CN103124838B - Controller of vehicle and control method for vehicle - Google Patents

Controller of vehicle and control method for vehicle Download PDF

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Publication number
CN103124838B
CN103124838B CN201180046184.XA CN201180046184A CN103124838B CN 103124838 B CN103124838 B CN 103124838B CN 201180046184 A CN201180046184 A CN 201180046184A CN 103124838 B CN103124838 B CN 103124838B
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CN
China
Prior art keywords
vehicle
motor
stop
stopping
acceleration
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Expired - Fee Related
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CN201180046184.XA
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Chinese (zh)
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CN103124838A (en
Inventor
大森阳介
桥本阳介
武田政义
森雪生
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Advics Co Ltd
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Advics Co Ltd
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Publication of CN103124838A publication Critical patent/CN103124838A/en
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Expired - Fee Related legal-status Critical Current
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Classifications

    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/0837—Environmental conditions thereof, e.g. traffic, weather or road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/12—Parameters used for control of starting apparatus said parameters being related to the vehicle exterior
    • F02N2200/124—Information about road conditions, e.g. road inclination or surface
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

1st detection unit judges " whether the automatic executive condition controlled that stops of vehicle motor is set up ".When being judged to be " stopping the executive condition controlling to set up ", stop control unit allows engine stop.When 2nd detection unit travels on the slope road of the vehicle of engine stop-state, judge " vehicle after whether stopping slip car ".Restart time " slip car " being judged to be control device with vehicle slip spacing exceed allow distance before complete the beginning that mode that motor restarts allows motor to restart.3rd detection unit is before engine stop, estimate the conservation of fuel amount of saving during the engine stop of engine stop to restarting, and judge " whether conservation of fuel amount is as more than the setting value of restarting required fuel consumption to set according to motor ".When being judged to be " conservation of fuel amount is less than setting value ", even if stop the executive condition controlling to set up, stop control unit does not also allow engine stop.

Description

Controller of vehicle and control method for vehicle
Technical field
The application relates to controller of vehicle and control method for vehicle for making engine automatic stop or automatic restart.
Background technique
As well-known, one is used automatically to stop motor in such as signal wait etc. is stopped, or automatically restart motor accordingly with the driveaway operation of driver, thus realize fuel saving consumption, improve the engine automatic-stop/restasystem system of exhaust emissions.In recent years, it is also proposed the device making engine stop in the deceleration of the vehicle before stopping.
The controller of vehicle recorded in patent documentation 1 makes engine automatic stop under braking tread-on quantity is the condition of more than the 1st threshold X, and makes motor automatic restart under braking tread-on quantity is the condition of below the 2nd threshold value Y.And propose in the controller of vehicle of patent documentation 1 and make these the 1st threshold values and the 2nd threshold value and the speed of a motor vehicle variable accordingly.
Patent documentation 1: Japanese Unexamined Patent Publication 2003-35175 publication
But, the AT car (automatic gearshift automobile) carried with the automatic transmission of torque-converters also occur when engine idle by sliding phenomenon cause towards vehicle front to thrust.In AT car, the phenomenon that non-step on the accelerator vehicle also advances lentamente when being positioned at traveling-position even if sliding phenomenon is speed change lever.Sliding phenomenon due to when engine idle torque-converters also some transmission of power are produced to driven wheel side.
If go up a slope stop time, motor also operates, then the moment of torsion caused by sliding phenomenon i.e. Slip torque play a role, so can prevent vehicle from slipping car with relatively little braking tread-on quantity.But, if go up a slope stop time engine automatic stop, then Slip torque does not play a role, if so braking tread-on quantity is less, then can expect that cannot resist gravity and vehicle slope road occurs slips car.And consume relatively many fuel when motor is restarted, so namely improve the viewpoint of oil consumption from conservation of fuel, wish the unnecessary stopping avoiding motor as much as possible.
Summary of the invention
The object of the application is to provide a kind of for carrying out the vehicle of the automatic stopping of motor, automatic restart, avoid the unnecessary stopping of the motor being unfavorable for conservation of fuel as much as possible, and can prevent by the square go up a slope stop time vehicle slip the controller of vehicle of car and control method for vehicle.
In order to solve above-mentioned problem, the controller of vehicle of the application carries out for making that the motor of vehicle (12) is self-braking to be stopped controlling and restart control for what make above-mentioned motor (12) automatic restart.Above-mentioned controller of vehicle has: be configured to the 1st detection unit (55, S11) judging " whether the executive condition that above-mentioned stopping controls is set up "; When being judged to be " executive condition that above-mentioned stopping controls is set up ", the stop control unit (55, S15) of the stopping of above-mentioned motor (12) is allowed with being configured to.And controller of vehicle has the slope road being configured to judge above-mentioned vehicle under the state that above-mentioned motor (12) stops when travelling, the 2nd detection unit (55, S21) of " the above-mentioned vehicle after whether stopping slip car "; Be configured to when being judged to be " the above-mentioned car that slips occurs ", allow the beginning of restarting of above-mentioned motor (12) so that until above-mentioned vehicle slip spacing (L) exceed allow distance (La) complete above-mentioned motor (12) restart restart control device (55).Controller of vehicle also have be configured to above-mentioned motor (12) stop before, 3rd detection unit (55, S12, S13) of conservation of fuel amount (Tes) can saved in during the engine stop of prediction the stopping from above-mentioned motor (12) to above-mentioned restarting.Whether above-mentioned 3rd detection unit (55, S12, S13) is configured to judge " above-mentioned conservation of fuel amount (Tes) as according to more than the above-mentioned setting value (T1) of restarting required fuel consumption to set of above-mentioned motor (12) ".When being judged to be " above-mentioned conservation of fuel amount (Tes) is less than above-mentioned setting value (T1) ", above-mentioned stop control unit (55) does not allow above-mentioned motor (12) to stop even if the executive condition being configured to above-mentioned stopping control being set up yet.
According to above-mentioned formation, before the stopping of motor, predict the conservation of fuel amount of saving during the engine stop of the stopping from motor to restarting.When being judged to be " the conservation of fuel amount of prediction is less than the setting value set according to the fuel consumption of needs during the restarting of motor ", even if stop the executive condition establishment controlled, do not allow the stopping of motor yet.Therefore, it is possible to avoid the unnecessary stopping of the motor being unfavorable for conservation of fuel as much as possible, and prevent the car that slips of the vehicle when the parking of going up a slope by the square.
In a mode of the application, above-mentioned vehicle possesses brake operating portion (15).Above-mentioned controller of vehicle also possesses the 4th detection unit (55, S14).Above-mentioned 4th detection unit (55, S14) be configured to judge " braking force (Apmc) corresponding with the operation amount of above-mentioned brake operating portion (15) whether be guaranteed to can suppress the above-mentioned vehicle after stopping slip car threshold value (Ag) more than ".When being judged to be " above-mentioned braking force (Apmc) is guaranteed to more than above-mentioned threshold value (Ag) ", above-mentioned stop control unit (55) is even if be configured to, when being judged to be " above-mentioned conservation of fuel amount (Tes) is less than above-mentioned setting value (T1) ", also allow the stopping of above-mentioned motor (12).
According to above-mentioned formation, judge " braking force corresponding with the operation amount in brake operating portion whether ensure can suppress after stopping slip car threshold value more than " mean and guarantee can to suppress when stopping to slip the braking force of car.Now, do not carry out for suppressing to slip the restarting of motor of car.Therefore, even if when being judged to be " conservation of fuel amount is less than setting value ", also allow the stopping of motor.Therefore the stop frequency of motor is increased, so the effect of consumption improvement further can be obtained.
In a mode of the application, above-mentioned 3rd detection unit (55, S12, S13) is configured to the motor obtained as the time of stopping to restarting from above-mentioned motor (12) can stop the scheduled time (Tes).Above-mentioned 3rd detection unit (55, S12, S13) be configured to by judge above-mentioned motor can stop the scheduled time (Tes) be whether above-mentioned setting value is scaled above-mentioned motor (12) dead time and more than the set time (T1) that obtains carry out the judgement of " whether above-mentioned conservation of fuel amount is more than above-mentioned setting value ".
According to above-mentioned formation, judge " scheduled time can be stopped whether as more than the set time that dead time converts and obtain from the motor of stopping to restarting of motor ".Therefore the fuel injection amount etc. of the fuel injection system of burner oil in the fuel chambers of motor can not such as also be obtained.Namely by using the checkout value being arranged at the existing sensor such as vehicle speed sensor of vehicle etc., relatively simply obtain decision content required when judging.Therefore the process needed for judging just can solve simply.
In a mode of the application, above-mentioned vehicle has Bus-Speed Monitoring portion (SE3 ~ SE6).Above-mentioned 3rd detection unit (55) is configured to obtain the body speed of vehicle (VS) detected by above-mentioned Bus-Speed Monitoring portion (SE3 ~ SE6), and obtains the body speed of vehicle differential value (DVS) generated by carrying out time diffusion to above-mentioned body speed of vehicle (VS).Above-mentioned 3rd detection unit (55) be configured to by by above-mentioned body speed of vehicle divided by deducting the suitable acceleration (Aet) of the Engine torque amount that disappears with the stopping due to above-mentioned motor and the value obtained from above-mentioned body speed of vehicle differential value (DVS), calculate above-mentioned motor and can stop the scheduled time (Tes).
According to above-mentioned formation, by body speed of vehicle divided by the value deducting the Engine torque amount disappeared due to the stopping of motor and the acceleration obtained from body speed of vehicle differential value, thus try to achieve motor and can stop the scheduled time.Namely motor can stop the scheduled time passing through to consider the disappearance part of Engine torque and try to achieve.Therefore the 3rd detection unit can carry out the judgement of relative good accuracy.
The control method for vehicle of the application carries out for making that the motor of vehicle (12) is self-braking to be stopped controlling and restart control for what make above-mentioned motor (12) automatic restart.Above-mentioned control method for vehicle has when judging " whether the executive condition that above-mentioned stopping controls is set up " and being judged to be " executive condition that above-mentioned stopping controls is set up ", allows the step of the stopping of above-mentioned motor (12).Control method for vehicle also have above-mentioned vehicle under the state that stopped above-mentioned motor (12) carry out slope road travel time, judge " the above-mentioned vehicle after whether stopping slip car " (55, S21) and when being judged to be " the above-mentioned car that slips occurs ", start restarting of above-mentioned motor (12), so that until the spacing (L) that slips of above-mentioned vehicle exceedes the step of restarting allowing distance (La) to complete above-mentioned motor (12).Control method for vehicle also has before the stopping of above-mentioned motor (12), predict the conservation of fuel amount that can save the withholding period of the stopping from above-mentioned motor (12) to above-mentioned restarting and judges " above-mentioned conservation of fuel measure (Tes) whether as restart required fuel consumption according to above-mentioned motor (12) above-mentioned and more than the setting value (T1) that sets " step.Control method for vehicle also has when being judged to be " above-mentioned conservation of fuel amount (Tes) is less than above-mentioned setting value (T1) ", even if the executive condition that above-mentioned stopping controls sets up the step also not allowing above-mentioned motor (12) to stop.According to above-mentioned formation, the action effect identical with above-mentioned controller of vehicle can be obtained.
Accompanying drawing explanation
Fig. 1 is the block diagram of an example of the vehicle of the control gear representing installation one mode of execution.
Fig. 2 is the hydraulic circuit diagram of the example representing the braking device shown in Fig. 1.
Fig. 3 is the flow chart representing engine stop control.
Fig. 4 represents that the flow chart of control program restarted by motor.
Fig. 5 is the side schematic view representing the power acted at the vehicle stopped that goes up a slope.
Fig. 6 be when stop motor namely at Tes >=T1 sequential chart.
Fig. 7 is the sequential chart when braking acceleration is larger compared with gradient acceleration.
Fig. 8 is the sequential chart when not stopping motor.
Embodiment
Fig. 1 ~ Fig. 8 illustrates a mode of execution.In explanation in this following specification, the direction of advance of vehicle is described as vehicle front.
The vehicle of present embodiment, in order to improve oil consumption performance, emission performance, has so-called idle stop function.Namely idle stop function makes engine automatic stop accordingly with the establishment of the stop condition of regulation in vehicle travels, and afterwards, makes motor automatic restart accordingly with the establishment of the starting condition of regulation.Therefore, in this vehicle, in the deceleration caused by the brake operating undertaken by driver or in stopping, engine automatic stop.
Next, an example of the vehicle with idle stop function is described.
As shown in Figure 1, vehicle is front wheel drive car, and namely multiple be that front-wheel FR, FL in 4 wheels and off-front wheel FR, the near front wheel FL, off hind wheel RR and left rear wheel RL plays a role as driving wheel in the present embodiment.Such vehicle possesses: driving force generation device 13, and it has the motor 12 that the driving force corresponding with the operation amount of the accelerator pedal 11 undertaken by driver occurs; With driving force transfer unit 14, the driving force occurred by above-mentioned driving force generation device 13 is delivered to front-wheel FR, FL by it.In addition, on vehicle, be provided with the braking device 16 for the braking force corresponding with the operation amount of the brake petal 15 undertaken by driver being imparted to each wheel FR, FL, RR, RL.
Driving force generation device 13 possesses: have be configured in motor 12 suction port (diagram slightly) near and the fuel injection system (diagram slightly) of sparger to motor 12 burner oil.Such driving force generation device 13 drives based on the control of the Engine ECU 17 with not shown CPU, ROM and RAM etc.Engine ECU means motor electric control device.This Engine ECU 17 is electrically connected with and is configured near accelerator pedal 11 and namely operation amount for detecting the accelerator pedal 11 undertaken by driver accelerates the acceleration jaw opening sensor SE1 of aperture AP.Engine ECU 17 calculates based on the testing signal carrying out autoacceleration jaw opening sensor SE1 and accelerates aperture, and carrys out driving force generation device 13 based on the above-mentioned acceleration aperture etc. calculated.
Driving force transfer unit 14 possesses automatic transmission 18, suitably distributes by the driving force of the output shaft transmission of above-mentioned automatic transmission 18 and pass to the differential gear 19 of front-wheel FR, FL and control the not shown AT-ECU of automatic transmission 18.Automatic transmission 18 possesses: as the fluid type driving force transfer mechanism 20 with torque-converters 20a and the gear 21 of an example of hydraulic couplers.
As shown in Figure 1 and Figure 2, braking device 16 possesses fluid pressure generation device 28 and has the brake actuator 31 of 2 oil hydraulic circuits 29,30.Fig. 2 represents brake actuator 31 with double dot dash line.Fluid pressure generation device 28 has master hydraulic cylinder 25, booster 26 and fuel tank 27.Each oil hydraulic circuit 29,30 is connected with the master hydraulic cylinder 25 of fluid pressure generation device 28 respectively.1st oil hydraulic circuit 29 is connected with off-front wheel FR wheel cylinder 32a and left rear wheel RL wheel cylinder 32d, and on the 2nd oil hydraulic circuit 30, is connected with the near front wheel FL wheel cylinder 32b and off hind wheel RR wheel cylinder 32c.
In fluid pressure generation device 28, booster 26 is connected with the not shown intake manifold that negative pressure occurs when the driving of motor 12.Booster 26 utilizes the negative pressure and atmospheric pressure difference that occur in intake manifold, and the steering force of the brake petal 15 undertaken by driver i.e. pedal force are increased.
Master hydraulic cylinder 25 produces the master hydraulic cylinder corresponding with the operation of the brake petal 15 undertaken by driver and brake operating and presses PMC.Its result, from master hydraulic cylinder 25 via oil hydraulic circuit 29,30 to supply system hydrodynamic in wheel cylinder 32a ~ 32d.So give to wheel FR, FL, RR, RL and press with the wheel cylinder in wheel cylinder 32a ~ 32d the braking force that PWC is corresponding.
In brake actuator 31, each oil hydraulic circuit 29,30 is connected with master hydraulic cylinder 25 respectively by pipeline 33,34, in the midway of each pipeline 33,34, is respectively arranged with linear solenoid valve 35a, 35b of open type.That is, linear solenoid valve 35a, 35b is regulating valve.Linear solenoid valve 35a, 35b possess valve seat, valve body, electromagnetic coil and force application part such as helical spring.Force application part exerts a force to the direction be separated from valve seat to valve body.Valve body carries out displacement accordingly with the current value being supplied to electromagnetic coil by the ECU55 of braking described later.Namely the wheel cylinder pressure PWC in wheel cylinder 32a ~ 32d is maintained the hydraulic pressure corresponding with the supply current value of linear solenoid valve 35a, 35b.
In addition, in pipeline 33 compared with linear solenoid valve 35a near master hydraulic cylinder 25 side position on, be provided with for detect master hydraulic cylinder pressure PMC pressure transducer SE2.The testing signal of pressing the value that PMC is corresponding with master hydraulic cylinder is exported to braking ECU55 from this pressure transducer SE2.
From pipeline 33,34 branch linked with master hydraulic cylinder 25 and the midway of the pipeline 36a ~ 36d be connected with each wheel cylinder 32a ~ 32d, be provided with pressure charging valve 37a, 37b, 37c, 37d of being made up of the solenoid valve of open type and reduction valve 38a, 38b, 38c, 38d of being made up of the solenoid valve of normal close type.Pressure charging valve 37a, 37b, 37c, 37d carry out work when limiting the supercharging of each wheel cylinder pressure PWC, and reduction valve 38a, 38b, 38c, 38d carry out work when making each wheel cylinder press PWC to reduce pressure.
In addition, oil hydraulic circuit 29,30 is connected with the fuel tank 39,40 temporarily stockpiling the brake fluid flowed out via reduction valve 38a ~ 38d from wheel cylinder 32a ~ 32d, and carries out the pump 42,43 of work based on the rotation of motor 41.Each fuel tank 39,40 is connected with pump 42,43 by pipeline 44,45, and is connected with master hydraulic cylinder 25 respectively by pipeline 46,47 etc.Pipeline 46,47 compared with linear solenoid valve 35a, 35b more by master hydraulic cylinder 25 side position on be connected with pipeline 33,34.In addition, the pipeline 48,49 extended from the exhaust port of pump 42,43, is connected with the joint 50,51 on the access between linear solenoid valve 35a, 35b with link pressure charging valve 37a ~ 37d.When motor 41 rotates, pump 42,43 sucks brake fluid by pipeline 44,45,46,47 from fuel tank 39,40 and master hydraulic cylinder 25 side, the brake fluid of suction is expelled to pipeline 48,49.
Next, the braking ECU55 of the driving controlling brake actuator 31 is described.Braking ECU55 means braking electric control device.
As shown in Figure 2, ECU55 is braked with the pressure transducer SE2 as input system, for detecting vehicle-wheel speed sensor SE3, SE4, SE5, SE6 of the wheel velocity of each wheel FR, FL, RR, RL and being electrically connected for the acceleration transducer SE7 of the acceleration of the fore-and-aft direction that detects vehicle.Acceleration transducer is also referred to as G sensor.Be electrically connected with for detecting the brake switch SW1 whether operating brake petal 15 on braking ECU55 in addition.Brake ECU55 to be in addition electrically connected with each valve 35a, 35b, the 37a ~ 37d, 38a ~ 38d and motor 41 etc. as output system.By acceleration transducer SE7, vehicle be output into when going up a slope and stopping on the occasion of signal, be output on the other hand the signal of negative value when vehicle stops in downhill path.
Brake ECU55 in addition and there is the digital computer be made up of not shown CPU, ROM and RAM etc.; For making the not shown valve drive circuit of each valve 35a, 35b, 37a ~ 37d, 38a ~ 38d work; And the not shown motor driver circuit for making motor 41 work.On the ROM of digital computer, be previously stored with various control treatment such as idle stop process described later engine stop control and motor restart the program of control etc., various threshold value, setting value etc.In addition on RAM, store not shown ignition switch open period at vehicle respectively suitably by the various information etc. of rewriting.
As shown in Figure 1, in the vehicle of present embodiment, the ECU comprising Engine ECU 17 and braking ECU55 is interconnected via bus 56 in the mode can receiving and dispatching various information and various control command each other.Such as by Engine ECU 17 information etc. relevant for the acceleration aperture AP to accelerator pedal 11 is suitably sent to and brakes ECU55, on the other hand by braking ECU55 using as allowing to make the halt instruction of the control command of the self-braking purport of motor 12, as allowing to make the restart instruction etc. of the control command of the purport of motor 12 automatic restart be sent to Engine ECU 17.
Fig. 5 represents the relation of the power acted at the vehicle in stopping that goes up a slope.If the gradient of upward trend i.e. tilt angle are set to " θ " here, be set to " g " by the gravity acting on vehicle, then vehicle is due to the effect of gravity g, is rearward dragged with the power Fg of " gsin θ ".This power Fg is component i.e. the road surface durection component of the rear view of vehicle of the gravity g acting on vehicle, changes accordingly with road surface gradient theta.
In addition, as shown in Figure 5, as the power resisted with power Fg, vehicle acts on and presses with master hydraulic cylinder the braking force Fpmc that PMC is corresponding.Under the state that vehicle stops on the road of slope, power Fg and braking force Fpmc is compared, if Fpmc < is Fg, then the car that slips of vehicle likely occurs.
In the present embodiment, the acceleration towards rear view of vehicle that power Fg obtains divided by car body weight M is defined as gradient acceleration A g.Namely M means car body mass as unit system.The acceleration that braking force Fpmc obtains divided by car body weight M is defined as braking acceleration Apmc.If Apmc < Ag sets up, be then judged to likely to slip car.
Here when carry out slipping car prevent from controlling, be necessary to obtain in the running process before stopping for slipping the gradient acceleration A g judged with presence or absence of car.In the present embodiment, from the car body acceleration G calculated based on the testing signal carrying out acceleration sensor SE7, deduct body speed of vehicle differential value DVS, thus calculate gradient acceleration A g.Body speed of vehicle differential value DVS carries out time diffusion by the body speed of vehicle VS calculated the testing signal based on vehicle-wheel speed sensor SE3 ~ SE6 and obtains.The car body acceleration G calculated based on the testing signal of acceleration transducer SE7 comprises the gradient acceleration A g of the vehicle fore-and-aft direction component as the gravity accleration acting on vehicle.On the other hand, time diffusion is carried out to the body speed of vehicle VS of vehicle and the body speed of vehicle differential value DVS obtained does not comprise gradient acceleration A g.Therefore deduct body speed of vehicle differential value DVS from car body acceleration G, thus obtain gradient acceleration A g.
In addition, slipping during car prevents from controlling, needing to obtain for slipping the braking acceleration Apmc judged with presence or absence of car stopping in preceding running process.The car body acceleration G calculated based on the testing signal carrying out acceleration sensor SE7 is along with the variation of master hydraulic cylinder pressure PMC, the i.e. change for the variation of the braking force of wheel FR, FL, RR, RL.Therefore in the present embodiment, be conceived to the corresponding relation that exists between master hydraulic cylinder pressure with car body acceleration G, thus obtain based on car body acceleration G and press the braking acceleration Apmc of the value that PMC is corresponding as with master hydraulic cylinder.Namely master hydraulic cylinder pressure PMC means braking force.Braking acceleration Apmc is equivalent to the acceleration by being obtained divided by car body weight M by the braking force Fpmc giving wheel FR, FL, RR, RL according to master hydraulic cylinder pressure PMC.Specifically, by deducting as the component of acceleration suitable with Slip torque and slippage acceleration A c from car body acceleration G, calculating braking acceleration Apmc as the component of acceleration suitable with amount of resistance i.e. running resistance etc. and drag acceleration Ad and gradient acceleration A g.Calculating formula is Apmc=G-Ac+Ad+Ag.Gradient acceleration A g and braking acceleration Apmc is compared, when Apmc < Ag, is judged to be the car that slips that vehicle likely occurs.In the present embodiment, set up at Apmc < Ag, thus when being predicted as " car that slips that vehicle likely occurs after a stoppage ", in order to prevent the car that slips of vehicle, before parking, restart motor 12 in advance.By restarting of this motor 12, give Slip torque to prevent the car that slips of vehicle to vehicle.
But, when the idle stop time of the stopping from motor 12 to restarting is shorter, problem below may be caused.Namely, when saved by idle stop conservation of fuel amount Fd restart than the motor 12 after idle stop time consume fuel consumption Fst few, by idle stop make on the contrary fuel consumption increase and oil consumption is worsened.Therefore in the present embodiment, when the executive condition that engine stop controls is set up, the fuel consumption Fst when conservation of fuel amount Fd that can save the idle stop by being caused by the automatic stopping of motor 12 and motor 12 are restarted compares.Further, when conservation of fuel amount Fd is more than fuel consumption Fst, motor 12 is made to stop thus implementing idle stop.
Specifically, in present embodiment, not that conservation of fuel amount Fd and fuel consumption Fst is compared, but scheduled time Tes can be stopped as motor and calculate the idle stop time of the prediction of stopping to restarting from motor 12.Then, in present embodiment, fuel consumption Fc during the restarting of motor 12 is scaled dead time and the set time T1 obtained and motor can stop scheduled time Tes to compare.The fuel consumption Fid of time per unit during motor 12 idling is roughly now uniquely determined according to the kind of car.But when the driving of the air-conditioning that vehicle is equipped (airconditioner) and non-driven time, the idling speed of motor 12 changes.Therefore, in present embodiment, the fuel consumption Fid of time per unit during idling speed when driving based on the CLV ceiling limit value in the excursion of idling speed i.e. air-conditioning, sets set time T1.Certain present embodiment also can adopt and distinguish that air-conditioning drives or non-driven, and according to distinguishing that result is to switch the formation of the value of set time T1.
Fuel consumption Fst when motor is restarted in addition is also now uniquely determined according to the kind of car.In certain present embodiment, the fuel consumption Fst when motor is restarted changes according to engine operation modes, also can adopt the fuel consumption Fst corresponding with operation mode.But present embodiment, the value that fuel consumption Fst when being restarted by motor is scaled dead time and obtains calculated as the time and set time T1 with consumption improvement effect.Set time T1 is provided by following formula.
T1＝Fst/Fid…（1）
Motor can stop scheduled time Tes to be from the stop timing of motor 12 to restarting the moment in addition, motor 12 can be remained on scheduled time i.e. the predicted time of halted state, be provided by following formula.
Tes＝VS/（DVS＋Aet）…（2）
Here VS is body speed of vehicle, and DVS is body speed of vehicle differential value, and Aet is Engine torque acceleration.But in this example, body speed of vehicle differential value DVS calculate time, the moderating process of vehicle in the process increased towards the acceleration of rear view of vehicle be namely on the occasion of.And Engine torque acceleration A et under engine operating status be on the occasion of.Engine torque acceleration A et is aftermentioned.
In present embodiment, when motor can stop scheduled time Tes to be more than set time T1 namely when Tes >=T1 sets up, stop motor 12.When motor can stop scheduled time Tes to be less than set time T1, the automatic stopping of motor 12 i.e. idle stop make oil consumption worsen on the contrary, so do not carry out the stopping automatically of motor 12 itself.
But slipping in car decision condition i.e. the invalid situation of Apmc < Ag, namely be more than gradient acceleration A g at braking acceleration Apmc, and when guaranteeing to suppress the braking force condition of braking force of degree of car of slipping of vehicle i.e. Apmc >=Ag to set up, do not carry out for preventing from slipping the restarting of motor 12 of car.Therefore whether present embodiment becomes Rob Roy to determine whether to guarantee can to suppress when stopping the braking force of slipping car of vehicle by Apmc >=Ag.In present embodiment, even if the condition of scheduled time Tes i.e. Tes >=T1 can be stopped to be false at motor, when braking force condition i.e. Apmc >=Ag set up, allow the stopping of motor 12.
In the present embodiment, as the executive condition that engine stop controls, be set with " other the idling-stopping condition " except motor can stop the condition of scheduled time Tes i.e. Tes >=T1 and braking force condition i.e. Apmc >=Ag.Specifically " other IS condition " namely " other idling-stopping condition " be " brake switch SW1 opens " namely brake switch for open; " master hydraulic cylinder presses PMC to exceed regulation pressure P1 " namely PMC > P1 sets up; And " body speed of vehicle VS is fixing speed V1 such as below 20km/h " namely VS≤V1 set up so each condition and set up with " with (and) " condition.Certainly " other idling-stopping condition " also can change to the suitable condition of the side removed in brake switch unlocking condition and master hydraulic cylinder press strip part etc.
Fig. 6 ~ Fig. 8 represents the sequential chart of the control mode of such present embodiment.In the various figures, represent go up a slope vehicle parking before brake switch SW1 signal, master hydraulic cylinder pressure PMC, from acceleration transducer SE7 export car body acceleration G, engine speed, body speed of vehicle VS and body speed of vehicle differential value DVS passing.In the present embodiment, wheel velocity is used as body speed of vehicle VS.The wheel acceleration of the time diffusion value as wheel velocity is tried to achieve according to the aggregate-value that each unit time is accumulative by adding on upper wheel velocity once by body speed of vehicle VS.In Fig. 6 ~ Fig. 8, car body acceleration G and body speed of vehicle differential value DVS are to represent with the positive and negative different mode of body speed of vehicle differential value DVS of the car body acceleration G detected by acceleration transducer SE7, calculating.That is, in Fig. 6 ~ Fig. 8, car body acceleration G and body speed of vehicle differential value DVS is that the mode of negative value represents respectively with rear view of vehicle.
Utilize Fig. 6, idle stop process is described.Fig. 6 is the sequential chart owing to meeting when motor can stop scheduled time Tes to reach the condition of more than set time T1 and make motor 12 stop.In figure 6, at moment t0, the state that vehicle operates with motor 12 travels.
As shown in Figure 6, vehicle travel in car body acceleration G comprise the acceleration A g of gradient amount, each component of acceleration such with the acceleration A d of the acceleration A et of Engine torque amount i.e. the suitable acceleration of Slip torque acceleration and amount of resistance.If the acceleration acting on vehicle front is set to " just ", the acceleration acting on rear view of vehicle is set to " bearing ", then gradient acceleration A g be negative value, Engine torque acceleration A et be on the occasion of the acceleration A d of, amount of resistance be negative value.Act on the result on vehicle as these acceleration respectively, utilize acceleration transducer SE7 to detect car body acceleration G.But in order to the convenience calculated, the acceleration of the reality in acceleration transducer SE7 and Fig. 6 of present embodiment positive and negative different, using the acceleration to rear view of vehicle as on the occasion of output.The acceleration A d of amount of resistance means the negative acceleration caused by the running resistance etc. between wheel and road surface.
In this vehicle travels, at moment t1, if namely driver's operation tramples brake petal 15, then brake switch SW1 opens, and master hydraulic cylinder pressure PMC rises due to this brake operating, and gives braking force to wheel.Its result, reduces from moment t1 body speed of vehicle VS.Now, with master hydraulic cylinder press the braking acceleration Apmc of the amount that PMC is suitable relative to vehicle to direct of travel opposite direction namely backward as negative acceleration effect, so car body acceleration G reduces the amount of pressing the acceleration A pmc degree of the amount that PMC is suitable with master hydraulic cylinder now, thus become negative value.Additionally by brake operating, master hydraulic cylinder pressure PMC reaches regulation pressure P1.
Body speed of vehicle VS with to be acted on by braking acceleration Apmc and the equal variance ratio of the car body acceleration G reduced slows down.G < 0 in figure 6.Soon body speed of vehicle VS becomes below fixing speed V1.
During moment t2 in the running speed-reduction of vehicle, if " other idling-stopping condition " is set up, then continue calculation engine and can stop scheduled time Tes.Motor can stop scheduled time Tes as from being assumed to when making motor 12 stop, after a stoppage in order to prevent vehicle slip car and carry out the restarting of motor 12 when, stop timing of motor 12 i.e. current time, the time during to starting to restart calculates.Namely motor can stop scheduled time Tes as estimating that the time that motor 12 can be remained on halted state calculates.
The body speed of vehicle VS obtained according at least one testing signal in vehicle-wheel speed sensor SE3 ~ SE6 at moment t2 due to before being engine stop, so be equivalent to add that the car body acceleration G after the acceleration A et of Engine torque amount carries out the body speed of vehicle of the situation of slowing down.Double dot dash line in Fig. 6 represents to add that the car body acceleration G after the acceleration A et of Engine torque amount carries out the velocity curve of the situation of slowing down.In the present embodiment, the moderating process supposing under engine stop-state is carried out calculation engine and can be stopped scheduled time Tes.Therefore for the velocity curve of the double dot dash line of Fig. 6, assuming that with the car body acceleration of the acceleration A et deducting the Engine torque amount disappeared under an engine stop condition namely " DVS+Aet " carry out the situation of slowing down, thus calculate motor and can stop scheduled time Tes.
Therefore from the body speed of vehicle differential value DVS of the time diffusion as body speed of vehicle VS, the acceleration A et of the Engine torque amount of disappearance is deducted, the calculating formula Tes=VS/(DVS+Aet by representing with above-mentioned (2) formula) calculation engine can stop scheduled time Tes.But in this calculating formula, DVS > 0 in vehicle deceleration process, and Aet > 0.
Scheduled time Tes and set time T1 can be stopped to compare to this motor, if Tes > T1 sets up, then improve oil consumption effect, so stop from moment t2 motor 12.Its result, from moment t2, engine speed reduces, and becomes 0 soon.If engine speed becomes 0, then Engine torque amount disappears, so the body speed of vehicle VS of reality reduces along the solid line in Fig. 6 identically with the body speed of vehicle of expectation.During moment t2 ~ t3, also can use the variable acceleration Aet corresponding with the Engine torque amount reduced lentamente, calculation engine can stop scheduled time Tes.
As shown by the timing diagrams of figure 7, the operation amount of brake petal 15 is larger, so when braking acceleration Apmc is larger than gradient acceleration A g, namely guarantee can to prevent after a stoppage vehicle slip the braking force of car when, even if motor can stop scheduled time Tes namely Tes shorter in set time T1 < T1, present embodiment also makes motor 12 stop.This is because without the need to carrying out slipping the restarting of motor 12 prevented as object of car after a stoppage.In the present embodiment, when restarting without the need to motor when stopping like this, also stop motor 12.
In the present embodiment, to suppress allowing the mode of below distance La to determine that beginning period restarted by motor by slipping spacing L.Reach to the spacing L that slips after stopping the predicted time T2 allowed needed for distance La from current time, as from the time Ta required to stopping of current time, and after a stoppage vehicle slip spacing L reach allow the time needed for distance La Tb's and obtain.Namely T2=Ta+Tb.Time Ta is tried to achieve divided by body speed of vehicle differential value DVS by body speed of vehicle VS.Namely Ta=VS/DVS.Time Tb uses the not shown figure of the corresponding relation representing road surface gradient theta and time Tb to try to achieve in addition.In the present embodiment, as an example, permission distance La is set to 0.Namely La=0.Therefore predicted time T2 is calculated by T2=VS/DVS.
Present embodiment be configured to the predicted time T2 that calculates successively in the moderating process of the vehicle after engine stop arrive as from the restarting of motor 12 to restarted the required time restart needed time needed time Teng when, the beginning of restarting of permission motor 12.Specifically, the predicted time T2 to the stopping of vehicle reduces along with body speed of vehicle VS and reduces.Restart needed time Teng if be reduced in advance according to each set vehicle, then start restarting of motor 12.Therefore in the present embodiment, reach and allow to complete restarting of motor 12 till distance La slipping spacing L.Such present embodiment, until body speed of vehicle VS diminishes in allowed band wait for that beginning timing restarted by motor as far as possible, thus can maintain consumption improvement effect, and prevent the car that slips of vehicle effectively.
In the present embodiment, utilize above-mentioned (2) formula calculation engine can stop scheduled time Tes, but also can adopt the following formula considering and restart needed time Teng.
Tes＝VS/（DVS－Aet）－Teng…（3）
Secondly, braking ECU55 performs idle stop control program according to each specified period preset such as 0.01 second cycle.This idle stop control program comprise expect consumption improvement and effect environmentally etc. and for make the engine stop control shown in the self-braking Fig. 3 of motor 12 and for motor 12 is restarted Fig. 4 shown in motor restart control program.Motor in idle stop control program restart control the operation amount of brake petal 15 turn back to below established amount thus master hydraulic cylinder pressure PMC become regulation pressure below Px time, or when the establishment of predetermined restart condition such as to accelerate when aperture becomes AP > 0, motor 12 is restarted.The motor of present embodiment is restarted to control to comprise and is prevented the car that slips of car of slipping of the vehicle after stopping from preventing from controlling.Motor shown in Fig. 4 restart control program represent engine stop control in, in order to slip the control section that car prevents from controlling to make motor 12 restart.
First, Fig. 3 is used to control to be described to engine stop.In the traveling of the vehicle under engine operating status, braking ECU55 performs the engine stop control shown in Fig. 3.This engine stop control is when the stop condition specified is set up, for allowing the self-braking process stopping controlling of motor 12.
Braking ECU55 first in step s 11, judges whether " other idling-stopping condition " (other IS condition) is set up.If " other idling-stopping condition " is set up, then proceed to step S12, if " other idling-stopping condition " is false, then complete said procedure.In the present embodiment, " other idling-stopping condition " is equivalent to the executive condition stopping controlling, and judges that the braking ECU55 whether " other idling-stopping condition " is set up also plays a role as the 1st detection unit.Step S11 is equivalent to the 1st determination step in addition.
Brake ECU55 calculation engine in step s 12 and can stop scheduled time Tes.This motor can stop scheduled time Tes by the calculating formula Tes=body speed of vehicle VS/(DVS+Aet shown in above-mentioned (2) formula) calculate.
In next step S13, brake ECU55 judge whether " motor can stop scheduled time Tes to be more than the set time T1 namely Tes >=T1 playing consumption improvement effect " sets up.If Tes >=T1 sets up, proceed to step S15, if Tes >=T1 is false, proceed to step S14.In the present embodiment, obtain motor and can stop scheduled time Tes, and judge that the braking ECU55 whether Tes >=T1 sets up also plays a role as the 3rd detection unit.Step S12, S13 are equivalent to the 3rd determination step in addition.
In step S15, allow the stopping of motor 12.Namely brake ECU55 and send halt instruction to Engine ECU 17.Its result, Engine ECU 17 makes motor 12 stop.In the present embodiment, the braking ECU55 of the stopping of motor 12 is allowed also to play a role as stop control unit.Step S15 is equivalent to stop rate-determining steps in addition.
On the other hand, in the invalid situation of Tes >=T1, in step S14, brake ECU55 judge whether " braking acceleration Apmc is more than the gradient acceleration A g as threshold value " sets up.Namely judge that whether Apmc >=Ag sets up.Even if the establishment of Apmc >=Ag means 12 braking force of also not slipping car of guaranteeing no longer to pilot engine.If therefore Apmc >=Ag sets up, braking ECU55 proceeds to step S15, allows the stopping of motor 12.Namely brake ECU55 and send halt instruction to Engine ECU 17.Its result, Engine ECU 17 makes motor 12 stop.In the present embodiment, judge that the braking ECU55 whether Apmc >=Ag sets up also plays a role as the 4th detection unit.Step S14 is equivalent to the 4th determination step in addition.
On the other hand, in step S14, be judged to, in the invalid situation of Apmc >=Ag, to complete said procedure.Now, the stopping of motor 12 is not allowed.Namely the consumption improvement effect because idle stop causes can not be obtained, so do not allow the stopping of motor 12.
As process when stopping motor 12 in sequential chart shown in Fig. 6, process when Tes >=T1 is described.When vehicle travels with engine operating status, at moment t1, if driver's operation brake petal 15, then brake switch SW1 opens, and master hydraulic cylinder pressure PMC rises thus reaches regulation pressure P1.Press with master hydraulic cylinder the braking force that PMC is corresponding, vehicle deceleration by giving to wheel FR, FL, RR, RL, and body speed of vehicle VS becomes below fixing speed V1.Its result, if due in t2, then " other idling-stopping condition " is set up.Namely each condition that brake switch is opened, master hydraulic cylinder pressure PMC > regulation pressure P1 and body speed of vehicle VS≤fixing speed V1 is such is set up with " with (and) " condition.
If " other idling-stopping condition " is set up, then next obtain motor and can stop scheduled time Tes, judge whether Tes >=T1 sets up.If Tes >=T1 sets up, then stop motor 12 from moment t2.Its result, disappears to moment t3 Engine torque amount, and body speed of vehicle VS reduces along solid line in Fig. 6.At moment t4, vehicle stops.
In the traveling of the vehicle after this engine stop, braking ECU55 performs the motor shown in Fig. 4 and restarts control program.Control program restarted by this motor is when the restart condition specified is set up, and suppresses for the purpose of in allowed band, the car that slips of the vehicle after parking for allowing the process of restarting automatically of motor 12.
Motor shown in Fig. 4 restarts control program in the up-hill journey of the state stopped with motor 12, is repeatedly performed in units of certain control cycle such as 0.01 second by braking ECU55.
If start the program of Fig. 4, then braking ECU55 first in the step s 21 by comparing braking acceleration Apmc and gradient acceleration A g, judging whether " car that slips of vehicle occurs after a stoppage " sets up.Namely judge whether Apmc < Ag sets up.Here be judged to be braking acceleration Apmc be more than gradient acceleration A g namely Apmc >=Ag time, namely being judged to be time " slipping car " after not stopping, specifically in S21 for negative judge, directly complete the process of this current program.In the present embodiment, judge that the braking ECU55 whether Apmc < Ag sets up also plays a role as the 2nd detection unit.Step S21 is equivalent to the 2nd determination step in addition.
On the other hand, when being judged to be that braking acceleration Apmc is less than gradient acceleration A g i.e. Apmc < Ag, when being namely judged to be " car that slips of vehicle occurs after a stoppage ", when being specifically judgement certainly in S21, in following step S22, brake the predicted time T2 till ECU55 calculates vehicle parking.T2 is calculated by calculating formula T2=VS/DVS.In following step S23, brake ECU55 judge whether " the predicted time T2 calculated restarts below needed time Teng " sets up.
If predicted time T2 exceedes and restarts needed time Teng here, namely in S23 for negative judges, then still without the need to starting restarting of motor 12, directly complete current process.On the other hand, if predicted time T2 restarts below needed time Teng, be namely judgement certainly in S23, then brake ECU55 in step s 24 which and allow restarting of motor 12.Namely brake ECU55 and send restart instruction to Engine ECU 17.
Engine ECU 17, when have received restart instruction, restarts motor 12, and the signal completing the purport of restarting process is sent to braking ECU55.The braking ECU55 that have received signal from Engine ECU 17 is judged as having restarted of motor 12.
In figure 6, master hydraulic cylinder pressure PMC is little relative to regulation pressure P1 degree, and Apmc < Ag sets up, so be judged to be " car that slips of vehicle occurs after a stoppage ".Therefore in the moment of restarting needed time Teng degree than the moment t4 stopped in advance, start restarting of motor 12, completed before parking and restart., there is not the car that slips of vehicle when stopping in its result.This is restarted needed time Teng and determines, so that the spacing L that slips of vehicle is no more than predetermined permission distance La with the method for regulation.
In the figure 7, motor can stop scheduled time Tes less than set time T1, namely Tes < T1.But, represent because braking acceleration Apmc is large compared with gradient acceleration A g, guarantee to suppress to slip the sequential chart of situation of braking force of car.
In the running process of the vehicle under engine operating status, if operate brake petal 15 relatively strongly at moment t11, then brake switch SW1 opens, and master hydraulic cylinder pressure PMC rises and exceedes regulation pressure P1 and reach regulation pressure P2.Its result, vehicle deceleration, if at moment t12, " other idling-stopping condition " is set up, then next calculation engine can stop scheduled time Tes, judges whether Tes > T1 sets up.Tes＝VS/（DVS＋Aet）。In the example of fig. 7, motor can stop scheduled time Tes shorter than set time T1, and Tes > T1 is false.
But braking acceleration Apmc is larger than gradient acceleration A g, so guarantee to prevent to slip the braking force of car.Therefore, without the need to carrying out slipping the restarting of motor 12 that car prevents as object.Therefore at the moment t13 that Apmc > Ag sets up, the stopping of motor 12 is allowed.Its result, from moment t13, engine speed reduces and becomes 0 soon.If engine speed becomes 0 in the moment 14, then Engine torque amount disappears.Therefore actual body speed of vehicle VS according to expectation reduces along the solid line of Fig. 7.Guarantee relatively strong braking force when moment t15 stops, even if so no longer pilot engine 12, the car that slips of vehicle does not occur yet.
Fig. 8 represents sequential chart when not stopping motor.In the traveling of the vehicle under engine operating status, if operate brake petal 15 at moment t21, then open brake switch SW1, and master hydraulic cylinder pressure PMC rises and reaches regulation pressure P1.Its result, vehicle deceleration, if the moment t22 becoming below fixing speed V1 at body speed of vehicle VS, " other idling-stopping condition " is set up, then next calculation engine can stop scheduled time Tes, and judges whether Tes > T1 sets up.Tes＝VS/（DVS＋Aet）。In the example of fig. 8, the velocity curve that represents along the double dot dash line disappeared with the acceleration A et of Engine torque amount of body speed of vehicle VS and reducing.Therefore, use the motor of supposition when moment t24 stops can stop scheduled time Tes, thus judge whether Tes > T1 sets up.In the example of fig. 8, Tes > T1 is false, even if so make motor 12 stop, also can not get consumption improvement effect.
In fig. 8, master hydraulic cylinder pressure PMC is less relative to regulation pressure P1 degree, and namely braking acceleration Apmc is less than gradient acceleration A g, so can not guarantee to suppress to slip the braking force of car.Therefore in order to prevent the car that slips of vehicle after a stoppage, Slip torque is needed.Therefore, motor 12 does not stop.The acceleration A et of Engine torque amount does not disappear, so the body speed of vehicle VS of reality reduces along the solid line of Fig. 8.Slip torque is given, so there is not the car that slips of vehicle by the motor 12 remained in operation after a stoppage.But quite large in the road surface gradient theta of upward trend, when the power Fg acting on the gradient component of the gravity of vehicle exceedes the braking force sum of Slip torque and brake operating, vehicle after a stoppage can be caused to slip car lentamente.Now, the vehicle speed that slips is slow, so driver tramples brake petal 15 comparatively speaking at leisure further, thus prevent vehicle further slip car.
According to the controller of vehicle of present embodiment described above, following effect can be obtained.
(1) if " other idling-stopping condition " is set up, then the braking ECU55 carrying out the automatic stopping of motor 12 and automatic restart judge conservation of fuel amount Fd be whether motor 12 restart required more than fuel consumption Fst.Conservation of fuel amount Fd mean from the engine stop moment to after stopping slip the motor 12 carried out for the purpose of the preventing of car the engine stop restarted during namely at the fuel quantity that idle stop time can be saved.If conservation of fuel amount Fd is more than fuel consumption Fst, then brake the stopping that ECU55 allows motor 12.Therefore, such as when can only guarantee as with conservation of fuel measure Fd phase SFC Fst increase on the contrary engine stop during, do not allow the stopping of motor 12.Therefore, compared with the pastly consumption improvement effect can further be obtained.
(2) if " other idling-stopping condition " is set up, then brake ECU55 calculate from the engine stop moment to after stopping slip the motor 12 for the purpose of the preventing of car the engine stop restarted during predicted value and motor can stop scheduled time Tes.And braking ECU55 judges that this motor can stop scheduled time Tes whether to be more than set time T1.Namely brake ECU55 directly not compare with fuel consumption Fst conservation of fuel amount Fd.The braking ECU55 of present embodiment uses the fuel consumption Fid of the time per unit of the idling mode of motor 12, fuel quantity Fd, Fst is scaled the time suitable with dead time respectively thus obtains motor to stop scheduled time Tes and set time T1.Braking ECU55 can stop scheduled time Tes and set time T1 to compare to these motors.Therefore braking ECU55 does not ask conservation of fuel to measure Fd and fuel consumption Fst, but uses these time conversion values and motor can stop scheduled time Tes and set time T1, thus indirectly can judge that conservation of fuel amount Fd is more than fuel consumption Fst.Therefore present embodiment uses and carries out calculating according to the testing result of existing vehicle-wheel speed sensor SE3 ~ SE6 thus the motor that can obtain can stop scheduled time Tes, can judge with relatively simple process.
(3) when conservation of fuel amount is less than fuel consumption, braking ECU55 by the gradient acceleration A g corresponding with the power Fg of gradient component of the gravity acting on vehicle, with according to and the operation amount master hydraulic cylinder that namely amount of stepping on is corresponding of the brake petal 15 braking acceleration Apmc that presses PMC to determine compare.If Apmc >=Ag sets up, be then judged to not slip after a stoppage car, and allow the stopping of motor 12.Namely, when obtaining the braking force can resisted with the power Fg of gradient component of the gravity acting on vehicle when stopping, the stopping of motor 12 is allowed.Therefore, by increasing the enforcement frequency of idle stop, consumption improvement effect can further be obtained.
(4) scheduled time Tes can be stopped to be less than set time T1 at motor, and can not guarantee to prevent after stopping slip the braking force of car when i.e. the invalid situation of Apmc >=Ag under, do not allow the stopping of motor 12.Therefore, the fuel consumption Fst for enabling motor 12 restart is avoided as much as possible than the many situation of conservation of fuel amount Fd of saving at idle stop time.Namely, the situation enforcement of idle stop can being avoided as much as possible to make oil consumption on the contrary worsen.
(5), when being judged to likely to slip car, when being namely judged to be Apmc < Ag, restarting of motor 12 is started in the mode that completes before when stopping.More specifically dope vehicle slip the generation of car time, until the predicted time T2 that stops arrives the moment of restarting needed time Teng start restarting of motor 12.Therefore there is not the car that slips of vehicle after a stoppage, the car that slips after the parking of the vehicle gone up a slope can be prevented by the square.
(6) brake ECU55 use press PMC to determine according to the master hydraulic cylinder corresponding with the operation amount of brake petal 15 i.e. tread-on quantity braking acceleration Apmc, and whether slip the judgement of car after a stoppage according to the gradient acceleration A g that the difference of car body acceleration G and body speed of vehicle differential value DVS is determined.When gradient acceleration A g exceedes braking acceleration Apmc, braking ECU55 is judged to be " car that slips of vehicle occurs ".Therefore, it is possible to determine whether to need restarting by the motor 12 slipped for the purpose of the preventing of car of vehicle definitely.
Above-mentioned mode of execution also can change to following and implement.
In the above-described embodiment, conservation of fuel being measured Fd and the setting value F1 corresponding with fuel consumption Fc can stop scheduled time Tes and set time T1 to compare with the motor being scaled dead time respectively.Replacing this, also for comparing conservation of fuel amount Fd and setting value F1, thus the formation whether Fd >=F1 sets up can be judged.Such as fuel injection system has the sparger of burner oil in the firing chamber of motor 12.In this situation, be multiplied by from the stopping of motor 12 to the engine stop time restarted by the fuel injection system fuel quantity that time per unit consumes under engine idle conditions, computing fuel saving Fd.The storage of braking ECU55 stores the setting value F1 corresponding with the fuel consumption Fc of the reality obtained during engine start.The formation of the braking ECU55 played a role as the 3rd detection unit whether be the conservation of fuel amount Fd that judges to be obtained by above-mentioned calculating be more than setting value F1.
When conservation of fuel amount Fd is identical with fuel consumption Fc, namely in the above-described embodiment Tes=T1 when, be the formation of stopping of permission motor 12.Replace this, can for not allowing the formation of the stopping of motor yet.Be the formation of the stopping at least not allowing motor 12 when making oil consumption worsen.Also allowance α can be set to fuel consumption Fc further.Or also scheduled time Tes can be able to be stopped to set the permission time T α suitable with allowance α to motor.And the 3rd detection unit also can for judging the formation of the establishment of Fd >=Fc+F α or Tes >=T1+T α.According to this formation, even if there is error, as long as motor 12 just can be made to stop when having conservation of fuel effect between the value computationally or in setting and the value of reality.The decision condition of the 3rd detection unit can certainly be set to Fd >=Fc-F α or Tes >=T1-T α.Required setting value is the corresponding value set of fuel consumption when restarting with motor, for the Extrapolation time of fuel consumption, above-mentioned fuel consumption, also can be the value of the permitted value considering regulation.
In the above-described embodiment, when slipping car judgement, braking acceleration Apmc and gradient acceleration A g i.e. threshold value are compared.Replace this, also can compare braking force and the threshold value as the vehicle fore-and-aft direction component of gravity i.e. the power Fg of road surface durection component that act on vehicle.Or also PMC can be pressed to press the threshold value of scaled value to compare with the master hydraulic cylinder as power Fg to master hydraulic cylinder.
On the vehicle possessing the pressure transducer SE2 detecting master hydraulic cylinder pressure PMC, also based on the master hydraulic cylinder pressure PMC detected by pressure transducer SE2, braking acceleration Apmc can be obtained.The storage of braking ECU55 stores and such as represents master hydraulic cylinder pressure PMC, not shown figure with the corresponding relation of braking acceleration Apmc or braking force Fpmc.Braking ECU55 with reference to the figure based on master hydraulic cylinder pressure PMC, thus obtains braking acceleration Apmc or braking force Fpmc.And braking ECU55 also can for compare braking acceleration Apmc and gradient acceleration A g or to compare braking force Fpmc and power Fg, thus judge to slip formation with presence or absence of car.
If the car that slips of the vehicle when the parking of going up a slope is little by little, also can allow.Be and permission distance La is set as La >=0, the spacing L that slips is positioned at formation when allowing distance La, motor 12 being restarted.During up-hill journey in the stopping of motor 12, determine whether the car that slips of the vehicle after stopping.Being predicted as time " slip car ", with vehicle slip spacing L exceed allow distance La before the mode that completes, restarting of beginning motor 12.Allow distance La >=0.During up-hill journey more specifically in engine stop, obtaining the time Ta till stopping and the spacing L that slips from cut-off time to vehicle becomes the time Tb allowing distance La.Braking ECU55 is reaching with represented predicted time T2 the beginning of restarting that the moment of restarting needed time Teng allows motor 12 with time Ta and time Tb.Also can be that road surface gradient theta is larger in addition, above-mentioned permission distance La sets larger value.Such as, before road surface gradient theta reaches certain value, permission distance La is set as " 0 ", and after road surface gradient theta exceedes certain value, increases accordingly with the increase of road surface gradient theta and allow distance La.Distance La is allowed to be the distance illustrated in the above-described embodiment.When have employed these and forming, motor can stop scheduled time Tes to calculate preferably by following formula.
Tes＝VS/（DVS＋Aet）＋Tb－Teng…（4）
In the above-described embodiment, by restarting motor 12, braking force applying Slip torque, preventing the car that slips of vehicle.In this situation, in road surface gradient theta the larger slippage acceleration A c with being caused by skidding Slip torque and braking acceleration Apmc with compare gradient acceleration A g larger i.e. Ac+Apmc < Ag set up when, slip car.Therefore, when Ac+Apmc < Ag sets up, also can adopt and carry out braking pressurization and prevent from slipping the formation of car.Specifically when Ac+Apmc < Ag sets up, drive motor 41 carrys out driven pump 42,43.And supply electric current with the current value corresponding with the size of gradient acceleration A g to linear solenoid valve 35a, 35b and pressed by wheel cylinder PWC to be pressurized to control objectives value thus carry out braking and pressurize.Afterwards, the current value that braking pressure can be made to remain on control objectives pressure is supplied to linear solenoid valve 35a, 35b.According to this formation, even if such as when only applying Slip torque because road surface gradient theta is comparatively large and can not preventing from slipping car, also can make vehicle on upward trend, not slip car and stopping.
In the above-described embodiment, when the acceleration A g of the rear view of vehicle produced due to gravity exceedes the braking acceleration Apmc of vehicle, be judged to be " car that slips of vehicle occurs ".Changed, be judged to be " car that slips of vehicle occurs " when also can exceed the braking force Fpmc of vehicle at the component of rear view of vehicle of gravity and power Fg acting on vehicle.
In the above-described embodiment, judge whether to occur after a stoppage the car that slips of vehicle based on the testing result of the braking acceleration Apmc pressing PMC to determine according to the master hydraulic cylinder corresponding with the steering force of brake petal 15 i.e. pedal force and car body acceleration G.Changed, the checkout value based on other also can carry out same judgement.Such as replace the checkout value of master hydraulic cylinder pressure PMC to use the operation amount of brake petal 15 i.e. the checkout value of tread-on quantity, also can confirm the braking force of vehicle, braking acceleration.In this case, vehicle is arranged the sensor of the tread-on quantity for detecting brake petal 15.Further by car body acceleration G, the acceleration produced by motor, the acceleration caused by rolling resistance, road gradient acceleration or the acceleration that caused by resistance of air etc. are removed from car body acceleration G, also can confirm owing to braking the acceleration caused.Additionally by the sensor arranging the spacing detecting car body, utilize the signal of sensor to hold road surface gradient theta, also can carry out above-mentioned judgement.
In the above-described embodiment, body speed of vehicle VS and body speed of vehicle differential value DVS is employed.Changed, also can be used wheel velocity and wheel acceleration.Body speed of vehicle can use and utilize the value that in vehicle-wheel speed sensor SE3 ~ SE6, at least one value calculates, the value etc. utilizing auto-navigation system to obtain.
In the above-described embodiment, the situation control gear of the application being applied to the vehicle being provided with disc brake on each wheel is illustrated.Changed, the application equally also can be applied to wheel part or all on be provided with the vehicle of drum type braking device.
Vehicle is not limited to 2 wheel drive vehicles.The controller of vehicle of the application can be applied to equally 4 wheel drive vehicles etc. other driving mode vehicle on.
Description of reference numerals
12 ... motor; 15 ... as the brake petal of an example in brake operating portion; 17 ... Engine ECU; 18 ... automatic transmission; 20a ... torque-converters; 25 ... master hydraulic cylinder; 26 ... booster; 31 ... brake actuator; 32a ~ 32d ... wheel cylinder; 55 ... 1st detection unit, the 2nd detection unit, the 3rd detection unit, the 4th detection unit, stop control unit and as the braking ECU of an example restarting control device; FR, FL, RR, RL ... wheel; SE1 ... accelerate jaw opening sensor; SW1 ... brake switch; SE2 ... pressure transducer; SE3 ~ SE6 ... as the vehicle-wheel speed sensor of an example in Bus-Speed Monitoring portion; SE7 ... acceleration transducer; Tes ... motor can stop the scheduled time; T1 ... as the set time of an example of setting value; θ ... road gradient; L ... slip spacing; La ... allow distance; VS ... body speed of vehicle; DVS ... body speed of vehicle differential value; Ag ... gradient acceleration; Fpmc ... braking force; Apmc ... braking acceleration; Aet ... Engine torque acceleration; Fd ... conservation of fuel is measured; Fst ... fuel consumption; F1 ... setting value; Teng ... restart the required time.

Claims (4)

1. a controller of vehicle, carries out for making the stopping of the engine automatic stop of vehicle control and restarting control for what make described motor automatic restart,
Wherein, described controller of vehicle possesses:
1st detection unit, it is configured to judge " whether the described executive condition controlled that stops is set up ";
Stop control unit, it is configured to, when being judged to be " the described executive condition stopping controlling is set up ", allow described engine stop;
2nd detection unit, it is configured to described vehicle under the state of described engine stop and carries out slope road when travelling, and judges " the described vehicle after whether stopping slip car ";
Restart control device, when it is configured to when being judged to be " slip described in generation car ", allow the beginning of the automatic restart of described motor, so that until the spacing that slips of described vehicle exceedes and allows distance to complete restarting of described motor,
The feature of described controller of vehicle is also possess:
3rd detection unit, it is configured to before described engine stop, prediction the 1st moment and the 2nd moment between during that is during engine stop in can save conservation of fuel amount,
And described 3rd detection unit is configured to make described engine stop when stopping the executive condition controlling to set up described in the deceleration way of described vehicle, in order to suppress after a stoppage " described in slip car " and under making the hypothesis of described motor automatic restart, the moment that the described executive condition stopping controlling is set up is set to described 1st moment, the stop timing of the vehicle calculated by the body speed of vehicle based on described 1st moment was set to for the 2nd moment, judge " whether described conservation of fuel amount is for more than the setting value of restarting required fuel consumption to set according to described motor ",
When being judged to be " described conservation of fuel amount is less than described setting value ", even if described stop control unit is configured to the described executive condition establishment stopping controlling also do not allow described engine stop.
2. controller of vehicle according to claim 1, wherein,
Described vehicle possesses brake operating portion,
Described controller of vehicle also possesses the 4th detection unit,
Described 4th detection unit be configured to judge " braking force corresponding with the operation amount in described brake operating portion whether be guaranteed to can suppress the described vehicle after stopping slip car threshold value more than ",
When being judged to be " described braking force is guaranteed to more than described threshold value ", even if described stop control unit is configured to, when being judged to be " described conservation of fuel amount is less than described setting value ", also allow described engine stop.
3. controller of vehicle according to claim 1 and 2, wherein,
Described 3rd detection unit is configured to obtain from the time of described 1st moment to described 2nd moment and can stops the scheduled time as motor,
Described 3rd detection unit be configured to by judge described motor can stop the scheduled time be whether described setting value is scaled described motor dead time and more than the set time that obtains, carry out the judgement of " whether described conservation of fuel amount is more than described setting value ".
4. controller of vehicle according to claim 3, wherein,
Described vehicle has Bus-Speed Monitoring portion,
Described 3rd detection unit is configured to obtain the body speed of vehicle detected by described Bus-Speed Monitoring portion, and obtains the body speed of vehicle differential value generated by carrying out time diffusion to described body speed of vehicle,
Described 3rd detection unit be configured to by by described body speed of vehicle divided by deducting the corresponding acceleration of the Engine torque amount that disappears to the stopping because of described motor from described body speed of vehicle differential value and the value obtained, calculating described motor can stop the scheduled time.
CN201180046184.XA 2010-09-30 2011-09-27 Controller of vehicle and control method for vehicle Expired - Fee Related CN103124838B (en)

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