JPS58140444A - Engine controller - Google Patents

Abstract

PURPOSE:To enable to prevent a battery from running down, by a method wherein, when it is below a given open air temperature and a defogger is energized, an automatic engine stopping mechanism is brought to a non-function, and the energizing amount of the defogger is controlled according to an operation of an engine and an open air temperature. CONSTITUTION:If a condition of an AND circuit is realized by means of a signal, which is brought to ''H'' when a parking brake is set, and an engine temperature deciding signal S0, a fuel cut signal is brought to ''H'' to stop the engine. The signal S0 is brought to ''H'' if an engine temperature signal Vt by a temperature-sensitive element 40 exceeds a set value by resistans R2 and R3, it is brought to ''L'' if the signal Vt is below the set value, a fuel cut signal is brought to ''L'', and an antomatic stopping is not conducted. When a deforgger switch 49 is turned ON, the signal S0 is brought to ''L'' through an inverter 44, a current energizing quantity is limited through contacts 47A, 47B and 48B with relays 47 and 48 actuated by means of outputs of comparators 41 and 42 for comparing low and high set values with the signal Vt and a signal S9 which is brought to ''H'' when an engine is operated. This enables to prevent a battery from running down.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automobile engine (mainly an internal combustion engine), and more particularly to a device for automatically controlling engine stop and start.

In recent years, in order to reduce fuel consumption by idling when the vehicle is stopped, such as waiting at a traffic light or in traffic jams, devices have been developed that stop the engine when the vehicle stops and start the engine when the vehicle starts moving.

In the above-mentioned device, when a stopping condition such as that the car has stopped or the parking brake has been applied is satisfied, the engine is automatically stopped.

Further, the engine is configured to automatically start when the starting conditions such as the accelerator pedal or the clutch pedal being depressed or the parking brake release button being depressed are satisfied.

In addition, in the above device, while the engine is automatically stopped, the alternator is also stopped, so if in-vehicle electrical components that consume a lot of power are operating, the battery power will be exhausted and the so-called battery will die. This may result in the engine not being able to be restarted.

Therefore, conventionally, 1 example [MOTORTECHNISH
EZEITSCHRIFT J (7) April 1981
Like the device described on page 149 of the monthly issue, while the engine is stopped, the power to the defo-shiga (heating wire mainly installed in the rear window), which consumes a large amount of power, is automatically turned off. A cutting device was used.

However, in the conventional device as described above, the power to the defogger is simply turned off while the ennon is stopped, so if the window glass fogs up while the engine is stopped or the outside temperature is below 0°C, The problem is that the windows of the train sometimes freeze, making visibility poor and dangerous when restarting the train.

In addition, contrary to the above, there is a method that does not automatically stop the engine while the defogger is in use, but this method does not take advantage of the automatic stop and start functions.
There is a problem that fuel efficiency cannot be improved.

The present invention has been made in order to solve the above problems, and provides an engine control device that makes the most of the automatic stop and start functions, allows the defogger to be used without any trouble, and does not cause the risk of battery exhaustion. The purpose is to

In order to achieve the above object, the present invention has the following features.

When the outside temperature is detected and the outside temperature is below a predetermined value (for example, 0°C) and the defogger is energized, the engine will not be stopped even if other stopping conditions are met, and the engine will not start. The amount of electricity supplied to the defogger is controlled in accordance with the outside temperature and the condition of whether or not the defogger is in use.

The present invention will be described in detail below based on the drawings.

FIG. 1 is a circuit diagram of one embodiment showing the entire apparatus of the present invention, and FIG. 2 is a signal waveform diagram of the circuit of FIG. 1.

In FIG. 1, So is a defogger determination signal, which is output from a defogger control circuit 5 as will be described in detail later.
When the outside temperature is below a predetermined value (for example, 0° C.) and the defogger is energized, the value is “°0”, and in other cases, the value is II II II.

Further, Sl is a parking brake signal, which is "1" when the parking brake is applied as will be described in detail later, and "0" when it is not 0.

Further, S2 is an ignition switch signal.

It becomes "1" when the ignition switch is on.

Further, S3 is an IJ--S signal, which becomes "1" when the parking flake release button, which will be described in detail later, is pressed.

Also, S4 is a starter signal, which is "1'" while the starter switch for operating the starter motor is on.
becomes.

Further, S5 is a rotational speed signal, which is a voltage signal proportional to the engine rotational speed. This rotational speed signal S5 is 1
For example, the neutral point voltage of the alternator may be used, or in an engine equipped with a crank angle sensor that outputs a pulse every time the engine crank angle rotates by a predetermined angle, the frequency of the pulse may be converted into a voltage. May be used.

Further, SI2 is a starter drive signal, and this signal is “1”.
“The starter motor operates during °.

Further, 813 is a fuel cut signal, and the fuel supply to the engine is cut off while this belief is "'1".

Next, 1.2.3 and 4 are one-shot multivibrators, and when the 9 human power signal rises, a narrow trigger signal s6. s7. Outputs s8 and 810, respectively.

Further, 5 is a defon control circuit which will be described in detail later.

Further, 6, 7 and 8 are OR circuits, 9 and 10 are flip-flops, and 11 and 12 are AND circuits.

Further, 13 is a comparator which outputs a signal S9 which becomes "0" when the value of 9 rotation speed multiple S5 is less than a predetermined reference voltage 78 and "1''9 or more. Reference voltage Vs The value of is the lowest value when the engine rotates independently, for example 4.
Therefore, when the signal S9 is "1", it indicates that the engine is stopped or cranking, and when it is "0'", the engine is running (starting is completed and the engine is running independently). ).

Further, 14 is an inverter that inverts and outputs the signal S9.

The operation of the circuit shown in FIG. 1 will be explained in detail below with reference to FIG.

First, when the ignition switch is turned on at time t1 in FIG. 2 from a state where the engine is completely stopped, the ignition switch signal S2 becomes "1". Therefore, the one-shot multivibrator 2 outputs a tri-force signal S7, which is applied to the reset terminals R of flip-flops 9 and 10 via OR circuits 6 and 7, respectively. Therefore, both flip-flops 9 and 10 are reset.

Q output (Q output of 9 is S13, Q output of 10 is 511)
Both become "0". In this state, the starter drive signal 812 and the twin cut signal 813 both become "0".
and is ready to start.

Next, at time t2, the starter switch is turned on.

When the starter signal S4 reaches 1'', this signal is applied to the one-shot multivibrator 3 via the OR circuit 8, and the one-shot multivibrator 3 outputs the tri-force signal S8.

The signal S8 is given to the set terminal S of the flip-flop 10, so the Q output signal 811 is "i"
This trigger signal S8 is also given to the reset terminal R of the flip-flop 9 via the OR circuit 6, so when the trigger signal S8 is output, the twin cut signal SI3 is always 0''. Fuel can be supplied.

At time t2, the engine is stopped, so the rotational speed signal S5 is at a low level, so the comparator 1
The signal S9 of No. 3 is “1”°.

As mentioned above, both signal 811 and signal S9 are "1'"
Therefore, the starter drive signal 812 output from the AND circuit 11 also becomes "1"'.

While the starter drive signal S12 is "1", a starter motor drive device (not shown) operates, the starter motor rotates, and the engine is started.At this time.

As mentioned above, since the unit cut signal 813 is "0", the fuel injection device (not shown) operates normally.

It supplies fuel.

Next, when the engine speed gradually increases and the engine speed signal S5 becomes equal to or higher than the reference voltage 78 at 9 time t3, that is, when the engine starts to operate autonomously after starting, the signal S9 becomes "0". Therefore, the starter drive signal 812 output from the ant circuit 11 also becomes 0'', and the starter motor stops.

Note that when the signal S9 becomes "0", the output of the inverter 14 becomes "°l", and therefore the one-shot multivibrator 4 outputs the trigger signal 810.

This trigger signal SIO is applied to the reset terminal R of the flip-flop 10 via the OR circuit 7, so the flip-flop 10 is reset and the signal S11 becomes "0".

Next, when starting the car, the IJ-IJ- button is pressed at 9 time t4 to release the parking brake, and the release signal $3 becomes '1''. This signal is applied to the one-shot multivibrator 3 via the OR circuit 8, and as a result, the signal S8 becomes 1°, so the flip-flop 10 is set.

The signal 811 becomes "1P". However, at this time, the engine is already operating and the signal S9 is "0'", so the starter drive signal 812 output from the AND circuit 11 becomes "□I+". It remains as it is. Therefore, the starter motor does not operate.

Next, the parking brake is released (parking brake signal S1 is “
After the release button is released at time t5, the release signal S3 becomes "0".

In this state, the first engine start is completed and the vehicle is ready to run.

In the above explanation, the first start is performed using the starter signal S4 (
1, the starter signal S4 and the release signal S3 are used identically via the OR circuit 8, so the release signal S3 ( The first start can also be performed by pressing the !J button).

Next, a case will be described in which the engine is stopped using the parking brake.

First, at time t6, when the parking brake is applied, the parking brake signal S1 becomes it I n. At this time, if the defogger determination signal So is "1".

The output of the AND circuit 12 becomes "1", and therefore the one-shot multivibrator 1 outputs the trigger signal S6.

Therefore, the flip-flop 9 is set, and its Q output signal, that is, the twin cut signal S13 becomes 1°''.

When the twin power cut signal 813 reaches 1, a fuel injection device (not shown) cuts off the fuel supply, and the engine stops.

Note that since the tri-power signal S6 is applied to the flip-flop 10 via the OR circuit 7, the flip-flop 10 is reset and the signal S11 becomes 0''.

Then the engine stops and the rpm gradually decreases.

When the rotational speed signal S5 becomes less than the reference voltage 78 at time t7, the signal S9 becomes "1".

Next, start the engine using the IJ button.
, we will explain the case where it is set.

First, at time t8, when the driver presses the IJ button to release the parking brake, the large IJ signal S3 becomes 1''.

When the IJ IJ-large signal S3 becomes "1", the trigger signal S8 output from the one-shot multivibrator 3 becomes "1" as described above.

This trigger signal S8 is applied to the reset terminal R of the flip-flop 9 via the OR circuit 6.

As a result, the flip-flop 9 is reset and the unit cut signal 813 becomes 0'', making it possible to inject fuel.

Further, the trigger signal S8 sets the flip-flop 10 in the same manner as described above, so that the signal 811 becomes 1''.

At this time, the engine is stopped and signal S9 or "1"'
Therefore, the starter drive signal 812 output from the AND circuit 11 becomes "1", and the starter motor operates in the same manner as described above to start the engine.

When the starting is completed and the rotation speed signal S5 becomes equal to or higher than the reference voltage 78, the signal S9 becomes "θ" and the starter drive signal 81
The fact that 2 becomes "0" and the starter motor stops is the same as described above.

Next, a case where the defogger determination signal So is "0" will be explained.

As will be described in detail later, the defogger determination signal So' becomes 0'° when the outside temperature is below a predetermined value and the defogger is energized (the defogger switch is turned on).

In this state, if the parking brake is applied at time t9, even if the parking brake signal S1 becomes "1 pa".

Since the defogger determination signal So is "0", the output of the AND circuit 12 remains OP, and therefore the one-shot multivibrator 1 is not triggered.

Since the flip-flop 9 is not set, the twine cut signal 813 remains at 0°', and the engine does not stop.

As described above, the circuit shown in FIG. 1 is configured so that the engine is not automatically stopped only when the outside temperature is below a predetermined value and the defogger is energized.

Next, a device that outputs the parking brake signal S1 and the IJ-IJ-large signal S3 will be described.

FIG. 3 is an example of a parking brake operating device for operating the parking brake.

In Fig. 3, 20 is the floor panel of the vehicle body;
A parking brake bracket 21 is bolted to the floor panel 2°. Further, 22 is a tooth provided on the parking brake bracket 21, 23 is a parking brake lever, 24
is IJ to unlock the parking brake lever 23.
J-switch, 25 is a pawl that engages with the teeth 22 and locks the parking brake lever 23 in any position; 26 is a rod that connects the release button 24 and the pawl 25; 27;
is the return spring, and the release button 24. The rod 26 and claw 25 are always pushed to the left in the drawing. 28
is a stopper for the return spring 27, which is fixed to the parking brake lever 23. Further, 29 is a pin that supports the pawl 25 on the parking brake lever 23, and 30 is a rod 2.
A pin connecting 6 and the claw 25.

31 is a pin that rotatably supports the parking brake lever 23; 32 is a parking brake cable; 33 is a switch fixed to the parking brake lever 23; 34 is a switch fixed to the floor panel 20; 35 is a pin of the parking brake lever 23. A part of the switch 34 is a pressing part that presses the button of the switch 34.

Next, the action will be explained.

The state shown in FIG. 3 is a state in which the parking brake is not applied at all.

From this state, the driver pulls up the parking brake lever 23.
1. When pulled up to one side, the parking brake cable 32 is pulled to the left in the drawing, and a parking brake (not shown) is applied. Since the pawl 25 engages with the teeth 22, the parking brake lever 23 is held in the raised position. Also, at this time, since the suppressor 35 is in a state where the button of the switch 34 is pressed, the switch 34 is turned on, and the parking brake signal S1 shown in FIG. 1 becomes "1°".

When the release button 24 is partially pushed to the right in the drawing by the driver, the pawl 25 and the teeth 22 are disengaged, so that the parking brake lever 23 can be pulled down. If the parking brake leno<-23 is pulled down in this state, the parking brake cable 32 returns to the right in the drawing.9 The parking brake (not shown) is released, and the switch 34 is turned off, so the parking brake signal Sl is set to 0. It becomes °′.

Further, while the IJ IJ-Shot button 24 is pushed to the right in the drawing, the upper part of the claw 25 is pushing the button of the switch 33, so the switch 33 is turned on and the release signal S3 in FIG. "become.

If the driver stops pressing the IJ IJ- button 24.

Since the claw 25 returns to its previous position by the force of the return spring 27, the switch 33 is turned off and the release signal S3 becomes "0".

While the parking brake is applied as described above, the parking brake signal S1 becomes "1", and while the IJ button 24 is pressed, the release signal S3 becomes "1".
1"'.As can be seen from the above explanation.

When releasing the parking brake once applied.

It is necessary to press the release button 24 without fail, and therefore, when releasing the parking brake, the IJ-IJ-space signal S3 always becomes "1°".

Although the example in Fig. 3 shows a case where a so-called handbrake is used as the parking brake, there are other types of parking brakes, such as those installed in front of the driver's seat, which allow the driver to pull the brake toward the driver (by pulling the parking brake). The present invention can be similarly applied to all types of car brakes.

Next, the def-on force control circuit 5 described in rIif will be explained.

FIG. 4 is a circuit diagram of one embodiment of the defocuser control circuit 5.

In FIG. 4, a temperature sensing element 40 is, for example, a thermistor, whose resistance value increases as the temperature decreases.

Therefore, the voltage (2), which is obtained by dividing the power supply voltage VOC by the resistor R1 and the temperature sensing element 40, increases as the temperature decreases.

Next, the comparators 41 and 42 output a first reference value (for example, a value corresponding to 0° C.) set by resistors R2 and R3, respectively;
The second reference value (for example, 10
℃) and the above voltage ■t, and calculate the voltage V
Signal 81 that becomes Pa 1" when I is less than the respective reference value
Outputs 4 and 815.

Therefore, the signal SI4 becomes 2, for example, 0° when the outside temperature is below 0°C, and the signal 815 becomes 2, for example, 0 when the outside temperature is below 10°C.

Next, the def/off power switch 49 is manually turned on by the driver when the driver wishes to use the defogger.

When the differential-off switch 49 is turned on, the voltage of the vehicle battery 50 is applied to the inverter 44, so that the signal of the inverter 44 becomes "0"'.

The OR circuit 43 is the input signal between the signal 814 and the inverter 44).
Defogger judgment signal SO is "1°'5" when at least one of is "1";
Output.

Therefore, the defogger determination signal So becomes "0" only when the outside temperature is 0.degree. C. or lower and the defog-off switch 49 is on, and becomes "1" in other cases.

The AND circuit 45 also receives the signal S9. of FIG. All of the above signal 814 and the terminal voltage 816 of the switch 49 are "
A signal S17 which becomes 1'' when the signal is 1'' is output, and the relay 47 is energized. That is, ', the engine stops (S9=
"'1"), and when the outside temperature is higher than 0° C. and the defogger switch 49 is on, the relay 47 is energized.

When the relay 47 is energized, its contact becomes the normally closed contact 47B.
The contact is switched from to the normally closed contact 47A.

On the other hand, the AND circuit 46 receives the signal S9. When both the signal 815 and the terminal voltage 816 are at 1', a signal 818 which becomes "1" is output, and the relay 48 is energized. That is.

The engine has stopped and the outside temperature is higher than 0℃.

And when the defocker switch 49 is on, the relay 4
8 is excited.

When relay 48 is energized, its normally closed contact 48B is turned off.

Further, R7 is a resistor for limiting the current of the defogger, and 51 is a defogger.

When the default switch 49 is turned on, the relay 4
If 7 and 48 are not energized, contacts 47B and 48
B is turned on, and the defogger 51 is directly connected to the vehicle battery 50.

If the relay 47 is energized, the contact 47A is turned on and the contact 47B is turned off, so a resistor R7 is inserted to limit the current to the defocuser 51 to, for example, ±9.

Since the defogger switch 49 is turned off, power to the defogger 51 is cut off even when the defogger switch 49 is on.

Next, the operation of the circuit shown in FIG. 4 will be explained.

First, when the outside temperature is below 0°C, the defogger judgment signal So is “
11+1. When it is on, it becomes "0'".

Also, at this time, since both signals 81413+5 are "0", relays 47 and 48 are not energized regardless of other conditions. Therefore, when the differential off switch 49 is turned on, the defogger 51 is directly connected to the vehicle battery 50 and operates at full load.

Further, when the defogger 51 is energized as described above, the defogger determination signal S is generated as described above.

is 0゛. Therefore, as described in the explanation of FIG. 1, even if the parking brake is applied, the engine does not stop. That is, when the outside temperature is below 0°C and the defogger is energized.

Engine automatic stop control has been canceled.

Next, if the outside temperature is higher than 0℃ and lower than 10℃,
The signal 814 becomes "'1" and the signal SI5 becomes "0".

If the signal S14 is 1'', it is the defogger determination signal S regardless of whether the defogger switch 49 is on or off.

becomes 1''. Therefore, in this state, the automatic engine stop control operates normally.

In addition, in this state, the relay 48 is always not energized, and when the signal S9 is "0", that is, when the engine 7 is operating, the signal 817 is 0', so the relay 47 is also not excited. Not energized. Therefore, when the engine is running, if the defogger switch 49 is turned off, the defogger 51 operates at full load.

In some cases, when the signal S9 is "1", that is, when the engine is stopped, if the defogger switch 49 is on, the signal 817 becomes "1pa", and the relay 47 is excited to 1. Therefore, contact 47B is turned off and contact 47A is turned on.
The defogger 51 operates with a limited capacity, e.g. under load.

Next, if the outside temperature is 0°C or higher, signal 814 and SI
5 and both become 1''. Therefore, the signal S9 is “1”.
If ``'' and the defogger switch 49 is on, both relays 47 and 48 are energized.

When the relay 48 is energized, the defogger switch 49
Even if the defocuser 51 is on, the power supply to the defocker 51 is cut off.

That is, in this case, the defogger 51 is not energized at all when the engine is stopped, and the defogger 51 is driven at full load when the engine is operating.

As mentioned above, in the present invention, the outside temperature is extremely low (
(For example, below 0 degrees Celsius), when the need for the defogger is extremely large, the automatic engine stop control is canceled and the defogger is activated preferentially.

In addition, when the outside temperature is slightly higher (above 0℃ and below 10℃), the defogger can be operated at full load while the engine is running, and is restricted while the engine is stopped. It is designed to operate at a lower capacity (-lower load).

In addition, the outside temperature is even higher (over 10 degrees Celsius), and the default
When the need for force is relatively small, the defogger is enabled to operate at full load while the engine is running, but when the engine is stopped, power to the defogger is cut off.

Therefore, the automatic stop and start functions of the engine are utilized as much as possible, and the defogger can also be used as needed, and there is no risk of the battery dying.

As mentioned in -1- above, the defogger can be used at full load while the engine is running, regardless of the outside temperature, so if it becomes necessary to use the defogger while the engine is stopped, use the defogger described above. Just press the release button and start the engine.

The signal S9 becomes "0" and the defogger is automatically energized.

Further, the temperature (0° C. and 10° C.) and the capacitance limit value of the defogger described in 01f can be set to arbitrary values by adjusting the resistors R3, R5, and R7, respectively.

Although not shown in FIG. 1, when the ignition switch is turned off, the power to the ignition device is cut off and the engine is stopped, just as in a normal automobile engine.

Further, in the embodiment shown in FIG. 1, the present invention is applied to a device that stops the engine when the stopping condition of applying the parking brake is satisfied, but other methods, such as when the car is stopped or when the engine is stopped, are applied. It goes without saying that the present invention can also be applied to devices that have a stop condition of a switch operation by a person.

In the embodiment shown in FIG. 1, the present invention is constructed using ordinary hardware, but it goes without saying that similar control can be performed using a microcomputer. When applied to automobiles equipped with a centralized engine control system,
The present invention can be realized by simply changing the program of one microcomputer.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram of an embodiment of the present invention, Fig. 2 is a signal waveform diagram of the circuit of Fig. 1, Fig. 3 is a diagram of an example of a parking brake operating device, and Fig. 4 is a defocker control circuit of the present invention. FIG. 2 is a circuit diagram of an embodiment of the present invention. Explanation of symbols 1 to 4...One-shot multivibrator 5...
Defocker control circuits 6-8...OR circuits 9-10...Flip-flop++, 12...Ant circuit 13...Comparator 14...
... Inverter 40 ... Temperature sensing element 4], 42
... Comparator 43 ... OR circuit 44 ... Inverter 45.46 ... AND circuit 47, 4
8...Relay 47A, 47B...Relay 4
Contact 48B of 7--Contact 49 of relay 48, Defocker switch 50, Vehicle-mounted battery 51, Defocator So, Defocker signal St... Parking brake signal S2 Ignition switch signal S3... Release signal S4... Starter Signal S5... Rotation speed signal 812... Starter drive signal S] 3... Tsuyunil cut signal Representative patent attorney Junnosuke Nakamura 3rd figure 4th figure

Claims (1)

[Claims] An engine control device that automatically stops an engine when a predetermined stopping condition is satisfied and automatically starts the engine when a predetermined starting condition is satisfied, the engine control device including a means for detecting an outside temperature; A means for not stopping the engine even if other stopping conditions are satisfied when the temperature is below a predetermined value and the defogger is energized, and depending on the condition of whether the engine is operating or not and the value of the outside temperature. An engine control device comprising: means for controlling the amount of electricity supplied to a defogger.