JP4626440B2 - Idle stop vehicle control device - Google Patents

Description

  The present invention relates to a control device for an idle stop vehicle that stops driving an engine when a predetermined stop condition is satisfied and restarts the engine when a predetermined start condition is satisfied.

2. Description of the Related Art Conventionally, there is known a control device for a vehicle with an idle stop function that includes an idle stop prohibiting unit that prohibits the operation of the idle stop control unit after the key is turned on until the charge amount of the sub power source becomes a predetermined value or more (for example, patent Reference 1). Thereby, the reset of an electronic device is avoided by the fall of the applied voltage resulting from engine restart.
JP 2004-251234 A

  In the above-described conventional control device, by limiting idle stop control such as engine restart, the voltage applied to the electronic control device of the vehicle is maintained at a predetermined value or higher. For this reason, even when a diagnosis (abnormality detection) is performed by the electronic control device of the vehicle, erroneous detection of an abnormality caused by a low voltage is difficult to occur. However, since priority is given to maintaining the applied voltage to the electronic control device of the vehicle at a predetermined value or higher, the operation of the idle stop control means is suppressed more than necessary, which may lead to a decrease in the fuel consumption rate of the vehicle. There is.

  The present invention has been made to solve the above-described problems, and a main object of the present invention is to improve the fuel consumption rate of a vehicle while preventing erroneous detection of a diagnosis by an electronic control device of the vehicle.

The object is as described in claim 1.
An idle stop vehicle control device comprising idle stop control means for stopping driving of the engine when a predetermined stop condition is satisfied and restarting the engine when a predetermined start condition is satisfied,
After a start of restart of the engine, a first predetermined time greater than a value obtained by adding a cranking start time and a cranking state time from the start of the restart determined in advance to the start of cranking, for abnormality detection This is achieved by a control device for an idle stop vehicle, comprising a mask execution means for causing the vehicle electronic control device to execute a mask process.

  In the present invention, the mask execution means causes the electronic control unit of the vehicle to execute a mask process for abnormality detection for a first predetermined time after the start of the restart of the engine. As a result, it is possible to prevent the power supply from being erroneously detected as having a low voltage abnormality in the abnormality detection (diagnosis) of the vehicle electronic control unit for a predetermined time after the start of the engine restart. In this case, the idle stop control by the idle stop control means is not limited. Therefore, the fuel consumption rate of the vehicle can be improved while preventing erroneous detection of the diagnosis by the electronic control device of the vehicle.

In this case, as described in claim 2, the idle stop vehicle control device according to claim 1,
The mask execution means performs the mask processing for the abnormality detection for a second predetermined time including an idle stop execution waiting time, an idle stop state time, and the first predetermined time after the engine stop by the idle stop control means. The electronic control device may be executed.

  ADVANTAGE OF THE INVENTION According to this invention, the fuel consumption rate of a vehicle can be improved, preventing the erroneous detection of the diagnosis by the electronic control apparatus of a vehicle.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. The basic concept, main hardware configuration, operating principle, basic control method, and the like of the control device for a vehicle are known to those skilled in the art, and thus detailed description thereof is omitted.

  FIG. 1 is a schematic diagram showing the system configuration of an idle stop vehicle control device according to an embodiment of the present invention. The control device 1 for the idle stop vehicle according to the present embodiment stops the driving of the engine 3 when a predetermined stop condition is satisfied, and restarts the engine 3 when a predetermined start condition is satisfied (Electronic Control Unit, Electronic control device) 5.

The idling stop is performed by stopping the driving of the engine 3 when a predetermined stop condition is satisfied, thereby suppressing unnecessary driving of the engine 3 and the amount of carbon dioxide (CO ₂ ) emitted from the vehicle and the vehicle. This is a function to suppress fuel consumption. For example, when the traveling vehicle stops and the stop condition satisfies a predetermined stop condition, the driving of the engine 3 in the idling state is stopped. Thereafter, the engine 3 is restarted when the start situation such as the start operation of the vehicle satisfies a predetermined start condition.

  An engine ECU 7 that controls the engine 3 is connected to the idle stop ECU 5. Further, a starter 9 such as a starter motor for starting the engine 3 is connected to the crankshaft of the engine 3. The starter 9 is connected to an idle stop ECU 5 and a rechargeable power source 11. For example, a lead battery of 12V, 24V, 36V or the like is used as the power source 11.

  When the idle stop ECU 5 determines that a predetermined stop condition is satisfied, the idle stop ECU 5 transmits a stop signal to the engine ECU 7. When the engine ECU 7 receives the stop signal, the engine ECU 7 stops the fuel injection system, the ignition system, and the like of the engine 3 and stops the driving of the engine 3. Further, when the idle stop ECU 5 determines that a predetermined start condition is satisfied in the drive stop state of the engine 3, the idle stop ECU 5 transmits a drive signal to the engine ECU 7 and the starter 9.

  When the starter 9 receives the drive signal, it receives power from the power supply 11 and rotates the crankshaft of the engine 3 (cranking). On the other hand, when the engine ECU 7 receives the drive signal, the engine ECU 7 drives the fuel injection system, ignition system, and the like of the engine 3 to start the engine 3.

  A segment conductor type generator 13 for charging the power supply 11 is connected to the power supply 11, and the drive shaft of the engine 3 is connected to the drive shaft of the generator 13 via a belt or the like. An engine ECU 7 is connected to the generator 13, and when the generator 13 receives a power generation signal from the engine ECU 7, it starts power generation in conjunction with the drive shaft of the engine 3. The electric power generated by the generator 13 is supplied to the power source 11 and charged.

  The engine ECU 7 includes a vehicle speed sensor 15 for detecting the vehicle speed, and a shift position sensor for detecting a position of the shift lever (for example, neutral N (position for cutting the power system), drive D (position connected to the power system)). 17 is connected. The engine ECU 7 is connected to a brake switch 19 that detects the foot brake depression.

  The brake switch 19 outputs an on signal to the engine ECU 7 in an on state where the brake pedal is depressed. On the other hand, the brake switch 19 outputs an off signal to the engine ECU 7 when the brake pedal is not depressed.

  The idle stop ECU 5 receives the vehicle speed from the vehicle speed sensor 15, the position of the shift lever from the shift position sensor 17, and the on signal or the off signal from the brake switch 19 via the engine ECU 7.

  For example, the idle stop ECU 5 is based on the vehicle speed from the vehicle speed sensor 15, the shift position from the shift position sensor 17, and the signal from the brake switch 19, the vehicle speed is 0, and the shift position is neutral N, When it is determined that the brake switch 19 is in the on state, it is determined that a predetermined stop condition is satisfied. When the idle stop ECU 5 determines that a predetermined stop condition is satisfied, the idle stop ECU 5 transmits a stop signal to the engine ECU 7 to stop the driving of the engine 3.

  On the other hand, after the predetermined stop condition is satisfied and the engine 3 is stopped, the idle stop ECU 5 determines that the shift position is driven D based on the shift lever position from the shift position sensor 17 and the signal from the brake switch 19. Or when it is determined that the brake switch 19 is in the OFF state, it is determined that a predetermined start condition is satisfied. When the idle stop ECU 5 determines that a predetermined start condition is satisfied, the idle stop ECU 5 transmits a drive signal to the engine ECU 7 and the starter 9 to start the engine 3.

  A LAN (Local Area Network) 21 including a multiplex communication bus or the like is constructed in the vehicle. In the in-vehicle LAN 21, the engine ECU 7, the idle stop ECU 5, and the other ECU 23 are connected to each other via a control system communication line 21a. Other ECUs 23 include, for example, an attitude control ECU that controls the attitude of the vehicle, an inter-vehicle distance ECU that controls the inter-vehicle distance, and a brake ECU that controls the brake. As the control system communication line 21a, for example, a communication line by twisted pair connection is used. In addition, a failure diagnosis terminal (DLC: Data Link Connector) 25 is connected to the control system communication line 21a.

  The control system communication line 21a is connected to the gateway ECU 27. The gateway ECU 27 is further connected to another ECU 23 such as a navigation ECU for controlling the navigation device 23a and a display ECU for controlling the multimedia display device. They are connected via a line 21b. The gateway ECU 27 is connected to another ECU 23 such as a body ECU for controlling locking / unlocking of a door, opening / closing of a power window, and the like via a body communication line 21c. Here, the gateway ECU 27 has a function of performing relaying or the like by converting the communication protocol between communication lines having different communication protocols.

  Further, for example, a CAN (Controller Area Network) is used for data transmission / reception on the control communication line 21a. The CAN protocol has a high communication speed of about 500 kbps (bit per second), and a CSMA / CD (Carrier Sense Multiple Access Collision Detection) method is used as an access method. In addition, data to be transmitted and received has a variable length of 1 to 8 bytes.

  The idle stop ECU 5, the engine ECU 7, and the other ECU 23 perform bidirectional data transmission / reception in the vehicle LAN 21 configured as described above.

  Each of the ECUs 5, 7, 23, and 27 is composed of a microcomputer, and executes various processes according to control and arithmetic programs, and controls each part of the apparatus (Central Processing Unit), an execution program for the CPU. ROM (Read Only Memory) for storing operation results and the like, RAM (Random Access Memory) for storing calculation results, a timer, a counter, an input / output interface, and the like. Note that the timer and the counter are stored in the ROM and realized by a program executed by the CPU.

  Vehicle systems such as vehicle engine systems, brake systems, attitude control systems, and inter-vehicle distance control systems are generally detected from various sensors that detect vehicle state quantities, actuators that drive vehicle equipment, and various sensors. ECU 5, 7, 23 that controls the driving of the actuator based on the state quantity of the vehicle.

  For example, the engine system includes various sensors such as an air flow meter that detects the intake air amount to the engine 3, a vehicle speed sensor 15, a shift position sensor 17, a brake switch 19, and a throttle valve actuator that adjusts the intake amount of the engine 3. An actuator and an engine ECU 7 are included.

  In the vehicle system, the ECUs 5, 7, and 23 detect a system abnormality such as a low voltage abnormality in which the power supply voltage is lower than a predetermined value or a sensor or actuator failure (diagnosis: hereinafter referred to as a diagnosis). It is done in a cycle. If the ECU 5, 7, 23 detects an abnormality, it sets 1 to the abnormality flag.

  For example, when the power supplied from the power supply 11 to the engine ECU 7 becomes insufficient and becomes equal to or lower than the CAN communication operation guarantee voltage, the engine ECU 7 can normally transmit / receive communication data to / from another ECU 23. Can not. In this case, the engine ECU 7 determines that the power supply voltage is abnormal in low voltage, and sets 1 to the abnormality flag. Then, the engine ECU 7 supplies abnormality notification data notifying the low voltage abnormality of the power supply 11 to the control system communication line 21a, or stores an abnormality flag in the ECU RAM.

  The abnormality notification data supplied to the control system communication line 21a is received by the display ECU via, for example, the gateway ECU 27 and the multimedia communication line 21b. When the display ECU receives the abnormality notification data, the display ECU displays a display informing the low voltage abnormality of the power supply 11 on the screen of the multimedia display device. Thereby, the abnormality of the vehicle can be easily recognized by the user.

  The abnormality notification data supplied to the control system communication line 21a is transmitted to the failure diagnosis terminal 25 connected to the control system communication line 21a. For example, when a failure diagnosis device is connected to the failure diagnosis terminal 25, abnormality notification data is automatically transmitted to the failure diagnosis device, and the failure notification data is analyzed in the failure diagnosis device.

  By the way, the power supply 11 supplies an electric power to each system of the vehicle as well as supplying power to the starter 9 when the engine is started, for example, when idling is stopped, and then restarting the engine. Further, when the engine is started when the starter 9 is started, the power consumption of the power source 11 becomes relatively large, so that the voltage of the power source 11 temporarily drops. For this reason, the amount of power supplied to each system of the vehicle may decrease. In this case, in the prior art, for example, the voltage applied to the engine ECU may be equal to or lower than the CAN communication operation guarantee voltage, and in the diagnosis process, it may be erroneously determined that the power supply is low voltage abnormality.

  Therefore, the idle stop ECU 5 of the control device 1 according to the present embodiment includes another ECU 23 (hereinafter, the engine ECU 7 includes the engine ECU 7) for a predetermined time T 1 after the start of the restart of the engine 3 and the diagnosis process for the diagnosis. ).

  Specifically, as shown in FIG. 2, when the engine 3 is in the idling state (a), the idling stop ECU 5 first transmits a stop signal to the engine ECU 7 when determining that a predetermined stop condition is satisfied.

  The engine 3 enters an idle stop state (for example, 1 to 3 minutes) (c) after a predetermined execution waiting time (for example, 0.5 to 1.0 second) (b). Further, when the idle stop ECU 5 determines that a predetermined start condition is satisfied in the idle stop state, the idle stop ECU 5 transmits a drive signal to the engine ECU 7 and the starter 9.

  Further, the idle stop ECU 5 transmits a control mode signal (for example, 2 is set to the control mode signal) to the other ECU 23 via the control system communication line 21a. When the other ECU 23 receives the control mode signal (= 2) from the idle stop ECU 5 via the control system communication line 21a, the other ECU 23 starts mask processing for the diagnosis based on the control mode signal.

  Note that this masking process is started (d) before a minute time (for example, about 50 milliseconds before) when the starter 9 rotates and so-called cranking is started. Further, the time of the cranking state (e) is, for example, 3.0 seconds at the time of restart failure.

  Here, the mask process for the diagnosis is, for example, to stop or disable the diagnosis for a predetermined time T1. When the diagnosis is stopped or disabled, for example, by performing an AND operation on a preset mask table (all bits are 0) with respect to an abnormality flag that each ECU 5, 7, 23 recognizes an abnormality, Alternatively, the abnormality flag may be a normal flag (all bits are 0).

  After the starter 9 starts driving and the engine 3 is restarted (after transmitting the control mode signal), the idle stop ECU 5 receives another signal via the control system communication line 21a after a predetermined time T1 has elapsed. A control mode signal (for example, 1 is set in the control mode signal) is transmitted to the ECU 23. In addition, the predetermined time T1 is stored in the ROM of the idle stop ECU 5 in advance by experimentally obtained time. The passage of the predetermined time T1 is measured by timers in the ECUs 5, 7, and 23.

  When the other ECU 23 receives the control mode signal (= 1) from the idle stop ECU 5 via the control system communication line 21a, the other ECU 23 stops the mask processing for the diagnosis. In this way, the idle stop ECU 5 causes the other ECUs 23 to perform mask processing for the diagnosis for a predetermined time T1 after the start of the engine 3.

  Next, the process flow of the mask process by the other ECU 23 will be described in detail.

  FIG. 3 is a flowchart showing an example of a processing flow of mask processing by another ECU 23. The processing routine shown in FIG. 3 is repeatedly executed every predetermined minute time, for example, every 10 ms.

  The other ECU 23 determines whether or not the control mode signal received from the idle stop ECU 5 via the control system communication line 21a is 2 (control mode signal = 2) (S100).

  When the other ECU 23 determines that the control mode signal is 2 and the restart of the engine 3 is started, the ECU 23 starts mask processing for the diagnosis (S110). On the other hand, when the other ECU 23 determines that the control mode signal is not 2 and the restart of the engine 3 is not started, the process by this routine is terminated.

  In the above (S110), after the other ECU 23 starts the mask process for the diagnosis, whether or not the control mode signal received from the idle stop ECU 5 via the control system communication line 21a is 1 (control mode signal = 1). Is determined (S120).

  When the ECU 23 determines that the predetermined time T1 has elapsed after the control mode signal is 1 and the restart of the engine 3 is started, the other ECU 23 stops the mask processing for the diagnosis (S130). On the other hand, when the other ECU 23 determines that the predetermined time T1 has not elapsed after the control mode signal is not 1 and the restart of the engine 3 is started, the mask processing for the diagnosis is continued (S140).

  The idle stop ECU 5 causes the other ECU 23 to execute the mask process for the diagnosis for a predetermined time T1 after the restart of the engine 3 is started, but the idle stop ECU 5 itself also performs the mask for the diagnosis in the same manner as the other ECUs 23. Processing is being executed.

  As described above, in the control device 1 for the idle stop vehicle according to the present embodiment, the idle stop ECU 5 causes the other ECUs 23 to perform the mask processing for the diagnosis for a predetermined time T1 after the restart of the engine 3 is started. Thereby, after restart of the engine 3 is started, it can be prevented that the power supply is erroneously detected as having a low voltage abnormality in the diagnosis of the other ECU 23 for a predetermined time T1. In this case, the idle stop control by the idle stop ECU 5 is not limited. Therefore, the fuel consumption rate of the vehicle can be improved while preventing erroneous detection of the diagnosis by the ECUs 5, 7, and 23.

  As mentioned above, although the best mode for carrying out the present invention has been described using one embodiment, the present invention is not limited to such one embodiment, and within the scope not departing from the gist of the present invention, Various modifications and substitutions can be made to the above-described embodiment.

  For example, in the above-described embodiment, the mask process for the diagnosis is performed for a predetermined time T1 after the restart of the engine 3 is started, but the driving of the engine 3 is stopped (for example, a stop signal is transmitted to the engine ECU 7). ) After that, it may be performed for a predetermined time T2 (FIG. 2). The predetermined time for performing the masking process on the diagnosis can be set to an arbitrary time as long as the predetermined time T1 is included at least after the restart of the engine 3 is started.

  In the above embodiment, when it is estimated that the amount of decrease in the voltage value of the power supply 11 is equal to or greater than a predetermined amount at the start of the next restart of the engine 3, the idle stop ECU 5 You may let them. In this case, the idle stop ECU 5 stores the voltage drop amount of the power supply 11 in the RAM of the idle stop ECU 5 every time the engine 3 is restarted from the idle stop state, for example. The idle stop ECU 5 estimates the voltage drop amount of the power supply 11 when the engine 3 is restarted next time based on the history of the voltage drop amount of the power supply 11 stored in the RAM. The power supply 11 is provided with a voltage sensor 11a for detecting the voltage of the power supply 11, and the voltage sensor 11a is connected to the idle stop ECU 5.

  As described above, the voltage drop of the power supply 11 occurs at the start of the restart of the engine 3. However, the voltage drops below the communication operation guarantee voltage of the ECUs 5, 7, and 23, and does not lead to erroneous detection of low voltage abnormality due to diagnosis. Therefore, the accuracy of the diagnosis can be improved by performing the mask process on the diagnosis only when the voltage drop amount of the power supply 11 is equal to or larger than the predetermined amount and the ECUs 5, 7, and 23 are abnormal in low voltage. .

  Further, in the above embodiment, the idle stop ECU 5 restarts the engine 3 next time based on the history of the voltage drop amount of the power supply 11 stored in the RAM of the idle stop ECU 5 and the travel history from the navigation device 23a. The amount of voltage drop of the power supply 11 when it is done may be estimated. Thereby, since the voltage drop amount of the power supply 11 is estimated according to a user's running pattern, the precision of the said estimation improves. The navigation device 23a includes a map information and a travel history of the vehicle, a position detection unit that detects the current position of the vehicle such as a GPS (Global Positioning System), and a destination setting unit that sets the destination of the vehicle. Route information calculation that calculates route information from the current location to the destination based on the map information from the storage unit, the current position detected by the position detection unit, and the destination set by the destination setting unit Means and travel guidance means for performing travel guidance based on the route information.

  Further, the idle stop ECU 5 detects the temperature of the power supply 11 detected by the temperature sensor, the current (discharged electric quantity) of the power supply 11 detected by the current sensor, the capacity of the power supply 11, and the degree of deterioration (usage time) of the power supply 11. Etc.), the corrected voltage decrease amount obtained by performing the correction process on the estimated decrease amount of the voltage value of the power supply 11 may be calculated. The idle stop ECU 5 may cause another ECU 23 to perform mask processing for the diagnosis when the calculated correction voltage decrease amount is equal to or greater than a predetermined amount. In this case, it is possible to estimate the voltage drop amount of the power supply 11 with higher accuracy in accordance with the use state and nature of the power supply.

  In the above embodiment, the present invention is applied to the idle stop vehicle control device 1 having one power source (main power source) 11. However, the present invention is also applicable to an idle stop vehicle control device including a main power source 11 and a sub power source. . A capacitor (capacitor), a lithium battery, or the like is used as the sub power source. For example, in the prior art, if a long-time spontaneous discharge occurs in the sub power source or the engine is restarted frequently, a low voltage due to the diagnosis is caused by a voltage drop due to the operation of the starter at the time of engine restart. There is a risk of erroneous detection of an abnormality. Therefore, in the control device 1 according to the present embodiment, by performing the mask process as described above, it is possible to prevent erroneous detection of low voltage abnormality due to diagnosis.

  In the above embodiment, the idle stop ECU 5 corresponds to idle stop control means, mask execution means, voltage drop amount estimation means, and voltage drop amount storage means described in the claims. Further, the idle stop control means, the mask execution means, and the voltage decrease amount estimation means are realized by a program stored in the ROM of the idle stop ECU 5 and executed by the CPU. Further, the other ECU 23 corresponds to an electronic control device for a vehicle described in the claims.

  The present invention can be used in a control device for an idle stop vehicle. The appearance, weight, size, running performance, etc. of the vehicle to be mounted are not limited.

It is the schematic which shows the system configuration | structure of the control apparatus of the idle stop vehicle which concerns on one Example of this invention. It is a figure which shows the time transition until a mask process is performed with respect to a diagnosis through an idle stop state from an idling state. It is a flowchart which shows an example of the process flow of the mask process by other ECU.

Explanation of symbols

1 Control Device for Idle Stop Vehicle 3 Engine 5 Idle Stop ECU
7 Engine ECU (Vehicle electronic control unit)
9 Starter 11 Power supply 11a Voltage sensor (Voltage drop detection means)
23 Other ECU (Vehicle Electronic Control Device)
23a Navigation device (navigation means)
T1 predetermined time (first predetermined time)
T2 predetermined time (second predetermined time)

Claims (2)

An idle stop vehicle control device comprising idle stop control means for stopping driving of the engine when a predetermined stop condition is satisfied and restarting the engine when a predetermined start condition is satisfied,
After a start of restart of the engine, a first predetermined time greater than a value obtained by adding a cranking start time and a cranking state time from the start of the restart determined in advance to the start of cranking, for abnormality detection A control device for an idle stop vehicle, comprising: a mask execution means for causing a vehicle electronic control device to perform mask processing. A control device for an idle stop vehicle according to claim 1,
The mask execution means performs the mask processing for the abnormality detection for a second predetermined time including an idle stop execution waiting time, an idle stop state time, and the first predetermined time after the engine stop by the idle stop control means. A control device for an idle stop vehicle, which is executed by the electronic control device.

Images