JP2015221584A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent abnormal reduction in the output voltage from power storage means due to simultaneous controls to start an engine and to apply a braking force at a time of starting the engine and not during an idling stop control, and to make it possible to use a small capacity of power storage means so as to achieve cost reduction.SOLUTION: If an engine 3 is started for the first time and a driver operates an IG key, then a brake control unit 13 drives a brake actuator to start applying a predetermined braking force to wheels after passage of 100 ms since the engine 3 performs complete explosion and a relay 7 is disconnected. Owing to this, even in a case of starting the engine 3 for the first time in a state of parking a vehicle on a climbing lane, it is possible to ensure the prevention of a vehicle body from slipping down, to prevent abnormal reduction in an output voltage from a battery 2 without simultaneous execution of controls to start the engine 3 and to apply the braking force, to use the battery 2 with a small capacity and to achieve cost reduction.

Description

  The present invention is for a vehicle provided with power storage means, brake force applying means for applying a braking force to the vehicle with electric power supplied from the power storage means, and engine starting means for starting the engine with electric power supplied from the power storage means. The present invention relates to a control device.

  In general, in vehicles such as automobiles, a hill hold control function that automatically adjusts and applies braking force is installed to prevent the vehicle from sliding down when starting on a hill that requires switching from brake operation to accelerator operation. (Patent Document 1).

  This kind of hill hold control function is also installed in an idle stop vehicle. In particular, as shown in FIG. 3, an idle stop state in which the engine 52 starts and stops after the vehicle 52 stops and parks on the slope (gradient road) 51. In order to prevent the vehicle from slipping down when the engine is started for the first time instead of restarting the engine, it is considered to perform hill hold control.

  By the way, in the case of hill hold control in the initial engine start, by performing engine start operation such as key operation and push switch operation while the driver depresses the brake pedal while the shift lever is switched to the P (parking) range, Electric power from the in-vehicle battery is supplied to an engine starting means such as a starter to start the engine. When the engine speed reaches a certain level or higher, hill hold control is permitted, and the braking force applying means is supplied by the electric power supplied from the in-vehicle battery. Actuated to apply braking force to the vehicle.

JP 2000-1865191 (paragraphs 0097 to 0101 and FIG. 8)

  However, in the case of the conventional hill hold control in the initial engine start described above, since the starter for starting the engine requires a large current, the power consumption of the battery increases due to the starter operation, and the starter and the braking force applying means As a result of the continuous operation, the battery voltage is abnormally lowered, and in the worst case, an ECU (Electronic Control Unit) that controls the operation of the vehicle may be reset due to the voltage drop.

  The present invention prevents an abnormal drop in the output voltage of the power storage means due to simultaneous control of engine start and brake force application during engine start that is not under idle stop control, and enables the use of a low capacity power storage means. The purpose is to enable cost reduction.

  In order to achieve the above-described object, the vehicle control device of the present invention is supplied from the power storage means, the brake force applying means for applying a braking force to the vehicle by the electric power supplied from the power storage means, and the power storage means. An engine starting means for starting the engine with electric power, wherein the braking force applying means is configured to start the engine by an engine starting operation of the driver when the engine is not in idle stop control. After the completion, the application of braking force to the vehicle is started (claim 1).

  In addition, it further includes power connection / disconnection means for disconnecting or connecting power supply from the power storage means to the engine start means, and the brake force applying means is provided after the engine start is completed and to the engine start means. The application of flake force may be started after the power is disconnected by the power connecting / disconnecting means (claim 2).

  According to the first aspect of the present invention, when the driver starts the engine while the engine is not in the idling stop control, the brake force applying means applies the braking force to the vehicle after the engine start is completed. Therefore, even when the engine is started for the first time while parked on an uphill road, it is possible to alleviate the slipping of the vehicle body and simultaneously execute the engine start and brake force control. In addition, it is possible to prevent an abnormal decrease in the output voltage of the power storage means due to simultaneous control of engine start and brake force application as in the prior art, no special power supply control device is required, and the use of a small capacity power storage means can be avoided. It becomes possible, and cost reduction can be achieved.

  According to the invention of claim 2, since the application of the flake force is started by the brake force applying means after the engine start is completed and after the power is disconnected by the power connecting / disconnecting means, The power supply to the engine starting means is cut off, and it is possible to more reliably prevent an abnormal drop in the output voltage of the power storage means due to simultaneous control of engine starting and braking force application.

It is a block diagram of one embodiment of a control device for vehicles concerning the present invention. It is operation | movement explanatory drawing of one Embodiment. It is explanatory drawing of a prior art example.

  An embodiment in which the vehicle control device according to the present invention is applied to an idle stop vehicle will be described with reference to FIGS. 1 and 2.

  As shown in FIG. 1, the idling stop vehicle 1 has one battery 2 having a relatively small capacity of 12 V, which is a power storage means in the present invention, in order to reduce weight, size, and the like. The negative terminal is connected to the body of the idling stop vehicle 1.

  The engine 3 as a drive source of the idling stop vehicle 1 has a transmission-side CVT 4, and a torque converter (including a lock-up clutch mechanism) 5 is interposed between the CVT 4 and the engine 3.

  The engine 3 is started by a starter 6 which is an engine starting means in the present invention. Electric power is supplied to the starter 6 from a battery 2 via a relay 7 which is a power connecting / disconnecting means in the present invention. A driving force for starting the motor is generated. Further, a battery sensor 8 provided close to the battery 2 between the positive electrode terminal of the battery 2 and the relay 7 causes the temperature (atmosphere temperature), voltage, and current detection signals of the battery 2 to be sent to an engine control unit described later. The rotational force of the engine 3 is transmitted to the alternator 9, which is a generator corresponding to the power generation means in the present invention, via the belt 10, and the battery 2 is charged by the power generation output of the alternator 9 while the vehicle is running. Is called.

  Further, as shown in FIG. 1, the idling stop vehicle 1 is provided with an idling stop control unit (corresponding to idling stop control means in the present invention) 11 formed by an ECU for idling stop control, and an ECU for engine control is provided. An engine control unit 12 to be formed, a brake control unit 13 formed by a vehicle stability control (VSC) ECU for skid control, and a CVT control unit 14 formed by an ECU for CVT (Continuously Variable Transmission) control are provided. -14 are each formed by a microcomputer or the like, and exchange information via a communication bus 16 such as CAN. The brake control unit 13 corresponds to the flaking force applying means in the present invention.

  Then, the idling stop control unit 11 has a predetermined engine automatic stop condition in which the deceleration is less than a predetermined value (for example, the stop lamp is lit and is not more than a predetermined vehicle speed and less than a predetermined deceleration, etc. Is confirmed, the engine stop command is output to the engine control unit 12 when the vehicle speed is reduced to a predetermined vehicle speed or less (for example, 7 km / h or less) even if the travel is not completely stopped. Is automatically stopped. Subsequently, when the driver removes his foot from the brake pedal in the automatic stop state, it is confirmed by the idling stop control unit 11 that a predetermined engine restart condition is satisfied, and the stopped engine 3 is automatically restarted. The

  Further, as shown in FIG. 1, a vehicle speed sensor 17 that detects the vehicle speed and gives the vehicle speed information to the brake control unit 13 is provided, and the brake control unit 13 detects detection information of the master cylinder pressure (brake hydraulic pressure) of the brake mechanism. Is provided, and the dashboard is provided with a display unit 19 formed by a combination meter. Various display data received via the communication bus 16 are displayed on the display unit 19. Yes.

  Then, when the engine 3 is not in idle stop control and the shift lever is switched to the P range, the driver operates the IG key (not shown) which is the engine start operation while stepping on the brake pedal. As a result, the starter 6 is operated and the engine 3 is completely exploded, and when the engine 3 reaches a predetermined number of revolutions, the engine control unit 12 determines that the engine has been started. After the electric power to 6 is cut off and a predetermined time elapses, the brake control unit 13 drives the brake actuator to start applying a predetermined brake force and start hill hold control.

  Next, the idling stop operation of the idling stop vehicle 1 having the above-described configuration will be briefly described. With the shift lever switched to the P range, the driver turns on the IG key while depressing the brake pedal. By instructing the start, an IG ON signal is input from, for example, the communication bus 16 to the idling stop control unit 11. Based on this input, the idling stop control unit 11 energizes the relay 7 instantaneously to turn on the battery 2. Is supplied to the starter 6 to start the starter 6, and the engine 3 that has been stopped is started (initial start). When the engine 3 is started and the battery 2 is once fully charged with the power generated by the alternator 9, the idling stop control unit 11 thereafter performs idling stop control until the engine 3 is stopped by turning off the IG key. Execute. During this initial startup, hill hold control is executed as will be described in detail later.

  The idling stop control unit 11 includes information on the engine control unit 12 (engine information such as engine speed and cooling water temperature), information on the current and temperature of the battery 2, and the brake control unit 13 via the communication bus 16. Information such as the vehicle speed detected by the vehicle speed sensor 17 via the vehicle, the master cylinder pressure by the hydraulic pressure sensor 18, information on switches in various parts of the vehicle such as a stop lamp switch and a courtesy switch (not shown), and the like are input.

  Based on this information, the idling stop control unit 11 during idling stop control confirms that the driver depresses the brake pedal according to the red signal of the traffic signal, and the master cylinder pressure is equal to or higher than the predetermined depressing pressure. When detected, the vehicle travels by confirming that a predetermined engine automatic stop condition for idling stop control (for example, a condition that the stop lamp is lit (the brake fluid pressure is equal to or higher than the predetermined pressure) and the vehicle speed is equal to or lower than the predetermined vehicle speed) is satisfied. If the vehicle speed drops below a predetermined vehicle speed (for example, 7 km / h or less) during traveling even if the vehicle does not stop completely, an engine stop command is output to the engine control unit 12, and the engine control unit 12 throttles the fuel throttle. The engine 3 is automatically stopped.

  Then, when it is detected that the master cylinder pressure has dropped to a predetermined opening pressure when the driver releases his foot from the brake pedal, for example, when the traffic signal changes to a green light while the engine 3 is automatically stopped due to idling stop, the idling stop is performed. The control unit 11 confirms that a predetermined engine restart condition for the idling stop control is satisfied, and the idling stop control unit 11 instantaneously energizes the relay 7 to turn it on, and supplies the power of the battery 2 to the starter 6 to start the starter. 6 is started, and the stopped engine 3 is automatically restarted. Thereafter, automatic stop of the engine 3 based on establishment of a predetermined engine stop condition during deceleration and automatic restart of the engine 3 based on establishment of a predetermined engine restart condition are alternately performed.

  At this time, when the engine 3 is restarted, the engine speed information reaches a predetermined speed indicating a complete explosion, the brake force returns to the original state that changes according to the master cylinder pressure, and the accelerator pedal is not depressed. Is a so-called idling state, and even in this idling state, a creep force that can start the idling stop vehicle 1 is generated by the engine 3 and the torque converter 5.

  By the way, for example, when the engine 3 that is not under the idle stop control of the idle stop vehicle 1 parked on the uphill road 51 as shown in FIG. 3 is started for the first time, the shift lever is switched to the P range. When the driver presses the brake pedal and the IG key that is an engine start operation is operated by the driver, the power from the battery 2 is supplied to the starter 6 via the relay 7, and the starter 6 is activated to operate the engine 3. When the engine is started, the engine speed increases as shown in FIG. 2A, while the engine start signal from the engine 3 to the engine ECU 12 changes from “0” to “1” as shown in FIG. 2B. Stand up.

  After that, as shown in FIG. 2A, when the engine speed reaches the rotational speed Rp indicating complete explosion, the engine start signal to the engine ECU 12 is changed from “1” to “1” as shown in FIG. The engine start signal information is received by the idling stop control unit 11 as the engine start is completed, and the idling stop control unit 11 disconnects the relay 7 and the power from the battery 2 to the starter 6 is cut off. Then, for example, after 100 ms has elapsed, as shown in FIG. 4C, the hill hold control by the brake control unit 13 is permitted by the idling stop control unit 11, and the brake actuator is driven by the brake control unit 13 to drive the wheel. Application of a predetermined braking force is started.

  Further, after the application of the braking force is started, the throttle opening due to depression of the accelerator pedal is equal to or greater than a predetermined amount, or the vehicle speed detected by the vehicle speed sensor 17 is equal to or greater than a preset set vehicle speed. As a condition, the idling stop control unit 11 disallows the hill hold control by the brake control unit 13, the brake hydraulic pressure by the brake actuator by the brake control unit 13 is immediately reduced, and the hill hold control is released. At this time, the hill hold control may be canceled on condition that the two conditions of the throttle opening and the vehicle speed are satisfied. In addition, the driving force of the engine 3 is equal to or greater than a predetermined value, or the rotational speed of the engine 3 In other words, the hill hold control may be canceled when it becomes possible to determine that the driver has an intention to start, such as a rotational speed higher than a predetermined rotational speed Rp indicating a complete explosion state. When it is determined that the hill hold control release condition is satisfied when the vehicle speed is equal to or higher than the set vehicle speed, it is desirable to gradually reduce the brake fluid pressure in order to suppress a sudden change in vehicle behavior.

  Therefore, according to the above-described embodiment, when the idle stop vehicle 1 starts the engine 3 for the first time, when the driver operates the IG key while stepping on the brake pedal while the shift lever is switched to the P range, The brake controller 13 drives the brake actuator and starts applying predetermined braking force to the wheels after 100 ms has elapsed after the engine 3 is completely exploded and the relay 7 is disconnected. Even when the engine 3 is started for the first time from this state, the vehicle body can be prevented from sliding down, and the engine start and brake force application controls are not executed simultaneously as in the prior art. It is possible to prevent an abnormal drop in the output voltage of the battery 2 due to simultaneous control of force application, and a special power supply control Apparatus becomes unnecessary, allowing the use of the battery 2 of small capacity, it is possible to reduce the cost.

  In addition, after the engine start is completed and after the power is cut off by the relay 7, the brake control unit 13 starts to apply the flaking force. Therefore, when the application of the flaking force is started, the power supply to the starter 6 is completely cut off. Therefore, it is possible to reliably prevent the engine start and the control of applying the braking force from being performed at the same time, and to more reliably prevent the abnormal decrease in the output voltage of the battery 2.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the application of the flake force is started by the brake control unit 13 after the completion of the engine start and 100 ms after the power is cut off by the relay 7. The control unit 13 may start giving the flake force.

  In the above-described embodiment, the case where the brake control unit 13 starts applying the flake force after the engine start is completed (engine complete explosion) and the power is cut by the relay 7 has been described. Instead of waiting for the power to be cut off by the engine 7, the brake control unit 13 may start applying the flake force after the engine start is completed, that is, after the engine 3 is completely exploded.

  Further, the hill hold control release is not limited to the case where the throttle opening degree equal to or larger than the predetermined amount as described above is set as a condition, or the detection vehicle speed equal to or higher than the preset vehicle speed set by the vehicle speed sensor 17 is used as a condition. After a predetermined time (for example, 1.5 to 2 s) has elapsed after 100 ms has elapsed from the complete explosion of the engine 3, or after 100 ms has elapsed since the engine 3 has completely exploded and the relay 7 has been disconnected. You may make it cancel | release hill hold control, ie, brake force provision, after time (for example, 1.5-2 s) passes. In this case, if the predetermined time has elapsed, it is considered that the normal vehicle has started to move.

  In the above-described embodiment, when the engine is restarted during the idle stop control, the brake control unit 13 holds the brake fluid pressure at the time of stop or just before the stop until the engine restart is completed. Hill hold control during idle stop may also be performed.

  Further, in the above-described embodiment, the case where the present invention is applied to the idle stop vehicle 1 has been described, but it goes without saying that the present invention can be similarly applied to a vehicle not equipped with the idle stop function.

1 ... Idling stop vehicle (vehicle)
2 ... Battery (electric storage means)
3 ... Engine 6 ... Starter (engine starting means)
13 ... Brake control unit (braking force applying means)

Claims (2)

A vehicle control device comprising: a power storage unit; a brake force applying unit that applies a braking force to the vehicle with the electric power supplied from the power storage unit; and an engine start unit that starts an engine with the electric power supplied from the power storage unit. There,
The braking force applying means is
A vehicular control device that starts applying a braking force to a vehicle after the engine start is completed by an engine start operation of the driver when the engine is not in an idle stop control. The vehicle control device according to claim 1,
Further comprising power connection / disconnection means for disconnecting or connecting power supply from the power storage means to the engine start means,
The vehicle control device according to claim 1, wherein the brake force applying means starts applying a flake force after the engine start is completed and after power is disconnected by the power connecting / disconnecting means to the engine start means.

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