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WO2012002495A1 - Appareil de commande destiné à un véhicule et procédé de commande destiné à un véhicule - Google Patents

Appareil de commande destiné à un véhicule et procédé de commande destiné à un véhicule Download PDF

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Publication number
WO2012002495A1
WO2012002495A1 PCT/JP2011/065062 JP2011065062W WO2012002495A1 WO 2012002495 A1 WO2012002495 A1 WO 2012002495A1 JP 2011065062 W JP2011065062 W JP 2011065062W WO 2012002495 A1 WO2012002495 A1 WO 2012002495A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
acceleration
engine
control
gradient
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.)
Ceased
Application number
PCT/JP2011/065062
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English (en)
Japanese (ja)
Inventor
陽介 橋本
陽介 大森
雪生 森
政義 武田
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.)
Advics Co Ltd
Original Assignee
Advics Co Ltd
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 Advics Co Ltd filed Critical Advics Co Ltd
Priority to CN201180031814.6A priority Critical patent/CN103003555B/zh
Publication of WO2012002495A1 publication Critical patent/WO2012002495A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road

Definitions

  • the present invention relates to a vehicle control apparatus and a vehicle control method for performing stop control for automatically stopping a vehicle engine and restart control for automatically restarting the engine.
  • the idle stop function is a function of automatically stopping the engine while the vehicle is stopped or immediately before stopping, and automatically restarting the engine in response to a start operation by the driver.
  • the start timing for automatically stopping the vehicle engine is set based on the depression force (operation amount) of the brake pedal by the driver.
  • the internal pressure of the booster that assists the brake operation by the driver using the negative pressure of the engine is detected based on the detection signal from the booster pressure sensor.
  • An intake pressure corresponding to the throttle opening of the engine is detected based on a detection signal from an accelerator opening sensor.
  • One method for reducing the cost of a vehicle having an idle stop function is to reduce the number of sensors mounted on the vehicle.
  • An object of the present invention is to control a vehicle capable of setting a timing for automatically stopping the engine of the vehicle without using a sensor for detecting a brake operation amount by a driver or a fluid pressure in a master cylinder.
  • An apparatus and a method for controlling a vehicle are provided.
  • stop control for automatically stopping the engine (12) of the vehicle and restart for automatically restarting the engine (12).
  • a vehicle control device including a control means (55) for performing control.
  • the control device includes acceleration acquisition means (55, S13) that acquires acceleration (G) in the longitudinal direction of the vehicle based on a signal from an acceleration sensor (SE7) provided in the vehicle.
  • SE7 acceleration sensor
  • the absolute value of the longitudinal acceleration (G) acquired by the acceleration acquisition means (55, S13) corresponds to the creep torque generated in the vehicle before the vehicle stops.
  • stop control is performed.
  • the vehicle when the braking force applied to the wheels is greater than the creep torque generated by the vehicle, it is considered that the possibility of unintentional movement of the driver is low even if the creep torque disappears after the vehicle stops. Therefore, in the present invention, when the vehicle is decelerated by the driver operating the brake pedal, acceleration in the longitudinal direction of the vehicle is acquired based on a signal from the acceleration sensor.
  • the acceleration in the front-rear direction includes an acceleration component corresponding to the operation amount of the brake pedal.
  • the timing for automatically stopping the engine of the vehicle can be set without using a sensor for detecting the amount of brake operation by the driver or the fluid pressure in the master cylinder.
  • creep phenomenon is a phenomenon in a vehicle having an automatic transmission that the vehicle slowly moves forward even if the accelerator pedal is not depressed when the shift lever is in the traveling position. This phenomenon occurs because the fluid coupling provided in the automatic transmission transmits some power to the wheels even when the engine is idle. The slight amount of power transmitted to the wheels is called “creep torque”.
  • the vehicle control apparatus of the present invention includes vehicle body speed acquisition means (55, S11) for acquiring the vehicle body speed (VS) of the vehicle, and the control means (55, S15) is controlled by the vehicle body speed acquisition means (55, S11). Acquired by the acceleration acquisition means (55, S13) when the acquired vehicle body speed (VS) is equal to or less than the speed reference value (KVS) set to determine whether or not it is in the extremely low speed region. It is preferable not to determine whether to perform stop control based on the acceleration (G) in the front-rear direction.
  • the acceleration in the longitudinal direction of the vehicle obtained based on the signal from the acceleration sensor changes regardless of the fluid pressure in the master cylinder. That is, there is no correspondence between the fluid pressure in the master cylinder and the acceleration in the longitudinal direction, and the fluid pressure in the master cylinder, that is, the magnitude of the braking force applied to the wheel is estimated based on the acceleration in the longitudinal direction. It becomes difficult. Therefore, in the present invention, when the vehicle body speed is equal to or less than the speed reference value, it is determined that there is no correspondence between the fluid pressure in the master cylinder and the acceleration in the front-rear direction, and stop control is performed based on the acceleration in the front-rear direction. It is not determined whether or not.
  • the engine is stopped with the stop control. Thereafter, the possibility of unintentional movement of the vehicle by the driver can be reduced.
  • an uphill road judging means for judging whether the road surface on which the vehicle travels is an uphill road
  • the control means is an uphill road judging means.
  • it is determined by (55, S17) that the road surface is not an uphill road it is not determined whether to perform stop control based on the acceleration (G) in the front-rear direction acquired by the acceleration acquisition means (55, S13). It is preferable.
  • the creep torque acts as a force for decelerating the vehicle.
  • the creep torque acts not as a force for decelerating the vehicle but as a force repelling the deceleration of the vehicle.
  • the creep torque does not act as a force for decelerating the vehicle when the vehicle is decelerated.
  • the creep torque generated in the vehicle increases as the road surface gradient increases.
  • Force judging means for judging whether or not it is greater than the gravity equivalent force that is the force for moving the vehicle backward, and the control means (55, S17, S18, S19)
  • the determination means determines that the creep torque is greater than the gravity equivalent force
  • the absolute value of the acceleration (G) in the front-rear direction acquired by the acceleration acquisition means (55, S13) is the creep acceleration ( It is preferable to perform stop control when the absolute value of Ac) is larger.
  • the creeping force is applied during the generation of creep torque even if no braking force is applied to the wheels (that is, the rear of the vehicle). Is less likely to occur). Therefore, in the present invention, when the road surface is an uphill road and the creep torque is larger than the gravity equivalent force, the engine is automatically stopped when the absolute value of acceleration in the front-rear direction is larger than the absolute value of creep acceleration. Stop control is performed to make it happen. In this case, even if the engine is stopped by the stop control and the creep torque disappears, the vehicle is prevented from sliding down by the braking force applied to the wheels. Therefore, when the engine is stopped in response to the stop control, it is possible to reduce the possibility of unintended movement of the vehicle.
  • the change amount acquisition means (55, S27) for acquiring the acceleration change amount (Gh) as the change amount of the acceleration (G) in the front-rear direction acquired by the acceleration acquisition means (55, S13).
  • the control means (55, S15, S19, S28) acquires the change amount when the vehicle body speed (VS) acquired by the vehicle body speed acquisition means (55, S11) is equal to or less than the speed reference value (KVS). It is preferable to perform stop control when the acceleration change amount (Gh) acquired by the means (55, S27) is equal to or greater than a set change amount threshold value (KGh).
  • the acceleration change amount is acquired as the acceleration change amount in the front-rear direction.
  • change_quantity is more than a variation threshold, stop control for stopping an engine automatically is performed. In this case, even if the creep torque disappears due to the stop of the engine, since sufficient braking force is applied to the wheels, the occurrence of unintended vehicle movement is suppressed. Therefore, it is possible to reduce the possibility of unintended movement of the vehicle after the engine is stopped.
  • the control means (55, S18, S19, S20, S21, S28) includes a braking force reduction suppression means (35a, S28) provided in the vehicle when a stop control start condition is satisfied.
  • 35b, 37a, 37b, 37c, 37d) are preferably actuated to suppress a reduction in braking force on the wheels (FR, FL, RR, RL), and then the engine (12) is stopped.
  • the engine is stopped after suppressing the reduction of the braking force on the wheels. Therefore, even if the amount of brake pedal operation by the driver decreases while the engine is stopped, the possibility of unintended vehicle movement due to the decrease or disappearance of the creep torque is reduced. can do.
  • the braking force reduction suppressing means includes a wheel cylinder (32a, 32b, 32c, and the like) that applies a braking force corresponding to the fluid pressure generated inside to the wheels (FR, FL, RR, RL).
  • 32d has an adjustment valve (35a, 35b, 37a, 37b, 37c, 37d) that operates to adjust the fluid pressure in the control unit, and the control means (55, S20) It is preferable to actuate the regulating valves (35a, 35b, 37a, 37b, 37c, 37d) to suppress a decrease in fluid pressure in the wheel cylinders (32a, 32b, 32c, 32d).
  • the vehicle control device includes gradient acquisition means (55, S14) for acquiring the acceleration of the vehicle according to the road gradient as gradient acceleration (Ag), and the uphill road determination means (55, S17)
  • the gradient acceleration (Ag) acquired by the acquisition means (55, S14) is equal to or higher than a reference value (KAg1) for determining whether or not the road is an uphill road, it is determined that the road surface is an uphill road. Is preferred.
  • the vehicle control apparatus of the present invention includes a gradient acquisition unit (55, S14) that acquires a vehicle acceleration corresponding to a road surface gradient as a gradient acceleration (Ag), and the force determination unit (55, S17) acquires the gradient.
  • a gradient acceleration (Ag) acquired by the means (55, S14) is equal to or less than a reference value (KAg2) for determining whether or not the rearward movement of the vehicle can be restricted by the creep torque
  • the creep torque is It is preferable to determine that the force is greater than the gravity equivalent force.
  • a vehicle control method including step (S30).
  • the control method further includes an acceleration acquisition step (S13) for acquiring acceleration (G) in the longitudinal direction of the vehicle based on a signal from an acceleration sensor provided in the vehicle.
  • an acceleration acquisition step (S13) for acquiring acceleration (G) in the longitudinal direction of the vehicle based on a signal from an acceleration sensor provided in the vehicle.
  • the block diagram which shows an example of the vehicle carrying the control apparatus of this embodiment.
  • the block diagram which shows an example of a braking device.
  • the flowchart explaining the idle stop processing routine (first half).
  • the flowchart explaining the idle stop processing routine (second half part).
  • 6 is a timing chart for explaining changes in MC pressure, vehicle body speed, vehicle body acceleration, engine speed, and current value with respect to the linear solenoid valve when the engine is automatically stopped.
  • 6 is a timing chart for explaining changes in MC pressure, vehicle body speed, vehicle body acceleration, engine speed, and current value with respect to the linear solenoid valve when the engine is automatically stopped.
  • the traveling direction (forward direction) of the vehicle is the front (front of the vehicle).
  • the vehicle of the present embodiment has a so-called idle stop function in order to improve fuel consumption performance and emission performance.
  • the idle stop function is a function that automatically stops the engine when a predetermined stop condition is satisfied while the vehicle is traveling, and then automatically restarts the engine when the predetermined start condition is satisfied.
  • the engine is automatically stopped during deceleration or stopping by a brake operation by the driver.
  • the vehicle is a so-called front wheel drive vehicle in which the front wheels FR, FL function as drive wheels among four wheels (the right front wheel FR, the left front wheel FL, the right rear wheel RR, and the left rear wheel RL). It is.
  • a vehicle includes a driving force generation device 13 and a driving force transmission device 14.
  • the driving force generator 13 includes an engine 12 that generates a driving force corresponding to the amount of operation of the accelerator pedal 11 by the driver.
  • the driving force transmission device 14 transmits the driving force generated by the driving force generation device 13 to the front wheels FR and FL.
  • the vehicle is also provided with a braking device 16 for applying a braking force corresponding to the amount of operation of the brake pedal 15 by the driver to each wheel FR, FL, RR, RL.
  • the driving force generator 13 includes a fuel injection device (not shown) having an injector that injects fuel into the engine 12.
  • the fuel injection device is disposed in the vicinity of the intake port (not shown) of the engine 12.
  • the driving force generator 13 is driven based on control of an engine ECU 17 (also referred to as “engine electronic control device”) having a CPU, a ROM, a RAM, and the like (not shown).
  • the engine ECU 17 is electrically connected to an accelerator opening sensor SE1 for detecting an operation amount of the accelerator pedal 11 by the driver, that is, an accelerator opening.
  • the accelerator opening sensor SE ⁇ b> 1 is disposed in the vicinity of the accelerator pedal 11.
  • the engine ECU 17 calculates the accelerator opening based on the detection signal from the accelerator opening sensor SE1, and controls the driving force generator 13 based on the calculated accelerator opening.
  • the driving force transmission device 14 includes an automatic transmission 18, a differential gear 19, and an AT ECU (not shown) that controls the automatic transmission 18.
  • the differential gear 19 appropriately distributes the driving force transmitted from the output shaft of the automatic transmission 18 and transmits it to the front wheels FR and FL.
  • the automatic transmission 18 includes a fluid driving force transmission mechanism 20 having a torque converter 20a as an example of a fluid coupling, and a transmission mechanism 21.
  • a creep phenomenon occurs because the torque converter 20a is provided in the torque transmission path from the engine 12 to the driving wheels (front wheels FR, FL).
  • the creep phenomenon is a phenomenon in which the vehicle slowly moves forward without the accelerator pedal 11 being depressed when the shift lever is in the traveling position in the vehicle having the automatic transmission 18.
  • the creep phenomenon occurs because the torque converter 20a transmits some power to the front wheels FR and FL even when the engine 12 is idling. Further, the slight power transmitted to the front wheels FR and FL is referred to as “creep torque”.
  • the braking device 16 includes a hydraulic pressure generating device 28 and a brake actuator 31 (shown by a two-dot chain line in FIG. 2) having two hydraulic pressure circuits 29 and 30.
  • the hydraulic pressure generator 28 includes a master cylinder 25, a booster 26 and a reservoir 27.
  • the hydraulic circuits 29 and 30 are connected to the master cylinder 25 of the hydraulic pressure generator 28, respectively.
  • a wheel cylinder 32a for the right front wheel FR and a wheel cylinder 32d for the left rear wheel RL are connected to the first hydraulic circuit 29.
  • a wheel cylinder 32b for the left front wheel FL and a wheel cylinder 32c for the right rear wheel RR are connected to the second hydraulic circuit 30.
  • the booster 26 is connected to an intake manifold (not shown) that generates negative pressure when the engine 12 is driven.
  • the booster 26 uses the pressure difference between the negative pressure generated in the intake manifold and the atmospheric pressure to boost the operating force of the brake pedal 15 by the driver.
  • the master cylinder 25 generates a master cylinder pressure (hereinafter also referred to as “MC pressure”) as a fluid pressure in accordance with the operation of the brake pedal 15 (hereinafter also referred to as “brake operation”) by the driver.
  • MC pressure master cylinder pressure
  • brake operation the operation of the brake pedal 15
  • brake fluid as fluid is supplied from the master cylinder 25 into the wheel cylinders 32a to 32d via the hydraulic circuits 29 and 30.
  • braking force according to the wheel cylinder pressure (also referred to as “WC pressure”) in the wheel cylinders 32a to 32d is applied to the wheels FR, FL, RR, and RL.
  • the hydraulic circuits 29 and 30 are connected to the master cylinder 25 via connecting paths 33 and 34, respectively.
  • the connection paths 33 and 34 are provided with normally open linear solenoid valves (regulating valves) 35a and 35b, respectively.
  • the linear electromagnetic valves 35a and 35b include a valve seat, a valve body, an electromagnetic coil, and a biasing member (for example, a coil spring) that biases the valve body in a direction away from the valve seat. It is displaced according to the current value supplied from the brake ECU 55 to the electromagnetic coil.
  • the WC pressure in the wheel cylinders 32a to 32d is maintained at a hydraulic pressure corresponding to the current value supplied to the linear electromagnetic valves 35a and 35b.
  • the second hydraulic circuit 30 includes a left front wheel path 36b connected to the wheel cylinder 32b and a right rear wheel path 36c connected to the wheel cylinder 32c. Therefore, in the present embodiment, the connecting paths 33 and 34 and the paths 36a to 36d constitute a flow path that connects the master cylinder 25 and the wheel cylinders 32a to 32d. Further, pressure increasing valves 37a, 37b, 37c, 37d and pressure reducing valves 38a, 38b, 38c, 38d are provided in the paths 36a to 36d.
  • the pressure increasing valves 37a, 37b, 37c, and 37d are normally open electromagnetic valves that operate when restricting the increase in the WC pressure in the wheel cylinders 32a to 32d.
  • the pressure reducing valves 38a, 38b, 38c, and 38d are normally closed electromagnetic valves that operate when the WC pressure is reduced.
  • the hydraulic circuits 29 and 30 are connected to reservoirs 39 and 40 and pumps 42 and 43 that operate based on the rotation of the motor 41.
  • the reservoirs 39 and 40 temporarily store brake fluid that has flowed out of the wheel cylinders 32a to 32d via the pressure reducing valves 38a to 38d.
  • the reservoirs 39 and 40 are connected to the pumps 42 and 43 through the suction channels 44 and 45.
  • the reservoirs 39 and 40 are connected to the master cylinder 25 side of the linear electromagnetic valves 35a and 35b in the connection paths 33 and 34 via the master side flow paths 46 and 47, respectively.
  • the pumps 42 and 43 are connected to connection portions 50 and 51 between the pressure increasing valves 37a to 37d and the linear electromagnetic valves 35a and 35b in the hydraulic pressure circuits 29 and 30 through supply channels 48 and 49, respectively.
  • the pumps 42 and 43 suck the brake fluid from the reservoirs 39 and 40 and the master cylinder 25 through the suction passages 44 and 45 and the master side passages 46 and 47, and the brake fluid Into the supply channels 48 and 49.
  • brake ECU 55 also referred to as “brake electronic control device” that controls the drive of the brake actuator 31 will be described.
  • wheel speed sensors SE3, SE4, SE5, SE6 for detecting the wheel speed of each wheel FR, FL, RR, RL are provided on the input side interface of the brake ECU 55 as a control means, and An acceleration sensor (also referred to as “G sensor”) SE7 for detecting acceleration in the longitudinal direction of the vehicle is electrically connected.
  • G sensor also referred to as “G sensor”
  • the brake switch SW1 for detecting whether or not the brake pedal 15 is operated is electrically connected to the input side interface of the brake ECU 55.
  • the brake switch SW1 is arranged in the vicinity of the brake pedal 15.
  • the valves 35a, 35b, 37a to 37d, 38a to 38d, the motor 41, and the like are electrically connected to the output side interface of the brake ECU 55.
  • the acceleration sensor SE7 outputs a signal that takes a positive value when the center of gravity of the vehicle moves backward, and a signal that takes a negative value when the center of gravity of the vehicle moves forward. Is output.
  • the brake ECU 55 includes a digital computer including a CPU, ROM and RAM (not shown), a valve driver circuit (not shown) for operating the valves 35a, 35b, 37a to 37d, and 38a to 38d, and the motor 41.
  • a motor driver circuit (not shown) for operating the motor.
  • Various control processes (such as an idle stop process described later), various threshold values, and the like are stored in advance in the ROM of the digital computer.
  • the RAM also stores various types of information that can be appropriately rewritten while an ignition switch (not shown) of the vehicle is on.
  • ECUs including the engine ECU 17 and the brake ECU 55 are connected to each other via a bus 56 so that various information and various control commands can be transmitted and received.
  • information related to the accelerator opening of the accelerator pedal 11 and the like are appropriately transmitted from the engine ECU 17 to the brake ECU 55.
  • a control command for automatically stopping the engine 12 also referred to as “stop command”
  • a control command for automatically restarting the engine 12 (“restart command”). Is transmitted to the engine ECU 17.
  • the idle stop processing routine is a processing routine for setting a timing at which automatic stop of the engine 12 is permitted and a timing at which automatic restart of the engine 12 is permitted.
  • 5 and 6 are timing charts when the vehicle travels on an uphill road.
  • the brake ECU 55 executes an idle stop processing routine every predetermined period (for example, 0.01 second period) set in advance.
  • the brake ECU 55 determines whether or not the engine 12 is being driven based on information received from the engine ECU 17 (step S10). If the determination result is affirmative, the brake ECU 55 acquires the vehicle body speed VS of the vehicle because the engine 12 is being driven (step S11). Specifically, the brake ECU 55 calculates the wheel speed of each wheel FL, FR, RL, RR based on the detection signal from each wheel speed sensor SE3 to SE6, and the wheel of each wheel FL, FR, RL, RR. The wheel acceleration is obtained by differentiating at least one wheel speed among the speeds with respect to time. Then, the brake ECU 55 adds the wheel acceleration to the vehicle body speed acquired at the previous timing, and sets the integration result as the vehicle body speed VS. Therefore, in the present embodiment, the brake ECU 55 also functions as a vehicle body speed acquisition unit.
  • the brake ECU 55 obtains the vehicle body speed differential value DVS by differentiating the vehicle body speed VS acquired in step S11 with respect to time (step S12).
  • the wheel acceleration acquired during the processing in step S11 may be used as the vehicle body speed differential value DVS.
  • the brake ECU 55 acquires acceleration (hereinafter simply referred to as “vehicle body acceleration”) G in the longitudinal direction of the vehicle based on the detection signal from the acceleration sensor SE7 (step S13). Therefore, in this embodiment, the brake ECU 55 also functions as an acceleration acquisition unit.
  • Step S13 corresponds to an acceleration acquisition step.
  • the brake ECU 55 subtracts the vehicle body speed differential value DVS acquired in step S12 from the vehicle body acceleration G calculated in step S13, and sets the subtraction result as the gradient acceleration Ag (step S14).
  • a difference corresponding to the road surface gradient occurs between the vehicle body acceleration G and the vehicle body speed differential value DVS. That is, when the vehicle stops on a slope, the vehicle body speed differential value DVS is “0 (zero)”.
  • the brake ECU 55 also functions as a gradient acquisition unit.
  • the brake ECU 55 determines whether or not the vehicle body speed VS acquired in step S11 exceeds a preset extremely low speed reference value KVS (step S15).
  • the vehicle body speed VS is less than or equal to the extremely low speed reference value KVS, the error components of the detection signals from the wheel speed sensors SE3 to SE6 increase, and the accuracy of the wheel speed and the vehicle body speed VS calculated based on the detection signals deteriorates rapidly. To do.
  • the value of the vehicle body acceleration G varies regardless of the MC pressure Pmc in the master cylinder 25 (see FIG. 5). Specifically, the vehicle body acceleration G approaches the gradient acceleration Ag. Therefore, the extremely low speed reference value KVS is set in advance as a reference value for determining whether or not the vehicle body speed VS is not within the extremely low speed region.
  • step S15 determines whether or not the vehicle body speed differential value DVS calculated in step S12 is less than “0 (zero)”. (Step S16). If this determination result is a negative determination (DVS ⁇ 0 (zero)), the brake ECU 55 determines that the vehicle is not decelerating and ends the idle stop processing routine once.
  • step S16 determines that the vehicle is decelerating, and the gradient acceleration Ag calculated in step S14 is the first reference value. It is determined whether or not it is equal to or larger than KAg1 and equal to or smaller than a second reference value KAg2 set to a value larger than the first reference value KAg1 (step S17).
  • the first reference value KAg1 is a reference value (> 0 (zero)) for determining whether or not the road surface on which the vehicle travels is an uphill road.
  • the first reference value KAg1 is set in advance by experiment, simulation, or the like.
  • the second reference value KAg2 is set based on the following idea.
  • the vehicle located on the uphill road is given a creep torque generated by the vehicle and a component (hereinafter also referred to as “gravity equivalent force”) that acts in the direction along the road surface among the gravity applied to the vehicle body.
  • Creep torque is a driving force for moving the vehicle forward.
  • the gravity equivalent force is a force for moving the vehicle rearward, that is, a force for sliding down, and is a force corresponding to a gradient resistance.
  • the magnitude of the creep torque is larger than the magnitude of the gravity equivalent force, the vehicle does not fall down even if the braking force is not applied to the wheels FR, FL, RR, RL.
  • the second reference value KAg2 is set to a value corresponding to the gravity equivalent force that balances the creep torque.
  • the second reference value KAg2 is a predetermined gain value (eg, “0.9”) with respect to a value obtained by dividing the equivalent gravity force that balances the creep torque by the weight of the vehicle, that is, an acceleration equivalent to the equivalent gravity force. Multiplyed value.
  • step S17 it is determined whether or not the road surface on which the vehicle travels is an uphill road, and whether or not the road surface gradient is such that the vehicle can be prevented from sliding down only with creep torque. Is done. Therefore, in this embodiment, the brake ECU 55 also functions as an uphill road determination unit and a force determination unit.
  • step S17 When the determination result in step S17 is negative (Ag ⁇ KAg1 or KAg2 ⁇ Ag), the brake ECU 55 does not prevent the vehicle from sliding down if the road surface is not an uphill road or the road surface gradient is only creep torque. Judged to be a steep slope. Then, the brake ECU 55 proceeds to step S22, which will be described later.
  • step S17 when the determination result of step S17 is affirmative (KAg1 ⁇ Ag ⁇ KAg2), the brake ECU 55 is capable of suppressing the vehicle from sliding down when the road surface is an uphill road and the road surface gradient is only creep torque. It is determined that the slope is.
  • the brake ECU 55 determines whether or not the absolute value of the vehicle body acceleration G calculated in step S13 is larger than the absolute value of the creep acceleration Ac that is an acceleration component corresponding to the creep torque (step S18).
  • the creep acceleration Ac is a value obtained by dividing the creep torque by the weight of the vehicle. If the determination result in step S18 is negative (the absolute value of G ⁇ the absolute value of Ac), the brake ECU 55 determines the creep torque at the current braking force applied to the wheels FR, FL, RR, RL. When the vehicle disappears, it is determined that there is a possibility that unintended vehicle movement, i.e., sliding down, may occur. Then, the brake ECU 55 ends the idle stop processing routine without permitting automatic stop of the engine 12.
  • the determination result in step S13 is negative regardless of the comparison result between the vehicle body acceleration G and the creep acceleration Ac or without performing a comparison. .
  • the engine ECU 17 When the engine ECU 17 receives a stop command from the brake ECU 55, the engine ECU 17 stops driving the engine 12 and transmits a signal indicating that the stop process is completed to the brake ECU 55.
  • the brake ECU 55 that has received the signal from the engine ECU 17 determines that the stop of the engine 12 has been completed.
  • the MC pressure Pmc in the master cylinder 25 is substantially “0 (zero) MPa” because the driver does not perform the brake operation before the first timing t11. is there.
  • the brake operation is started by the driver at the first timing t11, the braking force for the wheels FR, FL, RR, RL is increased as the MC pressure Pmc is increased.
  • the vehicle body speed VS is gradually decelerated, and the vehicle body acceleration G calculated based on the detection signal from the acceleration sensor SE7 becomes a negative value.
  • stop control is performed (second timing t12). That is, the automatic stop of the engine 12 is permitted at the second timing t12. Then, current is supplied to the linear solenoid valves 35a and 35b, and the braking force for the wheels FR, FL, RR, and RL is maintained. Thus, after the braking force for the wheels FR, FL, RR, and RL is maintained, the engine 12 is stopped (third timing t13). After that, when the vehicle stops, a sufficiently large braking force is applied to the wheels FR, FL, RR, and RL so that the vehicle does not slide down. That is, no sliding occurs (fourth timing t14).
  • step S22 the brake ECU 55 determines whether the vehicle body acceleration G calculated in step S13 exceeds the current acceleration upper limit Gmax. If the determination result is affirmative (G> Gmax), the brake ECU 55 sets the current vehicle body acceleration G to the acceleration upper limit value Gmax (step S23). The acceleration upper limit Gmax is reset to “0 (zero)” when the brake switch SW1 is turned off. Subsequently, the brake ECU 55 sets the current vehicle body acceleration G to the acceleration lower limit value Gmin (step S24), and the process proceeds to step S27 described later.
  • step S22 determines whether the vehicle body acceleration G calculated in step S13 is less than the current acceleration lower limit Gmin (step). S25). If this determination result is a negative determination (G ⁇ Gmin), the brake ECU 55 proceeds to step S27 described later. On the other hand, if the determination result in step S25 is affirmative (G ⁇ Gmin), the brake ECU 55 sets the current vehicle body acceleration G to the acceleration lower limit Gmin (step S26), and the process proceeds to the next step S27. .
  • KGh preset change amount reference value
  • the acceleration change amount Gh is acquired as the change amount of the vehicle body acceleration G due to the swinging back, and whether or not the vehicle has stopped based on the acceleration change amount Gh. Is determined. That is, the change amount reference value KGh is set in advance as a reference value for determining whether or not the vehicle has stopped based on the acceleration change amount Gh.
  • step S28 determines that the vehicle has not yet stopped or that the vehicle has not been detected, and the idle stop processing routine is executed. Exit once. On the other hand, if the determination result of step S28 is affirmative (Gh ⁇ KGh), the brake ECU 55 proceeds to step S19 described above. That is, the automatic stop of the engine 12 is permitted.
  • the brake ECU 55 determines that the vehicle has stopped, and as a result, stop control is performed (third timing t23). Then, current is supplied to the linear solenoid valves 35a and 35b, and the braking force for the wheels FR, FL, RR, and RL is maintained. Then, after the braking force for the wheels FR, FL, RR, RL is maintained, the engine 12 is stopped (fourth timing t24).
  • step S29 determines that the driver is willing to start the vehicle because the operation of the brake pedal 15 by the driver has been eliminated. . Then, the brake ECU 55 performs restart control that permits restart of the engine 12 (step S30), and transmits a restart command to the engine ECU 17 (step S31). Subsequently, the brake ECU 55 performs a braking force elimination process (step S32). Specifically, the brake ECU 55 adjusts the current value I for the linear electromagnetic valves 35a and 35b to gradually decrease, and sets the current value I to “0 (zero)” after the restart of the engine 12 is completed. To do. Thereafter, the brake ECU 55 once ends the idle stop processing routine.
  • the engine ECU 17 that has received the restart command restarts the engine 12 and transmits a message to that effect to the brake ECU 55 when the restart process is completed.
  • the brake ECU 55 receives a signal from the engine ECU 17, the brake ECU 55 determines that the restart of the engine 12 is completed.
  • the vehicle body acceleration G is acquired based on the detection signal from the acceleration sensor SE7.
  • the vehicle body acceleration G includes an acceleration component corresponding to the amount of operation of the brake pedal 15 by the driver.
  • the timing for automatically stopping the engine 12 of the vehicle can be set without using a brake operation amount by the driver or a sensor for detecting the MC pressure Pmc in the master cylinder 25.
  • the creep torque acts as a force for decelerating the vehicle.
  • the creep torque acts as a force for accelerating the vehicle.
  • the creep torque does not act as a force for decelerating the vehicle when the vehicle is decelerated. Therefore, when the road surface on which the vehicle travels is not an uphill road, even if the engine 12 is stopped based on the relationship between the braking force against the wheels FR, FL, RR, and RL and the creep torque, the vehicle is not intended to move by the driver. It cannot always be suppressed.
  • stop control for permitting automatic stop of the engine 12 is performed. Even when the engine 12 is stopped and the creep torque disappears in response to this stop control, the vehicle is prevented from sliding down by the braking force applied to the wheels FR, FL, RR, and RL. Therefore, when the engine 12 is stopped in response to the stop control, it is possible to reduce the possibility of unintended movement of the vehicle.
  • the acceleration change amount Gh is acquired when the engine 12 is driven when the vehicle body speed VS is equal to or less than the extremely low speed reference value KVS. If the acquired acceleration change amount Gh is equal to or greater than the change amount threshold value KGh, it is determined that sufficient braking force is applied to the wheels FR, FL, RR, RL, and the engine 12 is automatically stopped. Therefore, it is possible to reduce the possibility of unintended movement of the vehicle after the engine 12 is stopped.
  • the linear electromagnetic valves 35a and 35b serving as adjusting valves for reducing the braking force on the wheels FR, FL, RR, and RL include the MC pressure Pmc in the master cylinder 25 and the wheel cylinders 32a to 32c.
  • This is a differential pressure control valve that adjusts the differential pressure with the WC pressure in 32d. Therefore, the braking force for the wheels FR, FL, RR, RL can be easily adjusted by adjusting the magnitude of the current value I for the linear electromagnetic valves 35a, 35b.
  • linear solenoid valves 35a and 35b are generally provided in a brake actuator such as a vehicle stability control device or an anti-lock brake control. Therefore, it is possible to suppress the occurrence of unintended movement of the vehicle during restart of the engine 12 without providing new components in the brake actuator.
  • the embodiment may be changed to another embodiment as described below.
  • the determination process in step S18 may be performed when the road surface on which the vehicle travels is a horizontal road surface.
  • the current value I for the linear electromagnetic valves 35a and 35b may be set to a magnitude according to the road surface gradient. In this case, a decrease in braking force with respect to the wheels FR, FL, RR, RL is suppressed. Further, the magnitude of the braking force applied to the wheels FR, FL, RR, and RL can be adjusted by changing the operation amount of the brake pedal 15 by the driver after the engine 12 is stopped.
  • the pressure increasing valves 37a to 37d may be operated as braking force lowering suppression means instead of the linear electromagnetic valves 35a and 35b.
  • a braking force holding process using the electric parking brake device may be performed. Even when the electric parking brake device is operated as a braking force reduction suppression means to suppress a reduction in the braking force on the wheel, a reduction in the braking force on the wheel when the brake operation by the driver is canceled can be suppressed.
  • the braking force holding control may not be performed. In this case, even if the engine 12 is stopped by the stop control and the creep torque disappears, the braking force is applied to the wheels FR, FL, RR, and RL by the brake operation by the driver. Therefore, the movement of the vehicle that is not intended by the driver is suppressed.
  • the determination process in step S17 may be changed to a process that only determines whether or not the gradient acceleration Ag is equal to or greater than the first reference value KAg1. In this case, even if the gradient acceleration Ag is equal to or greater than the second reference value KAg2, the engine 12 may be automatically stopped.
  • the pumps 42, 43 and the linear electromagnetic valves 35a, 35b may be operated to increase the braking force on the wheels FR, FL, RR, RL. .
  • the determination process in step S17 may be changed to a process that only determines whether the gradient acceleration Ag is equal to or less than the second reference value KAg2. In this case, even if the gradient acceleration Ag is equal to or less than the first reference value KAg1, the engine 12 may be automatically stopped. If the vehicle does not stop even when the engine 12 is stopped, the braking force for the wheels FR, FL, RR, RL may be increased by operating the pumps 42, 43 and the linear electromagnetic valves 35a, 35b.
  • each processing in steps S22 to S28 may be omitted.
  • the engine 12 is not automatically stopped even if the vehicle stops.
  • the vehicle body speed VS may be acquired from a navigation device mounted on the vehicle.
  • the engine ECU 17 may execute an idle stop processing routine.
  • various types of information such as vehicle body speed VS and vehicle body acceleration G
  • acquired by the brake ECU 55 may be transmitted to the engine ECU 17.
  • the idle stop processing routine may be executed by an idle stop ECU that performs dedicated control related to the idle stop function.
  • step S19 a control command for releasing a clutch (not shown) of the transmission mechanism 21 of the automatic transmission 18 may be transmitted to the AT ECU.
  • a control command for causing the clutch released in step S19 to be in an engaged state may be transmitted to the AT ECU.
  • the fluid supplied from the master cylinder 25 into the wheel cylinders 32a to 32d is not limited to a liquid but may be a gas such as nitrogen.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un appareil de commande destiné à un véhicule et un procédé de commande destiné à un véhicule, un ECU pour le freinage calculant l'accélération du véhicule (G) sur base d'un signal détecté par un capteur d'accélération installé dans un véhicule. L'ECU pour le freinage exécute une commande d'arrêt ; lorsque la valeur absolue de l'accélération du véhicule (G) calculée avant l'arrêt du véhicule est plus grande que la valeur absolue de l'accélération de glissement (Ac) définie comme étant l'accélération correspondant à un couple de glissement généré dans le véhicule, un moteur est autorisé à s'arrêter (deuxième synchronisation (t12)).
PCT/JP2011/065062 2010-07-02 2011-06-30 Appareil de commande destiné à un véhicule et procédé de commande destiné à un véhicule Ceased WO2012002495A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201180031814.6A CN103003555B (zh) 2010-07-02 2011-06-30 车辆控制装置和车辆控制方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-151883 2010-07-02
JP2010151883A JP5787050B2 (ja) 2010-07-02 2010-07-02 車両の制御装置

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WO2012002495A1 true WO2012002495A1 (fr) 2012-01-05

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PCT/JP2011/065062 Ceased WO2012002495A1 (fr) 2010-07-02 2011-06-30 Appareil de commande destiné à un véhicule et procédé de commande destiné à un véhicule

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JP (1) JP5787050B2 (fr)
CN (1) CN103003555B (fr)
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CN103707864A (zh) * 2012-10-09 2014-04-09 日信工业株式会社 车辆用制动器液压控制装置

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CN105073523B (zh) * 2013-03-29 2017-07-21 日本奥托立夫日信制动器系统株式会社 车辆制动液压控制设备
WO2015149227A1 (fr) * 2014-03-31 2015-10-08 Cummins, Inc. Système et procédé pour une commande d'accélération basée sur une charge
JP6344442B2 (ja) * 2016-09-08 2018-06-20 マツダ株式会社 車両の制御装置
CN109098867A (zh) * 2018-09-06 2018-12-28 奇瑞汽车股份有限公司 发动机怠速停机控制系统及其控制方法
JP7275541B2 (ja) * 2018-11-20 2023-05-18 スズキ株式会社 車両の制御装置

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CN103707864B (zh) * 2012-10-09 2017-04-12 日本奥托立夫日信制动器系统株式会社 车辆用制动器液压控制装置

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CN103003555B (zh) 2015-11-25
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CN103003555A (zh) 2013-03-27

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