JP6799486B2 - Idling stop controller - Google Patents

Description

The present invention relates to an idling stop control device.

In recent years, from the viewpoint of improving the fuel efficiency of a vehicle, for example, a vehicle having an idling stop function that automatically stops the engine when the vehicle is stopped at a traffic light and restarts the engine when the vehicle is started. Has been put into practical use. In the case of a hybrid vehicle equipped with an engine and an electric motor as a drive source, the engine is automatically stopped in the motor running mode or the regenerative motor using only the electric motor, and the motor running mode or the regenerative mode is switched to another mode. Then, a technique for restarting the engine has been proposed. When restarting the engine, it may be performed by a restart device (for example, an ISG (Integrated Starter Generator)) provided separately from the starter.

For example, Patent Document 1 includes an engine and a motor generator as drive sources, and when a predetermined stop condition is satisfied (for example, all the torque to be transmitted to the wheels corresponding to the amount of depression of the accelerator pedal is transmitted to the motor. An engine that performs automatic stop control to stop the engine when it can be generated by a generator) and also performs automatic return control to return the engine to the operating state when a predetermined return condition is satisfied during the automatic stop control of the engine. The start control device is disclosed. This engine start control device includes a motor generator as a first start device for starting an engine and a motor generator of the drive source described above as a second start device, and includes a first start device and a second start device. The automatic stop control of the engine is prohibited when the engine cannot be restarted by at least one of the starting devices of.

Japanese Unexamined Patent Publication No. 2000-145493

When the engine cannot be restarted by using the restart device as in the technique disclosed in Patent Document 1, if the automatic stop control (idling stop) of the engine from the next time onward is prohibited, the above-mentioned predetermined stop condition is satisfied. Even so, the engine is not stopped, so the engine consumes unnecessary fuel. However, even if the engine cannot be restarted using the restart device, the restart device can be temporarily restarted in a state such as the engine (for example, engine friction is large) instead of being out of order. It may not have been. Even in such a case, if the idling stop is prohibited from the next time onward, unnecessary fuel is consumed by the engine, resulting in deterioration of fuel efficiency.

The present invention has been made to solve the above problems, and it is possible to suppress deterioration of fuel efficiency even when the engine cannot be restarted using the restart device temporarily. An object of the present invention is to provide an idling stop control device.

The idling stop control device according to the present invention is an idling stop control device that automatically stops the engine according to the driving state of the vehicle, and the vehicle speed acquisition means for acquiring the vehicle speed and the vehicle speed acquired by the vehicle speed acquisition means are used. When the vehicle is within the permitted vehicle speed range that allows idling stop and the driving state of the vehicle satisfies the automatic stop condition, the engine is automatically stopped by the stop control means for automatically stopping the engine and the stop control means. After that, if the driving condition of the vehicle satisfies the restart condition, the restart control means for restarting the engine using the restart device, and if the engine cannot be restarted using the restart device, the permitted vehicle speed The area is provided with a permitted vehicle speed region changing means for changing the region from the permitted vehicle speed region to a restricted permitted vehicle speed region excluding the prohibited vehicle speed region for prohibiting idling stop, and the stop control means is changed to the restricted permitted vehicle speed region. In this case, the engine is automatically stopped when the vehicle speed acquired by the vehicle speed acquisition means is within the restricted permitted vehicle speed range and the driving state of the vehicle satisfies the automatic stop condition.

In the idling stop control device according to the present invention, when the engine cannot be restarted by using the restart device, the permitted vehicle speed region for which idling stop is permitted is changed to the restricted permitted vehicle speed region excluding a part of the vehicle speed region. Then, in the idling stop control device according to the present invention, the idling stop control is continued using this restricted permitted vehicle speed region, and when the vehicle speed is within the restricted permitted vehicle speed region and the driving state of the vehicle satisfies the automatic stop condition, the engine Is automatically stopped. As a result, the opportunity to restart the engine using the restart device is obtained again, so that the failure of the restart device is judged multiple times without judging that the failure of the restart device is caused by one restart failure. be able to. Further, even if the restart of the engine fails, the engine can be automatically stopped when the conditions are satisfied, so that unnecessary fuel consumption in the engine can be suppressed. As described above, according to the idling stop control device according to the present invention, even if the engine cannot be restarted temporarily using the restart device, the restricted permitted vehicle speed range that is more restricted than usual is used. By continuing the idling stop control, it is possible to suppress the deterioration of fuel consumption due to the prohibition of idling stop.

In the idling stop control device according to the present invention, when the permitted vehicle speed region changing means is changed to the restricted permitted vehicle speed region and the engine can be restarted by using the restart device, the restricted permitted vehicle speed region is expanded. Is preferable. With this configuration, if the engine is successfully restarted, the restricted permitted vehicle speed range is expanded (including the case of returning to the normal permitted vehicle speed range), so the conditions for automatically stopping the engine are relaxed. Therefore, deterioration of fuel efficiency can be further suppressed.

In the idling stop control device according to the present invention, when the permitted vehicle speed region changing means is changed to the restricted permitted vehicle speed region and the engine cannot be restarted by using the restart device, the permitted vehicle speed region is restarted from the restricted permitted vehicle speed region. It is preferable to further exclude the vehicle speed region that could not be started. By continuing the idling stop control using this further restricted restricted vehicle speed range, even if the engine restart fails more than once, the restart device failure judgment is not made without judging the restart device failure. Can be done again.

In the idling stop control device according to the present invention, it is preferable that the vehicle includes an engine and an electric motor as a drive source, and the restricted permitted vehicle speed region includes a first permitted vehicle speed region capable of traveling only by the driving force of the electric motor. With this configuration, the engine is automatically stopped when the vehicle speed is within the first permitted vehicle speed range of the restricted permitted vehicle speed region and the driving state of the vehicle satisfies the automatic stop condition, but the engine is automatically stopped. Even if the engine cannot be restarted by using the restart device, the vehicle can be driven by using only the electric motor as a fail-safe.

In the idling stop control device according to the present invention, it is preferable that the upper limit vehicle speed in the first permitted vehicle speed region is changed according to the charge rate of the battery that supplies electric power to the electric motor. With this configuration, when the battery charge rate is high, the upper limit vehicle speed in the first permitted vehicle speed range is increased, the restricted permitted vehicle speed range is expanded, and the condition for automatically stopping the engine is relaxed. , The deterioration of fuel efficiency can be further suppressed.

In the idling stop control device according to the present invention, the restricted permitted vehicle speed region preferably includes a second permitted vehicle speed region in which the engine can be restarted by using the power from the drive wheels of the vehicle. With this configuration, the engine is automatically stopped when the vehicle speed is within the second permitted vehicle speed range of the restricted permitted vehicle speed region and the driving state of the vehicle satisfies the automatic stop condition, but the engine is automatically stopped. Even if the engine cannot be restarted using the restart device, the engine can be restarted using the power from the drive wheels as a fail-safe.

In the idling stop control device according to the present invention, it is preferable that the lower limit vehicle speed in the second permitted vehicle speed region is changed according to the gradient information of the road surface on which the vehicle is traveling. With this configuration, when the vehicle is going down a slope, the larger the slope, the lower the lower limit vehicle speed in the second permitted vehicle speed range, so that the restricted permitted vehicle speed range is expanded and the engine is automatically stopped. The conditions for this are alleviated, and deterioration of fuel efficiency can be further suppressed.

According to the present invention, it is possible to suppress deterioration of fuel efficiency even when the engine cannot be restarted using the restart device temporarily.

It is a figure which shows typically the structure of the hybrid vehicle which mounts the idling stop control device which concerns on embodiment. It is a block diagram which shows the structure of the idling stop control device which concerns on embodiment. It is a figure which shows the permitted vehicle speed region and the restricted permitted vehicle speed region used in the idling stop control device which concerns on embodiment. It is a figure which shows an example of the running state of the hybrid vehicle which mounts the idling stop control device which concerns on embodiment. It is a table which shows the success / failure pattern of the restart of an engine under the control by the idling stop control device which concerns on embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts. Further, in each figure, the same elements are designated by the same reference numerals, and duplicate description will be omitted.

In the embodiment, the idling stop control device according to the present invention is applied to a hybrid vehicle including an engine and an electric motor as a drive source. The hybrid vehicle according to the embodiment has, as driving modes, for example, a motor driving mode in which the vehicle travels only by the driving force of the electric motor (hereinafter referred to as "EV driving mode"), and the driving force of the engine and the driving force of the electric motor. It has a hybrid driving mode in which the vehicle travels (hereinafter referred to as "HEV driving mode") and a regeneration mode in which the vehicle is regenerated by an electric motor. The HEV driving mode includes a case where the vehicle is driven only by the driving force of the engine. In the idling stop control device according to the embodiment, the engine is automatically stopped not only when the vehicle is stopped but also when the vehicle is in the EV traveling mode or the regenerative mode.

The configuration of the hybrid vehicle 2 on which the idling stop control device 1 according to the embodiment is mounted will be described with reference to FIG. FIG. 1 is a diagram schematically showing a configuration of a hybrid vehicle 2 on which the idling stop control device 1 according to the embodiment is mounted.

The hybrid vehicle 2 includes an engine 10 and an electric motor 20 as drive sources. The hybrid vehicle 2 is provided with a continuously variable transmission (CVT (Continuously Variable Transmission)) 30 as a transmission.

The engine 10 may be of any type, and is, for example, a horizontally opposed 4-cylinder gasoline engine. The engine 10 is controlled by an ECU (Engine Control Unit) 60, which will be described later.

The engine 10 is started by the starter 11 at the first start when the ignition switch (not shown) is turned on. Further, the engine 10 is started by the ISG 12 (corresponding to the restart device described in the claims) at the time of restarting after being automatically stopped by the idling stop function. The starter 11 and ISG 12 are controlled by the ECU 60.

The starter 11 is a starting device for starting the engine 10 for the first time. A pinion gear 11a is provided on the output shaft of the starter 11. In the starter 11, when the engine 10 is started, the pinion gear 11a meshes with the ring gear 11b. The ring gear 11b is provided on the outer peripheral surface of the torque converter 31 described later.

The ISG 12 is a restart device for restarting the engine 10 and functions as an electric motor. Further, the ISG 12 functions as a generator that converts the rotational energy of the engine 10 into electrical energy. The ISG 12 is connected to the crankshaft 10a of the engine 10 via a drive belt 13.

The electric motor 20 functions as an electric motor and also functions as a generator. The electric motor 20 is, for example, a three-phase AC type motor generator. The electric motor 20 generates electricity by utilizing the rotation of the wheels when the vehicle is decelerated. The electric motor 20 is controlled by the inverter 21.

The inverter 21 converts the DC power of the high-voltage battery 22 into AC power, and supplies the AC power to the electric motor 20. Further, the inverter 21 converts the AC power generated by the electric motor 20 by regeneration into DC power. This converted electrical energy is stored in the high voltage battery 22. The inverter 21 is controlled by an MCU (Motor Control Unit) 61, which will be described later. The high-voltage battery 22 is a battery having a higher voltage than the auxiliary battery (not shown), and is, for example, a battery of several hundred V. The high voltage battery 22 is, for example, a lithium ion battery.

The continuously variable transmission 30 converts the driving force from the engine 10 and outputs it. The continuously variable transmission 30 includes a torque converter 31, an input side clutch 32, and a variator 33.

The torque converter 31 has a clutch function and a torque amplification function. The torque converter 31 mainly includes a pump impeller 31a, a turbine liner 31b, and a stator 31c. The pump impeller 31a is connected to the crankshaft 10a of the engine 10 to create an oil flow. The turbine liner 31b is arranged so as to face the pump impeller 31a, and receives the driving force of the engine 10 via oil to drive the output shaft (turbine shaft 31e). The stator 31c is arranged between the pump impeller 31a and the turbine liner 31b, rectifies the discharge flow (return) from the turbine liner 31b, and reduces it to the pump impeller 31a to generate a torque amplification action.

Further, the torque converter 31 includes a lockup clutch 31d that directly connects the input (crankshaft 10a) and the output (turbine shaft 31e). The torque converter 31 amplifies and transmits the driving force of the engine 10 when the lockup clutch 31d is not engaged (when not locked up), and when the lockup clutch 31d is engaged (when locked up). The driving force of the engine 10 is directly transmitted to.

The input side clutch 32 is provided in the power transmission path between the torque converter 31 and the variator 33 (primary pulley 33c side). The turbine shaft 31e of the torque converter 31 is connected to one side of the input side clutch 32, and the primary shaft 33a of the variator 33 is connected to the other side. The input side clutch 32 is a clutch for disconnecting the engine 10 from the drive wheel 40 side in the EV traveling mode or the regenerative mode. The input-side clutch 32 is, for example, a clutch incorporated in a forward / backward movement switching mechanism that switches between forward movement and reverse movement (forward rotation and reverse rotation of the drive wheels 40) of the vehicle. The input side clutch 32 is a hydraulic clutch. The input side clutch 32 has an oil chamber, and the torque capacity (fastening force) is variable according to the oil pressure supplied to the oil chamber. Flood control is supplied to the oil chamber of the input side clutch 32 from the valve body 38, which will be described later.

The variator 33 has a primary shaft 33a connected to the crankshaft 10a of the engine 10 via the torque converter 31 and an input side clutch 32, and a secondary shaft 33b arranged in parallel with the primary shaft 33a. .. The primary shaft 33a is provided with a primary pulley 33c. The secondary shaft 33b is provided with a secondary pulley 33d. A chain 33e for transmitting a driving force is hung between the primary pulley 33c and the secondary pulley 33d.

The primary pulley 33c has a fixed pulley 33f and a movable pulley 33g. The fixed pulley 33f is joined to the primary shaft 33a. The movable pulley 33g faces the fixed pulley 33f and is mounted so as to be slidable in the axial direction of the primary shaft 33a and unable to rotate relative to each other. The primary pulley 33c is configured so that the cone surface spacing (that is, the pulley groove width) between the fixed pulley 33f and the movable pulley 33g can be changed. A primary drive oil chamber (hydraulic cylinder chamber) 33h is formed in the movable pulley 33g. For example, the valve body 38, which will be described later, supplies the primary drive oil chamber 33h with a shifting hydraulic pressure for changing the pulley ratio (gear ratio).

The secondary pulley 33d has a fixed pulley 33i and a movable pulley 33j. The fixed pulley 33i is joined to the secondary shaft 33b. The movable pulley 33j faces the fixed pulley 33i and is mounted so as to be slidable in the axial direction of the secondary shaft 33b and not to rotate relative to each other. The secondary pulley 33d is configured so that the width of the pulley groove between the fixed pulley 33i and the movable pulley 33j can be changed. A secondary drive oil chamber (hydraulic cylinder chamber) 33k is formed in the movable pulley 33j. The secondary drive oil chamber 35k is supplied with clamp hydraulic pressure for preventing the chain 33e from slipping, for example, from a valve body 38 described later.

In the variator 33, the gear ratio is changed steplessly by changing the pulley groove widths of the primary pulley 33c and the secondary pulley 33d and changing the ratio of the winding diameter of the chain 33e to the pulleys 33c and 33d (pulley ratio). To do. Assuming that the winding diameter of the chain 33e with respect to the primary pulley 33c is Rp and the winding diameter of the chain 33e with respect to the secondary pulley 33d is Rs, the gear ratio i is represented by i = Rs / Rp.

A reduction drive gear 34 is connected to the output shaft (secondary shaft 33b) of the variator 33. The reduction driven gear 35 meshes with the reduction drive gear 34. One side of the output side clutch 36 is attached to the reduction driven gear 35.

The output side clutch 36 is provided in the power transmission path between the variator 33 (secondary pulley 33d side) and the drive wheels 40. The output side clutch 36 has a secondary shaft 33b connected to one side via a reduction drive gear 34 and a reduction driven gear 35, and a propeller shaft 41 connected to the other side. The output side clutch 36 is a fuse clutch for protecting the variator 33 (preventing the chain 33e from slipping) when an excessive torque is input from the drive wheels 40. The output side clutch 36 slides (slips) due to the excessive torque from the drive wheels 40, thereby reducing (relaxing) the excessive torque. The output side clutch 36 is a hydraulic clutch similar to the input side clutch 32.

The other end of the propeller shaft 41 is connected to the differential 42. The left and right drive shafts 43, 43 are connected to the differential 42. Drive wheels 40, 40 are attached to the drive shafts 43, 43.

An oil pump 50 is provided to supply hydraulic oil to a hydraulic system such as a torque converter 31, an input side clutch 32, a variator 33, and an output side clutch 36. A driven sprocket 51 is attached to one side of the rotor shaft 50a of the oil pump 50. A drive sprocket 53 is attached to the primary shaft 33a of the variator 33 via a one-way clutch 52. A chain 54 is wound around the drive sprocket 53 and the driven sprocket 51. As a result, the oil pump 50 is connected to the primary shaft 33a of the variator 33, and power is transmitted from the primary shaft 33a. A driven sprocket 55 is attached to the other side of the rotor shaft 50a of the oil pump 50. A drive sprocket 57 is attached to the hollow shaft 31f connected to the pump impeller 31a of the torque converter 31 via a one-way clutch 56. A chain 58 is wound around the drive sprocket 57 and the driven sprocket 55. As a result, the oil pump 50 is connected to the pump impeller 31a of the torque converter 31, and power is transmitted from the engine 10.

In the continuously variable transmission 33, for example, in the EV traveling mode or the regenerative mode, the oil pressures of the drive oil chambers 33h and 33k of the pulleys 33c and 33d of the variator 33 are adjusted, the input side clutch 32 is released, and the output is output. The side clutch 36 is engaged. Further, in the HEV driving mode, the oil pressures of the drive oil chambers 33h and 33k of the pulleys 33c and 33d of the variator 33 are adjusted according to the gear ratio, the input side clutch 32 is engaged, and the output side clutch 36 is engaged. Will be done.

The configuration of the idling stop control device 1 according to the embodiment will be described with reference to FIGS. 2 and 3 in addition to FIG. FIG. 2 is a block diagram showing a configuration of the idling stop control device 1 according to the embodiment. FIG. 3 is a diagram showing a permitted vehicle speed region and a restricted permitted vehicle speed region used in the idling stop control device 1 according to the embodiment.

The idling stop control device 1 controls to stop the engine 10 when the automatic stop condition is satisfied and to restart the engine 10 when the restart condition is satisfied when the engine 10 is automatically stopped. In particular, the idling stop control device 1 does not determine the failure of the ISG12 used for restarting by one restart failure even when the restart of the engine 10 fails, and the failure of the ISG12 is determined by a plurality of restarts. to decide. Therefore, when the restart of the engine 10 fails, the idling stop control device 1 continues the idling control by limiting the vehicle speed at which the idling stop is permitted. Each control of the idling stop control device 1 is performed by the ECU 60.

The ECU 60 transmits and receives various information, command signals, and the like via, for example, CAN (Control Area Network) 70, and has MCU61, HEVCU (Hybrid Electric Vehicle Unit) 62, TCU (TranceMitsubishiControlUnit), and TCU (TransmissionControlUnit). It can communicate with each other such as Dynamics Control Unit (64) and BCU (Battery Control Unit) 65.

The MCU 61 is a control unit that drives and controls the electric motor 20 by controlling the inverter 21. The MCU 61 includes a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, a backup RAM that holds the stored contents, and inputs. It is configured to have an output I / F and the like. When the MCU 61 receives a command signal regarding the electric motor 20 from the HEVCU 62, for example, the MCU 61 controls the inverter 21 in response to the command signal.

The HEVCU 62 is a control unit that comprehensively controls the hybrid vehicle 2. Like the MCU61, the HEVCU 62 includes a microprocessor, a ROM, a RAM, a backup RAM, an input / output I / F, and the like. The HEVCU 62 is connected to various sensors such as an accelerator pedal sensor 80 and a brake pedal sensor 81 in order to acquire information necessary for control. The accelerator pedal sensor 80 detects the opening degree of the accelerator pedal. The brake pedal sensor 81 detects the amount of depression of the brake pedal. The HEVCU 62 is set in a mode (for example, EV driving mode, HEV driving mode, regeneration) based on, for example, the driving state of the vehicle (for example, vehicle speed, required driving force) and the SOC (State Of Charge: charging rate) of the high-voltage battery 22. Mode) is set, and command signals are transmitted to the ECU 60, MCU61, TCU63, etc. according to each set mode.

The TCU 63 is a control unit that controls the continuously variable transmission 30 (variator 33, etc.) by controlling the valve body 38. Like the MCU 61, the TCU 63 includes a microprocessor, a ROM, a RAM, a backup RAM, an input / output I / F, and the like. Various sensors such as a primary shaft rotation speed sensor 82 and a secondary shaft rotation speed sensor 83 are connected to the TCU 63 in order to acquire information necessary for control. The primary shaft rotation speed sensor 82 detects the rotation speed of the primary shaft 33a (primary pulley 33c). The secondary shaft rotation speed sensor 83 detects the rotation speed of the secondary shaft 33b (secondary pulley 33d). In the TCU 63, the vehicle speed is calculated using the rotation speed of the secondary shaft 33b.

The valve body 38 supplies oil to the torque converter 31, the input side clutch 32, the variator 33, the output side clutch 36, and the like. A control valve mechanism is incorporated in the valve body 38. This control valve mechanism is discharged from the oil pong 50 by opening and closing an oil passage formed in the valve body 38 by using, for example, a plurality of spool valves provided in a hydraulic circuit and a solenoid valve for moving the spool valves. Each oil pressure is generated by adjusting the pressure (line pressure). In the valve body 38, each oil pressure is adjusted according to the energization control of each solenoid valve by the TCU 63, and each oil pressure is adjusted to the torque converter 31, the oil chamber of the input side clutch 32, and the variator 33 (primary drive oil chamber 33h, secondary). It is supplied to the drive oil chamber 33k), the oil chamber of the output side clutch 36, and the like, respectively.

For example, the TCU 63 sets a gear ratio based on a shift map, obtains a target gear ratio so as to have this gear ratio, and energizes and controls the solenoid valve of the valve body 38 so as to be the target gear ratio. Further, the TCU 63 sets, for example, a target clamp pressure for preventing the chain 33e from slipping according to the transmitted drive torque, and energizes and controls the solenoid valve of the valve body 38 so as to reach the target clamp pressure. Further, for example, the TCU 63 energizes and controls the solenoid valve of the valve body 38 so that the input side clutch 32 is released in the EV traveling mode or the regeneration mode in response to the command signal from the HEVCU 62, and in the case of the HEV traveling mode. The solenoid valve of the valve body 38 is energized and controlled so that the input side clutch 32 is engaged. Further, the TCU 63 normally controls the solenoid valve of the valve body 38 to be energized so that the output side clutch 36 is engaged.

The VDCU64 is a control unit that suppresses unstable behavior of the vehicle such as skidding by controlling the brakes (not shown) and the outputs of the drive sources (engine 10, electric motor 20) of each wheel. Similar to the MCU61, the VDCU64 includes a microprocessor that performs operations, a ROM that stores a program for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup that holds the stored contents. It is configured to have a RAM, input / output I / F, and the like. Various sensors such as a wheel speed sensor 84 and a G sensor 85 for each wheel are connected to the VDCU64 in order to acquire information necessary for control. The wheel speed sensor 84 is a sensor that detects a wheel rotation state (wheel speed). The G sensor 85 is, for example, a sensor that detects acceleration in the front-rear direction, the lateral direction, and the like of the vehicle.

The BCU 65 is a control unit that monitors the state of the high voltage battery 22 and controls the high voltage battery 22. Like the MCU61, the BCU 65 includes a microprocessor, a ROM, a RAM, a backup RAM, an input / output I / F, and the like. Various sensors such as a voltage sensor 86 and a current sensor 87 are connected to the BCU 65 in order to acquire information necessary for control. The voltage sensor 86 is a sensor that detects the voltage of the high voltage battery 22. The current sensor 87 is a sensor that detects the current of the high voltage battery 22. In BCU65, SOC is estimated by using a well-known estimation method (for example, current integration method) using the detected voltage and current.

The ECU 60 is a control unit that controls the engine 10. Like the MCU 61, the ECU 60 includes a microprocessor, a ROM, a RAM, a backup RAM, an input / output I / F, and the like. When the ECU 60 receives a command signal regarding the engine 10 from the HEVCU 62, for example, the ECU 60 controls the fuel injection amount and the ignition timing of the engine 10 based on the command signal. Further, the ECU 60 uses the starter 11 to start the engine 10 when the ignition switch is turned on.

In particular, the ECU 60 has a stop control unit 60a (corresponding to the stop control means described in the claims) and a restart control unit 60b (restart described in the claims) in order to control the idling stop function. It has a control means) and a permitted vehicle speed region changing unit 60c (corresponding to the permitted vehicle speed region changing means described in the claims). The processing of each of these parts 60a to 60e is realized by executing the program stored in the ROM in the ECU 60 by the microprocessor. In order to perform this control, the ECU 60 transmits various information such as the operation mode set by the HEVCU 62, the vehicle speed calculated by the TCU 63, the SOC of the high voltage battery 22 estimated by the BCU 65, and the detection information of each sensor via the CAN 70. To receive.

The stop control unit 60a determines whether or not the vehicle speed is within the permitted vehicle speed range, and also determines whether or not the driving state of the vehicle satisfies the automatic stop condition. When the vehicle speed is within the permitted vehicle speed range and the automatic stop condition is satisfied, the stop control unit 60a stops fuel injection and ignition, and automatically stops the engine 10. The permitted vehicle speed region is a vehicle speed region in which idling stop is permitted. For example, as shown in the broken line frame L0 in FIG. 3, the permitted vehicle speed region AVD is a vehicle speed region of 0 to 80 km / h. The upper limit vehicle speed and the lower limit vehicle speed in the permitted vehicle speed region are stored in the ROM of the ECU 60. The automatic stop condition is, for example, a case where the EV CU 62 is set to the EV driving mode or the regeneration mode as the driving mode, and a case where the running vehicle is stopped. The stop of the vehicle is determined, for example, when the shift position is in the drive range or the neutral range, the brake pedal is depressed, and the vehicle speed reaches 0 km / h.

When the permitted vehicle speed region is changed to the restricted permitted vehicle speed region by the permitted vehicle speed region changing unit 60c, the stop control unit 60a determines whether the vehicle speed is within the restricted permitted vehicle speed region and whether the automatic stop condition is satisfied. Judge whether or not. When the vehicle speed is within the restricted permitted vehicle speed region and the automatic stop condition is satisfied, the stop control unit 60a stops the fuel injection control and the ignition control, and automatically stops the engine 10.

The restart control unit 60b determines whether or not the operating state of the vehicle satisfies the restart condition after the engine 10 is automatically stopped by the stop control unit 60a. When the restart condition is satisfied, the restart control unit 60b restarts the engine 10 by using the ISG 12 and restarts the fuel injection control and the ignition control. The restart conditions are, for example, a case where the HEVCU 62 is set to the HEV driving mode as the driving mode, and a case where the stopped vehicle starts. The start of the vehicle is determined, for example, when the brake pedal is released.

When the permitted vehicle speed region changing unit 60c cannot restart the engine 10 using the ISG 12 by the restart control unit 60b after the engine 10 is automatically stopped by the stop control unit 60a using the permitted vehicle speed region, Change the permitted vehicle speed area to the restricted permitted vehicle speed area. The restricted permitted vehicle speed region is a vehicle speed region excluding the vehicle speed region in which idling stop is prohibited (hereinafter referred to as "prohibited vehicle speed region") from the permitted vehicle speed region.

The prohibited vehicle speed region is a vehicle speed region in which the restart of the engine 10 cannot be guaranteed by another method when the engine 10 cannot be restarted using the ISG 12. For example, as shown in the broken line frame L1 in FIG. 3, the prohibited vehicle speed region PDM is a vehicle speed region of 20 to 60 km / h. The upper limit vehicle speed and the lower limit vehicle speed in the prohibited vehicle speed region are stored in the ROM of the ECU 60.

The vehicle speed region lower than the prohibited vehicle speed region is a vehicle speed region in which the vehicle can travel only by the driving force of the electric motor 20 (hereinafter, referred to as "permitted low vehicle speed region"). If the engine 10 cannot be restarted by the ISG 12 after the engine 10 is automatically stopped when the vehicle is in the permitted low vehicle speed region, the evacuation running is performed only by the driving force of the electric motor 20 as a fail-safe. During this evacuation run, the driver stops the vehicle. During the evacuation running by the electric motor 20, the input side clutch 32 is released, the output side clutch 36 is engaged, and the clamp pressure is supplied to the variator 33. After the vehicle is stopped, the ignition switch is turned off by the driver and the ignition switch is turned on again, so that the engine 10 can be restarted by the starter 11 for the first start. For example, as shown in the broken line frame L1 in FIG. 3, the permitted low vehicle speed region ADL is a vehicle speed region of 0 to 20 km / h. The upper limit vehicle speed and the lower limit vehicle speed in the permitted low vehicle speed region are stored in the ROM of the ECU 60.

The upper limit vehicle speed in the permitted low vehicle speed region (lower limit vehicle speed in the prohibited vehicle speed region) may be changed in the permitted vehicle speed region changing unit 60c according to the SOC of the high voltage battery 22. For example, when the SOC is higher than the first threshold value, the upper limit vehicle speed in the permitted low vehicle speed region is set to be a predetermined amount higher than the initial value of the upper limit vehicle speed (for example, the upper limit vehicle speed stored in the ROM), and the SOC is the second. If it is lower than the threshold value (<first threshold value), the upper limit vehicle speed in the permitted low vehicle speed region is set to be a predetermined amount lower than the initial value of the upper limit vehicle speed. When the upper limit vehicle speed in the permitted low vehicle speed region is increased, the restricted permitted vehicle speed region is expanded (the prohibited vehicle speed region is reduced), so that the condition for automatically stopping the engine 10 is relaxed. Further, when the evacuation running is performed only by the driving force of the electric motor 20, in order to extend the travelable distance in the evacuation running, the lower limit of SOC of the higher voltage battery 22 than usual is used until the ignition switch is turned off. It may be configured to expand the possible area.

When the electric motor 20 is used to evacuate only the driving force as a fail-safe, the driver is allowed to stop the vehicle in a safe place, stop the vehicle, turn off the ignition switch, and then turn on the ignition switch. It is advisable to give a notification prompting the user to turn it on again. Examples of this notification method include a method of displaying a message on a display and a method of outputting voice from a speaker.

The vehicle speed region higher than the prohibited vehicle speed region is described as a vehicle speed region in which the engine 10 can be restarted by pushing using the power transmitted from the drive wheels 40 to the engine 10 (hereinafter, referred to as "permitted high vehicle speed region"). ). If the engine 10 cannot be restarted by the ISG 12 after the engine 10 is automatically stopped when the vehicle is within the permitted high vehicle speed range, the engine 10 can be restarted by the power from the drive wheels 40 as a fail-safe. is there. At this time, the input side clutch 32 is engaged, the output side clutch 36 is engaged, and the speed change pressure and the clamp pressure are supplied to the variator 33. For example, as shown in the broken line frame L1 in FIG. 3, the permitted high vehicle speed region ADH is a vehicle speed region of 60 to 80 km / h. The upper limit vehicle speed and the lower limit vehicle speed in the permitted high vehicle speed region are stored in the ROM of the ECU 60.

The lower limit vehicle speed in the permitted high vehicle speed region (upper limit vehicle speed in the prohibited vehicle speed region) may be changed in the permitted vehicle speed region changing unit 60c according to the slope of the road surface while traveling. For example, when the vehicle is going down a slope, the larger the slope, the lower the lower limit vehicle speed in the permitted high vehicle speed region is lower than the initial value of the lower limit vehicle speed (for example, the lower limit vehicle speed stored in ROM), and the vehicle goes down the slope. If the vehicle is climbing, the larger the gradient, the higher the lower limit vehicle speed in the permitted high vehicle speed region than the initial value of the lower limit vehicle speed. When the lower limit vehicle speed in the permitted high vehicle speed region is lowered, the restricted permitted vehicle speed region is expanded (the prohibited vehicle speed region is reduced), so that the condition for automatically stopping the engine 10 is relaxed. As a method of acquiring the slope of the road surface, for example, there is a method of acquiring the acceleration in the front-rear direction detected by the G sensor 85 from the VDCU64 and estimating the road surface slope (inclination angle) using the acceleration in the front-rear direction. ..

In the following, the restricted permitted vehicle speed region including the permitted low vehicle speed region and the permitted high vehicle speed region will be referred to as a "first level restricted permitted vehicle speed region". For example, as shown in the broken line frame L1 in FIG. 3, the first level restricted permitted vehicle speed region LABD1 has a permitted low of 0 to 20 km / h, excluding the prohibited medium vehicle speed region PDM of 20 to 60 km / h. It consists of a vehicle speed region ADL and a permitted high vehicle speed region ADH of 60 to 80 km / h. Hereinafter, the fail level when the restricted permitted vehicle speed region LABD1 of the first level is used is referred to as a “first fail level”.

When the vehicle shifts to the first fail level, the stop control unit 60a determines the vehicle speed using the restricted permitted vehicle speed region of the first level, so that the idling stop control at the first fail level is continued. Therefore, even if the restart of the engine 10 using the ISG 12 fails once, the opportunity to restart the engine 10 using the ISG 12 is given again, and it is not determined that the ISG 12 has failed. Further, even if the restart of the engine 10 fails once, the opportunity to automatically stop the engine 10 is obtained again when the conditions are satisfied, so that the consumption of unnecessary fuel in the engine 10 can be suppressed. ..

When changing from the permitted vehicle speed region to the restricted permitted vehicle speed region of the first level (in the case of the first fail level), the permitted vehicle speed region changing unit 60c uses the ISG12 to operate the engine 10 under the control of the restart control unit 60b. If it can be restarted, the first level restricted permitted vehicle speed region is returned to the permitted vehicle speed region.

On the other hand, when the permitted vehicle speed region is changed to the first level restricted permitted vehicle speed region, the permitted vehicle speed region changing unit 60c cannot restart the engine 10 using the ISG 12 under the control of the restart control unit 60b. , The vehicle speed region that could not be restarted is further excluded from the restricted permitted vehicle speed region of the first level.

For example, if the engine 10 cannot be restarted after the engine 10 is automatically stopped when the vehicle speed is within the permitted low vehicle speed region, the permitted low vehicle speed region is excluded from the first level restricted permitted vehicle speed region. It will be changed to the restricted permitted vehicle speed area consisting only of the permitted high vehicle speed area. Further, when the vehicle speed is within the permitted high vehicle speed region and the engine 10 cannot be restarted after the engine 10 is automatically stopped, the permitted high vehicle speed region is excluded from the first level restricted permitted vehicle speed region. It will be changed to the restricted permitted vehicle speed area consisting of only the permitted low vehicle speed area.

Hereinafter, the restricted permitted vehicle speed region consisting of only the permitted low vehicle speed region or the permitted high vehicle speed region is referred to as a "second level restricted permitted vehicle speed region". In particular, the restricted permitted vehicle speed region consisting only of the permitted high vehicle speed region (the permitted low vehicle speed region has become the prohibited low vehicle speed region) is called the "second level (L) restricted permitted vehicle speed region", and only from the permitted low vehicle speed region. The restricted permitted vehicle speed region (the permitted high vehicle speed region has become the prohibited high vehicle speed region) is referred to as the "second level (H) restricted permitted vehicle speed region". For example, as shown in the broken line frame L2L of FIG. 3, the restricted permitted vehicle speed region LABD2L of the second level (L) has a prohibited low vehicle speed region PDL of 0 to 20 km / h and a prohibited medium vehicle speed of 20 to 60 km / h. The region PDM is excluded and consists only of the permitted high vehicle speed region ADH of 60-80 km / h. Further, as shown in the broken line frame L2H in FIG. 3, the restricted permitted vehicle speed region LABD2H of the second level (H) has a prohibited high vehicle speed region PDH of 60 to 80 km / h and a prohibited medium vehicle speed of 20 to 60 km / h. The region PDM is excluded and consists only of the permitted low vehicle speed region ADL from 0 to 20 km / h. In the following, the fail level when the restricted permitted vehicle speed region LABD2L of the second level (L) is used is referred to as "second fail level (L)", and the restricted permitted vehicle speed region LABD2H of the second level (H) is referred to as "second fail level (L)". The fail level when used is called a "second fail level (H)".

When the vehicle shifts to the second fail level (L), the stop control unit 60a determines the vehicle speed using the restricted permitted vehicle speed region of the second level (L) to control idling stop at the second fail level (L). Is continued. Further, when the vehicle shifts to the second fail level (H), the stop control unit 60a determines the vehicle speed using the restricted permitted vehicle speed region of the second level (H), thereby idling at the second fail level (H). Stop control is continued. Therefore, even if the restart of the engine 10 used for the ISG 12 fails twice, the opportunity for restarting the engine 10 used for the ISG 12 is given again, and it is not determined that the ISG 12 has failed. Further, even if the restart of the engine 10 fails twice, the opportunity to automatically stop the engine 10 is obtained again when the conditions are satisfied, so that the consumption of unnecessary fuel in the engine 10 can be suppressed. it can.

When changing to the restricted permitted vehicle speed region of the second level (L) (in the case of the second fail level (L)), the permitted vehicle speed region changing unit 60c uses the ISG12 to control the engine under the control of the restart control unit 60b. If 10 can be restarted, the restricted permitted vehicle speed region of the second level (L) is returned to the permitted vehicle speed region of the first level. Further, when the vehicle speed is changed to the restricted permitted vehicle speed region of the second level (H) (in the case of the second fail level (H)), the permitted vehicle speed region changing unit 60c uses the ISG12 under the control of the restart control unit 60b. When the engine 10 can be restarted, the restricted permitted vehicle speed region of the second level (H) is returned to the permitted vehicle speed region of the first level.

On the other hand, when the vehicle speed is changed to the restricted permitted vehicle speed region of the second level (L) (in the case of the second fail level (L)), the permitted vehicle speed region changing unit 60c uses the ISG12 under the control of the restart control unit 60b. If the engine 10 cannot be restarted, the vehicle speed region that could not be restarted is further excluded from the restricted permitted vehicle speed region of the second level (L). That is, if the engine 10 cannot be restarted after the engine 10 is automatically stopped when the vehicle speed is within the permitted high vehicle speed region, the permitted high vehicle speed region is also excluded from the restricted permitted vehicle speed region of the second level (L). As a result, all vehicle speed regions become prohibited vehicle speed regions.

Further, when the vehicle speed is changed to the restricted permitted vehicle speed region of the second level (H) (in the case of the second fail level (H)), the permitted vehicle speed region changing unit 60c uses the ISG12 under the control of the restart control unit 60b. If the engine 10 cannot be restarted, the vehicle speed region that could not be restarted is further excluded from the restricted permitted vehicle speed region of the second level (H). That is, when the vehicle speed is within the permitted low vehicle speed region and the engine 10 cannot be restarted after the engine 10 is automatically stopped, the permitted low vehicle speed region is also excluded from the restricted permitted vehicle speed region of the second level (H). As a result, all vehicle speed regions become prohibited vehicle speed regions.

In the following, those in which all the vehicle speed regions are prohibited vehicle speed regions are referred to as "total prohibited vehicle speed regions". For example, as shown in the broken line frame L3 in FIG. 3, the totally prohibited vehicle speed region PVD includes a prohibited low vehicle speed region PDL of 0 to 20 km / h, a prohibited medium vehicle speed region PDM of 20 to 60 km / h, and 60 to 60 to 60 km / h. It consists of a prohibited high vehicle speed region PDH of 80 km / h. In the following, the fail level when the total prohibited vehicle speed range PAD is reached will be referred to as a “third fail level”.

When shifting to the third fail level, idling stop control is prohibited because idling stop is not permitted at all vehicle speeds. Therefore, when the ECU 60 shifts to the third fail level, the ISG12 for restarting the engine 10 is determined to be out of order, and automatic stop control (idling stop) of the engine 10 from the next time onward is prohibited.

When the third fail level is reached, it is preferable to turn on, for example, a warning light provided on a combination meter or the like indicating an abnormality in the idling stop. In addition to turning on the warning light, for example, a message indicating an idling stop abnormality (particularly, ISG12 failure) may be displayed on the display, or a message indicating an idling stop abnormality may be output from the speaker. Good. The warning light may be turned on even when the first fail level or the second fail level is reached. In this case, a warning light may be provided for each fail level, and the warning light may be turned on according to the fail level.

The operation of the idling stop control device 1 will be described with reference to FIGS. 4 and 5 in addition to FIGS. 1 to 3. FIG. 4 is a diagram showing an example of a running situation of the hybrid vehicle 2 on which the idling stop control device 1 according to the embodiment is mounted. FIG. 5 is a table showing the success / failure pattern of restarting the engine 10 under the control by the idling stop control device 1 according to the embodiment.

FIG. 4 shows an example of the traveling situation of the hybrid vehicle 2 in one trip (until the ignition switch is turned on and off), where the horizontal axis is the time and the vertical axis is the vehicle speed. The section indicated by the reference numeral T1 is an acceleration section from the start of the vehicle, and is a section in which the vehicle travels in the EV traveling mode. The section indicated by the reference numeral T2 is a constant speed section and is a section in which the vehicle travels in the EV traveling mode. The section indicated by reference numeral T3 is an acceleration section, which is a section in which the vehicle travels in the HEV travel mode. The section indicated by the reference numeral T4 is a constant speed section and is a section in which the vehicle travels in the HEV traveling mode. The section indicated by the reference numeral T5 is a deceleration section, which is a section in which the vehicle travels in the regeneration mode. The section indicated by the reference numeral T6 is a constant speed section, which is a section in which the vehicle travels in the HEV driving mode. The section indicated by reference numeral T7 is an acceleration section, which is a section in which the vehicle travels in the HEV travel mode. The section indicated by the reference numeral T8 is a constant speed section and is a section in which the vehicle travels in the HEV traveling mode. The section indicated by reference numeral T9 is a deceleration section, which is a section in which the vehicle travels in the regeneration mode. The section indicated by the reference numeral T10 is a constant speed section and is a section in which the vehicle travels in the motor traveling mode. The section indicated by reference numeral T11 is an acceleration section, which is a section in which the vehicle travels in the HEV travel mode. The section indicated by the reference numeral T12 is a constant speed section and is a section in which the vehicle travels in the HEV traveling mode. The section indicated by reference numeral T13 is a deceleration section, which is a section in which the vehicle travels in the regeneration mode.

In FIG. 4, each section shown by the broken line is decelerated by the evacuation running by the electric motor 20 after the restart of the engine 10 fails, is turned on after the ignition switch is turned off after the vehicle has stopped, and the starter 11 This is the section where the engine 10 is restarted and accelerated. The section indicated by the reference numeral T20 is a deceleration section due to the evacuation running, and is a section running in the regenerative mode. The section indicated by the reference numeral T21 is an acceleration section from the start of the vehicle, and is a section in which the vehicle travels in the HEV travel mode. The section indicated by reference numeral T22 is a deceleration section due to evacuation running, and is a section running in the regenerative mode. The section indicated by the reference numeral T23 is an acceleration section from the start of the vehicle, and is a section in which the vehicle travels in the HEV travel mode.

In FIG. 4, each timing (each time) indicated by reference numerals A, B, and C is a timing at which the ECU 60 performs restart control using the ISG12. In the case of timing A, restart control is performed when the vehicle speed is within the permitted low vehicle speed region ADL. In the case of timing B, restart control is performed when the vehicle is within the permitted high vehicle speed region ADH. In the case of timing C, restart control is performed when the vehicle speed is within the permitted low vehicle speed region ADL. Further, in FIG. 4, each timing (each time) indicated by reference numerals D, E, and F is a timing at which the ECU 60 automatically stops the engine 10, and the engine 10 is automatically stopped. The engine 10 is also stopped at the timing G when the vehicle starts.

Pattern 1 shown in FIG. 5 is a pattern when the restart fails at the timing A, the restart succeeds at the timing B, and the restart succeeds at the timing C. In the case of this pattern 1, the traveling conditions in the hybrid vehicle 2 are the section T1, the section T2, the section T20, the section T21, a part of the section T4, the section T5, the section T6, the section T7, the section T8, the section T9, and the section T10. , Section T11, section T12, and section T13.

In pattern 1, when the restart of the engine 10 fails at the timing A, the ECU 60 changes from the permitted vehicle speed region AVD to the first level restricted permitted vehicle speed region LABD1 and uses the first level restricted permitted vehicle speed region LABD1. It shifts to the idling stop control of the first fail level. At this time, as a fail-safe, the vehicle is decelerated by the evacuation running by the electric motor 20 and the vehicle is stopped (section T20). Further, when the ignition switch is turned on from off, the engine 10 is restarted by the starter 11, and the vehicle accelerates (section T21). When the restart of the engine 10 is successful at the timing B, the ECU 60 returns the first level limited permitted vehicle speed region LABD1 to the permitted vehicle speed region AVD, and returns to the idling stop control using the normal permitted vehicle speed region AVD. When the restart of the engine 10 is successful at the timing C, the ECU 60 continues the idling stop control using the normal permitted vehicle speed range AVD.

Pattern 2 shown in FIG. 5 is a pattern when the restart fails at the timing A, the restart succeeds at the timing B, and the restart fails at the timing C. In the case of this pattern 2, the traveling conditions in the hybrid vehicle 2 are the section T1, the section T2, the section T20, the section T21, a part of the section T4, the section T5, the section T6, the section T7, the section T8, the section T9, and the section T10. , Section T22, section T23, and section T13.

In pattern 2, when the restart of the engine 10 fails at timing A, the ECU 60 changes to the first level restricted permitted vehicle speed region LABD1 and shifts to the idling stop control of the first fail level, as in pattern 1. .. When the restart of the engine 10 is successful at the timing B, the ECU 60 returns to the permitted vehicle speed range AVD and returns to the normal idling stop control as in the pattern 1. When the restart of the engine 10 fails at the timing C, the ECU 60 changes from the permitted vehicle speed region AVD to the first level restricted permitted vehicle speed region LABD1 and uses the first level restricted permitted vehicle speed region LABD1 for the first fail level. Shift to idling stop control. At this time, as a fail-safe, the vehicle is decelerated by the evacuation running by the electric motor 20 and the vehicle is stopped (section T22). Further, when the ignition switch is turned on from off, the engine 10 is restarted by the starter 11, and the vehicle accelerates (section T23).

Pattern 3 shown in FIG. 5 is a pattern when the restart fails at the timing A, the restart fails at the timing B, and the restart succeeds at the timing C. In the case of this pattern 3, the traveling conditions in the hybrid vehicle 2 are the section T1, the section T2, the section T20, the section T21, a part of the section T4, the section T5, the section T6, the section T7, the section T8, the section T9, and the section T10. , Section T11, section T12, and section T13.

In pattern 3, when the restart of the engine 10 fails at timing A, the ECU 60 changes to the first level restricted permitted vehicle speed region LABD1 and shifts to the idling stop control of the first fail level, as in pattern 1. .. When the restart of the engine 10 fails at the timing B, the ECU 60 shifts from the restricted permitted vehicle speed region LABD1 of the first level to the restricted permitted vehicle speed region LABD2H of the second level (H), and the second level (H) It shifts to the idling stop control of the second fail level (H) using the limited permitted vehicle speed region LABD2H. At this time, as a fail-safe, the engine 10 is restarted by being pushed by the power of the drive wheels 40, hybrid driving is performed, and the vehicle travels at a constant speed (section T6). When the restart of the engine 10 is successful at the timing C, the ECU 60 returns the restricted permitted vehicle speed region LABD2H of the second level (H) to the restricted permitted vehicle speed region LABD1 of the first level, and returns the restricted permitted vehicle speed region LABD1 of the first level. It returns to the idling stop control of the first fail level using.

Pattern 4 shown in FIG. 5 is a pattern when the restart fails at the timing A, the restart fails at the timing B, and the restart fails at the timing C. In the case of this pattern 4, the traveling conditions in the hybrid vehicle 2 are the section T1, the section T2, the section T20, the section T21, a part of the section T4, the section T5, the section T6, the section T7, the section T8, the section T9, and the section T10. , Section T22, section T23, and section T13.

In pattern 4, when the restart of the engine 10 fails at timing A, the ECU 60 changes to the first level restricted permitted vehicle speed region LABD1 and shifts to the idling stop control of the first fail level, as in pattern 1. .. When the restart of the engine 10 fails at the timing B, the ECU 60 shifts to the second level (H) restricted permitted vehicle speed region LABD2H and shifts to the idling stop control of the second fail level (H) as in the pattern 3. To do. When the restart of the engine 10 fails at the timing C, the ECU 60 changes from the second level (H) restricted permitted vehicle speed region LABD2H to the third level totally prohibited vehicle speed region PVD, and shifts to the third fail level. , Prohibits idling stop control. In this case, the warning light is turned on. At this time, as a fail-safe, the vehicle is decelerated by the evacuation running by the electric motor 20 and the vehicle is stopped (section T22). Further, when the ignition switch is turned on from off, the engine 10 is restarted by the starter 11, and the vehicle accelerates (section T23).

Pattern 5 shown in FIG. 5 is a pattern in which the restart succeeds at the timing A, the restart fails at the timing B, and the restart succeeds at the timing C. In the case of this pattern 5, the traveling conditions in the hybrid vehicle 2 are section T1, section T2, section T3, section T4, section T5, section T6, section T7, section T8, section T9, section T10, section T11, section T12. , In the order of section T13.

In pattern 5, when the engine 10 is successfully restarted at the timing A, the ECU 60 continues the idling stop control using the normal permitted vehicle speed range AVD. When the restart of the engine 10 fails at the timing B, the ECU 60 changes from the permitted vehicle speed region AVD to the first level restricted permitted vehicle speed region LABD1 and makes a first fail using the first level restricted permitted vehicle speed region LABD1. Shift to level idling stop control. At this time, as a fail-safe, the engine 10 is restarted by being pushed by the power of the drive wheels 40, hybrid driving is performed, and the vehicle travels at a constant speed (section T6). When the restart of the engine 10 is successful at the timing C, the ECU 60 returns from the first level limited permitted vehicle speed region LABD1 to the permitted vehicle speed region AVD, and returns to the idling stop control using the normal permitted vehicle speed region AVD.

Pattern 6 shown in FIG. 5 is a pattern in which the restart succeeds at the timing A, the restart fails at the timing B, and the restart fails at the timing C. In the case of this pattern 6, the traveling conditions in the hybrid vehicle 2 are section T1, section T2, section T3, section T4, section T5, section T6, section T7, section T8, section T9, section T10, section T22, section T23. , In the order of section T13.

In pattern 6, when the engine 10 is successfully restarted at timing A, the ECU 60 continues idling stop control using the normal permitted vehicle speed range AVD, as in pattern 5. When the restart of the engine 10 fails at the timing B, the ECU 60 changes to the first level restricted permitted vehicle speed region LABD1 and shifts to the idling stop control of the first fail level, as in the pattern 5. When the restart of the engine 10 fails at the timing C, the ECU 60 changes from the first level restricted permitted vehicle speed region LABD1 to the second level (L) restricted permitted vehicle speed region LABD2L, and the second level (L) It shifts to the idling stop control of the second fail level (L) using the limited permitted vehicle speed region LABD2L. At this time, as a fail-safe, the vehicle is decelerated by the evacuation running by the electric motor 20 and the vehicle is stopped (section T22). Further, when the ignition switch is turned on from off, the engine 10 is restarted by the starter 11, and the vehicle accelerates (section T23).

The pattern 7 shown in FIG. 5 is a pattern in which the restart succeeds at the timing A, the restart succeeds at the timing B, and the restart fails at the timing C. In the case of this pattern 7, the traveling conditions in the hybrid vehicle 2 are section T1, section T2, section T3, section T4, section T5, section T6, section T7, section T8, section T9, section T10, section T22, section T23. , In the order of section T13.

In pattern 7, when the engine 10 is successfully restarted at the timing A, the ECU 60 continues the idling stop control using the normal permitted vehicle speed range AVD. When the restart of the engine 10 is successful at the timing B, the ECU 60 continues the idling stop control using the normal permitted vehicle speed range AVD. When the restart of the engine 10 fails at the timing C, the ECU 60 changes from the permitted vehicle speed region AVD1 to the first level restricted permitted vehicle speed region LABD1 and makes a first fail using the first level restricted permitted vehicle speed region LABD1. Shift to level idling stop control. At this time, the vehicle decelerates due to the evacuation running by the electric motor 20 and the vehicle stops (section T22). Further, when the ignition switch is turned on from off, the engine 10 is restarted by the starter 11, and the vehicle accelerates (section T23).

According to the idling stop control device 1 according to the embodiment, even if the engine 10 using the ISG 12 cannot be restarted temporarily, the restricted permitted vehicle speed region limited from the normal permitted vehicle speed region is used. By continuing the idling stop control, the failure of the ISG 12 can be determined a plurality of times, and the deterioration of fuel efficiency due to the prohibition of the idling stop can be suppressed. Since the failure determination of the ISG 12 can be performed a plurality of times, the failure of the ISG 12 can be determined with high accuracy.

According to the idling stop control device 1 according to the embodiment, when the engine 10 can be restarted by using the IGS 22 at the first fail level, the restricted permitted vehicle speed region of the first level is returned to the permitted vehicle speed region. Since the vehicle returns to the normal permitted vehicle speed range, the condition for automatically stopping the engine 10 is relaxed, and the deterioration of fuel efficiency can be further suppressed. Further, according to the idling stop control device 1 according to the embodiment, when the engine 10 can be restarted by using the IGS 22 at the second fail level, the second level restriction permission vehicle speed region is restricted to the first level. By returning to the vehicle speed range, the restricted permitted vehicle speed range is expanded, so that the condition for automatically stopping the engine 10 is relaxed, and deterioration of fuel efficiency can be further suppressed.

According to the idling stop control device 1 according to the embodiment, when the engine 10 cannot be restarted by using the IGS 22 at the first fail level, the restricted permitted vehicle speed of the first level to the restricted permitted vehicle speed of the second level By changing to the area, by continuing the idling stop control using this second level restricted permitted vehicle speed area, even if the restart of the engine 10 fails twice, it is not judged as a failure of the ISG12 and it is not judged. The failure determination of the ISG12 can be performed again. Further, by further excluding the vehicle speed region that could not be restarted in the second level restricted permitted vehicle speed region, the failure determination of the ISG 12 is not repeated in the same vehicle speed region, and the same recovery process (engine 10 by pushing) is performed. The restart or the restart of the engine 10 by the starter 11) is not repeated.

According to the idling stop control device 1 according to the embodiment, by providing the permitted low vehicle speed region in the restricted permitted vehicle speed region, the engine 10 automatically stopped when the vehicle is within the permitted low vehicle speed region is used by the ISG12. Even if the vehicle cannot be restarted, the vehicle can be evacuated by using the driving force of the electric motor 20 as a fail-safe system. Further, after the vehicle is stopped due to this evacuation running, the ignition switch is turned off and turned on again, so that the engine 10 can be restarted.

According to the idling stop control device 1 according to the embodiment, by providing the permitted high vehicle speed region in the restricted permitted vehicle speed region, the engine 10 automatically stopped when the vehicle is within the permitted high vehicle speed region is used by the ISG12. Even if the engine cannot be restarted, the engine 10 can be restarted by pushing using the power from the drive wheels 40 as a fail-safe system.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and can be modified in various ways. For example, in the above embodiment, it is applied to a hybrid vehicle 2 having an engine 10 and an electric motor 20 as a drive source, but it can also be applied to a vehicle not having an electric motor as a drive source. For example, it is provided only with an engine as a drive source. , ISG for restart may be applied to a vehicle that assists the engine during acceleration or the like.

In the above embodiment, the permitted vehicle speed region is divided into three vehicle speed regions, and the restricted permitted vehicle speed region consisting of the permitted low vehicle speed region and the permitted high vehicle speed region is configured except for the prohibited medium vehicle speed region. However, the permitted vehicle speed region is divided into two vehicle speed regions. The restricted permitted vehicle speed region may be configured by dividing into four or more vehicle speed regions, or the restricted permitted vehicle speed region may be configured by dividing the permitted vehicle speed region into four or more vehicle speed regions. For example, the permitted vehicle speed region is divided into two vehicle speed regions (a permitted high vehicle speed region and a prohibited vehicle speed region other than the permitted high vehicle speed region), and the restricted vehicle speed region is composed of only the permitted high vehicle speed region. Further, the permitted vehicle speed region is divided into two vehicle speed regions (a permitted low vehicle speed region and a prohibited vehicle speed region other than the permitted low vehicle speed region), and the restricted vehicle speed region consists of only the permitted low vehicle speed region.

In the above embodiment, when the restart of the engine 10 fails during normal idling stop control, the permitted vehicle speed region is shifted to the first level restricted permitted vehicle speed region, but the permitted vehicle speed region is restricted to the second level. It may be configured to shift to the permitted vehicle speed range. For example, when the vehicle speed is within the permitted low vehicle speed region and the engine 10 cannot be restarted using the ISG 12 after the engine 10 is automatically stopped, the restricted vehicle speed region of the second level (L) from the permitted vehicle speed region Move to. Further, if the engine 10 cannot be restarted using the ISG 12 after the engine 10 is automatically stopped when the vehicle speed is within the permitted high vehicle speed region, the second level (H) restricted permitted vehicle speed region is obtained from the permitted vehicle speed region. Move to. However, if the engine 10 cannot be restarted using the ISG 12 after the engine 10 is automatically stopped when the vehicle speed is within the permitted vehicle speed region, the vehicle shifts from the permitted vehicle speed region to the first level restricted permitted vehicle speed region. ..

In the above embodiment, when the engine 10 is successfully restarted during the idling stop control of the second fail level, the first from the restricted permitted vehicle speed region of the second level (L) or the restricted permitted vehicle speed region of the second level (H). Although it is configured to return to the restricted permitted vehicle speed region of the level, it may be configured to return from the restricted permitted vehicle speed region of the second level (L) or the restricted permitted vehicle speed region of the second level (H) to the normal permitted vehicle speed region.

1 Idling stop controller 2 Hybrid vehicle 10 Engine 11 Starter 12 ISG
20 Electric motor 21 Inverter 22 High voltage battery 30 Continuously variable transmission 31 Torque converter 32 Input side clutch 33 Variator 36 Output side clutch 38 Valve body 40 Drive wheel 50 Oil pump 60 ECU
60a Stop control unit 60b Restart control unit 60c Permitted vehicle speed area change unit 61 MCU
62 HEVCU
63 TCU
64 VDCU
65 BCU
70 CAN
80 Accelerator pedal sensor 81 Brake pedal sensor 82 Primary axis rotation speed sensor 83 Secondary shaft rotation speed sensor 84 Wheel speed sensor 85 G sensor 86 Voltage sensor 87 Current sensor

Claims (7)

It is an idling stop control device that automatically stops the engine according to the driving condition of the vehicle.
Vehicle speed acquisition means to acquire vehicle speed,
When the vehicle speed acquired by the vehicle speed acquisition means is within the permitted vehicle speed range for permitting idling stop and the driving state of the vehicle satisfies the automatic stop condition, the stop control means for automatically stopping the engine. ,
After the engine is automatically stopped by the stop control means, when the operating state of the vehicle satisfies the restart condition, the restart control means for restarting the engine by using the restart device.
If the engine cannot be restarted using the restart device, the permitted vehicle speed region is changed to a restricted permitted vehicle speed region excluding the prohibited vehicle speed region that prohibits idling stop from the permitted vehicle speed region. Means and
With
When the stop control means is changed to the restricted permitted vehicle speed region, the vehicle speed acquired by the vehicle speed acquisition means is within the restricted permitted vehicle speed region, and the driving state of the vehicle satisfies the automatic stop condition. When the engine is used, the idling stop control device is characterized in that the engine is automatically stopped. The permitted vehicle speed region changing means expands the restricted permitted vehicle speed region when the engine can be restarted by using the restart device when the vehicle speed region is changed to the restricted permitted vehicle speed region. The idling stop control device according to claim 1. If the engine cannot be restarted by using the restart device when the permitted vehicle speed region changing means is changed to the restricted permitted vehicle speed region, the vehicle speed that cannot be restarted from the restricted permitted vehicle speed region. The idling stop control device according to claim 1 or 2, wherein the area is further excluded. The vehicle includes the engine and an electric motor as a drive source.
The idling stop control device according to any one of claims 1 to 3, wherein the restricted permitted vehicle speed region includes a first permitted vehicle speed region capable of traveling only by a driving force of the electric motor. The idling stop control device according to claim 4, wherein the upper limit vehicle speed in the first permitted vehicle speed region is changed according to the charge rate of the battery that supplies electric power to the electric motor. The restricted permitted vehicle speed region includes any one of claims 1 to 5, wherein the restricted permitted vehicle speed region includes a second permitted vehicle speed region in which the engine can be restarted by using the power from the drive wheels of the vehicle. The idling stop control device described. The idling stop control device according to claim 6, wherein the lower limit vehicle speed in the second permitted vehicle speed region is changed according to the gradient information of the road surface on which the vehicle is traveling.

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