EP2665921A1 - Procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile - Google Patents

Procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile

Info

Publication number
EP2665921A1
EP2665921A1 EP11793671.6A EP11793671A EP2665921A1 EP 2665921 A1 EP2665921 A1 EP 2665921A1 EP 11793671 A EP11793671 A EP 11793671A EP 2665921 A1 EP2665921 A1 EP 2665921A1
Authority
EP
European Patent Office
Prior art keywords
indication
acute
stop
activated
motor vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11793671.6A
Other languages
German (de)
English (en)
Inventor
Werner Bernzen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP2665921A1 publication Critical patent/EP2665921A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • 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

Definitions

  • the invention relates to a method for automatically stopping a
  • stop-start systems by means of which an internal combustion engine of the motor vehicle is automatically stopped and started after a driver-initiated manual starting during a driving cycle.
  • the automatic stop is usually carried out when the internal combustion engine is operated at idle and no torque of the internal combustion engine is required for propulsion of the motor vehicle or for a power take-off.
  • the automatic start usually takes place when a
  • Torque request is made to the internal combustion engine - either by the driver via an accelerator pedal or by a PTO such as a
  • Air conditioning Method for automatically stopping and / or starting a
  • An internal combustion engine by means of a stop-start system therefore includes such stop conditions and start conditions.
  • such methods also include stop prevention conditions.
  • stop prevention conditions cause an automatic stop of the engine is prevented, although the other stop conditions are met.
  • Stop prevention condition is the condition of an open hood - that is, an automatic stop of the engine is prevented for safety reasons on the condition that the hood of the vehicle is open. See, for example, DE 102 11 466 C1.
  • JP 2001-032734 A describes a method for automatically stopping an internal combustion engine of a motor vehicle, in which on the condition that, for example by an anti-lock braking system, locking of the wheels of
  • This stop prevention is active as long as the blockage is present.
  • This stop-preventing condition is to be avoided that locked wheels of the motor vehicle, that is wheels with a wheel speed of zero, are erroneously interpreted by the stop-start system as a vehicle standstill.
  • a vehicle standstill is a situation in which no drive torque is needed, and thus a situation in which a stop-start system as possible stops the engine.
  • Motor vehicle is characterized in that the internal combustion engine is automatically stopped when, as necessary, but not necessarily sufficient condition, certain stop conditions are met.
  • stop conditions include, for example
  • a stop-preventing condition is when one of the following exemplified criteria is satisfied
  • At least one of the criteria of the stop-preventing condition is an active danger status.
  • the danger status is meant a status information indicating whether, according to predetermined evaluation criteria, there is a danger or not.
  • the hazard status can have two values: an active hazard status indicates a detection of the hazard, an inactive or deactivated hazard status indicates an absence of the hazard.
  • the danger is essentially a situation in which there is an increased probability that the motor vehicle collides with another motor vehicle or with an obstacle, or that the motor vehicle tilts or overturns. From the beginning to the end of the dangerous situation, it is desirable for the driving force of the motor vehicle to remain dynamically available. If the internal combustion engine would switch off automatically during the dangerous situation, then the structure of a required drive torque would be due to a
  • the invention is intended to ensure that such a torque request in the motor vehicle with a stop-start system, a rapid torque build-up of
  • the hazard situation is divided into two successive phases, namely an acute phase and a latency phase. Both phases are determined on the basis of suitable criteria.
  • the acute phase is based on acute criteria, which indicate with a very high probability the existence of the danger.
  • the latency phase is based on latency criteria, which with a lower
  • an acute indication is activated according to the invention.
  • acute indication is meant status information indicating whether, according to the acute criteria, an acute phase is present or not. If the acute criteria are not fulfilled, ie if there is no acute phase, the acute indication is deactivated, ie there is no acute indication. If the acute criteria are fulfilled, ie if an acute phase is present, the acute indication is activated, ie there is an acute indication. The hazard status is activated when an acute indication is activated and the danger status remains activated as long as the acute indication is active.
  • the danger status remains activated, since, according to the invention, at least one further condition must be met in addition to the deactivation of the acute indication in order to deactivate the danger status.
  • This additional condition is activation of a security indication.
  • the security indication is meant a status information indicating whether, according to suitable security criteria, it can be concluded that there is a very high probability that there is no longer any danger.
  • the safety criteria include not only the negated acute criteria but other criteria.
  • the presence of the security indication means an active security indication and a
  • Termination of the acute indication is a certain probability that one
  • the predetermined time is expediently in the range of a few seconds, preferably 5 to 10 seconds.
  • Safety indication under the minimum condition is present that the acute indication has ended and then the motor vehicle has traveled a certain distance. If the particular distance has been covered without the acute indication having been activated again, it can be assumed that with a large amount of time
  • Distance is in the range of a few hundred meters to a few kilometers.
  • the beginning of the acute phase is advantageously derived from measurable variables, in dependence on the measurable variables.
  • Hazardous conditions are set up and these hazard conditions are monitored. If at least one hazard condition exists, then the acute phase is present, that is, the acute indication is activated. Different types of hazards with different hazard conditions may underlie different types of acute indications.
  • any type of hazard advantageously has specific criteria for activating a particular security indication.
  • Acceleration indication is enabled under the minimum requirement that an amount of vehicle acceleration in one direction is greater than a first
  • the minimum requirement is that at least the amount of vehicle acceleration in one direction is less than a second acceleration limit value, wherein the second acceleration limit value is less than or equal to the first acceleration limit value. In this way, a dangerous situation due to exceeding the first acceleration limit value of the motor vehicle is detected.
  • Acceleration limit is 5 to 10 m / s 2 , particularly advantageous is a first acceleration limit of 8 m / s 2 .
  • An end of the danger situation is not already at a fall below the first acceleration limit, but only when the second acceleration limit, z. B. 3 m / s 2 , is reached, recognized.
  • a further advantageous development provides that a further type of acute indication is a lateral acceleration indication, wherein the lateral acceleration indication is activated under the minimum requirement that an amount of one
  • Vehicle lateral acceleration is greater than a first lateral acceleration limit and the safety indication is under the minimum requirement that the amount of vehicle lateral acceleration is less than a second lateral acceleration limit, wherein the second lateral acceleration limit is less than or equal to the first lateral acceleration limit.
  • lateral acceleration is meant an acceleration of the motor vehicle transversely to the direction of travel.
  • a detection of a transverse acceleration of the motor vehicle which is greater than the first lateral acceleration limit, indicates a skid or drift movement of the motor vehicle and is therefore a clear indication of a dangerous situation.
  • a permanent termination of this type of dangerous situation can be assumed with a particularly high probability, if after a shortfall of the first Transverse acceleration limit is additionally undershot a second lateral acceleration threshold, wherein the second lateral acceleration limit is lower than the first lateral acceleration limit.
  • a further advantageous embodiment provides that a further type of acute indication is a control indication, wherein the control indication is activated under the minimum requirement that understeer or oversteer of the motor vehicle has been detected and the safety indication is present under the minimum requirement that for a predetermined time and / or a predetermined route no understeer and no oversteer of the motor vehicle is detected.
  • the understeer is a
  • Behavior of the motor vehicle meant, in which the motor vehicle drives a larger radius of curvature than corresponds to the chosen front wheels of the motor vehicle.
  • the motor vehicle drives a smaller radius of curvature than corresponds to the chosen front wheels.
  • the control indication is thus activated when it is detected that the motor vehicle is moving in a direction other than the direction desired by the driver of the motor vehicle. Understeer and oversteer can be accomplished in a manner known to those skilled in the art
  • Vehicle dynamics system can be detected.
  • a further advantageous embodiment provides that another type of acute indication is a steering indication, wherein the steering indication is activated under the minimum requirement that a fast steering movement was detected at high speed and the safety indication is activated under the minimum requirement that for a certain time no fast steering movement is detected.
  • the steering indication when exceeding a first limit for a
  • a further advantageous development provides that a further type of acute indication is a target braking indication, wherein the target braking indication is under the
  • Minimum requirement is enabled that a radar-based target braking is performed. Information about the existence of target braking may be obtained from corresponding known safety systems.
  • a further advantageous development provides that a further type of acute indication is a brake indication, wherein the brake indication is activated under the minimum requirement that full braking and / or autonomous braking are performed becomes.
  • the safety is increased by the fact that during the full braking or autonomous braking and for a certain time or distance afterwards an engine stop
  • Activation of the stop prevention condition is omitted and so the vehicle remains as good as possible maneuverable.
  • a further advantageous development provides that a further type of acute indication is a collision indication, wherein the collision indication under the
  • the danger of collision may be a danger of collision in the direction of travel or a collision risk on the side.
  • the detection of a risk of collision can be done for example by a radar-based security system of the motor vehicle.
  • Such safety systems are designed to recognize dangerous situations of various kinds and to activate a danger status when the danger situation is detected.
  • FIG. 2 shows a flow diagram for a stop function of a stop-start system
  • Fig. 1 shows a motor vehicle 1 for carrying out the method according to the invention.
  • the motor vehicle 1 has an internal combustion engine 2, an engine control unit 3 for controlling and regulating the internal combustion engine 2 via control lines 9 and sensor lines 8, as well as a safety system 4.
  • the security system 4 has a vehicle dynamics control unit 5 and an anti-collision control device 6, which are connected to one another via a data bus system 7 for the purpose of data exchange.
  • the safety system 4 is connected to the engine control unit 3 via the data bus system 7. About the data bus system 7, the engine control unit 3 is not with others connected control units connected.
  • the engine control unit 3 has a not-shown stop-start system, via which the internal combustion engine. 2
  • the stop-start system of the engine control unit 3 receives safety parameters via the data bus system 7 from the safety system 4, which are used for a function of the stop-start system.
  • FIG. 2 shows a flow chart for an engine stop function of the stop-start system.
  • the engine stop function for automatically stopping the internal combustion engine 2 starts with a starting step 21.
  • the starting step 21 includes preconditions, which are not shown, which must be fulfilled in order for the engine stop function to be able to function.
  • a check is made for a stop condition 22.
  • the stop condition 22 includes a check of several stop sub-conditions STB, which must be fulfilled in order for an automatic stop of the internal combustion engine 2 to take place. If the stop condition 22 is satisfied, it is checked if a
  • Stop prevention condition 23 is satisfied.
  • the stop-preventing condition 23 includes checking a danger status GS. If the danger status GS is not activated, in a stop command step 24, a stop of the internal combustion engine 2 and then a return step 25 to the starting step 21.
  • Stop prevention condition 23 is met, there is also no stop of the
  • the danger status function for evaluating the danger status GS begins with a starting step 31.
  • the starting step 31 includes further preconditions, which are not shown, which must be fulfilled in order for the hazard status function to function properly.
  • an acute check step 32 is performed.
  • the acute check step 32 includes a check of an acute indication AI.
  • the acute indication AI is active in the presence of a hazard. If the acute indication AI is active, then follows a danger indicator 33, in which the danger status GS is activated. After the activation of the danger status GS, a return step 37 takes place to the start step 31. If a non-active acute indication AI is detected in the acute check step 32, the next step in a danger state check 34 is whether, from an earlier pass of the hazard status function, the danger status GS is activated. If the
  • Security status check 35 checks whether a security indication S1 is activated. If the security indication Sl is activated, then takes place in a
  • Hazard warning indication 36 deactivates the danger status GS and
  • Danger status GS is activated and the return step 37 takes place to re-run the danger status function.
  • a start step 41 of the safety function includes preconditions, which are not shown, which must be fulfilled in order for the safety function to function properly.
  • an acute condition step 42 takes place.
  • an occurrence of a danger type is checked via an acute condition AI_Cond. If the acute condition AI_Cond is fulfilled, the acute indication AI is activated in an acute display 43 and at the same time the safety indication S1 is deactivated. Subsequently, a return step 47 takes place for a renewed passage of the safety function. If the acute condition AI_Cond is not met, deactivation 44 of the acute indication AI takes place. After deactivation 44 of the acute indication AI takes place
  • Security condition step 45 in which a security condition SI_Cond is checked. If the safety condition SI_Cond is fulfilled, then takes place in one
  • Safety display 46 an activation of the safety indication Sl. Is the
  • the return step 47 takes place.
  • a deactivation of the security indication S1 takes place exclusively via the fulfillment of the acute condition AI_Cond. Non-fulfillment of the security condition SI_Cond alone does not lead to a deactivation of the security indication S1.
  • Each type of danger is associated with an acute indication AI, an acute condition AI_Cond and a safety condition SI_Cond.
  • AI acute indication
  • SI_Cond safety condition
  • the associated acute indication AI is an acceleration indication
  • the acute condition AI_Cond is in this case is satisfied when a vehicle acceleration in one direction is greater than a first acceleration limit
  • the safety condition SI_Cond is satisfied in this case if the vehicle acceleration is less than a second
  • the danger type is a lateral acceleration and the associated acute indication AI is a lateral acceleration indication;
  • the acute condition AI_Cond is satisfied in this case when a vehicle lateral acceleration is greater than a first lateral acceleration limit value;
  • the safety condition SI_Cond is satisfied in this case if the vehicle lateral acceleration is less than a second lateral acceleration limit value and if after the
  • Deactivation 44 of the lateral acceleration indication has elapsed a certain time; the second lateral acceleration limit is smaller than the first lateral acceleration limit;
  • the danger is an over- or understeer of the motor vehicle 1 and the associated acute indication AI is a control indication;
  • Acute condition AI_Cond is fulfilled in this case if an over- or
  • the safety condition SI_Cond is met in this case if the over- or understeer of the motor vehicle is no longer present and if after the deactivation 44 of the control indication a certain time has elapsed;
  • the danger type is an avoidance situation of the motor vehicle 1 and the associated acute indication AI is a steering indication; the acute condition AI_Cond is satisfied in this case when a steering speed of the motor vehicle 1 and the associated acute indication AI is a steering indication; the acute condition AI_Cond is satisfied in this case when a steering speed of the motor vehicle 1 and the associated acute indication AI is a steering indication; the acute condition AI_Cond is satisfied in this case when a steering speed of the
  • Motor vehicle 1 is greater than a steering speed limit and a vehicle speed is greater than a vehicle speed limit; the security condition SI_Cond is fulfilled in this case if the
  • Steering speed limit and vehicle speed is less than the vehicle speed limit
  • the danger type is a first collision hazard and the associated acute indication AI is a target braking indication;
  • the acute condition AI_Cond is fulfilled in this case when a target braking is performed by a safety system of the motor vehicle 1;
  • the security condition SI_Cond is in this Case meets when the target braking is completed and when after the
  • Deactivation 44 of the target braking indication has elapsed a certain time
  • the danger is a second risk of collision and the associated acute indication AI an emergency braking indication;
  • the acute condition AI_Cond is met in this case when a safety brake system of the motor vehicle 1 detects that emergency braking has been carried out;
  • the safety condition SI_Cond is fulfilled in this case when the emergency braking is completed and after a certain time has elapsed after the deactivation 44 of the emergency brake indication;
  • the danger is a third risk of collision and the associated acute indication AI a collision indication;
  • the acute condition AI_Cond is fulfilled in this case if a collision danger, in particular a lateral risk of collision, is detected by a safety system of the motor vehicle 1, for example via associated radar sensors;
  • the safety condition SI_Cond is fulfilled in this case when the risk of collision has passed and when a certain time has elapsed after deactivation 44 of the collision indication.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile, ledit procédé comprenant : des conditions d'arrêt en tant que conditions préalables à l'exécution de l'arrêt automatique du moteur à combustion interne, des conditions empêchant l'arrêt en tant que conditions préalables permettant d'empêcher l'arrêt automatique du moteur à combustion interne. Un arrêt automatique du moteur à combustion interne se produit lorsque toutes les conditions d'arrêt sont remplies et lorsqu'aucune des conditions empêchant l'arrêt n'est remplie. Selon l'invention, une des conditions empêchant l'arrêt est un état de danger activé (GS), l'état de danger (GS) étant activé en présence d'une indication aiguë (AI). Selon l'invention, l'état de danger (GS) est activé jusqu'à la fin de l'indication aiguë (AI) et l'obtention d'une indication de sécurité (S1), de telle sorte que la manœuvrabilité du véhicule automobile au moyen du moteur à combustion interne restant en marche soit maintenue au moins jusqu'à détection de l'indication de sécurité (Sl).
EP11793671.6A 2011-01-19 2011-12-08 Procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile Withdrawn EP2665921A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011009001.0A DE102011009001B4 (de) 2011-01-19 2011-01-19 Verfahren zum automatischen Stoppen eines Verbrennungsmotors eines Kraftfahrzeuges
PCT/EP2011/006162 WO2012097840A1 (fr) 2011-01-19 2011-12-08 Procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile

Publications (1)

Publication Number Publication Date
EP2665921A1 true EP2665921A1 (fr) 2013-11-27

Family

ID=45218645

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11793671.6A Withdrawn EP2665921A1 (fr) 2011-01-19 2011-12-08 Procédé d'arrêt automatique d'un moteur à combustion interne d'un véhicule automobile

Country Status (6)

Country Link
US (1) US20140005914A1 (fr)
EP (1) EP2665921A1 (fr)
JP (1) JP2014506644A (fr)
CN (1) CN103328811A (fr)
DE (1) DE102011009001B4 (fr)
WO (1) WO2012097840A1 (fr)

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Also Published As

Publication number Publication date
CN103328811A (zh) 2013-09-25
DE102011009001B4 (de) 2018-05-30
DE102011009001A1 (de) 2012-07-19
WO2012097840A1 (fr) 2012-07-26
US20140005914A1 (en) 2014-01-02
JP2014506644A (ja) 2014-03-17

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