake control unit 11 will be further described.

  The idle stop control unit 10 collects information such as a master cylinder pressure and a vehicle speed based on communication via the in-vehicle network 9, and when the driver steps on the brake pedal 2 in a state where a predetermined idle stop condition is satisfied, the vehicle speed is increased. When the running of the idle stop vehicle 1 is stopped at 0, the engine is stopped by narrowing the fuel throttle of the engine. Thereafter, the driver switches from the brake pedal to the accelerator pedal, and when a predetermined restart condition is satisfied during idle stop, the starter (not shown) is operated to restart the engine. Note that, as described above, the booster circuit 10a of the idle stop control unit 10 supplies power to the brake control unit 11 with the backup power source that boosts the power source of the battery 17.

  In the case of this embodiment, the brake control unit 11 includes known ABS (anti-lock brake system) control means, TCS (traction control system) control means, and skid prevention control means formed by a software processing program. And a diagnostic means and a hill start control means of the present invention.

  The brake control unit 11 then transmits information on the other control units 10, 12, 13, sensors 14, 15, and meter 16 via the in-vehicle network 9 and the hydraulic pressures (brake hydraulic pressures) of the master cylinder 3 and the wheel cylinders 7 FL to 7 RR. ) And the like, the master cut solenoid valve 7 of the actuator 6 is controlled, and ABS, TCS, and skid prevention control are selectively performed at an appropriate timing during traveling and braking.

  In addition, the diagnosis means of the brake control unit 11 is set so as not to diagnose the presence or absence of communication interruption with other units not receiving the backup power supply in the in-vehicle network 9 during restart of the engine stopped at the idle stop. The The hill start control means of the brake control unit 11 executes hill start control based on the diagnosis result of the diagnosis means during engine restart.

  That is, a control unit, a sensor, or the like that is not supplied with backup power from the booster circuit 10a during engine restart in the brake control unit 11 is set in advance. Based on this setting, the diagnostic power of the brake control unit 11 is supplied by the backup power. Only the control unit, the sensor, etc., are diagnosed as to whether or not communication is lost with each other via the in-vehicle network 9. For this reason, the brake control unit 11 does not cause a communication failure due to the diagnosis result of the presence or absence of the communication interruption during the engine restart, and does not make a false diagnosis.

  Further, the hill start control means of the brake control unit 11 always executes the hill start control to control the brake actuator 6 because the diagnosis result of the diagnosis means does not break during the engine restart. The hydraulic pressure of the cylinders 7FL to 7RR is maintained at an appropriate brake force hydraulic pressure.

  Therefore, during the restart of the engine stopped at the idle stop, the brake control unit 11 can reliably execute the hill start control and prevent the idle stop vehicle 1 from slipping down when starting on a slope. Stop safety is improved.

  FIG. 2 shows the state change of each part of the idle stop vehicle 1 when the engine stopped by the idle stop is restarted, (a) shows the state of the engine, (b) shows the vehicle speed, and (c) shows the brake pedal 2. (D) is the engine speed, (e) is the voltage of the battery 17 (battery voltage), (f) is the voltage of the backup power source of the booster circuit 10a, and (g) is brake control from the idle stop control unit 10. Hill start execution request signal to the unit 11, (h) is an on (close) command signal for the master cut solenoid valve 7, (i) is the hydraulic pressure of the master cylinder, and (j) is the hydraulic pressure of the wheel cylinders 7FL to 7RR. The time change of is shown.

  When the brake pedal 2 is depressed and the vehicle speed is reduced to zero while the predetermined stop condition is satisfied during engine rotation Ta (FIG. 2 (d)), the idle stop control unit 10 starts determining the gradient at time t1. Then, a hill start execution request signal is sent from the idle stop control unit 10 to the brake control unit 11 via the in-vehicle network 9 (FIG. 2 (g)). Based on the reception of the execution request signal, the hill start control means of the brake control unit 11 generates an ON signal of the master cut solenoid valve 7 to turn on (close) the master cut solenoid valve 7 (FIG. 2 (h)). The hydraulic pressure of the wheel cylinders 7FL to 7RR is maintained at the hydraulic pressure immediately before the brake force (FIG. 2 (j)). In this state, the engine control unit 12 narrows down the fuel throttle of the engine, so that the rotation of the engine is reduced during the engine stop transition period Tb, and the engine stops at time t3 and enters an idle stop state (engine stop) ( FIG. 2 (d)).

  Next, during the engine stop period (during idle stop) Tc, the driver switches from the brake pedal 2 to the accelerator pedal, and at time t4, the hydraulic pressure in the master cylinder decreases to a constant pressure Pm (FIG. 2 (i)), and engine control is performed. When the unit 12 operates the starter, cranking occurs, and the voltage of the battery 17 greatly decreases during the engine start transient period (cranking period) Td (FIG. 2 (e)). At this time, the backup power source of the booster circuit 10a is fed to the brake control unit 11, and the brake control unit 11 continues to operate (FIG. 2 (f)). At time t4, the hill start execution request signal stops, but the master cut solenoid valve 7 is kept on (closed) during the transition period Td by the control of the hill start control means (FIG. 2 (h)). ). Therefore, even if the hydraulic pressure of the master cylinder 3 decreases, the hydraulic pressure of the wheel cylinders 7FL to 7RR is maintained at a sufficient hydraulic pressure, and the hill start control is performed (FIG. 2 (j)).

  Then, the engine reaches a complete explosion state at time t5, the power supply voltage of the battery 17 is restored, and the idle stop vehicle 1 starts at the start time t6 of Te during engine rotation thereafter.

  In this case, the period Tf from the time t4 to the time t6 is the hill start control execution period, and the idle stop vehicle 1 does not slide down during this period Tf due to the start of a slope.

  FIG. 3 shows the operation of the diagnostic means of the brake control unit 11. When it is confirmed in step S1 that the vehicle speed is 6 km or less, for example, the diagnostic means moves to step S2 and the diagnostic means is a control unit or sensor to which backup power is supplied. Diagnose the presence or absence of mutual communication interruption only with.

  As described above, when the idle stop vehicle 1 of the present embodiment restarts the engine stopped at the idle stop, the brake control unit 11 does not make a misdiagnosis of the communication interruption, and the hill start control is reliable. This will improve the safety of idle stop.

  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 thereof. For example, the backup power supply is an idle stop control unit. 10 may be provided as a separate power source, or may be provided in a control unit different from the idle stop control unit 10.

  Moreover, what kind and number of control units etc. may be connected to the in-vehicle network 9, and the in-vehicle network 9 is not limited to CAN. Further, the piping configuration of the brake actuator 6 and the wheel cylinders 7FL to 7RR may be any.

  The present invention can be applied to various idle stop vehicles.

DESCRIPTION OF SYMBOLS 1 Idle stop vehicle 6 Brake actuator 7FL-7RR Wheel cylinder 9 In-vehicle network 10 Idle stop control unit 10a Booster circuit 11 Brake control unit 12 Engine control unit 13 Transmission control unit

Claims (1)

When the engine is restarted due to the establishment of a predetermined restart condition during idle stop, the brake control unit connected to the in-vehicle network communicates the diagnosis result of the presence or absence of mutual communication with other units in the in-vehicle network. A control device for an idle stop vehicle that executes the hill start control and maintains the hydraulic pressure of the wheel cylinder on the condition that there is no interruption,
Comprising a backup power source for supplying backup power to the brake control unit when restarting the engine;
The brake control unit is
Diagnostic means that does not diagnose the presence or absence of the communication interruption with other units that are not backed up in the in-vehicle network during the restart of the engine,
A control device for an idle stop vehicle, comprising: a hill start control means for executing the hill start control based on a diagnosis result of the diagnosis means during restart of the engine.

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