JP4703439B2 - Eco-run control device and eco-run control method - Google Patents

Description

  The present invention relates to an eco-run control device and an eco-run control method having an eco-run (idling stop) function for running a vehicle while driving and stopping an engine.

In recent years, for the purpose of improving fuel consumption and reducing emissions, an engine automatic that commands an automatic engine stop when a predetermined engine stop condition is satisfied and then instructs an automatic engine restart when a predetermined engine start condition is satisfied and drives an engine start motor. Stop / restart control (so-called eco-run control) is employed (see, for example, Patent Document 1).
JP 9-2222035 A

That is, when waiting for a signal or the like and the engine is driven in an idling state even though the vehicle is not actually traveling, there is a problem that exhaust gas is emitted and fuel consumption increases. For this reason, the engine is temporarily stopped when the vehicle is stopped by a signal or when the accelerator is off for a certain period of time even when the vehicle is running, and the accelerator is depressed when the engine is temporarily stopped. The engine is started again and started.
According to this eco-run control system, the engine is driven only when it is necessary for running, and the others are stopped, so that the fuel consumption can be improved and the amount of exhaust gas can be reduced by shortening the engine drive time.

When such an eco-run control system is driven by a power source different from a normal battery such as a Li battery, there is no particular problem. However, in a system that performs eco-run control with a normal battery, that is, in a single power source eco-run system, the battery If the charging state is bad, there is a possibility that it cannot be restarted.
For this reason, by determining whether or not to execute the eco-run control based on the starting charging rate of the battery detected immediately after the starter driving, only when the charging rate (SOC) of the battery is greater than or equal to a restartable value, An eco-run is permitted.

  As described above, in the conventional eco-run control system, whether or not eco-run control is possible is determined based on the battery start-up charge rate detected immediately after the starter is driven, but the start-up charge rate detection (pseudo open voltage calculation) is performed. Until completion, whether or not eco-run control is possible cannot be determined. Therefore, it is determined whether or not to execute eco-run control using the charging rate calculated before parking (ignition off).

  However, the charge rate of the battery detected before parking has conventionally used a value obtained by correcting the charge rate at start-up detected at engine start by the integrated value of the discharge current of the battery. Since the rate calculation accuracy deteriorates, there is a possibility that the battery charge rate detected before parking is a value far from the actual charge rate.

  Even if the vehicle is parked, for example, if a security ECU or the like that generates an alarm when a theft occurs, the charge rate of the battery may be reduced due to the parking discharge. So, when using the battery charge rate detected before parking to determine whether eco-run control is possible, the worst case is when the battery charge rate detected before parking and the actual battery charge rate are different. There was a problem that the engine could not be restarted.

  The present invention has been made in view of the above problems, and an eco-run control device and an eco-run control method that can accurately determine whether or not eco-run control can be executed even before detection of the charging rate at start-up. The purpose is to provide.

In order to achieve the above object, the eco-run control device (1) according to the present invention includes:
An eco-run control device comprising control means for performing automatic stop control for automatically stopping the engine when the engine automatic stop condition is satisfied, and performing automatic start control for automatically starting the engine when the engine start condition is satisfied,
The control means determines whether or not the automatic stop control can be performed based on the start-up charge rate, and if the battery charge rate during ignition off is equal to or greater than a predetermined value until the start-up charge rate is detected , automatic If the number of permitted automatic stop controls before the start-up charging rate is detected exceeds the specified number, charging the battery while the ignition is off until the start-up charge rate is detected. Even if the rate is equal to or higher than the predetermined value, the automatic stop control is prohibited .

Further, the eco-run control device (2) according to the present invention is the eco-run control device (1).
The control means determines the battery charge rate during ignition off based on any one of the battery charge rate before ignition off and the sleep time, abnormal discharge history, and current integrated value.

Furthermore, the eco-run control device (3) according to the present invention is the eco-run control device (2).
The control means is characterized in that the battery charge rate before the ignition is turned off is detected by monitoring the battery state after all ECUs enter the sleep state in the vehicle power off state.

Further, the eco-run control method (1) according to the present invention includes:
An eco-run control method that performs automatic stop control that automatically stops the engine when the engine automatic stop condition is satisfied, and performs automatic start control that automatically starts the engine when the engine start condition is satisfied,
Whether or not automatic stop control can be performed is determined based on the charge rate at start, and until the charge rate at start is detected , if the battery charge rate during ignition off is equal to or greater than a predetermined value, the automatic stop control is performed. If the number of times of automatic stop control before the start-up charging rate is detected exceeds a predetermined number, the battery charge rate during ignition off until the start-up charging rate is detected is the predetermined value. Even if it is above, implementation of automatic stop control is prohibited .

According to the eco-run control devices (1) and (2) and the eco-run control method (1) according to the present invention, until the charge rate at start-up is detected, for example, the ignition is detected from the battery charge rate before the ignition is turned off. If the battery charge rate being off is greater than or equal to a predetermined value, the execution of automatic stop control is permitted, but if the number of times of automatic stop control before the start-up charge rate is detected exceeds the predetermined number of times, Since the automatic stop control is prohibited even if the battery charge rate during ignition off is equal to or higher than the predetermined value until the charge rate at start-up is detected , the eco-run control is performed even before the charge rate at start-up is detected. It can be accurately determined whether or not it can be performed.

  Further, according to the eco-run control device (3) according to the present invention, the battery charge rate before the ignition is turned off is detected by monitoring the battery state after all ECUs enter the sleep state in the vehicle power-off state. Therefore, the battery charge rate before the ignition is turned off can be accurately detected.

Hereinafter, embodiments of the eco-run control device of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic block diagram of an engine control system. As shown in FIG. 1, this engine control system includes an engine 1, an engine ECU 2 that controls the operation state of the engine, and an eco-run mode from an automatic stop to an automatic start of the engine. The eco-run ECU 3 to be controlled and the power management device 4 that detects the state of the battery 5 and controls the power generation of the alternator 6 are configured.
The engine ECU 2 controls each part such as a fuel system and an ignition system to control the combustion of the engine 1 during normal travel, and controls the stop and restart of the engine 1 during the engine temporary stop.

  On the other hand, the eco-run ECU 3 receives outputs from various sensors such as an accelerator sensor 11, a brake switch 12, a vehicle speed sensor 13, and an engine speed sensor 14, and the eco-run ECU 3 performs a predetermined operation based on the outputs of these sensors. It is determined whether or not the engine stop condition and the engine start condition are satisfied, and the engine ECU 2 is instructed to stop the engine and restart the engine automatically.

The eco-run ECU 3 includes a CPU 31, a ROM (Read Only Memory) 32, and a RAM (Random Access Memory) 33. The CPU 31 controls each hardware part of the eco-run ECU 3 and automatically runs an eco-run based on a program stored in the ROM 32. Execute various programs such as stop and eco-run restart. The ROM 32 stores various programs such as the above-described eco-run automatic stop and eco-run restart, and the RAM 33 is configured by an SRAM or the like, and stores temporary data generated when the program is executed.
In the present embodiment, the engine ECU 2 and the eco-run ECU 3 are shown as separate examples, but the engine ECU may be integrated with an eco-run function.

  The accelerator sensor 11 detects whether or not the accelerator pedal is depressed, and outputs an ON signal when the accelerator pedal is depressed, and the brake switch 12 activates when the brake pedal is depressed and the parking brake is activated. When operating, each outputs an on signal. The vehicle speed sensor 13 detects the vehicle speed by detecting the rotation of the output shaft of the vehicle, and the engine speed sensor 14 detects the engine speed by detecting the speed of the rotation shaft of the engine 1.

  Then, the eco-run ECU 3 captures outputs of various sensors such as the accelerator sensor 11, the brake switch 12, the vehicle speed sensor 13, and the engine speed sensor 14 during the operation of the engine 1, and performs predetermined eco-run conditions, for example, accelerator off, and When it is determined that the brake is on, the vehicle speed is 0, and the engine speed is in a range of 600 to 1000 rpm and the engine is in an idle state for a predetermined time, for example, 2 seconds, idling is stopped.

  On the other hand, the power management device 4 calculates a virtual open voltage and a pseudo open voltage of the battery 5, and based on these values, the battery discharge characteristics, that is, the battery charge rate SOC-a detected from the virtual open voltage, and the start The battery charging rate SOC-b detected from the time charging rate, that is, the pseudo open voltage is detected, and the power generation of the alternator 6 is controlled by these values, and the starting charging rate SOC-b is input to the eco-run ECU 3.

As shown in FIG. 1, a current detector 51 is connected in series to the battery 5, and a voltage detector 52 is connected in parallel, and the battery fluid temperature detection for detecting the fluid temperature of the battery in the battery 5. A container 53 is provided. The current detector 51 detects the charging / discharging current of the battery 5, the voltage detector 52 detects the terminal voltage of the battery 5, and these detection outputs are input to the power management device 4 together with the detection output of the battery liquid temperature detector 53. The
The alternator 6 driven by the engine 1 receives a command from the power management device 4 through the communication line 7, charges the battery 5 through the power supply line 8, and supplies power to other electric loads of the vehicle. To do.

Next, an operation when the power management device 4 detects the battery charge rates SOC-a and SOC-b will be described.
FIG. 2 is a diagram for explaining an engine state, a power management device wake-up state, and update states of battery charge rates SOC-a and SOC-b until the vehicle starts running from the parking state and parks again. When the accessory (ACC) switch and the ignition (IG) switch are turned on and the engine 1 is driven, and when the eco-run is restarted, the power management device 4 detects the battery charge rate SOC-a.

  That is, as shown in FIG. 3A, when the starter (STA) drive signal is turned on, the power management device 4 has a charge / discharge current of the battery 5 from the current detector 51 after a certain mask period, The terminal voltage of the battery 5 from the voltage detector 52 is sampled and acquired as data, and when the STA signal is turned off, the acquired voltage and current data are plotted on the XY coordinates as shown in FIG. The virtual open circuit voltage is calculated by obtaining the discharge characteristic by calculating the battery voltage at the battery current 0 [A] from the discharge characteristic.

Then, based on the calculated virtual open circuit voltage, the charge rate SOC is stored using a map stored in a memory (not shown) and showing the relationship between the battery open voltage and the charge rate (SOC) shown in FIG. -a is detected.
Note that, as shown in FIG. 3A, even when the operation signal of the electric power steering (EPS) is turned on, the virtual open circuit voltage is calculated and the charging rate SOC-a is detected in the same manner as described above.

  Further, when the engine start is detected, the power management device 4 holds the adjustment voltage of the alternator 6 at 14 [V] as shown in FIG. 5 (1), puts the battery 5 in a charged state, and this battery charged state is If it continues for the predetermined time, the adjustment voltage of the alternator 6 will be reduced to 12.5 [V], and the battery 5 will be made into a discharge state (2). When the current stabilizes in the discharged state, the adjustment voltage of the alternator 6 is gradually increased to 14 [V] (3). At this time, the signals from the current detector 51 and the voltage detector 52 are sampled, thereby 5 is obtained as data, and the voltage value bvsm when the current value bism = 0 [A], that is, when the current value between the alternator 6 and the battery 5 becomes 0 is obtained from the sampling result. The pseudo open circuit voltage is calculated by obtaining.

Then, similarly to the above, based on the calculated pseudo open voltage, the charge rate SOC-b is detected by using the map showing the relationship between the battery open voltage and the charge rate (SOC) shown in FIG. The eco-run ECU 3 stores the input charging rate SOC-b in the RAM 33.
After calculating the charging rate SOC-b, the power management device 4 integrates the charging / discharging current of the battery 5 based on the output of the current detector 51, and successively corrects the charging rate SOC-b with this integrated value. Input to the eco-run ECU 3.
The charging rate SOC-a can be detected immediately after the start of traveling, but the accuracy is poor, and the charging rate SOC-b is high in accuracy. Therefore, the eco-run ECU 3 determines whether or not the eco-run control can be performed using the starting charging rate SOC-b. to decide.

Next, the operation of the eco-run control program executed by the eco-run ECU 3 during the operation of the engine 1 will be described with reference to the flowchart of FIG.
The CPU 31 of the eco-run ECU 3 always executes the eco-run control program shown in the flowchart of FIG. 6 during the operation of the engine 1. When this program is started, first, the accelerator sensor 11, the brake switch 12, the vehicle speed sensor 13, the engine The output of various sensors such as the rotational speed sensor 14 is taken in, and an idling state in which predetermined eco-run conditions, for example, accelerator off, brake on, vehicle speed = 0, and the engine rotational speed is in a range of 600 to 1000 rpm is obtained. By determining whether or not the engine stop condition is satisfied for a predetermined time, for example, for 2 seconds, it is determined whether or not the engine stop condition is satisfied (step 101). finish.

  When it is determined that the engine stop condition is satisfied, the CPU 31 determines whether or not the charging rate SOC-b has been detected by determining whether or not the charging rate SOC-b is input from the power management device 4. (Step 102) When it is determined that the charging rate SOC-b has not yet been detected, it is determined whether or not the parked battery state is good (Step 103).

  In addition, in the vehicle power supply ALLOFF state at the time of parking, it is possible to obtain a voltage equivalent to the open voltage by monitoring the battery voltage after all ECUs (electronic control devices for vehicles) enter the sleep state. By storing the battery charge rate before parking detected based on this voltage, it is possible to determine the battery state during parking from the battery charge rate before parking. The battery status when the engine is restarted more accurately by correcting the rate with the eco-run ECU sleep time (parking time), abnormal discharge history such as CAN bus wakeup, and the integrated value of the discharge current of the parked battery Can be judged.

  When it is determined that the battery state during parking is bad, that is, the charging rate before parking is low, the CPU 31 prohibits the eco-run (step 104) and ends the program. Further, when it is determined that the battery state during parking is good, that is, the charging rate before parking is high, the CPU 31 determines whether or not the eco-run has been permitted a predetermined number of times before the detection of the charging rate SOC-b (Step S31). 105).

If it is determined that the eco-run has not been permitted a predetermined number of times before detection of the charging rate SOC-b, the CPU 31 permits the eco-run (step 106). That is, the CPU 31 performs an idling stop by outputting an engine pause signal to the engine ECU 2, and the engine ECU 2 controls the fuel system and the ignition system to temporarily stop the engine 1.
If it is determined in step 105 that the eco-run has been permitted a predetermined number of times before detection of the charging rate SOC-b, the state of charge of the battery 5 may be deteriorated, so the CPU 31 prohibits the eco-run (step 104) After that, the program is terminated.

  On the other hand, when it is determined in step 102 that the charging rate SOC-b has been detected, the CPU 31 determines whether or not the charging rate SOC-b is greater than a predetermined value Ao (step 107), and the charging rate SOC- When it is determined that b is larger than the predetermined value Ao, the eco-run is permitted (step 108), and then the program is terminated. When it is determined that the charging rate SOC-b is smaller than the predetermined value Ao, the eco-run is prohibited (step 109). ) After that, the program is terminated.

  As described above, until the start-time charging rate SOC-b is detected, for example, whether or not the eco-run control is performed is determined according to whether or not the parked battery state is detected from the battery charging rate before parking or the like. Therefore, it is possible to accurately determine whether or not the eco-run control can be performed even before the start-up charging rate SOC-b is detected.

  In the above embodiment, the battery charge rate before parking is detected by monitoring the battery voltage after all ECUs enter the sleep state in the vehicle power supply ALLOFF state at the time of parking. -In a vehicle equipped with a push button start system that can be stopped and switched, when the push button is pushed with the intention of stopping the engine, the power management device 4 detects the charging rate at the start, and then the engine It is also possible to detect the battery charge rate before parking by stopping.

  In the above embodiment, the engine stop condition is that the accelerator is off, the brake is on, the vehicle speed is 0, and the engine speed is in the range of 600 to 1000 rpm for a predetermined time in the idle state. However, various other conditions can be employed.

It is a block diagram which shows schematic structure of the engine control system to which the eco-run control apparatus of this invention is applied. It is a figure for demonstrating the engine state until it starts driving | running | working from a parking state, and it parks again, the wake-up state of a power management device, and the update condition of battery charge rate SOC-a, SOC-b. It is a figure for demonstrating the calculation method of the virtual open circuit voltage of a battery. It is a map which shows the relationship between a battery open voltage and a charging rate. It is a figure for demonstrating the calculation method of the pseudo | simulation open circuit voltage of a battery. It is a flowchart which shows the effect | action of the eco-run control program which eco-run ECU performs.

Explanation of symbols

1 Engine 2 Engine ECU
3 Eco-run ECU
4 Power Management Device 5 Battery 6 Alternator 7 Communication Line 8 Power Line 11 Accelerator Sensor 12 Brake Switch 13 Vehicle Speed Sensor 14 Engine Speed Sensor 31 CPU
32 ROM
33 RAM
51 current detector 52 voltage detector 53 battery fluid temperature detector

Claims (4)

An eco-run control device comprising control means for performing automatic stop control for automatically stopping the engine when the engine automatic stop condition is satisfied, and performing automatic start control for automatically starting the engine when the engine start condition is satisfied,
The control means determines whether or not the automatic stop control can be performed based on the start-up charge rate, and if the battery charge rate during ignition off is equal to or greater than a predetermined value until the start-up charge rate is detected , automatic If the number of permitted automatic stop controls before the start-up charging rate is detected exceeds the specified number, charging the battery while the ignition is off until the start-up charge rate is detected. An eco-run control device that prohibits execution of automatic stop control even if the rate is equal to or greater than the predetermined value . In the eco-run control device according to claim 1,
The eco-run control device, wherein the control means determines the battery charge rate during ignition off based on any of the battery charge rate before ignition off and any of sleep time, abnormal discharge history, and current integrated value. In the eco-run control device according to claim 2,
An eco-run control apparatus, wherein the control means detects a battery charge rate before the ignition is turned off by monitoring a battery state after all ECUs enter a sleep state in a vehicle power-off state. An eco-run control method that performs automatic stop control that automatically stops the engine when the engine automatic stop condition is satisfied, and performs automatic start control that automatically starts the engine when the engine start condition is satisfied,
Whether or not automatic stop control can be performed is determined based on the charge rate at start, and until the charge rate at start is detected , if the battery charge rate during ignition off is equal to or greater than a predetermined value, the automatic stop control is performed. If the number of times of automatic stop control before the start-up charging rate is detected exceeds a predetermined number, the battery charge rate during ignition off until the start-up charging rate is detected is the predetermined value. Even if it is the above, the eco-run control method characterized by prohibiting execution of automatic stop control .

Images