JP2012184703A - Engine stop/start control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly protect a starter.SOLUTION: An engine 20 has an idling stop function so that, when a predetermined automatic stop condition is established, the engine is automatically stopped and when a predetermined restart condition is established, cranking is carried out to restart by the starter 10. An ECU 40 as the control system of the engine 20 calculates a motor calorific value as a calorific value that a motor 11 has at a point of time when the supply of an electric current to the motor 11 of the starter 10 is stopped in the case that the cranking of the engine 20 is carried out by the starter 10. A stop prohibition time being the prohibition time of the engine automatic stop after the end of the supply of an electric current to the motor 11 is calculated on the basis of the calculated motor calorific value. The automatic stop of the engine 20 is prohibited until the stop prohibition time elapses after the supply of the current to the motor 11 is ended.

Description

  The present invention relates to an engine stop / start control device.

  2. Description of the Related Art Conventionally, there is known an engine control system having a so-called idle stop function that detects an operation for stopping or starting such as an accelerator operation or a brake operation to automatically stop and restart an engine. By this idle stop control, effects such as engine fuel consumption reduction are achieved.

  In general, a device (starter) having a pinion gear and a motor is used as a starting device for starting the engine. In idle stop control, basically, the engine is started by a driver's switch operation. The engine is restarted by the starter. That is, first, the pinion gear of the starter and the ring gear on the engine side are meshed, and the motor is driven in the meshed state. Thereby, an initial rotation is given to the engine, and the engine is restarted by the initial rotation by the starter.

  In the idle stop control, the engine stop and restart are repeatedly performed, so that the starter is driven more frequently and deterioration of the starter tends to proceed. In view of this, various techniques have been proposed for suppressing starter deterioration in idle stop control (see, for example, Patent Document 1). Patent Document 1 discloses that an integrated value of starter driving time and starter driving frequency is obtained, and when the integrated value reaches a determination value, subsequent automatic engine stop / restart is prohibited. Thus, the progress of gear wear and damage is suppressed.

JP 2001-263210 A

  Although the thing of the said patent document 1 judges the deterioration condition of a starter and suppresses further deterioration of a starter after deterioration progresses to some extent, in order to start an engine by a starter reliably, a starter deteriorates. Even before reaching the state, it is necessary to take measures to suppress deterioration.

  The present invention has been made in view of the above problems, and a main object of the present invention is to provide an engine start control device capable of appropriately protecting a starter.

  The present invention employs the following means in order to solve the above problems.

  The present invention stops the engine combustion when the predetermined automatic stop condition is satisfied, and automatically stops the engine. After the engine stops combustion, the engine is driven by driving the starter motor when the predetermined restart condition is satisfied. The present invention relates to an engine stop / start control device that performs cranking and restarts the engine. In particular, according to the first aspect of the present invention, the energization of the motor is terminated based on the calorie calculation means for calculating the calorie of the motor at the end of energization of the motor and the calorie calculated by the calorie calculation means. A prohibition time calculation means for calculating a stop prohibition time, which is a prohibition time of engine automatic stop after the time, an automatic stop control means for performing engine stop control based on the stop prohibition time calculated by the prohibition time calculation means, It is characterized by providing.

  In short, in the idle stop control, the engine is automatically stopped and restarted repeatedly. At this time, if the interval between the engine restart and the next restart is short, the heat generated by the motor drive is reduced. It is conceivable that the next motor drive is performed while remaining. When the motor is driven in a state where the motor has heat in this way, there is a concern that deterioration of the starter is promoted due to the influence of heat. Further, the amount of heat that the motor has can be changed each time depending on the driving status of the motor.

  In view of these points, in the above-described configuration, the amount of heat that the motor has at the end of energization of the motor is calculated, and based on the calculated amount of heat, a time during which automatic stop of the engine by idle stop control is prohibited is determined. Then, after the motor is energized, the automatic engine stop is prohibited until the stop prohibition time has elapsed. In this case, it is possible to secure a time for cooling the motor after the motor is driven, and it is possible to avoid the next motor drive being performed in a state where heat remains in the motor. As a result, it is possible to appropriately protect the starter in the process of using the starter.

  According to a second aspect of the present invention, the calorific value calculating means is a means for calculating a motor energization time when the engine is restarted as the calorific value, and the prohibition time calculating means is the stop based on the motor energizing time. Calculate the prohibited time.

  Since the motor energization time and the motor heat generation amount are in a proportional relationship, the starter can be protected while simplifying the control by using the motor energization time instead of actually calculating the heat amount of the motor.

  In a situation where the automatic stop and restart of the engine are repeatedly performed within a short time (for example, several seconds to several minutes), heat accumulation in the motor tends to occur. From the standpoint of suppressing this heat accumulation, it is desirable to set the stop prohibition time longer assuming that the engine automatic stop / restart is repeatedly performed in a short time. However, if the stop prohibition time is set to be long, the execution of the automatic engine stop is unnecessarily limited when the interval until the next engine restart is sufficiently long, and as a result, a sufficient fuel consumption reduction effect can be obtained. It may not be possible.

  In view of this point, in the invention according to claim 3, based on the number of restarts calculated from the present time within the past predetermined time and the number of restarts calculated by the number of times calculator, the prohibition is performed. Correction means for correcting the stop prohibition time calculated by the time calculation means, and the automatic stop control means performs the stop control based on the stop prohibition time corrected by the correction means. According to this configuration, even if the stop prohibition time is set short in order to ensure an automatic stop / restart opportunity, it is possible to suppress the inconvenience of starter deterioration due to the amount of heat (particularly, the heat of the motor) that the motor has. . That is, the fuel consumption reduction effect by the idle stop control can be sufficiently obtained while sufficiently securing the motor cooling period.

  According to a fourth aspect of the present invention, the calorific value calculating means is a means for calculating the number of restarts of the engine within a predetermined time in the past from the present time as the calorific value, and the prohibiting time calculating means is the restart time calculating means. The stop prohibition time is calculated based on the number of start times.

  If the automatic stop and restart of the engine are repeatedly performed within a short time (for example, several seconds to several minutes), the starter tends to accumulate heat, and the starter may be deteriorated due to the influence of the heat. is there. In this respect, according to this configuration, the starter can be appropriately protected according to the state of heat accumulation.

1 is an overall schematic configuration diagram of an engine control system. The flowchart which shows an engine automatic stop process. The flowchart which shows an engine restart process. The flowchart which shows the permission determination process of an engine automatic stop. The figure which shows an example of the map for ISS prohibition time calculation. The figure which shows the other example of the map for ISS prohibition time calculation. The time chart which shows the specific aspect of idle stop control. The flowchart which shows the engine restart process of 2nd Embodiment. The figure which shows the relationship between motor energization time, the frequency | count of restart, and ISS prohibition time. The time chart which shows the specific aspect of idle stop control in 2nd Embodiment. The figure which shows the map for ISS prohibition time calculation in other embodiment. The whole schematic structure figure of the engine control system in other embodiments.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. This embodiment is embodied in an engine start control device of an engine control system. In the control system, fuel injection amount control, ignition timing control, idle stop control, and the like are performed with an electronic control unit (hereinafter referred to as ECU) as a center. FIG. 1 is a block diagram showing the overall outline of this control system.

  In FIG. 1, an engine 20 is, for example, a four-cylinder engine, and includes a throttle valve 21 as an air amount adjusting unit that adjusts an intake air amount into the cylinder, an injector 22 as a fuel injection unit that injects and supplies fuel, and a cylinder. An igniter (not shown) or the like is provided as ignition means for generating ignition sparks in a spark plug 23 provided for each. The engine 20 may be an intake port injection type in which the injector 22 is provided in the vicinity of the intake port, or may be a direct injection type provided in a cylinder head or the like of each cylinder.

  The starter 10 is provided with a motor 11. The motor 11 is a DC motor with a power supply brush that includes a brush that contacts an armature commutator. The motor 11 is connected to the battery 12 via a motor switch SL2 that is connected to the armature and switches between energization / non-energization by opening and closing the contacts, and is driven to rotate by power supply from the battery 12. The rotation shaft 13 of the motor 11 is provided with a pinion 14, and the pinion 14 is rotated by the rotation of the rotation shaft 13.

  The starter 10 is provided with a pinion driving actuator SL1 configured by a coil 18 and a plunger 19, and the pinion 14 is reciprocated in the axial direction of the rotary shaft 13 by switching between energization / non-energization of the coil 18. It has become so.

  Specifically, when the coil 18 is not energized, the pinion 14 is disposed in a non-contact state with respect to the ring gear 25 connected to the output shaft (crankshaft) 24 of the engine 20. When the coil 12 is energized from the battery 12 in this non-contact state, the plunger 19 moves in the axial direction, the lever 16 is actuated, and the pinion 14 is pushed out toward the ring gear 25. As a result, the pinion 14 moves to the contact position with the ring gear 25. Further, with the movement of the pinion 14, the teeth of the pinion 14 and the teeth of the ring gear 25 are engaged, and power can be transmitted from the pinion 14 to the ring gear 25. When the motor 11 is driven in this meshing state, power transmission from the pinion 14 to the ring gear 25 is performed.

  On the other hand, when the energization of the coil 18 is interrupted while the pinion 14 and the ring gear 25 are engaged, the pinion 14 moves in a direction opposite to the direction toward the ring gear 25 by the biasing force of a spring (not shown). As a result, the meshing between the pinion 14 and the ring gear 25 is released, and both return to a non-contact state.

  A starter switch 26 is provided between the starter 10 and the battery 12, and energization from the battery 12 to the starter 10 is possible by turning on the starter switch 26 by a driver. In addition, an SL1 drive relay 27 that switches between energization / non-energization of the coil 18 is provided between the coil 18 and the battery 12, and energization / non-energization of the motor switch SL <b> 2 is performed between the motor 11 and the battery 12. A switching SL2 drive relay 28 is provided.

  In addition, in this system, a crank angle sensor 31 that outputs a rectangular detection signal (crank angle signal) at every predetermined crank angle of the engine 20 (for example, at a cycle of 10 ° CA), or the temperature of engine coolant is detected. Various sensors such as a cooling water temperature sensor 32 are provided.

  The ECU 40 is an electronic control device provided with a known microcomputer or the like. The ECU 40 inputs detection results of various sensors provided in the system, and controls fuel injection amount control and ignition timing control based on the input data. Various engine controls such as idle stop control and drive control of the starter 10 are performed.

  Regarding the drive control of the starter 10, the ECU 40 includes an output port P1 that outputs an on / off signal of the SL1 drive relay 27 and an output port P2 that outputs an on / off signal of the SL2 drive relay 28. In the ECU 40, energization / non-energization of the motor 11 and the coil 18 can be individually switched by control signals from the output ports P1 and P2.

  In addition, the idle stop control stops the engine combustion when a predetermined automatic stop condition is satisfied, and automatically stops the engine.After the engine combustion stop, the engine stops combustion when a predetermined restart condition is satisfied. It restarts and restarts the engine. The engine stop condition includes, for example, at least one of the fact that the accelerator operation amount has become zero (becomes in an idle state), and that the brake pedal has been depressed. Further, the engine restart condition includes, for example, that the accelerator is depressed, the brake operation amount is zero, and the like.

  By the way, in the idle stop control, the engine is automatically stopped and restarted repeatedly. However, if the interval between the restart of the engine and the next restart is short, the heat generated by the motor drive is sufficiently from the motor 11. It is conceivable that the next motor drive is performed before being diffused. If this is repeated, it is conceivable that heat is accumulated in the motor 11 every time the engine is restarted, that is, heat buildup occurs.

  However, in a state in which the motor 11 has heat (a state in which heat has been accumulated), the roundness may be lost due to thermal expansion of a commutator (for example, a resin component of the commutator) that constitutes the motor 11. When the motor is driven in such a state where the roundness is broken, there is a concern that the life of the brush is shortened and the deterioration of the motor 11 is promoted.

  Therefore, in the present embodiment, the heat amount (motor heat amount) of the motor 11 at the end of energization of the motor 11 is calculated, and the ISS prohibition time is determined as the time for prohibiting the automatic engine stop by the idle stop control according to the motor heat amount. Determine. Then, after the energization of the motor 11 is stopped, the automatic engine stop is prohibited until the ISS prohibited time elapses. As a result, a time for cooling the motor 11 after the motor is driven is ensured, and the next motor drive is avoided while the motor 11 is heated.

  In particular, regarding the motor heat amount, in this embodiment, paying attention to the fact that the motor energization time at the time of engine restart is proportional to the motor heat amount, the motor energization time required for engine cranking at the time of restart is used. ISS prohibited time is calculated.

  Next, the processing procedure of the idle stop control of this system will be described using the flowcharts of FIGS. Among these, FIG. 2 shows an engine automatic stop process, FIG. 3 shows an engine restart process, and FIG. 4 shows an engine automatic stop permission determination process by idle stop control.

  First, the engine automatic stop process will be described with reference to FIG. This process is executed at predetermined intervals by the microcomputer of the ECU 40.

  In FIG. 2, in step 11, it is determined whether or not an automatic stop condition is satisfied during engine operation. If step S <b> 11 is YES, the process proceeds to step S <b> 12 to determine whether or not the motor protection flag Fm is off. The motor protection flag Fm is a flag indicating whether or not the next motor drive is permitted, and is turned on when the motor drive is prohibited for motor protection.

  When the motor protection flag Fm is on, even if the automatic stop condition is satisfied during engine operation, the engine is not automatically stopped at the time when the automatic stop condition is satisfied, and this routine is terminated as it is. On the other hand, if the motor protection flag Fm is off, the process proceeds to step S13, the engine combustion is stopped, and this routine is terminated.

  Next, the engine restart process will be described with reference to FIG. This process is executed by the ECU 40 at predetermined intervals.

  In FIG. 3, in step S21, it is determined whether or not it is after the combustion of the engine is stopped due to the establishment of the automatic stop condition. If step S21 is YES, the process proceeds to step S22. In step S22, it is determined whether or not the restart condition is satisfied after the engine combustion is stopped. If the restart condition is satisfied, the processes of steps S23 to S25 are executed.

  In step S23, energization of the coil 18 is started by turning on the SL1 drive relay 27. In step S24, energization of the motor 11 is started by turning on the SL2 drive relay 28. In the subsequent step S25, "1" is set to the counter C. In the present embodiment, the motor energization time (motor drive time) is measured by the counter C.

  On the other hand, when it is not the timing when the restart condition is satisfied, step S22 is NO and the process proceeds to step S26 to determine whether or not the restart condition is satisfied after the engine combustion is stopped. If YES in step S26, the process proceeds to step S27, the counter C is incremented by "1", and in step S28, the engine speed NE is a combustion speed NE1 (for example, 500 to 600 rpm) indicating that the engine has been combusted. ) Is determined. When NE ≧ NE1, the process proceeds to step S29, where the SL1 drive relay 27 is turned off and the SL2 drive relay 28 is turned off. Further, the motor protection flag Fm is turned on.

  In step S30, the counter C is read, and based on the read counter value, an ISS prohibited time, which is a time during which the automatic stop of the engine by the idle stop control is prohibited after the energization of the motor is completed, is calculated. Regarding the ISS prohibited time In this embodiment, the relationship between the motor energization time (counter value) and the ISS prohibited time is stored in advance as a map for calculating the ISS prohibited time, and is used based on the counter value. Calculate ISS prohibited time.

  FIG. 5 shows an example of an ISS prohibited time calculation map. According to the map, the ISS prohibition time is set longer as the motor energization time is longer. In addition, as a map for ISS prohibition time calculation, you may use the map shown, for example to FIG. 6 (a) or (b) instead of the map shown in FIG.

  Next, the engine automatic stop permission determination process will be described with reference to FIG.

  In FIG. 4, in step S41, it is determined whether or not the motor protection flag Fm is on. If Fm = on, the process proceeds to step S42, and the motor 11 is turned off (the SL2 drive relay 28 is turned off). ) It is determined whether or not the ISS prohibited time has elapsed. If the ISS prohibition time has elapsed, the process proceeds to step S43, the motor protection flag Fm is turned off, and this routine is terminated. As a result, if the automatic stop condition is satisfied thereafter, an affirmative determination is made in steps S11 and S12 in FIG. 2, and engine combustion is stopped in step S13.

  Next, a specific aspect of the idle stop control of the present embodiment will be described using the time chart of FIG. In the figure, (a) is a transition of engine operation / stop, (b) is a transition of on / off of the SL2 drive relay 28, (c) is a transition of a counter C, (d) is a transition of motor heat, (e ) Indicates the transition of the motor protection flag Fm. In FIG. 7, it is assumed that the restart condition is satisfied during the automatic engine stop.

  In FIG. 7, when the restart condition is satisfied while the engine is automatically stopped, the energization of the motor 11 is started by turning on the SL2 drive relay 28 at timing t11. At timing t11, the counter C starts counting up. Thereafter, when the engine rotation speed reaches the combustion rotation speed, energization of the motor 11 is turned off at timing t12 and the motor protection flag Fm is turned on. Further, based on the counter value at timing t12, for example, the ISS prohibited time Tis is calculated using the calculation map of FIG.

  The motor protection flag Fm remains on until the ISS prohibition time Tis elapses from the timing t12 when the motor energization is turned off, and the automatic engine stop is prohibited during this period (t12 to t14). Therefore, even when the automatic stop condition is satisfied at the timing t13 within the period t12 to t14, the engine is not automatically stopped at the timing t13.

  Thereafter, when the period t12 to t14 elapses, the motor protection flag Fm is turned off at timing t14. Therefore, when the automatic stop condition is satisfied after timing t14, the combustion of the engine is stopped at the satisfaction timing t15, and the engine is automatically stopped.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  When the motor energization for cranking of the engine 20 is finished, the amount of heat of the motor 11 is calculated, and based on the calculated amount of heat, a time for prohibiting the automatic stop of the engine by idle stop control is determined, and the motor energization is performed. After the end, the automatic engine stop is prohibited until the stop prohibition time has elapsed. As a result, a sufficient time for cooling the motor 11 after driving the motor can be ensured, and the next motor driving can be avoided while the heat remains in the motor 11. As a result, it is possible to appropriately protect the starter 10 in the process of using the starter 10.

  Since the motor energization time is used instead of actually calculating the amount of heat that the motor 11 has, the starter can be protected while simplifying the control.

  Since the starter 10 capable of independently controlling the push-out of the pinion 14 and the drive of the motor 11 is applied, the motor energization time can be accurately calculated based on the output timing of the on / off signal of the SL2 drive relay 28.

(Second Embodiment)
In the said 1st Embodiment, the motor calorie | heat amount which the motor 11 has at the time of completion | finish of energization of a motor was represented by the motor energization time required at the time of engine restart, and ISS prohibition time was computed based on the motor energization time. On the other hand, in the present embodiment, the ISS prohibition time is calculated based on the number of engine restarts in the past predetermined time and the motor energization time.

  Specifically, in this embodiment, the ISS prohibition time calculated according to the motor energization time is corrected according to the number of engine restarts within the past predetermined time. For example, when the automatic stop and restart of the engine are repeatedly performed within a short time (for example, several seconds to several minutes) during a traffic jam or the like, the motor 11 tends to accumulate heat. In view of this, by adopting the above configuration, it is possible to sufficiently suppress the thermal accumulation of the motor 11 even when the ISS prohibition time is set short assuming that the interval between engine restarts is sufficiently secured. I can do it.

  FIG. 8 is a flowchart showing the engine restart process of the present embodiment. In the figure, the same processes as those in FIG. 3 are denoted by the step numbers in FIG. 3 and description thereof is omitted. This process is executed by the ECU 40 at predetermined intervals.

  8, in steps S21 to S25, the same processing as in FIG. 3 is executed, and after execution of step S25, the number of engine restarts within a predetermined short time (for example, several seconds to several minutes) from the present time in step S31. D is calculated.

  In steps S26 to S29, the same processing as in FIG. 3 is executed. In step S30, an ISS prohibited time is calculated based on the counter C (motor energization time) using a map or the like. In step S32, the ISS prohibited time is corrected based on the restart count D. Specifically, in the present embodiment, it is determined whether or not the number of restarts D is equal to or greater than the determination value D1, and when D ≧ D1, the correction coefficient Ka (>) for the ISS prohibition time calculated based on the motor energization time. 1) is multiplied. In this case, the correction coefficient Ka may be a fixed value or a value corresponding to the ISS prohibited time.

  In addition, as a structure which correct | amends ISS prohibition time, you may multiply the correction coefficient Ka according to the restart count D regardless of whether the restart count D is more than the determination value D1. As another configuration, as shown in FIG. 9, by using a map in which a plurality of correlations between the motor energization time and the ISS prohibition time are set for each restart count D, the ISS is calculated according to the motor energization time. The prohibition time may be corrected by the restart count D.

  FIG. 10 is a time chart showing a specific aspect of the idle stop control of the present embodiment. In the figure, (a) is a transition of engine operation / stop, (b) is a transition of on / off of the SL2 drive relay 28, (c) is a transition of a counter C, (d) is a transition of motor heat, (e ) Shows the transition of the motor protection flag Fm, and (f) shows the number of engine restarts within the past predetermined time. A1 to A4 indicate the timing at which the restart condition is satisfied, and B1 to B3 indicate the timing at which the automatic stop condition is satisfied.

  As shown in FIG. 10, in the engine restart accompanying the establishment of the restart condition at timing t21, the engine restart count D within the past predetermined time is less than the determination value D1, and in this case, (e) As shown in FIG. 5, Tis1 is set as the ISS prohibition time corresponding to the counter value C1.

  Next, in FIG. 10, a case is considered in which the automatic stop and restart of the engine 20 are repeated within a short time, and the engine is restarted when the restart condition is established at the timing t22. In this case, if the restart count D in the past predetermined time is equal to or greater than the determination value D1, even if the counter value at the time of this restart is the same C1 as the restart at the timing t21, A time Tis2 longer than Tis1 is set.

  According to the second embodiment described above, the ISS prohibition time calculated according to the motor energization time is corrected according to the number of engine restarts within the past predetermined time, so an opportunity for automatic stop / restart is ensured. Therefore, even if the interval between engine restarts is sufficiently secured, even if the aim is set and the ISS prohibition time is set short, the starter deterioration due to the amount of heat (particularly, the heat of the motor) 11 is suitably suppressed. be able to.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  In the above embodiment, the ISS prohibited time is calculated using the motor energization time required when the engine is restarted, instead of directly calculating the motor heat amount of the motor at the end of energization of the motor. On the other hand, in this embodiment, instead of the motor energization time, the number of restarts D of the engine 20 within a predetermined time in the past from the present time is used as the motor heat amount, and the ISS prohibited time is calculated based on the number of restarts D The configuration is as follows.

  When the automatic stop and restart of the engine 20 are repeatedly performed within a short time (for example, several seconds to several minutes), heat start tends to occur in the starter 10, and the starter 10 deteriorates due to the influence of the heat. There is concern about being promoted. In this regard, in this configuration, by calculating the ISS prohibited time based on the restart count D, the starter 10 can be appropriately protected according to the amount of heat accumulated in the starter 10.

  Specifically, at the time of engine restart by idle stop control, after the energization of the motor 11 is terminated, the ISS prohibited time is basically set as the basic time β1, and the engine 20 is automatically stopped until the basic time β1 elapses. Is prohibited. On the other hand, when the engine restart count D in the past predetermined short time from the present time is equal to or greater than the determination value D2, the ISS prohibition time is longer than the basic time β1, as shown in FIG. Let β2 (> β1).

  Or as shown in FIG.11 (b), you may lengthen ISS prohibition time, so that the frequency | count D of restarts is large. Alternatively, as shown in FIG. 11 (c), the ISS prohibition time is a fixed value until the restart count D reaches a predetermined value D3, and if D> D3, the greater the restart count D, the longer the ISS prohibition time. Good.

  -It is set as the structure provided with the correction | amendment means which correct | amends the ISS prohibition time calculated based on the motor heat quantity based on the parameter which has correlation with starter temperature. It can be considered that the higher the outside air temperature and the engine temperature, the higher the starter 10 becomes, and the more the heat generated by driving the motor during cranking is less likely to be dissipated. Therefore, as a parameter having a correlation with the starter temperature, for example, an outside air temperature or an engine temperature is detected by a sensor or the like, and the ISS prohibited time is corrected based on the detected value. At this time, for example, the ISS prohibition time is corrected to be longer as the outside air temperature is higher or the engine temperature is higher.

  In the above embodiment, the case where the starter 10 capable of independently controlling the push-out of the pinion 14 and the drive of the motor 11 is applied to the present invention, but as shown in FIG. 12, the push-out operation of the pinion 14 is performed. Accordingly, a conventional starter in which the motor switch SW1 is turned on and the motor 11 is driven thereby may be applied to the present invention.

  In the above embodiment, a single ECU 40 is configured to perform various engine controls such as fuel injection amount control and ignition timing control and drive control of the starter 10. However, the engine 20 and the starter 10 are respectively connected to different ECUs. It is good also as a structure controlled by. That is, even if the present invention is applied to a system that separately includes an ECU that controls the fuel injection and ignition timing of the engine 20 and an ECU that controls the output of command signals to the SL1 drive relay 27 and the SL2 drive relay 28. Good.

  -Although the case where a gasoline engine was applied was demonstrated, the structure which applies a diesel engine to this invention may be sufficient.

  DESCRIPTION OF SYMBOLS 10 ... Starter, 11 ... Motor, 14 ... Pinion, 20 ... Engine, 24 ... Crankshaft, 25 ... Ring gear, 27 ... SL1 drive relay, 28 ... SL2 drive relay, 40 ... ECU (Heat quantity calculation means, prohibition time calculation means, Automatic stop control means, frequency calculation means, correction means), SL1... Actuator, SL2.

Claims (4)

Engine combustion is stopped when the specified automatic stop condition is satisfied, and the engine is automatically stopped. After the engine is stopped, the engine is cranked by driving the starter motor when the predetermined restart condition is satisfied. An engine stop / start control device for restarting the engine,
A calorie calculating means for calculating the calorie of the motor at the end of energization of the motor;
A prohibition time calculation means for calculating a stop prohibition time, which is a prohibition time of the engine automatic stop after the energization of the motor, based on the heat amount calculated by the heat amount calculation means;
Automatic stop control means for performing engine stop control based on the stop prohibition time calculated by the prohibition time calculation means;
An engine stop / start control device comprising: The calorific value calculating means is a means for calculating a motor energization time when the engine is restarted as the calorific value,
The engine stop / start control device according to claim 1, wherein the prohibition time calculation means calculates the stop prohibition time based on the motor energization time. A number-of-times calculating means for calculating the number of engine restarts within a predetermined period of time from the present time;
Correction means for correcting the stop prohibition time calculated by the prohibition time calculation means based on the number of restarts calculated by the frequency calculation means,
The engine stop / start control device according to claim 2, wherein the automatic stop control unit performs the stop control based on the stop prohibition time after correction by the correction unit. The heat quantity calculating means is a means for calculating the number of restarts of the engine within a predetermined time in the past from the present time as the heat quantity,
The engine stop / start control apparatus according to claim 1, wherein the prohibition time calculation unit calculates the stop prohibition time based on the number of restarts.

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