JP3706734B2 - Vehicle engine stop control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine stop control device for a vehicle that saves fuel consumption by stopping an engine when a predetermined condition is satisfied during idle operation.
[0002]
[Prior art]
In a conventional vehicle using an engine as a driving source for driving, once the engine is started, it does not stop unless the driver turns off the ignition switch. For example, the engine continues wasteful idle operation while waiting for a signal and wastes fuel. There was a problem to do. To avoid this, every time the vehicle stops, the driver should turn off the ignition switch to stop the engine, but this way the driver has to repeatedly start and stop the engine, The operation is extremely troublesome.
[0003]
Therefore, in a vehicle equipped with a manual transmission, when the vehicle is stopped with the clutch engaged, it is determined that the vehicle is waiting for a signal, etc., and the amount of fuel supplied to the engine is set so that idle operation cannot be maintained. The engine is automatically stopped, and when the clutch is disengaged and the shift position is changed to the driving position, it is determined that the driver intends to drive the vehicle and the engine is automatically started. As a result, fuel consumption can be reduced while eliminating troublesome engine stop and start operations.
[0004]
[Problems to be solved by the invention]
By the way, in the case of automatically stopping and starting the engine in this way, the capacity of the engine starting power supply is always checked, and when the capacity may fall below the capacity required for restarting while the engine is stopped. Needs to start the engine promptly and charge the engine starting power source. However, if the engine is started simply by checking the remaining capacity of the power supply for starting the engine, if the starter motor is operated with the clutch in the engaged state and the shift position in the traveling position, an excessive load is applied to the starter motor. There is a problem that a shock is felt or a shock is felt by the passenger.
[0005]
The present invention has been made in view of the above circumstances, and an object thereof is to avoid an excessive load from acting on the engine starting means in a vehicle having a manual transmission and automatically stopping and starting the engine. To do.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, an invention described in claim 1 includes an engine, a manual transmission that transmits the driving force of the engine to driving wheels, a shift position detection unit that detects a shift position of the manual transmission, and an engine. And a clutch operation detecting means for detecting the disengagement / engagement operation of the clutch pedal for interrupting / connecting the driving force between the manual transmission, a fuel supply control means for controlling the fuel supply to the engine, and an engine starting means for starting the engine And an engine output control means including a deceleration state detection means for detecting a deceleration state of the vehicle, and a means for shutting off fuel supply to the engine by the fuel supply control means when the deceleration state detection means detects the vehicle deceleration state. After the fuel supply is cut off by the fuel supply control means during vehicle deceleration An engine driving discriminating means for discriminating the driving unnecessary engine, becomes and a starting power remaining capacity detection means for detecting a remaining capacity of the power supply for starting the engine, the engine output control means, the drive motor driving determining means of the engine to stop the engine when it is determined unnecessary, after stopping the engine, when the remaining capacity of the engine starting power supply detected by the starting power remaining capacity detection means is below a predetermined value, the clutch operation detection means shift position clutch disconnection condition is detected in and shift position detecting means has not been detected in the case of non-travel position, and permits the starting of the engine by starting the engine unit by.
The predetermined value corresponds to the remaining capacity of the engine starting power supply sufficient for restarting the engine.
[0007]
According to the above configuration, after the engine drive determining means determines that the engine is not required to drive and the engine output control means stops the engine, the remaining capacity of the engine starting power detected by the starting power remaining capacity detecting means is predetermined. If the clutch disengagement state is not detected and the shift position is the non-traveling position, the engine is allowed to start when the value is below the value, so that the clutch is connected and the shift position is at the traveling position. Thus, the engine starting means is prevented from operating, thereby reliably preventing an excessive load from acting on the engine starting means , and restarting the engine due to a shortage of the remaining capacity of the engine starting power source. It can be prevented from becoming difficult. In other words, if the engine is started simply by checking the remaining capacity of the power supply for starting the engine, if the starter motor is operated with the clutch in the engaged state and the shift position in the traveling position, an excessive load is applied to the starter motor. However, in the present invention, such a problem is solved.
[0008]
Here, the non-running position corresponds to the neutral position of the embodiment.
[0009]
According to a second aspect of the present invention, in addition to the configuration of the first aspect, the engine drive determining means is configured to detect the clutch disengaged state when the clutch disengagement state is not detected by the clutch operation detecting means, or When the state is detected and the shift position detected by the shift position detecting means is in the non-traveling position, it is characterized in that it is determined whether the engine is not required to be driven.
[0010]
According to the above configuration, it is not necessary to drive the engine when the clutch disengagement state is not detected after the fuel supply is interrupted due to vehicle deceleration, or when the clutch disengagement state is detected and the shift position is in the non-travel position. Since the determination is made, it is possible to reduce fuel consumption by minimizing unnecessary operation of the engine.
[0011]
According to a third aspect of the present invention, in addition to the configuration of the first aspect, the engine output control means is provided on the condition that the shift position detected by the shift position detection means is in a non-traveling position for a predetermined time or more. The engine starting means is allowed to start the engine.
[0012]
According to the above configuration, since the operation of the engine starting means is permitted only when the shift lever is reliably operated to the non-travel position, the shift lever temporarily passes the non-travel position during the shift operation. However, there is no possibility that the engine starting means malfunctions.
[0013]
The predetermined time is set to 2 seconds in the embodiment, but the value is a design matter that can be set as appropriate.
[0014]
According to a fourth aspect of the present invention, in addition to the configuration of the first aspect, a starting power remaining capacity detecting means for detecting a remaining capacity of the engine starting power supply is provided. The engine stop is prohibited when the remaining capacity of the engine starting power detected by the power remaining capacity detecting means is less than a predetermined value.
[0015]
According to the above configuration, since the engine stop is prohibited when the remaining capacity of the engine starting power supply becomes a predetermined value or less, the engine restart is prevented from becoming difficult due to a shortage of the remaining capacity of the engine starting power supply. be able to.
[0016]
The predetermined value corresponds to the remaining capacity of the engine starting power supply sufficient for restarting the engine.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0021]
1 to 10 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of a hybrid vehicle having a manual transmission, FIG. 2 is an explanatory diagram of a cruise / idle mode, and FIG. 3 is an explanatory diagram of an acceleration mode. FIG. 4 is an explanatory diagram of the deceleration mode, FIG. 5 is a graph explaining engine load reduction by the assist force of the motor, FIG. 6 is a claim correspondence diagram, FIG. 7 is a first part of a flowchart of the main routine, FIG. Is a second part of the flowchart of the main routine, FIG. 9 is a flowchart of a subroutine of step S37 of the main routine, and FIG. 10 is a time chart showing an example of idle engine stop control.
[0022]
As shown in FIG. 1, the hybrid vehicle includes an engine E and a motor M, and the driving force of the engine E and / or the driving force of the motor M is transmitted to the front wheels Wf and Wf as driving wheels via a manual transmission Tm. The When the driving force is transmitted from the front wheels Wf, Wf side to the motor M side during deceleration of the hybrid vehicle, the motor M functions as a generator to generate a so-called regenerative braking force, and recovers the kinetic energy of the vehicle body as electric energy. To do.
[0023]
The drive and regeneration of the motor M are controlled by a power drive unit 2 connected to an electronic control unit 1 made of a microcomputer. The power drive unit 2 is connected with a capacitor 3 as an electric storage means composed of an electric double layer capacitor. Capacitor 3 is a module in which 12 modules each having a maximum voltage of 2.5 volts connected in series are connected in series, and the maximum voltage is 180 volts. The hybrid vehicle is equipped with a 12-volt auxiliary battery 4 for driving various auxiliary machines, and this auxiliary battery 4 is connected to the capacitor 3 via a downverter 5. The downverter 5 controlled by the electronic control unit 1 charges the auxiliary battery 4 by reducing the voltage of the capacitor 3 to 12 volts.
[0024]
Although the maximum voltage of the capacitor 3 is 180 volts, the maximum voltage actually used for preventing deterioration due to overcharge is suppressed to 170 volts, and the minimum actually used for ensuring the operation of the downverter 5 The voltage is suppressed to 80 volts.
[0025]
In addition to the power drive unit 2 and the downverter 5, the electronic control unit 1 operates a fuel supply control means 6 for controlling the amount of fuel supplied to the engine E, and a starter driven by the electric power stored in the capacitor 3. The operation of the motor 7 is controlled. For this purpose, the electronic control unit 1 includes a signal from the vehicle speed sensor S ₁ that detects the vehicle speed V based on the number of rotations of the rear wheels Wr and Wr, which are driven wheels, and an engine speed sensor S that detects the engine speed Ne. ₂ , a signal from a shift position sensor S ₃ that detects the shift position (neutral position, forward travel position and reverse travel position) of the manual transmission Tm, and a clutch switch S ₅ that detects the operation of the clutch pedal 9. , A signal from the throttle opening sensor S ₆ that detects the opening of the throttle valve 10, a signal from the capacitor remaining capacity sensor S ₇ that detects the remaining capacity of the capacitor 3, and the consumption brought out from the auxiliary battery 4 signal are inputted from the 12-volt power sensor S ₈ for detecting the power
[0026]
As shown in FIG. 6, the electronic control unit 1 to the deceleration state detecting means M1, the engine output control means M2, and an engine driving discriminating means M3, the deceleration state detecting means M1 is detected by the vehicle speed sensor S ₁ change in vehicle speed V, the closing operation of the throttle valve 10 detected by the throttle opening degree sensor S _6, based on the intake negative pressure or the like detects that the vehicle is in a deceleration fuel cut state, also the engine output control means M2 fuel supply the control unit 6 to cut off the fuel supply to the engine E stops the engine E, also the engine driving discriminating means M3 is a clutch pedal 9 detected by the shift position and a clutch switch S ₅ detected by the shift position sensor S ₃ Whether or not the engine E needs to be driven is determined based on the operation state.
[0027]
Next, an outline of control of the engine E and the motor M in each travel mode will be described.
(1) Cruise / idle mode As shown in FIG. 2, the motor M functions as a generator driven by the engine E during cruise driving of the vehicle or during idling of the engine E. The power consumption taken out from the 12-volt auxiliary battery 4 is estimated from the power upstream of the downverter 5, and the electric power that can supplement the 12-volt system power consumption is generated by the motor M and supplied to the auxiliary battery 4 side.
(2) Acceleration mode As shown in FIG. 3, the motor M is driven by the electric power taken out from the capacitor 3 to assist the output of the engine E and the 12-volt system consumption taken out from the auxiliary battery 4 when the vehicle is accelerated. Replenish power. The assist amount generated by the motor M is determined by map search based on the remaining capacity of the capacitor 3, the shift position, the engine speed, the throttle opening, the intake negative pressure, and the like.
(3) Deceleration mode As shown in FIG. 4, when the vehicle is traveling at a reduced speed, regenerative braking is performed with the driving force transmitted back to the motor M from the front wheels Wf, Wf, which are drive wheels, and the regenerative power generated by the motor M To charge the capacitor 3 and replenish the 12-volt power consumption taken out from the auxiliary battery 4. The regenerative braking amount generated by the motor M is determined by map search based on the shift position, the engine speed and the intake negative pressure.
[0028]
FIG. 5A shows the vehicle speed V (see the thin line) and the driving / regeneration amount of the motor M (see the thick line) when the vehicle travels in the 10.15 mode. During acceleration of the vehicle, the motor M generates driving force to reduce the load of the engine E, thereby reducing fuel consumption. When the vehicle is decelerating, the motor M generates regenerative braking force. Can effectively recover kinetic energy lost by mechanical braking as electrical energy.
[0029]
FIG. 5B shows the intake negative pressure corresponding to the load of the engine E. The thick line is the case where the assist by the motor M is performed, and the thin line is the case where the assist by the motor M is not performed. . In general, the thick line is located below the thin line, and it can be seen that the assist force of the motor M contributes to the load reduction of the engine E.
[0030]
By the way, a general vehicle cuts the fuel when decelerating, and when the engine speed drops to the idle speed, the fuel cut is stopped so that the engine E does not stop and the supply of fuel that can maintain the idling operation is resumed. It is supposed to be. However, in this embodiment, the engine E is stopped without returning the fuel supply following the fuel cut when a predetermined operating condition is satisfied, and the fuel supply is returned when the predetermined operating condition is not satisfied. By going and restarting the engine E, the engine E is stopped as much as possible during idle operation to further reduce fuel consumption.
[0031]
Next, the configuration of the idle engine stop control device of the present embodiment will be described based on FIG.
[0032]
The fuel supply control means 6 controls the fuel supply to the engine E that drives the front wheels Wf, Wf via the manual transmission Tm based on a command from the electronic control unit 1. A shift position the electronic control unit 1 is input from the shift position sensor S _3, and the clutch operation state input from the clutch switch S _5, based on the remaining capacity of the capacitor 3 is inputted from the capacitor remaining capacity sensor S ₇ Then, it is determined whether idle operation is prohibited and the engine E is stopped or the starter motor 7 is operated to start the engine. When the idle operation is prohibited, the fuel supply control means 6 prohibits the restart of the fuel supply from the fuel cut and stops the engine E. When the engine is started, the starter motor 7 is operated with the fuel supply control means 6 restarting the fuel supply.
[0033]
When the clutch is in the engaged state and the shift position is in the traveling position, the electronic control unit 1 prohibits the operation of the starter motor 7 and prevents an excessive load from acting on the starter motor 7.
[0034]
Next, specific contents of the idle engine stop control of the vehicle shown in FIG. 1 will be described based on the flowcharts of FIGS. 7 and 8.
[0035]
First, when the starter switch is OFF in step S21, that is, when the engine is not started by the driver, the starter switch OFF → ON determination flag F in step S22. The state of FCMGST is determined. Starter switch OFF → ON judgment flag F when the ignition switch is turned ON The initial value of FCMGST is “0”. After that, when the engine is started by the driver in step S21 and the starter switch is turned on, the starter switch OFF → ON determination flag F in step S34. FCMGST is set to “1” and remains set to “1” until the ignition switch is turned off.
[0036]
Accordingly, since the driver turns on the ignition switch and turns on the starter switch, the answer to step S22 is “0”, and the process proceeds to step S33 through step S23. Therefore, the engine start in step S31 described later is performed. Is never executed. That is, in this vehicle, as described later, the engine stop during idle operation and the subsequent engine start are performed regardless of the operation of the starter switch by the driver, but the driver first turns on the starter switch to run the vehicle. Unless indicated by intention, the engine E is not automatically started, thereby avoiding useless engine start and saving fuel consumption.
[0037]
Thus, when the driver turns on the starter switch in step S21, the starter switch OFF → ON determination flag F in step S34. FCMGST is set to “1”, and a vehicle speed determination flag F described later in step S35. After the FCMGV is set to “0”, the process proceeds to step S30. In step S30, the comparison engine speed Ne detected by the engine speed sensor S ₂ is the engine stall judgment rotation speed NCR, if a Ne <NCR in the engine E is stopped, the starter motor 7 at step S31 It starts automatically and starts engine E. As a result, when the engine E starts and Ne ≧ NCR, the engine start in step S31 is passed and the process proceeds to step S33.
[0038]
Subsequently, in step S33, an idle engine stop control execution flag F Set FCMG to "0". Idle engine stop control execution flag F The FCMG is used to identify whether or not the engine E is to be stopped during the idling operation. When it is set to “0”, the fuel supply is restarted following the fuel cut, and the engine output control means An amount of fuel that can maintain the idling operation is supplied by the command of M2, and the engine E is maintained in the idling operation state. When it is set to "1", the fuel is generated by the command of the engine output control means M2. The restart of the fuel supply following the cut is prohibited (or only an amount of fuel that cannot be maintained during the idle operation is supplied), and the engine E is stopped without performing the idle operation. The idle engine stop control execution flag F The FCMG is set to “1” in step S42 by the engine drive determining means M3 when a predetermined condition described in detail later is satisfied.
[0039]
When the starter switch is turned off after the driver turns on the starter switch and starts the engine E in step S21, the starter switch OFF → ON determination flag F is already set in step S22. Since FCMGST is set to "1", the process proceeds to step S24 and the vehicle speed determination flag F The state of the FCMGV is determined. Vehicle speed judgment flag F FCMGV, immediately after the vehicle has started moving are set to "0", at the next step S25, the vehicle speed V detected by the vehicle speed sensor S ₁ is predetermined vehicle speed (e.g., 15km / h) becomes equal to or larger than, the step S26 With vehicle speed judgment flag F FCMGV is set to “1”. Therefore, unless the vehicle speed V exceeds 15 km / h in step S25, the process always proceeds to step S33 and the idle engine stop control execution flag F Since FCMG is set to “0” and the idle engine stop control is stopped, the idle engine stop control is not executed.
[0040]
The meaning is as follows. When the vehicle repeats low speed running and stopping at short time intervals during traffic jams, etc., the engine E stops and restarts every time the shift lever is operated between the neutral position and the forward running position with the clutch pedal 9 depressed. If it is assumed that it will be repeated, smooth running may not be possible. However, the above problem can be solved by prohibiting the execution of the idle engine stop control when the vehicle speed V is less than 15 km / h.
[0041]
In subsequent step S43, the vehicle by decelerating state detection means M1 is detected to be in a decelerating state, the process proceeds to step S27, the clutch switch S ₅ not clutch pedal 9 is depressed in step S27 is turned OFF If it is, that is, if the clutch is in the engaged state, the process proceeds to step S37 to execute the idle engine stop control. The step when the have clutch switch S ₅ and the clutch pedal 9 is depressed is turned ON at step S27 (clutch disengaged state), is and shift position detected by the shift position sensor S ₃ in step S28 is in the neutral position proceeds to S36, where the throttle opening TH detected by the throttle opening degree sensor S ₆ is less than the throttle full-closed THIDLE, the process proceeds to step S37 to execute the idling engine stop control.
[0042]
On the other hand, even in the clutch disengaged state the clutch switch S ₅ is not ON at step S27, if the shift position is in-gear state (forward drive position or reverse drive position) in step S28, executes the idling engine stop control Without proceeding to step S29, an engine restart delay timer tmFCMG, which will be described later, is set. There also is in a clutch disengaged state the clutch switch S ₅ in the step S27 is not turned ON, and there the shift position is in the neutral position at step S28, further throttle opening TH is in the throttle full-closed THIDLE more in step S36 In this case, the process proceeds to step S29 without executing the idle engine stop control.
[0043]
The meaning is as follows. Clutch contact state where the clutch switch S ₅ is turned OFF, since the vehicle is in a state of waiting for a signal, such as if stopped, by stopping the engine E without idling, the stop frequency of the engine E It can be maximized to save fuel consumption. Also if the shift position is neutral in the clutch disengaged state where the clutch switch S ₅ is turned ON, also the driver determines that no intention to drive the vehicle, fuel consumption by stopping the engine E in the same manner as described above The amount can be saved.
[0044]
However, if the throttle opening TH is equal to or greater than the throttle fully closed opening THIDLE in step S36, that is, if the driver is stepping on the accelerator pedal, the above-described idle engine stop control is not executed. This is because when the vehicle is downshifted with a manual transmission Tm, in order to smoothly engage the clutch after the downshift, the engine speed is reduced by temporarily depressing the accelerator pedal with the clutch pedal 9 depressed. Ne may be increased. In such a case, since the idle engine stop control is being executed, if the engine speed Ne does not increase even if the accelerator pedal is depressed, there is a possibility that the shift-down operation cannot be performed smoothly. However, in this embodiment, when the accelerator pedal is depressed, the idle engine stop control is stopped. Therefore, when the accelerator pedal is depressed, the engine speed Ne can be increased and the downshift operation can be performed smoothly.
[0045]
In addition, when starting a vehicle that is stopped while the idle engine stop control is being executed, the engine E automatically starts when the shift lever is in-geared by stepping on the clutch pedal 9, but the accelerator is activated prior to the operation. Since the engine E can be started by stepping on the pedal, the vehicle can be started smoothly by starting the engine E before the in-gear.
[0046]
If the clutch switch 9 is turned off in step S27, or if the throttle opening TH is less than the throttle fully closed opening THIDLE in step S36, the remaining capacity of the capacitor is determined in step S37 before the idle engine stop control is executed. Flag F The state of FCMGCAP is determined.
[0047]
Capacitor remaining capacity determination flag F The FCMGCAP is used to identify whether or not the remaining capacity of the electric power stored in the capacitor 3 is sufficient to restart the stopped engine E. In step S37, the remaining capacity determination flag F If FCMGCAP is set to “1”, it is determined that the remaining capacity of the capacitor 3 is sufficient to restart the engine E, and after setting an engine restart delay timer tmFCMG described later in step S41, In S42, the idle engine stop control execution flag F Set FCMG to "1".
[0048]
As a result, the fuel supply control means 6 prohibits the resumption of fuel supply following the fuel cut by a command from the engine output control means M2, so that the engine E is stopped when the engine speed Ne drops to the idle speed. It is done. On the other hand, in step S37, the capacitor remaining capacity determination flag F If FCMGCAP is set to “0”, it is determined that the remaining capacity of the capacitor 3 is not sufficient to restart the engine E, and an idle engine stop control execution flag F is determined in step S33. FCMG is set to “0”. As a result, the fuel supply control means 6 resumes the fuel supply following the fuel cut as usual, so that the idling operation is permitted when the engine speed Ne decreases to the idle speed.
[0049]
As described above, as when the clutch switch S ₅ is in the OFF state (the clutch contact state), to the time the clutch switch S ₅ is in the ON state (a clutch disengaged state), where and the shift position is in the neutral state, the engine Since E is stopped without idling, it is possible to minimize unnecessary idling of the engine E and minimize fuel consumption. However, as described above, when the vehicle speed V is less than 15 km / h, when the accelerator pedal is depressed, and when the remaining capacity of the capacitor 3 is not sufficient to restart the engine E, The execution of the idle engine stop control is prohibited.
[0050]
By the way, if the remaining capacity of the capacitor 3 is not sufficient to restart the engine E in step S37, and the engine E is in a stopped state at step S30, the starter motor 7 is driven in step S31. And the engine E is restarted before it is actually not restartable. However, when the engine E is restarted, there is a problem that a large load is applied to the starter motor 7 when the clutch is in the connected state and the shift position is in the in-gear state.
[0051]
In step S38, it is determined whether the shift position is neutral or in-gear. If in-gear, the engine restart delay timer tmFCMG is set in step S40, and the process proceeds to step S33. Thereby, restart of the engine E in the in-gear state in step S31 can be avoided, and a large load can be prevented from being applied to the starter motor 7. Even if the shift position is neutral in step S38, only when the neutral state continues in step S39 until a predetermined time (for example, 2 seconds) counted by the engine restart delay timer tmFCMG elapses. The restart of the engine E in step S31 is allowed. Thereby, the engine E is restarted only when the shift position is surely neutral, and it is possible to prevent an overload from acting on the starter motor 7.
[0052]
FIG. 10 is a time chart showing an example of idle engine stop control.
[0053]
Pressing the brake pedal driver at the time t ₁ during cruising of the vehicle releases the accelerator pedal, the fuel cut is executed by the fuel supply control means 6, the vehicle speed V gradually decreases. When the time t ₂ Oite engine speed Ne is close to idle speed, the driver is a shift position to the neutral stepping on the clutch pedal 9, the idle engine stop control execution flag F Since FCMG is already set to “1” and the fuel supply from the fuel cut is not resumed, the engine E stops without performing the idle operation. Thereafter, when the driver depresses the clutch pedal 9 to shift the vehicle to the in-gear state at time t ₃ to start the vehicle, the idle engine stop control execution flag F At the same time that FCMG is set to “0”, the fuel cut by the fuel supply control means 6 is completed, the fuel supply is resumed, and the engine E is started. And Thus, when connecting the clutch at time t ₄ the vehicle may be starting.
[0054]
Next, referring to the flowchart of FIG. The setting of FCMGCAP (see step S37 in the flowchart of FIG. 8) will be described.
[0055]
First, in step S61, the engine rotational speed Ne detected by the engine speed sensor S ₂ as compared to the engine stall judgment rotation speed NCR, a Ne ≧ NCR if the operating state the engine E, in step S62, the capacitor remaining by subtracting the capacitor 3 capacity QCAPIDL required to start the engine E from the remaining capacity QCAP of the capacitor 3 detected by the capacitive sensor S _7, and calculates the margin QCAPABL remaining capacity of the capacitor 3. In step S63, the 12-volt system power consumption integrated value DVPSUM is set to zero.
[0056]
On the other hand, if the engine E is stopped in the step S61, in step S64, 12-volt power sensor S 12-volt power consumption instantaneous value detected in ₈ DVP (i.e. instantaneous power taken out of the auxiliary battery 4 Value) is added to the previous value DVPSUM (n-1) of the 12-volt system power consumption integrated value DVPSUM to calculate the current value DVPSUM (n) of the 12-volt system power consumption integrated value DVPSUM. In step S65, the 12-volt system power consumption integrated value DVPSUM (n) calculated in step S64 is multiplied by the unit conversion coefficient KDVP to calculate the 12-volt system power consumption integrated value conversion result QDVP.
[0057]
In subsequent step S66, the remaining capacity QCAPABL of the capacitor 3 calculated in step S62 is compared with the 12-volt system power consumption integrated value conversion result QDVP calculated in step S65. When the engine E is stopped, the capacitor 3 is no longer charged, and the 12 volt system power consumption (that is, the 12 volt system power consumption integrated value conversion result QDVP) is taken out of the capacitor 3, so that the remaining capacity QCAP of the capacitor 3 gradually increases. Decrease.
[0058]
Thus, if the 12 volt system power consumption integrated value conversion result QDVP is less than the remaining capacity QCAPABL of the capacitor 3 in step S66, that is, the remaining capacity QCAP of the capacitor 3 is the capacitor 3 required for starting the engine E. If the capacity QCAPIDL is exceeded, it is determined that the engine E can be started with the electric power of the capacitor 3, and the capacitor remaining capacity determination flag F is determined in step S67. Set FCMGCAP to “1” to allow execution of idle engine stop control. On the other hand, if the 12 volt system power consumption integrated value conversion result QDVP is equal to or larger than the remaining capacity QCAPABL of the capacitor 3 in step S66, that is, the remaining capacity QCAP of the capacitor 3 is the capacity of the capacitor 3 required for starting the engine E. If it is less than or equal to QCAPIDL, it is determined that there is a possibility that the engine E cannot be started by the electric power of the capacitor 3, and the capacitor remaining capacity determination flag F is determined in step S68. FCMGCAP is set to “0” to prohibit execution of idle engine stop control.
[0059]
As described above, the permission and prohibition of the execution of the idle engine stop control are determined while monitoring the remaining capacity QCAP of the capacitor 3 that drives the starter motor 7, and therefore the remaining capacity QCAP of the capacitor 3 is insufficient and the engine E cannot be started. It is possible to reduce the fuel consumption by maximally executing the idle engine stop control while reliably avoiding the above.
[0060]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0061]
For example, in the embodiment, a hybrid vehicle using the engine E and the motor M as a driving source for traveling is illustrated, but the present invention can also be applied to a vehicle using only the engine E as a driving source for traveling.
[0062]
In the embodiment, the engine E is stopped without returning the fuel supply following the fuel cut. However, the engine E can be stopped by setting the target engine speed to a lower speed than the idle speed. In addition to the control of the fuel supply amount, ignition control can be used in combination.
[0063]
Further, the travel motor M can be used as a starter motor without providing a special starter motor 7 for starting the engine E. Furthermore, the engine starting means of the present invention is not limited to the starter motor 7 and the motor M, and includes a case of so-called “push” in which the engine E is started using the kinetic energy of the running vehicle. For example, this corresponds to the case where the engine E is started in step S31 of the flowchart of FIG. 8 when the vehicle speed V is less than 15 km / h in step S25 of the flowchart of FIG.
[0064]
In the embodiment, the capacitor 3 is exemplified as the engine starting power source. However, a rechargeable battery may be used instead of the capacitor 3.
[0065]
【The invention's effect】
As described above, according to the first aspect of the present invention, after the engine drive determining means determines that the engine is not required to drive and the engine output control means stops the engine, the start power remaining capacity detecting means detects it. When the remaining capacity of the engine starting power supply becomes less than the specified value , the clutch is engaged because the engine start is permitted when the clutch disengagement state is not detected and the shift position is the non-traveling position. to which and the shift position remains the engine starting means drive position is prevented from operating, thereby, the excessive load on the engine starting means that acts is reliably avoided, the power supply for starting the engine It is possible to prevent the engine from becoming difficult to restart due to the shortage of the remaining capacity. In other words, if the engine is started simply by checking the remaining capacity of the power supply for starting the engine, if the starter motor is operated with the clutch in the engaged state and the shift position in the traveling position, an excessive load is applied to the starter motor. However, in the present invention, such a problem is solved.
[0066]
According to the second aspect of the present invention, the clutch disengaged state is not detected or the shift position is in the non-running position after the fuel supply is interrupted due to vehicle deceleration In this case, since it is determined that the engine is not required to be driven, it is possible to reduce fuel consumption by minimizing unnecessary engine operation.
[0067]
According to the third aspect of the present invention, since the operation of the engine starting means is permitted only when the shift lever is reliably operated to the non-travel position, the shift lever is temporarily moved during the shift operation. There is no possibility that the engine starting means will malfunction even if it passes through the non-traveling position.
[0068]
According to the invention described in claim 4, since the engine stop is prohibited when the remaining capacity of the engine starting power source becomes a predetermined value or less, the engine restart is caused by the shortage of the remaining capacity of the engine starting power source. It can be prevented from becoming difficult.
[Brief description of the drawings]
1 is an overall configuration diagram of a hybrid vehicle equipped with a manual transmission. FIG. 2 is an explanatory diagram of a cruise / idle mode. FIG. 3 is an explanatory diagram of an acceleration mode. FIG. 4 is an explanatory diagram of a deceleration mode. FIG. 6 is a graph corresponding to a claim. FIG. 7 is a first part of a flowchart of the main routine. FIG. 8 is a second part of a flowchart of the main routine. FIG. 10 is a time chart showing an example of idle engine stop control.
E Engine S ₃ Shift position sensor (shift position detection means)
S ₅ Clutch switch (Clutch operation detection means)
S ₇ capacitor remaining capacity sensor (starting power remaining capacity detection means)
Tm Manual transmission Wf Front wheels (drive wheels)
M1 Deceleration state detection means M2 Engine output control means M3 Engine drive discrimination means 3 Capacitor (engine starting power supply)
6 Fuel supply control means 7 Starter motor (engine starting means)
9 Clutch pedal

Claims (4)

Engine (E),
A manual transmission (Tm) for transmitting the driving force of the engine (E) to the drive wheels (Wf);
Shift position detecting means (S ₃ ) for detecting the shift position of the manual transmission (Tm);
Clutch operation detecting means (S ₅ ) for detecting the disengagement / engagement operation of the clutch pedal (9) for disengaging / connecting the driving force between the engine (E) and the manual transmission (Tm), and fuel for the engine (E) Fuel supply control means (6) for controlling supply;
Engine starting means (7) for starting the engine (E);
Deceleration state detection means (M1) for detecting the deceleration state of the vehicle;
Engine output control means (M2) including means for shutting off fuel supply to the engine (E) by the fuel supply control means (6) when the deceleration state detection means (M1) detects the deceleration state of the vehicle;
An engine drive determining means (M3) for determining whether the engine (E) is not driven after the fuel supply is cut off by the fuel supply control means (6) during vehicle deceleration;
A starting power remaining capacity detecting means (S ₇ ) for detecting the remaining capacity of the engine starting power supply (3) ;
Engine output control means (M2) is to stop the engine (E) when the engine driving discriminating means (M3) is determined driving unnecessary engine (E),
After the engine (E) is stopped, when the remaining capacity of the engine starting power source (3) detected by the starting power source remaining capacity detecting means (S ₇ ) becomes a predetermined value or less, the clutch operation detecting means (S ₅ ) If the detected shift position in and shift position detecting means does not clutch disconnection state is detected (S ₃₎ is a non-running position by the start of the engine (E) according to the engine starting means (7) An engine stop control device for a vehicle characterized by permitting. The engine driving discriminating means (M3), the clutch operation detection means (S ₅₎ optionally a clutch disengaged state is not detected, or the clutch disengaged state is detected by the clutch operation detection means (S ₅₎ and the shift position detecting means when the shift position detected by the (S ₃₎ is in the non-travel position, characterized in that to determine the driving unnecessary engine (E), the engine stop control device for a vehicle according to claim 1. The engine output control means (M2) is configured such that the engine (E) by the engine start means (7) is provided on the condition that the shift position detected by the shift position detection means (S ₃ ) is in a non-traveling position for a predetermined time or more. The engine stop control device for a vehicle according to claim 1, wherein starting of the vehicle is permitted. Be provided with a starting power remaining capacity detection means for detecting a remaining capacity of the engine starting power supply (3) (S _7), the engine output control means (M2) is the starting power remaining capacity detection means (S ₇₎ in the remaining capacity of the detected engine start power supply (3) and inhibits the stopping of the engine (E) when it is below a predetermined value, the engine stop control equipment for a vehicle according to claim 1 .

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