JP2017177956A - Engine controlling apparatus - Google Patents

Engine controlling apparatus Download PDF

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Publication number
JP2017177956A
JP2017177956A JP2016066274A JP2016066274A JP2017177956A JP 2017177956 A JP2017177956 A JP 2017177956A JP 2016066274 A JP2016066274 A JP 2016066274A JP 2016066274 A JP2016066274 A JP 2016066274A JP 2017177956 A JP2017177956 A JP 2017177956A
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Japan
Prior art keywords
engine
control
vehicle
driver
braking
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Pending
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JP2016066274A
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Japanese (ja)
Inventor
壮太郎 吉田
Sotaro Yoshida
壮太郎 吉田
宏 菅野
Hiroshi Sugano
宏 菅野
貴士 有山
Takashi Ariyama
貴士 有山
直紀 坂東
Naoki Bando
直紀 坂東
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マツダ株式会社
Mazda Motor Corp
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Application filed by マツダ株式会社, Mazda Motor Corp filed Critical マツダ株式会社
Priority to JP2016066274A priority Critical patent/JP2017177956A/en
Publication of JP2017177956A publication Critical patent/JP2017177956A/en
Pending legal-status Critical Current

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Abstract

PROBLEM TO BE SOLVED: To provide an engine controlling apparatus in which timing of auto hold cancel is pertinently defined so that a response to a driver's request may be provided without making the driver uncomfortable.SOLUTION: There is provided an engine controlling apparatus comprising a DSC apparatus 4 maintaining control of a vehicle V independently from driver's operation, an idling stop apparatus 2 which stops an engine 7 in a predetermined engine stop requirement and restarts the engine 7 in a case where a driver makes operation on an accelerator pedal 14. In a case where the idling stop apparatus 2 stops the engine 7 due to accomplishment of the predetermined engine stop requirement while the DSC apparatus 4 maintains control of the vehicle V, DSC apparatus 4 restarts the engine 7 as a response to driver's accelerator operation and the DSC apparatus 4 cancels maintenance of control of the vehicle V in a case where rotational speed of the engine reaches a predetermined rotational speed or more.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an engine control device, and more particularly to an engine control device having an auto hold function.

  Conventionally, for example, a vehicle having a hydraulic foot brake has an auto hold function that prevents the vehicle from jumping out by maintaining the brake hydraulic pressure for a predetermined time after the driver releases the brake. An engine control device is known (for example, Patent Document 1).

JP, 2015-101127, A

  The control device described in Patent Document 1 activates a so-called idle stop function that stops an engine when a driver operates a foot brake to stop a vehicle and satisfies a predetermined idling stop condition. Yes. For example, when the driver depresses the accelerator and the idling stop condition is released, the idling stop function is canceled and the engine is restarted, and the hydraulic pressure of the foot brake is reduced under conditions suitable for returning from the idling stop. I am letting.

  However, in Patent Document 1, when the driver depresses the accelerator in a state where both the idling stop function and the auto hold function are operating, no consideration is given as to when the auto hold function is canceled. Not. If the timing for releasing the auto hold function is too early, the auto hold function is canceled in a state where the engine output immediately after restart is low. In such a case, there is a problem in that the driver cannot respond to the driver's request even though the driver depresses the accelerator and requests a predetermined torque, which causes the driver to feel uncomfortable. .

  Accordingly, the present invention has been made to solve the above-described problems, and can respond to a request from the driver without causing discomfort to the driver by appropriately setting the timing of canceling the auto hold. An object of the present invention is to provide an engine control device.

  In order to solve the above-described problems, the present invention includes a braking maintenance control device that maintains braking of a vehicle independently of a driver's operation, and an accelerator operation by the driver while stopping the engine under a predetermined engine stop condition. An engine automatic stop / restart control device for restarting the engine in the case, wherein the predetermined engine stop when the braking of the vehicle is maintained by the braking maintenance control device When the condition is satisfied and the engine is stopped by the engine automatic stop / restart control device, the automatic stop / restart control device restarts the engine according to the accelerator operation by the driver. The braking maintenance control device controls the vehicle when the rotational speed of the engine exceeds a predetermined rotational speed. To release the maintenance of.

  According to the present invention configured as described above, when the engine stop condition is satisfied when the braking of the engine is maintained by the braking maintenance control device, the engine is stopped by the engine automatic stop / restart control device. Let When the driver performs an accelerator operation in this state, first, the engine is restarted, and then the maintenance of braking of the vehicle can be released when the engine speed becomes equal to or higher than a predetermined speed. Thus, by driving the vehicle in a state where the engine speed is equal to or higher than the predetermined speed, the vehicle can be smoothly accelerated after braking is released.

  In the present invention, it is preferable that the braking maintenance control device releases braking of the vehicle when the rotational speed of the engine becomes equal to or higher than the complete explosion rotational speed.

  According to the present invention configured as described above, after the engine is restarted, when the engine cranking operation is finished and the engine reaches a complete explosion state that can be driven only by fuel combustion, the vehicle is braked. Can be released. Thereby, the load on the starter for performing the cranking operation can be reduced.

  Further, according to the present invention configured as described above, it is possible to prevent the braking release of the vehicle from being delayed by the braking maintenance control device by releasing the braking of the vehicle when the engine reaches the complete explosion state. Can do. When the engine is restarted by the automatic stop / restart control device, the engine speed gradually increases. When the braking maintenance control device is operated in a state where the engine speed is high, the torque applied from the engine to the drive shaft of the vehicle increases, and the twist of the drive shaft accumulates. If the braking of the vehicle by the braking maintenance control device is released in a state where the twist is accumulated on the drive shaft, the feeling of the vehicle jumping out becomes strong. Therefore, by releasing the braking of the vehicle when the engine reaches the complete explosion state as in the present invention, it is possible to suppress the feeling of the vehicle jumping out due to the twist of the drive shaft.

  In the present invention, it is preferable that the braking maintenance control device satisfies the predetermined engine stop condition when the braking of the engine is maintained, and the engine automatic stop / restart control device controls the engine. Only when the vehicle is stopped, braking of the vehicle is maintained until the rotational speed of the engine becomes equal to or higher than a predetermined rotational speed independently of the operation of the driver.

  According to the present invention configured as described above, when the engine stop condition is not satisfied even when the braking of the engine is maintained by the braking maintenance control device, the braking of the vehicle is performed according to the driver's operation. Maintenance can be released. As a result, when the braking maintenance control device is operating but idling stop is not performed, the vehicle can be driven in accordance with the driver's operation.

  As described above, according to the present invention, it is possible to respond to a request from the driver without making the driver uncomfortable by making the timing of canceling the auto hold appropriate.

1 is a schematic configuration diagram of a vehicle to which an engine control device according to an embodiment of the present invention is applied. 1 is a schematic configuration diagram of a brake device according to an embodiment of the present invention. 1 is a system configuration diagram of an engine control apparatus according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the control apparatus of the engine by embodiment of this invention. It is a timing chart which shows operation | movement of the control apparatus of the engine by embodiment of this invention. It is a flowchart which shows operation | movement of the control apparatus of the engine by embodiment of this invention.

  Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a vehicle to which an engine control device is applied. The vehicle V includes an engine 7 driven by diesel fuel or gasoline fuel, and a stop maintaining device 1 for stopping the vehicle V. The stop maintaining device 1 includes an idling stop control device 2 as an automatic engine stop / restart device of the present invention, a foot brake device 3 for stopping the vehicle V by a driver's operation, and a braking maintenance control device of the present invention. A DSC (Dynamic Stability Control) device 4, an EPB (Electric Parking Brake) device 5 as a parking brake and emergency brake controller, and an ECU (Electric Control Unit) 6 are provided.

  The engine 7 outputs a predetermined torque to a torque converter (not shown) at a predetermined timing under the control of the ECU 6 according to the operation of the accelerator pedal 14 by the driver. The torque output to the torque converter is input to the automatic transmission 8 as a driving force, and is transmitted to the driving wheels of the four wheels 11 according to the position of the shift lever 9a of the shift device 9.

  The foot brake device 3 includes a brake pedal 10 disposed below a driver's feet, a booster 13 that increases braking of the brake pedal 10, and a master cylinder 12 that increases brake fluid pressure in response to depression of the brake pedal 10. ing. The foot brake device 30 increases the brake fluid pressure by the master cylinder 12 in accordance with the depression amount of the brake pedal. The increase in the brake hydraulic pressure is transmitted to the hydraulic brake mechanism 20 provided corresponding to each wheel 11, thereby applying a braking force to each wheel 11.

  The DSC device 4 is configured to be able to brake the wheel 11 independently of the operation by the driver. More specifically, the DSC device 4 is configured to control the running posture of the vehicle V by performing DSC control and ABS (Antilock Brake System) control independently of the operation by the driver. In addition to the DSC control and the ABS control, the DSC device 4 maintains the braking of the vehicle until the auto-hold condition is canceled, that is, when the predetermined auto-hold condition is satisfied, that is, the vehicle It is configured to maintain the stopped state.

  The EPB device 5 is configured to execute auto parking control for maintaining the stop state of the vehicle V when a predetermined condition is satisfied.

  Next, the brake device 3 will be described in more detail with reference to FIG. FIG. 2 is a schematic configuration diagram of the brake device.

  As shown in FIG. 2, the wheel 11 is provided with a hydraulic brake mechanism 20 correspondingly. The hydraulic brake mechanism 20 includes a rotor disk 21 that is integrally attached to the wheel 11 and a caliper 22 that applies a braking force to the rotor disk 21. The rotor disk 21 is integrally attached to the wheel 11 and is configured to rotate integrally with the wheel 11. The caliper 22 includes a caliper body 23 disposed on the inner side in the vehicle width direction of the rotor disk 21, and an outer pad 24 and an inner pad 25 disposed on both sides of the rotor disk 21 so as to sandwich the rotor disk 21. Yes. A piston 26 that can move in the axial direction of the rotor disk 21 is disposed on the inner side of the inner pad 25 in the vehicle width direction. The piston 26 slides into a cylinder hole 23 a formed in the caliper body 23. It is movably inserted. A pipe line 27 filled with brake fluid is connected to the cylinder hole 23a. When the driver depresses the brake pedal 10, the brake fluid pressure in the pipe line 27 increases according to the amount of depression. When the brake fluid pressure rises, the piston 26 moves forward toward the outer side in the axial direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, the caliper 23 is moved inward in the vehicle width direction by the reaction force of the inner pad 25 being pressed against the rotor disk 21, whereby the outer pad 24 is pressed against the outer surface of the rotor disk 21 in the vehicle width direction. Then, by pressing the outer pad 24 and the inner pad 25 against the rotor disk 21, the rotation of the wheel 11 integrated with the rotor disk 21 is reduced, and the vehicle V is decelerated and stopped.

  In addition, as shown in FIG. 2, the DSC device 4 is connected on a pipe line 27 between the master cylinder 12 of the foot brake device 3 and the piston 26.

  The DSC device 4 includes a hydraulic pump 31 connected to a first branch path 27 a that branches from a pipe line 27. The hydraulic pump 31 is configured by an electric pump using an electric motor as a drive source. The hydraulic pump 31 is driven by electric power supplied from an alternator (not shown) during engine operation and supplied from a battery (not shown) while the engine is stopped. When the hydraulic pump 31 is driven, the brake hydraulic pressure in the pipe line 27 can be increased via the pressurizing valve 32 provided between the hydraulic pump 31 and the pipe line 27. Thereby, it is comprised so that the brake device 3 may be operated independently of operation of the brake pedal 10 by a driver. Further, the DSC device 4 includes a return valve 33 connected to the second branch passage 27b branched from the conduit 27. After the brake fluid pressure in the conduit 27 is increased by the DSC device 4, the brake is released. When reducing the hydraulic pressure, the return valve 33 is opened.

  Further, as shown in FIG. 2, an electric brake mechanism 40 of the EPB device 5 is connected to the hydraulic brake mechanism 20. The electric brake mechanism 40 includes a piston 41 that acts on the inner pad 25, an annular member 42 connected to the piston 41, and an electric motor 43. A male screw portion 41 a is formed on the inner side of the piston 41 in the vehicle width direction, while a female screw portion 42 a that meshes with the male screw portion 41 a is formed on the inner periphery of the annular portion 42. A gear 42 b that meshes with the output pinion 44 of the electric motor 42 is formed on the outer periphery of the annular portion 42. And if the electric motor 43 is driven, the output pinion 44 will rotate and, thereby, the annular part 42 will rotate. Then, when the annular portion 42 rotates, the piston 41 moves the inner pad 25 toward the outer side in the vehicle width direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, when the inner pad 25 is pressed against the inner surface of the rotor disk 21 in the vehicle width direction, the outer pad 24 is also pressed against the rotor disk 21 as described above, thereby decelerating and stopping the vehicle.

  Next, the system of the engine control device will be described in detail with reference to FIG. FIG. 3 is a system configuration diagram of the engine control device.

  As shown in FIG. 3, the ECU 6 includes an Eng control unit 6 a for controlling the engine 7, a DSC control unit 6 b for controlling the DSC device 4, and an EPB control unit 6 c for controlling the EPB device 5. It is equipped with. The ECU 6 is configured to control the engine 7, the DSC device 4, and the EPB device 5 in accordance with inputs from various sensors. More specifically, the ECU 6 includes an accelerator pedal sensor 52 that detects the amount of depression of the accelerator pedal 14 by the driver, a yaw rate sensor 53 that detects the yaw rate of the vehicle V, and steering of a steering wheel (not shown) by the driver. A steering angle sensor 54 that detects an angle, a lateral acceleration sensor 55 that detects acceleration in the vehicle width direction of the vehicle V, a wheel speed sensor 56 that detects the rotation speed of the wheel 11, and an engine rotation speed (number of rotations). An engine rotation speed sensor 57 to detect, a gradient sensor 58 to detect the inclination angle of the road surface on which the vehicle V is stopped, a brake hydraulic pressure sensor 34 to detect the brake hydraulic pressure in the pipe 27, and the shift lever 9a The shift position sensor 61 that detects the corresponding shift range and the output signal from the shift position sensor 61 are received. . The ECU 6 also has a signal from the brake lamp switch 51 that is activated when the brake pedal 10 is operated by the driver, a signal from the parking switch 59 when the driver presses the auto parking switch 59, and an auto-hold by the driver. A signal from the auto hold switch 60 is input when the switch 60 is pressed, and a signal from the ignition switch is input when the ignition switch 62 is operated by the driver.

  The Eng control unit 6 a drives the engine 7 based on detection values from various sensors including the accelerator sensor 52 and the engine rotation speed sensor 57. Further, the Eng control unit 6a automatically stops the driving engine 7 when a predetermined idling stop condition is satisfied. Further, the Eng control unit 6a restarts the engine 7 when the driver depresses the predetermined operation, that is, the accelerator pedal 14, when the engine 7 is in the idling stop state. When the engine 7 is restarted, first, a cell motor (not shown) is driven to drive the engine 7 by cranking, and at the same time, a small amount of fuel is injected into the combustion chamber of the engine 7. After the engine 7 reaches a complete explosion state (engine speed is 400 to 600 RPM) that can be driven only by fuel combustion regardless of cranking, the Eng control unit 6a stops the cell motor and performs engine combustion only by fuel combustion. 7 is driven. The output of the engine 7 is input to a transmission mechanism such as the automatic transmission 8, and a torque corresponding to the position of the shift lever 9 a detected by the shift position sensor 61 is applied to the wheel 11.

  The DSC control unit 6b is operated by a driver based on detection values from various sensors including a yaw rate sensor 53, a steering angle sensor 54, a lateral acceleration sensor 55, a wheel speed sensor 56, a gradient sensor 58, and a brake fluid pressure sensor 34. Maintains the running posture of the vehicle V independently. Further, when the auto hold switch 60 is in the ON state, the DSC control unit 6b drives the pressure unit 30 even after the vehicle V is stopped and the driver releases the brake pedal 10 when the driver depresses the brake pedal 10. Thus, control is performed to maintain the brake fluid pressure in the pipe line 27. Thus, the vehicle V is maintained to be braked even after the driver releases the brake pedal 10.

  Further, the EPB control unit 6c determines that the parking switch 59 is in an ON state and a driver depresses a predetermined operation, for example, the brake pedal 10 by a predetermined amount or more in response to signals from the brake lamp switch 51 and the parking switch 59. The wheel 11 is locked by driving the electric brake mechanism 40.

  Next, the operation of the engine control device will be described in detail. FIG. 4 is a flowchart showing the operation of the engine control apparatus.

  As shown in FIG. 4, when a series of processing starts, in step S <b> 1, the ECU 6 determines whether or not the vehicle V is in a stopped state based on the detection result of the wheel speed sensor 55. Next, in step S2, the ECU 6 determines whether or not an auto hold condition is satisfied. The auto hold condition basically means that the auto hold switch 60 is in the ON state and the vehicle V is stopped (the value detected by the wheel speed sensor 56 is 0). As the auto-hold condition, in addition to the state of the auto-hold switch 60 and the detection value of the wheel speed sensor 56 described above, the opening degree of the accelerator pedal 14 is not more than a predetermined value, and the detection value by the yaw rate sensor 53 is predetermined. It may include that it is less than or equal to the value.

  If it is determined in step S2 that the auto hold condition is not satisfied, it is determined in step S3 whether or not the accelerator pedal 14 is operated, and whether or not the auto hall condition is satisfied (step S2). Is stepped (step S3), the processes of steps S2 and S3 are repeated. When the accelerator pedal 14 is depressed in step S3, the vehicle is started based on the driver required torque corresponding to the depression amount of the accelerator pedal 14 in step S4.

  When it is determined in step S2 that the auto hold condition is satisfied, the ECU 6 performs auto hold control. In the auto hold control, the pressurizing unit 30 is operated by the DSC control unit 6b to increase the brake fluid pressure in the pipe line 27, and the vehicle V is maintained in a stopped state independently from the operation of the brake pedal 10 by the driver. Say.

  In step S6, the ECU 6 determines whether an idling stop condition is satisfied. The idling stop condition is basically that the detection value by the wheel speed sensor 56 is 0, the water temperature of the engine 7 is equal to or higher than the predetermined value, the shift lever 9a is in the D range, and the vehicle is determined from the detection value by the gradient sensor 58. For example, it is determined that V does not stop steeply, and the capacity of the in-vehicle battery is sufficient. In addition to the above conditions, the idling stop condition may include various conditions such as the detected value of the steering angle sensor 54 and the outside air temperature.

  When it is determined in step S6 that the idling stop condition is not satisfied, the ECU 6 determines whether or not the accelerator pedal 14 is depressed in step S7. The ECU 6 repeats the processes of steps S6 and S7 until the idling stop condition is satisfied (step S6) or the accelerator pedal 14 is depressed (step S7). When the accelerator pedal 14 is stepped on in step S7, the ECU 6 starts the vehicle based on the driver requested torque corresponding to the amount of depression of the accelerator pedal 14 in step S4, assuming that the release condition for the auto hold control is satisfied. Let

  If it is determined in step S6 that the idling stop condition is satisfied, the ECU 6 automatically stops the engine 7 in step S8. Next, in step S9, the ECU 6 determines whether or not the accelerator pedal 14 has been depressed by the driver. If it is determined that the accelerator pedal 14 has been depressed, the engine 7 is restarted in step S10 and the idling stop control is performed. To release.

  Next, in step S11, the ECU 6 determines whether or not the engine 7 has reached a complete explosion state, and performs a process of canceling the auto hold control in step S12.

  Next, auto hold cancellation will be described in detail.

  FIG. 5 is a timing chart showing the operation of the engine control device, and FIG. 6 is a flowchart showing the operation of the engine control device, specifically, the auto-hold release processing in step S12.

  FIG. 5 basically shows a timing chart at the time of the auto-hold releasing process. For convenience of explanation, it is determined that the accelerator pedal 14 is depressed in step S9, and the process of restarting the engine in step S10 is also performed. Contains.

  First, with reference to FIG. 5, the process of step S9 and step S10 is demonstrated. If it is determined in step S9 that the accelerator pedal 14 is depressed, the accelerator opening starts to increase at time t1. At the same time, the engine 7 is driven, the engine speed is gradually increased, and the actual torque is increased. In this state, since the brake fluid pressure is maintained, the vehicle V remains stopped. When the engine speed reaches the complete explosion speed C at time t2, the ECU 6 starts the auto-hold release process in step S12.

  When a series of processing starts as shown in FIG. 6, in step S21, the ECU 6 changes the auto hold status to OFF (time t2). In step S22, the ECU 6 controls the hydraulic pump 31 to gradually reduce the brake hydraulic pressure in the conduit 27 (time t2).

  Next, in step S23, the ECU 6 refers to the detection value of the brake fluid pressure sensor 34 and determines whether or not the release of the brake pressure has ended. Whether or not the release of the brake pressure has ended is determined based on whether or not the brake pressure in the pipe line 27 has fallen below a predetermined threshold value Tb. When the actual torque exceeds the brake pressure threshold Tb at time t3, the vehicle V starts to accelerate. In step S24, the ECU 6 sets the auto hold to the Stand By state, and ends the series of processes.

  Thus, according to the present embodiment, the idling stop condition is satisfied while the auto hold condition is satisfied, the engine 7 is automatically stopped, and then the driver operates the accelerator pedal 14 to perform the auto hall control and When returning from the idling stop control, the maintenance of braking of the vehicle V is released when the engine speed reaches the complete explosion speed C or higher. Then, by driving the vehicle V in a state where the engine speed is equal to or greater than the complete explosion speed C, the vehicle can be smoothly accelerated after the braking is released.

1 Stop device 2 Idling stop device 3 Foot brake device 4 DSC device 6 ECU
7 Engine 14 Accelerator pedal

Claims (3)

  1. A braking maintenance control device that maintains braking of the vehicle independently of the operation of the driver;
    An engine automatic stop / restart control device that stops the engine under a predetermined engine stop condition and restarts the engine when an accelerator operation is performed by the driver, and an engine control device comprising:
    The automatic stop when the predetermined engine stop condition is satisfied and the engine is stopped by the engine automatic stop / restart control device when braking of the vehicle is maintained by the brake maintenance control device The restart control device restarts the engine in response to the accelerator operation by the driver, and the braking maintenance control device performs braking of the vehicle when the rotational speed of the engine exceeds a predetermined rotational speed. Engine control device that releases maintenance.
  2.   2. The engine control device according to claim 1, wherein the braking maintenance control device releases braking of the vehicle when a rotational speed of the engine becomes equal to or higher than a complete explosion rotational speed.
  3.   The braking maintenance control device is only when the predetermined engine stop condition is satisfied when the engine braking is maintained and the engine is stopped by the engine automatic stop / restart control device. 3. The engine control device according to claim 1, wherein braking of the vehicle is maintained until the rotation speed of the engine becomes equal to or higher than a predetermined rotation speed independently of the operation of the driver.
JP2016066274A 2016-03-29 2016-03-29 Engine controlling apparatus Pending JP2017177956A (en)

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JP2016066274A JP2017177956A (en) 2016-03-29 2016-03-29 Engine controlling apparatus

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JP2016066274A JP2017177956A (en) 2016-03-29 2016-03-29 Engine controlling apparatus

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission
JP2015101127A (en) * 2013-11-21 2015-06-04 トヨタ自動車株式会社 Vehicular control apparatus and control method

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006234013A (en) * 2005-02-22 2006-09-07 Jatco Ltd Hydraulic control device for automatic transmission
JP2015101127A (en) * 2013-11-21 2015-06-04 トヨタ自動車株式会社 Vehicular control apparatus and control method

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