JP2010025040A - Automatic stop control method and automatic stop device for diesel engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a temperature drop in a combustion chamber caused by suction air by giving a load to a diesel engine through driving of an on-board generator when the diesel engine is to be stopped automatically, prevent over-charging of an on-board battery by driving a glow plug through consumption of the battery power in a case the battery charging amount is approximately maximum, and enhance the restarting performance of the diesel engine through heating of the combustion chamber. <P>SOLUTION: After automatic stop conditions are established, control is executed so that the on-board generator capable of charging the on-board battery is driven by the driving force of the diesel engine in the battery charging process. Then, in a combustion chamber heating process, the determination is made whether the value relevant to the battery charging amount is at or above the prescribed level, and if yes, the combustion chamber of the diesel engine is heated with the battery power. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a diesel engine automatic stop technology for automatically stopping a diesel engine when a predetermined automatic stop condition is satisfied.

  In recent years, in vehicles such as automobiles equipped with diesel engines, predetermined automatic stop conditions have been established for the purpose of improving fuel economy and reducing exhaust gas (for example, when the vehicle speed is substantially zero, the brake pedal is set to be longer than a certain time). Technology that automatically stops the diesel engine when it is continuously stepped on), when the diesel engine is automatically stopped and then restarted, the restart must be performed reliably and promptly, That is, it is required to improve the restartability of the diesel engine.

  For this purpose, a diesel engine is provided with a glow plug facing the combustion chamber. When necessary, the glow plug is driven by the power of the on-vehicle battery, and the combustion chamber is heated to warm the intake air and ignite the fuel. (For example, refer patent document 1). In Patent Document 1, not all the plurality of glow plugs corresponding to the plurality of cylinders of the engine are driven in the same manner, but the piston stop position is detected in each cylinder, and electric power corresponding to the piston stop position is used. A technique for driving a glow plug is disclosed.

  On the other hand, an in-vehicle generator (alternator) is attached to the diesel engine of the vehicle, and the in-vehicle generator is driven by the driving force of the diesel engine to generate electric power so that the charge amount of the in-vehicle battery is substantially maximized. Is charging. The in-vehicle generator is configured to freely adjust the power generation amount (power generation capacity), and when the in-vehicle battery charge amount is substantially maximum, the in-vehicle battery is set to 0 to prevent overcharge to the in-vehicle battery. be able to.

JP 2004-176469 A

  When the diesel engine is automatically stopped, first the fuel is cut into the combustion chamber. During the engine stop process after this fuel cut until the diesel engine is completely stopped, the temperature of the combustion chamber is reduced by the intake air that is not used for combustion. descend. If the idling amount in the engine stop process increases, the temperature drop of the combustion chamber due to the intake air that increases with this increases, so in order to improve the restartability of the diesel engine, before the restart after the diesel engine is automatically stopped In addition, the necessity of driving the glow plug is increased, so that the charge amount of the in-vehicle battery is decreased, and there is a possibility that the power supplied to the electric load other than the glow plug is decreased.

  On the other hand, by driving the on-vehicle generator with the driving force of the diesel engine in the engine stop process, the load on the diesel engine can be reduced and the idling amount in the engine stop process can be reduced, so the temperature of the combustion chamber is reduced by intake air. Although it can be suppressed, when the charge amount of the in-vehicle battery is substantially maximum, the in-vehicle battery is overcharged, which causes deterioration of the in-vehicle battery. In general, when the diesel engine has been operating for some time, the amount of charge of the in-vehicle battery is substantially maximized, so the above problem becomes significant.

  The object of the present invention is to drive the on-vehicle generator when automatically stopping the diesel engine, thereby applying a load to the diesel engine, reducing the idling amount in the engine stop process, and reducing the temperature of the combustion chamber due to intake air. In addition, by monitoring the value related to the charge amount of the in-vehicle battery, and driving the heating means (glow plug) by consuming the power of the in-vehicle battery when the charge amount of the in-vehicle battery is substantially maximum, It is an object of the present invention to provide a diesel engine automatic stop technology capable of improving the restartability of a diesel engine by preventing over-charging of the in-vehicle battery and reducing the temperature of the combustion chamber as much as possible.

  The invention of claim 1 is directed to an automatic stop control method for a diesel engine that automatically stops a diesel engine when a predetermined automatic stop condition is satisfied. After the automatic stop condition is satisfied, A battery charging step for controlling the on-vehicle generator capable of charging the battery to be driven by the driving force of the diesel engine, and whether or not a value related to the charge amount of the on-vehicle battery is greater than or equal to a predetermined value after the on-vehicle generator is driven And a combustion chamber heating step of controlling to drive a heating means for heating the combustion chamber of the diesel engine with the electric power of the vehicle-mounted battery when the determination is made and the determination is affirmative.

  Here, in the first aspect of the present invention, in the battery charging step, the on-vehicle generator may be driven and controlled so that the amount of power generation is maximized (the second aspect of the invention). In the first or second aspect of the invention, in the combustion chamber heating step, it is determined whether or not a value related to the temperature of the diesel engine is equal to or greater than a predetermined value, and when the determination is negative, the heating unit is driven and controlled. (Invention of Claim 3) Or the structure which performs the said battery charge process when it determines whether the value relevant to the temperature of a diesel engine is more than predetermined value first after establishment of the said automatic stop conditions, and negative determination is carried out (Invention of claim 4). Furthermore, in the invention according to any one of claims 1 to 4, in the combustion chamber heating step, when a value related to the charge amount of the in-vehicle battery is equal to or greater than a predetermined value, the power consumption of the in-vehicle battery is further equal to or greater than the predetermined value. It is good also as a structure (invention of Claim 5) which drive-controls the said heating means, only when it judges whether it is negative.

  The invention “Diesel Engine Automatic Stop Device” is a diesel engine automatic stop device that automatically stops the diesel engine when a predetermined automatic stop condition is satisfied, and is driven by the driving force of the diesel engine and is a vehicle-mounted battery. A vehicle-mounted generator that can be charged to the combustion chamber, a glow plug that is disposed to face the combustion chamber of the diesel engine and that can be driven by the power of the vehicle-mounted generator to heat the combustion chamber, and after the automatic stop condition is established, In addition to controlling the drive of the generator, it is provided with automatic stop control means for determining whether or not a value related to the charge amount of the in-vehicle battery is equal to or greater than a predetermined value, and driving and controlling the glow plug when an affirmative determination is made.

  According to the automatic stop control method for a diesel engine according to claim 1, when the diesel engine is automatically stopped, after the automatic stop condition is satisfied, the in-vehicle generator capable of charging the in-vehicle battery is replaced with the driving force of the diesel engine in the battery charging step. Therefore, the diesel engine is loaded, the idling amount in the engine stop process is reduced to suppress the temperature drop of the combustion chamber due to the intake air, and the battery is charged after the on-vehicle generator is driven. In the process, it is determined whether or not the value related to the charge amount of the in-vehicle battery is equal to or greater than a predetermined value, and when the determination is affirmative, the heating means for heating the combustion chamber of the diesel engine is driven by the electric power of the in-vehicle battery. Monitor the charge amount of the in-vehicle battery, and if the charge amount of the in-vehicle battery is almost the maximum, Spent and by driving the heating means, while preventing the overcharging of the vehicle battery, so as not to reduce as much as possible the temperature of the combustion chamber, it is possible to enhance the re-startability of the diesel engine. When the value related to the charge amount of the in-vehicle battery is less than the predetermined value, the power consumption of the in-vehicle battery can be suppressed by not controlling the heating means.

  According to the automatic stop control method for a diesel engine according to claim 2, in the battery charging step, the on-vehicle generator is driven and controlled so that the amount of power generation is maximized, so that the load on the diesel engine by the on-vehicle generator is maximized. Since the idling amount in the engine stop process can be made as small as possible, the temperature drop of the combustion chamber due to the intake air can be reliably suppressed.

  According to the automatic stop control method for a diesel engine according to claim 3, in the combustion chamber heating step, it is determined whether or not a value related to the temperature of the diesel engine is equal to or greater than a predetermined value. Therefore, the temperature of the diesel engine is monitored, and when the temperature falls below an appropriate temperature that can improve the restartability of the diesel engine, the heating means can be driven to heat the combustion chamber.

  According to the automatic stop control method for a diesel engine according to claim 4, after the automatic stop condition is established, it is first determined whether or not the value related to the temperature of the diesel engine is equal to or greater than a predetermined value. First, the temperature of the diesel engine is monitored, and when the temperature is higher than the appropriate temperature that can improve the restartability of the diesel engine, the battery charging process and the combustion chamber heating process should not be performed. If the heating means is prevented from being driven unnecessarily to suppress deterioration of the heating means and the temperature falls below the appropriate temperature, the battery charging process is executed to reduce the idling amount in the engine stop process. The temperature of the combustion chamber due to the intake air is reduced to reduce the temperature. Further, when the charge amount of the in-vehicle battery is substantially maximum, the heating means is driven to It is possible to heat the combustion chamber by preventing overcharging of the luster.

  According to the automatic stop control method for a diesel engine according to claim 5, when the value related to the charge amount of the in-vehicle battery is equal to or greater than a predetermined value in the combustion chamber heating step, the power consumption of the in-vehicle battery is further equal to or greater than the predetermined value. Since the heating means is driven and controlled only when a negative determination is made, the power consumption of the in-vehicle battery is monitored, and if the power consumption is large and it is better not to drive the heating means, heating is performed. By not driving the means, the deterioration of the heating means can be suppressed and the power consumption of the in-vehicle battery can be suppressed.

  According to the diesel engine automatic stop device of the sixth aspect, the vehicle-mounted generator that is driven by the driving force of the diesel engine and can be charged to the vehicle-mounted battery is disposed so as to face the combustion chamber of the diesel engine. A glow plug that is driven and can heat the combustion chamber, and includes an automatic stop control means. In particular, the automatic stop control means drives and controls the on-vehicle generator after the automatic stop condition is established, and relates to the charge amount of the on-vehicle battery. Since the glow plug is driven and controlled when it is determined whether the value is equal to or greater than a predetermined value and an affirmative determination is made, the same effect as in claim 1 can be obtained.

  The diesel engine automatic stop technology of the present invention automatically stops a diesel engine when a predetermined automatic stop condition is satisfied, and an in-vehicle generator (alternator) capable of charging an in-vehicle battery after the automatic stop condition is satisfied. Is driven by the driving force of the diesel engine, and after the on-vehicle generator is driven, it is determined whether the value related to the charge amount of the on-vehicle battery is equal to or greater than a predetermined value. Control is made to drive a heating means (glow plug) for heating the combustion chamber of the diesel engine.

  FIG. 1 shows a schematic configuration of a diesel engine 1 (hereinafter referred to as an engine 1) mounted on a vehicle (automobile), and equipment related to the engine 1 and an automatic stop device 2 thereof. The engine 1 is, for example, a 4-cylinder 4-cycle diesel engine 1.

  As shown in FIG. 1, the engine 1 includes a cylinder head 3 and a cylinder block 4, and the cylinder head 3 and the cylinder block 4 form four cylinders 5 in series. A piston 7 connected to the crankshaft 6 by a connecting rod (not shown) is fitted into each cylinder 5, and a combustion chamber 8 is formed above the piston 7 in each cylinder 5. The pistons 7 of the plurality of cylinders 5 move up and down with the rotation of the crankshaft 6 with a predetermined phase difference, and intake, compression, expansion, and exhaust processes are sequentially performed in each cylinder 5.

  The cylinder head 3 includes, for each cylinder 5, an intake port 10 and an exhaust port 11 facing the combustion chamber 8, an intake valve 12 and an exhaust valve 13 that open and close the intake port 10 and the exhaust port 11, respectively, and a piston in the combustion chamber 8. An injector 14 for directly injecting fuel is provided toward a cavity 7 a formed at the upper end portion of 7. An intake passage 16 and an exhaust passage 17 each having an intake flow rate adjustment control valve 15 are connected to the intake port 10 and the exhaust port 11, respectively. The intake passage 16 and the exhaust passage 17 pass a part of the exhaust gas from the exhaust passage 17. In order to recirculate to the intake passage 16, a recirculation passage 19 provided with an open / close control valve 18 is connected.

  The mechanism for opening and closing the intake valve 12 and the exhaust valve 13 is not shown in the figure, but is driven through a cam mechanism linked to the crankshaft 6 or without being linked to the crankshaft 6. A valve that independently drives the intake valve 12 and the exhaust valve 13 with an electromagnetic actuator is employed. The injector 14 is supplied with high-pressure fuel from the common rail 21 connected to the fuel pump 20. When the fuel injection passage is opened in the injector 14, the high-pressure fuel opens the true valve and enters the combustion chamber 8 from the injection hole. Be injected.

  In addition, the cylinder head 3 is provided with a glow plug 26 (heating means 26) for each cylinder 5, which is driven by the power of the vehicle-mounted battery 25 with the plug tip facing the combustion chamber 8 and can heat the combustion chamber 8. Yes. The engine 1 is provided with an alternator 27 (vehicle generator 27) that is connected by a timing belt or the like and is driven by the driving force of the engine 1 and can charge the vehicle battery 25. The alternator 27 includes a regulator circuit 27a, and the amount of power generation (power generation capability) can be adjusted by adjusting the current flowing through the field coil (not shown) by the regulator circuit 27a.

  The engine 1 is provided with a starter 30 for starting the engine 1. The starter 30 includes a motor 30a and a pinion 30b that is rotationally driven by the motor 30a. The pinion 30b meshes with a ring gear 31 fixed to a flywheel (not shown). 32 is a brake pedal, and 33 is an accelerator pedal.

  Now, the automatic stop device 2 of the engine 1 automatically stops the engine 1 when a predetermined automatic stop condition is satisfied (for example, when the brake pedal 32 is continuously depressed for a predetermined time or more when the vehicle speed is substantially zero). The engine 1 is restarted when a predetermined restart condition is satisfied after the engine 1 is automatically stopped (for example, when the accelerator pedal 33 is depressed).

  The automatic stop device 2 for the engine 1 includes an injector 14, a glow plug 26, an alternator 27, a brake pedal 32, and the like, as well as switches and sensors 40 to 44, and an ECU 50 (engine control unit 50). When the automatic stop condition is satisfied in response to signals from the switches / sensors 40 to 44, the engine 14, the glow plug 26, the alternator 27 (regulator circuit 27a), etc. are controlled to automatically stop the engine 1. .

  In the switches and sensors, 40 is a vehicle speed sensor, 41 is a brake pedal switch that detects that the brake pedal 32 is operated, 42 is a current sensor that detects charging current to the vehicle-mounted battery 25, and 43 is from the vehicle-mounted battery 25. A current sensor 44 detects the discharge current of the engine 1 and a temperature sensor 44 detects the temperature of the cooling water of the engine 1. The engine 1 is provided with other various switches and sensors necessary for the control, but is omitted.

  The ECU 50 includes a computer having a CPU, a ROM, a RAM, and the like. The ECU 50 calculates a charge rate Cr of the in-vehicle battery 25 as a value related to the charge amount of the in-vehicle battery 25. After the automatic stop condition is established, the power consumption calculation unit 52 that calculates Pc controls the drive of the alternator 27, and determines whether the charging rate Cr of the in-vehicle battery 25 is equal to or greater than a predetermined value (for example, 98%). An automatic stop control unit 53 (automatic stop control means 53) that drives and controls the glow plug 26 when it is determined is provided.

  Next, the automatic stop control (automatic stop control method) of the engine 1 executed by the ECU 50 will be described in detail. A program for executing the automatic stop control is stored in the ECU 50 computer ROM or the like.

  As shown in FIG. 2, this automatic stop control is executed when an ignition switch (not shown) is turned on and the engine 1 is operating. First, whether or not the automatic stop condition of the engine 1 is satisfied, For example, based on signals from the vehicle speed sensor 40 and the brake pedal switch 41, it is determined whether or not the brake pedal 32 has been depressed for a predetermined time or longer when the vehicle speed is substantially zero (S1). S1; If No, return.

  In the case of S1; Yes, the injector 14 is controlled so as not to inject fuel into the combustion chamber 8, and fuel cut (S2) to the combustion chamber 8 is performed. Subsequently, the regulator circuit 27a of the alternator 27 causes the field coil to By supplying a current, the alternator 27 is controlled to be driven by the driving force of the engine 1 to generate power (S3). S3 corresponds to a battery charging step. In S3, the current value flowing through the field coil is maximized by the regulator circuit 27a, so that the alternator 27 is driven and controlled so that the power generation amount is maximized.

  After S3, the charging rate Cr of the in-vehicle battery 25 is calculated as a value related to the charge amount of the in-vehicle battery 25 (S4). Here, the charging rate Cr of the in-vehicle battery 25 is calculated from the integrated value of the charging current to the in-vehicle battery 25 and the integrated value of the discharge current from the in-vehicle battery 25 based on the signals from the current sensors 42 and 43. This is done by calculating the charge amount for 25 charge capacities.

  However, since the charging capacity of the in-vehicle battery 25 gradually decreases from the initial capacity, it is necessary to replace the in-vehicle battery 25 in the end, but the charging capacity of the in-vehicle battery 25 used for calculating the charging rate Cr is, for example, Alternatively, the time from the time of replacement of the in-vehicle battery 25 may be calculated and stored, and the time may be determined based on the time and a charge capacity determination table as shown in FIG.

  In addition, since the detection values of the current sensors 42 and 43 include errors that are likely to fluctuate due to temperature changes and hysteresis of the current sensors 42 and 43, in order to calculate the charge capacity of the in-vehicle battery 25 with high accuracy, for example, The technology described in Japanese Patent Application Laid-Open No. 2005-37286 filed by the present applicant, which can detect and correct an error included in the detection values of the current sensors 42 and 43 with an existing configuration, may be adopted. .

  As shown in FIG. 2, after calculating the charging rate Cr of the in-vehicle battery 25 in S4, it is determined whether or not the charging rate Cr is equal to or greater than a predetermined value (for example, 98%) (S5). If S5; If S5; Yes, the glow plug 26 is controlled to be driven by the electric power of the in-vehicle battery 25 (S6), and the process proceeds to S7. Here, S5 and S6 correspond to the combustion chamber heating step.

  In S7, it is determined whether or not the engine 1 is completely stopped. If S7; No, the process waits until S7; Yes, and if S7; Yes, the output of the glow plug 26 and the alternator 27 is stopped. (S8) and the process ends.

According to the automatic stop control method of the engine 1 and the automatic stop device 2, the following effects are obtained.
When the engine 1 is automatically stopped, after the automatic stop condition is satisfied, in the battery charging process, the alternator 27 that can charge the in-vehicle battery 25 is controlled to be driven by the driving force of the engine 1, so that a load is applied to the engine 1. The idling amount in the stopping process of the engine 1 can be reduced to suppress the temperature drop of the combustion chamber 8 due to the intake air.

  Further, after the alternator 27 is driven, in the battery charging process, it is determined whether or not the charging rate Cr is a predetermined value (98%) or more as a value related to the charge amount of the in-vehicle battery 25. Since the glow plug 26 that heats the combustion chamber 8 of the engine 1 is driven by electric power, the charge amount of the in-vehicle battery 25 is monitored, and when the charge amount of the in-vehicle battery 25 is substantially maximum, the in-vehicle battery 25 is monitored. By driving the glow plug 26 while consuming a large amount of electric power, it is possible to improve the restartability of the engine 1 by preventing the temperature of the combustion chamber 8 from being lowered as much as possible while preventing overcharging of the in-vehicle battery 25. it can. When the charging rate Cr of the in-vehicle battery 25 is less than a predetermined value (98%), the power consumption of the in-vehicle battery 25 can be suppressed by not controlling the glow plug 26.

  Moreover, in the battery charging process, the alternator 27 is driven and controlled so that the power generation amount is maximized, so that the load of the engine 1 by the alternator 27 can be maximized, and the idling amount in the stopping process of the engine 1 can be minimized. The temperature drop of the combustion chamber 8 due to the intake air can be reliably suppressed.

  The second embodiment is obtained by changing the automatic stop control (automatic stop control method) of the engine 1 of the first embodiment. As shown in FIG. 4, in the automatic stop control executed by the ECU 50 of the second embodiment, it is determined whether or not the automatic stop condition of the engine 1 is satisfied (S10). If S10; In this case, the fuel cut (S11) is performed, and then the alternator 27 is driven and controlled (S12). S12 corresponds to a battery charging process. In S12, the alternator 27 is driven and controlled so that the amount of power generation is maximized, as in the first embodiment.

  After S12, it is determined whether or not the temperature T of the cooling water as a value related to the temperature of the engine 1 is equal to or higher than a predetermined value T1 (for example, a predetermined temperature of 100 ° C. to 200 ° C.) (S13). The glow plug 26 is driven and controlled (S14), and the process proceeds to S18. On the other hand, if S13: Yes, the charging rate Cr of the in-vehicle battery 25 is calculated (S15), and it is determined whether the charging rate Cr is equal to or greater than a predetermined value (for example, 98%) (S16). , The process proceeds to S18. If S16; Yes, the glow plug 26 is driven and controlled (S17), and the process proceeds to S18. Here, S13 and S14, and S16 and S17 correspond to the combustion chamber heating step.

  In S18, it is determined whether or not the engine 1 has been completely stopped. If S18; No, the process waits until S18; Yes. If S18; Yes, the output of the glow plug 26 and the alternator 27 is stopped. (S19) and the process ends.

  According to the automatic stop control method and the automatic stop device 2 of the engine 1 of the second embodiment, in the combustion chamber heating step, it is determined whether or not the cooling water temperature T is equal to or higher than a predetermined value T1 as a value related to the temperature of the engine 1. When the negative determination is made, the glow plug 26 is driven and controlled. Therefore, the temperature of the engine 1 is monitored, and when the temperature is lower than an appropriate temperature that can improve the restartability of the engine 1, the glow plug 26 is driven. Thus, the combustion chamber 8 can be heated. The other effects are the same as those of the first embodiment.

  The third embodiment is obtained by changing the automatic stop control (automatic stop control method) of the engine 1 of the first embodiment. As shown in FIG. 5, in the automatic stop control executed by the ECU 50 of the third embodiment, it is determined whether or not the automatic stop condition of the engine 1 is satisfied (S20). If S20; In this case, fuel cut (S21) is performed, and subsequently, whether or not the temperature T of the cooling water as a value related to the temperature of the engine 1 is equal to or higher than a predetermined value T1 (for example, a predetermined temperature of 100 ° C. to 200 ° C.). It is determined (S22).

  If S22; Yes, the process ends. If S22; No, the alternator 27 is driven and controlled (S23). S23 corresponds to a battery charging step. In S23, as in the first embodiment, the alternator 27 is driven and controlled so that the amount of power generation is maximized. Thereafter, the charging rate Cr of the in-vehicle battery 25 is calculated (S24), it is determined whether or not the charging rate Cr is a predetermined value (for example, 98%) or more (S25). If S25; No, the process proceeds to S27. S25: If Yes, the glow plug 26 is driven and controlled (S26), and the process proceeds to S27. Here, S25 and S26 correspond to the combustion chamber heating step.

  In S27, it is determined whether or not the engine 1 has been completely stopped. If S27; No, the process waits until S27; Yes, and if S27; Yes, the output of the glow plug 26 and the alternator 27 is stopped. (S28) and the process ends.

  According to the automatic stop control method and the automatic stop device 2 of the engine 1 of the third embodiment, after the automatic stop condition is satisfied, first, whether or not the temperature T of the cooling water is equal to or higher than the predetermined value T1 as a value related to the temperature of the engine 1. When the determination is made and the negative determination is made, the battery charging process is executed. Therefore, the temperature of the engine 1 is first monitored, and if the temperature is higher than the appropriate temperature that can improve the restartability of the engine 1, the battery charging is performed. In the case where the deterioration of the glow plug 26 is suppressed by preventing the glow plug 26 from being unnecessarily driven without performing the process and the combustion chamber heating process, and the temperature is less than the appropriate temperature, the battery charging process is performed. When the engine 1 is stopped, the idling amount is reduced to suppress the temperature drop of the combustion chamber 8 due to the intake air. It drives the glow plug 26 can be heated combustion chamber 8 to prevent excessive charging of the vehicle battery 25 to. The other effects are the same as those of the first embodiment.

  In the fourth embodiment, the automatic stop control (automatic stop control method) of the engine 1 of the first embodiment is partially changed. Specifically, a step is added between S5 and S6 in the flowchart of FIG. is there. As shown in FIG. 6, in the automatic stop control executed by the ECU 50 of the fourth embodiment, when S5; Yes, the power consumption Pc of the in-vehicle battery 25 is calculated (S30). Here, the power consumption Pc of the in-vehicle battery 25 is calculated from the current discharge current value of the in-vehicle battery 25 based on the signal from the current sensor 43.

  Then, after S30, it is determined whether or not the power consumption amount Pc of the in-vehicle battery 25 is equal to or greater than a predetermined value (for example, the power consumption amount in which the rate of decrease of the charge amount of the in-vehicle battery 25 becomes too large) (S31), S31; Yes In the case of S3, the process proceeds to S7, and in the case of S31; No, the glow plug 26 is driven and controlled (S6), and the process proceeds to S7. Here, S5, S31, and S6 correspond to the combustion chamber heating step. Other controls are the same as in the first embodiment.

  Thus, in the combustion chamber heating process, when the charging rate Cr is a predetermined value (98%) or more as a value related to the charge amount of the in-vehicle battery 25, whether the power consumption Pc of the in-vehicle battery 25 is more than the predetermined value. Since the glow plug 26 is driven and controlled only when a negative determination is made and a negative determination is made, the power consumption Pc of the in-vehicle battery 25 is monitored, and it is better not to drive the glow plug 26 because the power consumption Pc is large. Thus, the glow plug 26 is not driven, so that the deterioration of the glow plug 26 can be suppressed and the power consumption of the in-vehicle battery 25 can be suppressed.

In addition, you may change as follows about Examples 1-4.
1] In the battery charging steps of the first to fourth embodiments, it is not necessary to drive and control the alternator 27 so that the power generation amount is maximized. In this case, the power generation amount of the alternator 27 may be set according to the power consumption amount Pc of the in-vehicle battery 25.

2] In the second and third embodiments, the automatic stop control (automatic stop control method) of the engine 1 may be partially changed as in the fourth embodiment. For example, in the case of the second embodiment, S30 and S31 in FIG. 6 are added between S16 and S17 in FIG. 4, and if S31; Yes, the process proceeds to S18, and if S31; No, the process proceeds to S17. In the case of the third embodiment, S30 and S26 in FIG. 6 are added between S25 and S26 in FIG. 5. If S31; Yes, the process proceeds to S27, and S31; No. Alternatively, the process may proceed to S26.

3] In the second embodiment, S13 in FIG. 4 is executed after S16; No, not after S12, and S14 is omitted. That is, S15 is executed after S12. Next, in the case of S16; No, it is determined whether or not the temperature T of the cooling water of the engine 1 is equal to or higher than the predetermined value T1. If it is determined, the process proceeds to S17.
4] The value related to the charge amount of the in-vehicle battery 25 used in the first to third embodiments may be the charge amount or voltage of the in-vehicle battery 25.
5] A value related to the temperature of the engine 1 used in the second and third embodiments may be the outside air temperature.

  In addition, in the range which does not deviate from the meaning of the present invention, various modifications can be added in addition to the above disclosure, and the present invention can be applied to various automobiles and various vehicles other than automobiles. It can be applied to technology that automatically stops the engine.

It is a schematic block diagram of the apparatus relevant to a diesel engine and its automatic stop apparatus. 4 is a flowchart of engine automatic stop control according to the first embodiment. It is a figure which shows the map for charge capacity determination of a vehicle-mounted battery. It is a flowchart of the engine automatic stop control of Example 2. 7 is a flowchart of engine automatic stop control according to a third embodiment. 10 is a flowchart of engine automatic stop control according to a fourth embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Diesel engine 2 Automatic stop device 8 Combustion chamber 25 Car-mounted battery 26 Glow plug (heating means)
27 Alternator (on-vehicle generator)
50 ECU (Engine Control Unit)
53 Automatic stop controller

Claims (6)

In a diesel engine automatic stop control method for automatically stopping a diesel engine when a predetermined automatic stop condition is satisfied,
After the automatic stop condition is established, a battery charging step for controlling the vehicle-mounted generator that can be charged to the vehicle-mounted battery to be driven by the driving force of the diesel engine;
After the on-vehicle generator is driven, it is determined whether or not the value related to the charge amount of the on-vehicle battery is equal to or greater than a predetermined value. A combustion chamber heating process to control
An automatic stop control method for a diesel engine, comprising:   2. The diesel engine automatic stop control method according to claim 1, wherein in the battery charging step, the on-vehicle generator is driven and controlled so that the amount of power generation is maximized. 3.   The said combustion chamber heating process WHEREIN: It determines whether the value relevant to the temperature of a diesel engine is more than predetermined value, and when the negative determination is carried out, the said heating means is drive-controlled. Diesel engine automatic stop control method.   3. The battery charging step is executed according to claim 1 or 2, wherein after the automatic stop condition is satisfied, it is first determined whether or not a value related to the temperature of the diesel engine is equal to or greater than a predetermined value. The diesel engine automatic stop control method described.   In the combustion chamber heating step, when the value related to the charge amount of the in-vehicle battery is equal to or greater than a predetermined value, it is further determined whether or not the power consumption of the in-vehicle battery is equal to or greater than the predetermined value. The diesel engine automatic stop control method according to any one of claims 1 to 4, wherein drive control is performed on the diesel engine. In a diesel engine automatic stop device that automatically stops the diesel engine when a predetermined automatic stop condition is satisfied,
An in-vehicle generator that is driven by the driving force of the diesel engine and can be charged into the in-vehicle battery;
A glow plug that is arranged to face the combustion chamber of the diesel engine and is driven by the power of an on-vehicle battery and can heat the combustion chamber;
After the automatic stop condition is satisfied, the on-vehicle generator is driven and controlled, and it is determined whether or not a value related to the charge amount of the on-vehicle battery is equal to or greater than a predetermined value. Means,
A diesel engine automatic stop device characterized by comprising: