WO2012002469A1 - Dispositif de commande de véhicule et procédé de commande de véhicule - Google Patents

Dispositif de commande de véhicule et procédé de commande de véhicule Download PDF

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Publication number
WO2012002469A1
WO2012002469A1 PCT/JP2011/064984 JP2011064984W WO2012002469A1 WO 2012002469 A1 WO2012002469 A1 WO 2012002469A1 JP 2011064984 W JP2011064984 W JP 2011064984W WO 2012002469 A1 WO2012002469 A1 WO 2012002469A1
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WIPO (PCT)
Prior art keywords
vehicle
acceleration
engine
fluid pressure
equivalent value
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Application number
PCT/JP2011/064984
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English (en)
Japanese (ja)
Inventor
陽介 橋本
陽介 大森
雪生 森
政義 武田
Original Assignee
株式会社 アドヴィックス
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Application filed by 株式会社 アドヴィックス filed Critical 株式会社 アドヴィックス
Priority to CN201180031090.5A priority Critical patent/CN102959213B/zh
Publication of WO2012002469A1 publication Critical patent/WO2012002469A1/fr

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    • 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
    • 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.
  • a master cylinder (25) that generates fluid pressure in accordance with a brake operation by a driver and a master cylinder (25) communicated with each other via a flow path.
  • a vehicle control device provided with wheel cylinders (32a, 32b, 32c, 32d) for applying braking force according to fluid pressure in the master cylinder to the wheels (FR, FL, RR, RL).
  • the control device includes acceleration acquisition means (55, S10) for acquiring acceleration (G) in the longitudinal direction of the vehicle based on a signal output from an acceleration sensor (SE7) provided in the vehicle, and in the acquired longitudinal direction.
  • Fluid pressure equivalent value acquisition means (55, S13) for acquiring a fluid pressure equivalent value (Amc) corresponding to the fluid pressure in the master cylinder (25) based on the acceleration (G), and a road surface gradient corresponding to the road surface gradient
  • the gradient acquisition means (55, S14) for acquiring the equivalent value (Ag), the stop control for automatically stopping the engine (12) of the vehicle, and the restart for automatically restarting the engine (12).
  • Control means (55) for performing start-up control.
  • the control means (55, S30, S31) is a road surface slope equivalent value in which the fluid pressure equivalent value (Amc) acquired by the fluid pressure equivalent value acquisition means (55, S13) is acquired by the slope acquisition means (55, S14). When larger than (Ag), stop control is performed.
  • the fluid pressure in the master cylinder is a pressure corresponding to the amount of operation of the brake pedal by the driver, that is, a pressure corresponding to the braking force applied to the wheels of the vehicle.
  • the acceleration in the front-back direction of the vehicle acquired based on an acceleration sensor fluctuates according to the change of the operation amount of the brake pedal by a driver. That is, the fluid pressure in the master cylinder (that is, the braking force applied to the wheels) and the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor are in a corresponding relationship. Therefore, in the present invention, a fluid pressure equivalent value corresponding to the fluid pressure in the master cylinder is acquired based on the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor.
  • 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 fluid pressure equivalent value acquisition means (55, S13) includes the longitudinal acceleration (G) acquired by the acceleration acquisition means (55, S10) and the creep torque generated by the vehicle. It is preferable to obtain the fluid pressure equivalent value (Amc) based on the creep equivalent value (Ac) corresponding to the above and the running resistance equivalent value (Ar) corresponding to the running resistance applied to the vehicle.
  • the vehicle that decelerates is given a braking force applied to the wheels, a creep torque generated by the vehicle, and a force corresponding to the running resistance.
  • the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor is an acceleration corresponding to the resultant force of the braking force, the creep torque, and the driving resistance. Therefore, in the present invention, the fluid pressure equivalent value is the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor, the creep equivalent value equivalent to the creep torque, and the running resistance equivalent value equivalent to the running resistance applied to the vehicle. Obtained based on Therefore, the correspondence between the fluid pressure in the master cylinder and the fluid pressure equivalent value is better than when the fluid pressure equivalent value is obtained without considering the creep equivalent value and the running resistance equivalent value. It can be. Therefore, when the engine is automatically stopped based on the fluid pressure equivalent value acquired in this way, it is possible to further reduce the possibility that the vehicle located on the uphill road will slip down.
  • control means is a fluid pressure equivalent value (55, S13) acquired by the fluid pressure equivalent value acquisition means (55, S13) while the engine (12) is stopped. If it is determined that the fluid pressure in the master cylinder (25) is decreasing based on Amc), it is preferable to perform restart control.
  • the vehicle control device includes vehicle body speed acquisition means (55, S11) for acquiring the vehicle body speed (VS) of the vehicle, and the control means (55, S40, S41, S42, S43) is an engine (12).
  • the vehicle body speed (VS) acquired by the vehicle body speed acquisition means (55, S11) during the stop of the vehicle exceeds the speed reference value (KVS) set to determine whether or not it is a very low speed region
  • KVS speed reference value
  • Amc fluid pressure equivalent value acquired by the fluid pressure equivalent value acquisition means (55, S13)
  • restart control is performed when it is determined that the fluid pressure in the master cylinder (25) is decreasing.
  • the fluid pressure equivalent value acquisition means (55, S11) while the engine (12) is stopped is equal to or lower than the speed reference value (KVS)
  • the fluid pressure equivalent value acquisition means (55 It is preferred not to determine whether to perform a restart control on the basis of the acquired fluid pressure equivalent value (Amc) by S13).
  • 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. Therefore, 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. Difficult to do. Therefore, in the present invention, when the vehicle body speed is equal to or higher than the speed reference value, it is determined that there is a correspondence between the fluid pressure in the master cylinder and the acceleration in the front-rear direction, and restart control is performed based on the fluid pressure equivalent value. It is determined whether or not.
  • control means (55, S44, S45, S46) is configured such that when the engine (12) is stopped in response to the stop control, the braking force provided to the vehicle from when the vehicle is running. It is preferable to start the lowering suppression control that operates the lowering suppression means (35a, 35b, 37a, 37b, 37c, 37d) and suppresses the reduction of the braking force on the wheels (FR, FL, RR, RL).
  • the braking force decrease suppressing means is disposed in a flow path that connects the master cylinder (25) and the wheel cylinders (32a, 32b, 32c, 32d) and the wheel cylinders (32a, 32b, 32c, 32d) has adjustment valves (35a, 35b, 37a, 37b, 37c, 37d) that operate to adjust the fluid pressure in the fluid, and the control means (55, S44, S45, S46) triggers stop control.
  • the control means 55, S44, S45, S46
  • the reduction suppression control by controlling the supply of electric power to the regulating valve, it is possible to easily suppress a decrease in fluid pressure in the wheel cylinder, that is, a decrease in braking force on the wheel.
  • the fluid pressure equivalent value acquisition means (55) is the acceleration (G) in the front-rear direction acquired by the acceleration acquisition means (55, S10) before the brake operation by the driver is started. It is preferable to obtain a fluid pressure equivalent value (Amc) based on the amount of change in acceleration with reference to.
  • a vehicle control method including step (S43).
  • the control method includes an acceleration acquisition step (S10) for acquiring acceleration (G) in the longitudinal direction of the vehicle based on a signal from an acceleration sensor (SE7) provided in the vehicle, and the acquired acceleration (G) in the longitudinal direction.
  • a braking force equivalent value acquisition step (S13) for acquiring a braking force equivalent value (Amc) corresponding to the braking force applied to the vehicle, and a road surface gradient equivalent value (Ag) corresponding to the gradient of the road surface on which the vehicle is located.
  • Acceleration in the front-rear direction of the vehicle acquired based on the acceleration sensor fluctuates in accordance with the fluctuation of the braking force applied to the vehicle based on the operation of the brake pedal by the driver. That is, the braking force and the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor have a correspondence relationship with each other. Therefore, in the present invention, the braking force equivalent value corresponding to the braking force is acquired based on the acceleration in the longitudinal direction of the vehicle acquired based on the acceleration sensor.
  • the acquired braking force equivalent value is larger than the road surface slope equivalent value corresponding to the road surface slope, even if the engine is stopped when the vehicle travels on the uphill road, the driver's unintended rearward of the vehicle Is less likely to occur.
  • stop control for stopping the engine is performed at a timing when it is determined that the vehicle located on the uphill road does not slide down. Therefore, 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.
  • 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 an idle stop process routine The flowchart explaining an engine stop process routine.
  • the flowchart explaining an engine restart process routine The action figure which shows the relationship of the force added to a vehicle.
  • the timing chart explaining the change of the electric current value with respect to MC pressure, vehicle body acceleration, engine rotation speed, vehicle body speed, and a linear solenoid valve at the time of stopping and restarting an engine automatically.
  • 6 is a timing chart for explaining changes in MC pressure, vehicle body acceleration, engine speed, vehicle body speed, and current value with respect to the linear solenoid valve when the engine is automatically restarted.
  • the traveling direction (forward movement direction) of the vehicle is defined as the front (vehicle forward).
  • 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 solenoid 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.
  • the valve body is displaced according to a current value supplied to the electromagnetic coil from a brake ECU 55 described later.
  • 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.
  • the flow paths that connect the master cylinder 25 and the wheel cylinders 32a to 32d are configured by the connection paths 33 and 34 and the paths 36a to 36d.
  • 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 with respect to the linear electromagnetic valves 35a and 35b in the connection paths 33 and 34 via the master side flow paths 46 and 47.
  • 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 side through the suction flow paths 44 and 45 and the master side flow paths 46 and 47, and The liquid is discharged 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 becomes a positive value when the center of gravity of the vehicle moves backward, while a signal that becomes a negative value when the center of gravity of the vehicle moves forward. .
  • 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.
  • 7 and 8 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 acquires acceleration in the longitudinal direction of the vehicle (hereinafter simply referred to as “vehicle acceleration”) G based on the detection signal from the acceleration sensor SE7 (step S10). Therefore, in this embodiment, the brake ECU 55 also functions as an acceleration acquisition unit.
  • Step S10 corresponds to an acceleration acquisition step.
  • the brake ECU 55 acquires the vehicle body speed VS of the vehicle (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 a vehicle body speed differential value DVS by differentiating the vehicle body speed VS acquired in step S11 with respect to time (step S12).
  • the brake ECU 55 may use the wheel acceleration acquired during the processing in step S11 as the vehicle body speed differential value DVS.
  • the brake ECU 55 calculates MC pressure acceleration (fluid pressure equivalent value, braking force equivalent value) Amc, which is an acceleration component corresponding to the MC pressure Pmc in the master cylinder 25 (step S13).
  • MC pressure acceleration fluid pressure equivalent value, braking force equivalent value
  • Amc an acceleration component corresponding to the MC pressure Pmc in the master cylinder 25
  • FIG. 6 when a vehicle in which the accelerator pedal 11 is not operated travels, the vehicle includes creep torque transmitted to the drive wheels (front wheels FR, FL) and gravity applied to the vehicle body. A component (hereinafter also referred to as “gravity equivalent force”) acting in a direction along the road surface is applied. Further, the vehicle is given a braking force applied to the wheels FR, FL, RR, RL and a force based on a running resistance applied to the vehicle.
  • the “gravity equivalent force” is substantially “0 (zero)” when the road surface on which the vehicle is located is a horizontal road, whereas the higher the slope is, the steeper the slope is when the road surface is a slope. It becomes. Therefore, it can be said that the gravity equivalent force is a force having a correspondence relationship with the gradient of the road surface.
  • “running resistance” means a resistance component generated by friction between the vehicle body surface of the vehicle and air, and a friction resistance of a bearing portion (not shown) when the wheels FR, FL, RR, RL roll. And a rolling resistance component including a resistance generated by energy loss between the road surface and the tire.
  • creep torque is a propulsive force for moving the vehicle forward
  • gravity equivalent force, braking force, and running resistance are forces for restricting forward movement of the vehicle. Acts as However, when the vehicle stops with the engine 12 stopped, creep torque and travel resistance are not applied to the vehicle. At this time, the gravity equivalent force acts as a force for moving the vehicle rearward, that is, a sliding down, while the braking force acts as a force for suppressing the sliding down of the vehicle. Therefore, when the gravity equivalent force is larger than the braking force, the vehicle slides down.
  • a value corresponding to the braking force or the braking force that is, a value corresponding to the braking force or a value corresponding to the gravity equivalent force or the gravity equivalent force, Need to get.
  • the vehicle body acceleration G calculated based on the detection signal from the acceleration sensor SE7 fluctuates with fluctuations in MC pressure in the master cylinder 25, that is, fluctuations in braking force with respect to the wheels FR, FL, RR, and RL. Therefore, in the present embodiment, it is noted that there is a correspondence relationship between the MC pressure (that is, braking force) and the vehicle body acceleration G, and the MC pressure acceleration Amc is acquired as a value corresponding to the MC pressure Pmc based on the vehicle body acceleration G.
  • the vehicle body speed differential value DVS acquired in step S12 is a value in consideration of braking force, creep torque, running resistance, and gravity equivalent force. Therefore, the vehicle body speed differential value DVS becomes a negative value when the vehicle decelerates and becomes “0 (zero)” when the vehicle stops.
  • the vehicle body acceleration G is a value that does not consider gravity equivalent force. Therefore, the vehicle body acceleration G is not “0 (zero)” but a positive value when the vehicle stops on an uphill road. Therefore, MC pressure acceleration Amc is calculated by removing creep acceleration Ac, which is an acceleration component corresponding to creep torque, and running resistance acceleration Ar, which is an acceleration component corresponding to running resistance, from vehicle body acceleration G.
  • the creep acceleration Ac is a value obtained by dividing the creep torque by the weight of the vehicle, and is larger when the air conditioner is used than when it is not used.
  • the running resistance acceleration Ar is a value that can be uniquely set as long as the running resistance can be acquired.
  • 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 S10, and sets the subtraction result as a gradient acceleration (road surface gradient equivalent value) Ag (step S14).
  • a gradient acceleration road surface gradient equivalent value
  • Ag gradient acceleration (road surface gradient equivalent value) Ag
  • the brake ECU 55 also functions as a gradient acquisition unit.
  • Step S14 corresponds to a gradient acquisition step.
  • the brake ECU 55 determines whether or not the engine 12 is being driven based on the information received from the engine ECU 17 (step S15).
  • step S16 If the determination result is affirmative, the brake ECU 55 performs the engine stop process described in detail in FIG. 4 because the engine 12 is being driven (step S16).
  • the engine stop process is a process for performing stop control for permitting automatic stop of the engine 12 when a predetermined stop condition is satisfied. Thereafter, the brake ECU 55 once ends the idle stop processing routine.
  • step S17 the brake ECU 55 performs the engine restart process described in detail in FIG. 5 because the engine 12 is stopped (step S17).
  • the engine restart process is a process for performing a restart process that permits automatic restart of the engine 12 when a predetermined restart condition is satisfied. Thereafter, the brake ECU 55 once ends the idle stop processing routine.
  • step S16 the engine stop processing routine in step S16 will be described based on the flowchart shown in FIG.
  • the brake ECU 55 determines whether or not the absolute value of the MC pressure acceleration Amc calculated in step S13 exceeds the absolute value of the gradient acceleration Ag calculated in step S14 (step S30).
  • the MC pressure acceleration Amc is a value corresponding to the braking force applied to the wheels FR, FL, RR, RL in order to stop the vehicle.
  • the gradient acceleration Ag is a value corresponding to the gravity equivalent force (see FIG. 6) applied to the vehicle. That is, as the value of the gradient acceleration Ag is larger, it means that the gradient of the road surface is steeper, and the force that causes the vehicle to slide backward is larger.
  • the case where the absolute value of the MC pressure acceleration Amc exceeds the absolute value of the gradient acceleration Ag is a state where even the creep torque is not transmitted to the wheels FR, FL, RR, RL, that is, even when the engine 12 is stopped. In this state, the braking force applied to FR, FL, RR, and RL is greater than the gravity equivalent force. Therefore, even if the engine 12 is stopped in this state, the possibility that the vehicle located on the uphill road moves backward, that is, slides down is extremely low.
  • step S30 If the determination result in step S30 is negative (Amc absolute value ⁇ Ag absolute value), the brake ECU 55 causes the vehicle to move unintentionally when the engine 12 is stopped in this state. Then, the engine stop processing routine is terminated. That is, the stop control that permits the automatic stop of the engine 12 is not performed.
  • step S30 corresponds to a stop step.
  • step S31 corresponds to a stop step.
  • the brake ECU 55 transmits a stop command to the engine ECU 17.
  • the engine ECU 17 stops the drive of the engine 12 and transmits a signal indicating that the stop process has been 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 (indicated by the alternate long and short dash line in FIG. 7) at the first timing t ⁇ b> 11 when the brake operation by the driver is not performed. “0 (zero) MPa”.
  • the vehicle body speed VS of the vehicle gradually decreases even if no braking force is applied to the wheels FR, FL, RR, and RL.
  • the MC pressure Pmc in the master cylinder 25 increases as the amount of operation of the brake pedal 15 by the driver increases.
  • the vehicle body acceleration G of the vehicle gradually decreases from the second timing when the brake switch SW1 is turned on. Then, the absolute value of the MC pressure acceleration Amc gradually increases.
  • the estimated MC pressure value Pmcs (shown by a solid line in FIG. 7) is calculated based on the MC pressure acceleration Amc, the estimated MC pressure value Pmcs is substantially the same as the MC pressure Pmc in the master cylinder 25. Become.
  • the absolute value of the MC pressure acceleration Amc exceeds the absolute value of the gradient acceleration Ag, and the braking force for the wheels FR, FL, RR, RL becomes larger than the gravity equivalent force.
  • stop control is started.
  • the rotational speed of the engine 12 decreases rapidly, and the creep torque decreases with the decrease in the rotational speed of the engine 12 from the fourth timing t14.
  • the creep torque completely disappears. Note that, during the period from the fourth timing t14 to the fifth timing t15, the creep acceleration Ac decreases as the creep torque decreases.
  • step S17 the engine restart processing routine in step S17 will be described based on the flowchart shown in FIG.
  • the brake ECU 55 determines whether or not the vehicle body speed VS calculated in step S11 exceeds a preset extremely low speed reference value KVS (step S40).
  • 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 become large, and the accuracy of the wheel speed and the vehicle body speed VS calculated based on the detection signals is abrupt. Getting worse.
  • the value of the vehicle body acceleration G varies regardless of the MC pressure Pmc in the master cylinder 25 (see FIG. 8). Specifically, the vehicle body acceleration G approaches the gradient acceleration Ag.
  • 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 S40 determines that the vehicle body speed VS is not within the extremely low speed region, and determines whether the engine 12 can be restarted.
  • a restart reference value KAmc which is a reference value, is set (step S41).
  • the restart reference value KAmc is a reference value for determining whether or not the restart of the engine 12 is permitted based on a decrease in the MC pressure acceleration Amc.
  • the restart reference value KAmc is set to a larger value as the absolute value of the gradient acceleration Ag calculated in step S14 is larger, that is, as the road surface gradient is larger.
  • the brake ECU 55 determines whether or not the absolute value of the MC pressure acceleration Amc calculated in step S13 is equal to or less than the restart reference value KAmc set in step S41 (step S42). If this determination result is a negative determination (absolute value of Amc> KAmc), the brake ECU 55 ends the engine restart processing routine.
  • step S43 corresponds to a restart step.
  • the brake ECU 55 transmits a restart command to the engine ECU 17.
  • the engine ECU 17 restarts the engine 12 and transmits a signal indicating that the restart 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 restart of the engine 12 has been completed.
  • step S44 determines that the vehicle body speed VS is in the extremely low speed region, and has the vehicle stopped? It is determined whether or not (step S44). Immediately before the vehicle stops, the vehicle body acceleration G may fluctuate greatly (second timing t22 shown in FIG. 8). This is because the center of gravity of the vehicle swings back and forth when the vehicle is stopped. This phenomenon is also called “swing back”. Therefore, in the present embodiment, the brake ECU 55 determines that the vehicle has stopped when it detects a swing back.
  • step S44 determines that the vehicle has not yet stopped, and as an example of a decrease suppression control that suppresses a decrease in braking force with respect to the wheels FR, FL, RR, RL.
  • First valve control is performed (step S45). Specifically, the brake ECU 55 sets the current value I for the linear electromagnetic valves 35a and 35b to the first current value Ia (see FIG. 8), and suppresses the reduction of the WC pressure in the wheel cylinders 32a to 32d.
  • the first current value Ia is set in advance to a value sufficiently smaller than the second current value Ib (see FIG. 8) necessary for completely restricting the reduction of the WC pressure in the wheel cylinders 32a to 32d.
  • the magnitude of the braking force for the wheels FR, FL, RR, RL can be adjusted by a brake operation by the driver. Therefore, in the present embodiment, the linear electromagnetic valves 35a and 35b function as braking force reduction suppressing means. Thereafter, the brake ECU 55 proceeds to step S47, which will be described later.
  • step S44 determines that the vehicle has stopped, and is a first example of a decrease suppression control that suppresses a decrease in braking force with respect to the wheels FR, FL, RR, and RL.
  • Two-valve control is performed (step S46). Specifically, the brake ECU 55 sets the current value I for the linear electromagnetic valves 35a and 35b to the second current value Ib (see FIG. 8), and maintains the WC pressure in the wheel cylinders 32a to 32d. Thereafter, the brake ECU 55 proceeds to the next step S47.
  • the first valve control is started (first timing t21).
  • first timing t21 since the current value I for the linear electromagnetic valves 35a and 35b changes from “0 (zero)” to the first current value Ia, the linear electromagnetic valves 35a and 35b operate.
  • the braking force for the wheels FR, FL, RR, RL becomes “0 (zero)”. Is avoided.
  • the current value I flowing through the linear electromagnetic valves 35a and 35b is changed from the first current value Ia to the second current value Ib (second valve control).
  • the brake switch SW1 is turned off, the brake operation by the driver is canceled, and the engine 12 is restarted (third timing t23).
  • the current value I supplied to the linear electromagnetic valves 35a and 35b is gradually reduced.
  • the MC pressure Pmc in the master cylinder 25 is a pressure corresponding to the amount of operation of the brake pedal 15 by the driver.
  • the vehicle acceleration G calculated based on the detection signal from the acceleration sensor SE7 includes an acceleration component corresponding to the braking force applied to the wheels FR, FL, RR, RL when the driver performs a brake operation. It becomes. That is, the MC pressure Pmc and the vehicle body acceleration G have a correspondence relationship with each other. Therefore, in the present embodiment, the MC pressure acceleration Amc corresponding to the MC pressure Pmc is acquired based on the vehicle body acceleration G.
  • the driver's intention is not lost even when the engine 12 is stopped and the creep torque disappears while the vehicle is traveling on a slope. It is determined that no vehicle movement occurs. Therefore, stop control that permits automatic stop of the engine 12 is performed, and the engine 12 is stopped. That is, the engine 12 is automatically stopped after the timing when it can be determined that the vehicle does not move unintentionally. Therefore, the timing for automatically stopping the engine 12 of the vehicle can be set without using a sensor for detecting the amount of brake operation by the driver or the MC pressure Pmc.
  • the MC pressure acceleration Amc is a value obtained by subtracting the creep acceleration Ac from the vehicle body acceleration G and adding the running resistance acceleration Ar to the subtraction result. Therefore, the correspondence between the MC pressure Pmc in the master cylinder 25 and the MC pressure acceleration Amc is better than that in the case where the MC pressure acceleration Amc is acquired without considering the creep acceleration Ac and the running resistance acceleration Ar. Can be. Therefore, when the engine 12 is automatically stopped based on the MC pressure acceleration Amc acquired in this way, the possibility of unintended movement of the vehicle by the driver can be further reduced.
  • 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, by adjusting the magnitude of the current value I with respect to the linear solenoid valves 35a and 35b, the WC pressure, that is, the fluctuation of the braking force can be easily allowed (first timing t21 to second timing t22). The fluctuation of the pressure, that is, the braking force can be easily regulated (second timing t22 to third timing t23).
  • linear solenoid valves 35a and 35b are generally provided in a brake actuator such as a vehicle stability control device or an antilock 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 first valve control is performed at the timing when the vehicle body speed VS becomes less than the extremely low speed reference value KVS. Therefore, unlike the case where the second valve control is performed from the timing when the vehicle body speed VS becomes less than the extremely low speed reference value KVS, the wheels FR, FL, RR are changed according to the change in the operation amount of the brake pedal 15 of the driver. , RL can be changed in magnitude. Therefore, the behavior of the vehicle can be in line with the driver's intention.
  • the embodiment may be changed to another embodiment as described below.
  • the first valve control may be started at an arbitrary timing from when the engine 12 is stopped until the vehicle body speed VS becomes equal to or lower than the extremely low speed reference value KVS.
  • the first valve control may be started at an arbitrary timing between the first timing t21 and the second timing t22.
  • the current value I supplied to the linear electromagnetic valves 35a and 35b may be gradually increased, or the current value I may be increased stepwise.
  • each process of steps S44 and S45 may be omitted.
  • the second valve control may be performed at a timing when the vehicle body speed VS becomes less than the extremely low speed reference value KVS.
  • pressure-increasing valves 37a to 37d may be used as braking force reduction suppressing means instead of the linear electromagnetic valves 35a and 35b.
  • a braking force may be applied to the wheels using the electric parking brake device instead of the first valve control and the second valve control. Even when the reduction suppression control for operating the electric parking brake device as the braking force reduction suppression means is executed, it is possible to suppress the reduction of the braking force applied to the wheels when the driver releases the brake operation.
  • the restart control may be performed at the timing when the brake operation is canceled regardless of the value of the vehicle body speed VS.
  • the MC pressure acceleration Amc without taking into account the creep acceleration Ac and the running resistance acceleration Ar May be calculated.
  • the vehicle body acceleration G coincides with the MC pressure acceleration Amc.
  • the difference between the vehicle body acceleration G immediately before the brake switch SW1 is turned on (hereinafter also referred to as “reference acceleration”) and the current vehicle body acceleration G is calculated, and the fluid pressure equivalent value is calculated based on the difference. You may get it.
  • This focuses on the fact that the fluctuation amount of the vehicle body acceleration G accompanying the brake operation corresponds to the fluctuation amount of the braking force with respect to the wheels FR, FL, RR, and RL. Even if comprised in this way, the effect equivalent to the effect (1) of the said embodiment can be acquired.
  • 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 S31 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 S31 to be engaged 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.

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  • 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)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention porte sur la commande des véhicules. Selon l'invention, une unité de commande électronique (ECU) de frein calcule l'accélération du véhicule (G) sur la base d'un signal de détection issu d'un capteur d'accélération, et il calcule l'accélération de pression MC (Pmc) correspondant à la pression MC (Pmc) dans un cylindre maître sur la base de l'accélération du véhicule (G). En outre, la ECU de frein calcule un gradient d'accélération (Ag) qui correspond au gradient de la route. Ensuite, si la valeur absolue de l'accélération de pression MC (Amc) atteint ou dépasse la valeur absolue du gradient d'accélération (Ag), la ECU de frein exécute une commande d'arrêt qui permet un arrêt automatique du moteur (troisième instant (t13)).
PCT/JP2011/064984 2010-07-02 2011-06-29 Dispositif de commande de véhicule et procédé de commande de véhicule WO2012002469A1 (fr)

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JP2010151882A JP5659580B2 (ja) 2010-07-02 2010-07-02 車両の制御装置及び車両の制御方法
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DE102015210696A1 (de) * 2014-07-08 2016-01-14 Ford Global Technologies, Llc Verfahren zur Verbesserung einer Berganfahrhilfe-Funktion
DE102015202093A1 (de) * 2015-02-05 2016-08-11 Bayerische Motoren Werke Aktiengesellschaft Steuereinheit und Verfahren zum Verhindern einer ungewollten Fahrzeugbewegung
CN106873881B (zh) * 2015-12-11 2021-06-18 富泰华工业（深圳）有限公司 电子设备及玩具控制方法
JP6598691B2 (ja) * 2016-01-20 2019-10-30 ジヤトコ株式会社 車両のヒルホールド制御方法及び制御装置
JP6539681B2 (ja) * 2017-01-18 2019-07-03 本田技研工業株式会社 エンジン停止始動制御装置
CN108386279B (zh) * 2018-03-28 2020-09-01 安徽江淮汽车集团股份有限公司 高海拔发动机扭矩补偿方法及***

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JP2012011934A (ja) 2012-01-19

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