WO2013069489A1 - Dispositif d'arrêt de moteur à combustion interne - Google Patents

Dispositif d'arrêt de moteur à combustion interne Download PDF

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Publication number
WO2013069489A1
WO2013069489A1 PCT/JP2012/077828 JP2012077828W WO2013069489A1 WO 2013069489 A1 WO2013069489 A1 WO 2013069489A1 JP 2012077828 W JP2012077828 W JP 2012077828W WO 2013069489 A1 WO2013069489 A1 WO 2013069489A1
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WIPO (PCT)
Prior art keywords
engine
rotation
starter motor
pinion
behavior
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PCT/JP2012/077828
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English (en)
Japanese (ja)
Inventor
修 向原
豊原　正裕
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日立オートモティブシステムズ株式会社
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Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to CN201280054979.XA priority Critical patent/CN103917773B/zh
Priority to DE112012004660.9T priority patent/DE112012004660B4/de
Publication of WO2013069489A1 publication Critical patent/WO2013069489A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/067—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter comprising an electro-magnetically actuated lever
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions

Definitions

  • the present invention relates to a fuel consumption saving vehicle that is conserving energy resources and protecting the environment.
  • an idle stop when a predetermined condition that allows an engine to be suspended while driving a vehicle is established, and is practiced in some vehicles.
  • a car corresponding to this idle stop there is a system that can perform idle stop from a deceleration state (hereinafter, a coasting region) before the vehicle stops.
  • a coasting region a deceleration state
  • the starter motor is controlled and energized during the rotation period, and when the rotation speed of the pinion gear provided coaxially with the starter motor is synchronized with the rotation speed of the ring gear provided on the engine, the pinion gear is engaged with the ring gear, A technique for performing restart has been proposed (Patent Document 1).
  • the major system issues in the above-mentioned technology include noise reduction and response ensuring. More specifically, the noise caused by the impact generated when the pinion gear and the ring gear engage with each other, and the noise generated when the starter motor is rotated with the rotation of the engine after the pinion gear and the ring gear engage with each other are commercially viable. It is necessary to reduce from the viewpoint of In addition, in the extremely low rotation region where the engine is performing inertial rotation and it is difficult to restart due to the resumption of fuel injection, the starter drive is immediately performed when a restart request or restart request is generated by the driver's intention.
  • the starter motor is energized.
  • the pinion gear and the ring gear it is common for the pinion gear and the ring gear to be engaged according to the conditions such as when the differential rotation number between the engine rotation number and the pinion rotation number falls within a predetermined range, and so the pinion gear and the ring gear The engine rotational speed and the pinion rotational speed at the time of meshing will be the same. Therefore, the rotational speed at which the pinion gear and the ring gear actually mesh can not be ensured.
  • the engine rotational behavior during the inertial rotation does not always exhibit the same behavior, and the engine load differs each time due to the influence of the driver's brake pedal force and the operating state of the accessories.
  • the change of the engine rotation behavior accompanying the deterioration with time also becomes a variation factor.
  • the present invention monitors the engine rotation behavior from the time when a predetermined idle stop condition is established and fuel cut is started to when the engine stops, in a control device of a vehicle having an idle stop function.
  • the engine rotation behavior recording device for storing is provided, and the driving timing of the starter motor and the projection timing of the pinion are made variable based on the past engine information monitored and stored by the engine rotation behavior recording device.
  • the engine rotation speed set in advance is made variable by making the energization start timing and the energization stop timing of the starter motor variable and the projection timing of the pinion gear based on the engine rotation behavior.
  • the (pinion rotational speed) can connect the pinion gear and the ring gear, and control variations due to disturbance can be reduced.
  • FIG. 1 The functional block diagram of an idle stop system.
  • Figure 2 shows the functional configuration of the idle stop system.
  • the flowchart of the Example in this invention. The timing chart of an engine rotation behavior recording device.
  • the flowchart of an engine rotation behavior recording device The timing chart at the time of acceleration prediction in an engine rotation prediction device.
  • the timing chart at the time of deceleration prediction in an engine speed prediction device The flowchart of an engine rotation prediction apparatus.
  • Explanatory drawing of a starter control sequence The flowchart at the time of starter control timing calculation. Flow chart of starter control.
  • FIG. 1 is a functional block diagram of the idle stop system.
  • the starter main body (101) includes a starter motor (101a), a magnet switch (101b), a shift lever (101c), a pinion clutch (101d), a pinion gear (101e) and the like, and further detects the rotation speed of the pinion gear
  • a pinion rotation sensor (102) is provided.
  • the starter motor (101a) and the magnet switch (101b) control the independent power supply relays (starter motor relay 104a and pinion relay 104b) based on the signals output from the ECU (Engine Control Unit) (103). Independent driving is possible.
  • the starter motor (101a) and the pinion gear (101d) are coaxially connected via a reduction mechanism (not shown), and when the starter motor (101a) rotates, the pinion gear (101d) also has a reduction ratio set by the reduction mechanism. It is configured to rotate according to When the magnet switch (101b) is energized, the shift lever (101c) is pushed out, and the pinion gear (101e) is connected to a ring gear (106) provided on the engine.
  • the torque from the engine is cut off by the pinion clutch (101d), whereby over rotation of the starter motor (101a) Has a structure to suppress
  • a torque variable function (104b) capable of changing the torque of the starter motor (104a) in two steps is provided between the battery and the starter motor relay (104a), but in the present invention, this function The same effect can be expected also in a general starter configuration not provided with (104b).
  • the ECU (103) is idle-stopped based on various sensor information such as brake SW and vehicle speed sensor.
  • the permission determination block (103a) the idle stop permission determination is executed, and the fuel injection control (103c) is prohibited to execute the fuel cut.
  • the engine rotation behavior recording device (103e) records information on the engine rotation behavior until the engine stops after fuel cut is performed after the idle stop permission determination block (103a) satisfies a predetermined condition, and the engine rotation prediction is performed.
  • the device (103d) predicts future engine rotation behavior from the information on the engine rotation behavior recorded by the engine rotation behavior recording device (103e), and the number of engine revolutions at the time when the pinion gear and ring gear set in advance are engaged.
  • the required time to the target biting rotation speed is calculated. Based on the required time, each timing related to the starter control is calculated, and the starter control block (103b) energizes the magnet switch (101b) for popping out the starter motor (101a) and the pinion gear (101e).
  • FIG. 2 is a functional block diagram which can implement the present invention similarly to FIG.
  • the starter main body (201) in this figure is constituted by a starter motor (201a), magnet switch (201b), shift lever (201c), pinion clutch (201d), pinion gear (201e), semiconductor switch mechanism (201f), etc.
  • a starter drive signal is output from the ECU (Engine Control Unit) (203) to the semiconductor switch mechanism (201f).
  • the starter drive signal has two systems of magnet switch (201b) for controlling the energizing function of the starter motor (201a) and the pop-out function of the pinion gear (201e), each of which has an individual duty ratio in the semiconductor switch mechanism (201f).
  • the MOSFET is controlled to drive the starter motor (201a) and the magnet switch (201b).
  • ECU (203) In addition to normal fuel injection control (203c), ignition control (not shown), air control (electronic control throttle) (not shown), ECU (203) is idle according to various sensor information such as brake SW and vehicle speed sensor In the stop permission determination block (203a), the idle stop permission determination is executed, and the fuel injection (203c) is prohibited to execute the fuel cut.
  • the engine rotation behavior recording device (203e) performs the engine rotation behavior until the engine stops after fuel cut is executed in the fuel injection control (203c) when the idle stop permission determination block (203a) satisfies a predetermined condition. Is further recorded by the rotation prediction device (203e) from the recorded engine rotation behavior to calculate a prediction of future rotation behavior and a required time to a preset target biting engine rotation speed. From the required time, the starter control block (203b) calculates the actual starter drive after calculating the drive timing and stop timing of the magnet switch (201b) that pops out the starter motor (201a) and the pinion gear (201e). Do.
  • FIG. 3 is a flowchart related to the present invention. This flow is executed at regular intervals (for example, 10 ms).
  • step S301 it is determined whether fuel cut is to be performed. Specifically, the idle stop determination function (103a, 203a) described in FIG. 1 or FIG. 2 determines whether to execute the idle stop based on various sensor information and the like. If the condition is not satisfied, this control ends. When the condition is satisfied, the process proceeds to S302, and fuel cut control is executed in fuel injection control (103c in FIG. 1 or 203c in FIG. 2). As a result, although the engine rotation behavior that has become the inertial rotation finally completely stops, in S303, it is determined whether the engine has stopped.
  • fuel injection control 103c in FIG. 1 or 203c in FIG. 2
  • the engine stop state can be defined as, for example, a case where the engine rotational speed becomes equal to or less than a predetermined rotational speed, or a case where a predetermined time further elapses after becoming equal to or lower than the predetermined rotational speed.
  • the process proceeds to S309, and when the condition is established, the process proceeds to S304.
  • S304 the information on the engine rotation behavior is recorded. Although details of this step will be described later, the acceleration and deceleration of the engine rotational behavior between predetermined crank angles are recorded. Thereafter, the process proceeds to S305, and it is determined whether or not it is a preset engine rotation prediction timing. This timing is determined as if a predetermined time has elapsed after the fuel cut is performed, when the engine speed becomes lower than a predetermined speed or when the engine speed at a predetermined crank angle becomes lower than a predetermined speed. It is desirable that the determination be made using any one of the conditions, and then, a predetermined crank angle be reached.
  • the process proceeds to S308, and if the condition is established, the process proceeds to S306.
  • a future engine rotation behavior is predicted (the prediction method will be described later) from the information of the engine rotation behavior recorded in S304, and the time until the target biting rotation speed is predicted.
  • the starter control timing is calculated from the required time until the target biting rotational speed, and this control timing is such that the energization start timing and the energization stop timing of the starter motor and the pinion gear jumps into the ring gear Timing is applicable.
  • the process proceeds to S308, and an actual starter drive is performed.
  • S309 it is determined whether or not all the starter driving has ended. When the condition is not satisfied, the process returns to S303, and when the condition is satisfied, the present control is ended.
  • FIG. 4 is a timing chart of the engine rotational behavior recording device of S304 in FIG. 401 shows the engine rotation behavior after the start of the fuel cut (S302 in FIG. 3).
  • the engine speed starts to decrease because combustion does not occur from the cylinder in which the fuel cut control is performed.
  • this timing is from T402.
  • the engine rotational behavior (401) eventually completely stops with pulsation.
  • the engine rotational behavior (401) approaches the compression TDC (404) in the first cylinder while decelerating (403). Once overcoming the compression TDC (404), the reaction force of the air filled in the combustion chamber changes the acceleration direction (405).
  • the crank angle (404, 408) at which the engine rotational behavior (401) changes from the decelerating direction to the accelerating direction is near the compression top dead center regardless of the engine specification if it is a general engine.
  • crank angle (406, 409) changing from the acceleration direction to the deceleration direction has different properties depending on the number of cylinders of the engine (strictly, the phase difference between the cylinders), the opening timing of the exhaust valve, and the like.
  • the engine rotational behavior recording device measures the acceleration (at each crank angle (404, 406, 408, 409) at which the acceleration (405, 410) and the deceleration (403, 407) change. 405 and 410) and deceleration (403 and 407) are recorded (information to be actually recorded will be described in the embodiment using FIG. 5).
  • FIG. 5 is a control flow when recording acceleration (405, 410) or deceleration (403, 407) at one certain point.
  • S501 it is determined whether or not the first predetermined crank angle has been reached. This corresponds to, for example, whether 404 in FIG. 4 has been reached.
  • the process proceeds to S504, and when the condition is established, the engine speed at this point is recorded in S502. After that, the process advances to step S503 to start incrementing the timer counter.
  • S504 it is determined whether or not the second predetermined crank angle has been reached. If this is compared, it is determined whether or not 406 in FIG. 4 has been reached.
  • the process returns to S501. If the condition is satisfied, the process proceeds to S505, the engine speed at this time is recorded, and in S506, the timer count incremented in S503 is stopped, and the timer counter value is recorded. (That is, the required time of 404 to 406 is recorded). Thus, information on the acceleration (inclination) of the acceleration (405 in FIG. 4) is recorded. Although this flow ends here, actually, the deceleration (407) from 406 in FIG. 4 is similarly described. That is, the control from S501 is executed again, the first crank angle in S501 is set as 406 in FIG. 4, the second crank angle in S504 is replaced with 408 in FIG. 4, and this is repeated repeatedly until the engine is stopped. Record each information.
  • the embodiment using the first predetermined crank angle and the second crank angle described above is one means for realizing the present invention, and it is natural that the section (compression TDC (404) of the cylinder concerned to the next cylinder It is needless to say that the acceleration and deceleration during compression TDC (408) can be further subdivided and the information (inclination between detailed crank angles) can be recorded to improve the accuracy of the rotation prediction described later.
  • FIG. 6 and FIG. 7 are engine rotation prediction apparatuses which perform future engine rotation prediction based on the information of the engine rotation behavior recorded in S304 in FIG. 3 and predict the required time to the target biting rotation speed Is a timing chart of FIG. Description will be made in line with the actual prediction procedure using this figure.
  • the present time in this figure is T603, and the left in the figure from T603 shows the past, and the right becomes the future.
  • the solid line of 601 shows the past engine rotation behavior, and the respective engine speed and the time between cranks shown on the circles (604, 605, 606, 607, 608) described on the practice of 601 are shown in the figure. It is recorded at step S304 in step 3.
  • the broken line 602 is the rotational behavior to be predicted based on the information of the engine rotational behavior recorded at S304 in FIG.
  • T603 is S305 in FIG. 3, first, acceleration behavior is predicted.
  • the acceleration ⁇ n (612) shown in the figure is the previous acceleration ⁇ n-1 (611).
  • the crank angle at the time of reaching the acceleration upper limit point (605, 607, 609) has different characteristics depending on the engine specifications, but in the case of the same engine, the acceleration upper limit point (605, 607, 609) The crank angle at the time of reaching will be approximately the same crank angle even when the cylinders are different. Therefore, if the engine rotational speed at the acceleration start point (608) and the past acceleration (610, 611) are known, the engine rotational speed at the acceleration upper limit point (609) and the acceleration upper limit from the acceleration start point (608) The required time to the point (609) can be easily predicted from a linear equation or the like.
  • this predicted acceleration ⁇ n (612) can be calculated with a certain degree of accuracy by using a quadratic function or the like from the previous acceleration ⁇ n-1 (611) and the previous second acceleration ⁇ n-2 (610). Especially, in a region where the engine rotational speed is low, a change in the filling factor occurs, which may affect the acceleration (610, 611, 612), so it is desirable to correct this. Further, it is needless to say that the prediction accuracy can be further improved by performing the correction from the operating condition of the auxiliary machinery (alternator etc.) which becomes the engine friction and the brake pressure and the like.
  • the solid line 701 in FIG. 7 shows the engine rotation behavior during inertial rotation due to a fuel cut
  • the broken line 702 is the rotational behavior to be predicted based on the engine rotation behavior recorded in S304 in FIG. .
  • circles (704, 705, 706, 707) described on the solid line 701 indicate predetermined crank angles at the time of recording the above-mentioned engine rotational behavior, and the circles (704, 705, The respective engine rotational speeds and the time between cranks (between 704 and 705, between 705 and 706, and between 706 and 707) shown in 706, 707) are recorded at step S304 in FIG. Further, the current point on the time axis is T703, and the left side in the drawing indicates the past, and the right side indicates the future.
  • the past deceleration (712, If 713) is known, it is possible to easily predict the engine speed of the next lower limit of deceleration (709) and the required time from the deceleration start point (708) to the lower limit of deceleration (709).
  • the acceleration and deceleration predictions are repeated to predict the acceleration upper limit point 710 for the next and subsequent cylinders, and finally the predicted engine speed reaches a predetermined value (for example, below 0 rpm) (as shown in the figure) Predict 711) as the engine stop state.
  • the time T717 at which the target biting rotational speed (716) is reached is calculated, and the required time (718) from the current time T703 to T717 is predicted. Since the final deceleration ⁇ n + 1 (715) and the engine speed of the start point (710) and the end point (711) are predicted, the time up to 716 can be determined using a linear equation. Note that this prediction is not performed only once, and a plurality of prediction timings are provided, and when a predetermined time has elapsed since the above-described prediction, the next prediction timing is obtained (for example, T719 in the diagram), Similar predictions are repeated based on the latest engine behavior information obtained at that time.
  • FIG. 8 is a flowchart of the above-described engine rotation prediction device (details of step S306 in FIG. 3).
  • the predicted cylinder counter n is initialized.
  • the process proceeds to S806, and when the condition is established, the process proceeds to S803.
  • the acceleration calculation of the cylinder is performed from the acceleration recorded in the past and the engine rotation speed at the prediction start point.
  • step S806 it is determined whether deceleration prediction is to be performed. If the condition is not satisfied, the process proceeds to S810. If the condition is satisfied, deceleration prediction of the cylinder is performed in S807 (as in the acceleration prediction, prediction is performed from the acceleration recorded in the past and the engine speed of the prediction start point). Thereafter, the process proceeds to S808, and the engine speed at the deceleration lower limit point (709 in FIG.
  • FIG. 9 is a timing chart for calculating each timing of the starter control from the required time to the target biting rotational speed predicted by the description of FIGS. 6 to 8.
  • 901 shows engine rotation behavior
  • T904 becomes the present time. That is, while the engine rotational behavior (901) on the left side of T904 is the information recorded in S304 in FIG. 3, the rotational behavior predicted on the right side from T904 is S306 in FIG.
  • 902 Denoted at 902 is a pinion rotational behavior, and 902a is raised from the energization of the starter motor (101a, 201a), and thereafter, the energization of the starter motor (101a, 201a) is stopped to cause inertia rotation, thus decelerating. It becomes a behavior (802b).
  • 907 indicates the target biting rotational speed
  • 903 is a prediction point of the target biting rotational speed (in terms of control, this point is not calculated or predicted).
  • T 905 is a time at which the pinion gears (101 e, 201 e) and the ring gears (106, 206) are predicted to be engaged at the present time (T 904), and 906 is a required time from the current time to the biting.
  • the deceleration (802b) after stopping the energization of the starter motor (101a, 201a) depends on the starter specification (in particular, the inertia force of the starter motor (101a, 201a)).
  • the starter specification in particular, the inertia force of the starter motor (101a, 201a)
  • an overshoot or the like of the pinion rotation speed (902) occurs, so a certain amount of time is waited until the stable deceleration (902b) is reached. There is a need.
  • this time is indicated by 913.
  • waiting for this time lapse ensures that the deceleration (802b) of the pinion rotation behavior has a constant slope.
  • T 910 can be determined, and further, the target pinion rotation number (908) can also be determined from the target biting rotation number (907) and the pinion deceleration (902 b) by a linear equation.
  • the energization start timing (T 909) of the starter motor (101a, 201a) is also easily determined from the responsiveness (in other words, the acceleration of 902a) of the starter motor (101a, 201a). be able to.
  • the acceleration 902a of the starter motor (101a, 201a) depends on the current when the starter motor (101a, 201a) is energized. Therefore, in the configuration of FIG.
  • Every drive duty ratio for energizing the starter motor The required time (911) to reach the target pinion rotational speed (908) can be set in advance.
  • the required time (911) can be expressed by setting a constant of one point.
  • the magnet switches (101b, 201b) are started to be energized in order to actually engage the pinion gears (101e, 201e) into the ring gears (106, 206). Then, a predetermined time (914) is required until actually biting is performed. Since the time (914) required for this depends on the resistance of the magnet switch (101b, 201b) and the current flowing to the magnet switch (101b, 201b), the response of the magnet switch (101b, 201b) can be determined by grasping these. The time (914) can also be set in advance.
  • the resistance of the magnet switch (101b, 201b) has a correlation with the temperature of the magnet switch (101b, 201b), and the current flowing through the magnet switch (101b, 201b) has a drive duty ratio or a magnet switch (101b, 201b).
  • the resistance in the drive stage of 201 b) can be substituted.
  • the projection timing (T911) of the pinion gear can also be calculated.
  • FIG. 10 is a detailed flowchart of S307 in FIG.
  • the pinion gear is obtained by subtracting the required time (913) corresponding to the responsiveness of the magnet switch (101b, 201b) for operating the pinion gear (101e, 201e) from the time of the target biting rotational speed.
  • the jumping timing of (101e, 201e) is calculated.
  • the current supply to the starter motor (101a, 201a) is stopped by subtracting the time (912) required for the pinion deceleration (902b) to become constant from the time of the target biting rotational speed.
  • the timing (T909) is calculated.
  • the target pinion rotation number (907) is calculated from the target biting rotation number, the pinion deceleration (902b), and the time (912) required for the pinion deceleration (902b) to become constant.
  • the energization start timing of the starter motor (101a, 201a) is calculated from the target pinion rotation number (907) determined in S1003 and the response time determined from the energization current to the starter motor (101a, 201a). Ask.
  • FIG. 11 is a flowchart showing the details of S308 in FIG.
  • S1101 it is determined whether it is the energization timing of the starter motor (101a, 201a). When the condition is not established, the process proceeds to S1105, and when the condition is established, the process proceeds to S1102, and the starter motor (101a, 201a) is energized. Thereafter, in S1103, it is determined whether or not the pinion rotation number has reached the target pinion rotation number, and when the condition is not satisfied, the process returns to S1102 and thereafter the starter motor (101a, 201a) until the condition of S1103 is satisfied. Energize the power.
  • the process proceeds to S1104 and the energization of the starter motor (101a, 201a) is stopped.
  • S1105 it is judged whether it is the pinion jumping timing or not, the condition is not satisfied, the process proceeds to S1107, and when the condition is satisfied, the magnet switch (101b, 201b) is energized and the pinion gear (101e, 201e) is a ring gear (106). , 206). Thereafter, in S1107, it is determined whether or not all the starter control has been completed. If the condition is not established, the process returns to S1101. If the condition is established, the process is terminated.
  • the prediction control (S306) and the calculation of the starter drive timing (S307) are continuously performed until the engine is stopped even during the execution of this control. Each timing is performed with the latest value predicted at that time.
  • the starter motor energization start timing at T 908 in FIG. 9 is controlled based on the value predicted and calculated at the previous latest value (T 904), and the pinion jumping timing at T 910 is predicted immediately before this. It will be controlled by the value which

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dans l'état antérieur de la technique, lorsqu'un pignon et une couronne viennent en prise, les rotations du moteur et les rotations du pignon sont ce qu'elles sont. De plus, le comportement de la rotation du moteur durant une rotation inertielle n'est pas toujours le même et la charge du moteur est chaque fois différente en raison d'effets tels que la pression appliquée à la pédale de frein par le conducteur et l'état de fonctionnement de dispositifs auxiliaires. Naturellement, un changement dans le comportement de la rotation du moteur accompagnant une détérioration au cours du temps est également un facteur provoquant une variation; ainsi, une fluctuation de bruit se produit lorsque le pignon et la couronne viennent en prise. La présente invention est un dispositif de commande de véhicule ayant une fonction d'arrêt au ralenti, et qui comporte un dispositif d'enregistrement de comportement de rotation du moteur destiné à enregistrer le comportement de rotation du moteur durant une rotation inertielle, et un dispositif de prédiction de rotation de moteur apte à prédire un comportement futur de rotation du moteur sur la base des informations enregistrées concernant un comportement de rotation du moteur. Ce dispositif de commande de véhicule est caractérisé en ce qu'il est apte à calculer la temporisation d'entraînement et la temporisation d'arrêt d'un moteur de démarreur, et la temporisation à laquelle le pignon saute, sur la base du temps requis jusqu'à la mise en prise prédite par le dispositif de prédiction de rotation de moteur.
PCT/JP2012/077828 2011-11-08 2012-10-29 Dispositif d'arrêt de moteur à combustion interne WO2013069489A1 (fr)

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CN201280054979.XA CN103917773B (zh) 2011-11-08 2012-10-29 内燃机停止装置
DE112012004660.9T DE112012004660B4 (de) 2011-11-08 2012-10-29 Verbrennungsmotor-Abschaltvorrichtung

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JP2011244081A JP5836072B2 (ja) 2011-11-08 2011-11-08 内燃機関停止装置
JP2011-244081 2011-11-08

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CN108776027B (zh) * 2018-06-19 2022-04-26 湖北神电汽车电机有限公司 一种汽车起动机重入啮合快速验证***
CN111058955B (zh) * 2018-10-17 2022-09-27 上海汽车集团股份有限公司 车辆、发动机的降排放控制装置及其降排放控制方法

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JP2011140939A (ja) * 2009-12-08 2011-07-21 Denso Corp エンジン自動停止始動制御装置
JP2011140938A (ja) * 2009-12-11 2011-07-21 Denso Corp エンジン自動停止始動制御装置
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CN103917773B (zh) 2016-10-26
JP2013100749A (ja) 2013-05-23
CN103917773A (zh) 2014-07-09
JP5836072B2 (ja) 2015-12-24
DE112012004660B4 (de) 2020-02-06
DE112012004660T5 (de) 2014-08-28

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