JP2008031890A - Vehicular controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular controller capable of infallibly practicing idling, stop and start controls without giving unpleasant feeling to a vehicular driver. <P>SOLUTION: The vehicular controller is equipped with a DPF device 20; an idling, stop and start controller (ISS-ECU) 30; and an engine ECU 40. The ISS-ECU is equipped with a DPF information monitoring means for monitoring DPF information indicating whether or not forced reproduction of the DPF device 20 is needed in the engine ECU, a demand inhibiting means for inhibiting generation of an engine stop demand when the DPF information indicates the necessity of the forced reproduction of the DPF device, and a demand withdrawing means for withdrawing the engine stop demand when the DPF information has changed into information indicating the necessity of the forced reproduction of the DPF device before receiving a received response for the engine stop demand after having issued the engine stop demand. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle that includes an exhaust particulate removal device (DPF device) that removes exhaust particulates contained in exhaust gas of a diesel engine and has an idling, stop, and start control function of the engine.

Recently, so-called idling stop start (ISS), in which an engine is automatically stopped / automatically started according to the state of a vehicle, has been attracting attention, and various control methods have been proposed (see, for example, Patent Document 1). Further, in a vehicle equipped with a filter (Diesel Paticulate Filter) device (hereinafter abbreviated as a DPF device) that removes exhaust particulates (particulate matter) contained in the exhaust gas of a diesel engine, a catalyst regeneration type party in the DPF device is provided. It has also been proposed to forcibly regenerate the curate filter, and in particular to perform this forced regeneration in preference to the idling stop (engine stop control) described above (see, for example, Patent Document 2).
JP 2006-46316 A JP 2004-150416 A

  By the way, a vehicle equipped with a DPF device that removes diesel exhaust particulates contained in exhaust gas and an idling stop start (ISS) function is provided with an idling stop start control device (ISS-ECU) as shown in FIG. ) 1 and an engine control device (engine ECU) 2. The idling / stop / start control device 1 determines an engine stop condition from the state of the vehicle, and issues an engine stop request to the engine control device 2 when the stop condition is satisfied. The engine control device 2 receives the engine stop request and stops the engine, and controls forced regeneration of the particulate filter according to the state of the DPF device. By the way, forced regeneration of this DPF device is performed by adding fuel to the exhaust gas and burning diesel exhaust particulates collected in the filter while the engine is operated in preference to the ISS control described above. Done.

  For this reason, when the DPF device is being forcibly regenerated, the engine control device 2 does not return a request acceptance response to the engine stop request even though the ISS-ECU 1 has issued an engine stop request. The stop request remains issued. Then, the ISS operation indicator 4 in the meter cluster 3 that is driven to blink when the engine stop request is generated and is lit and driven when the engine is stopped continues to blink, which makes the driver of the vehicle feel uncomfortable. Moreover, since the ISS-ECU 1 continues to issue an engine stop request at this time, the engine control device 2 stops the engine when the forced regeneration of the DPF device is finished. As a result, there is a risk of giving the impression that the engine has suddenly stopped.

  The present invention has been made in consideration of such circumstances, and the object of the present invention is to provide a vehicle driver even when forced regeneration control of the DPF device is executed in preference to idling / stop / start control. It is an object of the present invention to provide a vehicle control device that can reliably perform idling, stop, and start control without causing a sense of incongruity.

In order to achieve the above-described object, a vehicle control apparatus according to the present invention includes a DPF device that removes exhaust particulates contained in the exhaust gas of a diesel engine, determines an engine stop condition according to the state of the vehicle, and stops the engine. An idling stop start control device (ISS-ECU) that issues an engine stop request when the condition is satisfied, and when the engine stop control is received in response to the engine stop request, and the DPF device must be forcibly regenerated. An engine control device (engine ECU) that executes forced regeneration control on the DPF device in preference to the engine stop control,
In particular, the idling stop start control device is
<a> DPF information monitoring means for monitoring DPF information indicating the necessity of forced regeneration of the DPF device in the engine control device;
<b> Request prohibiting means for prohibiting generation of the engine stop request when the DPF information indicates the necessity of forced regeneration of the DPF device;
<c> When the DPF information changes to information indicating the necessity of forced regeneration of the DPF device before receiving an acceptance response to the engine stop request from the engine control device after issuing the engine stop request, the engine And a request withdrawal means for canceling the stop request.

  Preferably, the idling / stop / start control device confirms a travel history indicating that the vehicle has traveled satisfying a predetermined condition as one of the engine stop conditions, and issues the engine stop request. The request prohibiting means and the request withdrawal means are each configured to clear the travel history when the DPF information indicates the necessity of forced regeneration of the DPF device. The idling / stop / start control device recognizes that the vehicle does not include the DPF device when the DPF information is not detected from the engine control device, and the DPF information does not require the forced regeneration of the DPF device. It is preferable to execute the control process by considering that it is shown.

  According to the vehicle control device configured as described above, the idling stop / start control device prohibits the generation of the engine stop request when the DPF information indicates the necessity of forced regeneration of the DPF device (request prohibiting means). And when the DPF information changes to information indicating the necessity of forced regeneration of the DPF device before receiving an acceptance response to the engine stop request from the engine control device after issuing the engine stop request. Since the stop request is withdrawn (request withdrawal means), the engine stop request is not continuously output only when the engine stop condition is satisfied. Therefore, the ISS indicator in the meter cluster does not continue to flash for a long time, and there is no unnaturalness that the engine suddenly stops after a certain time after issuing the engine stop request.

  Further, as described above, idling / stop / start control is executed using the running history of the vehicle, thereby prohibiting the generation of the engine stop request (request prohibiting means) without increasing the processing load, and the engine. It becomes possible to easily cancel the stop request (request withdrawal means). Moreover, since only the DPF information in the engine control device is monitored, the control can be performed easily and accurately.

A vehicle control apparatus according to an embodiment of the present invention will be described below with reference to the drawings.
The present invention is a control device that realizes an idling stop function suitable for incorporation in a vehicle, that is, a so-called diesel vehicle, provided with a DPF device 20 that removes exhaust particulates contained in the exhaust gas of the diesel engine 10. As shown in FIG. 1, the control device determines an engine stop condition according to the state of the vehicle, and issues an engine stop request when the engine stop condition is satisfied (ISS / STOP / START control device (ISS)). -ECU) 30 and upon receiving the engine stop request from the ISS-ECU 30, the diesel engine 10 is controlled to stop, and when forced regeneration of the DPF device 20 is required, the stop control of the engine 10 is given priority. An engine control device (engine ECU) 40 that executes forced regeneration control on the DPF device 20 is provided.

  The ISS-ECU 30 and the engine ECU 40 are connected to each other via a CAN (control area network) 50. As will be described later, the ISS-ECU 30 issues an engine stop request via the CAN 50, and the engine ECU 40 Operate in relation to each other by returning a request acceptance response to the engine stop request via the CAN 50.

  Incidentally, the engine ECU 40 stops the diesel engine 10 in response to an instruction from the ISS-ECU 30, and thereby performs idling / stop / start (ISS) control, that is, automatic stop and restart of the diesel engine 10. Engine stop control means 41 is provided. Further, the engine ECU 40 includes DFP monitoring means 42 that monitors the state of the DPF device 20, determines the collection state of diesel exhaust particles in the particulate filter (not shown), and controls regeneration of the particulate filter. . The forced regeneration of the particulate filter, that is, the forced regeneration of the DPF device 20 is performed by adding fuel to the exhaust gas while the engine 10 is operated in preference to the above-described ISS control and collecting it in the filter. This is done by burning the diesel exhaust particles.

  On the other hand, the ISS-ECU 30 includes a vehicle state detection unit 31 that detects a vehicle state, and an engine stop condition determination unit 32 that determines a stop condition of the engine 10 from the vehicle state detected by the vehicle state detection unit 31. With. The engine stop condition by the determination means 32 is basically described in Patent Document 1 described above, such as that the vehicle is stopped, the transmission is in a neutral position, and the clutch is in an engaged state. Such conditions are well known from the prior art. In addition to these conditions, as will be described later in this device, one of the stop conditions is that there is a travel history indicating that the vehicle has traveled at 10 km / h or more. This includes that the history flag is ON.

  The engine stop condition determination means 32 has a function of issuing an engine stop request via the CAN 50 when the engine stop condition described above is satisfied, and driving the ISS indicator 61 of the meter cluster 60 to blink. The acceptance response detection means 33 monitors whether or not an acceptance response from the engine ECU 40 to the engine stop request is returned via the CAN 50. When an acceptance response to the engine stop request is detected by the acceptance response detection means 33, the engine stop condition determination means 32 receives the response and continuously drives the ISS indicator 61 to be lit up at the same time. Occurrence has stopped.

  Note that after the ISS-ECU 30 issues an engine stop request to the engine ECU 40 in this way to cause the engine 10 to perform idling / stop control, the ISS-ECU 30 starts from the vehicle state detected by the vehicle state detection means 31 described above. The restart condition of the engine 10 is determined. The restart conditions of the engine 10 include engine start conditions during idling / stopping that are conventionally known, such as the transmission being in a neutral position and the clutch pedal being depressed. When the restart of the engine 10 is detected, the ISS-ECU 30 stops driving to turn on the ISS indicator 61 described above.

  In addition to such a basic idling / stop / start control function, the ISS-ECU 30 further includes DPF information monitoring means 34 for monitoring DPF information given from the engine ECU 40 via the CAN 50. The DPF information includes information indicating whether or not forced regeneration of the DPF device 20 monitored by the DPF monitoring means 42 in the engine ECU 40 described above is necessary. In particular, the DPF information monitoring means 34 monitors whether or not DPF information exists on the CAN 50, and if further DPF information exists, monitors whether or not the information requires forced regeneration of the DPF device 20. It is supposed to be.

  In response to such a monitoring result by the DPF information monitoring means 34, especially when DPF information indicating the necessity of forced regeneration of the DPF device 20 is detected, the request prohibiting means 35 sends the request to the engine stop condition determining means 32. In contrast, the above-described engine stop request is prohibited from being generated. Further, the request withdrawal means 36, when the engine stop condition determination means 32 has already made an engine stop request, and an acceptance response to the engine stop request has not been returned from the engine ECU 40, the engine stop condition determination means. 32 is withdrawn from the engine stop request.

  Specifically, when the DPF information indicating the necessity of forced regeneration of the DPF device 20 is detected by the DPF information monitoring unit 34, the engine stop condition determining unit 32 determines whether an engine stop request is received by the request prohibiting unit 35. Generation itself is prohibited. Therefore, in this case, even if the engine stop condition is satisfied, the engine stop request is not issued, and the engine ECU 40 executes the forced regeneration control for the DPF device 20 described above.

  However, when the DPF information indicates that the forced regeneration of the DPF device 20 is not necessary, the engine stop condition determination unit 32 generates an engine stop request when the engine stop condition described above is satisfied. If the DPF information changes to information indicating the necessity of forced regeneration of the DPF device 20 before the acceptance response to the engine stop request is returned, the request withdrawal means 36 forces the engine stop condition determination means 32 to To stop the output of the engine stop request described above. As a result, the engine stop request is withdrawn, and accordingly, the above-described blinking drive of the ISS indicator 61 is also stopped. In the engine ECU 40, the forced regeneration control for the DPF device 20 described above is executed in preference to the stop control of the engine 10 by the idling stop / start function.

  Thus, according to the vehicle control apparatus configured as described above, the forced regeneration control of the DPF device 20 is executed in preference to the stop control of the engine 10 by the idling stop / start function, and the engine stop request is accompanied accordingly. Therefore, the ISS indicator 61 is not flashed unintentionally for a long time. Therefore, it is possible to effectively avoid the problem that the ISS indicator 61 keeps blinking and gives the vehicle driver a feeling of strangeness. Further, when the forced regeneration control of the DPF device 20 is executed, the engine stop request is withdrawn, so that after the engine stop condition is satisfied, the engine suddenly stops as the forced regeneration of the DPF device 20 is completed. Such an unnatural behavior that cannot be predicted by the driver can be avoided. As a result, it is possible to execute idling / stop / start control without a sense of incongruity.

  FIG. 2 shows an example of a specific processing procedure of the control described above by the ISS-ECU 30. Briefly explaining this control procedure, when the ISS-ECU 30 is activated by turning on an engine key (not shown) [step S1], it is first determined whether or not the DPF information described above exists on the CAN 50. [Step S2]. If DPF information exists, the vehicle recognizes that the vehicle is a DPF-equipped vehicle equipped with the DPF device 20, and starts the idling / stop control described above [step S3]. If there is no DPF information, the vehicle recognizes that the vehicle is a DPF-less (non-mounted) vehicle and starts conventional idling / stop control (step S4).

  Specifically, in the case of a DPF-equipped vehicle, there is a travel history (flag) indicating that the vehicle has traveled at a speed of 10 km / h or more, for example, on condition that the engine 10 is started. It is checked whether or not [Step S5]. If there is no travel history (the flag is not set), it is determined that the idling / stop control is unnecessary, and the process is repeatedly executed until the travel history is generated (until the flag is set). If a travel history exists, it is determined whether or not the engine stop condition described above is satisfied [step S6]. Then, the above-described processing from step S5 is repeatedly executed until the engine stop condition is satisfied.

  If the engine stop condition is satisfied, it is first determined whether or not the DPF information indicates the necessity of forced regeneration of the DPF device 20 [step S7]. When the DPF information indicates the necessity of forced regeneration of the DPF device 20, the engine ECU 40 executes the forced regeneration control of the DPF device 20 in preference to the idling / stop control. The history is cleared and the process returns to the process from step S5 described above [step S8]. In other words, the engine stop request itself is prohibited.

  On the other hand, when the DPF information does not indicate the necessity of the forced regeneration of the DPF device 20, that is, when it indicates that the forced regeneration is unnecessary [Step S7], as already described, An engine stop request is generated because the engine stop condition is satisfied [step S9]. Next, it is determined whether or not a request acceptance response to the engine stop request is returned from the engine ECU 40 [step S10], and the processing from step S7 is repeatedly executed until the request acceptance response is returned. If the DPF information changes to a state in which the forced regeneration of the DPF device 20 is necessary before the request acceptance response is returned, this is detected in step S7, and the traveling history is cleared as described above. The process returns to the process from step S5 described above [step S8]. In other words, the engine stop request is withdrawn.

  When the return of the request acceptance response is confirmed [Step S10], the idling / stop control according to the engine stop request is entrusted to the engine ECU 40, and the above-described traveling history is cleared [Step S8]. When the engine 10 is restarted, the idling / stop control is started again, and the processing from step S5 described above is repeatedly executed.

  On the other hand, in the case of a DPF-less (non-mounted) vehicle, on the condition that the engine 10 is started, a travel history (flag) indicating that the vehicle has traveled at a speed of 10 km / h or more is provided. It is checked whether or not it exists [Step S11], and it is further determined whether or not an engine stop condition is satisfied [Step S12]. Then, the above-described processing from step S5 is repeatedly executed until a travel history (flag) exists and the engine stop condition is satisfied.

  If the travel history (flag) exists and the engine stop condition is satisfied, an engine stop request is generated [step S13]. Next, it is determined whether or not a request acceptance response to the engine stop request is returned from the engine ECU 40 [step S14], and the processing from step S13 is repeatedly executed until the request acceptance response is returned. If it is confirmed that the request acceptance response has been returned [step S14], the engine ECU 40 performs idling / stop control according to the engine stop request, and clears the travel history described above [step S15]. When the engine 10 is restarted, the idling / stop control is started again, and the processing from step S5 described above is repeatedly executed. That is, in this case, assuming that the above-mentioned DPF information does not always indicate the necessity of forced regeneration of the DPF device 20, the above-described DPF information determination process is omitted, and the idling / stop control is executed.

  Thus, according to the idling / stop control in the ISS-ECU 30 described above, the travel history is adopted as one of the engine stop conditions, the DPF information output from the engine ECU 40 onto the CAN 50 is monitored, and the DPF information is converted into the DPF device 20. The generation of the engine stop request can be easily prohibited or the generation can be easily withdrawn simply by clearing the traveling history when the necessity of forced regeneration is indicated. Therefore, in spite of executing the forced regeneration of the DPF device 20 without stopping the engine 10, there is no waste such as continuing to output the engine stop request, and there is no possibility that the driver feels uncomfortable. Further, it is possible to eliminate the uncomfortable feeling that the engine 10 suddenly stops as the forced regeneration of the DPF device 20 ends.

  Further, according to the above-described control, the idling / stop control can be executed using the ISS-ECU 30 having the same specification regardless of whether or not the vehicle is equipped with the DPF device 20. That is, in the case of a vehicle not equipped with the DPF device 20, the DPF device 20 simply considers that the DPF information does not always indicate the necessity of forced regeneration of the DPF device and executes idling / stop control. Thus, there is an effect that it is not necessary to prepare another ISS-ECU for a vehicle that is not equipped with.

  The present invention is not limited to the embodiment described above. For example, the engine stop condition for the idling / stop control may be determined according to the specification of the vehicle including the above-described travel history as one of the stop conditions. Also, it is sufficient to determine the engine restart conditions after idling stop according to the specifications. In addition, the present invention can be variously modified and implemented without departing from the scope of the invention.

The functional schematic block diagram of the control apparatus of the vehicle which concerns on one Embodiment of this invention. The figure which shows an example of the process sequence in ISS-ECU in the control apparatus of the vehicle which concerns on one Embodiment of this invention. The schematic block diagram of the general vehicle control apparatus.

Explanation of symbols

10 Engine 20 DPF device 30 Idling stop start control device (ISS-ECU)
32 Engine stop condition determination means 33 Request acceptance response detection means 34 DPF information monitoring means 35 Request prohibition means 36 Request withdrawal means 40 Engine control device (engine ECU)

Claims (3)

An exhaust particulate removal device for removing exhaust particulates contained in the exhaust gas of the diesel engine;
An idling / stop / start control device that determines an engine stop condition according to a state of the vehicle and issues an engine stop request when the engine stop condition is satisfied;
An engine that controls the stop of the diesel engine in response to the engine stop request and executes the forced regeneration control for the exhaust particulate removal device in preference to the engine stop control when the exhaust particulate removal device requires forced regeneration. A control device,
The idling stop start control device is
Forced regeneration information monitoring means for monitoring forced regeneration information indicating the necessity of forced regeneration of the exhaust particulate removal device in the engine control device;
Request prohibiting means for prohibiting generation of the engine stop request when the forced regeneration information indicates the necessity of forced regeneration of the exhaust particulate removal device;
After issuing the engine stop request, when the forced regeneration information changes to information indicating the necessity of forced regeneration of the exhaust particulate removal device before receiving an acceptance response to the engine stop request from the engine control device, the engine A vehicle control device comprising request withdrawal means for withdrawing a stop request. The idling / stop / start control device confirms a traveling history indicating that the vehicle has traveled satisfying a predetermined condition as one of the engine stop conditions, and issues the engine stop request.
2. The vehicle control according to claim 1, wherein the request prohibiting unit and the request withdrawal unit are configured to clear the travel history when the forced regeneration information indicates the necessity of forced regeneration of the exhaust particulate removal device. apparatus.   The idling stop / start control device recognizes that the vehicle does not include the exhaust particulate removal device when the forced regeneration information is not detected from the engine control device, and the forced regeneration information is stored in the exhaust particulate removal device. The vehicle control device according to claim 1, wherein the vehicle control device is regarded as indicating that forced regeneration is unnecessary.

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