JP2000080940A - Automatic stop and restart control system for vehicle engine - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To improve the convenience when the engine is stopped and to improve the startability when the engine restart processing does not return to normal once. SOLUTION: When an engine is automatically stopped, a means for permitting operation of an electric load and a predetermined restart condition are satisfied, and an attempt is made to execute an engine restart process (step 460). Means for determining whether the engine starts normally (step 470). If the engine does not start normally, a predetermined electric load is turned off (step 500) and the engine is restarted (step 500). 460).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic vehicle engine for automatically stopping an engine when a predetermined stop condition is satisfied and restarting the automatically stopped engine when a predetermined restart condition is satisfied. It relates to a stop and restart control device.

[0002]

2. Description of the Related Art Conventionally, a vehicle is stopped during traveling, and when a predetermined stop condition is satisfied, an engine is automatically stopped to save fuel, reduce exhaust emissions, reduce noise, and the like. A vehicle has been proposed and put into practical use (for example, Japanese Patent Application Laid-Open No. 8-14076).

More specifically, the engine is automatically stopped when predetermined stop conditions such as zero vehicle speed, accelerator off, and brake on are detected.

[0004] It is disclosed that a headlight (headlight) is turned off in order to reduce the power consumption of a battery while the engine is automatically stopped (Japanese Patent Application Laid-Open No. 63-75323).

[0005] When the conditions for restarting the engine are satisfied (for example, when the driver indicates the intention to run, such as depressing an accelerator pedal), the engine is restarted immediately.

[0006]

However, according to the technique disclosed in Japanese Patent Application Laid-Open No. 63-75323, the electric load including the headlights and auxiliary machines are turned off during the automatic stop of the engine. Therefore, there was a problem that convenience was lacking.

On the other hand, if the operation of the electric load is unconditionally permitted when the engine is stopped, it becomes difficult to restart the engine depending on the charge capacity of the battery and the state of the battery (for example, near the end of life). There is fear.

SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and allows the operation of the electric load even during the automatic stop of the engine so that the convenience is not impaired. Provided is an automatic engine stop and restart control device for a vehicle that can improve the startability when restarting the engine again even if the restart processing of the engine cannot be returned to normal (smooth). That is the subject.

[0009]

According to a first aspect of the present invention, an engine is automatically stopped when a predetermined stop condition is satisfied, and the engine automatically stopped when a predetermined restart condition is satisfied. In the engine automatic stop and restart control device for a vehicle to be restarted, means for permitting operation of an electric load when the engine is automatically stopped, a predetermined restart condition is satisfied, and engine restart is performed. Means for judging whether or not the engine starts normally when trying to execute the processing. If the engine does not start normally, a predetermined electric load is turned off to restart the engine. The above problem has been solved by performing the processing.

[0010] By doing so, the operation of an electric load such as a headlight, an air conditioner, or an audio system using a battery as a power source can be permitted even during automatic engine stop, and a restart condition is satisfied. If the engine does not return to normal (not smooth) when the engine is restarted, a predetermined (part or all) of the electric load is turned off. Thus, the startability at the time of performing the next restart process can be improved.

According to a second aspect of the present invention, there is provided an engine for a vehicle which automatically stops an engine when a predetermined stop condition is satisfied and restarts the automatically stopped engine when a predetermined restart condition is satisfied. In the automatic stop and restart control device, when the engine is performing the automatic stop, the means for permitting the operation of the electric load and a predetermined restart condition are satisfied, and an attempt is made to execute the engine restart processing. Means for judging whether or not the engine starts normally, and if the engine does not start normally, while turning off the electric loads in order from a lower priority order, The above-mentioned problem is similarly solved by performing an engine restart process each time the electric load is turned off.

By doing so, all the electric loads are not cut off at once, so that the convenience can be further improved. In addition, since the electric loads are turned off in the order of lower priority, for example, an electric load that draws attention to another vehicle such as a hazard lamp or a tail lamp is set as a higher priority electric load, thereby further improving the practicality. Can be improved.

According to a third aspect of the present invention, there is provided a vehicle engine for automatically stopping an engine when a predetermined stop condition is satisfied and restarting the automatically stopped engine when a predetermined restart condition is satisfied. In the automatic stop and restart control device, when the engine is performing the automatic stop, the means for permitting the operation of the electric load and a predetermined restart condition are satisfied, and an attempt is made to execute the engine restart processing. Means for determining whether or not the engine starts normally.If the predetermined restart condition is satisfied and the engine does not start normally when the engine is restarted, a predetermined Turn off the electrical load and execute the restart process,
In addition, by turning off the predetermined electric load even after the engine has been restarted, the recovery time of the charge capacity of the battery can be hastened.

According to a fourth aspect of the present invention, in the first to third aspects of the present invention, when the engine is restarted after the electric load is turned off, the amount of intake air is increased and the engine is restarted. This is equivalent to restarting the engine while stepping on the accelerator, so that the startability of the engine when restarting the engine again can be improved.

[0015] Here, "increase in the amount of intake air" means to open the throttle.

According to a fifth aspect of the present invention, in addition to the first to fourth aspects, there is further provided a means for counting the number of times the restart was not achieved, and the number of times the engine restart processing was not achieved is set. If the number of times exceeds the predetermined number of times, all the electric loads are turned off, and the restarting process of the engine is stopped to solve the above-described problem.

By doing so, the engine restart processing is not repeatedly performed until the charge capacity of the battery is completely discharged (battery consumption can be prevented), and the engine can be started with an ignition key, for example. You can leave room.

According to a sixth aspect of the present invention, the engine is automatically stopped when a predetermined stop condition is satisfied, and the automatic stop is performed when a predetermined restart condition including a condition that the battery charge capacity is reduced is satisfied. An engine automatic stop and restart control device for a vehicle that restarts an engine, a means for permitting operation of an electric load when the engine is automatically stopped, and a predetermined restart condition is satisfied. Means for judging on what restart condition the engine was restarted when the restart processing of the engine was attempted, and when the restart of the engine was based on a decrease in the charged capacity of the battery. The above-mentioned problem is also solved by turning off the electric load until the charged capacity of the battery recovers after the engine is restarted.

By doing so, the recovery time of the charge capacity of the battery can be hastened, similarly to the effect of the third aspect.

[0020]

Embodiments of the present invention will be described below in detail with reference to the drawings.

In this embodiment, in a vehicle drive system as shown in FIG. 7, the engine is automatically stopped when a predetermined stop condition is satisfied, and the automatic stop is performed when a predetermined restart condition is satisfied. The restarted engine is restarted.

In this embodiment, not only when the shift position is in the non-drive position such as "N (neutral)" or "P (parking)", but also in the "D (forward running)" of the drive position. Even when the vehicle is in the "R (reverse travel)" position, the engine is automatically stopped when a predetermined condition is satisfied.

In FIG. 7, reference numeral 1 denotes an engine mounted on a vehicle, and 2 denotes an automatic transmission. In the engine 1, a motor generator 3 functioning as a motor and a generator for restarting the engine 1 is connected to a crankshaft 1a of the engine 1 via a clutch 26, a chain 27, and a reduction mechanism R. I have. Note that the engine starter may be provided separately from the motor generator 3, and the starter and the motor generator 3 may be used together when starting the engine, or the starter may be used exclusively at extremely low temperatures.

The reduction mechanism R is of a planetary gear type and has a sun gear 3
3, including a carrier 34, a ring gear 35, and a brake 3
1. It is incorporated between the motor generator 3 and the clutch 28 via the one-way clutch 32.

The oil pump 19 for the automatic transmission 2 is directly connected to the crankshaft 1 a of the engine 1 via clutches 26 and 28. The automatic transmission 2 is provided with a known forward clutch C1 that is engaged during forward traveling.

Reference numeral 4 denotes an inverter electrically connected to the motor generator 3. The inverter 4 varies the supply of electric energy from the battery 5 as a power source to the motor generator 3 by switching, thereby varying the rotation speed of the motor generator 3. Further, switching is performed such that electric energy is charged from motor generator 3 to battery 5.

Reference numeral 7 denotes a controller for controlling the connection and disconnection of the clutches 26, 27 and 28, the switching control of the inverter 4, the control of the air conditioner (auxiliary equipment such as the like) 41, and the like. Further, a signal of the switch 40 and a signal of the shift lever 44 in the automatic stop traveling mode (eco-run mode) are input to the controller 7. Arrow lines in the figure indicate each signal line. The control 7 is linked to an ECU (electronic control device) 80 that controls the engine, the automatic transmission, and the like.

FIG. 10 shows the input / output relationship of signals to the ECU 80.

As shown in the figure, the ECU 80 includes, for example, an engine speed NE, an engine coolant temperature, a signal relating to the state of an ignition switch, a battery charge SOC, a vehicle speed, an AT oil temperature, a shift position signal, and a side brake signal. , A signal of a turbine speed sensor of a torque converter, a catalyst temperature, an accelerator opening signal, a signal of a crank position, a signal of a foot brake depression force sensor, an ignition signal, an injection signal, a signal to a starter, a signal to a motor generator controller 7 , Signal to reduction gear, AT
A signal to the solenoid, a signal to the AT line pressure control solenoid, a signal to the ABS actuator, a signal to the automatic stop control execution indicator 81, a signal to the automatic stop control non-execution indicator 82, and the like are input and output.

Also, among these signals, a headlight 100, a defogger 102, an air conditioner 104, a small lamp 106, a radiator fan, a brake lamp 110, a wiper 112, a turn signal 1
14, room light 116, hazard 118, audio 120, stop lamp 122, fog lamp 124
And other electrical load signals are also input and output.

Next, the structure of a brake for keeping the vehicle stopped will be described with reference to FIG.

In FIG. 8, reference numeral 200 denotes a brake pedal as a brake operating member. The brake pedal 200 operates a master cylinder 208 via a hydraulic booster 206. A reservoir 210 is attached to an upper portion of the master cylinder 208. A pump 214 pumps up the brake fluid from the reservoir 210 and stores the brake fluid at a high pressure in an accumulator 216. Connected by

A pressurizing chamber (not shown) inside master cylinder 208 is connected to a wheel cylinder of a brake for braking front wheel 238 by a main liquid passage including liquid passages 212 and 244. On the other hand, the pressurizing chamber (not shown) is connected to a wheel cylinder of a brake for braking the rear wheel. However, since the configuration of the rear wheel system is the same as the configuration of the front wheel system, illustration and description are omitted. Hereinafter, only the front wheel system will be described.

The liquid passage 212 is provided with a check valve 222 and an electromagnetic pressure increasing / reducing valve 232. The electromagnetic pressure reducing valve 232 is always connected to the liquid passages 212 and 244, that is, the master cylinder 20.
8 and the wheel cylinder 240 are in a pressure increasing allowable state, but the intermediate pressure is supplied to the solenoid 230 to switch to a pressure-holding state in which the communication between the master cylinder 208 and the wheel cylinder 240 is interrupted.
Further, the three-position solenoid valve is switched to a pressure reduction allowable state in which the wheel cylinder 240 communicates with the reservoir 210 by supplying a large current to the solenoid 230.

A check valve 226 is provided in a bypass passage 224 that bypasses the electromagnetic pressure reducing valve 232.
The brake fluid in the wheel cylinder 240 can be returned to the master cylinder 208 via the bypass passage 224.

The bypass passage 224 is provided with a brake fluid hold solenoid valve 228 for keeping the brake fluid in the wheel cylinder 240 when the brake is applied. The presence of the brake pressure hold solenoid valve 228 enables control such that the brake is applied even when the brake pedal 200 is released.

Between the accumulator 216 and the downstream side of the check valve 222 in the passage 212, an electromagnetic valve 22 is provided.
0 is provided. The electromagnetic closing / opening valve 220 is always in a state of interrupting the communication between the accumulator 216 and the liquid passage 212, but is opened at the same time as the start of the operation of the electromagnetic increasing / decreasing valve 232. The pressure is supplied to the pressure valve 232. The high-pressure brake fluid supplied from the accumulator 216 flows into the master cylinder 208 by the check valve 222.
Blocked by

Reference numeral 236 denotes a rotation speed sensor for detecting the rotation speed of the front wheel 238, and 204 denotes the brake pedal 2
Brake switch that detects that 00 has been depressed,
202 is a load cell for detecting the operation force of the brake pedal 200, and 234 is a control device for controlling the brake pressure. The control device 234 is linked to the controller 7 described above.

Next, the operation of the present embodiment will be described.

When the engine is started, the electromagnetic clutches 26, 2
8 is set to the connected state, and the motor generator 3 is driven to start the engine 1 (the starter may be used together or alone, but not described here). At this time, by turning on the brake 31 and turning off the clutch 32, the rotation of the motor generator 3 is transmitted at a reduced speed from the sun gear 33 side of the reduction mechanism R to the carrier 34 side. Thereby, even if the capacity of motor generator 3 and inverter 4 is reduced, the driving force necessary for cranking engine 1 can be secured. After the start of the engine 1, the motor generator 3 functions as a generator, and stores electric energy in the battery 5, for example, during braking of the vehicle.

When the engine is started, the motor generator 3
Is detected by the controller 7 and a switching signal is output to the inverter 4 so that the rotation of the motor generator 3 becomes a torque and a rotation speed necessary for starting the engine 1. For example, if the signal of the air conditioner switch 41 is on when the engine is started, a larger torque is required as compared with when the air conditioner is off. Is output.

When a predetermined engine stop condition is satisfied with the eco-run mode signal turned on, the controller 7 outputs a signal for cutting off the supply of fuel to the engine 1 and automatically stops the engine. The eco-run mode signal is input to the controller 7 when the driver presses the eco-run switch 40 provided in the vehicle compartment.

In this embodiment, when the stop condition of the engine 1 is satisfied, the engine 1 is stopped.

Specifically, the predetermined stop conditions of the engine 1 are “vehicle speed is zero”, “accelerator off”, “brake on”, “battery charge capacity SOC is equal to or more than a predetermined value”. In addition to the non-drive position, the eco-run is performed even in the drive position.

In the present embodiment, the actual condition is satisfied when these conditions are further satisfied and "when a predetermined time Tz has elapsed".

As described above, the engine 1 is not automatically stopped immediately after the predetermined condition is satisfied, but is executed after the predetermined time Tz has elapsed. In this embodiment, the shift position is the drive position. This is because a system for automatically stopping the engine even at a certain time is employed, so that the automatic stop of the engine 1 is prevented from being frequently performed due to an instantaneous temporary stop or the like.

Next, the restart processing of the engine 1 will be described.

The engine 1 is restarted when a predetermined restart condition is satisfied (automatic return of the engine).

The predetermined restart condition is, for example, a stop condition such as “vehicle speed is zero”, “accelerator off”, “brake on”, and “battery charge capacity SOC is a predetermined value SOC.
Any of "low or higher" is not established, but can be adopted.

In this embodiment, during the automatic stop control of the engine 1, the headlight 100 and the defogger 10
2. Air conditioner 104, small lamp 106, radiator
TAFAN, brake lamp 110, wiper 112, turn signal 114, room light 116, hazard 11
8. The operation of electric loads such as the audio 120, the stop lamp 122, and the fog lamp 124 is allowed.

This is to improve the convenience for the occupants (including the driver).

The "predetermined value SOClow" of the battery charge capacity SOC is defined as a state in which the electric load (for example, the air conditioner 104, the audio 120, or the like) is used during the automatic stop control of the engine 1 and the battery charge capacity SOC decreases. If the automatic stop of the engine is continued as it is, there is a possibility that the battery may run down. Therefore, this is a trigger value for executing the engine restart process before the battery runs out.

As described above, in the present embodiment, the engine is restarted when the charge capacity SOC of the battery decreases. However, when the use of the electric load is extremely large, If the charge capacity SOC has dropped to around the predetermined value SOClow, there is a possibility that the vehicle cannot be restarted satisfactorily. Also, for example, even when the battery itself is weak or in winter, the engine may not be restarted by one operation (it is hard to start).

Therefore, in this embodiment, in order to cope with such a problem, the engine is normally restarted (at once).
If the operation cannot be performed, the starting environment of the engine is further improved from the next time (second time), so that the engine can be smoothly restarted.

Here, a first embodiment when the engine is restarted will be described based on the control flow shown in FIG.

In FIG. 1, in step 410, the input signal is processed, and in step 420, it is determined whether or not the engine 1 is under automatic stop control. The determination as to whether or not the engine 1 is automatically stopped can be easily made based on whether or not the controller 7 itself outputs an instruction to that effect. If the engine 1 is not under automatic stop control (the engine 1 is being started), the process returns because there is nothing to do with this embodiment.

If it is determined in step 420 that the engine 1 is under the automatic stop control, the flow advances to step 430 to determine whether or not the restart condition is satisfied. The restart condition is as described above. If the restart condition is not satisfied, the routine returns.

When the restart condition is satisfied in step 430, a counter for counting the number of times the engine 1 is started is set to n = 1 (step 440). Here, the reason why the counter of the number of engine starts n is set to “1” is to count the number of times from the time when the engine executes the restart processing to the time when the engine 1 is started.
Each time the restart process is performed, the number increases by 1, 2, 3..., And when the engine is restarted, the reset (n =
0).

Further, in this embodiment, in addition to counting the number of engine starts n, a general counter N (see FIG. 9B) for integrating and counting the number of engine starts is also provided. It is displayed (described later).

In step 450, after the engine automatic stop command, a brake pressure hold control for stopping the wheels to stop the vehicle is performed.

The brake pressure hold control means the brake pressure hold solenoid valve 2 of the brake system described with reference to FIG.
28 is in a hold state, and the brake fluid is confined in the wheel cylinder 240.

The brake pressure hold control may be performed from the time when the engine automatic stop command is output. In short, the brake pressure hold control may be performed when the engine restart processing is performed. . By performing the brake pressure hold control in this manner, for example, even when the driver releases his / her foot from the brake pedal, the brake can be applied, and the vehicle can move backward even on a steep slope. Can be prevented. Further, in the case of a system that automatically stops and restarts the engine 1 when the shift position is the drive position as in the present embodiment, this is a very effective means for preventing the feeling of pushing out. In particular, as described later, when the engine is restarted, in the present embodiment, the opening of the throttle is opened when the startability of the engine is poor. Control becomes an effective means. The brake pressure hold control ends until the forward clutch C1 is engaged, and the clutch engagement timing is determined from the turbine rotational speed NT.

In step 460, the engine 1 is restarted. After the engine restart processing, it is determined in step 470 whether or not the engine has started normally. In order to execute this determination, it is sufficient to confirm whether or not the engine 1 is actually started after the restart processing of the engine 1. Specifically, it can be determined from the turbine rotation speed NT and the engine rotation speed NE.

If it is determined in step 470 that the restart processing of the engine 1 has been normally executed (one-time start), the process proceeds to the process described later.

If it is determined in step 470 that the restart processing of the engine 1 has not been executed normally,
To determine whether or not an intake flag 1 indicating that the amount of intake air to the engine, which will be described later, has been increased is turned on.

If the suction flag 1 is on, the process proceeds to the step described later; otherwise, the process proceeds to a step 490.

In step 490, it is determined whether or not the number n of engine starts has exceeded a predetermined number m.

The predetermined number m is the number of times that the execution of the engine restart processing is permitted (tried). This predetermined number m
If is not set, the restart processing of the engine is performed forever, and there is a possibility that a heavy load is imposed on the starter and the MG. In other words, the predetermined number m corresponds to the upper limit of the number of times that restart is attempted in executing the engine restart processing. For example, if m = 5, the engine will be restarted up to five times.

If it is determined in step 490 that the number n of engine starts does not exceed the predetermined number m, step 50
Go to 0 to turn off the predetermined electrical load.

The predetermined electric load includes, for example, headlight 100, defogger 102, air conditioner 104, small lamp 106, radiator fan 108, brake lamp 110, wiper 112, turn signal 114, room light 116, hazard 118, and audio 120. And so on.

For example, one of these electric loads may be turned off, or a plurality of electric loads may be turned off at the same time. In addition, only those having a large electric capacity may be turned off, conversely, only those having a small electric load may be turned off, or a predetermined specific electric load may be turned off. .

After the predetermined electric load is turned off in step 500, the process proceeds to step 510, in which the number of engine starts is set to n = n + 1 (1 is added to the previous n), and
Return to step 460 again. In step 510, the total counter N is also set to N = N + 1.

After returning to step 460, step 4
At 70, the engine restart processing is performed again.

As described above, in step 470, if the restart processing of the engine 1 can be normally performed, the process can proceed to step S. However, if the restart cannot be performed by the second engine restart processing, Again, in the routine of steps 460 to 510, n is a predetermined number m
Repeat until over.

For example, if it is assumed that m = 5, this engine restart processing is repeated at most five times, and it is determined in step 470 that the engine can be restored during the sixth restart processing. If the restart is not possible at the sixth time, the process proceeds to step 490.

The predetermined number m is not limited to “5”, but may be “0” depending on the setting.

The next routine will be described with reference to FIG.

In the routine, the amount of air taken into the engine is temporarily increased in step 1100. More specifically, the engine is restarted with the throttle opened, so that the startability of the engine is improved in the next engine restart process.

When the engine restart processing is executed by increasing the intake air amount, the intake flag 1 is turned on (step 1110). After turning on the suction flag 1, the process returns to step 460 of FIG. 1 or FIG.
Perform an engine restart.

The ISC valve may be opened in addition to opening the throttle.

If it is determined in step 470 that the engine can be restored by restart processing while the routine is being executed, the process proceeds to step 480. If it cannot be restored by the engine restart processing, control proceeds to step 480. Proceed to

Next, the operation will be described with reference to FIG.

FIG. 5 shows a countermeasure to be taken in the case where the engine restart processing after the intake air amount to the engine cannot be returned to the normal state.

If the engine cannot be restarted,
In step 1000, it is determined that it is difficult to return even if the engine restart processing is continued. In step 1000, all the electric loads are completely turned off, and the engine is restarted in order to prevent the consumption of the battery (slightly remaining charge capacity SOC). Stop the startup process.

This is to prevent the battery from being completely depleted and to leave the possibility of starting by ignition.

Next, from step 460 to step 510
A case in which the engine 1 is restarted during this period will be described.

When the engine 1 is restarted, the process proceeds from step 470.

The operation will be described with reference to FIG.

In this routine, since the engine 1 has been restarted, the brake pressure hold control is released in order to release the brake applied to the wheels in order to immediately enter the starting system. However, in the case where the restart of the engine 1 is "there is no intention to start" due to a decrease in the SOC of the battery or the like, the brake pressure is held until the "intention to start" such as accelerator-on or brake-off is confirmed. The control may be continued.

After releasing the brake pressure hold control in step 600, it is determined in step 610 whether or not the number n of engine starts is "1".

If n = 1, it indicates that the engine restart process has been started once, and in such a case, the process proceeds to step S1.

On the other hand, when n is not 1, it means that the engine has not been restarted once.
In such a case, the process proceeds to step 620, and the predetermined electric load is continuously turned off (even after the engine is restarted).

By doing so, the recovery time of the charged capacity of the battery can be shortened.

During the period in which the predetermined electric load is turned off, until the charge capacity of the battery can secure a sufficient capacity or the occupant of the vehicle manually operates.
Until the switch of the electric load is turned on.

The next routine will be described with reference to FIG.

In FIG. 6, when there is a command to display the number of engine starts n or the total number of starts (integrated number of all engine starts) N (step 7).
00), the number of restarts n of the engine (the total number of starts N) is displayed (indicated) (step 710).

The total number of times N is increased by closing the contact point shown in FIG. 9A every time the engine is started. Then, when a number-of-times indicator is issued, the number of times is displayed as a total number of starts N on a number-of-times indicator as shown in FIG. 9B.

When an engine start number erasure command is issued, the erasure command terminal is closed, and the integrated number of the total counter can be reset (N = 0) (steps 720 and 730). The total number of starts N is E
This is stored in the nonvolatile memory in the CU 80.

As described above, by displaying the total number of starts N, the number of starts of the engine can be easily grasped, a guide for replacing parts such as the starter can be obtained, and serviceability can be improved.

The display of the total number of starts N is shown in FIG.
(B) Not limited to the counter, audio,
The driver or the like may be alerted through another means such as the number of blinks.

Also, the number of engine starts n is determined in step 7
At 40, n = 0 is set, and the process returns.

Next, a second embodiment will be described.

In the control flow of FIG.
Since steps from 0 to 890 are exactly the same as the flow in FIG.
The description is omitted here to avoid duplication.

In the second embodiment, priorities are given to electric loads in advance.

The priorities are classified into a first electric load, a second electric load, and a third electric load.

For example, the first electric load is, for example, an air conditioner 104 or a plurality of electric loads as described above.
Even if the audio 120, the defogger 102, the wiper 112, and the like are temporarily turned off, the driver and the surrounding vehicles are hardly affected (low priority).

The second electric load includes, for example, the headlight 100 and the fog lamp 124 which are more important than the first electric load.

The third electric load has a higher importance.
Tail lamp (stop lamp) 122 and hazard 11
An electric load that calls attention to the surroundings, such as eight.

As described above, the electric loads are preliminarily divided according to the degree of importance, such as the first, second, third,....

In FIG. 2, if the engine did not restart normally in step 870,
At 90, it is determined whether the number of restarts n of the engine has exceeded a predetermined number m. When it is determined that m has not exceeded m, the routine proceeds to step 900, where it is determined whether or not the number n of engine starts is one.

The number n of restarts of the engine is 1 (n = 1)
In this case, as described above, the first electric load is first turned off, and then the number of engine starts n is incremented by one, and the process returns to step 860 to restart the engine.

Next, if the engine 1 is restarted when the (second) engine restart processing is performed, the process proceeds to the above.

When it is determined that the engine has not been restarted (returned), the routine proceeds to step 920 through step 920.
At 30, the second electrical load is turned off.

After turning off the second electric load, step 860 is executed.
Then, the engine is restarted (the third time), and the engine is restarted. Similarly, if the engine cannot be restarted normally, step 9
After step 40, the third electric load is turned off at step 950.

In this embodiment, the electric load is the first,
Although it was divided into the second and third three, it is not particularly limited to this. Further, m is a numerical value equal to or larger than the number of divided electric loads (three in this embodiment).

Note that the number n of engine restart processes is m
Is exceeded, and if it is still not possible to return to the normal state, the process proceeds to step 890 and proceeds to the above. If the number of divided electric loads exceeds the number (in this embodiment, the number exceeds three), “No” is determined in step 940, and the process proceeds to step 960. Therefore, restarting is attempted until n exceeds m with the electric load being the minimum, and at the stage where the electric load is exceeded, the routine enters the same routine from step 890.

In this way, by turning off the electric loads in order from the one with the lowest priority, the engine is restarted every time the electric load is turned off, whereby
So that all electrical loads are not cut off at once,
The convenience can be prevented from being significantly reduced.

Note that in the second embodiment,
This routine is the same as that of the first embodiment, and a description thereof will not be repeated.

Although not shown, if the engine is restarted due to a decrease in the charged capacity of the battery, the electric load is reduced after the engine is restarted until the charged capacity of the battery is restored, or the occupant is disengaged. The electric load is kept off until the electric load is turned on by manual operation.

[0120] By doing so, the recovery time of the battery charge capacity SOC can be shortened.

[0121]

According to the present invention, when a predetermined restart condition is satisfied and an attempt is made to execute an engine restart process,
Equipped with means for determining whether the engine starts normally,
If the engine does not start normally, a predetermined electric load is turned off and the engine is restarted, so that the battery is used as a power source even when the engine is automatically stopped, such as an electric load such as a headlight or an air conditioner. Can be improved, the convenience can be improved, and the engine can be restarted the next time (second time or later) even if the engine restart processing does not return to normal once. Can be improved.

[Brief description of the drawings]

FIG. 1 is a control flowchart for restarting an engine according to a first embodiment of the present invention;

FIG. 2 is a control flowchart at the time of engine restart according to a second embodiment of the present invention.

FIG. 3 is a flowchart showing a continuation from FIG.

FIG. 4 is a flowchart showing the continuation of FIGS.

FIG. 5 is a flowchart showing the continuation of FIGS.

FIG. 6 is a flowchart showing a continuation from FIG. 4;

FIG. 7 is a system configuration diagram of a vehicle engine drive device to which the present invention is applied.

FIG. 8 is a diagram showing a configuration of a brake.

FIG. 9 is a diagram showing a total engine start number indicator and its contact points.

FIG. 10 is a diagram showing a relationship between input and output signals with respect to an ECU (electronic control device) of the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 7 ... Controller 19 ... Oil pump 40 ... Eco-run SW 44 ... Shift lever 45 ... Shift position sensor 80 ... ECU 81 ... Automatic stop control execution indicator 82 ... Automatic stop control not performed indicator MG: Motor generator SOC: Battery charge capacity n: Number of engine starts m: Predetermined value of number of engine starts N: Total number of engine starts

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F02N 15/00 F02N 15/00 E (72) Inventor Kei Tsujii 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor (72) Inventor Kojiro Kuramochi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G084 BA05 BA11 BA28 BA32 BA34 CA01 CA07 DA00 FA05 FA06 FA10 FA20 FA33 FA35 FA38 3G092 BB01 BB10 CA01 DG08 FA30 HA06Z HE01Z HE03Z HE08Z HF00Z HF02Z HF08Z HF11Z HF15Z HF19Z HF21Z 3G093 AA05 AA16 BA00 BA21 BA22 CA02 DA01 DA05 DA06 DA07 DA12 DB01 DB05 DB09 DB11 DB15 DB19 DB23 DB24 DB25 EA05 EA09 A09 ECA

Claims (6)

[Claims] An automatic engine stop and restart control device for a vehicle that automatically stops an engine when a predetermined stop condition is satisfied and restarts the automatically stopped engine when a predetermined restart condition is satisfied. A means for permitting the operation of the electric load when the engine is automatically stopped; and when a predetermined restart condition is satisfied and an attempt is made to execute an engine restart process, the engine normally operates. Means for judging whether or not to start the engine. If the engine does not start normally, a predetermined electric load is turned off and the engine is restarted. Stop and restart controls. 2. An automatic engine stop and restart control device for a vehicle that automatically stops an engine when a predetermined stop condition is satisfied and restarts the automatically stopped engine when a predetermined restart condition is satisfied. A means for permitting the operation of the electric load when the engine is automatically stopped; and when a predetermined restart condition is satisfied and the engine is to be restarted, the engine normally operates. Means for judging whether or not to start the engine. If the engine does not start normally, the electric loads are turned off in order from a lower priority order among the electric loads, and each time the electric load is turned off. An automatic engine stop and restart control device for a vehicle, wherein the engine restart process is performed. 3. An automatic engine stop and restart control device for a vehicle that automatically stops an engine when a predetermined stop condition is satisfied and restarts the automatically stopped engine when a predetermined restart condition is satisfied. A means for permitting the operation of the electric load when the engine is automatically stopped; and when a predetermined restart condition is satisfied and an attempt is made to execute an engine restart process, the engine normally operates. Means for determining whether or not to start, when the predetermined restart condition is satisfied and the engine is restarted, if the engine does not start normally, a predetermined electric load is turned off. An engine automatic stop and restart control device for a vehicle, which executes a restart process and turns off the predetermined electric load even after the engine has been restarted. 4. The vehicle according to claim 1, wherein at the time of restarting the engine after the electric load is turned off, the amount of intake air is increased and the restarting of the engine is performed. Engine automatic stop and restart control device. 5. The system according to claim 1, further comprising means for counting the number of times the restart has been unsuccessful, wherein the number of times the engine has not been restarted has exceeded the set number. A control device for automatically stopping and restarting an engine of a vehicle, wherein all of the electric loads are turned off and an engine restart process is stopped. 6. A vehicle that automatically stops an engine when a predetermined stop condition is satisfied, and restarts the automatically stopped engine when a predetermined restart condition including a condition of a decrease in battery charge capacity is satisfied. Means for permitting operation of an electric load when the engine is automatically stopped, a predetermined restart condition is satisfied, and an engine restart process is performed. Means for judging on what restart condition the engine has been restarted, when the restart of the engine is based on a decrease in the charge capacity of the battery, An engine automatic stop and restart control device for a vehicle, wherein the load is turned off until the charge capacity of the battery is restored.