CN103917773B - Internal combustion engine arresting stop - Google Patents

Abstract

In the prior art, the engine speed and the pinion speed at which the pinion gear meshes with the ring gear vary with the situation. In addition, the engine rotation behavior during coasting does not always show the same behavior, and the engine load varies each time due to the influence of the driver's brake pedaling force and the operating state of auxiliary equipment. Of course, a change in the rotational behavior of the engine accompanied by deterioration over time is also a major cause of the variation, and therefore noise variation occurs during meshing. The present invention provides a vehicle control device with an idling stop function, characterized in that it includes an engine rotation behavior recording device that records the engine rotation behavior during inertial rotation, and an engine capable of predicting future engine rotation behavior based on information recorded in the engine rotation behavior. The rotation prediction means can calculate the drive timing and stop timing of the starter motor and the entry timing of the pinion from the time required until the meshing is predicted by the engine rotation prediction means.

Description

internal combustion engine stop device

technical field

The present invention relates to a fuel-consumption-saving automobile in consideration of energy conservation and environmental protection.

Background technique

In order to save energy and protect the environment, such a scheme can be considered, that is, when the specified conditions that allow the engine to temporarily stop are met when driving a car, it will idle at idle (IdleStop), and this scheme has been implemented in some cars. In such an idling-stop supported automobile, there is a system capable of idling-stopping from a deceleration state before the vehicle stops (hereinafter referred to as a coasting region). In this system, if there is a restart request or restart request under the driver's intention during the period from the moment when the fuel is cut off until the engine is completely stopped, it is necessary to start it immediately. During the rotation, the starter motor (stater motor) is energized at a speed regulation, and at the moment when the rotation speed of the pinion gear (pinion gear) coaxial with the starter motor is synchronized with the rotation speed of the ring gear (ring gear) installed on the engine, the The pinion is meshed with the ring gear, and the engine is restarted by the starter drive (Patent Document 1).

Among the major system issues in the above-mentioned technologies, noise reduction and responsiveness assurance can be listed. Specifically, it is necessary to reduce the noise caused by the impact generated when the pinion gear meshes with the ring gear, and from the viewpoint of commerciality, it is also necessary to reduce the pulsation caused by the rotation of the engine after the pinion gear meshes with the ring gear, and the starter motor is driven. Noise generated when spinning. In addition, when the engine is coasting and in an extremely low rotation region where it is difficult to restart by re-injecting fuel, if a restart request or a restart request is made on the driver's intention, it is necessary to immediately drive the starter to ensure that the engine However, this problem of reducing noise and ensuring responsiveness presents such a so-called trade-off relationship, that is, improving the behavior of one will affect the other. and the behavior of both sides has the property of depending on the absolute value of the rotation speed when the pinion gear and the ring gear are meshed (if the engine speed at the time of meshing is high, the responsiveness will be better, but it is difficult to reduce noise, and the low rotation speed Lower engagement is effective for reducing noise, but it is difficult to ensure responsiveness). Therefore, the engine speed at which the pinion gear meshes with the ring gear needs to be determined in accordance with each vehicle.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2010-106825

Contents of the invention

The problem that the invention wants to solve

However, in the prior art, generally speaking, the sequence for meshing the pinion gear with the ring gear is based on the fact that after the fuel cut is executed, the rotational speed of the engine under inertial rotation becomes lower than a predetermined rotational speed, or when the fuel cut is executed. After a specified time has elapsed after the shutdown, the starter motor is energized, and after that, the difference between the engine speed and the pinion speed is within the specified range. Therefore, the engine speed and the The pinion speed varies with the situation. Therefore, the rotational speed at which the pinion gear meshes with the ring gear cannot be guaranteed in practice.

In addition, the engine rotation behavior during coasting does not always show the same behavior, and the engine load varies each time due to the influence of the driver's brake pedaling force, the operating state of auxiliary equipment, and the like. Of course, the change in the rotation behavior of the engine accompanying the deterioration over time is also the main cause of the deviation.

The present invention has been made in view of the above-mentioned problems of fuel-efficient automobiles, and an object of the present invention is to provide a fuel-efficient automobile improved on this point.

Technical solutions for solving problems

In order to solve the above-mentioned problems, the present invention is a control device for a vehicle with an idling stop function, characterized in that it includes: an engine rotation behavior recording device, which monitors and stores fuel cutoff when a predetermined idling stop condition is established. Based on the past engine information monitored and stored by the engine rotation behavior recording device, the timing of driving the starter motor and the timing of pushing out the pinion are variable.

Invention effect

According to the present invention, in the system that performs idling stop from the deceleration state of the vehicle, the start and stop timings of energization of the starter motor and the push-out timing of the pinion are variable based on the engine rotation behavior, thereby enabling the engine Rotational speed (pinion speed), so that the pinion is connected with the ring gear, can reduce the control deviation caused by external disturbance.

Description of drawings

Figure 1 is a functional structural diagram of the idle flameout system.

Fig. 2 is the functional structure diagram 2 of the idle flameout system.

Figure 3 is a flow diagram of an embodiment of the present invention.

Fig. 4 is a timing chart of the engine rotation behavior recording device.

Fig. 5 is a flowchart of the engine rotation behavior recording device.

FIG. 6 is a timing chart at the time of acceleration prediction by the engine rotation prediction device.

FIG. 7 is a timing chart at the time of deceleration prediction by the engine rotation prediction device.

Fig. 8 is a flowchart of the engine rotation prediction device.

Fig. 9 is an explanatory diagram of a starter control sequence.

Fig. 10 is a flowchart for calculating the starter control timing.

Fig. 11 is a flowchart of starter control.

detailed description

The best mode for carrying out the invention will be described below.

Example 1

Figure 1 is a functional structural diagram of the idle flameout system.

The starter body (101) is composed of a starter motor (101a), a magnetic switch (101b), a shift lever (101c), a pinion clutch (101d), a pinion (101e), etc., and also includes a detection pinion The rotational speed of the pinion is rotated by the sensor (102).

The starter motor (101a) and magnetic switch (101b) control independent power supply relays (starter motor relay 104a, pinion relay 104b) based on signals output from the ECU (Engine Control Unit: Engine Control Unit) (103), thereby enabling Drive independently. The starter motor (101a) and the pinion (101d) have such a structure: they are connected on the same axis through a reduction mechanism (not shown), and when the starter motor (101a) rotates, the pinion (101d) also follows the speed reduction mechanism. Rotate at the reduction ratio set in . The structure is as follows: When the magnetic switch (101b) is energized, the shift lever (101c) is pushed out, and the pinion gear (101e) is connected to the ring gear (106) provided on the engine. In addition, since the engine speed is higher than the pinion speed when the engine starts to burn, a structure is adopted in which the torque from the engine is cut off by the pinion clutch (101d), thereby suppressing the starter motor (101a). over rev.

In addition, in this figure, between the battery and the starter motor relay (104a), there is a torque variable (adjustable) function (104b) capable of changing the torque of the starter motor (104a) in two stages. In the invention, the same effect can be expected even in the configuration of a general starter that does not have this function (104b).

In addition to normal fuel injection control (103c), ignition control (not shown), air control (electronically controlled throttle control) (not shown), ECU (103) also uses various sensors such as brake SW and vehicle speed sensor to Information, use the idling stop permission decision block (103a) to execute the idling stop permission decision, and execute the fuel cut by prohibiting the fuel injection control (103c).

The engine rotation behavior recording means (103e) records the information about the engine rotation behavior until the engine is stopped after the prescribed condition in the idling stop permission determination block (103a) is satisfied and the fuel cut is executed, and the engine rotation prediction means (103d) according to The information about the engine rotation behavior recorded by the engine rotation behavior recording device (103e) predicts the future engine rotation behavior, and calculates the engine rotation speed (hereinafter referred to as the target meshing rotation speed) when the pinion gear and the ring gear are meshed. the time required. Based on the required time, each time related to the starter control is calculated, and the starter control block (103b) is used to energize the starter motor (101a) and the magnetic switch (101b) that pushes out the pinion (101e) .

Next, an embodiment of the present invention will be described using FIG. 2 .

FIG. 2 is a functional configuration diagram capable of realizing the present invention in the same manner as in FIG. 1 .

The starter body (201) of this figure is composed of a starter motor (201a), a magnetic switch (201b), a shift lever (201c), a pinion clutch (201d), a pinion (201e), a semiconductor switch mechanism (201f) and the like. First, a starter drive signal is output from the ECU (Engine Control Unit) (203) to the semiconductor switch mechanism (201f). The starter drive signal includes two systems, the energization function of the starter motor (201a) and the magnetic switch (201b) that controls the push-out function of the pinion (201e), each of which controls the magnetic switch (201f) in the semiconductor switch mechanism (201f) according to its respective duty cycle. The MOSFET drives the starter motor (201a) and magnetic switch (201b).

In addition, the ECU (203) controls the fuel injection (203c), ignition control (not shown), air control (electronically controlled throttle) (not shown), and various Using the sensor information, the idle stop permission judgment block (203a) is used to execute the idle stop permission judgment, and the fuel cut is executed by prohibiting the fuel injection (203c).

The engine rotation behavior recording device (203e) records the engine rotation behavior until the engine stops after the fuel cutoff is executed through the fuel injection control (203c) when the predetermined condition of the idling stop permission determination block (203a) is established, and then the rotation The prediction means (203e) predicts the future rotation behavior based on the recorded engine rotation behavior, and calculates the time required to reach the preset target meshing engine speed. Based on the required time, the starter motor (201a) and the magnetic switch (201b) for pushing out the pinion (201e) are calculated, and the starter control block (203b) is used to perform the actual operation. starter drive.

Next, the basic control method of the present invention will be described using FIG. 3 .

Fig. 3 is a flow chart of the present invention. Execute this process at fixed time intervals (for example, 10ms). First, in step S301, it is determined whether or not to perform a fuel cut. Specifically, the idle stop determination function (103a, 203a) shown in FIG. 1 or FIG. 2 is used to determine whether the idle stop can be performed based on various sensor information, etc. If the condition is not satisfied, the control is terminated. If the condition is met, the process proceeds to S302, and the fuel cut control is executed by fuel injection control (103c in FIG. 1 or 203c in FIG. 2 ). As a result, the rotation behavior of the engine under the inertial rotation is finally completely stopped, and in S303, it is determined whether the engine has stopped. Here, the engine stop state can be defined as, for example, when the engine speed becomes lower than a predetermined speed, or when a predetermined time elapses after the engine speed becomes lower than a predetermined speed, or the like.

If the condition of S303 is not satisfied, proceed to S309, and if the condition is satisfied, proceed to S304. In S304, recording of information on the rotation behavior of the engine is performed. The details of this step will be described later. In this step, the acceleration and deceleration of the rotational behavior of the engine between predetermined crank angles are recorded. Then, the process proceeds to S305, and it is determined whether or not it is the predicted timing of engine rotation set in advance. This timing may be when the engine speed is lower than a predetermined speed, when the engine speed at a predetermined crank angle is lower than a predetermined speed, or when a predetermined time has elapsed after the fuel cut is performed. It is preferable to use any of the conditions. Judgment is made, and thereafter, when the crank angle reaches a predetermined value, etc. If the condition is not satisfied, the process proceeds to S308, and if the condition is satisfied, the process proceeds to S306. In S306, based on the information of the engine rotation behavior recorded in S304, predict the future engine rotation behavior (the prediction method will be described later), and then predict the time required to reach the above-mentioned target meshing speed. Then, in S307, the starter control time is calculated based on the time required to reach the above-mentioned target meshing rotation speed, and the starter motor energization start time and energization stop time, and the time when the pinion enters the ring gear correspond to the control time. Thereafter, the process proceeds to S308, and the actual starter drive is performed. In S309, it is determined whether or not all the starter drives have been completed. If the condition is not satisfied, the process returns to S303. If the condition is satisfied, the control is terminated.

Next, a more detailed embodiment of the control method described with reference to FIG. 3 will be described.

FIG. 4 is a timing chart of the above-mentioned engine rotation behavior recording device in S304 in FIG. 3 . 401 represents the engine rotation behavior after the start of the fuel cut (S302 in FIG. 3 ). When the fuel cut control is executed, combustion does not occur from the cylinder on which the fuel cut control is executed, so the engine speed starts to drop. In this figure, let this time start from T402. Afterwards, the engine rotation behavior (401) is pulsated and finally completely stopped. To describe this behavior in more detail, first, the engine rotation behavior (401) reaches the compression TDC (404) of the first cylinder while decelerating (403) from the expansion stroke of the cylinder in which the fuel cut is performed. When the compression TDC (404) is exceeded, the combustion chamber temporarily changes in the direction of acceleration due to the repulsion force (repulsion) of the air filled in the combustion chamber (405). Afterwards, due to the increase of the compression work of the next cylinder, the friction of the engine increases, and from the point where the friction of the engine is greater than the repulsion force of the air filled in the combustion chamber (406 in the figure), the rotational behavior of the engine is decelerated (407) until the next One cylinder compression TDC (408). Thereafter, this operation is repeated, and finally the engine stops. Among them, the crank angles (404, 408) at which the engine rotation behavior (401) changes from the deceleration direction to the acceleration direction, if it is a general engine, is near the compression top dead center, regardless of the engine specification. The crank angle ( 406 , 409 ) whose direction changes in the deceleration direction has different properties depending on the number of cylinders of the engine (strictly speaking, the phase difference between cylinders) and the opening timing of the exhaust valve.

On this basis, the above-mentioned engine rotation behavior recording device records accelerations ( 405, 410) and deceleration (403, 407) (the actual recorded information will be described in the embodiment using Fig. 5).

When this is described using a control flow, it becomes an embodiment as shown in FIG. 5 . Fig. 5 is a control flow when recording the acceleration (405, 410) or deceleration (403, 407) of a certain point. First, in S501, it is determined whether the crank angle is at the first predetermined crank angle. This corresponds, for example, to whether or not 404 in FIG. 4 has been reached. If the condition is not satisfied, proceed to S504, and if the condition is satisfied, in S502, the engine speed at that time is recorded. After that, proceed to S503, and start incrementing the timer counter (timer counter). In S504, it is determined whether the second predetermined crank angle has been reached, for example, it is determined whether it has reached 406 in FIG. 4 . When condition is not established, return to S501, when condition is established, advance to S505, record the engine speed of this moment, in S506, make the timing counter of increment in S503 stop, record this timing count value (namely record from 404 to 406) required time). Thereby, information on the acceleration (slope) of the acceleration (405 in FIG. 4 ) is recorded. This flow ends here, but actually, the deceleration (407) from 406 in FIG. 4 is also described. That is, execute control from S501 again, make the first crank angle in S501 be 406 in FIG. 4, replace the second crank angle in S504 with 408 in FIG. information.

Furthermore, using the above-described first specified crank angle and second crank angle embodiments is one way of implementing the invention, and of course it is possible to vary between the interval (compression TDC (404) for this cylinder) and the compression TDC (404) for the next cylinder ( 408)) Acceleration and deceleration) are recorded on a subdivided basis (detailed slope between crank angles) to improve the accuracy of rotation prediction described later.

Next, S306 in FIG. 3 will be described in detail.

First, FIG. 6 and FIG. 7 are timing charts of an engine rotation prediction device for predicting future engine rotation based on the information of engine rotation behavior recorded in S304 in FIG. Using this figure, description will be made in accordance with the actual prediction sequence.

The current time in this figure is T603, and the left side in the figure of T603 shows the past, and the right side shows the future. The solid line of 601 represents the past engine rotation behavior, and the time between the respective engine speeds and crank angles shown on the circular marks (604, 605, 606, 607, 608) described on the solid line of 601 is shown in Fig. 3 Record in step S304. The dotted line at 602 is the rotation behavior to be predicted based on the information on the engine rotation behavior recorded in S304 in FIG. 3 . Let T603 be the case of S305 in Fig. 3, firstly, predict the acceleration behavior, and the basic point of view of this control is, based on the acceleration αn (612) shown in the figure and the previous acceleration αn-1 (611) and There is a fixed correlation between the previous acceleration αn-2 (610). As described above, the crank angle at the acceleration upper limit point (605, 607, 609) has different characteristics depending on the engine specification, but for the same engine, the crank angle at the acceleration upper limit point (605, 607, 609) is Even if the cylinders are different, the crank angles are approximately the same. Therefore, as long as the engine speed at the acceleration start point (608) and the past acceleration (610, 611) are known, the engine speed at the acceleration upper limit point (609) of the cylinder and the engine speed at the acceleration upper limit point (609) of the cylinder can be easily predicted based on a linear equation. The time required for the point (608) to reach the acceleration upper limit point (609). In addition, the predicted acceleration αn (612) can be calculated with a certain degree of accuracy based on the previous acceleration αn-1 (611) and the previous acceleration αn-2 (610) using a quadratic function, etc., but in particular In the region where the engine rotation speed is reduced, since a change in the filling rate occurs and may affect the acceleration ( 610 , 611 , 612 ), it is preferable to correct this. In addition, it is of course possible to further improve prediction accuracy by making corrections based on the operating states of auxiliary machines (such as alternators) that cause engine friction, brake pressure, and the like.

Thus, the situation up to the acceleration upper limit point ( 609 ) of the cylinder is predicted in FIG. 6 , and a method of predicting the next deceleration region will be described using FIG. 7 . The solid line 701 in FIG. 7 represents the engine rotation behavior when coasting due to fuel cut, and the dotted line 702 is the rotation behavior to be predicted based on the engine rotation behavior recorded in S304 in FIG. 3 .

In addition, the circular marks (704, 705, 706, 707) described on the solid line of 701 indicate the predetermined crank angle when recording the above-mentioned engine rotation behavior, and the circular marks (704, 705, 706, 707) indicated The time between each engine speed and crank angle (between 704-705, between 705-706, and between 706-707) is recorded in step S304 in FIG. 3 . In addition, let the current point on the time axis be T703, from this point the left side of the figure represents the past, and the right side represents the future.

The engine speed at the deceleration start point (708) and the time until this point have been predicted according to the description in conjunction with FIG. The engine speed at the next deceleration lower limit point (709) and the time required to reach the deceleration lower limit point (709) from the deceleration start point (708) are predicted. This acceleration and deceleration prediction is repeated, and the acceleration upper limit point 710 of the next cylinder or later is predicted, and the time (711 in the figure) when the finally predicted engine speed becomes a predetermined value (for example, when it is lower than 0 rpm) is predicted as the engine speed. stop state.

Then, based on the predicted engine rotation behavior, the time T717 at which the above-mentioned target meshing rotation speed (716) is achieved is calculated, and the time required from the current time T703 to T717 is predicted (718). The deceleration βn+1 (715) and the engine speeds of the starting point (710) and the ending point (711), so the time until 716 can be obtained by a linear equation. Among them, this forecast is not performed only once, but on the basis of setting multiple forecast times, when a predetermined time has elapsed from the above forecast, it will become the next forecast time (for example, T719 in the figure), and the latest engine Act on the information and make the same prediction over and over again.

FIG. 8 is a flowchart of the above-mentioned engine rotation prediction device (details of step S306 in FIG. 3 ). First, in S801, initialization of the predictive cylinder counter n is performed. Thereafter, in S802, a determination is made as to whether to perform acceleration prediction, and this determination is performed to determine whether to perform acceleration prediction or deceleration prediction based on the crank angle at the time of prediction. For example, when the current time is T603 in FIG. 6 , acceleration prediction is performed first, and deceleration prediction is performed thereafter. If the condition is not satisfied, proceed to S806, and if the condition is satisfied, proceed to S803. In S803, calculation of the acceleration of the cylinder is performed based on the acceleration recorded in the past and the engine speed at the predicted starting point. Then, proceed to S804, predict the engine speed at the acceleration upper limit point (609 in FIG. 6 ) based on the acceleration calculated in S803, and predict the time from the acceleration start point (608) to the acceleration upper limit point (609) in S805. Then, the process proceeds to S806, and it is determined whether to perform deceleration prediction. If the condition is not satisfied, proceed to S810, and if the condition is satisfied, deceleration prediction of the cylinder is performed in S807 (similar to the acceleration prediction, the prediction is performed based on the acceleration recorded in the past and the engine speed at the prediction starting point). Then, proceed to S808, and predict the time from the deceleration start point (708) to the deceleration lower limit point (709) in S809 based on the engine speed at the time of the deceleration prediction lower limit point (709 in FIG. 7 ) calculated in S807. Thereafter, the process proceeds to S810, and it is determined whether or not the prediction until the engine stops is completed based on the predicted engine rotation speed. If the condition is not satisfied, the predicted cylinder counter n is incremented in S811, and then the control from S802 is repeated until the condition in S810 is satisfied.

Next, a method of calculating each operating time of the starter from the time required to reach the above-mentioned target engagement rotation speed will be described. FIG. 9 is a time chart for calculating each timing of the starter control based on the time required to reach the above-mentioned target engagement rotation speed predicted from the description of FIGS. 6 to 8 . 901 represents the engine rotation action, and T904 is the current moment. That is, the engine rotation behavior ( 901 ) on the left side of T904 is the information recorded in S304 in FIG. 3 , whereas the right side of T904 is the rotation behavior predicted in S306 in FIG. 3 . 902 represents the pinion rotation behavior, 902a rises by energizing the starter motor (101a, 201a), and then becomes a deceleration behavior (802b) due to inertial rotation by stopping the energization of the starter motor (101a, 201a). 907 represents the above-mentioned target meshing speed, and 903 is a prediction point of the above-mentioned target meshing speed (this point will not be calculated or predicted in the control). Also, T905 is the time predicted at the current time (T904) to mesh the pinion (101e, 201e) with the ring gear (106, 206), and 906 is the time required from the current time until the meshing.

Here, in the pinion rotation behavior (802), the deceleration (802b) after stopping the energization of the starter motor (101a, 201a) depends on the starter specification (especially the inertial force of the starter motor (101a, 201a)) , Immediately after the energization of the starter motors (101a, 201a) is stopped, an overshoot of the pinion rotation speed (902) or the like occurs, so a certain amount of time must be waited until a stable deceleration (902b) is achieved. Here, this time is denoted as 913. On the other hand, if this time elapses, the deceleration (802b) of the pinion rotation behavior can be guaranteed to have a constant slope.

Thus, T910 can be obtained, and furthermore, the target pinion rotation speed (908) can also be obtained by using a linear equation based on the above-mentioned target meshing rotation speed (907) and pinion deceleration (902b). Only the target pinion rotation speed (908) is required, and the energization start timing of the starter motor (101a, 201a) can be easily obtained from the responsiveness of the starter motor (101a, 201a) (in other words, the acceleration of 902a) (T909) . Supplementary explanation, the acceleration 902a of the starter motor (101a, 201a) depends on the current when the starter motor (101a, 201a) is energized, so if it is the structure of FIG. ratio, preset the time (911) required to reach the target pinion speed (908). In addition, in the configuration of FIG. 1 , the drive current is constant, so the required time can be expressed by setting a single (one) constant (911).

Next, the push-out timing of the pinion gear (101e, 201e) will be described. In fact, in order to make the pinion gear (101e, 201e) mesh with the ring gear (106, 206), the magnetic switch (101b, 201b) starts to be energized until the A predetermined time is required until the meshing is actually performed ( 914 ). The time (914) required here depends on the resistance of the magnetic switch (101b, 201b) and the current flowing in the magnetic switch (101b, 201b), so by grasping these, the response time (914) of the magnetic switch (101b, 201b) It can also be set in advance.

It is further supplemented that the resistance of the magnetic switch (101b, 201b) has a correlation with the temperature of the magnetic switch (101b, 201b), and the current flowing through the magnetic switch (101b, 201b) can be determined by the driving duty ratio or the magnetic switch (101b , 201b) instead of resistors in the driver stage. In this way, 914 can be obtained, so the push-out timing of the pinion (T911) can also be calculated.

When this flow is represented by a control flow chart, it is as shown in FIG. 10 . FIG. 10 is a detailed flowchart of S307 in FIG. 3 . First, in S1001, the time required according to the responsiveness of the magnetic switch (101b, 201b) for operating the pinion (101e, 201e) is subtracted from the timing of the above-mentioned target meshing rotation speed (913), thereby The entry timing of the pinion (101e, 201e) is calculated. Next, in S1002, the time required until the pinion deceleration (902b) becomes constant is subtracted (912) from the timing of the above-mentioned target meshing rotation speed, thereby calculating the energization stop timing of the starter motors (101a, 201a) (T909) . In S1003, the target pinion rotation speed is calculated (907) based on the target meshing rotation speed, the pinion deceleration (902b), and the time required until the pinion deceleration (902b) becomes constant (912). After that, in S1004, from the target pinion rotation speed (907) obtained in S1003, and the response time obtained from the energizing current to the starter motor (101a, 201a), etc., the speed of the starter motor (101a, 201a) is obtained. The power-on start time.

Next, the starter control at S308 in FIG. 3 will be described.

FIG. 11 is a flowchart showing details of S308 in FIG. 3 . First, in S1101, it is determined whether or not it is the energization timing of the starter motor (101a, 201a). If the condition is not satisfied, proceed to S1105, and if the condition is satisfied, proceed to S1102 to energize the starter motor (101a, 201a). Thereafter, in S1103, it is determined whether the pinion rotation speed has reached the target pinion rotation speed. If the condition is not satisfied, return to S1102, and then, the starter motor (101a, 201a) is energized until the condition of S1103 is satisfied. When the condition of S1103 is satisfied, the process proceeds to S1104, and the energization to the starter motor (101a, 201a) is stopped. In S1105, it is judged whether it is the time when the pinion gear enters. If the condition is not satisfied, proceed to S1107. , 206) meshing. Then, in S1107, it is determined whether all the starter control is completed, and if the condition is not satisfied, the process returns to S1101, and if the condition is satisfied, the process is terminated.

In addition, of course, even when this control is executed, the predictive control (S306) and the calculation of the starter drive timing (S307) are continued until the engine is stopped, so each timing of the starter control uses the timing predicted at that timing. The latest value to proceed.

Specifically, the starter motor energization start timing at T908 in FIG. 9 is controlled based on a value predicted/calculated using the latest previous value (T904), and the pinion-in timing at T910 is controlled using the last predicted value.

reference sign

901 Engine rotation action

902 Pinion rotation action

902a Pinion rotation behavior (acceleration when energized)

902b Pinion rotation behavior (deceleration during inertial rotation)

903 target engagement point

906 Target engagement speed

907 Target pinion speed

908 Starting time of starter motor energization

909 Starter motor energized stop time

911 Starter motor energization start time

912 Minimum time to ensure stable pinion deceleration

913 Magnetic switch response time

T904 Current time (forecast execution time)

T905 Engagement moment

T910 Engagement start time (Magnetic switch ON time)

Claims (16)

1. A control device for an automobile capable of controlling an idling-stop vehicle capable of meshing a pinion gear provided on a starter with a ring gear provided on an engine when the engine is coasting after fuel cutoff is executed when the idling-stop condition is satisfied , the control device of the automobile is characterized in that: including an engine rotation behavior recording device that stores information on engine rotation behavior from the start of fuel cut due to the establishment of a predetermined idle stop condition until the engine is stopped, Based on the information on the past engine rotation behavior stored in the engine rotation behavior recording device and the preset target meshing engine speed when the pinion gear is meshed with the ring gear, the energization start timing and energization of the starter motor are determined. The timing of the stop and the push-out of the pinion of the starter is variable. 2. The control device of an automobile as claimed in claim 1, characterized in that: Means are included for storing a target meshing engine speed at which the pinion gear is coupled to the ring gear even if the engine deceleration during coasting is different. 3. The control device of an automobile as claimed in claim 1 or 2, characterized in that: The information on the engine rotation behavior recorded by the engine rotation behavior recording device is deceleration between predetermined crank angles and acceleration between predetermined crank angles during inertial rotation. 4. The control device of an automobile as claimed in claim 3, characterized in that: The deceleration between the specified crank angles and the acceleration between the specified crank angles during inertial rotation are based on the elapsed time between the crank angles of a plurality of two points set in advance, and the engine speed at the start and end points of the specified crank angles. to calculate. 5. The control device of an automobile as claimed in claim 4, characterized in that: including engine rotation prediction means capable of predicting future engine rotation behavior based on information on engine rotation behavior recorded by the engine rotation behavior recording means, The engine rotation predicting means predicts the same crank angle after the cylinder based on the elapsed time between two points before the cylinder recorded by the engine rotation behavior recording means and the engine speed at the start and end of the specified crank angle. The acceleration or deceleration between the specified crank angles, and the engine speed at the end point between the specified crank angles, and then based on the predicted acceleration or deceleration between the specified crank angles, and the engine speed at the time when the end point between the specified crank angles is reached, and the The target meshing rotational speed predicts the time required for meshing the pinion gear with the ring gear from the predicted time. 6. The control device of an automobile as claimed in claim 5, characterized in that: It is possible to use the slope of the pinion deceleration in inertial rotation when the starter motor is stopped after the starter motor is energized for a predetermined time, and the minimum required deceleration from the stop of the starter motor until the deceleration of the stable pinion rotation is obtained. The time is based on the time required until the pinion gear meshes with the ring gear, and the time to stop the energization of the starter motor is calculated backwards, and the pinion speed is calculated based on the above-mentioned target meshing speed and the slope of the deceleration of the pinion gear in inertial rotation. Target pre-speed. 7. The control device of an automobile according to claim 6, characterized in that: The slope of the deceleration of the pinion rotation in the inertial rotation and the minimum required time required to obtain a stable deceleration of the pinion rotation after stopping the energization of the starter motor are learned. 8. The control device of an automobile as claimed in claim 6 or 7, characterized in that: Including a starter motor energization time calculation function capable of calculating the starter motor energization time according to the target pre-rotation speed of each pinion and the current when energizing the starter motor or the drive duty ratio of the starter motor, The starter motor energization start time is calculated by subtracting the starter motor energization time calculated by the starter motor energization time calculation function from the starter motor stop time. 9. A control method for an automobile, which is capable of controlling an idling-stop vehicle capable of meshing a pinion gear provided on a starter with a ring gear provided on an engine when the engine is coasting after fuel cutoff is performed when the idling-stop condition is established , the control method of described automobile is characterized in that: The automobile includes an engine rotation behavior recording device that stores information on engine rotation behavior from when a fuel cut is started due to the establishment of a predetermined idle stop condition until the engine is stopped, Based on the information on the past engine rotation behavior stored in the engine rotation behavior recording device and the preset target meshing engine speed when the pinion gear is meshed with the ring gear, the energization start timing and energization of the starter motor are determined. The moment of stop and the push-out moment of the pinion of the starter are variable. 10. The control method of the automobile as claimed in claim 9, characterized in that: The vehicle includes means for storing a target meshing engine speed at which the pinion gear is coupled to the ring gear even if the engine deceleration during coasting is different. 11. The control method of the automobile as claimed in claim 9 or 10, characterized in that: The information on the engine rotation behavior recorded by the engine rotation behavior recording device is deceleration between predetermined crank angles and acceleration between predetermined crank angles during inertial rotation. 12. The control method of the automobile as claimed in claim 11, characterized in that: The deceleration between the specified crank angles and the acceleration between the specified crank angles during inertial rotation are based on the elapsed time between the crank angles of a plurality of two points set in advance, and the engine speed at the start and end points of the specified crank angles. to calculate. 13. The control method of the automobile as claimed in claim 12, characterized in that: The automobile includes engine rotation prediction means capable of predicting a future engine rotation behavior based on information on engine rotation behavior recorded by the engine rotation behavior recording means, The engine rotation predicting means predicts the same crank angle after the cylinder based on the elapsed time between two points before the cylinder recorded by the engine rotation behavior recording means and the engine speed at the start and end of the specified crank angle. The acceleration or deceleration between the specified crank angles, and the engine speed at the end point between the specified crank angles, and then based on the predicted acceleration or deceleration between the specified crank angles, and the engine speed at the time when the end point between the specified crank angles is reached, and the The target meshing rotational speed predicts the time required for meshing the pinion gear with the ring gear from the predicted time. 14. The control method of an automobile as claimed in claim 13, characterized in that: When the starter motor is energized for a predetermined time and then the starter motor is stopped, the slope of the pinion deceleration in inertial rotation and the minimum required deceleration from the stop of the starter motor until the deceleration of the stable pinion rotation is obtained can be used. The time is based on the time required until the pinion gear meshes with the ring gear, and the time to stop the energization of the starter motor is calculated backwards, and the pinion speed is calculated based on the above-mentioned target meshing speed and the slope of the deceleration of the pinion gear in inertial rotation. Target pre-speed. 15. The control method of an automobile as claimed in claim 14, characterized in that: The slope of the deceleration of the pinion rotation in the inertial rotation and the minimum required time required to obtain a stable deceleration of the pinion rotation after stopping the energization of the starter motor are learned. 16. The control method of the automobile as claimed in claim 14 or 15, characterized in that: Including a starter motor energization time calculation function capable of calculating the starter motor energization time according to the target pre-rotation speed of each pinion and the current when energizing the starter motor or the drive duty ratio of the starter motor, The starter motor energization start time is calculated by subtracting the starter motor energization time calculated by the starter motor energization time calculation function from the starter motor stop time.