JP7275896B2 - vehicle engine controller - Google Patents

Description

The present invention relates to a vehicle engine control device.

Patent Document 1 discloses that the engine is automatically stopped when a predetermined automatic stop condition including at least the vehicle being stopped and the elapsed time from the restart of the engine being equal to or longer than a predetermined elapsed time is established. When the engine is restarted when a predetermined restart condition is satisfied during the automatic stop of the vehicle, when the shift range when the vehicle is stopped is in the non-running range, a predetermined lapse of the automatic stop condition with respect to the time when it is in the running range. It describes that the time is set short.

JP 2004-197638 A

However, in a state where the automatic stop condition is satisfied when the driver shifts the gear to the non-driving range, the engine is automatically stopped when the driver shifts the gear to the non-driving range. Then, the driver may misunderstand that the engine has stopped due to his/her own operation, such as engine stall or engine failure.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an engine control apparatus for a vehicle that can prevent a driver from erroneously recognizing that the automatic stop of the engine is due to a failure caused by his/her own operation.

In order to solve the above problems, the present invention includes an engine and an automatic transmission, which temporarily stops the engine when a preset temporary stop condition is satisfied, and when a preset restart condition is satisfied. an engine control device for a vehicle for restarting the engine when the vehicle is in a state of emergency, comprising: a shift position detection unit for detecting a shift position selected by a driver's operation; When the driving range is switched to the parking range, the temporary stop of the engine is prohibited, and when the engine temporary stop condition is satisfied, the shift position is switched from the reverse driving range to the parking range. and a control unit that temporarily stops the engine after a predetermined time has elapsed .

Thus, according to the present invention, it is possible to prevent the driver from erroneously recognizing that the automatic stop of the engine is due to a failure caused by his/her own operation.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to one embodiment of the present invention. FIG. 2 is a time chart showing changes in the operating state of the engine due to a shift operation during engine operation by the engine control apparatus according to the embodiment of the present invention. FIG. 3 is a time chart showing changes in the operating state of the engine due to a shift operation while the engine is temporarily stopped by the engine control device according to the embodiment of the present invention. FIG. 4 is a flow chart showing the procedure of the engine temporary stop control process of the engine control system according to the embodiment of the present invention.

An engine control device for a vehicle according to an embodiment of the present invention includes an engine and an automatic transmission, temporarily stops the engine when a preset temporary stop condition is satisfied, An engine control device for a vehicle for restarting an engine when a starting condition is satisfied, comprising: a shift position detector for detecting a shift position selected by a driver's operation; a control unit that prohibits the temporary stop of the engine when is switched from the driving range to the non-driving range.

As a result, the vehicle engine control apparatus according to the embodiment of the present invention can prevent the driver from erroneously recognizing the automatic stop of the engine as a stop due to a failure caused by the driver's own operation.

A hybrid vehicle equipped with an engine control device according to an embodiment of the present invention will be described in detail below with reference to the drawings.

1, a hybrid vehicle 1 according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3 as an automatic transmission, a motor generator 4 as a motor, drive wheels 5, and a hybrid vehicle 1. HCU (Hybrid Control Unit) 10 as a control unit that comprehensively controls, ECM (Engine Control Module) 11 that controls engine 2, TCM (Transmission Control Module) 12 that controls transmission 3, and ISGCM (Integrated Starter Generator Control Module) 13 , INVCM (Invertor Control Module) 14 , and BMS (Battery Management System) 16 .

A plurality of cylinders are formed in the engine 2 . In this embodiment, the engine 2 is constructed so that each cylinder performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke.

An ISG (Integrated Starter Generator) 20 and a starter 21 are connected to the engine 2 . The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. ISG20 has the function of the electric motor which rotates the engine 2 by rotating when electric power is supplied, and the function of the generator which converts the rotational force input from the crankshaft 18 into electric power.

In this embodiment, the ISG 20 functions as an electric motor under the control of the ISGCM 13, thereby restarting the engine 2 from a stopped state due to the idling stop function. The ISG 20 can also assist the running of the hybrid vehicle 1 by functioning as an electric motor.

The starter 21 includes a motor and a pinion gear (not shown). By rotating the motor, the starter 21 rotates the crankshaft 18 and gives the engine 2 a rotational force for starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from a stopped state due to the idling stop function.

The transmission 3 changes the speed of rotation output from the engine 2 to drive the drive wheels 5 via the drive shaft 23 . The transmission 3 includes a constant mesh transmission mechanism 25 consisting of a parallel shaft gear mechanism, a clutch 26 as a power transmission mechanism consisting of a normally closed dry clutch, a differential mechanism 27, and an actuator (not shown). there is

The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), in which an actuator controlled by the TCM 12 changes gears in the transmission mechanism 25 and engages and disengages the clutch 26 . The differential mechanism 27 transmits power output by the transmission mechanism 25 to the drive shaft 23 .

Motor generator 4 is connected to differential mechanism 27 via chain 28 . Motor generator 4 functions as an electric motor.

Thus, the hybrid vehicle 1 constitutes a parallel hybrid system that can use the power of both the engine 2 and the motor generator 4 for driving the vehicle, and at least one of the engine 2 and the motor generator 4 outputs It is designed to run on power.

The motor generator 4 also functions as a power generator, and generates power as the hybrid vehicle 1 travels. Note that the motor generator 4 may be connected to any part of the power transmission path from the engine 2 to the driving wheels 5 so as to be able to transmit power, and does not necessarily need to be connected to the differential mechanism 27 .

The hybrid vehicle 1 includes a first power storage device 30 , a high voltage power pack 34 including a second power storage device 33 as a power storage unit, a high voltage cable 35 and a low voltage cable 36 .

The first power storage device 30 and the second power storage device 33 are composed of rechargeable secondary batteries. The 1st electrical storage apparatus 30 consists of lead batteries.

The first power storage device 30 is a low-voltage battery in which the number of cells and the like are set so as to generate an output voltage of about 12V. The HCU 10 manages the remaining capacity, temperature, charging/discharging current, and other states of the first power storage device 30 .

The second power storage device 33 is a high-voltage battery in which the number of cells and the like are set so as to generate a voltage higher than that of the first power storage device 30, and generates an output voltage of 100 V, for example. The second power storage device 33 is, for example, a lithium ion battery. The BMS 16 manages the state of the second power storage device 33 , such as the amount of power stored, the temperature, and the charge/discharge current.

The hybrid vehicle 1 is provided with a general load 37 as an electrical load. A general load 37 is an electric load other than the starter 21 and the ISG 20 .

The general load 37 is an electrical load that is used temporarily without requiring a stable power supply. The general load 37 includes, for example, wipers (not shown) and an electric cooling fan that blows cooling air to the engine 2 .

The first power storage device 30 is connected to the starter 21, the ISG 20, and a general load 37 as an electrical load so as to be able to supply electric power via a low-voltage cable 36 .

Thus, the 1st electrical storage apparatus 30 supplies electric power to the starter 21 and ISG20 as a starting device which starts the engine 2 at least.

The high voltage power pack 34 has an inverter 45 , an INVCM 14 and a BMS 16 in addition to the second power storage device 33 . The high voltage power pack 34 is connected to the motor generator 4 via a high voltage cable 35 so as to be able to supply electric power.

The inverter 45 converts AC power applied to the high voltage cable 35 and DC power applied to the second power storage device 33 to each other under the control of the INVCM 14 . For example, when the motor generator 4 is powered, the INVCM 14 causes the inverter 45 to convert the DC power discharged by the second power storage device 33 into AC power and supplies the AC power to the motor generator 4 .

When regenerating the motor generator 4 , the INVCM 14 causes the inverter 45 to convert the AC power generated by the motor generator 4 into DC power and charges the second power storage device 33 .

The HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 each include a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data and the like, It consists of a computer unit with an input port and an output port.

The ROMs of these computer units store various constants, various maps, etc., as well as programs for causing the computer units to function as HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14 and BMS 16, respectively.

That is, these computer units function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 in this embodiment, respectively, by the CPU executing programs stored in the ROM using the RAM as a work area.

The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to standards such as CAN (Controller Area Network).

HCU 10 is connected to INVCM 14 and BMS 16 by CAN communication lines 48 . The HCU 10 , INVCM 14 and BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48 .

HCU 10 is connected to ECM 11 , TCM 12 and ISGCM 13 by CAN communication lines 49 . The HCU 10 , ECM 11 , TCM 12 and ISGCM 13 mutually transmit and receive signals such as control signals via the CAN communication line 49 .

An input port of the HCU 10 is connected to various sensors such as a vehicle speed sensor 51, an accelerator opening sensor 52, and a shift position sensor 53 as a shift position detector.

Vehicle speed sensor 51 detects the speed of hybrid vehicle 1 from the rotational speed of drive shaft 23 and the like. An accelerator opening sensor 52 detects the amount of operation of an accelerator pedal (not shown) as an accelerator opening.

A shift position sensor 53 detects a shift position selected by a driver's operation of a shift lever (not shown). As for the shift position, for example, any one of forward drive range (D range), reverse drive range (R range), stop range (N range), and parking range (P range) is selected. Here, the D range and R range are defined as driving ranges, and the N range and P range are defined as non-driving ranges.

The HCU 10 causes the TCM 12 to control the shift stage of the transmission mechanism 25 of the transmission 3 according to the shift position selected by the driver.

In this embodiment, the ECM 11 executes idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined temporary stop condition is satisfied, and drives the ISG 20 via the ISGCM 13 to restart the engine 2 when a predetermined restart condition is satisfied. there is Therefore, unnecessary idling of the engine 2 is not performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

The conditions for temporarily stopping the engine 2 include, for example, at least that the accelerator depression amount is equal to or less than a predetermined amount, that the electric power of the first power storage device 30 for restarting the engine 2 is equal to or greater than a predetermined amount, and that the shift position is It means that the D range or the non-running range is selected.

In this embodiment, the HCU 10 prohibits the temporary stop of the engine 2 when the shift position is switched from the driving range to the non-driving range while the engine 2 is running.

This prohibits the temporary stop of the engine 2 due to the driver's shift operation, and prevents the driver from misunderstanding that a failure (engine stall or failure of the engine 2) has occurred due to the driver's own operation. be able to.

When the shift position is switched from the non-driving range to the driving range, the vehicle shifts to the driving state due to the change from the non-driving range to the driving range. It is considered that there is no risk that the driver will misunderstand that an engine failure has occurred even if the vehicle is stopped.

The HCU 10 may allow the temporary stop of the engine 2 after a predetermined period of time has passed since the shift position was switched from the driving range to the non-driving range while the engine 2 is running.

As a result, the temporary stop processing of the engine 2 is performed after the predetermined time has passed since switching to the non-driving range. It is possible to suppress misidentification that the engine 2 has stopped due to the operation of . In addition, since the engine 2 is temporarily stopped by shifting to the non-running range, unnecessary engine operation is stopped when the vehicle does not need to run, and the fuel efficiency of the engine 2 can be improved. can.

When the shift position is in the travel range, the HCU 10 causes the engine 2 to be temporarily stopped when the condition for temporarily stopping the engine 2 is satisfied.

Thus, by temporarily stopping the engine 2 during selection of the driving range, it is possible to prevent the engine 2 from being temporarily stopped due to the shift operation to the non-driving range, and the driver can control his/her self. It is possible to prevent misperception that the engine 2 has stopped due to the operation. Further, when it becomes possible to temporarily stop the engine 2 during selection of the driving range, the engine 2 is temporarily stopped, so deterioration of fuel consumption can be suppressed.

When the shift position is in the drive range and the engine 2 is in the pause state, the HCU 10 keeps the engine 2 in the pause state when the shift position is switched from the drive range to the non-drive range.

As a result, when the engine 2 is in a temporary stop state in the driving range, the engine 2 is kept in a temporary stop state even in the non-driving range. Therefore, it is possible to prevent the driver from erroneously recognizing that the engine 2 has stopped due to his/her own operation.

The HCU 10 prohibits the temporary stop of the engine 2 from when the driver starts switching the shift position to the non-running range until the switching is completed.

As a result, the temporary stop of the engine 2 is prohibited from the start to the completion of the shift operation to the non-driving range by the driver. can be suppressed.

Here, the term "from the start of switching the shift position to the non-driving range to the completion of switching" means that switching is started when the shift position is moved out of the driving range by the driver's operation, and when the shift position enters the non-driving range. Switching is completed. For example, switching is started when the shift position sensor 53 no longer detects that the shift position is in the driving range, and switching is completed when it detects that the shift position is in the non-driving range.

The HCU 10 executes a temporary stop process of the engine 2 when the temporary stop condition of the engine 2 is satisfied and the engine 2 is in an operating state and the engine 2 is temporarily stopped after the non-running range is selected. Prior to , the clutch 26 is put in a released state (power transmission disabled state).

In order to prevent engine torque from being transmitted to the drive wheels 5 until the engine speed becomes zero when the engine 2 is temporarily stopped, it is necessary to keep the clutch 26 in a released state. Therefore, by disengaging the clutch 26 prior to the temporary stop processing of the engine 2, when the temporary stop processing of the engine 2 is executed, the engine 2 can be temporarily stopped early, and the fuel efficiency can be improved. can be planned.

An outline of the operation of the vehicle engine control apparatus according to the present embodiment configured as described above will be described with reference to FIGS. 2 and 3. FIG.

As shown in FIG. 2, when the shift position is switched from the D range to the N range while the engine 2 is running, even if the condition for temporarily stopping the engine 2 is satisfied at the same time as the switching, a predetermined shift occurs after the switching is completed after the switching is started. Since the temporary stop of the engine 2 is prohibited until the time elapses, the temporary stop of the engine 2 is not performed.

If the shift position is switched from the N range to the R range before the predetermined time elapses, the operation of the engine 2 is continued.

After that, when the shift position is switched from the R range to the P range, even if the condition for temporarily stopping the engine 2 is satisfied at the same time as the switching, the temporary stop of the engine 2 is prohibited from the start of the switching until a predetermined time has elapsed after the completion of the switching. and the engine 2 is stopped after a predetermined time has elapsed.

In this manner, since the temporary stop of the engine 2 due to the driver's shift operation is prohibited, it is possible to prevent the driver from erroneously recognizing that a failure has occurred due to his or her own operation.

As shown in FIG. 3, when the engine 2 is in a stopped state because the temporary stop condition for the engine 2 is satisfied while the shift position is in the D range, the engine 2 is stopped even if the shift position is switched from the D range to the N range. is maintained.

Thereafter, even if the shift position is switched from the N range to the R range, the stopped state of the engine 2 is maintained.

Thereafter, even if the shift position is switched from the R range to the N range, the stopped state of the engine 2 is maintained.

Thereafter, even if the shift position is switched from the N range to the D range, the stopped state of the engine 2 is maintained.

In this way, when the engine 2 is in the temporary stop state in the driving range, the engine 2 is maintained in the temporary stop state even in the non-driving range. It is possible to prevent the engine from entering a stopped state, and prevent the driver from erroneously recognizing that the engine 2 has stopped due to his or her own operation.

Engine temporary stop control processing by the vehicle engine control apparatus according to the present embodiment configured as described above will be described with reference to FIG. The engine temporary stop control process described below is started when the HCU 10 starts operating, and is executed at preset time intervals.

In step S1, the HCU 10 determines whether or not a temporary stop condition for the engine 2 is satisfied. When the HCU 10 determines that the temporary stop condition for the engine 2 is not satisfied, the HCU 10 ends the process.

When it is determined that the temporary stop condition of the engine 2 is satisfied, in step S2, the HCU 10 determines whether or not the shift position is in the running range.

When it is determined that the shift position is in the driving range, the HCU 10 disengages the clutch 26 in step S3.

In step S4, the HCU 10 sets the shift stage of the transmission mechanism 25 to neutral.
In step S5, the HCU 10 performs a temporary stop process for the engine 2 and terminates the process.

When it is determined in step S2 that the shift position is not in the driving range, the HCU 10 prohibits the temporary stop processing of the engine 2 in step S6.

In step S7, the HCU 10 determines whether or not it has been detected that the shift position is in the non-running range. When determining that the shift position is not in the non-running range, the HCU 10 repeats the process of step S7.

When it is determined that the shift position is in the non-running range, in step S8, the HCU 10 determines whether or not a predetermined time has passed since it was detected that the shift position was in the non-running range. If the HCU 10 determines that the predetermined time has not passed since it was detected that the shift position is in the non-running range, the HCU 10 repeats the process of step S8.

If it is determined that the predetermined time has passed since the shift position was detected to be in the non-running range, the HCU 10 releases the clutch 26 in step S9.

In step S5, the HCU 10 performs a temporary stop process for the engine 2 and terminates the process.

In this way, when the driving range is switched to the non-driving range, during shifting to the non-driving range (from the start of switching to the non-driving range to the completion of switching (when the shift position is detected to be in the non-driving range)). Also, the temporary stop of the engine 2 is prohibited until a predetermined time elapses after the end of the shift.

As a result, it is possible to prevent the driver from erroneously recognizing that the engine has stopped due to the driver's operation. Further, since the engine 2 is temporarily stopped after the predetermined time has elapsed, deterioration of fuel consumption can be suppressed.

Further, when the temporary stop condition of the engine 2 is satisfied while the driving range is selected, the clutch 26 is released and the shift stage of the transmission mechanism 25 is set to neutral. However, when the non-running range is selected, the clutch 26 is not immediately released even if the temporary stop condition of the engine 2 is satisfied (the clutch 26 is released after a predetermined time has passed since the shift completion). .

In step S9, the clutch 26 is released, but if the N range is selected as the non-driving range, the shift stage of the transmission mechanism 25 is set to neutral, and if the P range is selected as the non-driving range. , the gear stage of the transmission mechanism 25 may be set to parking.

In the present embodiment, the case of a hybrid vehicle is shown, but the hybrid vehicle is provided with an engine, an automatic transmission, and a shift position detection section for detecting a shift position selected by a driver's operation, and performs idling stop. If it is a vehicle to carry out, it can be carried out in the same way.

In this embodiment, the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, and BMS 16 perform various determinations and calculations based on various sensor information. Various determinations and calculations are performed by the external device based on the detection information of various sensors transmitted from the communication unit, and the determination results and calculation results are received by the communication unit, Various controls may be performed using the received determination result or calculation result.

Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 hybrid vehicle 2 engine 3 transmission (automatic transmission)
10 HCU (control unit)
26 Clutch (power transmission mechanism)
53 shift position sensor (shift position detector)

Claims (5)

A vehicle comprising an engine and an automatic transmission, which temporarily stops the engine when a preset temporary stop condition is satisfied and restarts the engine when a preset restart condition is satisfied. An engine control device,
a shift position detection unit that detects a shift position selected by a driver's operation;
During operation of the engine, when the shift position is switched from the reverse travel range to the parking range, the temporary stop of the engine is prohibited, and when the condition for temporary stop of the engine is satisfied, the A vehicle engine control device, comprising: a control unit that temporarily stops the engine after a predetermined time has passed since a shift position is switched from a reverse travel range to a parking range . 2. The engine control device for a vehicle according to claim 1 , wherein the control unit temporarily stops the engine when a condition for temporarily stopping the engine is satisfied when the shift position is in the driving range. If the engine is in a pause state when the shift position is in the drive range, the control unit maintains the engine pause state even if the shift position is switched from the drive range to the non-drive range. The vehicle engine control device according to claim 1 or 2 . 4. The control section according to any one of claims 1 to 3 , wherein the control unit prohibits the temporary stop of the engine from the start of switching of the shift position from the driving range to the non-driving range by the driver until the switching is completed. 2. An engine control device for a vehicle according to claim 1. A power transmission mechanism is provided between the engine and the automatic transmission,
When the temporary stop condition of the engine is satisfied and the engine is in an operating state, and the non-running range is selected as the shift position to temporarily stop the engine, the control unit 5. The vehicle engine control device according to claim 1 , wherein the power transmission mechanism is placed in a power transmission disabled state prior to execution of the engine temporary stop processing.

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