+

US20010018903A1 - Control apparatus for idling stop of internal combustion engine and vehicle with the apparatus mounted thereon - Google Patents

Control apparatus for idling stop of internal combustion engine and vehicle with the apparatus mounted thereon Download PDF

Info

Publication number
US20010018903A1
US20010018903A1 US09/785,226 US78522601A US2001018903A1 US 20010018903 A1 US20010018903 A1 US 20010018903A1 US 78522601 A US78522601 A US 78522601A US 2001018903 A1 US2001018903 A1 US 2001018903A1
Authority
US
United States
Prior art keywords
electric motor
transmission belt
internal combustion
combustion engine
velocity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
US09/785,226
Other versions
US6453865B2 (en
Inventor
Kiyoo Hirose
Senji Kato
Jun Takahashi
Yukikazu Ito
Tooru Kitamura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HIROSE, KIYOO, ITO, YUKIKAZU, KATO, SENJI, KITAMURA, TOORU, TAKAHASHI, JUN
Publication of US20010018903A1 publication Critical patent/US20010018903A1/en
Application granted granted Critical
Publication of US6453865B2 publication Critical patent/US6453865B2/en
Adjusted expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
    • Y10S903/919—Stepped shift

Definitions

  • the present invention relates to a technique that controls idling stop of an internal combustion engine, which is carried out according to the driving state of a vehicle.
  • Some proposed vehicles have an idling stop control function that stops driving an internal combustion engine at a temporary stop of the vehicle, for example, at a traffic light during a drive of the vehicle, and restarts driving the internal combustion engine in response to a driver's requirement for a start.
  • an auxiliary machinery driving electric electric motor is linked with the internal combustion engine and auxiliary machinery via fan belts to allow mutual connection thereof. While the internal combustion engine is at a stop, the auxiliary machinery like a water pump is driven by means of the auxiliary machinery driving electric motor. In the active state of the internal combustion engine, on the other hand, the auxiliary machinery is driven by means of the internal combustion engine.
  • a clutch is interposed between the internal combustion engine and the auxiliary machinery driving electric electric motor to couple and release the internal combustion engine with and from the auxiliary machinery driving electric motor.
  • the auxiliary machinery driving electric motor also functions as the electric motor that restarts driving the internal combustion engine.
  • the clutch couples the internal combustion engine with the auxiliary machinery driving electric motor, which is currently driving the auxiliary machinery. This raises the velocity of the internal combustion engine to a starting speed of revolutions.
  • One proposed technique couples the clutch after reduction of the velocity of the auxiliary machinery driving electric motor at a restart of driving the internal combustion engine, in order to reduce the occurrence of potential shocks and vibrations due to the velocity difference between the internal combustion engine and the auxiliary machinery driving electric motor, which is currently driving the auxiliary machinery.
  • the shocks and vibrations (energy) arising due to the coupling action of the clutch are not sufficiently absorbed by the fan belt.
  • the shocks and vibrations occurring due to the coupling action of the clutch are not sufficiently absorbed in the course of restarting the internal combustion engine under the idling stop control.
  • Enhancing the rate of decrease in number of revolutions of the auxiliary machinery driving electric motor or in electric motor velocity to ensure the sufficient absorption does not fulfil the requirement of quick restart of the internal combustion engine.
  • the object of the present invention is thus to reduce or even omit potential shocks and vibrations arising due to the coupling action of a coupling mechanism at the time of starting an internal combustion engine, and to ensure a quick restart of the internal combustion engine.
  • an idling stop control apparatus mounted on a vehicle, wherein auxiliary machinery is driven by means of either one of an internal combustion engine and an electric motor, and an output shaft of the internal combustion engine and an output shaft of the electric motor are linked with each other via a coupling mechanism that is coupled to connect the internal combustion engine with the electric motor and is released to disconnect the internal combustion engine from the electric motor.
  • the coupling mechanism is released and the auxiliary machinery is driven by means of the electric motor via a transmission belt while the internal combustion engine is at a stop.
  • the idling stop control apparatus includes: a decision unit that determines whether a driving stop condition or a driving restart condition of the internal combustion engine is fulfilled; a braking load specification unit that, when the driving restart condition of the internal combustion engine is fulfilled, specifies a braking load to be applied to the electric motor, in order to reduce electric motor velocity or number of revolutions of the electric motor according to a kinetic energy absorbing state of the transmission belt; a drive stand-by unit that, when the driving restart condition of the internal combustion engine is fulfilled and the coupling mechanism is released, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism after application of the specified braking load to the electric motor; and an internal combustion engine operation control unit that executes a series of processing to restart operation of the internal combustion engine after the internal combustion engine is coupled with the electric motor via the coupling mechanism.
  • the braking load to be applied to the electric motor is specified, in order to reduce the number of revolutions of the electric motor or the electric motor velocity according to the kinetic energy absorbing state of the transmission belt.
  • This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and ensures a quick restart of the internal combustion engine.
  • the vehicle has a transmission belt elasticity measurement unit that measures elasticity of the transmission belt, and the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed elasticity of the transmission belt and increases the braking load with a decrease in observed elasticity of the transmission belt.
  • the vehicle has a transmission belt temperature measurement unit that measures temperature of the transmission belt, and the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed temperature of the transmission belt and increases the braking load with a decrease in observed temperature of the transmission belt.
  • the kinetic energy absorbing state of the transmission belt represents the state that is capable or incapable of sufficiently absorbing energy like shocks and vibrations, and correlates with the properties, such as the elasticity and the hardness, of the transmission belt. Namely measurement of the elasticity of the transmission belt results in specifying the kinetic energy absorbing state of the transmission belt.
  • the properties like the elasticity and the hardness of the transmission belt correlate with the temperature of the transmission belt. These properties can thus be specified according to the temperature of the transmission belt. Under the condition of low temperatures, the transmission belt tends to be cured and lose its elasticity and thus hardly absorbs the potential shocks and vibrations (energy) arising due to the coupling action of the coupling mechanism.
  • the transmission belt readily absorbs the potential shocks and vibrations arising due to the coupling action of the coupling mechanism.
  • the arrangement of varying the braking load by taking into account such conditions attains both the requirement of absorbing potential shocks and vibrations arising due to the coupling action of the coupling mechanism and the requirement of quickly restarting the internal combustion engine.
  • the transmission belt temperature measurement unit is a cooling fluid temperature measurement unit that measures temperature of a cooling fluid passing through the internal combustion engine.
  • the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed temperature of the cooling fluid and increases the braking load with a decrease in observed temperature of the cooling fluid. This arrangement enables the temperature of the transmission belt to be obtained indirectly.
  • the transmission belt temperature measurement unit is an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine.
  • the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the accumulated engine velocity and decreases the braking load with an increase in accumulated engine velocity.
  • the transmission belt temperature measurement unit is an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine.
  • the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the accumulated electric motor velocity and decreases the braking load with an increase in accumulated electric motor velocity.
  • the transmission belt temperature measurement unit further includes an outside air temperature measurement unit that measures outside air temperature, and the braking load specification unit increases a rate of decrease of the braking load with an increase in observed outside air temperature. This arrangement enables the temperature of the transmission belt to be obtained by taking into account the outside air temperature.
  • the present invention is also directed to a first vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor while the internal combustion engine is at a stop and by means of the internal combustion engine while the internal combustion engine is in active state.
  • the first vehicle includes: a coupling mechanism that links an output shaft of the internal combustion engine with an output shaft of the electric motor, such as to be coupled to connect the internal combustion engine with the electric motor and to be released to disconnect the internal combustion engine from the electric motor; a transmission belt that is laid through the output shaft of the internal combustion engine, an input shaft of the auxiliary machinery, and the output shaft of the electric motor; a transmission belt state detection unit that detects a kinetic energy absorbing state of the transmission belt; and an idling stop control unit that specifies a rate of decrease in electric motor velocity or number of revolutions of the electric motor based on the detected kinetic energy absorbing state of the transmission belt, and when a driving restart condition for restarting operation of the internal combustion engine is fulfilled, lowers the electric motor velocity by the specified rate of decrease, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, and subsequently carries out a series of processing to restart driving the internal combustion engine.
  • a coupling mechanism that links an output shaft of the
  • the rate of decrease in electric motor velocity is specified based on the kinetic energy absorbing state of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and enables the vehicle to be quickly restored to the drivable state.
  • the transmission belt state detection unit detects the kinetic energy absorbing state of the transmission belt based on elasticity of the transmission belt, and the idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in elasticity of the transmission belt.
  • the transmission belt state detection unit detects the kinetic energy absorbing state of the transmission belt based on temperature of the transmission belt, and the idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in temperature of the transmission belt.
  • the vehicle further includes: a heat dissipation unit that is arranged on a windward side of the transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down the internal combustion engine; and a cooling fluid temperature measurement unit that measures temperature of the cooling fluid.
  • the transmission belt state detection unit calculates the temperature of the transmission belt from the observed temperature of the cooling fluid and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt.
  • the transmission belt is affected by the amount of heat dissipated by the heat dissipation unit, that is, by the temperature of the cooling fluid. Measurement of the temperature of the cooling fluid thus enables the temperature of the transmission belt to be obtained indirectly.
  • the vehicle further includes an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine.
  • the transmission belt state detection unit calculates the temperature of the transmission belt from the accumulated engine velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt.
  • the vehicle further includes an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine.
  • the transmission belt state detection unit calculates the temperature of the transmission belt from the accumulated electric motor velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt.
  • the vehicle further includes an outside air temperature measurement unit that measures outside air temperature.
  • the transmission belt state detection unit calculates the temperature of the transmission belt from the observed outside air temperature in addition to at least one of the observed temperature of the cooling fluid, the accumulated engine velocity, and the accumulated electric motor velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt. This arrangement enables the temperature of the transmission belt to be obtained by taking into account the outside air temperature.
  • the idling stop control unit stops driving the internal combustion engine and releases the coupling mechanism when a driving stop condition of the internal combustion engine is fulfilled.
  • the present invention is further directed to a second vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor via a transmission belt while the internal combustion engine is at a stop and by means of the internal combustion engine while the internal combustion engine is in active state.
  • the second vehicle includes: a coupling mechanism that links an output shaft of the internal combustion engine with an output shaft of the electric motor, such as to be coupled to connect the internal combustion engine with the electric motor and to be released to disconnect the internal combustion engine from the electric motor; a target braking velocity determination unit that determines a target braking velocity for braking the electric motor prior to a restart of driving of the internal combustion engine by taking into account temperature of the transmission belt; and an idling stop control unit that, when a driving restart condition for restarting operation of the internal combustion engine is fulfilled, drives the electric motor at the target braking velocity, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, and subsequently carries out a series of processing to restart driving the internal combustion engine.
  • a coupling mechanism that links an output shaft of the internal combustion engine with an output shaft of the electric motor, such as to be coupled to connect the internal combustion engine with the electric motor and to be released to disconnect the internal combustion engine from the electric motor
  • a target braking velocity determination unit
  • the target braking velocity for braking the electric motor is determined by taking into account the temperature of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and enables the vehicle to be quickly restored to the drivable state.
  • the second vehicle further includes: a heat dissipation unit that is arranged on a windward side of the transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down the internal combustion engine; and a cooling fluid temperature measurement unit that measures temperature of the cooling fluid.
  • the target braking velocity determination unit takes into account the temperature of the transmission belt based on the observed temperature of the cooling fluid and lowers the target braking velocity with a decrease in observed temperature of the cooling fluid.
  • the transmission belt is affected by the amount of heat dissipated by the heat dissipation unit, that is, by the temperature of the cooling fluid. Measurement of the temperature of the cooling fluid thus enables the temperature of the transmission belt to be taken into account.
  • the target braking velocity determination unit takes into account the temperature of the transmission belt based on the accumulated engine velocity or the accumulated electric motor velocity, namely based on the frictional heat evolved due to the sliding motions.
  • the rate of increase in target braking velocity may be varied according to the observed outside air temperature.
  • the idling stop control unit stops driving the internal combustion engine and releases the coupling mechanism when a driving stop condition of the internal combustion engine is fulfilled.
  • the present invention is also directed to a method of controlling idling stop in a vehicle that has an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor while the internal combustion engine is at a stop.
  • the method includes the steps of: detecting a kinetic energy absorbing state of a transmission belt that is laid through the internal combustion engine, the electric motor, and the auxiliary machinery; determining whether or not a driving restart condition for restarting operation of the internal combustion engine is fulfilled; when it is determined that the driving restart condition is fulfilled, specifying a rate of decrease in electric motor velocity or number of revolutions of the electric motor based on the detected kinetic energy absorbing state of the transmission belt; and lowering the electric motor velocity by the specified rate of decrease and subsequently causing the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, so as to restart driving the internal combustion engine.
  • the rate of decrease in electric motor velocity is specified based on the kinetic energy absorbing state of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and ensures a quick restart of the internal combustion engine.
  • the method further includes the steps of: measuring elasticity of the transmission belt; detecting the kinetic energy absorbing state of the transmission belt based on the observed elasticity of the transmission belt; and enhancing the rate of decrease in electric motor velocity with a decrease in observed elasticity of the transmission belt.
  • the method further includes the steps of: measuring temperature of the transmission belt; detecting the kinetic energy absorbing state of the transmission belt based on the observed temperature of the transmission belt; and enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of the transmission belt.
  • the kinetic energy absorbing state of the transmission belt in the method is synonymous with the kinetic energy absorbing state of the transmission belt in the idling stop control apparatus of the present invention discussed above.
  • the method further includes the steps of: measuring temperature of a cooling fluid that passed through the internal combustion engine; and enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of the cooling fluid. This arrangement enables the temperature of the transmission belt to be obtained indirectly.
  • the method further includes the steps of: accumulating engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine; and lowering the rate of decrease in electric motor velocity with an increase in accumulated engine velocity.
  • the method further includes the steps of: accumulating electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine; and lowering the rate of decrease in electric motor velocity with an increase in accumulated electric motor velocity.
  • the method further includes the steps of: measuring an outside air temperature; and enhancing the rate of decrease in electric motor velocity with an increase in observed outside air temperature. This arrangement enables the rate of decrease in electric motor velocity to be varied according to the observed outside air temperature.
  • FIG. 1 is a block diagram schematically illustrating the structure of a vehicle to which an idling stop control apparatus is applied as one embodiment of the present invention
  • FIG. 2 shows the arrangement of an engine, auxiliary machinery, and an auxiliary machinery driving electric motor mutually linked via a transmission belt in the embodiment
  • FIG. 3 shows a control system adopted in the vehicle of the embodiment
  • FIG. 4 is a state transition diagram showing a series of idling stop control process
  • FIG. 5 is a flowchart showing a routine of controlling an electromagnetic clutch executed at the time of restarting operation of the engine
  • FIG. 6 is a flowchart showing a routine of determining the inverted phase current, which is to be input into the auxiliary machinery driving electric motor, by taking into account the temperature of the transmission belt;
  • FIG. 7 is a map used to specify a cooling fluid temperature correction value Ew based on the temperature of the cooling fluid passing through the engine;
  • FIG. 8 is a map used to specify an electric motor velocity correction value Em based on the outside air temperature and the accumulated electric motor velocity Nmsum of the auxiliary machinery driving electric motor;
  • FIG. 9 is a timing chart showing variations in coupling timing of the electromagnetic clutch, the driving state of the auxiliary machinery driving electric motor, the number of revolutions of the damper or damper velocity, and the number of revolution of a crankshaft or crankshaft velocity with time.
  • FIG. 1 is a block diagram schematically illustrating the structure of a vehicle to which the idling stop control apparatus of the embodiment is applied.
  • FIG. 2 shows the arrangement of an engine, auxiliary machinery, and an auxiliary machinery driving electric motor mutually linked via a transmission belt.
  • the vehicle includes an engine (internal combustion engine) 10 that functions as a power source, a torque converter 20 that amplifies the output torque of the engine 10 , and an automatic transmission (AT) 22 that automatically varies the gear ratio between a maximum gear ratio and a minimum gear ratio discretely.
  • the engine 10 is linked with a power input shaft of the torque converter 20 via a crankshaft (output shaft) 11 .
  • a power output shaft of the torque converter 20 is linked with a power input shaft of the AT 22 .
  • a power output shaft of the AT 22 is linked with a drive shaft 24 .
  • the drive shaft 24 is connected with wheels 27 via a differential gear to (including a final gear) 25 and an axle 26 .
  • the engine 10 is a direct injection gasoline engine, in which a fuel (for example, gasoline) is directly injected into a cylinder.
  • the engine 10 has a high-pressure injector 12 to inject a supply of gasoline into the cylinder and an ignition plug 13 to ignite a gaseous mixture of the gasoline injected into the cylinder and the intake air.
  • a high-pressure supply of gasoline which is pressurized by a high-pressure fuel pump (not shown), is led into the high-pressure injector 12 .
  • the high-pressure injector 12 is activated to open in response to an injection signal output from a control unit 60 , the supply of gasoline is sprayed into the cylinder.
  • a high voltage is applied from an igniter 14 to the ignition plug 13 in response to an ignition signal output from the control unit 60 .
  • the engine 10 is provided with a cooling fluid temperature sensor 50 that measures the temperature of a cooling fluid used to cool down the engine 10 .
  • An outside air temperature sensor 51 that measures the outside air temperature is disposed on the front side of the engine 10 (that is, on the foreside of the vehicle and on the left side in FIG. 1).
  • auxiliary machinery 30 including a water pump 301 , a compressor 302 for air conditioner, and a pump 303 for power steering and an auxiliary machinery driving electric motor 31 used to drive the auxiliary machinery 30 while the engine 10 is at a stop by a series of idling stop control process are arranged in the periphery of the engine 10 .
  • Pulleys 124 are attached to the respective one ends of power input shafts of the auxiliary machinery 301 , 302 , and 303 , whereas a pulley 125 is attached to one end of the crankshaft 11 of the engine 10 .
  • a transmission belt 16 is spanned between the pulley 125 of the engine 10 and a pulley 126 of the auxiliary machinery driving electric motor 31 to start the engine 10 by means of the auxiliary machinery driving electric motor 31 .
  • the pulley ratio of the pulley 125 to the pulley 126 is generally in the range between 1 to 2 and 1 to 3.
  • a transmission belt 17 is laid along the pulleys 124 and 125 . The output of the engine 10 is transmitted to the respective power input shafts of the auxiliary machinery 30 via the transmission belt 17 , while the output of the auxiliary machinery driving electric motor 31 is transmitted to the respective power input shafts of the auxiliary machinery 30 via the transmission belts 16 and 17 .
  • the transmission belts 16 and 17 may be V-shaped belts having a trapezoidal cross section or V rib belts that are thinner and wider than the V-shaped belts and have a plurality of V-shaped grooves along the direction of rotations.
  • the material of the transmission belts 16 and 17 varies its shock- and vibration-absorbing properties, depending upon the temperature.
  • a radiator 18 is disposed in front of (that is, on the windward side of) the transmission belts 16 and 17 to dissipate the heat of the cooling fluid that has passed through the engine 10 .
  • a wet multi-plate electromagnetic clutch 15 is interposed between the crankshaft 11 and the pulley 125 .
  • the electromagnetic clutch 15 has a clutch plate 151 and a fly wheel 152 .
  • the electromagnetic clutch 15 may be provided separately from the pulley 125 as shown in FIG. 1 or alternatively be incorporated in the pulley 125 .
  • the electromagnetic clutch 15 connects and disconnects the power transmission between the crankshaft 11 and the transmission belt 16 .
  • the electromagnetic clutch 15 includes a damper (not shown) to relieve potential shocks and vibrations occurring at the time of coupling.
  • the electromagnetic clutch 15 is coupled to transmit the driving force of the crankshaft 11 via the transmission belt 17 .
  • the water pump 301 , the compressor 302 for air conditioner, and the pump 303 for power steering are accordingly driven by means of the engine 10 .
  • the electromagnetic clutch 15 is released to mechanically separate the crankshaft 11 from the transmission belt 17 (that is, from the pulley 125 ).
  • the water pump 301 , the compressor 302 for air conditioner, and the pump 303 for power steering are accordingly driven by the auxiliary machinery driving electric motor 31 via the transmission belt 16 and the pulley 125 .
  • crankshaft 11 is mechanically separated from the pulley 125 and the transmission belts 16 and 17 .
  • the auxiliary machinery driving electric motor 31 is thus not required to drive the crankshaft 11 .
  • This arrangement desirably relieves the loading applied to the auxiliary machinery driving electric motor 31 .
  • the auxiliary machinery driving electric motor 31 is a three-phase electric motor that has three-phase coils on a stator and functions as the driving source to drive the crankshaft 11 at the time of restarting the engine 10 as well as the driving source to drive the auxiliary machinery 30 .
  • the auxiliary machinery driving electric motor 31 also functions as an alternator that is driven by the engine 10 in the active state to generate electric power.
  • the auxiliary machinery driving electric motor 31 is driven and controlled by an inverter 200 in response to a driving signal output from the control unit 60 .
  • the inverter 200 is connected to a high voltage battery 210 and a DC-DC converter 220 .
  • the high voltage battery 210 is specifically used as the power source to drive the auxiliary machinery driving electric motor 31 .
  • the DC-DC converter 220 is connected to the control unit 60 to lower the voltage of the high voltage battery 210 or the voltage of the electric power generated by the auxiliary machinery driving electric motor 31 and thereby charge a battery 230 .
  • the battery 230 is used as the power source to drive a starter electric motor 41 , an oil pump driving electric motor 45 , and the control unit 60 (all discussed later).
  • the structure of this embodiment includes both the high voltage battery 210 to drive the auxiliary machinery driving electric motor 31 and the battery 230 to drive the control unit 60 and the other electric motors 41 and 45 .
  • a modified structure may include only the high voltage battery 210 and supply the electric power of the lowered voltage via the DC-DC converter 220 to the control unit 60 and the other electric motors 41 and 45 .
  • a starter ring gear 40 linked with the crankshaft 11 is interposed between the engine 10 and the torque converter 20 .
  • a gear of the starter electric motor 41 is arranged to allow engagement with the starter ring gear 40 .
  • the starter electric motor 41 uses the battery 230 as the power source and drives and rotates the engine 10 only at the time of starting the engine 10 in response to an operation of an ignition switch (not shown), that is, at the time of starting the engine 10 except the occasions of restarting the engine 10 in the series of idling stop control process.
  • the gear of the starter electric motor 41 engages with the starter ring gear 40 only at the time of starting the engine 10 under the condition that an ignition position sensor 58 detects a change of the ignition position from ON to STA.
  • the gear of the starter electric motor 41 otherwise disengages from the starter ring gear 40 but is kept at a separate stand-by position.
  • the auxiliary machinery driving electric motor 31 functions as the starter electric motor at the time of restarting the engine 10 in the series of idling stop control process.
  • the starter electric motor 41 is in charge of starting the engine 10 .
  • the auxiliary machinery driving electric motor 31 is in charge of starting the engine 10 .
  • the starter electric motor 41 starts the engine 10 via the ring gear 40 that naturally causes gear noise.
  • the gear noise makes a significant problem in the case of frequent repetition of the starting operation.
  • the auxiliary machinery driving electric motor 31 is linked with the crankshaft 11 via the transmission belt 16 .
  • the crankshaft 11 may thus not be driven or rotated under the condition of high viscosity of a lubricant, for example, in the cold and may fail to start the engine 10 .
  • the starter electric motor 41 is accordingly used to start the engine 10 .
  • the auxiliary machinery driving electric motor 31 is used to start the engine 10 .
  • the torque converter 20 is a general fluid torque converter, which amplifies the driving torque input into the input shaft and outputs the amplified torque from the output shaft.
  • the detailed structure and functions of the torque converter are well known in the art and are thus not specifically described here.
  • the automatic transmission (AT) 22 includes a planetary gear and automatically varies the gear combination via a hydraulic actuator (not shown) according to the vehicle speed and the step-on amount of the accelerator pedal, so as to change the gear ratio.
  • the output shaft of the AT 22 is linked with the drive shaft 24 , and the driving force output from the output shaft of the AT 22 is transmitted to the wheels 27 via the drive shaft 24 , the differential gear 25 , and the axle 26 .
  • the oil pump driving electric motor 45 is disposed in the vicinity of the AT 22 to keep the hydraulic pressure of the driving system even during a stop of the engine 10 .
  • the oil pump driving electric motor 45 is driven with the battery 230 as the power source.
  • FIG. 3 shows the control system adopted in the vehicle of the embodiment.
  • the control unit 60 includes an idling stop ECU (electronic control unit) 600 , an engine ECU 610 , and a brake ECU 620 .
  • Each of the ECUs 600 , 610 , and 620 includes a CPU, a ROM, a RAM, and other related elements. These ECUs are only illustrative. For example, an ECU for controlling the AT 22 may be separate from the idling stop ECU 600 .
  • the idling stop ECU 600 is mainly in charge of the idling stop control carried by the control unit 60 .
  • the idling stop ECU 600 is connected to the engine ECU 610 and the brake ECU 620 via signal lines to allow mutual communications.
  • the idling stop ECU 600 connects via signal lines with a cooling fluid temperature sensor 50 that measures the temperature of an engine cooling fluid, an outside air temperature sensor 51 that measures the temperature of the outside air, an electric motor velocity sensor 52 that measures the number of revolutions or velocity of the auxiliary machinery driving electric motor 31 , an engine velocity sensor 53 that measures the number of revolutions or velocity of the crankshaft 11 of the engine 10 , a vehicle speed sensor 54 that measures the vehicle speed, a gearshift position sensor 55 that detects the current gear position, an accelerator travel sensor 56 that specifies the position of the accelerator pedal as the accelerator travel, a brake pedal sensor 57 that specifies the step-on state of the brake pedal, and an ignition position sensor 58 that detects the position of the ignition switch.
  • a cooling fluid temperature sensor 50 that measures the temperature of an engine cooling fluid
  • an outside air temperature sensor 51 that measures the temperature of the outside air
  • an electric motor velocity sensor 52 that measures the number of revolutions or velocity of the auxiliary machinery driving electric motor 31
  • an engine velocity sensor 53 that measures the number of
  • the idling stop ECU 600 is also connected to the inverter 200 , the starter electric motor 41 , the electromagnetic clutch 15 , the DC-DC converter 220 , the oil pump driving electric motor 45 , the AT 22 , and a gauge panel 46 .
  • the idling stop ECU 600 regulates the velocity of the auxiliary machinery driving electric motor 31 via the inverter 200 , so as to make the auxiliary machinery 30 driven while the engine 10 is at a stop by the idling stop control process.
  • the auxiliary machinery driving electric motor 31 drives and rotates the crankshaft 11 of the engine 10 and raises the engine velocity to a starting speed, instead of the starter electric motor 41 .
  • the idling stop ECU 600 controls an electromagnetic actuator (not shown) of the electromagnetic clutch 15 to couple and release the clutch plate 151 with and from the fly wheel 152 , thereby controlling transmission and blockage of the power.
  • the idling stop ECU 600 controls the hydraulic actuator (not shown) based on the data sent from the vehicle speed sensor 54 , the gearshift position sensor 55 , and the accelerator travel sensor 56 , and changes the gear ratio at an optimum change speed point.
  • Programs for executing the idling stop control process of this embodiment are stored in the ROM of the idling stop ECU 600 .
  • the engine ECU 610 regulates the amount of fuel injection via the injector 12 and controls the ignition timing via the igniter 14 in response to a request from the idling stop ECU 600 , thereby controlling the driving conditions of the engine 10 . While the vehicle is at a stop according to the idling stop control process, the engine ECU 610 ceases the fuel injection via the injector 12 to the engine 10 in response to a request from the idling stop ECU 600 , so as to stop operation of the engine 10 .
  • the brake ECU 620 is connected with a brake actuator 47 and controls the brake actuator 47 to keep the brake hydraulic pressure until the driving force of the engine 10 rises to a sufficient level in the process of restarting the engine 10 that is in the idling stop state.
  • the state in which the driving force of the engine 10 rises to the sufficient level means that the vehicle is kept at a stop, for example, on a slope even when the brake pedal is released.
  • the engine ECU 610 causes a preset quantity of the fuel to be supplied into the cylinder of the engine 10 via the injector 12 and carries out the engine starting process that ignites the fuel supplied into the engine cylinder via the igniter 14 and the ignition plug.
  • the gear of the starter electric motor 41 is separate from the ring gear 40 and returned to its stand-by position.
  • the driver shifts the gearshift lever to a drive position D and steps on the accelerator pedal, the vehicle starts.
  • the idling stop ECU 600 and the engine ECU 610 then control operations of the engine 10 and the change speed process of the AT 22 , based on the data sent from, for example, the engine velocity sensor 53 , the vehicle speed sensor 54 , and the accelerator travel sensor 56 .
  • the idling stop ECU 600 carries out the idling stop control process to stop driving the engine 10 at a temporary stop of the vehicle, for example, at a traffic light during a drive of the vehicle under predetermined conditions.
  • the details of the idling stop control process are discussed below with reference to FIG. 4.
  • FIG. 4 is a state transition diagram showing a series of idling stop control process.
  • the idling stop ECU 600 selects a mode ‘0’ that represents the inactive state of the engine 10 by any processing other than the idling stop control process. In the state of mode ‘0’, an indicator lamp, which is lit during execution of the idling stop control process, on the gauge panel 46 is off.
  • the ignition position sensor 58 detects a change of the ignition position from ON to STA, the starter electric motor 41 starts driving the engine 10 as described previously.
  • the idling stop ECU 600 here selects a mode ‘1’ that represents the active state of the engine 10 .
  • the vehicle In the state of mode ‘1’, the vehicle is either in the driving state or at a stop while the engine 10 continues driving. In this state, the idling stop ECU 600 couples the electromagnetic clutch 15 to link the crankshaft 11 with the transmission belt 17 .
  • the auxiliary machinery 30 is thus driven by the driving force of the engine 10 .
  • the auxiliary machinery driving electric motor 31 is driven by the engine 10 via the transmission belt 16 and functions as the alternator or is at an idle when the high-voltage battery 210 is in the full charge level.
  • the idling stop ECU 600 selects a mode ‘2’ that represents the transient state to stop driving the engine 10 .
  • the predetermined conditions of the idling stop control process include that the vehicle speed measured by the vehicle speed sensor 54 is equal to zero, that the step-on of the brake pedal is detected by the brake pedal sensor 57 , and that current gearshift position detected by the gearshift position sensor 55 is the neutral position N.
  • the idling stop ECU 600 requests the engine ECU 610 to stop the fuel supply.
  • the idling stop ECU 600 also request the brake ECU 620 to keep the braking state.
  • the brake ECU 620 regulates the brake actuator 47 and keeps the brake hydraulic pressure corresponding to the step-on amount of the brake pedal.
  • the idling stop ECU 600 selects a mode ‘3’ that represents the inactive state of the engine 10 by the idling stop control process.
  • the idling stop ECU 600 lights on the indicator lamp on the gauge panel 46 to show the execution of the idling stop control process.
  • the idling stop ECU 600 also releases the electromagnetic clutch 15 to disconnect the crankshaft 11 from the transmission belts 16 and 17 and causes the auxiliary machinery driving electric motor 31 to drive the respective auxiliary machinery 301 , 302 , and 303 via the transmission belt 17 .
  • the idling stop ECU 600 selects a mode ‘4’ that represents the engine starting control state to restart driving the engine 10 .
  • the idling stop ECU 600 detects the request to terminate the idling stop control process, for example, when the gearshift lever is shifted from the neutral position N to the drive position D, when the brake pedal is released, when the charging rate of the battery becomes lower than a lower limit or a charging requirement level, when the air conditioner has insufficient cooling performances, and when some system trouble occurs.
  • the idling stop ECU 600 brakes the auxiliary machinery driving electric motor 31 to reduce the number of revolutions or velocity of the auxiliary machinery driving electric motor 31 , prior to the coupling of the electromagnetic clutch 15 .
  • the idling stop ECU 600 couples the electromagnetic clutch 15 at a coupling timing determined by an electromagnetic clutch coupling timing delay process (discussed later) and subsequently raises the velocity of the auxiliary machinery driving electric motor 31 to the engine starting speed.
  • the idling stop ECU 600 also requests the engine ECU 610 to carry out the fuel supply and spark ignition. In response to detection of any serious system trouble that leads to failure of driving, the idling stop ECU 600 selects the mode ‘0’.
  • the idling stop ECU 600 selects the mode ‘1’.
  • the idling stop ECU 600 determines that the engine 10 is at a start, for example, when the engine velocity measured by the engine velocity sensor 53 is not less than 500 rpm.
  • the idling stop ECU 600 here requests the brake ECU 620 to release the sustained brake hydraulic pressure.
  • the brake ECU 620 regulates the brake actuator 47 to release the sustained brake hydraulic pressure and sets the non-braking state.
  • the idling stop ECU 600 selects the mode ‘1’.
  • FIG. 5 is a flowchart showing a processing routine of controlling the electromagnetic clutch 15 and the auxiliary machinery driving electric motor 31 , which is executed at the time of restarting operation of the engine 10 .
  • FIG. 6 is a flowchart showing a routine of determining the quantity of power generation (the inverted phase current) of the auxiliary machinery driving electric motor 31 by taking into account the temperature of the transmission belt 16 .
  • FIG. 7 is a map used to specify a cooling fluid temperature correction value Ew based on the temperature of the cooling fluid passing through the engine 10 .
  • FIG. 5 is a flowchart showing a processing routine of controlling the electromagnetic clutch 15 and the auxiliary machinery driving electric motor 31 , which is executed at the time of restarting operation of the engine 10 .
  • FIG. 6 is a flowchart showing a routine of determining the quantity of power generation (the inverted phase current) of the auxiliary machinery driving electric motor 31 by taking into account the temperature of the transmission belt 16 .
  • FIG. 7 is a map used to specify a cooling fluid temperature
  • FIG. 8 is a map used to specify an electric motor velocity correction value Em based on the outside air temperature and the accumulated electric motor velocity Nmsum of the auxiliary machinery driving electric motor 31 .
  • FIG. 9 is a timing chart showing variations in coupling timing of the electromagnetic clutch 15 , the driving state of the auxiliary machinery driving electric motor 31 , the number of revolutions of the electromagnetic clutch 15 (damper) or damper velocity, and the number of revolution of the crankshaft 11 or crankshaft velocity with time.
  • the processing routine of FIG. 5 is executed at preset time intervals.
  • the idling stop ECU 600 first determines whether or not a request is given to terminate the idling stop control process (that is, an engine restart request) at step S 100 . Namely the idling stop ECU 600 determines whether a restart request signal is changed from OFF to ON in the timing chart of FIG. 9. When there is no engine restart request, that is, in the case of negative answer at step S 100 , the idling stop ECU 600 immediately exits from this processing routine.
  • the idling stop ECU 600 determines an inverted phase current Eon, which is to be supplied to the auxiliary machinery driving electric motor 31 , at step S 110 .
  • the process of step S 110 specifies the magnitude of the braking force (the reverse torque) of the auxiliary machinery driving electric motor 31 by taking into account the energy absorbing state of the transmission belt 16 .
  • the detailed process of determining the inverted phase current Eon will be discussed later with reference to FIGS. 6 through 8.
  • the idling stop ECU 600 then drives the auxiliary machinery driving electric motor 31 at the predetermined inverted phase current Eon at step S 120 .
  • the reverse torque arises in the auxiliary machinery driving electric motor 31 to interfere with its rotations and reduce the number of revolutions or velocity of the auxiliary machinery driving electric motor 31 .
  • the idling stop ECU 600 subsequently couples the electromagnetic clutch 15 at step S 130 and exits from this processing routine.
  • an electromagnetic clutch control signal is set ON to start suction of the clutch plate 151 by means of the magnetic force (clutch suction).
  • the electromagnetic clutch 15 In the transient state between a start of coupling (contact) of the clutch plate 151 with the fly wheel 152 and completion of the coupling, the electromagnetic clutch 15 is in the slipping state. In this state, the electromagnetic clutch 15 (damper) has the lowered number of revolutions or velocity, while the velocity of the crankshaft 11 starts rising.
  • the velocity of the electromagnetic clutch 15 is equal to the velocity of the crankshaft 11 .
  • the auxiliary machinery driving electric motor 31 rotates the crankshaft 11 to the engine starting speed, in order to start the engine 10 .
  • the engine ECU 610 then carries out the engine starting process.
  • the auxiliary machinery driving electric motor 31 is driven by the engine 10 to generate electric power or to be at an idle.
  • the following describes the detailed process of determining the inverted phase current Eon with referring to FIGS. 6 through 8.
  • the absorbing state of the kinetic energy (shocks and vibrations) of the transmission belt 16 depends upon the temperature. Direct measurement of the temperature of the transmission belt 16 is accordingly the best way to determine the kinetic energy absorbing state of the transmission belt 16 . It is, however, difficult to come in direct contact with the moving transmission belt 16 and measure its temperature. The technique of this embodiment thus indirectly determines the kinetic energy absorbing state (temperature) of the transmission belt 16 according to the following procedure.
  • the temperature of the transmission belt 16 does not mean the absolute temperature of the transmission belt 16 but represents the relative temperature of the transmission belt 16 relative to variations in cooling fluid temperature Tempw and in accumulated electric motor velocity Nmsum, which are related in advance.
  • the temperature of the transmission belt 16 may be measured directly by means of an infrared sensor or another suitable means as described later.
  • the idling stop ECU 600 first obtains the cooling fluid temperature Tempw from the cooling fluid temperature sensor 50 at step S 200 and reads a cooling fluid temperature correction value Ew mapped to the input cooling fluid temperature Tempw from the map of FIG. 7 at step S 210 .
  • the transmission belt 16 is generally located behind the radiator 18 and is exposed to the blast passing through the radiator 18 .
  • the temperature of the transmission belt 16 accordingly varies in proportion to a variation in temperature of the radiator 18 (that is, the cooling fluid temperature Tempw).
  • the cooling fluid temperature Tempw is thus used as the indication of the temperature of the transmission belt 16 . As shown in the map of FIG.
  • the cooling fluid temperature correction value Ew is related to the cooling fluid temperature Tempw and is used as a base value to determine the coupling timing.
  • the rate of change in cooling fluid temperature correction value Ew varies at a thermostat on temperature of the radiator 18 , for example, approximately 80° C.
  • the temperature of the transmission belt 16 has reached a specific temperature range, in which the sufficient energy absorption is expected.
  • the rate of decrease in cooling fluid temperature correction value Ew is accordingly enhanced in this temperature range.
  • the idling stop ECU 600 subsequently obtains the accumulated electric motor velocity Nmsum at step S 220 .
  • the accumulated electric motor velocity Nmsum represents the accumulated number of revolutions of the auxiliary machinery driving electric motor 31 during a time period between a start of rotations of the auxiliary machinery driving electric motor 31 after the stop of the engine 10 by the idling stop control process and a start of the braking operation.
  • the temperature of the transmission belt 16 is basically proportional to the temperature of the blast passing through the radiator 18 (that is, the cooling fluid temperature Tempw), but may rise independently of the cooling fluid temperature Tempw during rotations by means of the frictional heat caused by friction of the transmission belt 16 against the pulleys 125 and 126 .
  • the temperature rise of the transmission belt 16 by means of the frictional heat is proportional to the accumulated number of revolutions of the auxiliary machinery driving electric motor 31 .
  • the accumulated electric motor velocity Nmsum is accordingly used as the indication of the temperature rise of the transmission belt 16 by means of the frictional heat.
  • the outside air temperature also affects the temperature rise of the transmission belt 16 by means of the frictional heat.
  • the idling stop ECU 600 accordingly obtains the outside air temperature Tempo from the outside air temperature sensor 51 at step S 230 .
  • the high outside air temperature accelerates the temperature rise of the transmission belt 16 .
  • the low outside air temperature interferes with the temperature rise of the transmission belt 16 .
  • the idling stop ECU 600 reads an electric motor velocity correction value Em mapped to the input accumulated electric motor velocity Nmsum and the input outside air temperature Tempo from the map of FIG. 8 at step S 240 .
  • the electric motor velocity correction value Em monotonously decreases in proportion to an increase in accumulated electric motor velocity Nmsum.
  • the map of FIG. 8 shows three characteristic curves with regard to the variation in outside air temperature, that is, the low temperatures (for example, lower than 0° C.), the intermediate temperatures (for example, not lower than 0° C. but lower than 30° C.), and the high temperatures (for example, not lower than 30° C.).
  • the electric motor velocity correction value Em increases with a decrease in outside air temperature Tempo with regard to an identical accumulated electric motor velocity Nmsum.
  • the idling stop ECU 600 calculates the inverted phase current Eon as the sum of the cooling fluid temperature correction value Ew and the electric motor velocity correction value Em at step S 250 , and returns to the processing routine of FIG. 5.
  • the braking force is enhanced with a decrease in temperature of the transmission belt 16
  • the greater force is applied to brake the rotations of the auxiliary machinery driving electric motor 31 (that is, the greater amount of power generation and the greater inverted phase current).
  • the velocity of the electromagnetic clutch 15 under the enhanced braking force is reduced by approximately 60 to 70%, compared with the case of no enhancement of the braking force. This represents the difference in velocity under the coupled clutch.
  • This arrangement results in the low energy of causing vibrations and shocks and thus relieves the potential shocks and vibrations transmitted to the vehicle body even when the temperature of the transmission belt 16 is relatively low to only insufficiently absorb the kinetic energy thereof.
  • the inverted phase current Eon is varied according to the kinetic energy state of the transmission belt 16 (that is specified by the temperature as the indication). In the case where the transmission belt 16 can absorb the shocks and vibrations arising due to the coupling of the electromagnetic clutch 15 , the coupling timing is advanced to give the preference to the starting ability of the engine 10 .
  • the greater braking force applied to the auxiliary machinery driving electric motor 31 by taking into account the cold time lowers the velocity of the auxiliary machinery driving electric motor 31 below the required level and delays the time required for restarting the engine 10 even under the condition of the high temperatures of the transmission belt 16 .
  • the smaller braking force applied to the auxiliary machinery driving electric motor 31 by giving the preference to the starting ability of the engine 10 causes the shocks and vibrations to be transmitted to the vehicle body especially when the temperature of the transmission belt 16 is relatively low to only insufficiently absorb the kinetic energy thereof.
  • the temperature (the energy absorbing state) of the transmission belt 16 is specified based on the cooling fluid temperature of the engine 10 .
  • the temperature of the transmission belt 16 may be specified based on the outside air temperature measured by the outside air temperature sensor 51 .
  • the kinetic energy absorbing state of the transmission belt 16 may be detected by non-contact means.
  • the temperature of the transmission belt 16 may be measured with a non-contact temperature sensor, for example, a thermocouple or an infrared sensor. Another applicable procedure measures the temperature of either one of the pulleys 125 and 126 that are in contact with the transmission belt 16 , so as to specify the temperature of the transmission belt 16 .
  • the technique of the embodiment specifies the temperature rise of the transmission belt 16 by means of the frictional heat based on the accumulated electric motor velocity Nmsum, which represents the accumulated number of revolutions of the auxiliary machinery driving electric motor 31 since the starting time of driving the auxiliary machinery 30 .
  • the accumulated velocity of the crankshaft 11 until an end of operation of the engine 10 may be used instead of the accumulated electric motor velocity Nmsum. Both the accumulated velocities can be used as the indication to estimate the temperature rise due to the friction of the transmission belt 16 against the respective pulleys 125 and 126 .
  • the damper is included in the electromagnetic clutch 15 .
  • the damper may alternatively be provided separately from the electromagnetic clutch 15 .
  • the crankshaft pulley 125 and the electromagnetic clutch 15 are illustrated as separate elements in FIG. 1.
  • the electromagnetic clutch 15 may, however, be incorporated in the crankshaft pulley 125 .
  • the automatic transmission (AT) 22 used in the embodiment may be replaced by a manual transmission or an automatic continuous transmission.
  • the structure using either of such alternative transmissions enables execution of the idling stop control process discussed above and exerts the similar effects to those of the embodiment using the automatic transmission.
  • the above embodiment regards the vehicle having only the engine 10 as the power source of the vehicle.
  • the technique of the present invention is also applicable to a hybrid vehicle having both the engine 10 and a vehicle driving electric motor as the driving source.
  • the auxiliary machinery 30 is driven by means of the auxiliary machinery driving electric motor 31 during the execution of the idling stop control process.
  • the electromagnetic clutch 15 is coupled to link the rotor of the auxiliary machinery driving electric motor 31 with the crankshaft 11 of the engine 10 and thereby start driving the engine 10 .
  • Application of the present invention effectively reduces or even omits the potential shocks and vibrations arising due to the coupling of the electromagnetic clutch 15 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The technique of the present invention reduces or even omits potential shocks and vibrations arising due to the coupling action of a coupling mechanism at the time of starting an internal combustion engine, and ensures a quick restart of the internal combustion engine. In a vehicle with an idling stop control apparatus of the present invention mounted thereon, a control unit inputs an inverted phase current Eon, which is determined according to the energy absorbing state of a transmission belt, into an auxiliary machinery driving electric motor, so as to brake rotations of the auxiliary machinery driving electric motor. After the input of the inverted phase current Eon into the auxiliary machinery driving electric motor, the control unit couples an electromagnetic clutch to link a crankshaft of the internal combustion engine with the auxiliary machinery driving electric motor. The value of the inverted phase current Eon is varied according to the energy absorbing state of the transmission belt. The braking force of the auxiliary machinery driving electric motor is thus varied according to the energy absorbing state of the transmission belt.

Description

    BACKGROUND OF THE INVENTION
  • 1. Field of the Invention [0001]
  • The present invention relates to a technique that controls idling stop of an internal combustion engine, which is carried out according to the driving state of a vehicle. [0002]
  • 2. Description of the Related Art [0003]
  • Some proposed vehicles have an idling stop control function that stops driving an internal combustion engine at a temporary stop of the vehicle, for example, at a traffic light during a drive of the vehicle, and restarts driving the internal combustion engine in response to a driver's requirement for a start. In such vehicles having the function of automatically stopping and restarting the operation of the internal combustion engine, an auxiliary machinery driving electric electric motor is linked with the internal combustion engine and auxiliary machinery via fan belts to allow mutual connection thereof. While the internal combustion engine is at a stop, the auxiliary machinery like a water pump is driven by means of the auxiliary machinery driving electric electric motor. In the active state of the internal combustion engine, on the other hand, the auxiliary machinery is driven by means of the internal combustion engine. In order to disconnect the internal combustion engine from the driving system and reduce the loading of the auxiliary machinery driving electric electric motor while the auxiliary machinery is driven by means of the auxiliary machinery driving electric electric motor, a clutch (coupling mechanism) is interposed between the internal combustion engine and the auxiliary machinery driving electric electric motor to couple and release the internal combustion engine with and from the auxiliary machinery driving electric motor. [0004]
  • The auxiliary machinery driving electric motor also functions as the electric motor that restarts driving the internal combustion engine. At a start of driving the internal combustion engine, the clutch couples the internal combustion engine with the auxiliary machinery driving electric motor, which is currently driving the auxiliary machinery. This raises the velocity of the internal combustion engine to a starting speed of revolutions. One proposed technique couples the clutch after reduction of the velocity of the auxiliary machinery driving electric motor at a restart of driving the internal combustion engine, in order to reduce the occurrence of potential shocks and vibrations due to the velocity difference between the internal combustion engine and the auxiliary machinery driving electric motor, which is currently driving the auxiliary machinery. [0005]
  • In some driving states of the vehicle, the shocks and vibrations (energy) arising due to the coupling action of the clutch are not sufficiently absorbed by the fan belt. For example, in the cold time, partly because of the low temperature of the fan belt, the shocks and vibrations occurring due to the coupling action of the clutch are not sufficiently absorbed in the course of restarting the internal combustion engine under the idling stop control. Enhancing the rate of decrease in number of revolutions of the auxiliary machinery driving electric motor or in electric motor velocity to ensure the sufficient absorption, on the other hand, does not fulfil the requirement of quick restart of the internal combustion engine. [0006]
    • SUMMARY OF THE INVENTION
  • The object of the present invention is thus to reduce or even omit potential shocks and vibrations arising due to the coupling action of a coupling mechanism at the time of starting an internal combustion engine, and to ensure a quick restart of the internal combustion engine. [0007]
  • At least part of the above and the other related objects is attained by an idling stop control apparatus mounted on a vehicle, wherein auxiliary machinery is driven by means of either one of an internal combustion engine and an electric motor, and an output shaft of the internal combustion engine and an output shaft of the electric motor are linked with each other via a coupling mechanism that is coupled to connect the internal combustion engine with the electric motor and is released to disconnect the internal combustion engine from the electric motor. The coupling mechanism is released and the auxiliary machinery is driven by means of the electric motor via a transmission belt while the internal combustion engine is at a stop. The idling stop control apparatus includes: a decision unit that determines whether a driving stop condition or a driving restart condition of the internal combustion engine is fulfilled; a braking load specification unit that, when the driving restart condition of the internal combustion engine is fulfilled, specifies a braking load to be applied to the electric motor, in order to reduce electric motor velocity or number of revolutions of the electric motor according to a kinetic energy absorbing state of the transmission belt; a drive stand-by unit that, when the driving restart condition of the internal combustion engine is fulfilled and the coupling mechanism is released, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism after application of the specified braking load to the electric motor; and an internal combustion engine operation control unit that executes a series of processing to restart operation of the internal combustion engine after the internal combustion engine is coupled with the electric motor via the coupling mechanism. [0008]
  • In the idling stop control apparatus of the present invention, the braking load to be applied to the electric motor is specified, in order to reduce the number of revolutions of the electric motor or the electric motor velocity according to the kinetic energy absorbing state of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and ensures a quick restart of the internal combustion engine. [0009]
  • In accordance with one aspect of the idling stop control apparatus of the present invention, the vehicle has a transmission belt elasticity measurement unit that measures elasticity of the transmission belt, and the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed elasticity of the transmission belt and increases the braking load with a decrease in observed elasticity of the transmission belt. In accordance with another aspect, the vehicle has a transmission belt temperature measurement unit that measures temperature of the transmission belt, and the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed temperature of the transmission belt and increases the braking load with a decrease in observed temperature of the transmission belt. [0010]
  • The kinetic energy absorbing state of the transmission belt represents the state that is capable or incapable of sufficiently absorbing energy like shocks and vibrations, and correlates with the properties, such as the elasticity and the hardness, of the transmission belt. Namely measurement of the elasticity of the transmission belt results in specifying the kinetic energy absorbing state of the transmission belt. The properties like the elasticity and the hardness of the transmission belt correlate with the temperature of the transmission belt. These properties can thus be specified according to the temperature of the transmission belt. Under the condition of low temperatures, the transmission belt tends to be cured and lose its elasticity and thus hardly absorbs the potential shocks and vibrations (energy) arising due to the coupling action of the coupling mechanism. Under the condition of high temperatures, on the contrary, the transmission belt readily absorbs the potential shocks and vibrations arising due to the coupling action of the coupling mechanism. The arrangement of varying the braking load by taking into account such conditions attains both the requirement of absorbing potential shocks and vibrations arising due to the coupling action of the coupling mechanism and the requirement of quickly restarting the internal combustion engine. [0011]
  • In one example of the above aspect that measures the temperature of the transmission belt, the transmission belt temperature measurement unit is a cooling fluid temperature measurement unit that measures temperature of a cooling fluid passing through the internal combustion engine. The braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the observed temperature of the cooling fluid and increases the braking load with a decrease in observed temperature of the cooling fluid. This arrangement enables the temperature of the transmission belt to be obtained indirectly. [0012]
  • In another aspect of this application, the transmission belt temperature measurement unit is an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine. In this aspect, the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the accumulated engine velocity and decreases the braking load with an increase in accumulated engine velocity. In still another aspect of this application, the transmission belt temperature measurement unit is an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine. In this aspect, the braking load specification unit determines the kinetic energy absorbing state of the transmission belt based on the accumulated electric motor velocity and decreases the braking load with an increase in accumulated electric motor velocity. These arrangements enable the temperature of the transmission belt to be obtained by taking into account the frictional heat evolved due to the sliding motions. [0013]
  • In either one of the above aspects, the transmission belt temperature measurement unit further includes an outside air temperature measurement unit that measures outside air temperature, and the braking load specification unit increases a rate of decrease of the braking load with an increase in observed outside air temperature. This arrangement enables the temperature of the transmission belt to be obtained by taking into account the outside air temperature. [0014]
  • The present invention is also directed to a first vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor while the internal combustion engine is at a stop and by means of the internal combustion engine while the internal combustion engine is in active state. The first vehicle includes: a coupling mechanism that links an output shaft of the internal combustion engine with an output shaft of the electric motor, such as to be coupled to connect the internal combustion engine with the electric motor and to be released to disconnect the internal combustion engine from the electric motor; a transmission belt that is laid through the output shaft of the internal combustion engine, an input shaft of the auxiliary machinery, and the output shaft of the electric motor; a transmission belt state detection unit that detects a kinetic energy absorbing state of the transmission belt; and an idling stop control unit that specifies a rate of decrease in electric motor velocity or number of revolutions of the electric motor based on the detected kinetic energy absorbing state of the transmission belt, and when a driving restart condition for restarting operation of the internal combustion engine is fulfilled, lowers the electric motor velocity by the specified rate of decrease, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, and subsequently carries out a series of processing to restart driving the internal combustion engine. [0015]
  • In the first vehicle of the present invention, the rate of decrease in electric motor velocity is specified based on the kinetic energy absorbing state of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and enables the vehicle to be quickly restored to the drivable state. [0016]
  • In accordance with one preferable application of the first vehicle of the present invention, the transmission belt state detection unit detects the kinetic energy absorbing state of the transmission belt based on elasticity of the transmission belt, and the idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in elasticity of the transmission belt. In accordance with another preferable application of the first vehicle of the present invention, the transmission belt state detection unit detects the kinetic energy absorbing state of the transmission belt based on temperature of the transmission belt, and the idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in temperature of the transmission belt. [0017]
  • In one aspect of the above application that takes into account the temperature of the transmission belt, the vehicle further includes: a heat dissipation unit that is arranged on a windward side of the transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down the internal combustion engine; and a cooling fluid temperature measurement unit that measures temperature of the cooling fluid. In this aspect, the transmission belt state detection unit calculates the temperature of the transmission belt from the observed temperature of the cooling fluid and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt. In this structure, the transmission belt is affected by the amount of heat dissipated by the heat dissipation unit, that is, by the temperature of the cooling fluid. Measurement of the temperature of the cooling fluid thus enables the temperature of the transmission belt to be obtained indirectly. [0018]
  • In another aspect of this application, the vehicle further includes an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine. In this aspect, the transmission belt state detection unit calculates the temperature of the transmission belt from the accumulated engine velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt. In still another aspect of this application, the vehicle further includes an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine. In this aspect, the transmission belt state detection unit calculates the temperature of the transmission belt from the accumulated electric motor velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt. These arrangements enable the temperature of the transmission belt to be obtained by taking into account the frictional heat evolved due to the sliding motions. [0019]
  • In either one of the above aspects, the vehicle further includes an outside air temperature measurement unit that measures outside air temperature. The transmission belt state detection unit calculates the temperature of the transmission belt from the observed outside air temperature in addition to at least one of the observed temperature of the cooling fluid, the accumulated engine velocity, and the accumulated electric motor velocity and detects the kinetic energy absorbing state of the transmission belt based on the calculated temperature of the transmission belt. This arrangement enables the temperature of the transmission belt to be obtained by taking into account the outside air temperature. [0020]
  • In the first vehicle having any of the above configurations, the idling stop control unit stops driving the internal combustion engine and releases the coupling mechanism when a driving stop condition of the internal combustion engine is fulfilled. [0021]
  • The present invention is further directed to a second vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor via a transmission belt while the internal combustion engine is at a stop and by means of the internal combustion engine while the internal combustion engine is in active state. The second vehicle includes: a coupling mechanism that links an output shaft of the internal combustion engine with an output shaft of the electric motor, such as to be coupled to connect the internal combustion engine with the electric motor and to be released to disconnect the internal combustion engine from the electric motor; a target braking velocity determination unit that determines a target braking velocity for braking the electric motor prior to a restart of driving of the internal combustion engine by taking into account temperature of the transmission belt; and an idling stop control unit that, when a driving restart condition for restarting operation of the internal combustion engine is fulfilled, drives the electric motor at the target braking velocity, causes the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, and subsequently carries out a series of processing to restart driving the internal combustion engine. [0022]
  • In the second vehicle of the present invention, the target braking velocity for braking the electric motor is determined by taking into account the temperature of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and enables the vehicle to be quickly restored to the drivable state. [0023]
  • In accordance with one preferable application of the present invention, the second vehicle further includes: a heat dissipation unit that is arranged on a windward side of the transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down the internal combustion engine; and a cooling fluid temperature measurement unit that measures temperature of the cooling fluid. In this application, the target braking velocity determination unit takes into account the temperature of the transmission belt based on the observed temperature of the cooling fluid and lowers the target braking velocity with a decrease in observed temperature of the cooling fluid. In this structure, the transmission belt is affected by the amount of heat dissipated by the heat dissipation unit, that is, by the temperature of the cooling fluid. Measurement of the temperature of the cooling fluid thus enables the temperature of the transmission belt to be taken into account. [0024]
  • Like the first vehicle discussed above, in the second vehicle of the present invention, the target braking velocity determination unit takes into account the temperature of the transmission belt based on the accumulated engine velocity or the accumulated electric motor velocity, namely based on the frictional heat evolved due to the sliding motions. The rate of increase in target braking velocity may be varied according to the observed outside air temperature. [0025]
  • In the second vehicle having any of the above configurations, the idling stop control unit stops driving the internal combustion engine and releases the coupling mechanism when a driving stop condition of the internal combustion engine is fulfilled. [0026]
  • The present invention is also directed to a method of controlling idling stop in a vehicle that has an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of the vehicle, wherein auxiliary machinery is driven by means of an electric motor while the internal combustion engine is at a stop. The method includes the steps of: detecting a kinetic energy absorbing state of a transmission belt that is laid through the internal combustion engine, the electric motor, and the auxiliary machinery; determining whether or not a driving restart condition for restarting operation of the internal combustion engine is fulfilled; when it is determined that the driving restart condition is fulfilled, specifying a rate of decrease in electric motor velocity or number of revolutions of the electric motor based on the detected kinetic energy absorbing state of the transmission belt; and lowering the electric motor velocity by the specified rate of decrease and subsequently causing the output shaft of the internal combustion engine to be coupled with the output shaft of the electric motor via the coupling mechanism, so as to restart driving the internal combustion engine. [0027]
  • In the method of the present invention, the rate of decrease in electric motor velocity is specified based on the kinetic energy absorbing state of the transmission belt. This arrangement effectively reduces or even omits potential shocks and vibrations arising due to the coupling action of the coupling mechanism at the time of starting the internal combustion engine, and ensures a quick restart of the internal combustion engine. [0028]
  • In accordance with one preferable application of the present invention, the method further includes the steps of: measuring elasticity of the transmission belt; detecting the kinetic energy absorbing state of the transmission belt based on the observed elasticity of the transmission belt; and enhancing the rate of decrease in electric motor velocity with a decrease in observed elasticity of the transmission belt. In accordance with another preferable application of the present invention, the method further includes the steps of: measuring temperature of the transmission belt; detecting the kinetic energy absorbing state of the transmission belt based on the observed temperature of the transmission belt; and enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of the transmission belt. The kinetic energy absorbing state of the transmission belt in the method is synonymous with the kinetic energy absorbing state of the transmission belt in the idling stop control apparatus of the present invention discussed above. [0029]
  • In one aspect of the above application that measures the temperature of the transmission belt, the method further includes the steps of: measuring temperature of a cooling fluid that passed through the internal combustion engine; and enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of the cooling fluid. This arrangement enables the temperature of the transmission belt to be obtained indirectly. [0030]
  • In another aspect of this application, the method further includes the steps of: accumulating engine velocity or number of revolutions of the internal combustion engine from a start to a stop of driving of the internal combustion engine; and lowering the rate of decrease in electric motor velocity with an increase in accumulated engine velocity. In still another aspect of this application, the method further includes the steps of: accumulating electric motor velocity or number of revolutions of the electric motor after a stop of driving of the internal combustion engine; and lowering the rate of decrease in electric motor velocity with an increase in accumulated electric motor velocity. These arrangements enable the temperature of the transmission belt to be obtained by taking into account the frictional heat evolved due to the sliding motions. [0031]
  • In either one of the above aspects, the method further includes the steps of: measuring an outside air temperature; and enhancing the rate of decrease in electric motor velocity with an increase in observed outside air temperature. This arrangement enables the rate of decrease in electric motor velocity to be varied according to the observed outside air temperature. [0032]
  • These and other objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiment with the accompanying drawings. [0033]
    • BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is a block diagram schematically illustrating the structure of a vehicle to which an idling stop control apparatus is applied as one embodiment of the present invention; [0034]
  • FIG. 2 shows the arrangement of an engine, auxiliary machinery, and an auxiliary machinery driving electric motor mutually linked via a transmission belt in the embodiment; [0035]
  • FIG. 3 shows a control system adopted in the vehicle of the embodiment; [0036]
  • FIG. 4 is a state transition diagram showing a series of idling stop control process; [0037]
  • FIG. 5 is a flowchart showing a routine of controlling an electromagnetic clutch executed at the time of restarting operation of the engine; [0038]
  • FIG. 6 is a flowchart showing a routine of determining the inverted phase current, which is to be input into the auxiliary machinery driving electric motor, by taking into account the temperature of the transmission belt; [0039]
  • FIG. 7 is a map used to specify a cooling fluid temperature correction value Ew based on the temperature of the cooling fluid passing through the engine; [0040]
  • FIG. 8 is a map used to specify an electric motor velocity correction value Em based on the outside air temperature and the accumulated electric motor velocity Nmsum of the auxiliary machinery driving electric motor; and [0041]
  • FIG. 9 is a timing chart showing variations in coupling timing of the electromagnetic clutch, the driving state of the auxiliary machinery driving electric motor, the number of revolutions of the damper or damper velocity, and the number of revolution of a crankshaft or crankshaft velocity with time. [0042]
    • DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • An idling stop control apparatus embodying the present invention is described below with referring to the drawings. [0043]
  • The description first regards the structure of a vehicle, on which the idling stop control apparatus of the embodiment is mounted, based on the illustrations of FIGS. 1 and 2. FIG. 1 is a block diagram schematically illustrating the structure of a vehicle to which the idling stop control apparatus of the embodiment is applied. FIG. 2 shows the arrangement of an engine, auxiliary machinery, and an auxiliary machinery driving electric motor mutually linked via a transmission belt. [0044]
  • The vehicle includes an engine (internal combustion engine) [0045] 10 that functions as a power source, a torque converter 20 that amplifies the output torque of the engine 10, and an automatic transmission (AT) 22 that automatically varies the gear ratio between a maximum gear ratio and a minimum gear ratio discretely. The engine 10 is linked with a power input shaft of the torque converter 20 via a crankshaft (output shaft) 11. A power output shaft of the torque converter 20 is linked with a power input shaft of the AT 22. A power output shaft of the AT 22 is linked with a drive shaft 24. The drive shaft 24 is connected with wheels 27 via a differential gear to (including a final gear) 25 and an axle 26.
  • The [0046] engine 10 is a direct injection gasoline engine, in which a fuel (for example, gasoline) is directly injected into a cylinder. The engine 10 has a high-pressure injector 12 to inject a supply of gasoline into the cylinder and an ignition plug 13 to ignite a gaseous mixture of the gasoline injected into the cylinder and the intake air. A high-pressure supply of gasoline, which is pressurized by a high-pressure fuel pump (not shown), is led into the high-pressure injector 12. When the high-pressure injector 12 is activated to open in response to an injection signal output from a control unit 60, the supply of gasoline is sprayed into the cylinder. A high voltage is applied from an igniter 14 to the ignition plug 13 in response to an ignition signal output from the control unit 60. The engine 10 is provided with a cooling fluid temperature sensor 50 that measures the temperature of a cooling fluid used to cool down the engine 10. An outside air temperature sensor 51 that measures the outside air temperature is disposed on the front side of the engine 10 (that is, on the foreside of the vehicle and on the left side in FIG. 1).
  • Referring to FIGS. 1 and 2, [0047] auxiliary machinery 30 including a water pump 301, a compressor 302 for air conditioner, and a pump 303 for power steering and an auxiliary machinery driving electric motor 31 used to drive the auxiliary machinery 30 while the engine 10 is at a stop by a series of idling stop control process are arranged in the periphery of the engine 10. Pulleys 124 are attached to the respective one ends of power input shafts of the auxiliary machinery 301, 302, and 303, whereas a pulley 125 is attached to one end of the crankshaft 11 of the engine 10. A transmission belt 16 is spanned between the pulley 125 of the engine 10 and a pulley 126 of the auxiliary machinery driving electric motor 31 to start the engine 10 by means of the auxiliary machinery driving electric motor 31. The pulley ratio of the pulley 125 to the pulley 126 is generally in the range between 1 to 2 and 1 to 3. A transmission belt 17 is laid along the pulleys 124 and 125. The output of the engine 10 is transmitted to the respective power input shafts of the auxiliary machinery 30 via the transmission belt 17, while the output of the auxiliary machinery driving electric motor 31 is transmitted to the respective power input shafts of the auxiliary machinery 30 via the transmission belts 16 and 17. The transmission belts 16 and 17 may be V-shaped belts having a trapezoidal cross section or V rib belts that are thinner and wider than the V-shaped belts and have a plurality of V-shaped grooves along the direction of rotations. The material of the transmission belts 16 and 17 varies its shock- and vibration-absorbing properties, depending upon the temperature. A radiator 18 is disposed in front of (that is, on the windward side of) the transmission belts 16 and 17 to dissipate the heat of the cooling fluid that has passed through the engine 10.
  • A wet multi-plate electromagnetic clutch [0048] 15 is interposed between the crankshaft 11 and the pulley 125. The electromagnetic clutch 15 has a clutch plate 151 and a fly wheel 152. The electromagnetic clutch 15 may be provided separately from the pulley 125 as shown in FIG. 1 or alternatively be incorporated in the pulley 125. The electromagnetic clutch 15 connects and disconnects the power transmission between the crankshaft 11 and the transmission belt 16. The electromagnetic clutch 15 includes a damper (not shown) to relieve potential shocks and vibrations occurring at the time of coupling.
  • While the vehicle runs or while the vehicle stops in the active state of the [0049] engine 10, the electromagnetic clutch 15 is coupled to transmit the driving force of the crankshaft 11 via the transmission belt 17. The water pump 301, the compressor 302 for air conditioner, and the pump 303 for power steering are accordingly driven by means of the engine 10. While the engine 10 is at a stop by the series of idling stop control process, on the other hand, the electromagnetic clutch 15 is released to mechanically separate the crankshaft 11 from the transmission belt 17 (that is, from the pulley 125). The water pump 301, the compressor 302 for air conditioner, and the pump 303 for power steering are accordingly driven by the auxiliary machinery driving electric motor 31 via the transmission belt 16 and the pulley 125. Under such conditions, the crankshaft 11 is mechanically separated from the pulley 125 and the transmission belts 16 and 17. The auxiliary machinery driving electric motor 31 is thus not required to drive the crankshaft 11. This arrangement desirably relieves the loading applied to the auxiliary machinery driving electric motor 31.
  • The auxiliary machinery driving [0050] electric motor 31 is a three-phase electric motor that has three-phase coils on a stator and functions as the driving source to drive the crankshaft 11 at the time of restarting the engine 10 as well as the driving source to drive the auxiliary machinery 30. The auxiliary machinery driving electric motor 31 also functions as an alternator that is driven by the engine 10 in the active state to generate electric power. The auxiliary machinery driving electric motor 31 is driven and controlled by an inverter 200 in response to a driving signal output from the control unit 60. The inverter 200 is connected to a high voltage battery 210 and a DC-DC converter 220. The high voltage battery 210 is specifically used as the power source to drive the auxiliary machinery driving electric motor 31. While the auxiliary machinery driving electric motor 31 works as the alternator, the generated electric power is stored in the high voltage battery 210. The DC-DC converter 220 is connected to the control unit 60 to lower the voltage of the high voltage battery 210 or the voltage of the electric power generated by the auxiliary machinery driving electric motor 31 and thereby charge a battery 230. The battery 230 is used as the power source to drive a starter electric motor 41, an oil pump driving electric motor 45, and the control unit 60 (all discussed later). The structure of this embodiment includes both the high voltage battery 210 to drive the auxiliary machinery driving electric motor 31 and the battery 230 to drive the control unit 60 and the other electric motors 41 and 45. A modified structure may include only the high voltage battery 210 and supply the electric power of the lowered voltage via the DC-DC converter 220 to the control unit 60 and the other electric motors 41 and 45.
  • A [0051] starter ring gear 40 linked with the crankshaft 11 is interposed between the engine 10 and the torque converter 20. A gear of the starter electric motor 41 is arranged to allow engagement with the starter ring gear 40. The starter electric motor 41 uses the battery 230 as the power source and drives and rotates the engine 10 only at the time of starting the engine 10 in response to an operation of an ignition switch (not shown), that is, at the time of starting the engine 10 except the occasions of restarting the engine 10 in the series of idling stop control process. The gear of the starter electric motor 41 engages with the starter ring gear 40 only at the time of starting the engine 10 under the condition that an ignition position sensor 58 detects a change of the ignition position from ON to STA. The gear of the starter electric motor 41 otherwise disengages from the starter ring gear 40 but is kept at a separate stand-by position. As mentioned previously, the auxiliary machinery driving electric motor 31 functions as the starter electric motor at the time of restarting the engine 10 in the series of idling stop control process. In the structure of the embodiment, at the time of starting the operation of the engine 10 (that is, at the first time of starting the engine 10), the starter electric motor 41 is in charge of starting the engine 10. At the time of restarting the operation of the engine 10, the auxiliary machinery driving electric motor 31 is in charge of starting the engine 10. The starter electric motor 41 starts the engine 10 via the ring gear 40 that naturally causes gear noise. The gear noise makes a significant problem in the case of frequent repetition of the starting operation. Another potential problem under the idling stop control process is wear of the gear due to the frequent repetition of the starting operation. The auxiliary machinery driving electric motor 31 is linked with the crankshaft 11 via the transmission belt 16. The crankshaft 11 may thus not be driven or rotated under the condition of high viscosity of a lubricant, for example, in the cold and may fail to start the engine 10. At the first time of starting the engine 10, the starter electric motor 41 is accordingly used to start the engine 10. At the time of restarting the engine 10, the auxiliary machinery driving electric motor 31 is used to start the engine 10.
  • The [0052] torque converter 20 is a general fluid torque converter, which amplifies the driving torque input into the input shaft and outputs the amplified torque from the output shaft. The detailed structure and functions of the torque converter are well known in the art and are thus not specifically described here. The automatic transmission (AT) 22 includes a planetary gear and automatically varies the gear combination via a hydraulic actuator (not shown) according to the vehicle speed and the step-on amount of the accelerator pedal, so as to change the gear ratio. The output shaft of the AT 22 is linked with the drive shaft 24, and the driving force output from the output shaft of the AT 22 is transmitted to the wheels 27 via the drive shaft 24, the differential gear 25, and the axle 26. The oil pump driving electric motor 45 is disposed in the vicinity of the AT 22 to keep the hydraulic pressure of the driving system even during a stop of the engine 10. The oil pump driving electric motor 45 is driven with the battery 230 as the power source.
  • The control system of the vehicle in this embodiment is described below with referring to FIG. 3. FIG. 3 shows the control system adopted in the vehicle of the embodiment. The [0053] control unit 60 includes an idling stop ECU (electronic control unit) 600, an engine ECU 610, and a brake ECU 620. Each of the ECUs 600, 610, and 620 includes a CPU, a ROM, a RAM, and other related elements. These ECUs are only illustrative. For example, an ECU for controlling the AT 22 may be separate from the idling stop ECU 600.
  • The idling [0054] stop ECU 600 is mainly in charge of the idling stop control carried by the control unit 60. The idling stop ECU 600 is connected to the engine ECU 610 and the brake ECU 620 via signal lines to allow mutual communications. The idling stop ECU 600 connects via signal lines with a cooling fluid temperature sensor 50 that measures the temperature of an engine cooling fluid, an outside air temperature sensor 51 that measures the temperature of the outside air, an electric motor velocity sensor 52 that measures the number of revolutions or velocity of the auxiliary machinery driving electric motor 31, an engine velocity sensor 53 that measures the number of revolutions or velocity of the crankshaft 11 of the engine 10, a vehicle speed sensor 54 that measures the vehicle speed, a gearshift position sensor 55 that detects the current gear position, an accelerator travel sensor 56 that specifies the position of the accelerator pedal as the accelerator travel, a brake pedal sensor 57 that specifies the step-on state of the brake pedal, and an ignition position sensor 58 that detects the position of the ignition switch. The idling stop ECU 600 is also connected to the inverter 200, the starter electric motor 41, the electromagnetic clutch 15, the DC-DC converter 220, the oil pump driving electric motor 45, the AT 22, and a gauge panel 46.
  • The idling [0055] stop ECU 600 regulates the velocity of the auxiliary machinery driving electric motor 31 via the inverter 200, so as to make the auxiliary machinery 30 driven while the engine 10 is at a stop by the idling stop control process. In order to restart driving the engine 10 that is in the idling stop state, the auxiliary machinery driving electric motor 31 drives and rotates the crankshaft 11 of the engine 10 and raises the engine velocity to a starting speed, instead of the starter electric motor 41. The idling stop ECU 600 controls an electromagnetic actuator (not shown) of the electromagnetic clutch 15 to couple and release the clutch plate 151 with and from the fly wheel 152, thereby controlling transmission and blockage of the power. The idling stop ECU 600 controls the hydraulic actuator (not shown) based on the data sent from the vehicle speed sensor 54, the gearshift position sensor 55, and the accelerator travel sensor 56, and changes the gear ratio at an optimum change speed point. Programs for executing the idling stop control process of this embodiment are stored in the ROM of the idling stop ECU 600.
  • The engine ECU [0056] 610 regulates the amount of fuel injection via the injector 12 and controls the ignition timing via the igniter 14 in response to a request from the idling stop ECU 600, thereby controlling the driving conditions of the engine 10. While the vehicle is at a stop according to the idling stop control process, the engine ECU 610 ceases the fuel injection via the injector 12 to the engine 10 in response to a request from the idling stop ECU 600, so as to stop operation of the engine 10.
  • The brake ECU [0057] 620 is connected with a brake actuator 47 and controls the brake actuator 47 to keep the brake hydraulic pressure until the driving force of the engine 10 rises to a sufficient level in the process of restarting the engine 10 that is in the idling stop state. The state in which the driving force of the engine 10 rises to the sufficient level means that the vehicle is kept at a stop, for example, on a slope even when the brake pedal is released.
  • General operations of the vehicle having the above construction are discussed below with reference to FIGS. 1 through 3. When the [0058] ignition position sensor 58 detects a change of the ignition position from ON to STA (the engine starting position) while the gearshift lever is either in a parking position P or a neutral position N, the idling stop ECU 600 causes the gear of the starter electric motor 41 to engage with the ring gear 40 and subsequently drives the starter electric motor 41 to rotate the crankshaft 11 to the engine starting speed. The idling stop ECU 600 simultaneously requests the engine ECU 610 to carry out an engine starting process. The engine ECU 610 causes a preset quantity of the fuel to be supplied into the cylinder of the engine 10 via the injector 12 and carries out the engine starting process that ignites the fuel supplied into the engine cylinder via the igniter 14 and the ignition plug. When the engine 10 starts driving, the gear of the starter electric motor 41 is separate from the ring gear 40 and returned to its stand-by position. When the driver shifts the gearshift lever to a drive position D and steps on the accelerator pedal, the vehicle starts. The idling stop ECU 600 and the engine ECU 610 then control operations of the engine 10 and the change speed process of the AT 22, based on the data sent from, for example, the engine velocity sensor 53, the vehicle speed sensor 54, and the accelerator travel sensor 56.
  • In the structure of this embodiment, the idling [0059] stop ECU 600 carries out the idling stop control process to stop driving the engine 10 at a temporary stop of the vehicle, for example, at a traffic light during a drive of the vehicle under predetermined conditions. The details of the idling stop control process are discussed below with reference to FIG. 4. FIG. 4 is a state transition diagram showing a series of idling stop control process.
  • When the [0060] ignition position sensor 58 detects a change of the ignition position from OFF to ON, the idling stop ECU 600 selects a mode ‘0’ that represents the inactive state of the engine 10 by any processing other than the idling stop control process. In the state of mode ‘0’, an indicator lamp, which is lit during execution of the idling stop control process, on the gauge panel 46 is off. When the ignition position sensor 58 detects a change of the ignition position from ON to STA, the starter electric motor 41 starts driving the engine 10 as described previously. The idling stop ECU 600 here selects a mode ‘1’ that represents the active state of the engine 10. In the state of mode ‘1’, the vehicle is either in the driving state or at a stop while the engine 10 continues driving. In this state, the idling stop ECU 600 couples the electromagnetic clutch 15 to link the crankshaft 11 with the transmission belt 17. The auxiliary machinery 30 is thus driven by the driving force of the engine 10. The auxiliary machinery driving electric motor 31 is driven by the engine 10 via the transmission belt 16 and functions as the alternator or is at an idle when the high-voltage battery 210 is in the full charge level.
  • When it is determined that predetermined conditions of the idling stop control process are fulfilled, the idling [0061] stop ECU 600 selects a mode ‘2’ that represents the transient state to stop driving the engine 10. The predetermined conditions of the idling stop control process include that the vehicle speed measured by the vehicle speed sensor 54 is equal to zero, that the step-on of the brake pedal is detected by the brake pedal sensor 57, and that current gearshift position detected by the gearshift position sensor 55 is the neutral position N. In the state of mode ‘2’, the idling stop ECU 600 requests the engine ECU 610 to stop the fuel supply. The idling stop ECU 600 also request the brake ECU 620 to keep the braking state. The brake ECU 620 regulates the brake actuator 47 and keeps the brake hydraulic pressure corresponding to the step-on amount of the brake pedal.
  • When it is determined that the [0062] engine 10 is at a stop, based on the data sent from the engine velocity sensor 53, the idling stop ECU 600 selects a mode ‘3’ that represents the inactive state of the engine 10 by the idling stop control process. In the state of mode ‘3’, the idling stop ECU 600 lights on the indicator lamp on the gauge panel 46 to show the execution of the idling stop control process. The idling stop ECU 600 also releases the electromagnetic clutch 15 to disconnect the crankshaft 11 from the transmission belts 16 and 17 and causes the auxiliary machinery driving electric motor 31 to drive the respective auxiliary machinery 301, 302, and 303 via the transmission belt 17.
  • In response to detection of a request to terminate the idling stop control process, the idling [0063] stop ECU 600 selects a mode ‘4’ that represents the engine starting control state to restart driving the engine 10. The idling stop ECU 600 detects the request to terminate the idling stop control process, for example, when the gearshift lever is shifted from the neutral position N to the drive position D, when the brake pedal is released, when the charging rate of the battery becomes lower than a lower limit or a charging requirement level, when the air conditioner has insufficient cooling performances, and when some system trouble occurs. In the state of mode ‘4’, the idling stop ECU 600 brakes the auxiliary machinery driving electric motor 31 to reduce the number of revolutions or velocity of the auxiliary machinery driving electric motor 31, prior to the coupling of the electromagnetic clutch 15. The idling stop ECU 600 couples the electromagnetic clutch 15 at a coupling timing determined by an electromagnetic clutch coupling timing delay process (discussed later) and subsequently raises the velocity of the auxiliary machinery driving electric motor 31 to the engine starting speed. The idling stop ECU 600 also requests the engine ECU 610 to carry out the fuel supply and spark ignition. In response to detection of any serious system trouble that leads to failure of driving, the idling stop ECU 600 selects the mode ‘0’.
  • In response to detection of a start of the [0064] engine 10, the idling stop ECU 600 selects the mode ‘1’. The idling stop ECU 600 determines that the engine 10 is at a start, for example, when the engine velocity measured by the engine velocity sensor 53 is not less than 500 rpm. The idling stop ECU 600 here requests the brake ECU 620 to release the sustained brake hydraulic pressure. The brake ECU 620 regulates the brake actuator 47 to release the sustained brake hydraulic pressure and sets the non-braking state. In the state of mode ‘1’, when the ignition position sensor 58 detects a change of the ignition position from ON to OFF, the idling stop ECU 600 selects the mode
  • The following describes a series of processing to control the [0065] electromagnetic clutch 15 and the auxiliary machinery driving electric motor 31, which is executed at the time of restarting operation of the engine 10 in this embodiment, with referring to FIGS. 5 through 9. FIG. 5 is a flowchart showing a processing routine of controlling the electromagnetic clutch 15 and the auxiliary machinery driving electric motor 31, which is executed at the time of restarting operation of the engine 10. FIG. 6 is a flowchart showing a routine of determining the quantity of power generation (the inverted phase current) of the auxiliary machinery driving electric motor 31 by taking into account the temperature of the transmission belt 16. FIG. 7 is a map used to specify a cooling fluid temperature correction value Ew based on the temperature of the cooling fluid passing through the engine 10. FIG. 8 is a map used to specify an electric motor velocity correction value Em based on the outside air temperature and the accumulated electric motor velocity Nmsum of the auxiliary machinery driving electric motor 31. FIG. 9 is a timing chart showing variations in coupling timing of the electromagnetic clutch 15, the driving state of the auxiliary machinery driving electric motor 31, the number of revolutions of the electromagnetic clutch 15 (damper) or damper velocity, and the number of revolution of the crankshaft 11 or crankshaft velocity with time.
  • The processing routine of FIG. 5 is executed at preset time intervals. When the program enters this processing routine, the idling [0066] stop ECU 600 first determines whether or not a request is given to terminate the idling stop control process (that is, an engine restart request) at step S100. Namely the idling stop ECU 600 determines whether a restart request signal is changed from OFF to ON in the timing chart of FIG. 9. When there is no engine restart request, that is, in the case of negative answer at step S100, the idling stop ECU 600 immediately exits from this processing routine. When there is an engine restart request, that is, in the case of affirmative answer at step S100, on the other hand, the idling stop ECU 600 determines an inverted phase current Eon, which is to be supplied to the auxiliary machinery driving electric motor 31, at step S110. In accordance with a concrete procedure, the process of step S110 specifies the magnitude of the braking force (the reverse torque) of the auxiliary machinery driving electric motor 31 by taking into account the energy absorbing state of the transmission belt 16. The detailed process of determining the inverted phase current Eon will be discussed later with reference to FIGS. 6 through 8.
  • The idling [0067] stop ECU 600 then drives the auxiliary machinery driving electric motor 31 at the predetermined inverted phase current Eon at step S120. As a result, the reverse torque arises in the auxiliary machinery driving electric motor 31 to interfere with its rotations and reduce the number of revolutions or velocity of the auxiliary machinery driving electric motor 31. The idling stop ECU 600 subsequently couples the electromagnetic clutch 15 at step S130 and exits from this processing routine.
  • Referring to the timing chart of FIG. 9, after the restart request signal is changed from OFF to ON and the braking operation of the auxiliary machinery driving [0068] electric motor 31 starts, an electromagnetic clutch control signal is set ON to start suction of the clutch plate 151 by means of the magnetic force (clutch suction). In the transient state between a start of coupling (contact) of the clutch plate 151 with the fly wheel 152 and completion of the coupling, the electromagnetic clutch 15 is in the slipping state. In this state, the electromagnetic clutch 15 (damper) has the lowered number of revolutions or velocity, while the velocity of the crankshaft 11 starts rising. When the coupling of the clutch plate 151 with the fly wheel 152 is completed, the velocity of the electromagnetic clutch 15 is equal to the velocity of the crankshaft 11. On completion of the coupling of the electromagnetic clutch 15, the auxiliary machinery driving electric motor 31 rotates the crankshaft 11 to the engine starting speed, in order to start the engine 10. The engine ECU 610 then carries out the engine starting process. When explosion and combustion starts in any cylinder of the engine 10 (initial explosion), the auxiliary machinery driving electric motor 31 is driven by the engine 10 to generate electric power or to be at an idle.
  • The following describes the detailed process of determining the inverted phase current Eon with referring to FIGS. 6 through 8. The absorbing state of the kinetic energy (shocks and vibrations) of the [0069] transmission belt 16 depends upon the temperature. Direct measurement of the temperature of the transmission belt 16 is accordingly the best way to determine the kinetic energy absorbing state of the transmission belt 16. It is, however, difficult to come in direct contact with the moving transmission belt 16 and measure its temperature. The technique of this embodiment thus indirectly determines the kinetic energy absorbing state (temperature) of the transmission belt 16 according to the following procedure. In this embodiment, the temperature of the transmission belt 16 does not mean the absolute temperature of the transmission belt 16 but represents the relative temperature of the transmission belt 16 relative to variations in cooling fluid temperature Tempw and in accumulated electric motor velocity Nmsum, which are related in advance. The temperature of the transmission belt 16 may be measured directly by means of an infrared sensor or another suitable means as described later.
  • When the program enters the processing routine of FIG. 6, the idling [0070] stop ECU 600 first obtains the cooling fluid temperature Tempw from the cooling fluid temperature sensor 50 at step S200 and reads a cooling fluid temperature correction value Ew mapped to the input cooling fluid temperature Tempw from the map of FIG. 7 at step S210. The transmission belt 16 is generally located behind the radiator 18 and is exposed to the blast passing through the radiator 18. The temperature of the transmission belt 16 accordingly varies in proportion to a variation in temperature of the radiator 18 (that is, the cooling fluid temperature Tempw). The cooling fluid temperature Tempw is thus used as the indication of the temperature of the transmission belt 16. As shown in the map of FIG. 7, the cooling fluid temperature correction value Ew is related to the cooling fluid temperature Tempw and is used as a base value to determine the coupling timing. In the map of FIG. 7, the rate of change in cooling fluid temperature correction value Ew varies at a thermostat on temperature of the radiator 18, for example, approximately 80° C. In the temperature range close to the temperature of completing the warm-up of the engine 10, the temperature of the transmission belt 16 has reached a specific temperature range, in which the sufficient energy absorption is expected. The rate of decrease in cooling fluid temperature correction value Ew is accordingly enhanced in this temperature range.
  • The idling [0071] stop ECU 600 subsequently obtains the accumulated electric motor velocity Nmsum at step S220. The accumulated electric motor velocity Nmsum represents the accumulated number of revolutions of the auxiliary machinery driving electric motor 31 during a time period between a start of rotations of the auxiliary machinery driving electric motor 31 after the stop of the engine 10 by the idling stop control process and a start of the braking operation. The temperature of the transmission belt 16 is basically proportional to the temperature of the blast passing through the radiator 18 (that is, the cooling fluid temperature Tempw), but may rise independently of the cooling fluid temperature Tempw during rotations by means of the frictional heat caused by friction of the transmission belt 16 against the pulleys 125 and 126. The temperature rise of the transmission belt 16 by means of the frictional heat is proportional to the accumulated number of revolutions of the auxiliary machinery driving electric motor 31. The accumulated electric motor velocity Nmsum is accordingly used as the indication of the temperature rise of the transmission belt 16 by means of the frictional heat. The outside air temperature also affects the temperature rise of the transmission belt 16 by means of the frictional heat. The idling stop ECU 600 accordingly obtains the outside air temperature Tempo from the outside air temperature sensor 51 at step S230. The high outside air temperature accelerates the temperature rise of the transmission belt 16. The low outside air temperature, on the other hand, interferes with the temperature rise of the transmission belt 16. The idling stop ECU 600 reads an electric motor velocity correction value Em mapped to the input accumulated electric motor velocity Nmsum and the input outside air temperature Tempo from the map of FIG. 8 at step S240. In this embodiment, the electric motor velocity correction value Em monotonously decreases in proportion to an increase in accumulated electric motor velocity Nmsum. The map of FIG. 8 shows three characteristic curves with regard to the variation in outside air temperature, that is, the low temperatures (for example, lower than 0° C.), the intermediate temperatures (for example, not lower than 0° C. but lower than 30° C.), and the high temperatures (for example, not lower than 30° C.). The electric motor velocity correction value Em increases with a decrease in outside air temperature Tempo with regard to an identical accumulated electric motor velocity Nmsum. The idling stop ECU 600 calculates the inverted phase current Eon as the sum of the cooling fluid temperature correction value Ew and the electric motor velocity correction value Em at step S250, and returns to the processing routine of FIG. 5.
  • The following describes the effects of the braking control of the auxiliary machinery driving electric motor [0072] 31 (the regulation of the amount of power generation) discussed above with referring to the timing chart of FIG. 9. In the timing chart of FIG. 9, the solid curves represent the case of no enhancement of the braking force (including the prior art) except the restart request signal. The broken curves represent the case of enhancement of the braking force (at the time of delay). It is here assumed that an identical axis of revolution is applied for the crankshaft velocity and the electromagnetic clutch velocity.
  • When the braking force is enhanced with a decrease in temperature of the [0073] transmission belt 16, the greater force is applied to brake the rotations of the auxiliary machinery driving electric motor 31 (that is, the greater amount of power generation and the greater inverted phase current). This leads to a large rate of decrease in velocity of the auxiliary machinery driving electric motor 31. At the time of starting the coupling of the electromagnetic clutch 15 to be in the clutch slipping state, the velocity of the electromagnetic clutch 15 under the enhanced braking force is reduced by approximately 60 to 70%, compared with the case of no enhancement of the braking force. This represents the difference in velocity under the coupled clutch. This decreases the difference in velocity between the crankshaft 11 and the electromagnetic clutch 15 and accordingly relieves the potential shocks and vibrations arising due to the coupling of the electromagnetic clutch 15. This arrangement results in the low energy of causing vibrations and shocks and thus relieves the potential shocks and vibrations transmitted to the vehicle body even when the temperature of the transmission belt 16 is relatively low to only insufficiently absorb the kinetic energy thereof. The inverted phase current Eon is varied according to the kinetic energy state of the transmission belt 16 (that is specified by the temperature as the indication). In the case where the transmission belt 16 can absorb the shocks and vibrations arising due to the coupling of the electromagnetic clutch 15, the coupling timing is advanced to give the preference to the starting ability of the engine 10.
  • In the case where the braking force of the auxiliary machinery driving [0074] electric motor 31 is fixed irrespective of the temperature of the transmission belt 16, the greater braking force applied to the auxiliary machinery driving electric motor 31 by taking into account the cold time lowers the velocity of the auxiliary machinery driving electric motor 31 below the required level and delays the time required for restarting the engine 10 even under the condition of the high temperatures of the transmission belt 16. The smaller braking force applied to the auxiliary machinery driving electric motor 31 by giving the preference to the starting ability of the engine 10, on the other hand, causes the shocks and vibrations to be transmitted to the vehicle body especially when the temperature of the transmission belt 16 is relatively low to only insufficiently absorb the kinetic energy thereof.
  • The idling stop control apparatus of the present invention is described above with the preferred embodiment. The above embodiment is to be considered in all aspects as illustrative and not restrictive. There may be many modifications, changes, and alterations without departing from the scope or spirit of the main characteristics of the present invention. All changes within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. [0075]
  • For example, in the structure of the embodiment where the [0076] transmission belts 16 and 17 are located behind the radiator 18, the temperature (the energy absorbing state) of the transmission belt 16 is specified based on the cooling fluid temperature of the engine 10. In a modified structure where the transmission belts 16 and 17 are located on the surface of the radiator 18, the temperature of the transmission belt 16 may be specified based on the outside air temperature measured by the outside air temperature sensor 51. The kinetic energy absorbing state of the transmission belt 16 may be detected by non-contact means. For example, the temperature of the transmission belt 16 may be measured with a non-contact temperature sensor, for example, a thermocouple or an infrared sensor. Another applicable procedure measures the temperature of either one of the pulleys 125 and 126 that are in contact with the transmission belt 16, so as to specify the temperature of the transmission belt 16.
  • The technique of the embodiment specifies the temperature rise of the [0077] transmission belt 16 by means of the frictional heat based on the accumulated electric motor velocity Nmsum, which represents the accumulated number of revolutions of the auxiliary machinery driving electric motor 31 since the starting time of driving the auxiliary machinery 30. The accumulated velocity of the crankshaft 11 until an end of operation of the engine 10 may be used instead of the accumulated electric motor velocity Nmsum. Both the accumulated velocities can be used as the indication to estimate the temperature rise due to the friction of the transmission belt 16 against the respective pulleys 125 and 126.
  • In the structure of the embodiment, the damper is included in the [0078] electromagnetic clutch 15. The damper may alternatively be provided separately from the electromagnetic clutch 15. For convenience of explanation, the crankshaft pulley 125 and the electromagnetic clutch 15 are illustrated as separate elements in FIG. 1. The electromagnetic clutch 15 may, however, be incorporated in the crankshaft pulley 125.
  • The automatic transmission (AT) [0079] 22 used in the embodiment may be replaced by a manual transmission or an automatic continuous transmission. The structure using either of such alternative transmissions enables execution of the idling stop control process discussed above and exerts the similar effects to those of the embodiment using the automatic transmission.
  • The above embodiment regards the vehicle having only the [0080] engine 10 as the power source of the vehicle. The technique of the present invention is also applicable to a hybrid vehicle having both the engine 10 and a vehicle driving electric motor as the driving source. In the hybrid vehicle, the auxiliary machinery 30 is driven by means of the auxiliary machinery driving electric motor 31 during the execution of the idling stop control process. At the time of restarting the engine 10, the electromagnetic clutch 15 is coupled to link the rotor of the auxiliary machinery driving electric motor 31 with the crankshaft 11 of the engine 10 and thereby start driving the engine 10. Application of the present invention effectively reduces or even omits the potential shocks and vibrations arising due to the coupling of the electromagnetic clutch 15.
  • The scope and spirit of the present invention are indicated by the appended claims, rather than by the foregoing description. [0081]

Claims (29)

What is claimed is:
1. An idling stop control apparatus mounted on a vehicle, wherein auxiliary machinery is driven by means of either one of an internal combustion engine and an electric motor, and an output shaft of said internal combustion engine and an output shaft of said electric motor are linked with each other via a coupling mechanism that is coupled to connect said internal combustion engine with said electric motor and is released to disconnect said internal combustion engine from said electric motor, said coupling mechanism being released and said auxiliary machinery being driven by means of said electric motor via a transmission belt while said internal combustion engine is at a stop, said idling stop control apparatus comprising:
a decision unit that determines whether a driving stop condition or a driving restart condition of said internal combustion engine is fulfilled;
a braking load specification unit that, when the driving restart condition of said internal combustion engine is fulfilled, specifies a braking load to be applied to said electric motor, in order to reduce electric motor velocity or number of revolutions of said electric motor according to a kinetic energy absorbing state of said transmission belt;
a drive stand-by unit that, when the driving restart condition of said internal combustion engine is fulfilled and said coupling mechanism is released, causes said output shaft of said internal combustion engine to be coupled with said output shaft of said electric motor via said coupling mechanism after application of the specified braking load to said electric motor; and
an internal combustion engine operation control unit that executes a series of processing to restart operation of said internal combustion engine after said internal combustion engine is coupled with said electric motor via said coupling mechanism.
2. An idling stop control apparatus in accordance with
claim 1
, wherein said vehicle further comprises a transmission belt elasticity measurement unit that measures elasticity of said transmission belt, and
said braking load specification unit determines the kinetic energy absorbing state of said transmission belt based on the observed elasticity of said transmission belt and increases the braking load with a decrease in observed elasticity of said transmission belt.
3. An idling stop control apparatus in accordance with
claim 1
, wherein said vehicle comprises a transmission belt temperature measurement unit that measures temperature of said transmission belt, and
said braking load specification unit determines the kinetic energy absorbing state of said transmission belt based on the observed temperature of said transmission belt and increases the braking load with a decrease in observed temperature of said transmission belt.
4. An idling stop control apparatus in accordance with
claim 3
, wherein said transmission belt temperature measurement unit comprises a cooling fluid temperature measurement unit that measures temperature of a cooling fluid passing through said internal combustion engine, and
said braking load specification unit determines the kinetic energy absorbing state of said transmission belt based on the observed temperature of the cooling fluid and increases the braking load with a decrease in observed temperature of the cooling fluid.
5. An idling stop control apparatus in accordance with
claim 3
, wherein said transmission belt temperature measurement unit comprises an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of said internal combustion engine from a start to a stop of driving of said internal combustion engine, and
said braking load specification unit determines the kinetic energy absorbing state of said transmission belt based on the accumulated engine velocity and decreases the braking load with an increase in accumulated engine velocity.
6. An idling stop control apparatus in accordance with
claim 3
, wherein said transmission belt temperature measurement unit comprises an electric motor velocity accumulation unit that accumulates the electric motor velocity or the number of revolutions of said electric motor after a stop of driving of said internal combustion engine, and
said braking load specification unit determines the kinetic energy absorbing state of said transmission belt based on the accumulated electric motor velocity and decreases the braking load with an increase in accumulated electric motor velocity.
7. An idling stop control apparatus in accordance with either one of claims 5 and 6, wherein said transmission belt temperature measurement unit further comprises an outside air temperature measurement unit that measures outside air temperature, and
said braking load specification unit increases a rate of decrease of the braking load with an increase in observed outside air temperature.
8. A vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of said vehicle, wherein auxiliary machinery is driven by means of an electric motor while said internal combustion engine is at a stop and by means of said internal combustion engine while said internal combustion engine is in active state, said vehicle comprising:
a coupling mechanism that links an output shaft of said internal combustion engine with an output shaft of said electric motor, such as to be coupled to connect said internal combustion engine with said electric motor and to be released to disconnect said internal combustion engine from said electric motor;
a transmission belt that is laid through said output shaft of said internal combustion engine, an input shaft of said auxiliary machinery, and said output shaft of said electric motor;
a transmission belt state detection unit that detects a kinetic energy absorbing state of said transmission belt; and
an idling stop control unit that specifies a rate of decrease in electric motor velocity or number of revolutions of said electric motor based on the detected kinetic energy absorbing state of said transmission belt, and when a driving restart condition for restarting operation of said internal combustion engine is fulfilled, lowers the electric motor velocity by the specified rate of decrease, causes said output shaft of said internal combustion engine to be coupled with said output shaft of said electric motor via said coupling mechanism, and subsequently carries out a series of processing to restart driving said internal combustion engine.
9. A vehicle in accordance with
claim 8
, wherein said transmission belt state detection unit detects the kinetic energy absorbing state of said transmission belt based on elasticity of said transmission belt, and
said idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in elasticity of said transmission belt.
10. A vehicle in accordance with
claim 8
, wherein said transmission belt state detection unit detects the kinetic energy absorbing state of said transmission belt based on temperature of said transmission belt, and
said idling stop control unit enhances the rate of decrease in electric motor velocity with a decrease in temperature of said transmission belt.
11. A vehicle in accordance with
claim 10
, said vehicle further comprising:
a heat dissipation unit that is arranged on a windward side of said transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down said internal combustion engine; and
a cooling fluid temperature measurement unit that measures temperature of the cooling fluid,
wherein said transmission belt state detection unit calculates the temperature of said transmission belt from the observed temperature of the cooling fluid and detects the kinetic energy absorbing state of said transmission belt based on the calculated temperature of said transmission belt.
12. A vehicle in accordance with either one of claims 10 and 11, said vehicle further comprising an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of said internal combustion engine from a start to a stop of driving of said internal combustion engine,
wherein said transmission belt state detection unit calculates the temperature of said transmission belt from the accumulated engine velocity and detects the kinetic energy absorbing state of said transmission belt based on the calculated temperature of said transmission belt.
13. A vehicle in accordance with either one of claims 10 and 11, said vehicle further comprising an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of said electric motor after a stop of driving of said internal combustion engine,
wherein said transmission belt state detection unit calculates the temperature of said transmission belt from the accumulated electric motor velocity and detects the kinetic energy absorbing state of said transmission belt based on the calculated temperature of said transmission belt.
14. A vehicle in accordance with either one of claims 12 and 13, said vehicle further comprising an outside air temperature measurement unit that measures outside air temperature,
wherein said transmission belt state detection unit calculates the temperature of said transmission belt from the observed outside air temperature in addition to at least one of the observed temperature of the cooling fluid, the accumulated engine velocity, and the accumulated electric motor velocity and detects the kinetic energy absorbing state of said transmission belt based on the calculated temperature of said transmission belt.
15. A vehicle in accordance with any one of claims 8 through 14, wherein said idling stop control unit stops driving said internal combustion engine and releases said coupling mechanism when a driving stop condition of said internal combustion engine is fulfilled.
16. A vehicle having an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of said vehicle, wherein auxiliary machinery is driven by means of an electric motor via a transmission belt while said internal combustion engine is at a stop and by means of said internal combustion engine while said internal combustion engine is in active state, said vehicle comprising:
a coupling mechanism that links an output shaft of said internal combustion engine with an output shaft of said electric motor, such as to be coupled to connect said internal combustion engine with said electric motor and to be released to disconnect said internal combustion engine from said electric motor;
a target braking velocity determination unit that determines a target braking velocity for braking said electric motor prior to a restart of driving of said internal combustion engine by taking into account temperature of said transmission belt; and
an idling stop control unit that, when a driving restart condition for restarting operation of said internal combustion engine is fulfilled, drives said electric motor at the target braking velocity, causes said output shaft of said internal combustion engine to be coupled with said output shaft of said electric motor via said coupling mechanism, and subsequently carries out a series of processing to restart driving said internal combustion engine.
17. A vehicle in accordance with
claim 16
, said vehicle further comprising:
a heat dissipation unit that is arranged on a windward side of said transmission belt to dissipate heat of a cooling fluid, which has passed through and cooled down said internal combustion engine; and
a cooling fluid temperature measurement unit that measures temperature of the cooling fluid,
wherein said target braking velocity determination unit takes into account the temperature of said transmission belt based on the observed temperature of the cooling fluid and lowers the target braking velocity with a decrease in observed temperature of the cooling fluid.
18. A vehicle in accordance with
claim 17
, said vehicle further comprising an engine velocity accumulation unit that accumulates engine velocity or number of revolutions of said internal combustion engine from a start to a stop of driving of said internal combustion engine,
wherein said target braking velocity determination unit takes into account the temperature of said transmission belt based on the accumulated engine velocity and raises the target braking velocity with an increase in accumulated engine velocity.
19. A vehicle in accordance with
claim 17
, said vehicle further comprising an electric motor velocity accumulation unit that accumulates electric motor velocity or number of revolutions of said electric motor after a stop of driving of said internal combustion engine,
wherein said target braking velocity determination unit takes into account the temperature of said transmission belt based on the accumulated electric motor velocity and raises the target braking velocity with an increase in accumulated electric motor velocity.
20. A vehicle in accordance with either one of claims 18 and 19, said vehicle further comprising an outside air temperature measurement unit that measures outside air temperature,
wherein said target braking velocity determination unit varies a rate of increase in target braking velocity according to the observed outside air temperature.
21. A vehicle in accordance with
claim 20
, wherein said target braking velocity determination unit enhances the rate of increase in target braking velocity with an increase in observed outside air temperature.
22. A vehicle in accordance with any one of claims 16 through 21, wherein said idling stop control unit stops driving said internal combustion engine and releases said coupling mechanism when a driving stop condition of said internal combustion engine is fulfilled.
23. A method of controlling idling stop in a vehicle that has an idling stop function to selectively stop and restart driving an internal combustion engine according to a driving state of said vehicle, wherein auxiliary machinery is driven by means of an electric motor while said internal combustion engine is at a stop, said method comprising the steps of:
detecting a kinetic energy absorbing state of a transmission belt that is laid through said internal combustion engine, said electric motor, and said auxiliary machinery;
determining whether or not a driving restart condition for restarting operation of said internal combustion engine is fulfilled;
when it is determined that the driving restart condition is fulfilled, specifying a rate of decrease in electric motor velocity or number of revolutions of said electric motor based on the detected kinetic energy absorbing state of said transmission belt; and
lowering the electric motor velocity by the specified rate of decrease and subsequently causing said output shaft of said internal combustion engine to be coupled with said output shaft of said electric motor via said coupling mechanism, so as to restart driving said internal combustion engine.
24. A method in accordance with
claim 23
, said method further comprising the steps of:
measuring elasticity of said transmission belt;
detecting the kinetic energy absorbing state of said transmission belt based on the observed elasticity of said transmission belt; and
enhancing the rate of decrease in electric motor velocity with a decrease in observed elasticity of said transmission belt.
25. A method in accordance with
claim 23
, said method further comprising the steps of:
measuring temperature of said transmission belt;
detecting the kinetic energy absorbing state of said transmission belt based on the observed temperature of said transmission belt; and
enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of said transmission belt.
26. A method in accordance with
claim 25
, said method further comprising the steps of:
measuring temperature of a cooling fluid that passed through said internal combustion engine; and
enhancing the rate of decrease in electric motor velocity with a decrease in observed temperature of the cooling fluid.
27. A method in accordance with
claim 26
, said method further comprising the steps of:
accumulating engine velocity or number of revolutions of said internal combustion engine from a start to a stop of driving of said internal combustion engine; and
lowering the rate of decrease in electric motor velocity with an increase in accumulated engine velocity.
28. A method in accordance with
claim 26
, said method further comprising the steps of:
accumulating electric motor velocity or number of revolutions of said electric motor after a stop of driving of said internal combustion engine; and
lowering the rate of decrease in electric motor velocity with an increase in accumulated electric motor velocity.
29. A method in accordance with either one of claims 27 and 28, said method further comprising the steps of:
measuring an outside air temperature; and
enhancing the rate of decrease in electric motor velocity with an increase in observed outside air temperature.
US09/785,226 2000-03-06 2001-02-20 Control apparatus for idling stop of internal combustion engine and vehicle with the apparatus mounted thereon Expired - Lifetime US6453865B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000060139A JP4066589B2 (en) 2000-03-06 2000-03-06 Idling stop control device for internal combustion engine and vehicle equipped with the same
JP2000-060139 2000-03-06

Publications (2)

Publication Number Publication Date
US20010018903A1 true US20010018903A1 (en) 2001-09-06
US6453865B2 US6453865B2 (en) 2002-09-24

Family

ID=18580495

Family Applications (1)

Application Number Title Priority Date Filing Date
US09/785,226 Expired - Lifetime US6453865B2 (en) 2000-03-06 2001-02-20 Control apparatus for idling stop of internal combustion engine and vehicle with the apparatus mounted thereon

Country Status (6)

Country Link
US (1) US6453865B2 (en)
EP (1) EP1132245B1 (en)
JP (1) JP4066589B2 (en)
KR (1) KR100403685B1 (en)
CN (1) CN1219969C (en)
DE (1) DE60110142T2 (en)

Cited By (43)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6463900B1 (en) * 1999-08-11 2002-10-15 Transportation System & Electric Co., Ltd. Engine idling stop apparatus, system thereof and signal display apparatus used in the system
US20020193206A1 (en) * 2001-06-14 2002-12-19 Toyota Jidosha Kabushiki Kaisha Oil pump control device for automatic transmission and control method of the same
US20030224902A1 (en) * 2002-05-31 2003-12-04 Kahlon Gurinder Singh Isa engine start-stop strategy
US20060102137A1 (en) * 2004-11-16 2006-05-18 Ford Global Technologies, Llc Engine shut down using fluid pump to control crankshaft stopping position
US20060102112A1 (en) * 2004-11-16 2006-05-18 Ford Global Technologies, Llc System and method for controling crankshaft position during engine shutdown using cylinder pressure
US20100288570A1 (en) * 2009-05-18 2010-11-18 Gm Global Technology Operations, Inc. Tandem dual pumps for a hybrid propulsion system
WO2012054025A1 (en) * 2010-10-20 2012-04-26 Mack Trucks, Inc. Internal combustion engine including crankshaft that is rotated while engine is in a non-fueled mode and method of operating an engine
WO2012082637A1 (en) * 2010-12-13 2012-06-21 Wilkins Larry C Crankpin including cam, connecting rod including follower, and internal combustion engine including crankpin and connecting rod
US20120209463A1 (en) * 2011-02-15 2012-08-16 GM Global Technology Operations LLC Method for operating a hybrid vehicle
US20120310462A1 (en) * 2010-03-31 2012-12-06 Honda Motor Co., Ltd Hybrid vehicle
US20130090795A1 (en) * 2011-10-05 2013-04-11 Gogoro, Inc. Detectible indication of an electric motor vehicle standby mode
US20130231817A1 (en) * 2010-11-03 2013-09-05 Audi Ag Motor vehicle having a hybrid drive and method for selecting an electric machine and/or a starter for starting a combustion engine
US20140297165A1 (en) * 2011-12-22 2014-10-02 Toyota Jidosha Kabushiki Kaisha Idling stop control device, vehicle and vehicle control method
US8878487B2 (en) 2011-07-26 2014-11-04 Gogoro, Inc. Apparatus, method and article for providing to a user device information regarding availability of portable electrical energy storage devices at a portable electrical energy storage device collection, charging and distribution machine
US8996212B2 (en) 2011-07-26 2015-03-31 Gogoro Inc. Apparatus, method and article for providing vehicle diagnostic data
US9124085B2 (en) 2013-11-04 2015-09-01 Gogoro Inc. Apparatus, method and article for power storage device failure safety
US9129461B2 (en) 2011-07-26 2015-09-08 Gogoro Inc. Apparatus, method and article for collection, charging and distributing power storage devices, such as batteries
US9182244B2 (en) 2011-07-26 2015-11-10 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries
US9216687B2 (en) 2012-11-16 2015-12-22 Gogoro Inc. Apparatus, method and article for vehicle turn signals
US9248806B2 (en) 2011-11-08 2016-02-02 Gogoro Inc. Apparatus, method and article for security of vehicles
US9275505B2 (en) 2011-07-26 2016-03-01 Gogoro Inc. Apparatus, method and article for physical security of power storage devices in vehicles
US9390566B2 (en) 2013-11-08 2016-07-12 Gogoro Inc. Apparatus, method and article for providing vehicle event data
US9407024B2 (en) 2014-08-11 2016-08-02 Gogoro Inc. Multidirectional electrical connector, plug and system
US9424697B2 (en) 2011-07-26 2016-08-23 Gogoro Inc. Apparatus, method and article for a power storage device compartment
US9437058B2 (en) 2011-07-26 2016-09-06 Gogoro Inc. Dynamically limiting vehicle operation for best effort economy
US9552682B2 (en) 2011-07-26 2017-01-24 Gogoro Inc. Apparatus, method and article for redistributing power storage devices, such as batteries, between collection, charging and distribution machines
US9650121B2 (en) 2013-10-02 2017-05-16 Yamaha Hatsudoki Kabushiki Kaisha Watercraft
USD789883S1 (en) 2014-09-04 2017-06-20 Gogoro Inc. Collection, charging and distribution device for portable electrical energy storage devices
US9770996B2 (en) 2013-08-06 2017-09-26 Gogoro Inc. Systems and methods for powering electric vehicles using a single or multiple power cells
US9830753B2 (en) 2011-07-26 2017-11-28 Gogoro Inc. Apparatus, method and article for reserving power storage devices at reserving power storage device collection, charging and distribution machines
US9837842B2 (en) 2014-01-23 2017-12-05 Gogoro Inc. Systems and methods for utilizing an array of power storage devices, such as batteries
US9854438B2 (en) 2013-03-06 2017-12-26 Gogoro Inc. Apparatus, method and article for authentication, security and control of portable charging devices and power storage devices, such as batteries
US10055911B2 (en) 2011-07-26 2018-08-21 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries, based on user profiles
US10065525B2 (en) 2013-08-06 2018-09-04 Gogoro Inc. Adjusting electric vehicle systems based on an electrical energy storage device thermal profile
US10186094B2 (en) 2011-07-26 2019-01-22 Gogoro Inc. Apparatus, method and article for providing locations of power storage device collection, charging and distribution machines
US20190264622A1 (en) * 2004-10-05 2019-08-29 Vision Works Ip Corporation Absolute acceleration sensor for use within moving vehicles
US10421462B2 (en) 2015-06-05 2019-09-24 Gogoro Inc. Systems and methods for vehicle load detection and response
US10960890B2 (en) * 2018-09-18 2021-03-30 Subaru Corporation Idling stop control device
US11075530B2 (en) 2013-03-15 2021-07-27 Gogoro Inc. Modular system for collection and distribution of electric storage devices
US11222485B2 (en) 2013-03-12 2022-01-11 Gogoro Inc. Apparatus, method and article for providing information regarding a vehicle via a mobile device
US11260738B2 (en) * 2019-04-24 2022-03-01 Hyundai Motor Company HSG cooling control apparatus for hybrid vehicle, HSG cooling control method thereof, and hybrid vehicle including HSG cooling control apparatus
US11710105B2 (en) 2013-03-12 2023-07-25 Gogoro Inc. Apparatus, method and article for changing portable electrical power storage device exchange plans
US20230253817A1 (en) * 2020-06-22 2023-08-10 Fca Fiat Chrysler Automóveis Brasil Ltda Management method of an automotive alternator and system

Families Citing this family (49)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4223051C2 (en) * 1992-07-14 1996-12-19 Rolf Paul Prof Dr Claus Use of dietary products to specifically inhibit the intestinal formation of 3-methyl indole in pigs
JP3777272B2 (en) * 1999-07-05 2006-05-24 本田技研工業株式会社 Engine start / stop device for vehicle
JP2002256921A (en) * 2001-02-28 2002-09-11 Toyota Motor Corp Vehicle control device
JP3712684B2 (en) * 2001-06-01 2005-11-02 本田技研工業株式会社 Control device for hybrid vehicle
JP3815261B2 (en) * 2001-06-08 2006-08-30 トヨタ自動車株式会社 Start control device for internal combustion engine
JP3714266B2 (en) * 2002-03-15 2005-11-09 日産自動車株式会社 Auxiliary drive device for idle stop car
US6848552B2 (en) * 2003-04-16 2005-02-01 Ntn Corporation Starter pulley with integral clutch
KR100551306B1 (en) * 2003-12-30 2006-02-10 현대자동차주식회사 Idle stop & go system control method
DE102004023503A1 (en) * 2004-05-10 2005-12-15 Volkswagen Ag Method and apparatus for engine stop engine start of hybrid vehicles
KR100634605B1 (en) * 2004-10-05 2006-10-16 현대자동차주식회사 Regenerative braking control method of 42v belt driven vehicle
DE502004005090D1 (en) * 2004-11-17 2007-11-08 Ford Global Tech Llc Method for the controlled shutdown of an engine equipped with a hydraulic steering assist
ITBO20040801A1 (en) * 2004-12-23 2005-03-23 Magneti Marelli Powertrain Spa METHOD FOR THE MANAGEMENT OF THE "STOP AND START" MODE IN A MOTOR VEHICLE PROVIDED WITH AN INTERNAL COMBUSTION ENGINE.
DE102005034602B4 (en) * 2005-07-25 2015-07-16 Robert Bosch Gmbh Method for operating a motor vehicle with an internal combustion engine, computer program product, electrical storage medium for a control and / or regulating device and control and / or regulating device for a motor vehicle
US7524266B2 (en) * 2005-09-30 2009-04-28 Mazda Motor Corporation Engine starting system for power train
WO2008010734A2 (en) * 2006-05-29 2008-01-24 Edgar Villa Energy recycling electric power generator
US7395803B2 (en) * 2006-11-03 2008-07-08 Ford Global Technologies, Llc Electric oil pump system and controls for hybrid electric vehicles
DE102006060872A1 (en) * 2006-12-22 2008-06-26 Dr.Ing.H.C. F. Porsche Ag Locking nozzle for discharge of reactive plastic in a vacuum
US7695400B2 (en) * 2007-03-12 2010-04-13 Gm Global Technology Operations, Inc. Speed-limiting accessory drive system and method of controlling speed of a driven accessory
US8166945B2 (en) * 2007-03-20 2012-05-01 Litens Automotive Partnership Starter and accessory drive system and method for hybrid drive vehicles
US7846051B2 (en) * 2007-05-11 2010-12-07 Gm Global Technology Operations, Inc. Hybrid powertrain with an engine input clutch and method of control
DE102007026889A1 (en) * 2007-06-11 2008-12-18 Robert Bosch Gmbh Hybrid drive with exhaust gas energy use and method
DE102007027898A1 (en) * 2007-06-18 2008-12-24 Robert Bosch Gmbh Power tool with cold start function
US20090000836A1 (en) * 2007-06-30 2009-01-01 Paul Harriman Kydd Balanced Belt or Chain Drive for Electric Hybrid Vehicle Conversion
US8808124B2 (en) * 2008-04-15 2014-08-19 GM Global Technology Operations LLC Belt alternator starter systems for hybrid vehicles
JP4527793B2 (en) * 2008-06-26 2010-08-18 アイシン精機株式会社 Motor control device
US20100090625A1 (en) * 2008-10-09 2010-04-15 Gm Global Technology Operations, Inc. Automotive system and power converter assembly with a braking circuit
US8370051B2 (en) 2009-01-05 2013-02-05 Ford Global Technologies, Llc Methods and systems for assisted direct start control
KR20120065413A (en) 2009-09-15 2012-06-20 케이피아이티 커민즈 인포시스템즈 엘티디. Method of providing assistance for a hybrid vehicle based on user input
WO2011033528A2 (en) * 2009-09-15 2011-03-24 Kpit Cummins Infosystems Limited Motor assistance for a hybrid vehicle
KR20120083411A (en) * 2009-09-15 2012-07-25 케이피아이티 커민즈 인포시스템즈 엘티디. Vehicle hybrid drive system with engine as prime mover
US20110130929A1 (en) * 2009-12-01 2011-06-02 Chang Ten-Lee Smart electronic transmission control system
US8141534B2 (en) 2010-02-03 2012-03-27 Ford Global Technologies, Llc Methods and systems for assisted direct start control
JP5338970B2 (en) * 2010-03-05 2013-11-13 トヨタ自動車株式会社 Control device for internal combustion engine
US20110260529A1 (en) * 2010-04-22 2011-10-27 Gm Global Technology Operations, Inc. On-demand electric power control strategy
US8414456B2 (en) 2010-07-09 2013-04-09 Ford Global Technologies, Llc Method for starting an engine
US8864623B2 (en) 2010-07-09 2014-10-21 Ford Global Technologies, Llc Method for controlling a transmission coupled to an engine that may be automatically stopped
US8328687B2 (en) 2010-07-09 2012-12-11 Ford Global Technologies, Llc Method for controlling an engine that may be automatically stopped
JP5699520B2 (en) * 2010-10-18 2015-04-15 日産自動車株式会社 Vehicle idle control device
US20120152644A1 (en) * 2010-12-20 2012-06-21 Paul Harriman Kydd Compliant, balanced belt or chain drive
CN102529947B (en) * 2010-12-29 2015-06-17 上海汽车集团股份有限公司 Control method for hybrid system
CN102529949B (en) * 2010-12-31 2015-06-17 上海汽车集团股份有限公司 Process control method of hybrid system
US8757119B2 (en) 2011-06-16 2014-06-24 Honda Motor Co., Ltd. Engine stopping and restarting system
DE102012006249A1 (en) * 2012-03-28 2013-10-02 Emitec Denmark A/S Feed unit for a liquid additive with a temperature sensor
JP5857950B2 (en) * 2012-12-19 2016-02-10 トヨタ自動車株式会社 Vehicle control device
US9290092B2 (en) * 2013-06-11 2016-03-22 GM Global Technology Operations LLC Chain drive power take off for hydraulic pump
CN104234851A (en) * 2014-09-17 2014-12-24 东南（福建）汽车工业有限公司 Control method for rotating speed of engine
FR3028584B1 (en) * 2014-11-13 2016-12-23 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING AN ACCESSORY FACADE OF A MOTOR VEHICLE
GB2540789A (en) * 2015-07-28 2017-02-01 Wright En-Drive Ltd Power unit for a hybrid electric vehicle
US10118464B2 (en) * 2016-09-29 2018-11-06 Deere & Company Off-road utility vehicle air conditioning system

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0232353B2 (en) 1984-06-21 1990-07-19 Teijin Ltd TAIKOTAAGETSUTOSHIKISUPATSUTASOCHI
JP3368669B2 (en) 1994-06-30 2003-01-20 株式会社デンソー Motor generator for vehicles
FR2727902A1 (en) 1994-12-09 1996-06-14 Valeo Thermique Habitacle DEVICE FOR AIR CONDITIONING A VEHICLE IN TRAFFIC AND PARKING
JP3572369B2 (en) 1995-12-27 2004-09-29 日産自動車株式会社 Auxiliary drive for electric vehicles
JP3536627B2 (en) 1997-11-18 2004-06-14 トヨタ自動車株式会社 Vehicle drive unit
US6048288A (en) * 1997-11-18 2000-04-11 Toyota Jidosha Kabushiki Kaisha Power train system for a vehicle and method for operating same
EP1346870B1 (en) * 1998-04-17 2005-07-20 Toyota Jidosha Kabushiki Kaisha Control device for restarting engine of vehicle
US6360834B1 (en) * 2000-07-14 2002-03-26 Ford Global Tech., Inc. Hybrid electric vehicle

Cited By (71)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6463900B1 (en) * 1999-08-11 2002-10-15 Transportation System & Electric Co., Ltd. Engine idling stop apparatus, system thereof and signal display apparatus used in the system
US6535142B2 (en) 1999-08-11 2003-03-18 Transportation Systems & Electric Co., Ltd. Engine idling stop signal display apparatus
US20020193206A1 (en) * 2001-06-14 2002-12-19 Toyota Jidosha Kabushiki Kaisha Oil pump control device for automatic transmission and control method of the same
US6716138B2 (en) * 2001-06-14 2004-04-06 Toyota Jidosha Kabushiki Kaisha Oil pump control device for automatic transmission and control method of the same
US20030224902A1 (en) * 2002-05-31 2003-12-04 Kahlon Gurinder Singh Isa engine start-stop strategy
US6752741B2 (en) * 2002-05-31 2004-06-22 Visteon Global Technologies, Inc. ISA engine start-stop strategy
US20190264622A1 (en) * 2004-10-05 2019-08-29 Vision Works Ip Corporation Absolute acceleration sensor for use within moving vehicles
US7146960B2 (en) 2004-11-16 2006-12-12 Ford Global Technologies, Llc Engine shut down using fluid pump to control crankshaft stopping position
US7191756B2 (en) 2004-11-16 2007-03-20 Ford Global Technologies, Llc System and method for controling crankshaft position during engine shutdown using cylinder pressure
US20060102137A1 (en) * 2004-11-16 2006-05-18 Ford Global Technologies, Llc Engine shut down using fluid pump to control crankshaft stopping position
US20060102112A1 (en) * 2004-11-16 2006-05-18 Ford Global Technologies, Llc System and method for controling crankshaft position during engine shutdown using cylinder pressure
US20100288570A1 (en) * 2009-05-18 2010-11-18 Gm Global Technology Operations, Inc. Tandem dual pumps for a hybrid propulsion system
US20120310462A1 (en) * 2010-03-31 2012-12-06 Honda Motor Co., Ltd Hybrid vehicle
US9221329B2 (en) * 2010-03-31 2015-12-29 Honda Motor Co., Ltd Hybrid vehicle
US9157347B2 (en) 2010-10-20 2015-10-13 Mack Trucks, Inc. Internal combustion engine including crankshaft that is rotated while engine is in a non-fueled mode and method of operating an engine
WO2012054025A1 (en) * 2010-10-20 2012-04-26 Mack Trucks, Inc. Internal combustion engine including crankshaft that is rotated while engine is in a non-fueled mode and method of operating an engine
US20130231817A1 (en) * 2010-11-03 2013-09-05 Audi Ag Motor vehicle having a hybrid drive and method for selecting an electric machine and/or a starter for starting a combustion engine
US9102328B2 (en) * 2010-11-03 2015-08-11 Audi Ag Motor vehicle having a hybrid drive and method for selecting an electric machine and/or a starter for starting a combustion engine
CN103429873A (en) * 2010-12-13 2013-12-04 拉里·C·威尔金斯 Crankpin including cam, connecting rod including follower, and internal combustion engine including crankpin and connecting rod
WO2012082637A1 (en) * 2010-12-13 2012-06-21 Wilkins Larry C Crankpin including cam, connecting rod including follower, and internal combustion engine including crankpin and connecting rod
CN103429873B (en) * 2010-12-13 2017-10-20 拉里·C·威尔金斯 Crankpin including cam, connecting rod including follower, and internal combustion engine including crankpin and connecting rod
US20120209463A1 (en) * 2011-02-15 2012-08-16 GM Global Technology Operations LLC Method for operating a hybrid vehicle
US9352739B2 (en) * 2011-02-15 2016-05-31 GM Global Technology Operations LLC Method for operating a hybrid vehicle
US10209090B2 (en) 2011-07-26 2019-02-19 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries
US8878487B2 (en) 2011-07-26 2014-11-04 Gogoro, Inc. Apparatus, method and article for providing to a user device information regarding availability of portable electrical energy storage devices at a portable electrical energy storage device collection, charging and distribution machine
US10573103B2 (en) 2011-07-26 2020-02-25 Gogoro Inc. Apparatus, method and article for physical security of power storage devices in vehicles
US10546438B2 (en) 2011-07-26 2020-01-28 Gogoro Inc. Apparatus, method and article for providing vehicle diagnostic data
US9176680B2 (en) 2011-07-26 2015-11-03 Gogoro Inc. Apparatus, method and article for providing vehicle diagnostic data
US9182244B2 (en) 2011-07-26 2015-11-10 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries
US10529151B2 (en) 2011-07-26 2020-01-07 Gogoro Inc. Apparatus, method and article for reserving power storage devices at reserving power storage device collection, charging and distribution machines
US8996212B2 (en) 2011-07-26 2015-03-31 Gogoro Inc. Apparatus, method and article for providing vehicle diagnostic data
US10459471B2 (en) 2011-07-26 2019-10-29 Gorogo Inc. Apparatus, method and article for collection, charging and distributing power storage devices, such as batteries
US9275505B2 (en) 2011-07-26 2016-03-01 Gogoro Inc. Apparatus, method and article for physical security of power storage devices in vehicles
US11139684B2 (en) 2011-07-26 2021-10-05 Gogoro Inc. Apparatus, method and article for a power storage device compartment
US9908506B2 (en) 2011-07-26 2018-03-06 Gogoro Inc. Apparatus, method and article for physical security of power storage devices in vehicles
US9129461B2 (en) 2011-07-26 2015-09-08 Gogoro Inc. Apparatus, method and article for collection, charging and distributing power storage devices, such as batteries
US11772493B2 (en) 2011-07-26 2023-10-03 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries
US9424697B2 (en) 2011-07-26 2016-08-23 Gogoro Inc. Apparatus, method and article for a power storage device compartment
US9437058B2 (en) 2011-07-26 2016-09-06 Gogoro Inc. Dynamically limiting vehicle operation for best effort economy
US9552682B2 (en) 2011-07-26 2017-01-24 Gogoro Inc. Apparatus, method and article for redistributing power storage devices, such as batteries, between collection, charging and distribution machines
US10345843B2 (en) 2011-07-26 2019-07-09 Gogoro Inc. Apparatus, method and article for redistributing power storage devices, such as batteries, between collection, charging and distribution machines
US10186094B2 (en) 2011-07-26 2019-01-22 Gogoro Inc. Apparatus, method and article for providing locations of power storage device collection, charging and distribution machines
US10055911B2 (en) 2011-07-26 2018-08-21 Gogoro Inc. Apparatus, method and article for authentication, security and control of power storage devices, such as batteries, based on user profiles
US9911252B2 (en) 2011-07-26 2018-03-06 Gogoro Inc. Apparatus, method and article for providing to a user device information regarding availability of portable electrical energy storage devices at a portable electrical energy storage device collection, charging and distribution machine
US9830753B2 (en) 2011-07-26 2017-11-28 Gogoro Inc. Apparatus, method and article for reserving power storage devices at reserving power storage device collection, charging and distribution machines
US9292983B2 (en) 2011-10-05 2016-03-22 Gogoro Inc. Detectible indication of an electric motor vehicle standby mode
US8825250B2 (en) * 2011-10-05 2014-09-02 Gogoro, Inc. Detectible indication of an electric motor vehicle standby mode
US20130090795A1 (en) * 2011-10-05 2013-04-11 Gogoro, Inc. Detectible indication of an electric motor vehicle standby mode
US9248806B2 (en) 2011-11-08 2016-02-02 Gogoro Inc. Apparatus, method and article for security of vehicles
US9157382B2 (en) * 2011-12-22 2015-10-13 Toyota Jidosha Kabushiki Kaisha Idling stop control device, vehicle and vehicle control method
US20140297165A1 (en) * 2011-12-22 2014-10-02 Toyota Jidosha Kabushiki Kaisha Idling stop control device, vehicle and vehicle control method
US9216687B2 (en) 2012-11-16 2015-12-22 Gogoro Inc. Apparatus, method and article for vehicle turn signals
US10681542B2 (en) 2013-03-06 2020-06-09 Gogoro Inc. Apparatus, method and article for authentication, security and control of portable charging devices and power storage devices, such as batteries
US9854438B2 (en) 2013-03-06 2017-12-26 Gogoro Inc. Apparatus, method and article for authentication, security and control of portable charging devices and power storage devices, such as batteries
US11710105B2 (en) 2013-03-12 2023-07-25 Gogoro Inc. Apparatus, method and article for changing portable electrical power storage device exchange plans
US11222485B2 (en) 2013-03-12 2022-01-11 Gogoro Inc. Apparatus, method and article for providing information regarding a vehicle via a mobile device
US11075530B2 (en) 2013-03-15 2021-07-27 Gogoro Inc. Modular system for collection and distribution of electric storage devices
US10065525B2 (en) 2013-08-06 2018-09-04 Gogoro Inc. Adjusting electric vehicle systems based on an electrical energy storage device thermal profile
US9770996B2 (en) 2013-08-06 2017-09-26 Gogoro Inc. Systems and methods for powering electric vehicles using a single or multiple power cells
US9650121B2 (en) 2013-10-02 2017-05-16 Yamaha Hatsudoki Kabushiki Kaisha Watercraft
US9124085B2 (en) 2013-11-04 2015-09-01 Gogoro Inc. Apparatus, method and article for power storage device failure safety
US9390566B2 (en) 2013-11-08 2016-07-12 Gogoro Inc. Apparatus, method and article for providing vehicle event data
US10467827B2 (en) 2013-11-08 2019-11-05 Gogoro Inc. Apparatus, method and article for providing vehicle event data
US9837842B2 (en) 2014-01-23 2017-12-05 Gogoro Inc. Systems and methods for utilizing an array of power storage devices, such as batteries
US9407024B2 (en) 2014-08-11 2016-08-02 Gogoro Inc. Multidirectional electrical connector, plug and system
USD789883S1 (en) 2014-09-04 2017-06-20 Gogoro Inc. Collection, charging and distribution device for portable electrical energy storage devices
US10421462B2 (en) 2015-06-05 2019-09-24 Gogoro Inc. Systems and methods for vehicle load detection and response
US10960890B2 (en) * 2018-09-18 2021-03-30 Subaru Corporation Idling stop control device
US11260738B2 (en) * 2019-04-24 2022-03-01 Hyundai Motor Company HSG cooling control apparatus for hybrid vehicle, HSG cooling control method thereof, and hybrid vehicle including HSG cooling control apparatus
US20230253817A1 (en) * 2020-06-22 2023-08-10 Fca Fiat Chrysler Automóveis Brasil Ltda Management method of an automotive alternator and system
US12261474B2 (en) * 2020-06-22 2025-03-25 Fca Fiat Chrysler Automóveis Brasil Ltda Management method of an automotive alternator and system

Also Published As

Publication number Publication date
KR20010087347A (en) 2001-09-15
US6453865B2 (en) 2002-09-24
EP1132245A3 (en) 2004-04-14
JP2001248469A (en) 2001-09-14
DE60110142T2 (en) 2006-03-02
JP4066589B2 (en) 2008-03-26
EP1132245A2 (en) 2001-09-12
CN1219969C (en) 2005-09-21
KR100403685B1 (en) 2003-10-30
DE60110142D1 (en) 2005-05-25
CN1312188A (en) 2001-09-12
EP1132245B1 (en) 2005-04-20

Similar Documents

Publication Publication Date Title
US6453865B2 (en) Control apparatus for idling stop of internal combustion engine and vehicle with the apparatus mounted thereon
US6463375B2 (en) Automatic start controlling apparatus of internal combustion engine and detector for detecting engagement of clutch
KR100473796B1 (en) Vehicle idling stop system
US6676565B2 (en) Apparatus and method for controlling automatic stop of internal combustion engine
US9688277B2 (en) Control system for vehicle
KR101826563B1 (en) Method and appratus for controlling mild hybrid electric vehicle
KR101776761B1 (en) Method and appratus of determining performance of battery for mild hybrid electric vehicle
EP1052400B1 (en) Automatic stop-restart system of automotive internal combustion engine
GB2435302A (en) Motor vehicle i.c. engine ancillary drive
JP2000320366A (en) Automatic engine stop/restart type vehicle
JP5765426B2 (en) Vehicle control system
JP2001263123A (en) Automatic start / stop of internal combustion engine
JP3846112B2 (en) Drive device
JP3870660B2 (en) Idling stop control device for internal combustion engine and vehicle equipped with the same
JPH0861105A (en) Control device for combined prime mover
KR102506763B1 (en) Vehicle including driving motor and control method thereof
JP2001280185A (en) Start control device for internal combustion engine and vehicle equipped with the same
US7180201B2 (en) Engine starting apparatus
WO2017149948A1 (en) Vehicle control device
JP2001304005A (en) Automatic operation stop control of internal combustion engine
JP2001248470A (en) Idling stop control device for internal combustion engine and vehicle equipped with the same
JP3690142B2 (en) Engine start control device
JP3794544B2 (en) Electromagnetic clutch engagement control device
JP2022052806A (en) Internal combustion engine control method and internal combustion engine control apparatus
JP2015169181A (en) control device

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HIROSE, KIYOO;KATO, SENJI;TAKAHASHI, JUN;AND OTHERS;REEL/FRAME:011565/0291

Effective date: 20010124

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FPAY Fee payment

Year of fee payment: 12

点击 这是indexloc提供的php浏览器服务，不要输入任何密码和下载