JP5531943B2 - Engine stop / start control device - Google Patents

Description

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

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

  When restarting the engine, from the viewpoint of improving drivability, it is desirable to start the engine as soon as possible after a restart request, and various techniques have been proposed for that purpose (see, for example, Patent Document 1). ). Patent Document 1 discloses that, after an engine is automatically stopped, if a restart request is made while the engine speed is decreasing, the engine is cranked by a starter without waiting for the engine to stop completely. Has been. Specifically, when there is a restart request before the engine stops rotating after the engine is automatically stopped, first, the pinion is rotated by the motor. Thereafter, when the rotational speed of the pinion is synchronized with the rotational speed of the ring gear (engine rotational speed), the pinion is engaged with the ring gear, and the ring gear is rotated by the rotation of the pinion. As a result, the engine is returned to the operating state as quickly as possible.

Patent No. 4211208

  When the engine is restarted after automatic engine stop and before engine rotation stops, the rotation speed of the pinion is synchronized with the rotation speed of the ring gear depending on the reduction amount (decrease rate) per unit time of the engine rotation speed. It may be difficult to engage the two in a state. In this case, if the pinion and the ring gear are engaged with each other by the above control, the pinion may be engaged with the ring gear in this state although the pinion rotation speed and the ring gear rotation speed are not synchronized. In such a case, there is a concern that the engagement between the pinion and the ring gear cannot be performed promptly, or the engagement sound becomes excessively large.

  The present invention has been made in order to solve the above-described problems, and can appropriately perform the meshing of the pinion and the ring gear, and thus the engine can be restarted by the starter. The main purpose is to provide a control device.

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

  The present invention has an automatic stop start function that automatically stops the engine when a predetermined automatic stop condition is satisfied, and then restarts the engine by performing cranking by a starter when the predetermined restart condition is satisfied. When restarting the engine, the cranking is performed by the rotation of the pinion while the pinion of the starter meshes with the ring gear connected to the output shaft of the engine, and the meshing is released when the cranking ends. The present invention relates to an engine stop / start control device. The invention described in claim 1 is characterized in that, when the restart condition is satisfied, after the pinion is rotated, a forward control means for performing forward control for performing the meshing, and establishment of the restart condition Sometimes, after the meshing, the engine rotation speed between the rotation control means for performing the rotation control for rotating the pinion and the first phase of the stop after the automatic stop condition is satisfied and before the engine rotation is stopped. When the restart condition is satisfied during the first half of the stop, the advance control is performed in the pre-stop period based on the decrease mode detected by the decrease mode detection unit. And restart control means for selecting and implementing either of the post-rotation control and the post-rotation control.

  In an engine having an idle stop function, if the engine restart condition is satisfied after the engine has been automatically stopped and before the engine has stopped, the rotation speed of the pinion is set to the rotation speed of the ring gear so that the engine can be restarted as soon as possible. After that, pinion advance control for engaging the pinion with the ring gear may be performed. However, when the pinion advance control is performed, depending on the change mode (decrease mode) of the engine speed in the decreasing direction before the engagement between the pinion and the ring gear, the engagement may be performed in a synchronized state. As a result, it is conceivable that the engagement between the pinion and the ring gear cannot be performed quickly, or the meshing sound becomes excessively large.

  In view of this point, in the present invention, when the engine is restarted after the engine is automatically stopped and before the engine is stopped, the pinion advance control or the pinion reverse control is performed based on the engine speed reduction mode. Select whether to implement. Thereby, drive control of the starter can be performed depending on whether the two can be engaged with each other in a state where the pinion rotation speed is synchronized with the ring gear rotation speed. Therefore, it is possible to avoid inconvenience when the engagement between the pinion rotation speed and the ring gear rotation speed is not synchronized. Therefore, according to the present invention, the pinion and the ring gear can be properly engaged with each other, and the engine restart by the starter can be appropriately performed.

  Specifically, as in the invention described in claim 2, the reduction mode detection means detects a reduction rate of the engine rotation speed as a reduction mode of the engine rotation speed, and the restart control means The post-rotation control is performed when the reduction rate detected by the reduction mode detection means is larger than a determination value. Alternatively, as in the invention according to claim 3, it is determined that the decrease rate detected by the decrease mode detection means has changed to an increase side during the pre-stop period and after the restart condition is satisfied. A reduction rate increase determination unit is provided, and the restart control unit performs the post-rotation control when the decrease rate increase determination unit determines that the decrease rate has changed to the increase side. If the amount of decrease (decrease rate) per unit time of the engine rotation speed is large in the pre-stop period, or if the engine rotation speed has decreased, the engine rotation speed will drop rapidly. This is because there is a possibility that the meshing of the pinion rotational speed and the ring gear rotational speed cannot be performed in a synchronized state.

  In some cases, the engine restart condition includes that the clutch means starts to shift from the power cut-off state to the power transmission state by the operation of the driver in the engine automatic stop state. When engine restart is performed by pinion advance control triggered by such clutch release operation, the clutch engagement operation is rapidly performed after the engine restart condition is satisfied, thereby synchronizing the pinion rotation speed with the ring gear rotation speed. Before, the clutch means may be switched from the power cut-off state to the power transmission state. In this case, it is conceivable that the drop in the engine rotation speed becomes large and the meshing of the two cannot be performed in a state where the pinion rotation speed and the ring gear rotation speed are synchronized. Therefore, as in the invention described in claim 4, the present invention is applied to a vehicle including a clutch unit that cuts off and transmits power between the engine and the transmission according to a driver's operation. As the lowering mode, a clutch operation state when the clutch unit shifts from a power cut-off state to a power transmission state is detected, and the restart control unit is configured to perform the advance control and the post-rotation based on the clutch operation state. It is good to select and implement either of control.

  According to a fifth aspect of the invention, there is provided time setting means for setting a rotation standby time from the execution of the meshing to the start of rotation of the pinion based on the reduction mode, and the backward control is performed based on the reduction mode. In this case, the rotation start timing of the pinion is changed based on the rotation standby time set by the time setting means.

  When the rotational speed of the engine becomes zero, the rotation direction of the engine output shaft is switched from normal rotation to reversal due to the pendulum characteristics, and therefore the meshing of the pinion and the ring gear may be performed during engine reversal. Further, the amount of inversion at that time differs depending on the mode of decrease in engine rotation speed after the engine is automatically stopped until the engine stops rotating. For example, the amount of inversion increases as the rate of decrease in engine rotation speed increases. . Therefore, it can be said that the greater the rate of decrease, the greater the amount of reversal. As a result, the greater the rate of decrease, the higher the likelihood that the pinion and the ring gear will be engaged during engine reversal.

  Here, when the meshing is performed during engine reversal and the starter motor is rotated to rotate the pinion during the reversal, it is necessary to change the rotation direction of the engine output shaft from reversal to normal rotation. There is a concern that the power consumption increases and the meshing noise increases. On the other hand, if the rotation standby time from the meshing to the start of rotation of the pinion (start of rotation of the motor) is increased, the time until the engine is restarted is increased. In that respect, according to the above configuration, the rotation standby time is set according to the mode of decrease in the engine rotation speed, so that the time until the engine is restarted is suppressed while suppressing the rotation of the pinion during engine reversal. It can suppress becoming longer.

  In order to promptly engage the pinion and the ring gear, it is desirable that the rotation of the output shaft of the engine is normal. In view of this point, the invention according to claim 6 includes timing setting means for setting the execution timing of the meshing based on the reduction mode, and when the post-rotation control is performed based on the reduction mode, the timing The meshing is performed based on the timing set by the setting means. By doing so, the meshing can be performed at an appropriate timing in accordance with the rate of decrease in engine rotation speed after the engine restart condition is satisfied. Specifically, for example, the meshing is performed after the fluctuation between the normal rotation and the reversal of the engine rotation speed is settled by delaying the meshing timing as the decrease rate of the engine rotation speed in the period before the stop increases. To be. Alternatively, the meshing is performed before the engine rotation speed is switched from the normal rotation to the reverse rotation by increasing the meshing timing as the decrease rate of the engine rotation speed is larger.

  According to a seventh aspect of the invention, a rotational speed detecting means for detecting an engine rotational speed when the restart condition is satisfied, and the advance control based on the engine rotational speed detected by the rotational speed detecting means. Selection means for selecting which of the post-rotation control is performed, and when the post-rotation control is performed based on the reduction mode detected by the reduction mode detection unit and detected by the rotational speed detection unit The rotation standby time from the engagement to the start of rotation of the pinion is changed when the reverse control is performed based on the engine rotational speed.

  When performing the pinion rotation control based on the engine speed reduction mode, the engine rotation speed in the pre-stop period is smaller than when the pinion rotation control is performed based on the engine rotation speed at the time when the restart condition is satisfied. In many cases, the decline is in a rapid situation. Therefore, when performing the pinion reverse control based on the lowering mode, it is conceivable that the reversal amount when the rotation direction of the engine output shaft is reversed when the rotation speed of the engine becomes zero becomes large. Therefore, when the pinion reverse rotation control is performed based on the engine speed reduction mode, it is considered that the possibility that the pinion and the ring gear are engaged during the engine reversal is increased. Therefore, with the above-described configuration, the rotation waiting time until the pinion is rotated after the pinion and the ring gear are engaged can be set to an appropriate time according to the starter drive control.

  By the way, from the viewpoint of ensuring that the engine restart is completed while the engine automatic stop condition is met and the engine combustion is stopped, from the viewpoint of reliably completing the engine restart, forward control or post-rotation control is performed. In some cases, it is preferable not to restart the engine in a special manner. In view of this point, in the invention according to claim 8, a predetermined prohibition determined based on a rate of decrease in engine rotation speed as a condition for prohibiting engine restart by the forward control and the post-rotation control in the pre-stop period. Condition determining means for determining whether or not a condition is satisfied, and when the condition determining means determines that the predetermined prohibition condition is satisfied, the engagement and the rotation of the pinion are performed after the engine stops rotating. carry out. According to this configuration, both quickness and certainty can be achieved when the engine is restarted.

  According to a ninth aspect of the present invention, when the restart condition is satisfied, after the meshing is performed before the rotation of the engine is stopped, the rotation control means for performing the rotation control before and after stopping to rotate the pinion, When the restart condition is satisfied, post-stop control means for performing post-stop control that performs the meshing and rotation of the pinion after the engine stops, and after the automatic stop condition is satisfied, A reduction mode detection means for detecting a reduction mode of the engine speed during the first period of stop before rotation stop, and the reduction mode detected by the reduction mode detection means when the restart condition is satisfied during the first period of stop. And a restart control means for selecting and implementing either the rotation control before and after the stop or the control after the stop.

  As described above, during the engine rotation descent after the automatic stop condition is satisfied, from the viewpoint of reliably completing the engine restart, depending on the degree of decrease in the engine rotation speed, a special mode such as post-rotation control is used. There may be situations where it is preferable not to restart the engine. In that respect, according to this configuration, in order to select whether to perform post-rotation control or to start starter driving after engine rotation stops according to the mode of decrease in engine rotation speed, when restarting the engine, Both promptness and certainty can be achieved.

1 is an overall schematic configuration diagram of an engine control system. The flowchart which shows the process sequence of starter drive control. The flowchart which shows the process sequence of pinion advance control. The flowchart which shows the process sequence of pinion reverse rotation control. The time chart for demonstrating the specific aspect of pinion advance control. The time chart which shows the specific aspect of the pinion reverse rotation control of this system. The time chart which shows the specific aspect of the pinion reverse rotation control of this system. The flowchart which shows the process sequence of the prohibition condition determination process of 2nd Embodiment. The flowchart which shows the process sequence of starter drive control of 2nd Embodiment. The flowchart which shows the process sequence of starter drive control of 3rd Embodiment.

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

  In FIG. 1, a starter 10 is provided with a motor 11, and the motor 11 is rotationally driven by power supply from a battery 12. A pinion shaft 13 is engaged with a rotation shaft (not shown) of the motor 11, and at one end of the pinion shaft 13, the pinion 14 intermittently transmits power between the pinion shaft 13 and the pinion 14. And is supported in one piece.

  The pinion shaft 13 is supported by one end of a lever 17 that rotates about a shaft 16. A first solenoid SL <b> 1 including a coil 18 and a plunger 19 is disposed at the other end of the lever 17, and the plunger 19 disposed in the coil 18 is supported by the lever 17. In the non-energized state of the coil 18, the pinion 14 is disposed in a non-contact state with respect to the ring gear 22 connected to the output shaft (crankshaft) 21 of the engine 20. When the coil 18 is energized from the battery 12 in a non-contact state between the pinion 14 and the ring gear 22, the plunger 19 moves in the axial direction due to the energization, and the lever 17 rotates about the shaft 16 with the movement. . As a result, the pinion 14 is pushed out in the direction toward the ring gear 22, and the pinion 14 and the ring gear 22 are engaged with each other.

  Further, when the pinion 14 and the ring gear 22 are engaged with each other, the energization of the coil 18 is interrupted, whereby the pinion shaft 13 is displaced in the direction opposite to the direction toward the ring gear 22 by the biasing force of a spring (not shown). Due to the displacement of the pinion shaft 13, the engagement between the pinion 14 and the ring gear 22 is released, and the contact state between the two is released.

  An IG switch 23 is provided between the starter 10 and the battery 12, and the starter 10 can be energized from the battery 12 by turning on the IG switch 23 based on the operation of the driver. In addition, an SL1 drive relay 24 that switches between energization / non-energization of the first solenoid SL1 based on a control signal is provided between the coil 18 and the battery 12, and between the motor 11 and the battery 12, A second solenoid SL2 connected to the electromagnetic element of the motor 11 and switched between energization / non-energization by opening and closing a contact and an SL2 drive relay 25 switching between energization / non-energization of the second solenoid SL2 based on a control signal are provided. Yes.

  A manual transmission 27 is connected to a crankshaft 21 that is an output shaft of the engine 20 via a clutch device 26. The clutch device 26 includes a disk 26a (flywheel or the like) on the engine 20 side connected to the crankshaft 21, and a disk 26b (clutch disk or the like) on the transmission 27 side connected to the transmission input shaft 28. The discs 26a and 26b can be switched between the contact state and the separation state by the driver's stepping on or releasing the clutch pedal 29. Specifically, when the clutch pedal 29 is depressed by the driver, both disks 26a and 26b are separated from each other, the power from the engine 20 to the transmission 27 is cut off, and when the depression operation is released, both disks 26a. , 26b come into contact with each other and power is transmitted from the engine 20 to the transmission 27. The clutch device 26 and the clutch pedal 29 constitute clutch means for cutting off and transmitting power according to the operation by the driver.

  The transmission 27 is a manual transmission whose gear ratio is switched by a manual operation of the shift device 31 by a driver, and includes a plurality of forward gears, a reverse gear, and a neutral gear. In the transmission 27, the rotation of the transmission input shaft 28 is converted into the rotation of the transmission output shaft 32 by a gear ratio corresponding to each shift position.

  Wheels (drive wheels) 35 are connected to the transmission output shaft 32 via a differential gear 33, a drive shaft 34, and the like. Each wheel 35 is provided with a brake actuator 36 that is driven by a hydraulic circuit (not shown) or the like and applies a braking force to each wheel 35.

  In addition, the present system includes a crank angle sensor 37 that outputs a rectangular crank angle signal at every predetermined crank angle of the engine 20 (for example, in a cycle of 30 ° CA), and a cooling water temperature sensor 38 that detects the temperature of engine cooling water. , An accelerator sensor 39 that detects the amount of depression of the accelerator pedal (not shown), a clutch sensor 41 that detects the amount of depression (clutch stroke) of the clutch pedal 29, and a brake that detects the amount of depression of the brake pedal (not shown). Various sensors such as a sensor 42 and a shift position sensor 43 for detecting the shift position of the shift device 31 are provided.

  The ECU 50 is an electronic control device including a known microcomputer or the like, and inputs detection results of various sensors provided in the system, and based on the input, intake air amount control, fuel injection amount control, idle stop, etc. Various engine controls such as control and drive control of the starter 10 are performed.

  The idle stop control performed in the above system configuration will be described in detail. In the idle stop control, when a predetermined stop condition is satisfied during idling of the engine 20, the fuel injection and ignition are stopped to automatically stop the engine 20, and then the engine 20 is restarted when the predetermined restart condition is satisfied. It is something to be made. The engine stop condition is, for example, that the accelerator operation amount has become zero (becomes idle), that the brake pedal has been depressed, or that the vehicle speed has decreased to a predetermined value or less. Is included.

  Further, the engine restart condition includes the start of a depression release operation (clutch release operation) of the clutch pedal 29, and in the engine stop state, the driver starts releasing the depression from the state where the clutch pedal 29 is fully depressed. And the engine restart condition is satisfied. In addition, the engine restart condition may include, for example, an accelerator depression operation, a brake operation amount becoming zero, and the like.

  Regarding the drive control of the starter 10, the ECU 50 includes an output port P1 that outputs an on / off signal of the SL1 drive relay 24 and an output port P2 that outputs an on / off signal of the SL2 drive relay 25. The starter 10 can be automatically energized (regardless of the switching state of a starter switch not shown) by the control signals from the output ports P1 and P2. Moreover, the energization states of the motor 11 and the coil 18 can be individually switched by these control signals.

  Hereinafter, the drive control of the starter 10 which is a premise will be described in detail.

  First, the case where the engine 20 is restarted with the switching of the IG switch 23 from OFF to ON will be described. In this case, the ECU 50 first outputs an ON signal to the SL1 drive relay 24. Thereby, energization of the coil 18 is started, and the pinion 14 is pushed out in the direction toward the ring gear 22. Further, the pinion 14 is engaged with the ring gear 22 by the extrusion of the pinion 14. Thereafter, the ECU 50 outputs an ON signal to the SL2 drive relay 25. Thereby, energization of the motor 11 is started, and the pinion 14 is rotated with the rotation of the motor 11. Then, the ring gear 22 is rotated by the rotational force of the pinion 14 and initial rotation is applied to the output shaft 21 of the engine 20.

  In the case where the engine 20 is restarted after the combustion of the engine 20 is stopped in accordance with the establishment of the automatic stop condition, the drive control of the starter 10 is made different depending on the engine speed at the time when the restart condition is satisfied. That is, when the engine speed at the time when the restart condition is satisfied (rotation speed at the time of start request) is within a predetermined low speed region near zero (for example, less than 200 rpm), first the pinion 14 is accompanied by the satisfaction of the restart condition. The pinion 14 is meshed with the ring gear 22 by the extrusion of, and then the initial rotation is applied to the engine 20 by the pinion reverse control for rotating the pinion 14 by the motor 11.

  On the other hand, when the rotational speed at the time of the start request is higher than the predetermined low rotation region, the pinion 14 is first rotated by the motor 11 and then the pinion 14 An initial rotation is imparted to the engine 20 by the pinion advance control for engaging the pinion 14 with the ring gear 22 by extrusion. That is, in this pinion advance control, when the engine 20 is restarted when the restart condition is satisfied, the rotation speed of the pinion 14 (pinion rotation speed) is changed to the rotation speed of the ring gear 22 (ring gear rotation speed) by the motor 11. In synchronization, the pinion 14 is pushed out and meshed with the ring gear 22.

  Here, in the present embodiment, the ring gear rotation speed NEr is higher than the pinion rotation speed NEp (NEr> NEp), and the rotation speed difference between the ring gear rotation speed NEr and the pinion rotation speed NEp is equal to or less than a predetermined value α (for example, 200 rpm). At this time (NEr−NEp <α), it is assumed that the pinion rotational speed NEp is synchronized with the ring gear rotational speed NEr. When meshing is performed in a state where the ring gear rotational speed NEr is lower than the pinion rotational speed NEp (NEr <NEp), the ring gear rotational speed NEr rapidly increases due to the rotational force of the pinion 14, which may cause a shock. Because.

  Since the one-way clutch 15 is provided integrally with the pinion 14 in this system, when the pinion 14 and the ring gear 22 are engaged with each other in a state where the ring gear rotational speed NEr is higher than the pinion rotational speed NEp. The pinion 14 is idled by the one-way clutch 15. Therefore, even if NEr> NEp and the pinion 14 and the ring gear 22 are engaged with each other, the rotation of the pinion 14 is not transmitted to the pinion shaft 13, thereby suppressing the occurrence of shock at the time of engagement.

  In this specification, for the sake of convenience, the rotational speed of the ring gear 22 and the pinion 14 are in a state where the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 14 are in a predetermined relationship. It is expressed as a state in which the rotation speed of is synchronized. Therefore, for example, when it is expressed that the rotation speed of the ring gear 22 and the rotation speed of the pinion 14 are equal, the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 14 are Are equal, and the actual rotation speed of the pinion 14 is a rotation speed corresponding to the ratio of the diameter of the ring gear 22 to the diameter of the pinion 14. For example, when the above-mentioned predetermined relationship is set so that the speeds of both teeth are equal, if the diameter of the ring gear 22 is 10 times the diameter of the pinion 14, the rotational speed of the ring gear 22 and the rotational speed of the pinion 14 are synchronized. In the state, the actual rotational speed of the pinion 14 is 10 times the actual rotational speed of the ring gear 22.

  Further, regarding the drive control of the starter 10 at the end of cranking, for example, when the engine rotation speed reaches the start rotation speed NEf (for example, 400 to 500 rpm) by the first combustion (first explosion) of the engine 20, the SL1 drive relay 24 and an off signal are output to the SL2 drive relay 25. As a result, the meshing between the pinion 14 and the ring gear 22 is released, and the rotational drive of the motor 11 is stopped.

  By the way, if the restart condition is satisfied after the automatic engine stop condition is satisfied and before the rotation of the engine 20 is stopped (hereinafter also referred to as the pre-stop period), and the pinion advance control is performed accordingly, the stop is performed. Depending on the mode of decrease in engine speed in the previous period, the drop in speed is rapid. In this case, the pinion 14 and the ring gear 22 are in a state where the pinion speed NEp is synchronized with the ring gear speed NEr. It can be difficult to engage. Further, in this case, when the pinion 14 and the ring gear 22 are engaged by the pinion advance control, the pinion 14 is in this state even though the pinion rotational speed NEp and the ring gear rotational speed NEr are not synchronized. There is a risk of being engaged with the ring gear 22.

  Specifically, for example, after the engine is automatically stopped and before the pinion 14 of the starter 10 is engaged with the ring gear 22, the wheel 35 is locked by the depression operation when the brake pedal is rapidly depressed by the driver. Sometimes. In such a case, it is conceivable that the engine speed drops rapidly toward zero due to the wheel lock. Alternatively, when the engine 20 is restarted when the clutch release operation is detected, the pinion 14 is operated when the clutch engagement operation is rapidly performed after the clutch release operation is started (after the restart condition is satisfied). It is conceivable that the clutch device 26 is switched from the power cut-off state to the power transmission state before the gear is engaged with the ring gear 22. In such a case, the engine speed rapidly decreases toward zero due to the sudden engagement of the clutch. In such a situation where the engine rotation speed rapidly decreases, it is difficult to mesh the pinion 14 with the ring gear 22 in a state where the pinion rotation speed is synchronized with the ring gear rotation speed when the pinion advance control is performed. As a result of not being engaged in the state, it is conceivable that the engagement between the pinion 14 and the ring gear 22 is not performed quickly, or the engagement sound becomes excessively large.

  Therefore, in the present embodiment, when the engine restart condition is satisfied during the first stop period after the automatic stop condition is satisfied and before the rotation of the engine 20 is stopped, the engine rotation speed is reduced in the period before the stop, Specifically, it is selected based on the amount of decrease (decrease rate) per unit time of the engine rotational speed whether to carry out the pinion advance control or to carry out the post-pinion control.

  FIG. 2 is a flowchart showing a processing procedure of starter drive control when the engine is restarted. This process is executed by the ECU 50 at predetermined intervals.

  In FIG. 2, first, in step S <b> 101, it is determined whether or not the engine restart condition is satisfied after the engine 20 is automatically stopped. If the engine restart condition is satisfied, the process proceeds to step S102, and it is determined whether or not the engine rotation speed (starting request rotation speed) at the satisfaction timing is equal to or less than the first determination value NE1. The first determination value NE1 is set as a lower limit value of the rotational speed at which the engine rotational speed can be increased by combustion of the air-fuel mixture without using the starter 10 (can be restored independently). In the form, it is set to 500 to 600 rpm, for example.

  When the rotation speed at the start request is larger than the first determination value NE1, the process proceeds to step S103, and the engine 20 is restarted by ignition control and fuel injection control of the engine 20 without operating the starter 10. On the other hand, when the start request rotation speed is equal to or less than the first determination value NE1, the process proceeds to step S104, and it is determined whether the start request rotation speed is equal to or greater than the second determination value NE2 (for example, 200 rpm). If the rotation speed at the time of the start request is less than the second determination value NE2, the process proceeds to step S111, and after the pinion 14 is engaged with the ring gear 22, the pinion 14 is rotated by the motor 11 to rotate the pinion 14.

  On the other hand, if the start request rotational speed is greater than or equal to the second determination value NE2, the process proceeds to step S105, and a value 1 is set to the rotational speed flag F1. This rotational speed flag F1 indicates that the rotational speed at the time of start request is not more than the first determination value NE1 and not less than the second determination value NE2, and is set to a value 1 when this condition is satisfied. The

  In step S106, it is determined whether or not the rotation speed flag F1 is a value 1, and if it is not a value 1 (if it is a value 0), this routine is terminated. On the other hand, if the rotational speed flag F1 is 1, the process proceeds to step S107, where it is determined whether or not the pinion 14 is being pushed out. If the pinion is not being pushed, the process proceeds to step S108 and thereafter.

  In step S108, a decrease rate γ of the engine speed is calculated, and it is determined whether or not the calculated decrease rate γ is larger than a determination value. In the present embodiment, the reduction rate γ is calculated, for example, as a reduction amount (slope) per unit time of the engine speed calculated based on the output value of the crank angle sensor 37.

  In step S109, it is determined whether or not the decrease rate γ has increased, specifically, after the engine restart condition is satisfied and before the engine 20 stops rotating, per unit time of the engine speed. It is determined whether or not the amount of decrease has increased. At this time, the decrease rate γ after the change to the increase side may be smaller, larger, or the same as the determination value in step S108.

  If a negative determination is made in steps S108 and S109, the process proceeds to step S110, and after the pinion 14 is rotated by the motor 11, the pinion advance control for engaging the pinion 14 with the ring gear 22 is performed. On the other hand, if an affirmative determination is made in step S108 or S109, the process proceeds to step S111, and the pinion post-rotation control is performed. At this time, if the pinion advance control is already being executed based on the rotation speed at the time of the start request, the pinion advance control is stopped, and the process proceeds to the following pinion reverse control shown in FIG. Then, this routine ends.

  Next, the pinion advance control will be described with reference to the flowchart of FIG. This process is executed at predetermined intervals by the ECU 50 when an instruction is given to execute the pinion advance control in step S110 of FIG.

  In FIG. 3, first, in step S201, an ON signal is output to the SL2 drive relay 25, and the second solenoid SL2 is switched from the energized OFF state to the ON state. Thereby, the motor 11 is rotated and the pinion 14 is rotated. In the subsequent step S202, it is determined whether or not the pinion rotational speed NEp is synchronized with the ring gear rotational speed NEr. In the present embodiment, the pinion rotational speed NEp is calculated based on the energization current of the coil 18, and the ring gear rotational speed NEr is calculated based on the output value of the crank angle sensor 37. When NEr> NEp and NEr−NEp <α, it is determined that the pinion rotational speed NEp is synchronized with the ring gear rotational speed NEr. When the pinion rotational speed NEp is synchronized with the ring gear rotational speed NEr, the process proceeds to step S203.

  In step S203, an ON signal is output to the SL1 drive relay 24, and the first solenoid SL1 is switched from the energized OFF state to the ON state. The plunger 19 is displaced in accordance with the energization switching, and the pinion shaft 13 is displaced in the direction toward the ring gear 22 with the rotational force applied by the motor 11 in accordance with the displacement of the plunger 19. Thereby, the pinion 14 is meshed with the ring gear 22 and cranking of the engine 20 is started.

  In step S204, it is determined whether or not the engine rotation speed is equal to or higher than the start rotation speed NEf (for example, 400 to 500 rpm). This starting rotational speed NEf is set to a value higher by a predetermined speed than the cranking rotational speed. Then, the process proceeds to step S205 on condition that the engine rotational speed is equal to or higher than the starting rotational speed NEf, and an off signal is output to the SL1 drive relay 24 and an off signal is output to the SL2 drive relay 25. Thereby, the meshing between the pinion 14 and the ring gear 22 is released, and the rotation of the motor 11 is stopped.

  Next, pinion rotation control will be described with reference to the flowchart of FIG. This process is executed at predetermined intervals by the ECU 50 when an instruction is given in step S111 in FIG.

  In FIG. 4, first, in step S301, it is determined whether or not the value 1 is set in the rotation speed flag F1, and if the value 1 is set, an on signal is sent to the SL2 drive relay 25 in step S302. Determine whether output is in progress. At this time, if the ON signal is being output, the rotation of the motor 11 is started based on a command to execute the pinion advance control, and then the pinion advance control is switched to the pinion later control. Outputs an off signal to the SL2 drive relay 25 in step S303. Thereby, the rotation of the motor 11 is stopped.

  In step S304, it is determined whether or not it is the push-out timing of the pinion 14. In the present embodiment, the push timing of the pinion 14 is set immediately before or after the engine 20 stops rotating. Specifically, the timing when the engine speed calculated based on the output value of the crank angle sensor 37 becomes equal to or lower than a predetermined low speed (for example, 100 rpm) is set. If it is the push-out timing of the pinion 14, the process proceeds to step S305, and an ON signal is output to the SL1 drive relay 24. As a result, the first solenoid SL1 is switched to the energized on state, and the pinion 14 and the ring gear 22 are engaged.

  In step S306, it is determined whether or not the engagement between the pinion 14 and the ring gear 22 is completed. If it is determined that the engagement is completed, an ON signal is output to the SL2 drive relay 25 in step S307, and the first signal is output. 2 The solenoid SL2 is switched from the energized off state to the on state. Thereby, the pinion 14 is rotated with the rotation of the motor 11, and cranking of the engine 20 is started.

  In this embodiment, the determination of meshing between the pinion 14 and the ring gear 22 is performed based on, for example, an elapsed time from the push-out timing of the pinion 14. Or you may provide the sensor which can detect that both mesh | engaged, and may determine based on the output value of the sensor.

  Thereafter, in steps S308 and S309, processing similar to that in steps S204 and S205 in FIG. 3, that is, when the engine speed becomes equal to or higher than the starting rotational speed NEf, the meshing between the pinion 14 and the ring gear 22 and the motor 11 are released. Stop rotation.

  Next, specific modes of starter drive control in the present embodiment will be described using the time charts of FIGS. In FIGS. 5 to 7, after the engine is automatically stopped, before the engine rotation speed NE becomes zero, in detail, when the engine rotation speed NE is less than the first determination value NE1 and greater than or equal to the second determination value NE2. The case where the restart condition is satisfied is assumed. In the figure, the solid line indicates the transition of the ring gear rotational speed NEr (engine rotational speed), and the alternate long and short dash line indicates the transition of the pinion rotational speed NEp. In the drawing, the speed of the teeth provided on the outer peripheral edge of the ring gear 22 and the speed of the teeth provided on the outer peripheral edge of the pinion 14 are shown as a ring gear rotational speed NEr and a pinion rotational speed NEp, respectively.

  FIG. 5 is a time chart showing a case where the pinion advance control is performed. In FIG. 5, when the engine restart condition is satisfied at timing t11 after the engine automatic stop condition is satisfied, first, the second solenoid SL2 is switched to the energized on state, and the motor 11 is rotated. As a result, the pinion rotational speed NEp increases, and the difference from the engine rotational speed (ring gear rotational speed NEr) gradually decreases. When the pinion rotational speed NEp increases until the rotational speed difference between the pinion rotational speed NEp and the ring gear rotational speed NEr becomes α, the first solenoid SL1 is switched to the energized state at the timing t12. Thus, the pinion 14 is engaged with the ring gear 22 in a state where the pinion rotational speed NEp and the ring gear rotational speed NEr are synchronized, and the cranking of the engine 20 is started. After that, when the engine 20 is first exploded and the engine rotational speed NE reaches the starting rotational speed NEf, the meshing between the pinion 14 and the ring gear 22 is released and the rotation of the motor 11 is stopped.

  Next, a case where either one of the pinion forward control and the pinion post-rotation control is selected and executed based on the engine speed reduction rate γ will be described with reference to FIGS. 6 and 7.

  In FIG. 6, for example, it is assumed that the wheel lock occurs after the engine is automatically stopped and before the engine restart condition is satisfied. In FIG. 6, when the engine speed reduction rate γ is greater than the determination value at the time t21 when the restart condition is satisfied, the engine speed NE (startup request speed) at the timing t21 is NE2 ≦ NE <NE1. Even if there is, the engine 20 is restarted by the pinion rotation control. That is, after the engine restart condition is satisfied, when the engine rotation speed decreases due to inertial rotation of the engine 20 and the ring gear rotation speed NEr becomes close to zero, the first solenoid SL1 is energized at the timing t22. Thereby, the pinion 14 is pushed out toward the ring gear 22, and both are meshed. Further, at the timing t23 when the meshing is completed, the second solenoid SL2 is energized and the motor 11 is rotated. As a result, cranking of the engine 20 is performed and the engine 20 is restarted.

  In FIG. 7, for example, it is assumed that the engine restart condition is satisfied by the clutch release operation of the driver, and the clutch engagement operation by the driver is rapidly performed after the engine restart condition is satisfied. In FIG. 7, at the timing t31 when the restart condition is satisfied, the engine speed reduction rate γ is smaller than the determination value. In this case, the rotation of the motor 11 is started by turning on the second solenoid SL2. Thereafter, at timing t32, when the rate of decrease γ of the engine rotation speed changes due to sudden clutch engagement, the second solenoid SL2 is energized and the rotation of the motor 11 is stopped at timing t32.

  Then, when the engine rotation speed decreases due to inertial rotation of the engine 20 and the ring gear rotation speed NEr becomes close to zero, the first solenoid SL1 is energized at the timing t33, and the pinion 14 is engaged with the ring gear 22. Further, at the timing t34 when it is determined that the meshing is completed, the second solenoid SL2 is energized and the motor 11 is rotated. Thereby, cranking of the engine 20 is performed and the engine 20 is restarted.

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

  When engine restart is performed after the engine automatic stop condition is satisfied and before the engine 20 stops rotating, based on the engine rotation speed decrease mode, specifically, based on the engine rotation speed decrease rate γ, Since either the pinion rotation control or the pinion rotation control is selected and executed, the starter depends on whether or not the two can mesh with the ring gear rotation speed synchronized with the ring gear rotation speed. Ten drive controls can be implemented. Thereby, the inconvenience at the time of meshing both in the state which the pinion rotational speed and ring gear rotational speed are not synchronizing can be avoided. As a result, the pinion 14 and the ring gear 22 can be properly engaged with each other, and the engine restart by the starter 10 can be appropriately performed.

  After the engine is automatically stopped and before the rotation of the engine 20 is stopped, when the decrease rate γ of the engine rotation speed is larger than the determination value or when the decrease rate γ changes to the increase side, the post-pinion rotation control is performed. Because of the configuration, the engine speed drops rapidly, and the pinion advance control is performed in a situation where there is a high possibility that the two cannot be engaged with each other while the pinion speed and the ring gear speed are synchronized. Can be avoided. In particular, when the decrease rate γ changes to the increasing side after the restart condition is satisfied, it is conceivable that the decrease rate γ is different between the timing at which the restart condition is satisfied and the timing of meshing. In this regard, according to this configuration, it is possible to perform optimum starter drive control each time in response to a change in the situation after the restart condition is established.

  In particular, in this configuration in which the engine is restarted on the assumption that the engine restart condition is satisfied by this operation when the clutch release operation is started by the driver, the pinion 14 and the ring gear 22 are operated when there is a rapid clutch engagement operation. It is considered that the engine rotation speed tends to drop rapidly before meshing, and it is more likely that the two cannot be meshed in a state where the pinion rotation speed and the ring gear rotation speed are synchronized. Therefore, by applying to a configuration in which the engine is restarted based on the clutch release operation, it is possible to more suitably obtain the effect of appropriately engaging the pinion 14 and the ring gear 22.

(Second Embodiment)
Next, a second embodiment of the present invention will be described focusing on differences from the first embodiment. In the present embodiment, a predetermined prohibition condition is established before the engine restart condition is satisfied in the period before the engine 20 stops rotating after the automatic stop condition of the engine 20 is satisfied and the combustion of the engine 20 is stopped. If it is established, neither the pinion forward control nor the pinion reverse control is performed, and cranking is performed after the engine rotation stops. This point is different from the first embodiment. Hereinafter, the starter drive control of the present embodiment will be described in detail with reference to FIGS. 8 and 9.

  FIG. 8 is a flowchart showing the processing procedure of the prohibition condition determination process. This process is executed by the ECU 50 at predetermined intervals.

  In FIG. 8, in step S401, it is determined whether or not it is a period (automatic stop period) from when the engine automatic stop condition is satisfied to when the engine restart condition is satisfied. Proceed to

In step S402, it is determined whether a predetermined prohibition condition is satisfied. Here, the prohibition condition is set in advance as a condition for prohibiting the engine restart by the forward control and the post-rotation control in a period before the engine 20 stops rotating after the combustion of the engine 20 is stopped. . In the present embodiment, the prohibition condition is determined based on the engine rotation speed decrease rate γ. Specifically,
It includes that the rate of decrease γ is larger than the judgment value TH1 and that the rate of decrease γ has changed to the increasing side.

  In the present embodiment, whether or not these conditions are satisfied is calculated based on the detected value of the engine speed, and the determination is made based on the calculated reduction rate γ, or based on the diagnosis data. Specifically, the determination based on the diagnosis data includes, for example, a case where diagnosis data indicating an abnormality of the alternator (lock abnormality) is stored in the ECU 50. In this case, the load applied to the engine output shaft is increased, and it is considered that the rate of decrease γ of the engine speed in the period before the stop is greater than the determination value TH1.

  In the present embodiment, the determination value TH1 is set to be larger than the determination value of the decrease rate γ for switching between the pre-control and the post-control (the determination value TH2 in step S509 in FIG. 9 below). It is.

  In addition, the present embodiment includes a case where an abnormality of the crank angle sensor 37 is detected as a prohibition condition. This is to avoid driving the starter 10 in a special manner such as forward control or post-rotation control when an abnormality occurs in the crank angle sensor 37 or the like.

  In step S402, if the prohibition condition is not satisfied, the present process is terminated as it is. On the other hand, if the prohibition condition is satisfied, the process proceeds to step S403, the value 1 is set to the prohibition condition satisfaction flag F2, and the process is terminated.

  Next, the processing procedure of the starter drive control of this embodiment will be described using the flowchart of FIG. This process is executed by the ECU 50 at predetermined intervals. Of the processes in FIG. 9, processes similar to those in FIG. 2 described above are denoted by step numbers in FIG. 2 and description thereof is omitted.

  In FIG. 9, in steps S501 to 502, the same processing as in steps S101 to S102 is performed. In step S502, when the rotation speed at the start request is equal to or less than the first determination value NE1, the process proceeds to step S504. In step S504, it is determined whether or not a value 1 is set in the prohibition condition satisfaction flag F2. If F2 = 1 is not satisfied, that is, if the prohibition condition is not satisfied, the process proceeds to step S505 and subsequent steps, and steps S104 to S111 are performed. Steps S505 to S512 are performed as similar processing. Thereby, cranking is implemented by the pinion advance control or the later control, and the engine 20 is restarted.

  On the other hand, if the prohibition condition is satisfied in step S504, the process proceeds to step S513, and cranking is performed after the engine rotation is stopped when the engine is restarted. Specifically, after the state in which the engine rotation speed is zero continues for a predetermined time, first, the pinion 14 is engaged with the ring gear 22 by pushing out the pinion 14, and after the engagement, the motor 11 rotates the pinion 14. Thereby, initial rotation is given to the engine 20.

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

  If a predetermined prohibition condition determined based on the rate of decrease in engine rotation speed is satisfied in the period before stopping the engine rotation after stopping the combustion of the engine 20, the restart condition is Even if it is established, since the engine restart by the pinion forward control and the post-rotation control is not performed, the engagement between the pinion 14 and the ring gear 22 and the motor drive are performed after the engine rotation is stopped. When not satisfied, priority can be given to the quickness of engine restart, and certainty can be given priority when the prohibition condition is satisfied. Therefore, according to the said structure, in engine restart, both quickness and certainty can be aimed at.

(Third embodiment)
Next, a third embodiment of the present invention will be described focusing on differences from the first embodiment. In the present embodiment, when the engine restart condition is established in the period before the engine 20 stops rotating after the combustion of the engine 20 is stopped, according to the change mode of the engine rotation speed in the period before the stop, It is selected whether to perform post-pinion rotation control or to perform post-rotation stop control in which the meshing process and the rotation of the pinion 14 are performed after the rotation of the engine 20 is stopped.

  More specifically, when the engine restart condition is satisfied in the pre-stop period, the engine restart is basically performed by the pinion reverse control. However, when the predetermined prohibition condition is satisfied before the engine restart condition is satisfied, the pinion post-rotation control is not performed, and the cranking is performed after the engine rotation is stopped. Hereinafter, the starter drive control of this embodiment will be described in detail with reference to FIG. Note that the processing of FIG. 10 is executed by the ECU 50 at predetermined intervals. Also, among the processes in FIG. 10, processes similar to those in FIG. 2 are given step numbers in FIG. 2 and description thereof is omitted.

  In FIG. 10, in steps S601 to 602, the same processing as in steps S101 to S102 is performed. In step S602, when the rotation speed at the start request is equal to or less than the first determination value NE1, the process proceeds to step S605. In step S605, it is determined whether or not the rotation speed at the time of the start request is equal to or higher than the second determination value NE2. If step S605 is NO, the process proceeds to step S607, and whether or not a value 1 is set in the prohibition condition satisfaction flag F2 is set. Determine. The ECU 50 is performing the prohibition condition determination process of FIG. 8 and reads the prohibition condition establishment flag F2 set according to the flowchart of FIG.

  If the prohibition condition satisfaction flag F2 is not 1, the process proceeds to step S608, and the pinion rotation control is performed. On the other hand, if the prohibition condition establishment flag F2 is 1, the process proceeds to step S609, and after-stop drive control is performed in which the engine 20 is cranked by the starter 10 after the engine rotation is stopped.

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

  In the configuration in which the engine restart is performed by the pinion reverse rotation control when the restart condition is satisfied in the period before the stop of the engine rotation after the automatic stop condition is satisfied, When a predetermined prohibition condition determined based on the decrease rate is satisfied, even if the restart condition is satisfied during the first half of the stop period, the engine is not restarted by the pinion rotation control, and the pinion 14 is stopped after the engine rotation is stopped. And the ring gear 22 are engaged and the motor is driven. Thereby, priority can be given to the quickness of engine restart when the prohibition condition is not satisfied, and certainty can be prioritized when the prohibition condition is satisfied. Therefore, according to the said structure, in engine restart, both quickness and certainty can be aimed at.

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

  The timing at which meshing between the pinion 14 and the ring gear 22 is started when the rotation of the pinion is performed based on the rotational speed at the time of the start request and when the rotation of the pinion is controlled based on the decrease rate γ of the engine rotation speed. Alternatively, the delay time from the end timing to the rotation start timing of the motor 11 is changed. When the rotational speed of the engine 20 becomes zero, the rotational direction of the engine output shaft is reversed due to the pendulum characteristics. Also, when the pinion reverse control is performed based on the decrease rate γ, the engine output shaft inversion amount when the engine rotation speed becomes zero is based on the rotation speed at the start request because the engine rotation speed drops rapidly. Therefore, it is conceivable that it becomes larger than the case where the rotation control after the pinion is performed. Therefore, when the pinion reverse control is performed based on the decrease rate γ, it is considered highly likely that the engagement of the pinion 14 and the ring gear 22 is performed during the reversal of the engine output shaft. Further, when the motor 11 is rotated during the reversal, it is necessary to rotate the engine output shaft from the reversal direction to the normal rotation direction, so that the power consumption of the starter 10 increases and the meshing noise increases. It is possible to do. Therefore, with the above configuration, it is possible to secure a sufficient time until the motor 11 is rotated after the pinion 14 and the ring gear 22 are engaged with each other. As a result, the motor 11 is inverted during the reversal of the engine output shaft. Rotation can be suppressed.

  When performing the pinion reverse control based on the engine speed reduction rate γ, the meshing start timing (output timing of the SL1 drive relay 24) or meshing between the pinion 14 and the ring gear 22 based on the rate of decrease γ or meshing The waiting time from the end timing to the rotation start timing of the motor 11 is changed. The inversion amount of the engine output shaft when the rotational speed of the engine 20 becomes zero increases as the decrease rate γ increases. Therefore, by increasing the waiting time as the rate of decrease γ increases, it is possible to suitably suppress the power consumption of the starter 10 and the meshing sound when the starter 10 is driven.

  When performing pinion reverse rotation control based on the reduction rate γ of the engine rotation speed, the meshing timing between the pinion 14 and the ring gear 22 according to the reduction rate γ, specifically, the ON signal of the SL1 drive relay 24 Change the output timing. In order to perform the meshing quickly, it is desirable that the engine output shaft is rotated forward. Therefore, the meshing is performed after the fluctuation between the normal rotation and the reversal of the engine speed is settled by delaying the meshing timing as the decrease rate γ is large. Alternatively, the meshing is performed before the engine rotation speed is switched from the normal rotation to the reverse rotation by increasing the meshing timing as the decrease rate γ is large.

  In the above embodiment, the engine rotation speed decrease rate γ is calculated as the engine rotation speed decrease mode in the pre-stop period, and the pinion advance control or the pinion reverse control is performed based on the calculated decrease rate γ. However, this is changed to detect the clutch operating state by the driver when the clutch device 26 shifts from the power cut-off state to the power transmission state as a mode of decreasing the engine rotation speed. Based on the clutch operating state, it is configured to select whether to perform the pinion advance control or the pinion advance control.

  Specifically, when the rotation speed at the time of the start request is less than the first determination value NE1 and greater than or equal to the second determination value NE2, the engine restart condition is satisfied and until the pinion 14 is pushed out. It is determined based on the clutch stroke detected by the clutch sensor 41 whether or not the clutch device 26 has changed from the power cut-off state to the power transmission state during the period. If the determination is affirmative, the pinion post-rotation control is selected and executed. That is, when the clutch device 26 changes from the power cut-off state to the power transmission state during the above period, the rotation of the motor 11 is stopped and the pinion 14 is pushed out when the engine rotation speed becomes near zero. . In addition, the rotation of the motor 11 is started after the engagement between the pinion 14 and the ring gear 22 is completed. Thereby, cranking of the engine 20 by the starter 10 is started. At this time, when the time until the clutch device 26 changes from the power cut-off state to the power transmission state is equal to or less than the determination value, the pinion post-rotation control may be selected and executed.

  Alternatively, in the above period, when the clutch device 26 changes from the power cut-off state to the power transmission state, instead of the configuration in which the pinion post-rotation control is selected and executed, the clutch device 26 changes from the power cut-off state to the power transmission state. A change amount (change rate) per unit time of the clutch stroke may be detected by the clutch sensor 41, and when the detected change rate is larger than the determination value, the pinion post-rotation control is selected and executed.

  In the above embodiment, the case where the starter 10 having the SL1 drive relay 24 that controls energization / non-energization of the coil 18 and the SL2 drive relay 25 that controls energization / non-energization of the motor 11 is applied to the present invention will be described. However, the starter may be any starter that can independently control the meshing release of the pinion 14 and the ring gear 22 and the rotation stop of the motor 11. You may apply to invention. That is, in this configuration, instead of the second solenoid SL2 in the starter 10 of FIG. 1, the plunger 19 is provided with a contact for energizing the motor at the end opposite to the lever 17. In this configuration, a motor energization control relay that can be switched on / off based on a control signal from the ECU 50 is provided between the motor 11 and the battery 12. Also in this configuration, the meshing operation of the pinion 14 and the ring gear 22 and the rotation operation of the motor 11 can be independently controlled by individually controlling the SL1 drive relay 24 and the motor energization control relay. .

  In the above embodiment, the case where the present invention is applied to an automobile (manual car) including the manual transmission 27 has been described. However, the present invention may be applied to an automobile (AT car) including an automatic transmission.

  DESCRIPTION OF SYMBOLS 10 ... Starter, 11 ... Motor, 14 ... Pinion, 15 ... One-way clutch, 18 ... Coil, 20 ... Engine, 21 ... Crankshaft, 22 ... Ring gear, 24 ... SL1 drive relay, 25 ... SL2 drive relay, 26 ... Clutch device (Clutch means), 27 ... transmission, 29 ... clutch pedal (clutch means), 50 ... ECU, SL1 ... first solenoid, SL2 ... second solenoid.

Claims (9)

It has an automatic stop start function that automatically stops the engine when a predetermined automatic stop condition is satisfied, and then restarts the engine by cranking with a starter when the predetermined restart condition is satisfied. An engine stop / start control device that performs cranking by rotation of the pinion in a state where the pinion of the starter meshes with a ring gear connected to an output shaft of the engine at the time of starting, and releases the meshing at the end of cranking In
A forward control means for performing forward control for performing the meshing after rotating the pinion when the restart condition is satisfied;
A post-rotation control means for performing post-rotation control for rotating the pinion after performing the meshing when the restart condition is established; and
Decreasing mode detecting means for detecting a rate of decrease in the engine rotation speed as a decrease mode of the engine rotation speed during the first half of the stop period after the automatic stop condition is satisfied and before the engine rotation stops
If the restart condition is satisfied during the first half of the stop, based on the lowering mode detected by the lowering mode detection means, select either the pre-control or the post-control in the pre-stop period Restart control means to implement;
An engine stop / start control device comprising: Before SL restart control means, an engine stop and start control system according to claim 1, wherein the reduction rate detected by the reduced aspect detecting means for performing the deferred control is greater than the determination value. If, after the formation of the restart condition even before Symbol stopped before the period, with a decrease rate increase determination means for determining that the reduction rate detected by the reduced aspect detecting means is changed to increase side,
3. The engine stop / start control device according to claim 1, wherein the restart control unit performs the post-rotation control when the decrease rate increase determination unit determines that the decrease rate has changed to an increase side. 4. Applied to a vehicle having clutch means for cutting off and transmitting power between an engine and a transmission in accordance with an operation of a driver;
The lowering mode detection means detects, as the lowering mode, a clutch operation state when the clutch means shifts from a power cut-off state to a power transmission state,
The engine stop start control according to any one of claims 1 to 3, wherein the restart control means selects and implements either the forward control or the post-rotation control based on the clutch operation state. apparatus. A time setting means for setting a rotation standby time from the execution of the meshing to the start of rotation of the pinion based on the reduction mode;
The engine according to any one of claims 1 to 4, wherein when the reverse control is performed based on the reduction mode, the rotation start timing of the pinion is changed based on the rotation standby time set by the time setting means. Stop / start control device. Timing setting means for setting the timing of the engagement based on the reduction mode;
The engine stop / start control device according to any one of claims 1 to 5, wherein when the reverse control is performed based on the lowering mode, the meshing is performed based on the timing set by the timing setting means. A rotational speed detecting means for detecting an engine rotational speed when the restart condition is satisfied;
Selection means for selecting which of the forward control and the post-rotation control is to be performed based on the engine rotational speed detected by the rotational speed detection means;
In the case where the reverse control is performed based on the reduction mode detected by the reduction mode detection means, and in the case where the reverse control is executed based on the engine rotational speed detected by the rotational speed detection means The engine stop / start control device according to any one of claims 1 to 6, wherein a rotation standby time from the execution of the operation to the start of rotation of the pinion is changed. Condition determining means for determining whether or not a predetermined prohibition condition determined based on a decrease rate of the engine rotation speed is satisfied as a condition for prohibiting the engine restart by the forward control and the post-rotation control in the pre-stop period. Prepared,
The engine according to any one of claims 1 to 7, wherein when the condition determining unit determines that the predetermined prohibition condition is satisfied, the meshing and the pinion are rotated after the engine stops rotating. Stop / start control device. It has an automatic stop start function that automatically stops the engine when a predetermined automatic stop condition is satisfied, and then restarts the engine by cranking with a starter when the predetermined restart condition is satisfied. An engine stop / start control device that performs cranking by rotation of the pinion in a state where the pinion of the starter meshes with a ring gear connected to an output shaft of the engine at the time of starting, and releases the meshing at the end of cranking In
When the restart condition is satisfied, after performing the meshing before stopping the engine rotation, the rotation control means for performing the rotation control before and after stopping to rotate the pinion, and
A post-stop control means for performing post-stop control for performing the meshing and the rotation of the pinion after the rotation of the engine is stopped when the restart condition is satisfied;
Decreasing mode detecting means for detecting a decreasing mode of the engine rotation speed during the first half of the stop period after the automatic stop condition is satisfied and before the engine rotation is stopped,
When the restart condition is established during the first half of the stop period, the control is performed again by selecting either the rotation control before and after the stop or the post-stop control based on the decrease mode detected by the decrease mode detecting means. Start control means;
An engine stop / start control device comprising:

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