JPS58140446A - Engine controlling apparatus - Google Patents

Abstract

PURPOSE:To prevent unexpected dashing of a vehicle at the time of starting an engine, by designing an automatic starting and stopping apparatus such that the engine can never be started even by pushing a release button not insofar as the clutch is ON and the transmission is in its neutral position. CONSTITUTION:When parking brake is applied, a signal S1 becomes H and a fuel stop signal S15 is rendered H via a one-shot multivibrator MV1 and an FF circuit 9, whereby an engine is stopped. Subsequently, when a release button is pushed to release the parking brake, a signal S3 becomes H. Further, if an AND circuit 11 is completed by a clutch signal S16 that becomes H when an OR circuit 8 is OFF and a transmission signal S17 that becomes H when a transmission is in its N-position, the FF circuit 9 is reset by a signal S8 supplied via a one-shot multivibrator MV3 so as to enable to supply fuel and an FF circuit 10 is set for rendering a starter driving signal H, whereby the engine is started. Thus, since starting of the engine is prohibited not insofar as the clutch is ON or the transmission is in its N-position, unexpected uncontrolled dashing of a vehicle can be prevented at the time of starting the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automobile engine (mainly an internal combustion engine), and more particularly to a device for automatically controlling engine stop and start.

In recent years, in order to save fuel consumption and reduce fuel consumption by idling when stopping at traffic lights or in traffic jams,
A device has been developed that stops the engine when the car stops and starts the engine when the car starts.

For example, the device described in Japanese Patent Publication No. 51-9085 automatically starts the engine by operating the accelerator pedal when the car starts, and when the car stops, the ignition circuit is turned on by manual operation by the driver. The engine is configured to be stopped by shutting off the engine.

However, the above device was designed to stop the engine using a manual switch in a separate system from the normal driving operation, so the driver had to operate the manual switch as a separate operation from the normal driving operation. The problem is that this device is very complicated and therefore difficult to utilize to its full potential.

Furthermore, when a manual switch is operated, the engine is stopped even when the car is running, and the method for stopping the engine is to cut off the power to the ignition circuit. Therefore, if you accidentally operate the manual switch while driving, one ignition device will stop but the fuel supply will continue, so unburned fuel will be sent to the heated exhaust purification catalyst device, causing the catalyst device to deteriorate. There was also a risk of a fire.

Furthermore, the device described in Automotive Engineering (Published by Railway Japan Co., Ltd.), November 1981 issue, pages 72 to 78, automatically stops the engine when the car stops, and when the car starts, the driver depresses the clutch pedal. is configured to automatically start the engine.

However, in the above-mentioned device, the engine stops automatically when the car stops, so the engine frequently stops even during very short stops such as stopping at an intersection or waiting at a traffic light. Since the engine has to be started, fuel consumption due to power consumption during startup increases, and there is a risk that the effectiveness of fuel efficiency reduction may not be achieved.

Additionally, since the engine is started by pressing the clutch pedal, there is also the problem that the A-type cannot be used with the automatic transmission Shinbitou, which does not have a clutch.

Furthermore, if the car is stopped on a slope with the engine stopped and the parking brake is released before the clutch pedal is pressed to start the engine, the car will start moving with the engine still stopped.

Especially in modern cars, there are many devices such as power steering devices and power brake devices that provide auxiliary power from the engine power, so if you start the car with the engine stopped, the above auxiliary power will not be provided. The steering wheel suddenly becomes heavy and the brakes become less effective.

There was also the risk that a safety gap would occur.

The present invention has been made in order to solve the various problems of the prior art as described above. 1. It provides an engine control device that can automatically stop and start the engine only by normal driving operations and does not cause safety problems. The purpose is to

In order to achieve the above object, the present invention has the following features.

Stops the engine when the parking brake is operated.

Start the engine in response to operating the parking brake release button, and if the clutch is not disengaged and the transmission is not in the bi-tral position, operate the release button above. Even though.

It is configured to prevent the engine from starting.

With the above configuration, the engine does not stop during extremely short stops where there is no need to apply the parking brake, eliminating deterioration in fuel efficiency due to power consumption caused by frequent starts, and also when stopping on a slope. If you return the brake, the engine will start without fail, so there is no risk of problems with the power brake, etc.

In addition, if the clutch is not disengaged and the transmission is not in the neutral position, that is, if the engine and wheels are connected, the system is configured so that the engine will not start even if the release button is operated. It is possible to prevent a so-called runaway situation in which the car suddenly starts when the engine is started.

In addition, since the operation of the parking brake is a completely normal driving operation, there is no fear that the operation will become complicated, and it can also be applied to cars equipped with automatic transmissions, so that many excellent effects can be obtained.

The present invention will be described in detail below based on the drawings.

FIG. 1 is a circuit diagram of an embodiment of the present invention, and FIG. 2 is a signal waveform diagram of the circuit of FIG.

In FIG. 1, S is a parking brake signal.

When the parking brake is applied, as will be described in detail later, the value is ``1n'', and when it is not applied, the value is 0#.

Further, S2 is an ignition switch signal, which becomes 1'' when the ignition switch is on.

Further, S5 is an IJ lease signal, which is 1'' when the IJ lease button of the parking brake is pressed as will be described in detail later.

Further, S4 is a starter signal, which is 1'' while the starter switch for operating the starter motor is on.

Further, S5 is a rotational speed signal, which is a voltage signal proportional to the engine rotational speed. This rotational speed signal S5 is 1
For example, the neutral point voltage of the alternator may be used, or in an engine equipped with a crank angle sensor that outputs a pulse every time the engine crank angle rotates by a predetermined angle, the frequency shock of the pulse may be converted into voltage. may also be used.

Further, Si4 is a starter drive signal, and this signal is “1”.
”, the starter motor operates. Also, 815 is a fuel signal, and while this signal is “11”, the fuel supply to the engine is cut off.

Further, S16 is a clutch signal, which becomes "1" when the clutch is disengaged (the clutch pedal is depressed) and becomes "0" when the clutch is connected.

Further, S17 is a neutral signal, which becomes "1" when the transmission is in the neutral position, and becomes "0" when it is in any other position.

Next, 1.2.3 and 4 are one-shot multivibrators, and when the input signal rises, a narrow trigger signal S6. Output S, , S8 and S, respectively.

Also, 5, 6.7 and 8 are OR circuits, 9 and 10 respectively.
is a flip-flop, and 11 and 12 are AND circuits.

Further, 15 is a comparator which is 1'' when the value of the 1 rotation speed multiple S5 is less than a predetermined reference voltage 78.

In this case, the signal S, which becomes 0'' is output.The value of the reference voltage s is set to a value corresponding to the lowest value 1, for example, 400 rpm when the engine rotates independently.Therefore, the signal S9 is When it is "1", it indicates that the engine is stopped or cranking, and when it is 0", it indicates that the engine is operating (starting has been completed and it is running independently).

Further, 14 is an inverter that inverts and outputs the signal S9.

Next, a device for outputting the parking brake signal S1 and release signal S5 will be explained.

FIG. 6 is an example of a parking brake operating device for operating the parking brake.

In FIG. 5, 20 is a floor panel of the vehicle body, and a parking brake placket 21 is bolted to the floor panel 20. Also, 22 is parking brake bracket 2
1, 26 is a parking brake lever; 24 is a release button for unlocking the parking brake lever 23; 25 is a pawl that engages with the teeth 22 and locks the parking brake lever 25 in an arbitrary position; 26; is IJ I
The rod 27 connecting the J-switch button 24 and the pawl 25 is a return spring, which always pushes the release button 24, the rod 26 and the pawl 25 to the left in the drawing. 28
is a stopper for the return spring 27, which is fixed to the parking brake lever 23.

29 is a pin that supports the pawl 25 on the parking brake lever 23; 30 is a pin that connects the rod 26 and the pawl 25;
1 is a pin that rotatably supports the parking brake lever 26, 62 is a parking brake cable, 36 is a switch fixed to the parking brake lever 26, and 34 is a floor panel 2.
The switch 35 fixed at o is a part of the parking brake lever 26, and the switch 54 (7) is a pressing part that presses t'methane.

Next, the action will be explained.

The state shown in FIG. 6 is a state in which the parking brake is not applied at all.

When the driver pulls up the parking brake lever 23 upward in the drawing from this state, the parking brake cable 62 is pulled to the left in the drawing, and a parking brake (not shown) is applied. Since the pawl 25 engages with the teeth 22, the parking brake lever 26
is held in the raised position. Also, at this time, the suppressor 65 is in a state of pressing the SWIN-Y-S4 button.

The switch 64 is turned on, and the parking brake signal S1 shown in FIG. 1 becomes Pa1''.

On the other hand, when the release button 24 is pushed to the right in the drawing by the driver, the pawl 25 and teeth 22 are disengaged, so that the parking brake lever 23 can be pulled down. When the parking brake lever 26 is pulled down in this state, the parking brake cable 32 returns to the right side of the drawing.2 The parking brake (not shown) is released, and the switch 64 is turned off, so the parking brake signal S1 becomes "0". .

Further, while the release button 24 is pressed to the right in the drawing, the upper part of the claw 25 is pressing the button of the switch 66, so the switch 33 is turned on.

The 1713-state signal s5 in FIG. 1 becomes "1".

When the driver stops pressing the IJ button 24, the claw 25 is returned to its previous position by the force of the return spring 27, so the switch 66 is turned off and the release signal S5 becomes "0".

While the parking brake is applied as described above, the parking brake signal s1 becomes 1'', and the release button 2
While 4 is being pressed, the release signal S3 becomes "1". As you can see from the above explanation, when releasing the parking brake once applied, be sure to press the release button 24.
The pusher must therefore be pressed when releasing the parking brake.

The IJ signal S3 is always 1''.

The example in Fig. 6 shows a case where a general handbrake is used as a parking brake, but a parking brake of the pond type, for example, is installed in front of the driver's seat and the driver pulls it toward the driver. The present invention can be applied in exactly the same way to a parking brake system.

The operation of the circuit shown in FIG. 1 will be explained in detail below with reference to FIG.

First, when the ignition switch is turned off at time t1 in Fig. 2 from a state where the engine is completely stopped, the 7 ignition switch signal S2 becomes ``1''.
I trigger signal S7 is output, and this signal is transmitted via OR circuits 6 and 7 to trigger signals S11. S12 and are applied to the reset terminals R of flip-flops 9 and 10, respectively. Therefore, the flip-flops 9 and 10 are both reset, and the Q outputs (the Q output of 9 is S, the Q output of 5.10 is 515) are both °O''. In this state, the starter drive No. 14 814 and the fuel cap 815
Both are set to "0", indicating that they are ready to start.

Next, at time t2, the starter switch is turned on.

When the starter signal S4 becomes 1", this signal is given to the one-shot multivibrator 6 via the OR circuit 5, and the one-shot multivibrator 6 receives the trigger signal S
Outputs 8.

This trigger signal S6 is given to the set terminal S of the flip-flop 10, so the Q output signal Si3 becomes 1''. Note that this trigger signal S8 is.

Flip-flop through OR circuit 6? Since the reset signal S11 becomes the reset signal S11, when the trigger signal S8 is output, the 7'-nil cut signal S15 always becomes 0'', and the state becomes ready for fuel supply.

On the other hand, at the second time point t2, the engine is stopped, so the rotational speed signal S5 is at a low level, so the comparator 1
The signal S9 of No. 3 is Pa1''.

Since both the signal S16 and the signal S9 are 1'' as described above, the starter drive signal S14 output from the AND circuit 12 is 1''.

When the starter drive signal 814 becomes 1", the starter motor drive device (not shown) is activated, the starter motor rotates, and the engine is started. At this time, as mentioned above, the fuel cartridge signal 815 is "0", so the starter motor drive device (not shown) is activated. The fuel injector is working properly and delivering fuel.

Next, the engine speed gradually increases, and at a time point 1, when the engine speed signal S5 becomes equal to or higher than the reference voltage V8, that is, when the engine starts to operate autonomously after starting, the signal S9 becomes 0''. .For that reason, the starter drive signal 84 output from the AND circuit 12
4 also becomes "o" and the starter motor stops.

Note that when the signal S9 becomes °'0", the output of the inverter 4 becomes °'1", so the one-shot multivibrator 4 outputs the trigger signal S1o.

This trigger signal 810 is passed through the OR circuit 7 to a signal 812.
As a result, the flip-flop 10 is set and the signal S15 also becomes 0'0''.

Next, when starting the car, the release button is pressed at time t4 to release the parking brake, and the release signal S5 becomes 1''.At this time, the clutch signal S1
If at least one of 6 and bilateral signal S17 is "1", the output of AND circuit 11 becomes 1", and this signal is given to one-shot multivibrator 6 via OR circuit 5, As a result, the trigger signal S8
becomes 1”, so flip-flop 1o is set,
The signal sr5 becomes "1". However, at this time, the engine is already running and the signal S9 is O", so the starter drive signal S14 output from the AND circuit 8 is "0". It remains as it is. Therefore, the starter motor does not operate.

Next, the parking brake is released (parking brake signal S1 is “
0''), the release button is returned at one point in time t5, and the release signal S3 becomes 0''.

In this state, the first engine start is completed and the vehicle is ready to run.

In the above explanation, the first start is performed using the starter signal 84.
(Turning on the starter switch)
When at least one of the two is at P1'', the release signal s5 and the starter signal s4 are used identically via the OR circuit 5, so the release signal S3 (pressing the release button) causes the first start. You can also do this.

Next, a case will be described in which the engine is stopped using the parking brake.

First, at time 16, when the parking brake is applied, the parking brake signal s1 becomes 1'', and the multivibrator 1 outputs the trigger signal s6. Therefore, the flip-flop 9 is activated, and its output, that is, the fuel signal s15 is It becomes 1”.

1 is shown when the fuel signal 815 becomes °゛1''.

Since the shinako fuel injector cuts off the fuel supply.

The engine will stop.

Note that the trigger signal S6 is sent to the signal 812 via the OR circuit 7.
is applied to the flip-flop 1o, so the flip-flop 1o is reset and the signal S,5 becomes °°0''.
become.

Next, the engine stops and the rotation speed gradually decreases until time t7.
When the rotation speed signal S5 becomes less than the reference voltage ■s,
The signal S9 becomes 1".

Next, the case where the engine is started by pressing the button 17 will be explained.

First, at time t8, when the driver presses the IJ button to release the parking brake, the IJ-s signal S5 becomes 1''. At least one of “1”
”, that is, if the engine and the wheels are not connected, the trigger signal S8 output from the two-way multivibrator 6 becomes “1” in the same way as described above.

This trigger signal S8 is passed through the OR circuit 6 to the signal 841.
This is applied to the reset terminal 1 of the flip-flop 9. Therefore, the flip-flop 9 is set and the fuel cell signal 815 becomes 0'', making it possible to inject fuel.

Further, the trigger signal S8 inputs the flip-flop 10 in the same manner as described above, so the signal sr5 becomes ``1'', and since the engine is stopped and the signal s9 is 1'' at this time, it is output from the AND circuit 12. The received starter drive signal S14 becomes 1'', and the starter motor is activated to start the engine in the same manner as described above.

When starting is completed and the rotation speed signal S5 becomes equal to or higher than the reference voltage V8, the signals S9 and sls become 0'', the starter drive signal S14 becomes 0'', and the starter motor stops, as described above. be.

Next, a case will be described in which the engine does not start even if the release button is pressed.

In other words, as shown at time t, the clutch signal S16
If both the and the two-toral signal S17 are "0", that is, the clutch is connected and the transmission is in the two--
When the engine is not in the tral position and the engine and wheels are connected, the output of the OR circuit 8 is 0", so the release button is pressed and the release signal S3 is set to 1.
”, the output of the AND circuit 11 remains D. Therefore, the one-shot multivibrator 3 does not output the trigger signal S6, and the flip-flop 1o is not set. Therefore, signal 815 and starter drive signal 814 remain at "0" and the engine is not started.

As mentioned above, when the engine and wheels are connected, the engine is configured so that it will not start even if the release button is pressed.

It is possible to prevent a so-called runaway situation in which the car starts as soon as the release button is pressed.

Next, FIG. 4 shows a second embodiment of the present invention.

The circuit of FIG. 4 adds an inverter 66 and an AND circuit 37 to the circuit of FIG. 1, and generates a release signal S.

The signal inverted by the inverter 36 and the parking brake signal S
1 is set to "1", the one-shot multivibrator 1 is triggered.

In the circuit shown in FIG. 4, if the parking brake is applied while pressing the release button, the one-shot multivibrator 1 is not triggered, and therefore the fuel trigger signal S15 remains at "0".

The engine does not stop even when the parking brake is applied.

Then, if the release button is released while the parking brake is still applied, the one-shot multivibrator 1 is triggered and the engine is stopped.

With the above configuration, the engine will not stop even if the parking brake is applied while the release button is pressed, so if you want to temporarily apply the parking brake, such as when starting on a slope, you can park while pressing the release button. By applying the brakes and then releasing the parking brake, you can keep the engine from stopping. Therefore, since there is no need to worry about restarting the vehicle when starting, it is possible to start smoothly on a slope, and wasteful power consumption due to frequent starting can be eliminated.

Operations and effects other than those described above are similar to those of the circuit shown in FIG.

Next, FIG. 5 is a diagram showing a third embodiment of the tree invention.

The circuit in Fig. 5 is an AND circuit 38° and 9 in the circuit in Fig. 1.
．． A one-shot multivibrator 40 and a flip-flop 41 are added, and when both the release signal S5 and the parking brake signal S1 become 1", the one-shot multivibrator 40 is triggered, and the flip-flop 4
1, and when the parking brake signal S1 becomes "1", the flip-flop 41 is set, and when the parking brake signal S1 and the Q output of the flip-flop 41 both become "1", the one-shot multi It is configured to trigger the vibrator 1.

In the circuit shown in FIG. 5, if the parking brake is applied while pressing the release button, the flip-flop 41 remains reset, and even if the release button is subsequently released, the flip-flop 41 will not be reset.

Therefore, if you apply the parking brake while pressing the release button, the engine will not stop even if you release the release button later.

If configured as above, like stopping on a slope,
If you need to apply the parking brake even when the vehicle is stopped for a short time, you can apply the parking brake while pressing the release button.The engine will not stop even if you release the release button later, reducing fuel consumption due to power consumption caused by frequent starts. This also makes it possible to release parrots smoothly on slopes.

Operations and effects other than those described above are similar to those of the circuit shown in FIG.

Although not shown in Figures 1, 4, and 5, when the ignition switch is turned off, the power to the ignition device is cut off and the engine stops, just as in a normal automobile engine. It is.

As described above, in addition to the conventional start/stop control functions using the ignition switch and starter inch, the circuit of the present invention automatically stops the engine when the parking brake is applied while the engine is running, and It has a function that automatically starts the engine when the release button is pressed, and if the engine and wheels are connected, it also has a function that prevents the engine from starting even if the release button is pressed.

Therefore, when the vehicle is stopped, the engine automatically stops when the parking brake is applied, and when the parking brake is released when the vehicle is started, the engine is automatically started, thereby eliminating wasteful fuel consumption due to idling while the vehicle is stopped.

In addition, the engine does not stop during extremely short stops that do not require applying the parking brake (such as stopping at an intersection or waiting for a short traffic light), resulting in frequent engine stops and resulting fuel consumption due to power consumption during frequent engine starts. Since there will be no increase in .

Fuel efficiency can be further improved.

In addition, since the operation of the parking brake is a completely normal operation when stopping, starting, or starting a car, the driver can drive the car in the same way as a normal car without giving the driver any sense of complication.

Furthermore, even when starting from parking on a slope, the engine always starts as soon as the parking brake is released for the first start, so there is no effect on the auxiliary forces of the power steering, power brakes, etc.

It's safe.

In addition, if the clutch is not disengaged and the transmission is not in the neutral position, that is, if the engine and heavy wheels are connected, the system is configured so that the engine will not start even if the release button is pressed. It is possible to prevent a so-called runaway situation in which the car suddenly starts when it is started.

Furthermore, when the parking brake is applied to automatically stop the engine, the fuel supply is cut off by the fuel tank signal, so there is no risk of unburned fuel having an adverse effect on the catalyst device or the like.

Furthermore, since the parking brake is provided in all automobiles, it has the advantage that it can be applied to all bright lines regardless of the type of transmission, etc.

In addition, No. 114. The embodiments shown in FIG. 4 and FIG.
・Although the present invention has been described as an example of a case in which the present invention is configured using hardware, it is of course possible to perform similar operations using a microcomputer. When applied to a bent automobile, the present invention can be implemented simply by changing the microcomputer program.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram of an embodiment of the present invention, Fig. 2 is a signal waveform diagram of the circuit of Fig. 1, Fig. 6 is an example of a parking brake operating device, and Figs. FIG. 3 is a circuit diagram of another embodiment of the invention. Explanation of symbols 1 to 4... One-shot multivibrator 5 to 8.
...OR circuit 9-10...Flip-flop 11.12...-AND circuit 16...Comparator 14...Inverter Sl...Parking brake signal S2...Ignition switch signal S5...Release signal S4...Starter signal S5...Rotation speed signal 814...Starter drive signal S15...Fuercano signal S16...Clutch signal S17...Neutral signal Attorney Junnosuke Nakamura

Claims (1)

[Claims] 1. Stopping the engine in response to operation of the parking brake,
The first means for starting the engine in response to the operation of the parking brake release button, and at least one of the following conditions: the clutch is disengaged, and the transmission is in the bi-toral position are satisfied. If not, the above IJ-
and second means for preventing the engine from starting even if the button is operated. 2. The first means is configured to stop the engine when the parking brake is applied while the engine is running, and to start the engine when the parking brake release button is pressed while the engine is stopped. An engine control device according to claim 1. The first means is to immediately stop the engine if the parking brake is applied without the parking brake release button being pressed while the engine is running, and to release the parking brake while the 111-switch button is pressed. is applied, the engine will not stop while the above release button is pressed, and the above +1 will not stop while the engine is stopped.
2. The engine control device according to claim 1, wherein the engine control device is configured to start the engine when the 1J button is pressed. 4. The above-mentioned first means stops the engine when the parking brake is applied while the engine is running and the parking brake is released without pressing the 11-button.
If the parking brake is applied while the J l-switch button is pressed, the engine will not be stopped regardless of whether or not the II-switch button is released later, and if the 1111-spot button is pressed while the engine is stopped. 2. The engine control device according to claim 1, wherein the engine control device is configured to start the engine when the engine is turned off.