JP2017110605A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device capable of reducing electric power consumption during stop of an engine while suppressing deterioration of restartability of the engine.SOLUTION: A control device (20) is applied to a vehicle (40) including an electrically-driven type fuel pump (15) for supplying fuel in a pressurizing manner and an engine (10) for injecting the fuel supplied by the fuel pump by using an injection valve (10a) and burning the fuel, and executes automatic stop and automatic start of the engine. The control device further includes: a determination section for determining an injection stop state where the fuel injection by using the injection valve is stopped; and a pump stop section for stopping the fuel pump on the condition that the determination section determines the injection stop state, when automatic stop of the engine is executed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, there is an apparatus that includes a main control device that performs engine control that extracts driving force from an engine and a sub-control device that performs automatic engine stop control and automatic restart control (see Patent Document 1). In the device described in Patent Document 1, the power consumption of the entire device is reduced by stopping the main control device while the engine is stopped due to the establishment of the automatic engine stop condition.

JP2013-193691A

  By the way, when the engine is stopped, electric power is consumed also by electric devices other than the control device. However, if electric devices that do not require operation are stopped while the engine is stopped, the restartability of the engine may be reduced.

  The present invention has been made in view of such circumstances, and a main object of the present invention is to control a vehicle capable of reducing power consumption while the engine is stopped while suppressing a decrease in restartability of the engine. To provide an apparatus.

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

  The present invention relates to a vehicle control apparatus, comprising: an electric fuel pump that pressurizes and supplies fuel; and an engine that injects and burns fuel supplied from the fuel pump through an injection valve. A control device that is applied and performs automatic stop and automatic restart of the engine, the determination unit determining that the fuel injection by the injection valve is stopped, and an automatic engine A pump stop unit that stops the fuel pump on the condition that the determination unit determines that the injection is stopped when the stop is executed.

  According to the above configuration, the fuel is pressurized and supplied by the electric fuel pump. In the engine, fuel supplied by a fuel pump is injected by an injection valve and burned. Then, automatic stop and automatic restart of the engine are executed by the vehicle control device.

  Here, when the pressure of the fuel supplied to the injection valve is reduced when the engine is automatically restarted, the fuel cannot be properly injected by the injection valve, and the restartability of the engine is reduced. There is a fear. Specifically, when the fuel is injected by the injection valve after the fuel pump is stopped, the pressure of the fuel supplied to the injection valve is reduced.

  In this regard, according to the above-described configuration, the determination unit determines that the fuel is stopped from being injected by the injection valve. When the engine is automatically stopped, the fuel pump is stopped on the condition that the determination unit determines that the injection is stopped. That is, when the engine is automatically stopped, the operation of the fuel pump is maintained until it is determined that the injection is stopped. For this reason, when the automatic stop of the engine is executed, it is possible to suppress a decrease in the pressure of the fuel supplied to the injection valve, and it is possible to suppress a decrease in the restartability of the engine. Furthermore, the electric fuel pump is stopped, so that the power consumption while the engine is stopped can be reduced.

Block diagram showing the configuration of the vehicle Flow chart showing the procedure of idling stop control

  Hereinafter, an embodiment embodied in a vehicle that performs idling stop control using an engine as a travel drive source will be described with reference to the drawings.

  As shown in FIG. 1, a vehicle 40 includes an engine (internal combustion engine) 10, a chargeable / dischargeable battery 11, a starter (motor) 12, an alternator (generator) 13, and auxiliary devices that are various on-vehicle electrical equipment (accessories). 14, an electric fuel pump 15, an ignition switch (hereinafter referred to as "IG switch") 16, which is opened and closed by a driver operating an ignition key, an idling stop ECU (hereinafter referred to as "ISS-ECU") 20, a relay 22, an engine ECU30 grade | etc., Is provided.

  The engine 10 includes an injection valve 10a that injects gasoline fuel. The mixture of fuel and air injected by the injection valve 10a is ignited by an ignition plug (not shown) in a combustion chamber to burn the mixture. A starter 12 is connected to a crankshaft (not shown) of the engine 10, and an alternator 13 is connected via connecting means such as a belt.

  The fuel pump 15 is operated when fuel is injected by the injection valve 10a, that is, when the engine 10 is in an operating state, pressurizes fuel in a fuel tank (not shown), and supplies the fuel to the injection valve 10a.

  The battery 11, which is a secondary battery, is a lead storage battery of 12 to 14 V, for example, and supplies power to the engine ECU 30 and the ISS-ECU 20 in addition to the starter 12, the auxiliary machine 14, and the fuel pump 15.

  The starter 12 is driven when the IG switch 16 is turned on and when the engine 10 automatically stopped by the idling stop control is restarted. The starter 12 is connected to the battery 11 via a relay 22.

  The alternator 13 generates power with the rotation of the engine 10 and supplies the generated power to the battery 11, the auxiliary machine 14, and the fuel pump 15. The auxiliary machine 14 and the fuel pump 15 are operated by receiving power supply from the alternator 13 and the battery 11.

  The IG switch 16 is for switching the power supply state of the vehicle 40, and is switched to an off position, an ignition (IG) position, and a start position by a rotation operation of an ignition key (not shown).

  When the IG switch 16 is in the off position, power supply from the battery 11 to each device is stopped. When the IG switch 16 is in the IG position, power is supplied to the engine ECU 30 and various on-vehicle devices. When the IG switch 16 is in the start position, the relay 22 is energized, power is supplied from the battery 11 to the starter 12, and cranking of the engine 10 by the starter 12 starts.

  When the IG switch 16 is at the IG position or the start position, a signal indicating that the starter 12 is being driven is transmitted from the IG switch 16 to the engine ECU 30 and the ISS-ECU 20.

  The engine ECU 30 is mainly configured by a microcomputer including a central processing unit (CPU), a storage device (ROM and RAM), a nonvolatile flash memory, and the like. The engine ECU 30 (corresponding to an injection command unit) takes in signals from various sensors that detect the driving state of the vehicle 40 and controls the driving state of the engine 10. For example, in addition to the vehicle speed sensor 19 that detects the vehicle speed, the intake pressure sensor 18 that detects the intake pressure in the intake passage of the engine 10, the brake sensor 21 that detects the depression of the brake, the crank angle sensor 23, the coolant temperature of the engine 10 A signal from a water temperature sensor, an accelerator sensor, or the like is detected. And the control program etc. which were memorize | stored in ROM etc. are performed and the driving | running state of the engine 10 is controlled. For example, fuel injection amount control, ignition timing control, and the like are executed. Further, the engine ECU 30 (corresponding to a pump control unit) controls the fuel pump 15.

  The engine ECU 30 is connected to the ISS-ECU 20 via the signal line L1, and is configured to transmit information to each other by bidirectional communication with the ISS-ECU 20. Thereby, detection signals from various sensors acquired by the engine ECU 30 are also input to the ISS-ECU 20 via the signal line L1.

  The ISS-ECU 20 (corresponding to a control device) is mainly configured by a microcomputer including a central processing unit (CPU) and a storage device (ROM and RAM), a non-volatile flash memory, and the like. The ISS-ECU 20 stops the combustion of the engine 10 when the predetermined automatic stop condition is satisfied based on the detection signal of the operation state of the vehicle 40 acquired by the engine ECU 30, and automatically stops the engine 10 and The pump 15 is stopped. In addition, when a predetermined automatic restart condition is satisfied after the engine 10 is automatically stopped, the drive of the starter 12, the operation of the fuel pump 15, and the combustion of the engine 10 are resumed.

  By the way, when the pressure of the fuel supplied to the injection valve 10a is reduced when the engine 10 is automatically restarted, the fuel cannot be properly injected by the injection valve 10a, and the restartability of the engine 10 is reduced. May decrease. Specifically, when the fuel is injected by the injection valve 10a after the fuel pump 15 is stopped, the pressure of the fuel supplied to the injection valve 10a is reduced. Therefore, in the present embodiment, in the idling stop control, a process for suppressing a decrease in the pressure of the fuel supplied to the injection valve 10a is executed.

  Next, the procedure of idling stop control (corresponding to a vehicle control method) will be described with reference to the flowchart of FIG. This series of processing is repeatedly executed by the ISS-ECU 20 at a predetermined cycle.

  First, it is determined whether or not idling is stopped (S11). The idling stop includes a process during which the process for stopping idling (S13) is being executed and a state in which the process has been completed.

  If it is determined in S11 that idling is not stopped (S11: NO), it is determined whether an idling stop condition is satisfied (S12). The idling stop condition is, for example, that the brake operation is detected by the brake sensor 21 and that the vehicle speed detected by the vehicle speed sensor 19 is less than a predetermined speed (less than 10 km / h). In this determination, when it is determined that the idling stop condition is not satisfied (S12: NO), this series of processing is temporarily ended (END).

  On the other hand, if it is determined in S12 that the idling stop condition is satisfied (S12: YES), the engine ECU 30 executes a process for stopping idling (idling stop process) (S13). Specifically, the ISS-ECU 20 commands the engine ECU 30 to stop the command to inject fuel by the injection valve 10a, stop the command to ignite by the spark plug, and stop the command to generate power by the alternator 13. Then, this series of processing is temporarily ended (END).

  Moreover, in the determination of S11, when it determines with idling being stopped (S11: YES), it is determined whether the restart conditions are satisfied (S14). The restart condition is, for example, that at least one of the fact that the brake operation is not detected by the brake sensor 21 and that the charge amount of the battery 11 is smaller than a predetermined amount is satisfied.

  If it is determined in S14 that the restart condition is not satisfied (S14: NO), it is determined whether or not the negative pressure of the intake air is 0 (S15). Specifically, it is determined whether or not the intake pressure detected by the intake pressure sensor 18 is atmospheric pressure.

  If it is determined in S15 that the negative pressure of the intake air is not 0 (S15: NO), it is determined whether or not the rotational speed NE of the engine 10 is 0 (S16). Specifically, it is determined whether or not the engine speed NE calculated based on the detection signal of the crank angle sensor 23 is zero.

  If it is determined in S16 that the rotational speed NE of the engine 10 is not 0 (S16: NO), it is determined whether or not the injection command is stopped (S17). Specifically, it is determined whether or not the engine ECU 30 has stopped a command to inject fuel. Stopping the command to inject fuel means a state in which the injection command is not output even at the timing of injecting fuel. In this determination, when it is determined that the injection command is not stopped (S17: NO), this series of processes is temporarily ended (END).

  On the other hand, when it is determined that the negative pressure of the intake air is 0 (S15: YES), when it is determined that the rotational speed NE of the engine 10 is 0 (S16: YES), it is determined that the injection command is stopped. In at least one case (S17: YES), the engine ECU 30 stops the fuel pump 15 (S18). Specifically, the ISS-ECU 20 commands the engine ECU 30 to stop the command to pressurize and supply fuel by the fuel pump 15.

  Subsequently, the engine ECU 30 is switched to the sleep mode (S19). The sleep mode (corresponding to the power saving state) is a state where the power supplied to the engine ECU 30 can be minimized and the wakeup can be promptly performed when a wakeup (startup) request is made. Then, this series of processing is temporarily ended (END).

  If it is determined in S14 that the restart condition is satisfied (S14: YES), the engine ECU 30 is woken up (S20). Then, the fuel pump 15 is operated by the engine ECU 30 (S21). Specifically, the ISS-ECU 20 instructs the engine ECU 30 to output a command to pressurize and supply fuel by the fuel pump 15.

  Subsequently, the engine 10 is restarted by the engine ECU 30 (S22). Specifically, the ISS-ECU 20 instructs the engine ECU 30 to output a command to inject fuel by the injection valve 10a, to output a command to ignite by the spark plug, and to output a command to generate power by the alternator 13. Then, this series of processing is temporarily ended (END).

  In addition, the process of S15-S17 corresponds to the process as a determination part, and the process of S15-S18 corresponds to the process as a pump stop part.

  According to the idling stop control, the ISS-ECU 20 determines that the fuel injection by the injection valve 10a is stopped (S15 to S17). Even if the idling stop condition is satisfied (S12: YES), the fuel pump 15 is not stopped until it is determined that the fuel injection by the injection valve 10a is stopped.

  The fuel pump 15 is controlled by the engine ECU 30. In a state where the engine 10 is stopped, it is not necessary to operate not only the fuel pump 15 but also the engine ECU 30, so it is desirable to switch the engine ECU 30 to the sleep mode. However, if the idling stop condition is satisfied and the engine ECU 30 is immediately switched to the sleep mode, the fuel pump 15 cannot be controlled, and the fuel pump 15 stops in a state where fuel is being injected by the injection valve 10a. There is a fear.

  In this regard, after the fuel pump 15 is stopped by the engine ECU 30 (S18), the engine ECU 30 is switched to the sleep mode (S19). Then, when the automatic restart condition of the engine 10 is satisfied (S14: YES), after the engine ECU 30 is woken up (S20), the fuel pump 15 is operated by the engine ECU 30 (S21).

  The embodiment described in detail above has the following advantages.

  -It is determined by the ISS-ECU 20 that there is an injection stop state in which the fuel injection by the injection valve 10a is stopped. When the automatic stop of the engine 10 is executed, the fuel pump 15 is stopped on the condition that the ISS-ECU 20 determines that the injection is stopped. That is, when the automatic stop of the engine 10 is executed, the operation of the fuel pump 15 is maintained until it is determined that the injection is stopped. For this reason, when the automatic stop of the engine 10 is performed, it can suppress that the pressure of the fuel supplied to the injection valve 10a falls, and can suppress that the restartability of the engine 10 falls. Can do. Furthermore, the electric fuel pump 15 is stopped, so that power consumption while the engine 10 is stopped can be reduced.

  -After the fuel pump 15 is stopped by the engine ECU 30, the engine ECU 30 is switched to the power saving state (sleep mode). For this reason, it is possible to further reduce power consumption while the engine 10 is stopped while avoiding the fuel pump 15 from stopping while fuel is being injected by the injection valve 10a.

  When the automatic restart of the engine 10 is executed, the fuel pump 15 is operated by the engine ECU 30 after the engine ECU 30 is switched to the operating state. For this reason, even if the engine ECU 30 is switched to the power saving state, the fuel pump 15 can be appropriately operated when the engine 10 is automatically restarted.

  An injection stop state when at least one of the case where no negative pressure is generated in the intake air of the engine 10, the rotational speed NE of the engine 10 is zero, and the case where the injection command from the engine ECU 30 is stopped It is determined that For this reason, it can determine early that it is an injection stop state, and the fuel pump 15 can be stopped early. As a result, power consumption while the engine 10 is stopped can be further reduced. Furthermore, if the vehicle speed is less than a predetermined speed (less than 10 km / h), idling is stopped, so that the fuel pump 15 can be stopped even during deceleration where the vehicle 40 is not stopped.

  In addition, the said embodiment can also be changed and implemented as follows. About the same member as the said embodiment, description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  -In addition to the idling stop process of S13 in FIG. 2, stop position control for controlling the piston stop position of the engine 10 and pre-injection control in which fuel is injected by the injection valve 10a before the engine 10 is restarted. Also good.

  An air flow meter that detects the amount of intake air flowing through the intake passage of the engine 10 may be provided, and it may be determined that the negative pressure is not generated in the intake air of the engine 10 based on the detected value of the air flow meter being zero. .

  -Not only the structure which performs all the processes of S15-S17 of FIG. 2, but the structure which performs at least 1 process of those processes may be sufficient.

  In the determination of S12 in FIG. 2, it can be set as an idling stop condition that the accelerator pedal is not depressed. In this case, since the fuel cut and the fuel pump 15 can be stopped in the coasting state, the power consumption while the engine 10 is stopped can be further reduced.

  In S18 of FIG. 2, instead of the engine ECU 30 stopping a command to pressurize and supply fuel by the fuel pump 15, the power supplied to the fuel pump 15 may be cut off.

  If it can be confirmed in S18 of FIG. 2 that the vehicle 40 is stopped, electric devices other than the fuel pump 15 that are not required when the engine 10 is stopped, such as an electric power steering device or an automatic transmission, are stopped. Also good.

  -If the determination of S14 of FIG. 2 can be performed, it can replace with the process of S19 and can switch engine ECU30 to a stop state (equivalent to a power saving state). In short, in S19, the engine ECU 30 may be switched to the low power consumption state.

  -The process of S19 and S20 of FIG. 2 can also be abbreviate | omitted. Also in that case, the electric fuel pump 15 is stopped, so that the power consumption while the engine 10 is stopped can be reduced.

  -Engine ECU30 and ISS-ECU20 may be comprised by integral ECU. In this case, instead of switching the engine ECU 30 to the power saving state, a portion that performs a function corresponding to the engine ECU 30 may be switched to the power saving state.

  The above embodiment can also be applied to a hybrid vehicle including an engine and a motor as a travel drive source.

  The engine 10 may be a direct injection gasoline engine including a delivery pipe that holds fuel in a high pressure state (pressurized state). In that case, it can suppress that the pressure of the fuel in a delivery pipe falls. The engine 10 may be a diesel engine. When the diesel engine includes a common rail that holds the fuel in a high-pressure state (pressurized state), it is possible to suppress a decrease in the pressure of the fuel in the common rail. The engine 10 may be an engine using other fuel. In short, what is necessary is just the vehicle 40 provided with the electric fuel pump 15 which pressurizes and supplies fuel.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 10a ... Injection valve, 15 ... Fuel pump, 20 ... Idling stop ECU, 40 ... Vehicle.

Claims (9)

A vehicle (40) comprising: an electric fuel pump (15) that supplies fuel under pressure; and an engine (10) that injects and burns fuel supplied by the fuel pump through an injection valve (10a). A control device (20) applied to perform automatic stop and automatic restart of the engine,
A determination unit for determining that the injection of fuel by the injection valve is stopped; and
A pump stop unit that stops the fuel pump on the condition that the determination unit determines that the injection stop state is present when the engine is automatically stopped;
A vehicle control apparatus comprising: A pump control unit (30) for controlling the fuel pump;
The vehicle control device according to claim 1, wherein the pump stop unit switches the pump control unit to a power saving state after the fuel pump is stopped by the pump control unit.   The vehicle according to claim 2, wherein the pump stop unit operates the fuel pump by the pump control unit after switching the pump control unit to an operating state when the engine is automatically restarted. Control device.   The vehicle control device according to any one of claims 1 to 3, wherein the determination unit determines that the injection is stopped when no negative pressure is generated in the intake air of the engine.   The vehicle control device according to claim 4, wherein the determination unit determines that the injection is stopped when a rotation speed of the engine is zero. An injection command section (30) for commanding fuel to be injected by the injection valve;
The vehicle control device according to claim 5, wherein the determination unit determines that the injection is stopped when an injection command from the injection command unit is stopped. In a vehicle (40) comprising: an electric fuel pump (15) that supplies fuel under pressure; and an engine (10) that injects and burns fuel supplied from the fuel pump through an injection valve (10a). A control method for executing automatic stop and automatic restart of the engine,
When the automatic stop of the engine is executed, it is determined that the fuel injection by the injection valve is stopped, and the fuel is supplied on condition that the fuel injection is stopped. A method for controlling a vehicle, characterized by stopping a pump. The vehicle includes a pump control unit that controls the fuel pump,
The vehicle control method according to claim 7, wherein after stopping the fuel pump, the pump control unit is switched to a power saving state.   The vehicle control method according to claim 8, wherein the fuel pump is operated after the pump control unit is switched to an operating state when the engine is automatically restarted.

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