KR101146212B1 - Apparatus and method for controlling driving of vehicle engine using fossil fuel - Google Patents

Abstract

PURPOSE: An engine driving control system of vehicles using fossil fuel is provided to reduce costs and a size of a solenoid coil cylinder by being closed with fluid pressures of an ABS(Anti-Lock Brake System) actuator or elastic forces of a return spring instead of magnetic forces of the solenoid coil cylinder. CONSTITUTION: An engine driving control system of vehicles using fossil fuel comprises solenoid valve assemblies, a vehicle speed sensor(70), a brake pedal switch(80), an engine driving unit(220), and an ECU(Electric Control Unit)(60). The solenoid valve assemblies are installed on a braking fluid line between a wheel cylinder(30) and a master cylinder(10). The ECU checks signals inputted from the vehicle speed sensor and the brake pedal switch. The ECU blocks a flow of working fluids by controlling the solenoid valve assemblies if the vehicles stop while driving. The ECU stops an operation of the engine by controlling the engine driving unit and circulates the working fluids smoothly again by controlling the solenoid valve assemblies if the ECU detects an intension of restarting the engine form drivers. The ECU restarts the operation of the engine by controlling the engine driving unit and a starting motor driving unit(200).

Description

Apparatus and method for controlling driving of vehicle engine using fossil fuel}

The present invention relates to an engine drive control apparatus and method for a fossil fuel vehicle, and in particular, it is possible to save fuel and reduce the emission of air pollutants by automatically stopping the driving of the vehicle engine while the vehicle is stopped in a driving state. The present invention relates to an engine drive control apparatus and method for a fossil fuel vehicle.

In general, as a device for improving stability while driving, ABS (ANTI-LOCK BRAKE SYSTEM) for preventing slip during braking, TCS (TRACTION CONTROL SYSTEM) for preventing slip during sudden start and stable stance during driving ESP (ELECTRONIC STABILITY PROGRAM), a vehicle stability system for maintaining the In other words, the ABS mounted on the vehicle ensures stability at the time of braking, the TCS is to prevent slipping at the start, and the ESP is to maintain the posture stably with brake or engine torque when turning the vehicle in conjunction with the ABS. .

On the other hand, apart from this, the applicant maintains the pressure applied to the wheel cylinders when the vehicle is stopped on a slope or the like when the brake pedal is stepped on (hereinafter, this function is referred to as an 'auto hold' function). Patent No. 4,279 (file date: May 9, 2008) filed a solenoid valve assembly for brake hydraulic control of a vehicle, a hydraulic control unit and a vehicle control system using the same, to prevent the vehicle from slipping.

1 is a block diagram of a vehicle control system using a solenoid valve assembly according to the applicant's prior application. As shown in Figure 1, the vehicle control system using the solenoid valve assembly according to the preceding application is largely installed in each of the master cylinder 10, each wheel to generate the hydraulic pressure by the operation of the brake pedal, each by the hydraulic pressure Between the wheel cylinder 30 for braking the wheel, the two hydraulic lines 20 and 22 connecting the master cylinder 10 and the wheel cylinder 30, and between the master cylinder 10 and the wheel cylinder 30 It is installed on the hydraulic lines 20 and 22 and collectively controls the operation of the ABS actuator 40 and the ABS actuator 40 to intermittently control the pressure transmitted to the wheel cylinder 30 to prevent slip when the vehicle is braked. The solenoid valve assembly (100a, 100b) and the inclination sensor (103) installed in each of the hydraulic lines (20) and (22) between the ABS control unit (50), the ABS actuator (40) and the master cylinder (10) to control Hydraulic control unit installed in the same housing 104 101, a vehicle speed sensor 70 for detecting a vehicle speed, a brake pedal switch 80 for detecting whether the brake pedal is stepped on, an accelerator pedal switch 90 for detecting whether the accelerator pedal is stepped on, and a tilt sensor 130, ECU 60 for controlling the on / off of the solenoid valve assembly on the basis of the detection result of the vehicle speed sensor 70, the brake pedal switch 80 and the accelerator pedal switch 90, and appropriately controlling the engine torque, ie, the air-fuel ratio. It may be made, including.

Such a conventional solenoid valve assembly (100a, 100b) is a bunch of solenoid valve connected to the hydraulic line of the master cylinder 10 side, valve disk body, solenoid valve connected to the hydraulic line of the ABS actuator 40 (or wheel cylinder) side A solenoid coil inserted outside the bundle, a ball valve inserted inside the solenoid valve bundle, a valve seat coupled to the rear side of the ball valve (the opposite side of the master cylinder), and a rubber check valve coupled to the rear side of the valve seat. .

By the way, the conventional solenoid valve assembly has a problem that the check valve is made of rubber, so even when using heat-resistant and pressure-resistant rubber, deformation occurs due to heat or contact, and thus its performance is deteriorated.

FIG. 2 is a flowchart for explaining an operation of the vehicle control system shown in FIG. 1. As shown in FIG. 2, the vehicle control system according to the preceding application may be collectively controlled by the ECU 60. First, the ECU 60 checks a sensed value output from the tilt sensor 130 (step S10). To determine the current tilt of the vehicle. Next, in step S12 to check the detection value output from the vehicle speed sensor 70 and the brake pedal switch 80 to determine whether the current vehicle speed is zero, that is, the vehicle is stopped because the brake pedal is stepped on, the vehicle speed sensor ( If the detected value of 70) is not 0, the process returns to step S10. If the detected value of the process 70 is 0, the process proceeds to step S14. As a result of the determination in step S14, when the vehicle stop time has passed a predetermined time, the process proceeds to step S16 to excite the solenoid coil (to be described later). Thus, even if the driver releases the brake pedal, the braking state remains the same. The driver's feet are free.

In this state, when the driver wants to start the vehicle after releasing the stopped state, the driver presses the accelerator pedal. In step S18, it is determined whether the accelerator pedal switch 90 is turned on. As a result of the determination in step S18, when the accelerator pedal switch 90 is turned on, the solenoid coil is immediately demagnetized. Accordingly, the free flow of brake oil from the wheel cylinder 30 to the master cylinder 10 is resumed and the braking state is resumed. Is released. At the same time, the ECU 60 starts the vehicle by appropriately controlling the engine torque, that is, the air-fuel ratio, by the inclination obtained in step S10. Thus, even if the driver presses the accelerator pedal more than enough, the current inclination is not affected. Since the engine torque is controlled to be suitable for the engine, it is possible to prevent unnecessary waste of fuel.

On the other hand, in recent years, in order to alleviate various problems such as global warming triggered by air pollution, so-called hybrid vehicles using both thermal energy and electric energy by fossil fuels have been proposed. The hybrid vehicle uses fossil fuel to drive the engine when driving at high speed, while the engine is driven by an electric motor when starting and driving at low speed. Accordingly, the engine is stopped as soon as the vehicle enters a stopped state. do. As a result, in the case of a hybrid vehicle, since the engine is stopped immediately when the vehicle is stopped, fuel consumption is reduced as well as the emission of air pollutants.

However, in the case of the hybrid vehicle, the engine is driven by the electric motor during low speed driving, and therefore the vehicle is stopped due to the restraint force of the electric motor even if the driver stops driving the engine without the brake pedal being pressed. Will remain the same.

However, in the case of a fossil fuel vehicle using only conventional fossil fuel, the engine is automatically stopped while the vehicle is stopped because the vehicle is pushed as soon as the driver releases the brake pedal while the vehicle is stopped because the driver presses the brake pedal on a ramp or the like. There is a problem that it is impossible to save fuel and reduce the emissions of air pollutants by stopping.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and the inconvenience to the driver by automatically stopping the driving of the vehicle engine and automatically restarting the engine immediately after detecting the driver's intention while the vehicle is stopped in the driving state. It is an object of the present invention to provide an engine driving control apparatus and method for a fossil fuel vehicle capable of reducing fuel consumption and reducing air pollution while minimizing the amount of waste.

In addition, the present invention is installed in the hydraulic line connecting the master cylinder and the wheel cylinder structure of the solenoid valve assembly that serves to maintain the braking state regardless of whether the brake pedal is continuously stepped after a certain time since the vehicle stops The purpose of this is to improve the durability and reliability of the solenoid valve structure.

Engine drive control apparatus for the fossil fuel vehicle of the present invention for achieving the above object is installed in the braking fluid line between the wheel cylinder and the master cylinder is a solenoid valve assembly for intermittent flow of the braking fluid delivered to the wheel cylinder; A vehicle speed sensor detecting a vehicle speed; A brake pedal switch detecting whether the brake pedal is stepped on; An engine driver supplying or blocking fuel and air to the engine; As a result of checking a start motor drive unit for driving an engine start motor and input signals from the vehicle speed sensor and the brake pedal switch, the solenoid valve assembly is controlled to block the flow of the braking fluid when the vehicle is stopped in a running state. In addition, the engine driving unit is controlled to stop the engine driving, and when it is detected that the engine is to be restarted in this state, the solenoid valve assembly is controlled to resume the free flow of the braking fluid and the starting motor driving unit and the An ECU for controlling the engine driver to resume driving of the engine, the solenoid valve assembly comprising: a guide having one side connected to a master cylinder side hydraulic line; A nozzle having one side coupled to the other side of the guide and the other side connected to an ABS actuator or a wheel cylinder side hydraulic line and having two flow paths formed therein; A plunger valve inserted into the guide to be movable back and forth to open and close any one of two flow paths formed in the nozzle; A valve disc inserted into the nozzle so as to be movable back and forth to open and close the other one of the two flow paths formed in the nozzle; A disk stopper coupled to the inside of the nozzle to limit forward and backward movement of the valve disc; And a bundle of solenoid coils inserted into the outside of the guide to retract the plunger valve by magnetic force upon closing to seal one of two flow paths formed in the nozzle.

Here, any one of the two flow paths formed in the nozzle is formed in the transverse direction at the front center portion, and is a first bending flow path is formed in the double bent horizontally again in communication with one side of the receiving space inside the nozzle, the other The flow path is a second bending flow path that is formed longitudinally so as to communicate with the gap between the nozzle and the guide, and is bent laterally at the center portion to communicate with the center of the receiving space inside the nozzle.

And a hemispherical concave ball seat is formed in the front center part in which the said 1st bending flow path was formed, The ball which opens and closes the ball seat is fixedly installed in the center of the rear end of the plunger valve. At this time, the central portion in which the first bending passage is formed is formed to protrude to the rear side than the one portion in which the second bending passage is formed.

The portion bent in the longitudinal direction of the first bending passage is formed in communication with the gap and then closed by press-fitting of a sealing ball.

Further, a first return spring inserted outside the plunger valve and acting as a force for separating the plunger valve and the nozzle, and the valve disc is supported with the ABS actuator or the wheel cylinder side hydraulic pressure while being supported by the disc stopper. A second return spring is further provided to seal the other one of the two flow paths formed in the nozzle.

Settle grooves are formed in the disc stopper and the valve disc so that the end portions of the second return springs can be placed.

The valve disc is advanced by an ABS actuator or wheel cylinder side hydraulic pressure to seal the other one of the two flow paths formed in the nozzle. The valve disk is provided with a central transverse flow passage penetrating laterally from the rear side and a longitudinal flow passage penetrating the body longitudinally in communication with the central transverse flow passage.

Furthermore, an accelerator pedal switch for detecting whether the accelerator pedal is stepped on is further provided, and the intention of restarting the engine is that the brake pedal switch is changed from an off state to an on state or that the accelerator pedal switch is changed from an off state to an on state. Can be detected and confirmed.

The vehicle may further include a gear state sensing unit configured to detect a current gear state of the vehicle, wherein the ECU is configured to operate the starting motor driving unit and the engine only when the current gear state is in a parking position or a neutral position based on an input signal of the gear state sensing unit. The driving unit may be controlled to resume driving of the engine.

Engine drive control method of the fossil fuel vehicle of the present invention for achieving the above object is a guide that one side is connected to the hydraulic line of the master cylinder, one side is coupled to the other side of the guide and the other side is ABS actuator or wheel cylinder side hydraulic line Is connected to the nozzle is formed with two flow paths, the plunger valve is inserted into the inside of the guide to move back and forth, the plunger valve for opening and closing any one of the two flow paths formed in the nozzle, is inserted into the inside of the nozzle A valve disc for opening and closing the other one of the two flow paths formed in the nozzle, a disk stopper coupled to the inside of the nozzle to limit the forward and backward movement of the valve disc and inserted into the outside of the guide and the plunger by the magnetic force during excitation The valve may be retracted to seal one of two flow paths formed in the nozzle. By controlling the flow of the braking fluid delivered to the wheel cylinder by a solenoid valve assembly consisting of a bundle of solenoid coils, an autohold function is performed to maintain a braking force even when the brake pedal is not stepped on when the vehicle is stopped in a running state. An engine driving control method for a fossil fuel vehicle, the method comprising: operating the auto hold when the vehicle is stopped in a driving state; (B) determining whether the stop intention determination reference time T10 has elapsed while the current gear state is in the neutral or parking position; (C) determining the warm-up level of the engine based on the elapsed time since the last engine stop and the elapsed time since the current engine driving when the stop intention determination reference time T10 has elapsed in the step (b); (D) determining whether to stop the engine according to whether the engine is warmed up determined in the step (c); And (e) resuming engine driving when there is a desire to resume engine driving in the engine driving stop state.

In the above-described configuration, the step (c) is performed when the engine cooling time T14 has elapsed since the last engine stop and the time required for cooling warm-up T12 has elapsed, which is a time required for warm-up after the current engine is driven. If it is determined that the warm-up time has not elapsed when the cooling-up time T12 has not elapsed, it is determined that the engine has not warmed up, and when the engine cooling time-T14 has not elapsed, the engine has warmed up since the last engine stop. When the warm-up maintenance time T13, which is the minimum time for determining whether to maintain the state, has elapsed and the warm-up time T11 for intermediate warm-up has elapsed since the current engine is driven, it is determined that the engine has warmed up. When the warm up time T11 has not elapsed, it is determined that the engine has not warmed up, and the warm up time T13 has not elapsed. It can be determined that the engine has warmed up.

In this case, the presence of the intention to resume engine driving may be achieved by checking the stepping of the accelerator pedal, the brake pedal, or the clutch pedal.

In addition, when it is determined that the intention of resuming the engine driving is caused by stepping on the accelerator pedal, the engine driving of step (e) is resumed after the stepping of the accelerator pedal is released.

On the other hand, the step (e) may further comprise the step (f) of releasing the auto release function when the accelerator pedal is pressed when the engine driving is resumed.

According to the engine drive control apparatus and method for the fossil fuel vehicle of the present invention, the driver is automatically stopped while the vehicle is stopped in the driving state, and the engine is automatically restarted immediately upon detecting the driver's starting intention. The state can save fuel and reduce emissions of air pollutants with minimal inconvenience.

In addition, the present invention can close the flow path by the hydraulic force of the ABS actuator side and the elastic force of the return spring, not the magnetic force of the solenoid coil bundle, it is possible to reduce the size of the solenoid coil bundle and reduce the cost.

And while the valve seat and the check valve body is integrated with a conventional nozzle, the durability can be improved by a structural change to form a bending flow path in the nozzle.

1 is a block diagram of a vehicle control system using a conventional solenoid valve assembly;
2 is a flowchart for explaining an operation of the vehicle control system shown in FIG. 1;
3 is a cross-sectional view of a brake hydraulic control solenoid valve assembly of the vehicle applicable to the present invention,
4 is an exploded view of the solenoid valve bundle shown in FIG.
5 is a cross-sectional view showing the operating state of the solenoid valve bundle shown in FIG.
6 is a cross-sectional view of a solenoid valve assembly for brake hydraulic pressure control of a vehicle that may be applied to the second embodiment of the present invention;
7 is a cross-sectional view showing the operating state of FIG.
8 is a pneumatic system diagram of an air brake system of a large bus that is another example of a fossil fuel vehicle;
9 is a block diagram of an engine drive control apparatus for a fossil fuel vehicle of the present invention;
10 is a flowchart for explaining an operation of the engine drive control apparatus shown in FIG. 9;
11 is a flowchart illustrating an engine driving control method of the fossil fuel vehicle of the present invention.

Hereinafter, an engine driving control apparatus for a fossil fuel vehicle according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. Prior to the description, the structure of the solenoid assembly which is the basis of the present invention will be described.

3 is a cross-sectional view of a solenoid valve assembly for controlling a brake hydraulic pressure of a vehicle that may be applied to the present invention. As shown in FIG. 3, the solenoid valve assembly 100 includes a solenoid valve bundle 110 and a solenoid coil bundle 190.

The solenoid coil bundle 190 is excited or depressed by stepping on the brake pedal while surrounding the upper and lower middle portions of the solenoid valve bundle 110 to control the operation of the solenoid valve bundle 110.

The solenoid coil bundle 190 includes a bobbin 191, a coil 192, a cover 193, a washer 194, a housing 195, and a lead bushing 196.

The bobbin 191 is formed with an outer wall before and after the coil 192 can be wound, and a coil 192 is wound between the outer walls.

The cover 193 and the housing 195 are protected while the coil 192 is wound around the bobbin 191, with a washer 194 interposed between the housing 195 and the bobbin 191, and the coil 192. On one side, a lead bushing 196 for electrically stably connecting the coil 192 is mounted and drawn out.

An epoxy resin or the like is injected into the housing 195 and the cover 194 to improve impact resistance, moisture resistance, and withstand voltage.

When power is applied to the bundle of solenoid coils 190, the internal coil 192 is excited, and when the power supply is stopped, the internal coil 192 is demagnetized.

4 is an exploded view of the solenoid valve bundle shown in FIG. 3, and FIG. 5 is a cross-sectional view illustrating an operating state of the solenoid valve bundle shown in FIG. 3.

As shown, the solenoid valve bundle 110 includes a guide 120, a plunger valve 130, a nozzle 140, a valve disk 150, and a disk stopper 160.

The solenoid valve bundle 110 includes a guide 120 connected to a hydraulic line on the master cylinder 10 side, a nozzle 140 connected to a hydraulic line on the ABS actuator 40 (or wheel cylinder) side, and a guide 140. It includes a plunger valve 130 inserted therein, a valve disc 150 inserted into the nozzle 140 and a disk stopper 160 coupled to the inside of the nozzle 140.

The guide 120 may be formed of a hollow cylindrical body having a front end (hereinafter referred to as a master cylinder side and a wheel cylinder side as a rear side) and a rear end, and the outer diameter portion of the front side is formed with a thread connected to a hydraulic line. In addition, a screw thread connected to the nozzle 140 is also formed at the inner diameter portion of the rear side.

Inside the head of the guide 120, a central transverse passage 120a penetrates horizontally (hereinafter referred to as vertical, horizontal and vertical in the drawing).

The plunger valve 130 is inserted into the guide 120 so as to be movable back and forth. The plunger valve 130 includes a large diameter portion 131 forming a large first half and a small diameter portion 132 forming an approximately second half.

The large diameter portion 131 is formed such that its outer diameter is the same as the inner diameter of the guide 120 so that a gap does not occur between the inner circumferential surface of the guide 120, while the small diameter portion 132 has an outer diameter of the guide 120. Since the gap is formed smaller than the inner diameter of the guide 120 and the gap (130c) is formed.

The large diameter portion 131 of the plunger valve 130 is formed with a central transverse flow passage 130a penetrating it horizontally, and the small diameter portion 132 penetrates the body longitudinally in communication with the central transverse flow passage 130a. A vertical flow path 130b is formed.

A ball 133 for opening and closing the ball seat 140a is fixedly installed at the center of the rear end of the small diameter portion 132, and the magnetic force by the solenoid coil bundle 190 is not generated outside the small diameter portion 132 at all times. If not, a return spring 134 is inserted to push the plunger valve 130 forward to space the ball 133 from the ball seat 140a.

The nozzle 140 is formed of a circular body having an open rear end. The nozzle 140 includes a seat portion 141 forming a large first half and a coupling part 142 forming an approximately second half.

On the middle outside where the seat portion 141 and the coupling portion 142 meet, a thread is formed to engage with a thread formed on the rear inner peripheral surface of the guide 120, and the ABS actuator 40 is also formed on the inner peripheral surface of the rear side of the coupling portion 142 ( Or threaded threaded to the hydraulic line on the wheel cylinder side.

An accommodation space 140b is formed inside the coupling portion 142 so that the valve disk 150 is supported by the return spring 151 on the rear side of the accommodation space 140b.

At this time, the outer diameter of the valve disk 150 is smaller than the inner diameter of the nozzle 150 forming the receiving space 140b, the return spring 151 is screwed to the inner side of the coupling portion 142 disk stopper 160 It is supported by the valve disc 150, and the disk stopper 160 has a central transverse flow path (160a) is formed in the center.

Formed laterally at the front center portion of the seat portion 141 is longitudinally, double bent laterally formed to form a bending passage 140c communicating with one side of the receiving space 140b inside the coupling portion 142.

At this time, the bending flow path 140c formed by bending the bell is formed to communicate with the gap 140d on the outside and then press-fits into the sealing ball 143 from the outside to seal the gap 140d.

At the front end of the bending flow path 140c, a semispherical concave ball sheet 140a is formed in which the balls 133 are matched.

The sheet portion 141 includes a small diameter portion 141a largely formed at the front side, a middle diameter portion 141b formed at the center portion, and a large diameter portion 141c formed at the rear portion.

A part of the above-described return spring 134 is inserted into the outside of the small diameter portion 141a, and the outer diameter of the middle diameter portion 141b is formed to be slightly smaller than the inner diameter of the guide 120, so as to be between the inner circumferential surface of the guide 120. A gap 140d is formed, and a screw thread is formed on the outer circumferential surface of the large diameter portion 141c to engage with a thread formed on the inner circumferential surface of the guide 120 as described above.

The sheet portion 141 is also formed in the middle portion 141b so as to communicate with the gap (140d) is bent laterally formed at the center portion of the bent flow passage communicating with the center of the inner receiving space (140b) of the coupling portion (142) ( 140e) is formed.

In the present invention, the valve disk 150 is implemented in PTFE, the outer diameter is formed smaller than the inner diameter of the coupling portion 142 by the elasticity of the return spring and the hydraulic pressure of the hydraulic line of the ABS actuator 40 (or wheel cylinder) side When the valve disc 150 is advanced, the bending passage 140e communicating with the center of the accommodation space 140b is sealed. However, the bending passage 140c communicating with one side of the accommodation space 140b is not affected.

To this end, the center portion in which the bending passage 140e is formed is formed to protrude to the rear side than the one side portion in which the bending passage 140c is formed.

At the rear of the valve disc 150, a return spring 151 supported by the disc stopper 160 is interpolated. The return spring 151 pushes the valve disc 150 forward so that the valve disc 150 is received at the center upper portion. The bending passage 140e communicating with the space 140b is closed.

In this case, the valve disk 150 and the disk stopper 160 are provided with settle grooves 150a and 160b in which a part of the spring 151 is placed, so as to stably hold the valve disk 150 with the return spring 151. The disk stopper 160 has a central transverse flow path 160a that penetrates the center transversely.

Reference numeral 152 is an O-ring to prevent oil from leaking between the guide 120 and the nozzle 140.

When the driver presses the brake pedal in the brake hydraulic control solenoid valve assembly 100 of the vehicle which can be applied to the present invention having the above-described configuration, the brake oil from the master cylinder 10 is guided as shown in FIG. 3. Central transverse flow path 120a of the 120-> central transverse flow path 130a of the plunger valve 130-> vertical flow path 130b-> clearance 130c-> space | interval 130d-> bending of the nozzle 140 Passing through the flow path 140c and the gap 130c-> the gap 140d-> the bending path 140e of the nozzle 140 to the ABS actuator 40 through the central transverse path 160a of the disk stopper 160 Or to the master cylinder 10 via the reverse path.

At this time, since the space between the nozzle 140 and the valve disk 150 is separated by the pressure of the brake oil flowing through the gap 140d, the brake work introduced through the bending flow path 140e passes through the gap 140f (stopper). Exit to the central transverse passage 160a of 160.

On the other hand, when the driver presses the brake pedal and the vehicle is stopped for a predetermined time, for example, power is supplied to the bundle of solenoid coils 190 so that the internal coil 192 is excited and magnetic force is generated.

As a result of the magnetic force, as shown in FIG. 5, the plunger valve 130 overcomes the force pushing forward of the return spring 134, and is pushed backward so that the plunger valve 130 and the nozzle 140 closely contact the ball 133. This ball seat 140a is closed.

On the other hand, in this state, the hydraulic pressure from the ABS actuator 40 pushes the valve disk 150 forward, and the pushing force of the return spring 151 is added to the valve disk 150 to advance.

As a result, the valve disc 150 and the nozzle 140 closely contact each other to close the bending flow path 140e, thereby blocking the flow of brake oil between the master cylinder 10 and the ABS actuator 40 and consequently the wheel cylinder 30. Then, even if the driver releases the brake pedal, the braking state is maintained.

If the driver presses the brake pedal harder in this state, the hydraulic pressure on the master cylinder 10 side is greater than the hydraulic pressure on the opposite side, so that the brake oil from the master cylinder 10 is the central transverse flow path 120a of the guide 120. > Central transverse flow path 130a of the plunger valve 130-> End flow path 130b-> Clearance 130c-> Clearance 140d-> Bending flow path 140e of nozzle 140-> Spacing 140f It is delivered to the ABS actuator 140 via the central transverse passage 160a of the disk stopper 160.

When braking hydraulic pressure is required in this way, the flow of brake oil from the master cylinder 10 to the wheel cylinder 10 is possible, but the flow in the reverse direction is blocked by the valve disc 150.

At this time, the solenoid coil bundle 190 is closed because the valve disc 150 closes the bending passage 140e by the hydraulic force of the ABS actuator 40 and the elastic force of the return spring 151, not the magnetic force of the solenoid coil bundle 190. By reducing the thickness and the number of windings of the coil 192 forming a coil can eventually reduce the size of the solenoid coil bundle and reduce the manufacturing cost.

In addition, while the valve seat and the check valve body is integrated with the nozzle 140, durability can be improved by changing the structure of forming the bending passages 140c and 140e in the nozzle 140.

FIG. 6 is a cross-sectional view of a bundle of solenoid valves applied to a solenoid valve assembly for brake hydraulic pressure control of a vehicle that may be applied to a second embodiment of the present invention, and FIG. 7 is a cross-sectional view illustrating an operating state of FIG. 6.

As shown, the solenoid valve bundle 110 ′ includes a guide 120, a plunger valve 130, a nozzle 140, a valve disk 150 ′ and a disk stopper 160.

The solenoid valve bundle 110 ′ is largely connected to the guide 120 connected to the hydraulic line on the master cylinder 10 side, the nozzle 140 connected to the hydraulic line on the ABS actuator 40 (or wheel cylinder) side, and the guide 140. It includes a plunger valve 130 is inserted into the interior of the valve disk 150 'is inserted into the nozzle 140 and the disk stopper 160 coupled to the interior of the nozzle 140.

Guide 120 may be made of a hollow cylindrical body that is open to the front and rear end, the outer diameter portion of the front side is formed with a thread connected to the hydraulic line, the inner diameter portion of the rear side is also connected to the nozzle 140 Is formed.

Inside the head of the guide 120 is formed a central transverse passage (120a) penetrating it transversely.

The plunger valve 130 is inserted into the guide 120 so as to be movable back and forth. The plunger valve 130 includes a large diameter portion 131 forming a large first half and a small diameter portion 132 forming an approximately second half.

The large diameter portion 131 is formed such that its outer diameter is the same as the inner diameter of the guide 120 so that a gap does not occur between the inner circumferential surface of the guide 120, while the small diameter portion 132 has an outer diameter of the guide 120. Since the gap is formed smaller than the inner diameter of the guide 120 and the gap (130c) is formed.

The large diameter portion 131 of the plunger valve 130 is formed with a central transverse flow passage 130a penetrating it horizontally, and the small diameter portion 132 penetrates the body longitudinally in communication with the central transverse flow passage 130a. A vertical flow path 130b is formed.

A ball 133 for opening and closing the ball seat 140a is fixedly installed at the center of the rear end of the small diameter portion 132, and the magnetic force by the solenoid coil bundle 190 is not generated outside the small diameter portion 132 at all times. If not, a return spring 134 is inserted to push the plunger valve 130 forward to space the ball 133 from the ball seat 140a.

The nozzle 140 is formed of a circular body having an open rear end. The nozzle 140 includes a seat portion 141 forming a large first half and a coupling part 142 forming an approximately second half.

On the middle outside where the seat portion 141 and the coupling portion 142 meet, a thread is formed to engage with a thread formed on the rear inner peripheral surface of the guide 120, and the ABS actuator 40 is also formed on the inner peripheral surface of the rear side of the coupling portion 142 ( Or threaded threaded to the hydraulic line on the wheel cylinder side.

An accommodating space 140b is formed inside the coupling part 142, so that the forward and backward movement of the valve disc 150 ′ in the accommodating space 140b is limited by the disc stopper 160.

At this time, the outer diameter of the valve disk 150 ′ is smaller than the inner diameter of the nozzle 140 forming the accommodation space 140b, and the central stop passage 160a is formed at the center of the disk stopper 160.

Formed laterally at the front center portion of the seat portion 141 is longitudinally, double bent laterally formed to form a bending passage 140c communicating with one side of the receiving space 140b inside the coupling portion 142.

At this time, the bending flow path 140c formed by bending the bell is formed to communicate with the gap 140d on the outside and then press-fits into the sealing ball 143 from the outside to seal the gap 140d.

At the front end of the bending flow path 140c, a semispherical concave ball sheet 140a is formed in which the balls 133 are matched.

The sheet portion 141 includes a small diameter portion 141a largely formed at the front side, a middle diameter portion 141b formed at the center portion, and a large diameter portion 141c formed at the rear portion.

A part of the above-described return spring 134 is inserted into the outside of the small diameter portion 141a, and the middle diameter portion 141b is formed between the inner circumferential surface of the guide 120 because its outer diameter is slightly smaller than the inner diameter of the guide 120. A gap 140d is formed in the gap, and a screw thread is formed on the outer circumferential surface of the large diameter portion 141c and engages with a thread formed on the inner circumferential surface of the guide 120 as described above.

The sheet portion 141 is also formed in the middle diameter portion 141b so as to communicate with the gap 140d, and is bent laterally at the central portion, and is bent to communicate with the center of the receiving space 140b inside the coupling portion 142. The flow path 140e is formed.

In the present invention, the valve disk 150 'is implemented by PTFE, and the outer diameter thereof is smaller than the inner diameter of the coupling part 142, so that the valve disk 150 by the hydraulic pressure of the hydraulic line on the ABS actuator 40 (or wheel cylinder) side. When the ') is advanced, the bending passage 140e communicating with the center of the receiving space 140b is sealed, but the bending passage 140c communicating with one side of the receiving space 140b is not affected.

To this end, the central portion in which the bending passage 140e is formed is protruded to the rear side than the one side portion in which the bending passage 140c is formed.

The valve disk 150 'is formed with a central transverse passage 150b penetrating laterally from the rear side thereof, and a longitudinal flow passage 150c penetrating the body longitudinally in a state in communication with the central transverse passage 150b. do.

The valve disk 150 'is supported by the disk stopper 160 on the rear side to limit the front and rear movement, and the disk stopper 160 has a central horizontal passage 160a transversely passing through the center to the valve disk 150'. It is formed on the coaxial line with the formed central transverse flow path 150b.

Reference numeral 152 is an O-ring to prevent oil from leaking between the guide 120 and the nozzle 140.

In the solenoid valve assembly according to the second embodiment of the present invention having the above-described configuration, the brake oil from the master cylinder 10 is applied to the central transverse flow path 120a of the guide 120 as the driver presses the brake pedal. Center transverse flow path 130a of the plunger valve 130-> vertical flow path 130b-> clearance 130c-> clearance 130d-> bending flow path 140c and clearance 130c of the nozzle 140-> Gap 140d-> Bending flow path 140e of nozzle 140-> Spacing 140f-> End flow path 150c-> Central transverse flow path 150b and disk stopper 160 of valve disk 150 ' It is transmitted to the ABS actuator 40 via the central transverse passage (160a) of or to the master cylinder 10 via the reverse path.

At this time, since the nozzle 140 and the valve disc 150 'are spaced apart by the pressure of the brake oil flowing through the gap 140d, the brake oil introduced through the bending passage 140e passes through the gap 140f. It exits to the central transverse flow path 160a of the disk stopper 160 via the longitudinal flow path 150c and the central transverse flow path 150b of the disk 150 '.

On the other hand, when the driver presses the brake pedal and the vehicle is stopped for a predetermined time, for example, power is supplied to the bundle of solenoid coils 190 to be excited by the coil and generate magnetic force.

The magnetic force causes the ball 133 to close the ball seat 140a while the plunger valve 130 overcomes the force pushing forward of the return spring 151 and is pushed backward so that the plunger valve 130 and the nozzle are in close contact with each other.

On the other hand, in this state, the hydraulic pressure from the ABS actuator 40 pushes the valve disk 150 'forward, thereby moving the valve disk 150' forward.

Accordingly, the valve disc 150 'and the nozzle 140 are in close contact with each other to close the bending flow path 140e so that the flow of brake oil between the master cylinder 10 and the ABS actuator 40 and, consequently, the wheel cylinder 30 is reduced. If the driver releases the brake pedal afterwards, the braking state is maintained.

If the driver presses the brake pedal harder in this state, the hydraulic pressure on the master cylinder 10 side is greater than the hydraulic pressure on the opposite side, so that the brake oil from the master cylinder 10 is the central transverse flow path 120a of the guide 120. > Central transverse flow path 130a of the plunger valve 130-> End flow path 130b-> Clearance 130c-> Clearance 140d-> Bending flow path 140e of nozzle 140-> Spacing 140f -> The vertical flow path 150c of the valve disk 150 '-> the transverse flow path 150b-> is passed to the ABS actuator 40 via the central transverse flow path 160a of the disk stopper 160.

When braking hydraulic pressure is required in this manner, the flow of brake oil from the master cylinder 10 toward the wheel cylinder 30 is possible, but the flow in the reverse direction is blocked by the valve disc 150 '.

At this time, since the valve disc 150 closes the bending passage 140e by the hydraulic pressure of the ABS actuator 40 side, not the magnetic force of the solenoid coil bundle 190, the thickness of the coil 192 constituting the solenoid coil bundle 190 is increased. And by reducing the number of windings can eventually reduce the size of the solenoid coil bundle 190 and reduce the manufacturing cost.

In addition, while the conventional valve seat and the check valve body is integrated into the nozzle 140, durability can be improved by changing the structure of forming the bending passages 140c and 140e in the nozzle 140.

Operation of the solenoid valve assembly shown in Figs. 3 to 7 is the same as that of the previous embodiment, and thus detailed description thereof is omitted.

8 is a pneumatic system diagram of an air brake system of a large bus, which is another example of a fossil fuel vehicle. As shown in FIG. 8, the air brake system of a large bus is driven by the power generated by the engine to generate high pressure compressed air and then stored in a pair of air tanks 162 and 164 for front and rear wheels. Dual brake valve 170 and dual brakes installed in the middle of pneumatic lines 166 and 168 connected to the air compressor 161 and the respective air tanks 162 and 164 to generate air pressure proportional to the pedaling force of the brake pedal. It is provided with a quick release valve 172 and a relay valve 174 and a diaphragm (not shown) installed in each pneumatic line at the rear end of the valve 170 to discharge the excessive air pressure to maintain a proper braking pressure. It may include a brake chamber 176, 178 to stop the rotation of the wheel cylinder 180 installed on each wheel by the pneumatic pressure applied to the diaphragm. Hereinafter, the brake oil used in the hydraulic brake system and the air used in the air brake system are collectively referred to as 'braking fluid'.

9 is an overall block diagram of an engine drive control apparatus for a fossil fuel vehicle according to the present invention. The same reference numerals are given to the same parts as in FIG. 1, and detailed description thereof will be omitted. As shown in FIG. 9, in addition to the configuration of FIG. 1, the engine driving control apparatus for the fossil fuel vehicle of the present invention includes a gear state detecting unit 95 and a starting motor 210 for detecting a current gear state of the vehicle. Starting motor driving unit 200 to drive, the engine driving unit 220 for supplying fuel and air to the engine of the vehicle in a timely manner, and the engine driving unit 220 when the vehicle is stopped in the running state to stop the engine driving and When the intention to restart the engine is detected in the state, the solenoid coil assembly 100a is controlled by controlling the solenoid valve assemblies 100a and 100b and the current gear state detected by the gear state detection unit 95 is checked. Thus, when the gear state is in the parking position or the neutral position, the control unit may include the ECU 60 ′ for controlling the starter motor driver 200 and the engine driver 220 to resume driving of the engine.

In the above configuration, when the engine 60 is stopped from the ECU 60 ', the battery contact is positioned at the ignition-on terminal, in which the solenoid valve assembly 100a, 100b, each sensor, as is well known. The battery power is supplied to the starter motor driver 200, the engine driver 220, and the ECU 60 ′ as well as the 70, 130, the switches 80, 90, and the detector 95. . The block diagram of FIG. 9 is also shown in FIG. 8 except that the braking fluid is pneumatic and its installation location is between the quick release valve 172 and the relay valve 174 and the brake chambers 176, 178. The same may be applied to the illustrated air brake system.

10 is a flowchart illustrating the operation of the engine drive control apparatus of the fossil fuel vehicle according to the present invention, and unless otherwise stated, the ECU 60 'is mainly performed. As shown in FIG. 10, first, when the driver starts the vehicle using the ignition key, battery power is supplied to the starter motor 210 to start the engine. At the same time, the engine 60 (the ECU 60 ') starts the engine driving unit ( 220, the engine of the vehicle is normally driven by supplying fuel and air to the engine (step S110). In this state, in step S112, the driver presses the brake pedal to determine whether the vehicle speed becomes zero. If the speed is not 0, the driver returns to step S110, whereas in step S112, the driver proceeds to step S114, and the predetermined time t1 is determined. For example, it is determined whether one second has elapsed.

As a result of the determination in step S114, if the predetermined time t1 has not elapsed, step S114 is repeatedly performed, but if it has elapsed, the process proceeds to step S116 to excite the solenoid coil of the aforementioned solenoid assembly 100. Accordingly, even if the driver releases the brake pedal, the braking state is maintained as it is, thereby freeing the driver's foot.

Next, in step S118, it is determined whether a predetermined time t2, for example, 3 seconds has elapsed from the time when the solenoid coil bundle 190 is excited, and if it has not elapsed, repeats step S118, whereas in step S118, S120 is performed. In operation S120, the engine driving unit 220 is controlled to stop driving of the engine, that is, cut off fuel and air supplied to the engine. Accordingly, the operation of the alternator of the vehicle is also stopped.

On the other hand, in this state, in step S122, it is determined whether the braking pedal switch 80 is on, that is, the intention to restart the engine is present. If the braking pedal switch 80 is on, the flow proceeds to step S124 to demagnetize the solenoid coil by the wheel cylinder. Allow free flow of the braking fluid to (30). Next, in step S126, it is determined whether the state of the gear is the parking position or the neutral position. If the state of the gear is not the parking position or the neutral position, the engine is not restarted to prevent sudden start of the vehicle, while the gear If the state is a parking position or a neutral position, the process proceeds to step S128 to control the starting motor driving unit 200 to drive the starting motor 210 and to control the engine driving unit 220 to supply fuel and air to the engine. Resume engine operation by doing so.

On the other hand, in the control as shown in the flowchart of FIG. 10, the engine is unconditionally stopped during the stop regardless of whether the engine is sufficiently warmed up in the process of driving the engine and automatically stopping the driving, If detected, the engine restarts immediately, which may not only overwhelm the engine but also consume excessive battery power. In detail, in the fossil fuel vehicle, when the engine is not warmed up sufficiently, the engine is not required to be driven up more than the sufficient warmed up power.

Furthermore, when the starting intention is detected, for example, when the accelerator pedal switch is turned on while the engine is stopped due to a stop, the auto hold function is released and the engine is immediately restarted. If you step on hard, the engine may run too idle, which may cause driver anxiety.

Therefore, more granular and precise control is required. FIG. 11 is a flowchart illustrating an engine driving control method of the fossil fuel vehicle of the present invention for solving such a problem. Unless otherwise described, the ECU 60 'is mainly a subject. Make sure it is done. As shown in FIG. 11, first, in a state where the engine of the vehicle is driven and normal driving is performed through steps S210 and S212, whether the brake pedal switch SB 80 is turned on in step S214, that is, the driver Determine if you have pressed the brake pedal.

As a result of the determination in step S214, if the brake pedal switch is not turned on, the process returns to step S212 to continue normal driving, whereas if it is on, step S216 is performed again to present the current based on the detection signal from the vehicle speed sensor 70. It is determined whether the vehicle speed of the vehicle is zero, that is, the vehicle is completely stopped. As a result of the determination in step S216, when the vehicle is not completely stopped, the process returns to step S212, whereas when the vehicle is completely stopped, the process proceeds to step S218 to activate the autohold function, that is, the solenoid coil bundle 190 is excited. This ensures that the current braking force is maintained even when the driver releases the brake pedal.

In this state, it is determined in step S220 whether the state of the current gear is in the neutral position. As a result of the determination in step S220, if the current gear is not in the neutral position, the process proceeds to step S222 again to determine whether the stop intention determination reference time T10, for example, 2 seconds (possibly increase or decrease) after the gear neutral has elapsed. This step S222 goes through the neutral position for a very short time, even if the driver wants to change the state of the gear to the reverse position, in this case to eliminate the inconvenience to the driver by stopping the engine drive. For sake.

As a result of the determination in step S222, when the stop intention determination reference time T10 has elapsed after the gear neutralization, the process proceeds to step S224 again to determine whether the engine cooling time T14 has elapsed since the last engine stop. As a result of the determination in step S224, if the engine cooling time T14 has elapsed, if the engine is stopped immediately after the driver starts in this state, the engine is not overwhelmed as described above and the battery power is consumed excessively. In order to do so, the time required for warming up after the current engine needs to elapse. For this purpose, in step S226, the time required for cooling up after the current engine is warmed up (T12), for example, 5 Determine if minutes have passed. As a result of the determination in step S226, when the cooling-up time required for cooling (T12) has elapsed, the engine is sufficiently warmed up, and the flow of the engine proceeds to step S232 to immediately stop driving the engine.

On the other hand, if the engine cooling time required T14 has not yet elapsed as a result of the determination in step S224, the process proceeds to step S228 again, which is a minimum time for determining whether or not the engine remains warmed up after the last engine stop. It is determined whether the holding time T13, for example, 20 minutes has elapsed. As a result of the determination in step S228, if the warm-up holding time T13 has not elapsed, the engine has been sufficiently warmed up yet, and the engine operation is immediately stopped by going directly to step S232.

On the other hand, when the warm-up maintenance time T13 has elapsed as a result of the determination in step S228, the flow proceeds to step S230 to determine whether the warm-up time T11, for example, 2 minutes has elapsed from the time of the intermediate warm-up since the current engine is driven. The warm-up time T11 during intermediate warm-up corresponds to an intermediate warm-up state in which the engine is not completely cooled or is not completely warmed up, so it is naturally given a value less than the warm-up time T12 during cooling. As a result of the determination in step S230, when the warm-up time T11 has elapsed during the intermediate warm-up after the current engine is driven, the engine is sufficiently warmed up.

On the other hand, when the stop intention determination reference time T10 has not elapsed in step S222, when the warm-up time required for cooling (T12) has not elapsed since the current engine is driven in step S226 and after the current engine is driven in step S230 If the warm-up time (T11) has not elapsed during the intermediate warm-up, it is not preferable to stop the engine driving due to convenience of operation or insufficient warm-up of the engine, and so on. Will return to.

As a result of the determination in step S220, if the current gear state is not in the neutral position, the flow proceeds to step S238 to check whether the accelerator pedal is stepped on, that is, whether the accelerator pedal switch 90 is turned on. After the process proceeds to step S240 to release the auto hold, the process returns to step S212.

On the other hand, in step S234, it is checked whether the engine drive restart (restart) intention is detected. If detected, the process proceeds to step S236 to restart the engine and starts up, otherwise it returns to step S232. Here, for example, when the accelerator pedal or the brake pedal is sensed to be stepped (automatic vehicle) or the clutch pedal is sensed as stepped (in the case of a stick vehicle), the intention to restart the engine can be considered to be an engine. In this case, some people step on it deeply, so that the engine is restarted immediately after the accelerator pedal is switched on, that is, when the engine is restarted, excessive idling of the engine may occur, causing anxiety of the driver. Therefore, only in this case, the accelerator pedal switch is turned on and off, and at the same time, engine driving is resumed. On the other hand, in the state where the engine driving is resumed, the auto hold function is released until the driver presses the accelerator pedal again to return to the normal driving state.

In FIG. 11, the magnitude relationship of each time may be T10 <T11 <T12 <T13 <T14.

On the other hand, in the case of the stick vehicle, it is desirable to start the engine only when the driver presses the clutch pedal in the gear neutral position and to restart when the driver presses the clutch pedal in this state. Differential control depending on whether or not can be made as it is.

The engine drive control apparatus for the fossil fuel vehicle of the present invention is not limited to the above-described embodiments, and can be modified in various ways within the scope of the technical idea of the present invention. For example, in the above-described embodiment, the current gear state is controlled to be started only when the parking position or the neutral position. However, this is because most completed vehicles currently control the vehicle. There is no risk of sudden start because the engine will only restart if it is pressed, so the engine can be restarted regardless of the current gear condition. Therefore, in this case, the engine state detecting unit will be unnecessary. For example, in the step S220, the gear state is described as being in the neutral position, but in addition, the parking position may be possible. In addition, each of the aforementioned reference times may be appropriately increased or decreased.

10: master cylinder, 20, 22: hydraulic line,
30: wheel cylinder, 40: ABS actuator,
50: ABS control unit, 60, 60 ': ECU,
70: vehicle speed sensor, 80: brake pedal switch,
90: accelerator pedal switch, 95: gear state detection unit,
100a, 100b: solenoid valve assembly
101: hydraulic control unit, 103: tilt sensor,
104: metal housing, 110: solenoid valve bundle
120: guide, 130: plunger valve
140: nozzle, 150: valve disc
160: disc stopper, 190: solenoid coil bundle
161: air compressor, 162, 164: air tank,
166, 168: pneumatic line, 170: dual brake valve,
172; Quick release valve, 174: relay valve,
176, 178: brake chamber, 200: starting motor drive,
210: starting motor, 220: engine drive unit

Claims (16)

A solenoid valve assembly installed on a braking fluid line between the wheel cylinder and the master cylinder to regulate a flow of the braking fluid delivered to the wheel cylinder; A vehicle speed sensor detecting a vehicle speed; A brake pedal switch detecting whether the brake pedal is stepped on; An engine driver supplying or blocking fuel and air to the engine; A starting motor driving unit for driving an engine starting motor; And checking the input signals from the vehicle speed sensor and the brake pedal switch to control the solenoid valve assembly to block the flow of the braking fluid and to control the engine driver when the vehicle is stopped in a driving state. When the engine is stopped and the intention to restart the engine is detected in this state, the solenoid valve assembly is controlled to resume the free flow of the braking fluid, and the starting motor driving unit and the engine driving unit are controlled to drive the engine. Include ECUs to resume,
The solenoid valve assembly,
A guide having one side connected to the master cylinder side hydraulic line;
A nozzle having one side coupled to the other side of the guide and the other side connected to an ABS actuator or a wheel cylinder side hydraulic line and having two flow paths formed therein;
A plunger valve inserted into the guide to be movable back and forth to open and close any one of two flow paths formed in the nozzle;
A valve disc inserted into the nozzle so as to be movable back and forth to open and close the other one of two flow paths formed in the nozzle;
A disk stopper coupled to the inside of the nozzle to limit forward and backward movement of the valve disc; And
Engine drive control of the fossil fuel vehicle, characterized in that it is inserted into the outside of the guide to the solenoid coil bundle to retract the plunger valve by the magnetic force when the excitation to seal any one of the two flow paths formed in the nozzle Device. The method of claim 1,
It is further provided with an accelerator pedal switch for detecting whether the accelerator pedal is stepped on,
The engine driving resumption doctor detects and confirms that the brake pedal switch is changed from the off state to the on state or the accelerator pedal switch is changed from the off state to the on state. The method of claim 2,
Further comprising a gear state detecting unit for detecting the current gear state of the vehicle,
The ECU controls the starting motor driver and the engine driver only when the current gear state is in the parking position or the neutral position based on the input signal from the gear state sensing unit to resume driving of the engine. Engine drive control device of fuel vehicle. 4. The method according to any one of claims 1 to 3,

Any one of the two flow paths formed in the nozzle is formed in the transverse direction at the front center portion, and is a first bend flow path is formed in a double bent horizontally again in communication with one side of the receiving space inside the nozzle, the other The flow path is a second bending flow path is formed in the longitudinal communication so as to communicate with the gap between the nozzle and the guide is formed in the transverse section at the center portion communicating with the center of the receiving space inside the nozzle fossil fuel vehicle engine drive control apparatus. The method of claim 4, wherein
A hemispherical concave ball seat is formed in the front center portion where the first bent flow path is formed, and a ball for opening and closing the ball seat is fixedly installed in the center of the rear end of the plunger valve. . The method of claim 5, wherein
The center portion of the fossil fuel vehicle, characterized in that the central portion in which the first bending passage is formed protrudes to the rear side than the one portion in which the second bending passage is formed. The method of claim 4, wherein
The portion bent in the longitudinal direction of the first bending passage is formed in communication with the gap, and then the engine drive control device for the fossil fuel vehicle, characterized in that the sealing by the indentation of the sealing ball. The method of claim 4, wherein
A first return spring inserted into an outer side of the plunger valve and acting as a force for separating the plunger valve and the nozzle, and forwarding the valve disc together with the ABS actuator or the wheel cylinder side hydraulic pressure while being supported by the disc stopper; An engine drive control apparatus for a fossil fuel vehicle, further comprising a second return spring for closing another one of two flow paths formed in the nozzle. The method of claim 8,
The disc stopper and the valve disc is an engine drive control device for the fossil fuel vehicle, characterized in that the recessed groove is formed so that the end of the second return spring can be set. The method of claim 4, wherein
A first return spring is inserted into the outer side of the plunger valve and acts as a force for separating the plunger valve from the nozzle, and the valve disc is moved forward by an ABS actuator or wheel cylinder-side hydraulic pressure to form two nozzles. A fossil, characterized in that the other one of the flow path is sealed, wherein the valve disk has a central transverse flow path penetrating laterally from the rear side and a longitudinal flow path penetrating the body in the state in communication with the central transverse flow path. Engine drive control device of fuel vehicle.
One side is connected to the hydraulic cylinder line of the master cylinder, one side is coupled to the other side of the guide, the other side is connected to the ABS actuator or the wheel cylinder side hydraulic line, the nozzle is formed with two flow paths, can be moved back and forth inside the guide A plunger valve which is inserted to open and close any one of two flow paths formed in the nozzle, a valve disc which opens and closes one of the two flow paths inserted and movable in the nozzle so as to be moved back and forth inside the nozzle, the nozzle A disk stopper which is coupled to the inside of the valve to limit the forward and backward movement of the valve disc and is inserted outside the guide to retract the plunger valve by magnetic force during excitation to seal one of two flow paths formed in the nozzle. The wheel by the solenoid valve assembly consisting of a bundle of solenoid coil In the engine drive control method of the fossil fuel vehicle that performs the auto hold function to maintain the braking force even when the brake pedal is not stepped down when the vehicle is stopped in the driving state by interrupting the flow of the braking fluid delivered to the cylinder,
(A) operating the auto hold when the vehicle is stopped in a driving state;
(B) determining whether the stop intention determination reference time T10 has elapsed while the current gear state is in the neutral or parking position;
(C) determining the warm-up level of the engine based on the elapsed time since the last engine stop and the elapsed time since the current engine driving when the stop intention determination reference time T10 has elapsed in the step (b);
(D) determining whether to stop the engine according to whether the engine is warmed up determined in the step (c); and
And (e) resuming engine driving when there is a desire to resume engine driving in the engine driving stop state. The method of claim 11,
In step (c),
When the engine cooling time (T14) has elapsed since the last engine stop and the cooling time required for cooling (T12) has elapsed, which is the time required for warm-up after the engine is driven, it is determined that the engine has warmed up. If the time T12 has not elapsed, it is determined that the engine is not warmed up.
Although the engine cooling time required T14 has not elapsed, a warm-up maintenance time T13, which is a minimum time for determining whether the engine maintains a warmed-up state since the last engine stop has elapsed, and a warm-up during intermediate warm-up from the present engine driving time. It is determined that the engine is warmed up when the required time (T11) has elapsed, while it is determined that the engine is not warmed up when the required warm up time (T11) has not elapsed during the intermediate warm-up.
And if the warm-up maintenance time (T13) has not elapsed, determining that the engine is warmed up. The method of claim 12,
The engine drive control method of the fossil fuel vehicle, characterized in that the presence of the intention to restart the engine drive is confirmed by stepping on the accelerator pedal, brake pedal or clutch pedal. The method of claim 13,
If it is determined that the intention to resume the engine driving is caused by stepping on the accelerator pedal, the engine driving of the fossil fuel vehicle is restarted after the stepping of the accelerator pedal is released. Control method. 15. The method according to any one of claims 11 to 14,
And (f) releasing the auto hold when the accelerator pedal is pressed when the engine driving is resumed in the step (e). A computer-readable recording medium having a program for executing the method of claim 11.

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