JPS58140435A - engine control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

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

In recent years, in order to save fuel consumption and reduce fuel consumption by stopping the vehicle while waiting at a traffic light or in traffic jams, devices have been developed that stop the engine when the vehicle stops and start the engine when the vehicle starts.

In the above-mentioned device, when a stopping condition such as that the car has stopped or the parking brake has been applied is satisfied, the engine is automatically stopped.

Further, the engine is configured to automatically start when the starting conditions such as the accelerator pedal or the clutch pedal being depressed or the parking brake release button being depressed are satisfied.

Further, in the above-mentioned apparatus, several safety conditions are set for safety measures, and if these conditions are not satisfied, the above-mentioned automatic stop and start control is canceled.

For example, the battery is prevented from running out of power by detecting the amount of charge (remaining power amount) of the battery and canceling automatic stop and start control when the amount of charge (remaining power amount) falls below a predetermined value.

Furthermore, in the invention already filed by the present applicant (Japanese Patent Application No. 56-130468) as a system for restoring the above-mentioned canceled automatic control, after the automatic control is canceled, the throttle valve is once opened ( Add up the elapsed time from the time the engine became fully closed (i.e., a state other than idling),
The automatic control is configured to be restored when the integrated value reaches a predetermined value.

However, in the above method, once the throttle valve is opened, it is immediately returned to the closed state.
Even when the engine is idling, the time continues to be accumulated.

However, when the vehicle is idling, the engine speed is low, so the battery is not sufficiently charged.

Therefore, when the above situation occurs, there is a risk that the automatic control will be restored before the amount of charge in the battery is recovered, causing the battery to run out.

The present invention was made in order to solve the problems of the prior art as described above, and aims to provide an engine control device that can restore automatic control only when the amount of charge in the battery is reliably restored. Be selfish.

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

From the time automatic control is canceled, the time during which the throttle valve is open is accumulated, regardless of whether it is continuous or discontinuous, and when the accumulated value reaches a predetermined value, automatic control is resumed. ing.

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

FIG. 1 is a circuit diagram of one embodiment showing the entire apparatus of the present invention, and FIG. 2 is a signal waveform diagram of the circuit of FIG. 1.

In FIG. 1, So is a battery determination signal, which is output from a determination circuit 5 which will be described in detail later.

When the battery power is normal, it is "1", and when it is insufficient, it is "0".

Further, Sl is a parking brake signal, which is '1' when the parking brake is applied as will be described in detail later, and is '0' when it is not applied.

Further, S2 is an ignition switch signal.

When the ignition switch is on, it becomes "1 Pa".

Further, S3 is a release signal, which becomes 1° while the IJ button of the parking brake, which will be described in detail later, is pressed.

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

Further, S5 is a rotational speed signal, which is a voltage signal proportional to the engine rotational speed. This rotational speed signal S5 is 2
For example, the neutral point voltage of the alternator may be used, or in an engine equipped with a crank angle sensor that outputs a pulse every time the engine crank angle rotates by a predetermined angle, the frequency of the pulse may be converted into a voltage. May be used.

Further, 812 is a starter drive signal, and this signal is “1”.
The starter motor with a gap of ´° operates.

Also, Sl3 is a twin cut signal, and this signal is 1
°°The fuel supply to the open engine is cut off.

Next, 1, 2.3 and 4 are one-shot multivibrators, respectively, and when the input signal rises, a narrow trigger signal S6. S7. Output S8 and SIO respectively.

Further, 5 is a determination circuit which will be described in detail later.

The gist of the present invention relates to a novel configuration of this determination circuit 5.

Further, 6, 7 and 8 are OR circuits, 9 and 10 are flip-flops, and 11 and 12 are AND circuits.

13 is a comparator which outputs a signal S9 which becomes '1' when the value of the rotation speed signal S5 is less than a predetermined reference voltage Vs, and '0' when it is above the reference voltage Vs. The value is the lowest value when the engine rotates independently, for example 4.
Therefore, when the signal S9 is "1", it indicates that the engine is stopped or cranking, and when it is "0", the engine is running (starting is completed and the engine is running independently). ).

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

Next, a device for outputting the parking brake signal S1 and the IJ-space signal S3 will be explained.

FIG. 3 is an example of a parking brake operating device for operating the parking brake.

In FIG. 3, 20 is a floor panel of the vehicle body, and a parking brake bracket 21 is bolted to the floor panel 20. Further, 22 is a tooth provided on the parking brake flaket 21, 23 is a parking brake lever, 24
25 is a pawl that engages with the teeth 22 and locks the parking brake lever 23 in any position; 26 is an IJ
IJ-rod connecting button 24 and claw 25, 2
7 is a return spring, and a release button 24.
The rod 26 and claw 25 are always pushed to the left in the drawing. 2
8 is a stopper for the return spring 27, which is fixed to the parking brake lever 23. Also, 29 is the nail 25
30 is a pin that connects the rod 26 and the pawl 25.

31 is a pin that rotatably supports the parking brake lever 23; 32 is a parking brake cable; 33 is a switch fixed to the parking brake lever 23; 34 is a switch fixed to the floor panel 20; 35! is a part of the parking flake repper 23 and is a pressing part that presses the button of the switch 34.

Next, the effect will be explained.

The state shown in FIG. 3 is a state in which the parking brake is not applied at all.

When the driver pulls up the parking brake lever 23 upward in the drawing from this state, the parking brake cable 32 is pulled to the left in the drawing and the parking brake (not shown) is activated.

It takes. Since the pawl 25 engages with the teeth 22, the parking brake lever 23 is held in the raised position. Also, at this time, since the suppressor 35 is in the state of pressing the button of the switch 34, the switch 34 is turned on, and the parking brake signal S1 shown in FIG. 1 becomes It I IJ.

Part 1. When the release button 24 is pushed to the right in the drawing by the driver, the pawl 25 and teeth 22 are disengaged, so that the parking brake lever 23 can be pulled down.

If the parking brake lever 23 is pulled down in this state, the parking brake cable 32 returns to the right side of the drawing.2 The parking brake (not shown) is released, and the switch 34 is turned off, so the parking brake signal S1 becomes 0°". .

Also, while the IJ IJ- button 24 is pushed to the right in the drawing, the -L part of the claw 25 is pushing the button of the switch 33, so the switch 33 is turned on, and the IJ IJ- large button in FIG. The signal S3 becomes "1".

If the driver stops pressing the 1117-button 24.

Since the claw 25 returns to its previous position by the force of the return spring 27, the switch 33 is turned off and the release signal S3 becomes "0°."

While the parking brake is applied as shown in J-, the parking brake signal SI becomes 1", and while the IJ IJ-spot button 24 is pressed, the release signal S3 becomes "1".
1°".As can be seen from the above explanation, I?:l.

-, L, j When releasing the applied parking brake.

It is necessary to press the IJ IJ- button 24, so when releasing the parking brake, be sure to press the IJ IJ button 24.
The J-large signal S3 becomes '1'.

Although the example in Fig. 3 shows a case where a so-called handbrake is used as the parking brake, other types of parking brakes, such as those installed in front of the driver's seat and pulled toward the driver by the driver, can be used to activate the parking brake. The present invention can be applied in exactly the same manner to the case of a multi-layered type.

Next, FIG. 4 is a circuit diagram of an embodiment of the determination circuit 5 that determines the amount of charge (remaining power KL) of the battery.

In FIG. 4, a comparator 47 compares a voltage VE obtained by dividing the battery voltage V11 by resistors R3 and R4 with a predetermined reference voltage V2, and when VE falls below V2,
” signal is output.

Further, the AND circuit 48 outputs a signal of "'1°" when both the output of the comparator 47 and the starter drive signal 812 are 1".

Therefore, the starter drive signal 812 becomes "°1" and the starter motor starts driving, and a large current actually flows through the starter motor, which causes the battery voltage to increase to "111".
At the point when the signal of the AND circuit 48 becomes “1”,
Become a pa.

Next, the timer 40 receives the signal from the AND circuit 48 as follows.
A signal SI7 which becomes II II for a predetermined period of time (for example, 05 seconds) is output from the time ζ0·i and γI-, that is, from the time when the starter motor is actually driven and the battery voltage has decreased.

Next, the delay circuit 41 outputs the signal 818 with a minute delay from the time when the signal S17 falls to "0", and the delay circuit 42 outputs the signal -8 with a minute delay from the signal S]8.
Outputs 19.

Partly, the analog switch 43 is turned on while the signal 817 is "1", and the battery voltage VB is connected to the resistors R1 and R2.
The divided voltage ■c is sent to the integrator 44.

The integrator operates while the analog switch 43 is on.

In other words, the voltage ■c continues for the predetermined time period mentioned above from the time when the starter motor is actually driven and the battery voltage drops.
Integrate and output.

A comparator 45 compares the output voltage VD of the integrator 14 with a predetermined base voltage V1.

The comparator 45 is "1" when VD≧V1, that is, when the integral value of the battery voltage LE is greater than a predetermined value and the amount of battery charge is within the safe range, and when VD<Vl.

In other words, “0” if the battery charge is insufficient.
Outputs the signal.

Storage circuit 46 then receives signal 818 each time.

The signal from the comparator 45 is read and stored, and the signal is output as the battery determination signal So.

Further, the value of the integrator 44 is reset each time the signal 819 is applied.

Part of the throttle switch 49 is turned on when an engine throttle valve (not shown) is in an open state.

One end of resistor R5 is grounded. Therefore, the output of the inverter 50 is "1" when the throttle valve is open, and 0' when the throttle valve is closed.

Further, the oscillator 5I outputs a pulse signal S22 with a predetermined period.

The AND circuit 52 operates only while the output of the inverter 5o is "1", that is, while the throttle valve is in the open state.
The pulse signal 822 is passed through and sent to the counter 53.

The counter 53 is cleared when the signal 82 (l) obtained by inverting the determination signal So in the batch 1 above by the inverter 55 rises by "1", that is, when the automatic stop control is canceled, and from that point on, the counter 53 is cleared. The human-powered pulse signal S22 is counted, and when the value reaches a predetermined value, the signal 321 is set to ``1''.
Make it a pa.

When the 4'4 No. 82+ becomes "1", the signal 820 also becomes "
1°, the signal 823 of the ant circuit 54 is "1".
"become.

When the signal 823 becomes 1'', the memory circuit 46 rewrites the stored content to 1'' and outputs it as the battery determination signal So.

Note that the memory circuit 46 can be composed of two JK flip-flops, for example.

As described in 1-1, according to the determination circuit of FIG. 4, the time period during which the throttle valve is in the open state from the time when the battery determination signal So becomes 0, that is, from the time when the automatic stop control function is canceled. is integrated, and when the value reaches a predetermined value, the automatic stop control function is restored.

Therefore, when the throttle valve is in the open state, that is, the engine is not in the engine/idling state, and the cumulative value of the time during which the battery is reliably charged exceeds a predetermined value, and the battery is reliably charged, the automatic stop control function is activated. It can be reinstated.

Furthermore, as can be seen from the explanation of FIG. 4 above, the AND circuit 4
The integral value of the battery voltage during the predetermined time set by the timer 40 from the time when the output of 8 becomes "1", that is, from the time when the starter motor is actually driven, is V.
If it is 1 or more, it is natural that the battery determination signal So becomes "1" when the signal 818 becomes "1" and the automatic stop control function is restored. However, the above operation is
Since it is performed only when the starter drive signal SI2 becomes "1", it does not operate when driving continuously, and -(↓.

When the battery determination signal So becomes "'0pa", even if the battery is sufficiently charged after continuous driving for a long time.

So remains at "0". In order to avoid this, the above-mentioned return mechanism is provided.

Further, according to the determination circuit shown in FIG. 4, the battery voltage is integrated for a predetermined period of time from the time when the starter motor is actually driven and the battery voltage drops.

Since the configuration is configured to determine that the amount of charge is insufficient when the integrated value is smaller than a predetermined value, the state of charge of the battery can be accurately determined even when the battery voltage pulsates, such as when the starter motor is activated. I can do it.

Note that when the battery is on the verge of dying, the internal resistance of the battery increases, and as a result, when a large current flows, such as when the starter motor is operating, the voltage drop becomes thicker, making it easier to determine the state of charge.

Therefore, the predetermined time indicated by "-" may be set to a value shorter than the time during which the starter motor normally continues to operate, for example, 0.5 seconds.

Also, at the moment the starter drive signal is output.

In reality, the starter motor is still not operating.

Therefore, the battery voltage is at a high value when there is no load.

Therefore, if the battery voltage is integrated immediately from the time when the starter drive signal is output, there is a risk that the above-mentioned high value at the time of no t'J load will be mixed in and the 9 judgment will be incorrect.

However, in the case of the present invention, the battery voltage is integrated from the time when the starter motor is actually driven and the battery voltage drops as described above, so there is no risk of the above problem occurring. It is possible to accurately determine the battery charge amount.

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

First, when the ignition switch is turned on at time t1 in FIG. 2 from a state where the engine is completely stopped, the ignition switch signal S2 becomes "1". Therefore, the one-shot multivibrator 2 outputs a trigger signal S7, which is applied to the reset terminals R of flip-flops 9 and 10 via OR circuits 6 and 7, respectively. Therefore, both flip-flops 9 and 10 are reset, and the Q outputs (9's Q output is 813.10's Q output is 511) are both 0". In this state, the starter drive signal 812 and the twin cut signal 813 are both "0". 0'' and is ready to start.

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

When the starter signal S4 becomes '1'', this signal is applied to the one-shot multivibrator 3 via the OR circuit 8, and the one-shot multivibrator 3 outputs a trigger signal S8.

This tri-power signal S8 is applied to the set terminal S of the flip-flop 10, so that the Q output signal S11 becomes 1p. Note that this trigger signal S8 is also given to the reset terminal R of the flip-flop 9 via the OR circuit 6, so when the trigger signal S8 is output, the trigger signal 813 is always ``0'''' and the fuel Becomes available for supply.

On the other hand, at point 2 L2, the engine is stopped, so the rotational speed signal S5 is at a low level, so the comparator 1
The signal S9 of No. 3 is "1'".

Both signal S11 and signal S9 are "1'" as shown in L.
Therefore, the starter drive signal SI2 output from the AND circuit 11 also becomes 1''.

While the starter drive signal S12 is "1", a starter motor drive device (not shown) operates to rotate the starter motor and start the engine. Furthermore, at this time.

As mentioned above, since the unit cut signal SI3 is "0", the fuel injection device (not shown) operates normally.

It supplies fuel.

Next, when the engine speed gradually increases and at 9 time t3, the engine speed signal S5 becomes 1- more than the reference voltage Vs,
That is, when starting is completed and the engine starts its own Ql operation, the signal S9 becomes "0". Therefore, AND circuit 11
The starter drive signal S12 output from the motor also becomes "0" and the starter motor stops.

Note that when the signal S9 becomes "0", the output of the inverter 14 becomes "1", and therefore the one-shot multivibrator 4 outputs the trigger signal S1o.

This trigger signal SIO is applied to the reset terminal R of the flip-flop 10 via the OR circuit 7, so the flip-flop 10 is reset and the signal Sll becomes '0'''.
become.

Next, when starting the car, the release button is pressed at 9 time t4 to release the parking brake, and the release signal S3 becomes °1''. This signal is sent to the one-shot multi-vibration brake 3 via the OR circuit 8. As a result, the trigger signal S8 becomes "1"-, so the flip-flop 10 is set.

The signal 811 becomes "1". But at this time,
Since the engine is already operating and the signal S9 is 0'', the starter drive signal S12 output from the AND circuit 11 remains at 0'. Therefore, the starter motor does not operate.

Next, the parking brake is released (parking brake signal S1 is “
0''), the release button is returned at 9 time t5, and the release signal S3 becomes 0''.

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

In the above explanation, the first start is performed using the starter signal 84.
(The starter switch is turned on). However, as can be seen from FIG. 1, the starter signal S4 and the release signal S3 are used identically via the OR circuit 8, so the release signal (') 'J-
The first start can also be performed by pressing the button.

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

First, at time t6, when the parking brake is applied, the parking brake signal S1 becomes "1°". At this time, if the battery determination signal So is "l"', the output of the AND circuit 12 becomes "1°", and therefore the one-shot multivibrator 1 outputs the trigger signal S6.

Therefore, the flip-flop 9 is set, and its Q output signal, that is, the twin cut signal S13 becomes "1".

When the unit cut signal S13 becomes "°l", the fuel injection device (not shown) cuts off the fuel supply, so the engine stops.

Incidentally, since the trigger signal S6 is applied to the flip-flop 10 via the OR circuit 7, the flip-flop 70 knob 10 is reset and the signal S11 becomes "0°".

Next, the engine stops and the rotation speed gradually decreases until time t
7, when the rotational speed signal S5 becomes less than the reference voltage Vs, the signal S9 becomes 1°.

Next, a case in which the engine is started using the release button will be explained.

First, at time t8, when the driver presses the IJ- button to release the parking brake, the IJ-7 signal S3 becomes 1T'.

When the IJ IJ-space signal S3 becomes 1°', the tri-force signal S8 output from the one-shot multivibrator 3 becomes '1' as described above.

This tri-power signal S8 is applied to the reset terminal R of the flip-flop 9 via the OR circuit 6.

Therefore, the flip 70 knob 9 is reset and the unit cut signal S13 becomes 0'', making it possible to inject fuel.

Further, the trigger signal S8 sets the flip-flop 10 in the same manner as described above, so that the signal 811 becomes "1".

Moreover, at this time, Enocine is stopped and the signal S9 is °゛1''.
' Therefore, the starter drive signal 3I2 outputted from the AND circuit 11 becomes "l", and the starter motor operates in the same manner as described above to start the engine.

After the start is completed, the rotational speed signal S5 is higher than the reference voltage IIVs -L
Then, the signal S9 becomes "0", the starter drive signal S12 becomes "0", and the starter motor stops, as described above.

Next, a case where the amount of charge of the battery is decreasing will be explained.

As explained in FIG. 4 above, if the charge amount of the battery is low, the starter drive signal S12 becomes "1" at 8 or after a predetermined time (0.5 seconds). t9
At this point, the battery determination signal SO becomes 0°.

In this state, if the parking brake is applied at time 9 tlO, even if the parking brake signal S1 becomes 1°.

Since the buffer determination signal So is 0", the output of the AND circuit 12 remains at "0", and therefore the one-shot multivibrator I is not tripped.

Since the flip-flop 9 is not set, the twin cut signal SI3 remains at ``0'''' and the engine does not stop.

As mentioned above, when the battery charge level is low, the engine is turned sideways to prevent it from automatically stopping.
There is no fear that the battery will run down due to power consumption during restart due to automatic stop, making it impossible to start.

Although not shown in FIG. 1, when the ignition switch is turned off, the power to the ignition device is cut off and the engine is stopped, as in a normal automatic heavy-duty engine.

Further, in the embodiment shown in FIG. 1, the present invention is applied to a device that stops the engine when the stopping condition of applying the parking brake is satisfied, but other methods, such as when the car is stopped or when the engine is stopped, are applied. Of course, the present invention can also be applied to devices that have a stop condition of a switch operation by a person.

As explained above (according to the present invention, when the cumulative value of the time during which the throttle valve is in the open state is greater than or equal to a predetermined value, that is, when the cumulative value of the time during which the battery is reliably charged is greater than or equal to the predetermined value) Since the automatic stop control function is configured to be restored, the automatic stop control function can be restored only when the battery is reliably charged, eliminating the risk of overheating. There is.

In the embodiment shown in FIG. 1, the present invention is constructed using ordinary 71-F hardware, but it goes without saying that similar control can be performed using a microcomputer. When applied to an automobile equipped with a centralized engine control device using the present invention, the present invention can be implemented simply by changing the program of the microcomputer.

[Brief explanation of drawings]

FIG. 1 is a circuit diagram of an embodiment of the present invention, FIG. 2 is a signal waveform diagram of the circuit of FIG. 1, FIG. 3 is an example of a parking brake operating device, and FIG. 4 is a diagram of a determination circuit of the present invention. FIG. 2 is a circuit diagram of one embodiment. Explanation of symbols 1 to 4...One-shot multivibrator 5...
Judgment circuit 6-8...OR circuit 9-10...
Flip-flop If, 12...AND circuit 13...Comparator 1
4. Inverter 40. Timer 41.42.
... Delay circuit 43 - ... Analog switch 44 ... Integrator 45 ... Comparator 46 ... Memory circuit
47... Comparator 48... Ant times fm
49.. Throttle switch 50.. Inverter 51.. Oscillator 52.. Ant circuit 53.. Counter 54.. Ant circuit 55. Inverter So. Battery judgment signal S,. Parking brake signal S2.
... Ignition switch signal S3 ... Release signal S4 ... Starter signal S5 ... Rotation speed signal 812 ... Starter drive signal S1. )・Tsuyunil Cut Signal Agent Patent Attorney Junnosuke Nakamura

Claims (1)

[Claims] An engine control device that automatically stops an engine when a predetermined stopping condition is satisfied and automatically starts an engine when a predetermined starting condition is satisfied, means for detecting and canceling the automatic control when the value is equal to or less than a predetermined value, and integrating the time period during which the throttle valve 71 is in an open state from the time when the automatic control is canceled. An engine control device comprising means for returning automatic control when the integrated value reaches a predetermined value.