JP6500614B2 - Engine start control device - Google Patents

Description

  The present invention relates to an engine start control device that performs control for preventing an erroneous start when starting an engine of a vehicle.

  Heretofore, in vehicles equipped with an engine, various measures have been taken to prevent a sudden start of the vehicle caused by the start operation of the engine.

  In a typical automatic transmission equipped with an automatic transmission, the shift lever of the transmission is referred to as a parking range (hereinafter referred to as P range) or a neutral range (hereinafter referred to as N range) when the engine is started. Only when the range is a non-travelable range (hereinafter referred to as a non-traveling range), starting of the engine by the ignition ON operation is permitted, and cranking is started. In addition, in the case of a driveable range (hereinafter referred to as a drive range) such as a drive range (hereinafter referred to as a D range) or a reverse range (hereinafter referred to as an R range), the ignition ON operation Is not permitted, and it is the mechanism that cranking is not started.

  However, depending on the driver or the driving condition, there is a scene where it is desired to start traveling immediately after the ignition is turned on. In such a situation, the driver needs to start the engine completely before combustion of the fuel in the fuel chamber of the engine is completely stabilized after the ignition is turned on (an external assistance is required). First, before reaching a state where the engine can operate independently), shift change from a non-traveling range such as P range or N range to a traveling range such as D range or R range earlier than proper timing. It may go. Here, the appropriate timing refers to the state after the start of the engine is completed. The state where the start of the engine is completed means that the combustion of the fuel in the combustion chamber is stable, and the engine rotational speed is settled down to a predetermined value or less.

  If there is such an early shift change, there is a technology that detects a shift change to the travel range before the start is completed, shuts off the current supply to the starter motor, and forcibly stops the cranking. (For example, specification paragraph 0002 of patent document 1). However, forced stopping of cranking may cause the driver to misinterpret as if the stop is a malfunction (failure) caused by the vehicle side.

  Therefore, even when the shift lever of the transmission is in the travel range, there is disclosed a technique for permitting the ON operation of the ignition when the brake pedal is operated (for example, claim of Patent Document 1) Other claims in the scope).

Japanese Patent Application Publication No. 2006-348799

  As described above, in a vehicle not equipped with a system for forcibly stopping the cranking, there is a possibility that the vehicle erroneously starts when the early shift change to the travel range before the start is completed.

  Further, as in Patent Document 1, if the ON operation of the ignition is permitted when the brake pedal is operated in the travel range, the vehicle may erroneously start when the depression amount of the brake is small. In addition, after the ON operation, the braking force is loosened before the start is completed, which may result in an erroneous start.

  Such a false start that the driver does not intend must be prevented with certainty, and in particular, during a shift change from the P range to the R range, the vehicle moves to the rear not seen by the driver Should be avoided.

  Therefore, an object of the present invention is to reliably prevent an erroneous start of the vehicle at the start of the engine regardless of the shift position.

  In order to solve the above-described problems, the present invention is provided between an ignition operating unit for instructing start and stop of an engine mounted on a vehicle, and between the engine and a drive wheel of the vehicle to transmit the rotation of the engine to the drive wheel An automatic transmission, a brake device for applying a braking force to the vehicle based on an operation of a brake pedal, and a brake device control means for controlling the braking force by the brake device, the brake device control means comprising If the shift position of the automatic transmission is in the travel range while the start of the engine is completed due to cranking after the start operation of the ignition operation portion is started, the brake device is controlled to be a predetermined amount or more The engine start control system for powering was adopted.

  The braking force above the predetermined amount may be continued until at least the start of the engine is completed, and the cranking may be continued until the start of the engine is completed.

  Here, when the input braking force by the input from the brake pedal does not reach the predetermined amount, the brake device control means sets the input braking force so that the braking force by the brake device reaches the predetermined amount or more. It is possible to adopt a configuration in which the braking force is applied complementarily.

  In addition, when the input braking force changes in the middle before the start of the engine is completed after the start operation is started, the braking device control unit is configured to control the braking force by the braking device according to the change in the input braking force. It is possible to adopt a configuration in which the complementary braking force is adjusted so that the value is maintained above the predetermined amount.

  In each of these configurations, the traveling range is a drive range corresponding to forward traveling and a reverse range corresponding to backward traveling, and a non-traveling range is a parking range corresponding to a parking state and a neutral range corresponding to a non-driving state. And the predetermined amount is determined when changing from the parking range or the neutral range to the reverse range after the start operation is started and when changing from the parking range or the neutral range to the drive range. A first predetermined amount which is set to a different value and which is the predetermined amount which is set when changing to the reverse range is a second predetermined amount which is set when changing to the drive range. A configuration that is set larger than a predetermined amount can be adopted.

  According to the present invention, at least when the start operation of the engine starts or after the start of the start operation is completed before the start of the engine is completed, the shift position of the automatic transmission is in the travel range, or When it is changed, the braking force is automatically applied so that the braking device exerts a braking force of a predetermined amount or more. Therefore, the application of the braking force of a predetermined amount or more is automatically continued until the start of the engine is completed, and the cranking can be continued until the start of the engine is completed. Therefore, regardless of the shift position, an erroneous start of the vehicle at the start of the engine can be reliably prevented.

It is a flowchart of control by the starting control device of the engine of one embodiment. BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram which shows the structure of the starting control apparatus of the engine of this invention, and a vehicle carrying it.

  Hereinafter, an embodiment of the present invention will be described based on the drawings. FIG. 1 is a flowchart of control by an engine start control device according to this embodiment, and FIG. 2 is a schematic view conceptually showing the configuration of the engine start control device and a vehicle equipped with the engine start control device.

  As shown in FIG. 2, a seat for the driver's seat 11 and a seat for the front passenger seat 12 are provided side by side in the cabin of the vehicle, and a dashboard 10 under the windshield 9 is provided in front thereof. In front of the driver's seat 11, a steering panel 2 for steering, a meter panel 7 in which a speedometer, a tachometer, etc. are disposed are provided. On the dashboard between the driver's seat 11 and the passenger's seat 12, a monitor 8 such as a navigation system is provided.

  The shift lever 1 of the automatic transmission 13 is provided between the driver's seat 11 and the assistant's seat 12. The automatic transmission 13 is provided between the engine and the drive wheels of the vehicle, and shifts the rotation of the engine and transmits it to the drive wheels. In this embodiment, a torque converter and a transmission mechanism are provided as the automatic transmission 13. As the transmission mechanism, for example, a belt-type continuously variable transmission (Continuously Variable Transmission) or the like can be adopted.

  The driving force of the engine is input from the crankshaft of the engine through the torque converter to the transmission mechanism. The driving force output from the transmission mechanism is transmitted from the drive shaft to the driving wheels through a differential provided between the left and right driving wheels. The transmission of the rotation to the drive wheels causes the vehicle to travel.

  The footrest 4, the brake pedal 5, and the accelerator pedal 6 are provided at the foot of the driver's seat sequentially from the left.

  In front of the driver's seat 11, a starter switch (ignition operating unit) 3 is provided to command start and stop of an engine mounted on a vehicle. In this embodiment, start and stop of the engine are performed by the driver's pressing operation of the button. The position of the starter switch 3 may be disposed on the right front of the steering 2 as shown in this figure, or the shift operating unit between the driver's seat 11 and the front passenger's seat 12 It may be arranged near the lever 1).

  The shift lever 1 includes a shift knob 1a that the driver grips, and a shift shaft 1c connected to the shift knob 1a. By operating the shift knob 1a so that the shift shaft 1c moves in the shift groove 1b, various traveling modes set for the automatic transmission 13 can be switched.

  The driving mode is divided into a driving range and a non-driving range. The travel range is a D range (drive range) corresponding to forward travel and an R range (reverse range) corresponding to reverse travel. The non-driving range corresponds to a P range (parking range) in which the wheels are locked so as not to rotate in response to a parking state (parking range) and a non-driving state in which the power transmission path is separated so that the driving force from the engine is not transmitted. N range (neutral range).

  The switching position of the shift lever 1 is, as shown in FIG. 2B, from the front to the rear of the vehicle or from the top to the bottom, in order of P range, R range, N range, D range. Arranged in order. In the D range, in addition to the high geared normal drive range, the L range which is a low geared drive range may be arranged in parallel.

  In addition, the drive wheels and driven wheels of the vehicle are provided with a brake device 14 that applies a braking force by giving resistance to the rotation of each wheel.

  The brake device 14 is composed of a brake disc rotating with the wheels and a caliper or the like provided with a brake pad or the like for pressing the brake disc by the action of hydraulic pressure or the like. By the input from the brake pedal 5 provided at the driver's seat, the pressing force to the brake disc by the brake pad is increased or decreased to adjust the braking force. Specifically, the braking force increases or decreases in accordance with the amount of depression of the brake pedal 5 performed by the driver. The braking force that acts on the brake device 14 based on the input from the brake pedal 5 is hereinafter referred to as input braking force. The depression amount detection means 23 can acquire the depression amount of the brake pedal 5 performed by the driver. The depression amount detection means 23 can grasp the depression amount by the stroke detection of the brake pedal 5 or the hydraulic pressure of the brake fluid or the like.

  Further, in the brake device 14, the braking force actually applied to the wheels is controlled by the brake device control means 21 provided in the electronic control unit 20 mounted on the vehicle. The application of the braking force to the brake device 14 by the brake device control means 21 is different from or complementary to the input braking force acting on the brake device 14 based on the input from the brake pedal 5. The sum is the braking force that actually acts. Therefore, when there is no input braking force, the braking force commanded to the braking device 14 by the braking device control means 21 becomes equal to the braking force that actually acts.

  Control means provided in the electronic control unit 20 through cables of the engine and accessories of this vehicle, the automatic transmission 13, the brake device 14, other devices necessary for the operation of the engine, and the vehicle interior such as the air conditioner Controlled by Further, the electronic control unit 20 can obtain necessary information from the engine and sensors provided around the engine as needed.

  Further, the electronic control unit 20 is provided with a start state detection means 22. The start state detection means 22 has a function of detecting that the start of the engine has been completed by the start operation of the start operation by the operation of the starter switch 3 and the subsequent cranking. Therefore, the start state detection means 22 can also detect that the operation state is after the start operation is started and before the start of the engine is completed.

  The state in which the brake device control means 21 at least detects that the start state detection means 22 is at the start of the start operation of the engine or after the start operation of the start operation and before the start of the engine is completed. When the shift position of the automatic transmission 13 is in the traveling range or when the non-traveling range is changed to the traveling range, the brake device 14 operates regardless of the input braking force input from the brake pedal 5. Control is performed to apply a braking force so as to exert a braking force equal to or greater than a predetermined amount.

  The braking force above the predetermined amount is continued at least until the start of the engine is completed, and cranking is continued until the start of the engine is completed. The braking force of a predetermined amount or more may be continued until the driver's first accelerator pedal operation (first depression) or until the driver stops depressing the brake pedal to start traveling. desirable.

  Here, the predetermined amount means a braking force sufficient to prevent the vehicle from moving forward or backward. Although the value may be set to a fixed value for each vehicle according to the vehicle type, specifications, etc., for example, even when the vehicle is the same, when the vehicle is stopped on the slope or boarding at that time The electronic control unit 20 may determine the necessary and sufficient braking force each time in consideration of the total weight and the like of the vehicle including the person and the luggage. The tilt state of the vehicle can be obtained by providing an inclinometer on any part of the vehicle. The gross weight of the vehicle can be obtained by providing a weight detection device in any part of the vehicle.

  In addition, when the input braking force does not reach a predetermined amount, the brake device control means 21 performs control to complement the input braking force and apply the braking force so that the braking force by the brake device 14 reaches a predetermined amount or more Do. When the input braking force is already equal to or more than the predetermined amount, it is not necessary to apply the complementary braking force, so the brake device control means 21 does not particularly perform the complementary control of the braking force.

  Furthermore, when the input braking force changes in the middle while the start state detection means 22 detects that the start operation of the engine is completed after the start operation is started, the brake device control means 21 Control is performed to adjust the braking force to be complemented so that the braking force by the brake device 14 is maintained at a predetermined amount or more according to the change in the input braking force. For example, when there is an input braking force of a predetermined amount or more at the start of the start operation, but then the depression amount of the brake pedal 5 decreases without waiting for the completion of the start, and the input braking force falls below the predetermined amount. Etc. corresponds.

  Further, in this embodiment, the predetermined amount is from the P range or N range which is the non-traveling range to the R range of the traveling range, and from the P range or N range which is the non-traveling range It is set to a different value when changing to a certain D range.

  Specifically, a first predetermined amount, which is a predetermined amount set at the time of changing from the P range or N range to the R range, is set at the time of changing from the P range or N range to the D range. Is set larger than the second predetermined amount which is the predetermined amount. This is based on the judgment that the erroneous start to the rear which is not visible is more dangerous than the erroneous start to the front which the driver visually recognizes with his eyes.

  The flow of control of the engine start control device of the present invention will be described based on the flowchart of FIG.

  In step S1 of FIG. 1, the driver performs an operation of starting the engine. In the next step S2, the depression amount of the brake pedal is detected, and in the subsequent step S3, it is determined whether the depression amount is less than a predetermined value. If the amount of depression is less than the predetermined value, the process proceeds to step S4. If the amount of depression is equal to or greater than the predetermined value, the complementary control of the braking force is not performed, and the process proceeds to step S6, and thereafter, waits for the start to be completed to end the start control (see steps S6, S7, S10). .

  Here, the predetermined value of the amount of depression is set to a numerical value corresponding to the state where the input braking force is at the above-mentioned predetermined amount. Therefore, when the amount of depression is less than the predetermined value, it is estimated that the input braking force is less than the predetermined amount necessary to restrict the movement of the vehicle.

  In step S4, it is determined whether the shift position of the automatic transmission 13 is in the travel range, that is, the D range or the R range. When the shift position is in the travel range, the brake device control means 21 performs complementary control of the braking force in step S5. If the shift position is not in the driving range, that is, if it is in the P range or N range, the complementary control of the braking force is not performed, and the process proceeds to step S6, and after the start is completed, the start control is ended. (See steps S6, S7 and S10).

  Here, the transition to step S5 includes, for example, the case where the start operation of the engine is started (the starter switch 3 is operated) when the shift position is in the travel range. Also, although the start operation of the engine is started when the shift position is in the non-traveling range, the shift position is changed from the non-traveling range to the traveling range after the start operation is started and before the start of the engine is completed. The case is

  An example of the latter is a shift change from a non-traveling range such as P range or N range to a travel range such as D range or R range before the driver's start operation of ignition starts and engine start is completed. It is the case that you When the shift lever 1 and the starter switch 3 are close to each other, for example, when the starter switch 3 is located just beside the shift lever 1, such an early shift change tends to be easily performed. In addition, there is a tendency that it is easy to perform such an early shift change when the hand handling the shift lever 1 (for example, the left hand) and the hand handling the starter switch 3 (for example the right hand) are opposite hands. .

  In step S5, in the complementary control of the braking force by the brake device control means 21, an assist brake amount that complements the input braking force is determined, and the determined assist brake amount is applied as an assist brake. The sum of the input braking force and the braking force corresponding to the assist brake amount is the braking force that the brake device 14 actually operates. The method of determining the assist brake amount is as described above.

  The application of the assist brake needs to be continued at least at step S6 until it is determined that the start of the engine has been completed, but in reality, the driver's first accelerator pedal operation (first depression) Or until the time the driver has stopped depressing the brake pedal (see steps S7, S8 and S9). The cranking is continued until the start of the engine is completed.

  If the assist brake is released in step S9, the process proceeds to step S10 and the start control is ended.

  If the input braking force by the input from the brake pedal 5 changes halfway during the execution of the assist brake, the change in the input braking force is detected in step S2 before the start of the engine is completed. Thereafter, in the same flow, the assist brake amount is adjusted so that the braking force by the brake device 14 is maintained at a predetermined amount or more until the start of the engine is completed.

  In this embodiment, a predetermined amount serving as a threshold for determining whether or not to execute the assist brake is changed from the non-running range P or N range to the running range R range and in the non-running range. When changing from a certain P range or N range to the D range which is the travel range, set different values, and in particular, set the first predetermined amount which is the predetermined amount set when changing to the R range , D range is set larger than the second predetermined amount which is the predetermined amount set at the time of change to D range, but in particular, in the vehicle of the specification which does not need to provide a difference in the braking force, these predetermined values All may have the same value.

1 Shift lever (gearshift control)
1a Shift knob 1b Shift groove 1c Shift shaft 2 Steering 3 Starter switch (ignition control)
4 footrest 5 brake pedal 6 accelerator pedal 7 meter panel 8 monitor 9 windshield 10 dashboard 11 driver's seat 12 passenger's seat 13 automatic transmission 14 brake device 20 electronic control unit 21 brake device control means 22 start state detection means 23 depression amount detection Means P Parking range R Reverse range N Neutral range D Drive range L Drive range (Low geared)

Claims (5)

An ignition operation unit for instructing start and stop of an engine mounted on a vehicle;
An automatic transmission provided between the engine and drive wheels of the vehicle for transmitting the rotation of the engine to the drive wheels;
A brake device for applying a braking force to a vehicle based on an operation of a brake pedal;
And brake device control means for controlling a braking force by the brake device.
When the shift position of the automatic transmission is in the travel range before the start of the engine is completed by cranking after the start operation of the ignition operation unit is started, the brake device control means is configured to An engine start control device for applying a braking force to a predetermined amount or more. The engine start control device according to claim 1, wherein the braking force equal to or greater than the predetermined amount is continued at least until the start of the engine is completed, and the cranking is continued until the start of the engine is completed. The brake device control means complements the input braking force so that the braking force by the brake device reaches the predetermined amount or more when the input braking force by the input from the brake pedal does not reach the predetermined amount. The engine start control device according to claim 2, wherein a braking force is applied. If the input braking force changes in the middle before the start of the engine is completed after the start operation is started, the braking device control means determines that the braking force by the braking device is changed according to the change in the input braking force. The engine start control device according to claim 3, wherein the complementary braking force is adjusted so as to be maintained at a predetermined amount or more. The travel range is a drive range corresponding to forward travel and a reverse range corresponding to backward travel, and the non-travel range is a parking range corresponding to a parking state and a neutral range corresponding to a non-drive state.
The predetermined amount is set to a different value at the time of the change from the parking range or the neutral range to the reverse range after the start operation is started, and at the time of the change from the parking range or the neutral range to the drive range. The first predetermined amount, which is the predetermined amount that is set and set when changing to the reverse range, is a second predetermined amount that is the predetermined amount that is set when changing to the drive range. The control device for an engine according to any one of claims 1 to 4, wherein the value is also set large.

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