JP7106219B2 - vehicle controller - Google Patents

Description

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

Conventionally, in a vehicle control device that controls an electric actuator to switch the shift range of an automatic transmission according to the range of a shift lever selected by a vehicle occupant (hereinafter referred to as the shift range), the shift that allows the engine to start. A detection signal from a shift range detection device determines whether or not the shift range is set to the range (P range or N range), and if there is an abnormality in the detection signal, a shift range switching valve controlled by an electric actuator It has been proposed to determine based on the driving amount of (see, for example, Patent Document 1).

JP 2007-40367 (paragraph 0019-0040 etc.)

However, in the vehicle control device described in Patent Document 1, the position of the shift range is detected by the shift range detection device and the detection of the driving amount of the actuator, so the cost increases. In addition, when it is desired to move the vehicle in an emergency, even if the position of the shift range that permits engine start can be detected, the engine may not be able to start if the energization path of the starter coil is disconnected. .

An object of the present invention is to start an engine with a simple configuration using a system for automatically restarting the engine.

In order to achieve the above object, the vehicle control device of the present invention stops the running engine when a predetermined engine automatic stop condition is satisfied, and restarts the stopped engine when a predetermined engine restart condition is satisfied. A control means for automatically restarting the engine is provided, and the control means includes a first driver circuit and a second driver circuit respectively connected to one end and the other end of a relay coil of a relay for intermittently energizing a starter for starting the engine. when restarting the engine, operating the first and second driver circuits, connecting one end of the relay coil to the battery by operating the first driver circuit, and operating the second driver circuit to connect the By grounding the other end of the relay coil, an energizing path for restarting the engine is formed, current from the battery is passed through the relay coil to operate the relay, and power is supplied to the starter to restart the engine. a control device for a vehicle, comprising a P and N range switch that is turned on by switching a shift lever to the P range and the N range, respectively; and an ignition key switch that is turned on by turning on an ignition key; When the ignition key is turned on while either the P or N range switch is in the ON state, the ignition key switch turned ON by the ON operation of the ignition key, the relay coil, the P range switch in the ON state, or the Forming a current path for initial engine start to ground through the N range switch, allowing current to flow from the battery, operating the relay to supply power to the starter, initially starting the engine, and If the engine cannot be initially started even though the shift lever has been switched to the P range or the N range and the ignition key has been turned ON, the second driver circuit is operated to open the relay coil. The other end is grounded to form an energizing path for evacuation running to the ground through the ignition key switch that is turned ON by the ON operation of the ignition key and the relay coil, allowing current to flow from the battery, It is characterized in that the relay is actuated to supply power to the starter to start the engine for limp driving.

According to the present invention, when the engine cannot be initially started even though the shift lever is switched to the P range or the N range and the ignition key is turned ON, the second driver for restarting the engine is activated. In order to operate and form an energization path for evacuation traveling and start the engine,
The engine can be started even if the energization path for engine initial start is disconnected due to disconnection of the P range switch or the N range switch. In addition, there is no need to use a plurality of detection devices to determine the position of the shift range, and a part of the energization path for engine restart is used as the energization path for evasive driving, so the structure is simple and can be used when evacuating. It is possible to start the engine.

1 is a block diagram of one embodiment of a vehicle control device of the present invention; FIG. It is a figure for demonstrating the energization path for engine starting. FIG. 2 is a flowchart for explaining the operation of FIG. 1; FIG.

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

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

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

6 is a starter for starting the engine 3 and is fed with power from the battery 2 via a relay 7 . A battery sensor 8 is provided close to the battery 2 between the positive terminal of the battery 2 and the relay 7 to detect the temperature and current of the battery 2 . Reference numeral 9 denotes a generator with a motor function (hereinafter referred to as an ISG (Integrated Starter Generator)) to which the rotational force of the engine 3 is transmitted via a belt 10, and charges the battery 2 with power generation output during running, etc., and under predetermined conditions. It operates as a motor and generates driving force for running the idling stop vehicle 1 .

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

The shift range SW 18 is provided individually according to the position of the shift lever. For example, the D range SW corresponding to the D range, the N range SW corresponding to the N range, the P range SW corresponding to the P range, the R It is composed of R range SW corresponding to the range. Each SW is turned on when the shift lever is in the corresponding position, and turned off when it is in the other position.

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

An EFI/IDS integrated ECU (Electronic Control Unit: corresponding to the "control means" of the present invention) 11 is connected to one end of the relay coil 7a, and functions as a switch for determining whether or not to connect the one end to the battery 2. A driver IC 11a (corresponding to the "first driver circuit" of the present invention) and a second driver IC 11b (the "first driver circuit" of the present invention), which is connected to the other end of the relay coil 7a and functions as a switch for determining whether or not to ground the other end. A second driver circuit") and a microcomputer 11c that controls these ICs 11a and 11b, and controls the restart of the engine 3 after idling stop, which will be described later.

Here, the general control and operation of the idling stop vehicle 1 will be described. With the shift lever (not shown) in the P range or the N range, the driver turns on the ignition (IG) key switch 17 to turn on the engine. By issuing a start command, a signal from the IG key switch 17 is input to the EFI/IDS integrated ECU 11 from, for example, a communication bus. is supplied to the starter 6 to start the starter 6, and the stopped engine 3 is started (initial start).

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

Here, when the shift lever is in the P range, a path connecting the IG key switch 17 and the port P1, a path connecting the port P1 and the port P2 via an internal circuit made up of a backflow prevention diode, and a path connecting the port P2 and the port P2. A path connecting one end of the relay coil 7a, a path connecting the other end of the relay coil 7a and the port P3, a path connecting the port P3 and the port P4 via an internal circuit composed of a backflow prevention diode, the port P4 and the P range SW. and a path connecting to form an energization path for initial engine start-up. When the IG key switch 17 is turned on while the shift lever is in the P range (the P range SW is on), current is allowed to flow from the battery 2 to the current path for initial engine start. , a current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on, and the starter 6 is supplied with power, so that the engine 3 is started.

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

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

The EFI/IDS integrated ECU 11 receives, via a communication bus, information about the engine 3 such as engine 3 speed and cooling water temperature, information about the current and temperature of the battery 2, information about detected vehicle speed, master cylinder pressure and the like, and lockup information. Information on switches in various parts of the vehicle such as clutch information, stop lamp switch, courtesy switch, etc. is input.

Then, based on this information, the EFI/IDS integrated ECU 11 during idling stop control detects that the driver has stepped on the brake pedal in accordance with a red traffic light or the like, and that the master cylinder pressure has exceeded a predetermined stepping pressure. When it is detected, by confirming that a predetermined stop condition for idling stop control (for example, the condition that the stop lamp is on and the vehicle speed is less than or equal to a predetermined speed) is satisfied, even if the vehicle does not stop completely, the vehicle speed is less than or equal to the predetermined speed. , the engine ECU is instructed to stop the engine, and the engine ECU throttles the fuel throttle to automatically stop the engine 3 .

Next, when it is detected that the driver removes his foot from the brake pedal such as when the traffic light turns green and the master cylinder pressure drops to a predetermined release pressure, the idling stop vehicle 1 restarts the idling stop control in a predetermined manner. By confirming that a condition (for example, the stop lamp is off and the door is closed) is established, the engine ECU 12 momentarily energizes the relay 7 to turn it on, and supplies power from the battery 2 to the starter 6. Then, the starter 6 is started, and the stopped engine 3 is automatically restarted.

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

Here, the path connecting the battery 2 and the first predetermined port of the first driver IC 11a, the path connecting the second predetermined port of the second driver IC 11b and the port P2 via the internal circuit of the EFI/IDS integrated ECU 11, the port P2 and one end of the relay coil 7a, a path connecting the other end of the relay coil 7a and the port P3, a path connecting the port P3 and the first specific port of the second driver IC 11b via an internal circuit, the second driver A path for grounding the second specific port of the IC 11b forms an electrical path for restarting the engine. Then, when the condition for restarting the engine is established in the idling stop state, the microcomputer 11c of the EFI/IDS integrated ECU 11 controls conduction between the first predetermined port and the second predetermined port of the first driver IC 11a, and controls the second port. Conduction control is performed between the first specific port and the second specific port of the driver IC 11b. As a result, in the idling stop state, current from the battery 2 is allowed to flow through the current path for restarting the engine, and current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on, and the starter 6 is supplied with power, thereby automatically starting the engine 3 (restarting).

Thereafter, the automatic stop of the engine 3 based on the establishment of a predetermined stop condition during deceleration and the automatic restart of the engine 3 based on the establishment of a predetermined restart condition are alternately performed.

By the way, even if the IG key switch 17 is turned on while the shift lever is in the P range (or N range), for example, the P range SW (or N range SW) may be defective or the port P4 may be damaged. and the P-range SW (or N-range SW) is disconnected, the current does not flow through the relay coil 7a, and the engine 3 cannot be started. The same applies to the case where P-range SW or N-range SW malfunctions due to foreign matter getting caught. However, in an emergency, even in such a situation, it may be desirable to turn on the IG key switch 17 to start the engine 3 for evacuation. Therefore, as a feature of the present invention, in the idling stop vehicle 1 described above, when the engine 3 does not start even though the IG key switch 17 is turned on, the microcomputer 11C activates the second driver IC 11b. Then, the engine 3 can be started using a part of the energization path for engine restart.

That is, a path connecting the IG key switch 17 and the port P1, a path connecting the port P1 and the port P2 via an internal circuit, a path connecting the port P2 and one end of the relay coil 7a, and a path connecting the other end of the relay coil 7a and the port P3. , a path connecting the port P3 and the first specific port of the second driver IC 11b via an internal circuit, and a path grounding the second specific port of the second driver IC 11b. (corresponding to the "conducting path for evacuation travel") of the present invention is formed. If the engine 3 does not start even if the IG key switch 17 is turned on while the shift lever is in the P range (or N range), the EFI/IDS integrated ECU 11 Conduction control between the first specific port and the second specific port of the two driver IC 11b (ON control of the second driver IC 11b) is performed. As a result, current from the battery 2 is allowed to flow through the emergency power path, and current flows through the relay coil 7a. When a current flows through the relay coil 7a, the relay switch 7b is turned on, power is supplied to the starter 6, the engine 3 is started, and the vehicle can be evacuated.

It should be noted that the EFI/IDS integrated ECU 11 limits the upper limit of the throttle opening when the engine 3 is started by an emergency power line. For example, it is limited so that it does not exceed 50% of the maximum throttle opening during normal operation. As a result, it is possible to suppress sudden start when the CVT unit is out of order.

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

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

Therefore, according to the present embodiment, when the engine 3 cannot be initially started despite the ON operation of the IG key switch 17 while the shift lever is switched to the P range or the N range, the engine is restarted. Since the second driver IC 11b for starting is operated to form an emergency energizing path to start the engine 3, the energizing path for initial engine starting is broken due to disconnection of the P range SW or N range SW. However, the engine 3 can be started. In addition, since it is not necessary to use a plurality of detection devices to determine the position of the shift range, and a part of the energizing path for restarting the engine is used as the energizing path for emergency, the engine can be detected with a simple structure even in an emergency. 3 can be started.

Further, according to the configuration of the idling stop vehicle 1 described above, it is possible to initially start the engine 3 only with the emergency power line. A time delay (delay in engine start time) occurs. Therefore, normally, by starting the engine 3 using the energization path for initial engine start, the time lag from turning on the IG key switch 17 to starting the engine 3 can prevent the passenger from feeling uncomfortable. can be prevented.

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

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

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

1 idling stop car 2 battery 3 engine 6 starter 7 relay 7a relay coil 11 EFI/IDS integrated ECU
11a first driver IC
11b second driver IC

Claims (1)

a control means for stopping an operating engine when a predetermined engine automatic stop condition is satisfied and automatically restarting the stopped engine when a predetermined engine restart condition is satisfied;
The control means includes a first driver circuit and a second driver circuit respectively connected to one end and the other end of a relay coil of a relay for intermittently energizing a starter for starting the engine. 1. By activating the second driver circuit, connecting one end of the relay coil to the battery by activating the first driver circuit, and grounding the other end of the relay coil by activating the second driver circuit, the engine is A vehicle control device that forms an energizing path for restarting, causes current from the battery to flow through the relay coil to operate the relay, and supplies power to the starter to restart the engine,
P and N range switches that are turned on by switching the shift lever to P range and N range, respectively;
Equipped with an ignition key switch that is turned on by turning on the ignition key,
The control means is
When the ignition key is turned on while either the P or N range switch is in the ON state, the ignition key switch turned on by the ON operation of the ignition key, the relay coil, the P range switch in the ON state, or Forming a current path for initial engine start to ground through the N range switch, allowing current flow from the battery, operating the relay to supply power to the starter, and starting the engine initially,
If the engine cannot be initially started even though the shift lever has been switched to the P range or the N range and the ignition key has been turned ON, the second driver circuit is operated to operate the relay coil. The other end is grounded to form an energizing path for evacuation running to ground through the ignition key switch that is turned on by the ignition key ON operation and the relay coil, thereby allowing current to flow from the battery. 2. A control device for a vehicle, wherein the relay is actuated to supply power to the starter to start the engine for limp driving.

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