JP5812853B2 - Vehicle control device - Google Patents

Description

This invention automatically stops the drive source that generates the driving force of the vehicle due to the establishment of a predetermined automatic stop condition, and when the steering angle of the steering changes more than a predetermined angle from the value when the drive source is automatically stopped, The present invention relates to a vehicle control device that restarts a drive source when a predetermined restart condition is satisfied.

  Conventionally, a so-called idle stop vehicle starts an engine by an IG (ignition) on operation, and thereafter executes idle stop control until the engine stops by an IG off operation, and a predetermined automatic stop condition is satisfied. The engine is automatically stopped and the engine is automatically restarted when a predetermined restart condition is satisfied.

  In this type of idle stop vehicle, the engine restarts when the steering angle of the steering exceeds a predetermined value (for example, 5 °) from the steering angle immediately before the idle stop (also referred to as the steering angle) during idle stop. It is considered that the condition is satisfied (see, for example, paragraph 0009 of Patent Document 1).

JP 2000-345878 A

  However, when the restart condition is set as in the above-mentioned patent document, the steering angle immediately before the idle stop is almost neutral or within a few degrees from the neutral point, and the engine is automatically stopped by the idle stop control. The engine will be restarted even if the steering angle changes slightly over 5 °, even if the driver accidentally operates the steering wheel during idle stop, etc. Therefore, the driver feels bothered, that is, the driving feeling is lowered, and the inconvenience that the idle stop time is reduced and the fuel consumption is lowered is caused.

  On the other hand, in order to reduce the troublesomeness described above, if the rudder angle change amount for permitting the engine restart is set to a value larger than 5 ° (for example, 20 °), it waits for a right turn at the intersection. If the vehicle is in a state where it is possible to make a right turn, it is necessary to make a right turn quickly, but if the steering is not rotated significantly, the engine will not restart, making it impossible to make a right turn quickly. Arise.

  In the present invention, when the drive source is restarted when a predetermined angle is changed from the rudder angle at the time of automatic stop of the drive source, the predetermined angle is variably set so that the steered angle of the steering heads toward the neutral point. The purpose is to prevent the ring from being lowered.

To achieve the above object, a vehicle control apparatus of the present invention, the establishment of a predetermined automatic stop condition, the driving source for generating a driving force of the vehicle is automatically stopped, the steering angle of the steering, the driving source Whether or not a predetermined angle for permitting restart of the drive source has been changed from a value when automatically stopping, and when the predetermined angle or more has been changed, the establishment of a predetermined restart condition is detected and In the vehicle control device including a control unit that restarts the drive source, the vehicle control device includes a setting unit that variably sets the predetermined angle as the steering angle of the steering when the drive source is automatically stopped is closer to the neutral point. (Claim 1).

  According to the first aspect of the present invention, when the automatic stop condition of the drive source is established while the vehicle is traveling and the steering angle changes by a predetermined angle or more from the rudder angle at the time of the automatic stop of the drive source, the control means restarts the drive source. The establishment of the start condition is detected and the drive source is restarted. At this time, if the steering angle of the steering at the time of automatic stop of the drive source is close to the neutral point, the above-mentioned predetermined angle is variably set. If the steering angle is far from the neutral point, the above-mentioned predetermined angle is variably set. Therefore, when stopping in a state where the rudder angle is close to the neutral point, even if the steering angle of the steering is slightly changed due to an erroneous operation, the large predetermined angle is not exceeded. The drive source is not restarted by rotating the motor, and the driving feeling of the driver is not reduced.

  On the other hand, if the drive source is automatically stopped with the rudder angle held like waiting for a right turn being far from the neutral point, the predetermined angle is set to be small and variable. Will restart and it will be possible to turn right quickly.

  Therefore, it is possible to prevent the driving source that is automatically stopped from being restarted unnecessarily, and to improve fuel efficiency and prevent the driver's driving feeling from being lowered. The response can be improved.

It is a block diagram of one embodiment of a vehicle control device of the present invention applied to an idle stop vehicle. It is operation | movement explanatory drawing of the control apparatus for vehicles of FIG. It is operation | movement explanatory drawing of the control apparatus for vehicles of FIG. It is a flowchart for operation | movement description of the control apparatus for vehicles of FIG.

  Next, an embodiment of the present invention will be described with reference to FIGS. 1 is a block diagram of a vehicle control device provided in an idle stop vehicle, FIGS. 2 and 3 are operation explanatory diagrams, and FIG. 4 is a flowchart for explaining operations.

  As shown in FIG. 1, the idle stop vehicle 1 has one lead battery 2 having a relatively small capacity of 12 V as a power source in order to reduce weight, size, etc., and the negative terminal of the lead battery 2 is It is connected to the casing of the idle stop vehicle 1.

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

  The engine 3 is started by a starter 6, and the starter 6 is supplied with power from the lead battery 2 via a relay 7 to generate a driving force for starting the engine 3. Further, the battery sensor 8 provided close to the lead battery 2 between the positive terminal of the lead battery 2 and the relay 7 detects the temperature and current of the lead battery 2, and the rotational force of the engine 3 causes the belt 10 to rotate. To the alternator 9, and the lead battery 2 is charged by the power generation output of the alternator 9 while the vehicle is running.

  Further, as shown in FIG. 1, the idle stop vehicle 1 is provided with an idle stop control unit 11 formed by an ECU for idle stop control, an engine control unit 12 formed by an ECU for engine control, and ABS (Antilocked Breaking). An ABS control unit 13 formed by a system control ECU, a CVT control unit 14 formed by a CVT (continuous variable transmission) control ECU, and a PCS control unit 15 formed by a PCS (Pre Crash Safety) control ECU are provided. These control units 11 to 15 are each formed by a microcomputer or the like, and exchange information via a communication bus 16 such as CAN.

  Further, as shown in FIG. 1, a vehicle speed sensor 18 is provided that detects the vehicle speed and gives the vehicle speed information to the ABS control unit 13, and provides the ABS control unit 13 with the detection information of the master cylinder pressure of the brake mechanism. 19, a steering angle sensor 20 for detecting the steering angle of the steering is provided, and a display unit 21 formed by a combination meter is provided on the dashboard. Various display data received via the communication bus 16 are stored in the dashboard. It is displayed on the display unit 21.

  In the idle stop vehicle 1 described above, when the idle stop control unit 11 confirms that a predetermined automatic stop condition (for example, a condition that the stop lamp is lit and the vehicle speed is equal to or lower than the predetermined vehicle speed) is satisfied, the vehicle travels. Even if the engine does not stop completely, when the vehicle speed falls below a predetermined vehicle speed (for example, 7 km / h or less), an engine stop command is output to the engine control unit 12 and the engine 3 is automatically stopped. Subsequently, when the driver removes his / her foot from the brake pedal in the automatic stop state, and the steering angle changes by a predetermined angle or more from the steering angle of the steering when the engine 3 is automatically stopped by the idle stop control (in the present embodiment, “immediately before”). The idle stop control unit 11 confirms that a predetermined restart condition has been established, and the stopped engine 3 is automatically restarted. The idle stop control function of the idle stop control unit 11 corresponds to the “control unit” in the present invention.

  Here, a steering angle change amount as shown in FIG. 2 for permitting restart of the engine 3 is determined in advance for each steering angle of the steering at the start of the idle stop immediately before the automatic stop of the engine 3 by the idle stop control. The relationship between the steering angle and the steering angle change amount at the start of the idle stop is mapped and stored in a memory built in the ECU of the idle stop control unit 11 or an external memory. Then, the idle stop control unit 11 reads the steering angle change amount corresponding to the steering angle at the start of the idle stop stored in the memory from the map, and the read steering angle change amount permits the engine restart. The reference predetermined angle is temporarily held in the above-mentioned memory or other memory, and the actual steering angle change amount based on the steering operation by the driver is compared with the above-mentioned predetermined angle held in the memory. If the amount of change in the steering angle is equal to or greater than a predetermined angle in the memory serving as a reference for permitting engine restart, it is determined that the restart condition of the engine 3 is satisfied, and the engine 3 is restarted.

  As shown in FIG. 2, the amount of change in the steering angle for permitting the restart of the engine 3 is the predetermined angle described above when the steering angle at the start of idle stop is close to the neutral point (steering angle = 0 °). In other words, the steering angle change amount for permitting restart of the engine 3 increases, the steering angle at the start of idling stop decreases as it moves away from the neutral point, and does not change when the steering angle exceeds a certain level. It is desirable to adopt. However, the minimum value of the steering angle change amount is preferably set slightly larger than the play amount of the steering.

  As described above, when the amount of change in the steering angle for permitting the restart of the engine 3 shown in FIG. 2 is read according to the steering angle at the start of the idle stop, as shown in FIG. The angle change amount is held in the memory as the above-mentioned predetermined angle. By holding the predetermined angle in the memory in this way, the steering angle for permitting engine restart according to the steering angle at the start of idling stop. The amount of change is variably set, and the variable setting function by the idle stop control unit 11 corresponds to the “setting means” in the present invention.

  For example, as shown in FIG. 3, when the steering angle sensor 20 detects that the steering angle of the steering at the start of the idle stop immediately before the automatic stop of the engine 3 by the idle stop control is 15 °, at the time t1. The steering angle change amount allowing the engine restart corresponding to the steering angle of 15 ° at the start of idling stop (when the engine 3 is automatically stopped) is 10 ° from the relationship of FIG. The amount of change is read from the memory and held in the memory as a predetermined angle that serves as a reference for permitting engine restart. Here, FIG. 3 represents an operation to the right of the steering as a positive steering angle and an operation to the left as a negative steering angle.

  Thereafter, as shown in FIG. 3, if the driver operates the steering to a steering angle of 25 ° or more at time t2, the actual steering angle change amount changes from 15 ° before the operation to 25 ° or more. Since the steering angle change amount exceeds a predetermined angle (= 10 °) which is a reference value held in the memory, the idle stop control unit 11 determines that a predetermined restart condition for the idle stop control is satisfied, and the engine 3 is restarted. At this time, each time the engine 3 is automatically stopped by the idle stop control, the steering angle change amount shown in FIG. 2 for permitting the engine restart is stored in the memory in accordance with the steering angle detected by the steering angle sensor 20. It is read from the map in the inside and is held (set) in the same or another memory as a predetermined angle serving as a reference, and the above-described determination of satisfaction of the engine restart is made. It should be noted that the predetermined angle is similarly set when the steering is operated in the left direction.

  By the way, the engine control unit 12 has such a creep force that the idle stop vehicle 1 can start in an idling state in which the engine 3 has reached a rotational speed indicating a complete explosion and no brake pedal or accelerator pedal is depressed. The engine 3 is controlled so as to generate

  Further, the PCS control unit 15 takes in a detection signal of a laser radar 17 that measures a distance from an obstacle such as a vehicle ahead of the host vehicle every predetermined time, and transmits a vehicle speed sensor 18 via the ABS control unit 13 and the communication bus 16. The vehicle speed information of the own vehicle detected by the above is taken in, and whether or not there is a possibility of collision with the obstacle is detected based on the distance to the obstacle and the own vehicle speed.

  Further, the ABS control unit 13 controls a brake hydraulic pressure control valve (for example, a solenoid valve) downstream of the master cylinder (not shown) at the time of a sudden brake operation by a driver or a brake operation on a low friction road, and brakes for each wheel. ABS control that controls the force to prevent sliding due to wheel locking is executed. Further, when the PCS control unit 15 detects that there is a possibility of collision with an obstacle such as a vehicle ahead, the PCS control unit 15 outputs an automatic brake command to the ABS control unit 13 and the obstacle. The ABS control unit 13 controls the brake hydraulic pressure control valve downstream of the master cylinder so that it stops at the minimum collision avoidance distance necessary for avoiding a collision with the driver, regardless of the operation of the brake pedal by the driver. The automatic brake operation control for automatically applying the brake is executed.

  The idle stop operation of the idle stop vehicle 1 having such a configuration will be briefly described. When the driver commands an engine start by turning on an IG key (not shown), an IG on signal is transmitted to a communication bus, for example. 16 is input to the idle stop control unit 11, and based on this input, the idle stop control unit 11 energizes the relay 7 instantaneously to turn it on, and feeds the power of the lead battery 2 to the starter 6 to start the starter 6. Then, the stopped engine 3 is started (initial start). Once the engine 3 is started and the lead battery 2 is once fully charged with the power generated by the alternator 9, the idle stop control unit 11 is then idle stopped until the engine 3 is stopped by turning off the IG key. Execute control.

  The idle stop control unit 11 includes information on the engine control unit 12 (engine information such as engine speed and cooling water temperature), information on the current and temperature of the lead battery 2, and the ABS control unit via the communication bus 16. 13, information on the vehicle speed detected by the vehicle speed sensor 18, information on the master cylinder pressure by the hydraulic pressure sensor 19, lock-up clutch information of the CVT control unit 14, information on switches in various parts of the vehicle such as a stop lamp switch and a courtesy switch (not shown). Etc. are input.

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

  Next, the driver removes his / her foot from the brake pedal by changing the traffic signal to a green light, etc., and detects that the master cylinder pressure has dropped to a predetermined opening pressure. When the amount of change in the steering angle is detected, the idle stop control unit 11 confirms that a predetermined restart condition for the idle stop control is satisfied, and the idle stop control unit 11 instantaneously energizes the relay 7 to turn it on. The power source 2 is supplied to the starter 6 to start the starter 6, and the stopped engine 3 is automatically restarted. Thereafter, automatic stop of the engine 3 based on establishment of a predetermined stop condition during deceleration and automatic restart of the engine 3 based on establishment of a predetermined restart condition are alternately performed.

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

  Next, an operation related to restart after automatic engine stop will be described with reference to the flowchart of FIG.

  As shown in FIG. 4, the idle stop control unit 11 determines whether or not a predetermined idle stop control automatic stop condition is satisfied, for example, a stop lamp is lit and the vehicle speed is equal to or lower than a predetermined vehicle speed (step S <b> 4). S1) If the determination result is NO, the determination in step S1 is repeated until the determination result is YES. If YES, the process proceeds to the next step S2, and the engine 3 is automatically stopped by the idle stop control ( Step S2).

  When the engine 3 is automatically stopped in step S2, the steering angle of the steering at the start of idling stop (when the engine is automatically stopped) is detected by the steering angle sensor 20 (step S3), and the idling stop start time shown in FIG. Corresponding to the steering angle detected in step S3 by the idle stop control unit 11 from the memory storing the map of the steering angle change amount for permitting restart of the engine 3 for each steering angle of The steering angle change amount to be read is read from the map of the memory (step S4) and held (set) in the memory as a predetermined angle.

  Further, an actual steering angle change amount indicating how much the steering angle has changed by the steering operation by the driver from the start of the idle stop (at the time of engine automatic stop) is derived, and the derived actual steering angle change amount is Is compared with the predetermined angle stored in the memory, and it is determined whether or not the steering is operated more than the predetermined angle (step S5). If this determination result is NO, the operation is ended, and the determination result If YES, it is determined that the restart condition of the engine 3 has been established in conjunction with the fact that the master cylinder pressure has dropped to a predetermined release pressure by removing the foot from the brake pedal. Based on the command, the engine control unit 12 performs restart control of the engine 3 (step S6), and then the operation is the same as in the case where the determination result of step S5 is NO. To completion.

  Therefore, according to the above-described embodiment, since the engine is automatically stopped when the automatic stop condition of the engine 3 is satisfied and the engine 3 is restarted when the restart condition of the engine is satisfied, the fuel consumption is reduced. Can be improved. In addition, the automatic brake operation control can prevent a driver from colliding with an obstacle even if the driver is late to notice an obstacle such as a forward vehicle in the traveling direction, thereby ensuring the safety of the driver. it can.

  Furthermore, if the steering angle of the steering at the start of idling stop (when the engine is automatically stopped) is close to the neutral point, the above-mentioned predetermined angle is variably set. Therefore, the engine 3 automatically stops with the steering angle close to the neutral point. If the steering angle of the steering is slightly changed due to an erroneous operation, the engine 3 may be restarted due to the slight rotation of the steering due to an erroneous operation as in the prior art without exceeding the large predetermined angle. In addition, the driving feeling of the driver is not reduced. On the other hand, if the engine 3 is automatically stopped with the rudder angle held like waiting for a right turn far from the neutral point, the predetermined angle is set to be small and the predetermined angle is set to be small. With only a slight operation, the rudder angle changes to a predetermined angle or more, the engine 3 restarts, and it is possible to quickly turn right.

  As a result, it is possible to prevent the engine 3 being automatically stopped from being restarted unnecessarily, thereby improving fuel efficiency and preventing the driver's driving feeling from being lowered, while prompt restart is required. The idling stop vehicle 1 that can be easily driven and can be provided can be provided.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention. For example, the predetermined angle that is the steering angle change amount that is a reference for permitting restart of the engine 3 corresponds to either the steering angle immediately before the automatic stop of the engine 3 by the idle stop control or the steering angle immediately after the automatic stop. It may be a thing. That is, it may be before automatic stop or after automatic stop.

  Furthermore, it goes without saying that the relationship between the steering angle change amount for permitting restart of the engine 3 with respect to the steering angle of the steering at the start of idle stop is not limited to the pattern shown in FIG. In short, if the steering angle of the steering at the time of idling stop (when the engine is automatically stopped) is close to the neutral point, the amount of change in the steering angle permitted to be restarted (predetermined angle) is large, and if the steering angle is far from the neutral point, the restart described above It is only necessary that the amount of change in the permitted steering angle (predetermined angle) is small.

  In addition, as in the above-described embodiment, the establishment of the restart condition of the engine 3 in the idle stop control is combined with the fact that the master cylinder pressure is reduced to a predetermined release pressure by the driver removing his foot from the brake pedal. Not only when the amount of change in the steering angle due to the steering operation is greater than or equal to a predetermined angle, the restart condition may be appropriately changed according to the driving situation. That is, when the right direction indicator lamp blinks at the intersection signal and is waiting for a right turn, it is determined whether or not to restart based on the amount of change in the steering angle, and the vehicle goes straight (steering angle = 0 °). When waiting for a signal, it is best to determine whether to restart based on the fact that the foot is released from the brake pedal and the amount of change in the steering angle is greater than or equal to the specified angle. The priority of the restart condition may be changed.

  Furthermore, in the above-described embodiment, the drive source has been described as the engine 3, but the drive source may be a motor such as an electric vehicle, for example, and the present invention is also applied to a hybrid vehicle using both the engine and the motor. Can do.

DESCRIPTION OF SYMBOLS 1 Idle stop vehicle 3 Engine 11 Idle stop control part (control means, setting means)
20 Rudder angle sensor

Claims (1)

To automatically stop the drive source that generates the driving force of the vehicle when a predetermined automatic stop condition is satisfied, and to allow the steering source to restart from the value when the steering angle automatically stops the drive source In the vehicle control device comprising: a control means for detecting whether a predetermined restart condition is satisfied and restarting the drive source when it is determined whether the predetermined angle has changed or not , and when the predetermined angle has changed ,
A vehicular control device comprising setting means for variably setting the predetermined angle as the steering angle of the steering when the driving source is automatically stopped is closer to a neutral point.

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