WO2011162373A1 - 車両の制御装置 - Google Patents

車両の制御装置 Download PDF

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Publication number
WO2011162373A1
WO2011162373A1 PCT/JP2011/064536 JP2011064536W WO2011162373A1 WO 2011162373 A1 WO2011162373 A1 WO 2011162373A1 JP 2011064536 W JP2011064536 W JP 2011064536W WO 2011162373 A1 WO2011162373 A1 WO 2011162373A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
engine
acceleration
control device
restart
Prior art date
Application number
PCT/JP2011/064536
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English (en)
French (fr)
Japanese (ja)
Inventor
陽介 大森
陽介 橋本
政義 武田
雪生 森
Original Assignee
株式会社 アドヴィックス
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 株式会社 アドヴィックス filed Critical 株式会社 アドヴィックス
Priority to DE112011102145.3T priority Critical patent/DE112011102145B4/de
Priority to CN201180030124.9A priority patent/CN102959211B/zh
Publication of WO2011162373A1 publication Critical patent/WO2011162373A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • 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 present invention relates to a vehicle control device that automatically stops and restarts an engine.
  • the engine is automatically stopped while the vehicle is stopped, such as waiting for a signal, and the engine is automatically restarted according to the driver's starting operation, thereby saving fuel consumption and improving exhaust emission. Stop / restart devices are in practical use. In recent years, a device for stopping the engine while the vehicle is decelerating before stopping has been proposed.
  • the engine is automatically stopped on condition that the brake depression amount is equal to or greater than the first threshold value X, and the engine is automatically activated on condition that the brake depression amount is equal to or less than the second threshold value Y.
  • a vehicle control device that restarts and makes the first and second threshold values variable according to the vehicle speed.
  • the creep phenomenon is a phenomenon in an AT vehicle in which the vehicle slowly moves forward even if the accelerator pedal is not depressed when the shift lever is in the traveling position. This phenomenon is caused by a slight torque converter even when the engine is idle. It is generated in order to transmit the motive power toward the driving wheel.
  • An object of the present invention is to provide a vehicle control device that can suitably prevent a vehicle from sliding down when stopping on an uphill road in a vehicle that automatically stops and restarts an engine.
  • a vehicle control device (11) for automatically stopping and automatically restarting the engine (1) determines whether or not the vehicle will drop after stopping when the vehicle (1) is running on an uphill road (S100, S200), and determines that the vehicle will drop.
  • the restart of the engine (1) is started so that the restart of the engine (1) completes the restart until the sliding distance of the vehicle exceeds the allowable distance (La) (S103, S204). .
  • the determination is based on the detection result of the master cylinder pressure (PMC) that is the hydraulic pressure generated by the master cylinder (7) that generates the brake pressure according to the depression force of the brake pedal (5), and the vehicle body acceleration (G ) Based on the detection result.
  • PMC master cylinder pressure
  • G vehicle body acceleration
  • the above determination can be made on the assumption that the vehicle slips when the rearward component (Fg) of gravity acting on the vehicle exceeds the braking force (Fpmc) of the vehicle.
  • the determination may be performed on the assumption that the vehicle slips down when the vehicle rearward acceleration (Ag) generated by gravity exceeds the vehicle braking acceleration (Apmc).
  • the allowable distance (La) is set to “0”, and the engine (1) is restarted when the estimated time (T1) until the vehicle stops reaches the time required for restarting the engine (1). Start to start.
  • the sum of the predicted time (T1) until the vehicle stops and the time (T2) from the vehicle stop until the sliding distance of the vehicle reaches the allowable distance (La) is the restart of the engine (1).
  • the required time is reached, restart of the engine (1) is started.
  • the allowable distance (La) is set to a larger value as the road surface gradient ( ⁇ ) is steeper.
  • the time chart which shows an example of the control aspect of 1st Embodiment of FIG.
  • the figure which shows the relationship of the force which acts on the vehicle stopped on an uphill road.
  • the flowchart which shows the process sequence of the restart determination routine employ
  • the time chart which shows an example of the control aspect of 2nd Embodiment of this invention.
  • the graph which shows the relationship between the road surface gradient and allowable distance in 3rd Embodiment of this invention.
  • FIG. 1 shows a configuration of a vehicle to which the vehicle control device of the present embodiment is applied.
  • the power generated by the engine 1 is transmitted to the drive wheels 4 via an automatic transmission 3 having a torque converter 2 which is a fluid coupling having a torque amplifying action.
  • the vehicle boosts and transmits the depressing force of the brake pedal 5 using the intake negative pressure of the engine 1, and the brake hydraulic pressure (in accordance with the depressing force of the brake pedal 5 boosted by the brake booster 6)
  • a master cylinder 7 for generating a master cylinder pressure PMC is provided.
  • the vehicle also includes a brake actuator 8 that operates according to the brake fluid pressure generated by the master cylinder 7 and applies a braking force to the disc brake device 10 provided on each of the drive wheels 4 and the non-drive wheels 9. Yes.
  • the vehicle engine 1 and brake actuator 8 are controlled by an electronic control unit 11.
  • the electronic control unit 11 includes a wheel speed sensor 12 that detects the wheel speed VS0, a G sensor 13 that detects acceleration (vehicle acceleration G) acting in the longitudinal direction of the vehicle body, and a master cylinder pressure that is a hydraulic pressure generated by the master cylinder 7. Detection signals from various sensors for detecting the driving situation of the vehicle, including the PMC sensor 14 for detecting PMC, are input.
  • the detection value of the G sensor 13 is a positive value when the vehicle center of gravity moves backward, and a negative value when the vehicle center of gravity moves forward.
  • the electronic control unit 11 executes engine control according to the driving state of the vehicle ascertained from the detection results of these sensors. Further, the electronic control unit 11 performs brake control such as ABS (Antilock Brake System), brake assist, and ESC (Electronic Stability Control) by operating the control solenoid of the brake actuator 8.
  • brake control such as ABS (Antilock Brake System), brake assist, and ESC (Electronic Stability Control) by operating the control solenoid of the brake actuator 8.
  • a creep phenomenon occurs when the engine 1 is idle.
  • the creep phenomenon is a phenomenon in an AT vehicle where the vehicle slowly moves forward even if the accelerator pedal is not depressed when the shift lever is in the traveling position. This phenomenon is also caused when the torque converter has some power when the engine is idle. Is transmitted to the driving wheel.
  • the engine 1 in order to improve the fuel efficiency performance and the emission performance, the engine 1 is stopped when the predetermined stop condition is satisfied while the vehicle is traveling, and then the engine 1 is restarted according to the predetermined start condition.
  • the so-called eco-run control is started. Therefore, in this vehicle, the engine 1 is automatically stopped while the vehicle is stopped or the vehicle is decelerated due to the accelerator being off.
  • the vehicle slips after stopping when the engine 1 is traveling uphill while the engine 1 is stopped it is determined whether or not the vehicle slips after stopping when the engine 1 is traveling uphill while the engine 1 is stopped. Then, when it is determined that the slippage occurs, the restart of the engine 1 is started so that the restart is completed while the vehicle slippage distance is “0”.
  • the engine 1 when the amount of depression of the brake pedal 5 is small, and the vehicle slips due to the road surface gradient after stopping, the engine 1 is restarted before the slipping occurs.
  • creep torque acts, so that the vehicle can be stopped against the road gradient even with a relatively small amount of brake depression. Therefore, in the vehicle control device of the present embodiment, the vehicle is suitably prevented from sliding down when stopping on an uphill road.
  • FIG. 2 schematically shows an example of the control mode of the first embodiment.
  • This figure shows changes in the brake depression amount before and after stopping of the vehicle on the uphill road, the master cylinder pressure PMC, the vehicle body acceleration G output from the G sensor, the engine rotation speed, the wheel speed VS0, and the wheel acceleration DVS0. .
  • the wheel speed VS0 becomes “0” at time t2, and the vehicle is stopped.
  • the restart of the engine 1 is started at time t1 prior to the stop so that the avoidance of the slippage is in time for the stop.
  • a predetermined stop condition is satisfied while the vehicle is traveling, the engine 1 is stopped, and the driving vehicle is traveling while stepping on the brake. That is, the brake depression amount is a positive value, the engine speed is “0”, and the wheel speed VS0 is decreased at a constant rate ⁇ (negative value), and the rate ⁇ is equal to the wheel acceleration.
  • a predicted time T1 until the vehicle stops is obtained by dividing the wheel speed VS0 by the wheel acceleration DVS0 during deceleration of the vehicle prior to stopping. Then, the restart of the engine 1 is started at the time t1 when the calculated predicted time T1 reaches the time TENG required from the start of the restart of the engine 1 to the end thereof.
  • the predicted time T1 until the vehicle stops decreases as the wheel speed decreases.
  • the time TENG is predetermined for each vehicle, the engine 1 is restarted. In this way, by preventing the engine 1 from being restarted until the wheel speed becomes as low as possible, it is possible to prevent slipping down while maintaining the fuel efficiency reduction effect of economy running control.
  • the driver is driving while stepping on the brake, and the restart of the engine 1 is started.
  • the wheel acceleration starts to gradually increase from the ratio ⁇ , and after time t1, the gradient of the wheel speed decrease decreases. That is, from time t1 to time t2, the amount of brake depression is a positive value, and the engine speed gradually increases.
  • the wheel acceleration gradually increases from the ratio ⁇ toward “0” in response to the start of the engine 1, and the time differential value of the wheel speed is the wheel acceleration.
  • the line of the wheel speed VS0 up to the time t2 is indicated by a simplified straight line having a gradient smaller than the ratio ⁇ .
  • the vehicle body acceleration G shows a curve similar to the wheel acceleration.
  • whether or not the occurrence of sliding down is determined based on detection results such as the master cylinder pressure PMC and the vehicle body acceleration G. More specifically, when the vehicle rearward acceleration Ag generated by gravity, which is grasped from the detection result of the vehicle body acceleration G, exceeds the braking acceleration Apmc of the vehicle as grasped from the detection result of the master cylinder pressure PMC, the vehicle It is determined that the sliding occurs.
  • FIG. 3 shows the relationship between forces acting on a vehicle that is stopped on an uphill road.
  • the vehicle is pulled backward by the force Fg of “g ⁇ sin ⁇ ” by the action of the gravity g.
  • This force Fg is a component in the vehicle rear direction of gravity g acting on the vehicle.
  • the acceleration Ag is obtained by dividing the force Fg by the vehicle weight M (Fg / M).
  • the acceleration Ag can be obtained by subtracting the wheel acceleration obtained from the detection result of the wheel speed sensor 12 from the vehicle body acceleration G detected by the G sensor 13.
  • the braking acceleration Apmc is the braking force Fpmc divided by the vehicle weight M (Fpmc / M).
  • the value of the braking acceleration Apm can be obtained by excluding the acceleration due to running resistance or the like from the master cylinder pressure PMC or the calculated vehicle body acceleration while the vehicle is running.
  • the vehicle If the braking acceleration Apmc is greater than or equal to the acceleration Ag, the vehicle is stationary, and if the braking acceleration Apmc is less than the acceleration AFg, the vehicle slides down the slope. Therefore, it can be determined whether or not the vehicle slips depending on whether or not the braking acceleration Apmc is less than the acceleration Ag.
  • the time point t2 is a point in time when the restart of the engine 1 is completed and the wheel acceleration value increased thereby reaches “0”, and accordingly, the wheel speed also reaches “0”.
  • “Ag” is a positive value
  • “Fg” is a positive direction in the right direction in FIG. 3
  • a G sensor output value is a positive direction when the vehicle body is accelerated forward.
  • FIG. 4 shows a flowchart of a restart determination routine employed in this embodiment.
  • the processing of this routine is repeatedly executed by the electronic control unit 11 for every fixed control period during the uphill running with the engine 1 stopped.
  • step S100 it is determined whether or not the vehicle is lowered after stopping by comparing the braking acceleration Apmc and the acceleration Ag. When it is determined that the braking acceleration Apmc is equal to or higher than the acceleration Ag and no slippage occurs after the vehicle stops (S100: NO), the processing of this routine is immediately terminated.
  • the wheel speed is divided by the wheel acceleration in the subsequent step S101 to The predicted time T1 is calculated.
  • subsequent step S102 it is determined whether or not the calculated predicted time T1 is equal to or shorter than the restart required time of the engine 1.
  • step S103 if the predicted time T1 exceeds the restart required time of the engine 1 (S102: NO), it is not necessary to start the restart of the engine 1 yet, and this process is ended as it is. On the other hand, if the predicted time T1 is equal to or shorter than the restart required time of the engine 1 (S102: YES), restart of the engine 1 is started in step S103.
  • the electronic control unit 11 that automatically stops and restarts the engine 1 causes the vehicle to slide down after stopping when the engine 1 is traveling on an uphill with the engine 1 stopped. Determine whether or not. Then, when it is determined that the vehicle slips, the electronic control unit 11 starts restarting the engine 1 so that the restart is completed by the time of stopping when the vehicle slips. More specifically, when it is predicted that the vehicle will slide down after the vehicle stops, the restart of the engine 1 is started when the predicted time T1 until the vehicle stops reaches the time required to restart the engine 1.
  • the engine 1 when the amount of depression of the brake pedal 5 is small and the vehicle slips down due to the road surface gradient after stopping, the engine 1 is restarted before the slipping occurs.
  • creep torque acts, so that the vehicle can be stopped against the road gradient even with a relatively small amount of brake depression. Therefore, in the present embodiment, it is possible to suitably prevent the vehicle from sliding down when stopping on an uphill road.
  • Master cylinder pressure PMC that is a generated hydraulic pressure of the master cylinder 7 that generates a brake pressure according to the depression force of the brake pedal 5 is determined. And the detection result of the vehicle body acceleration G. More specifically, the vehicle rearward acceleration Ag generated by gravity is obtained from the vehicle body acceleration G, and the vehicle braking acceleration Apmc is obtained from the master cylinder pressure PMC. Such a determination is made on the assumption that the vehicle slips when the acceleration Ag exceeds the braking acceleration Apmc. Therefore, it is possible to accurately determine whether or not it is necessary to restart the engine 1 for preventing the vehicle from sliding down.
  • the engine 1 is restarted so that the restart is completed before the vehicle stops when the vehicle is predicted to slide down, the vehicle will slip down due to the lack of creep torque. It can be avoided. There is also an idea that the vehicle may be allowed to fall slightly when the vehicle stops on such an uphill road. If such an idea is followed, even if the restart of the engine 1 is not in time before the vehicle stops and a vehicle slips after the vehicle stops, the slipping distance is within the allowable distance La. The engine 1 may be restarted.
  • the vehicle sliding distance is calculated as follows.
  • the restart of the engine 1 is started so that the restart is completed before the allowable distance La is exceeded.
  • the restart of the engine 1 when traveling uphill while the engine 1 is stopped, a predicted time T1 until the vehicle stops and a time T2 until the sliding distance of the vehicle from the vehicle stop reaches the allowable distance La are obtained. Then, the restart of the engine 1 is started when the sum of the predicted time T1 and the time T2 reaches the time TENG required from the start of the restart of the engine 1 to the completion of the restart. Therefore, in the present embodiment, as shown in FIG. 5, from the time t5, the restart of the engine 1 is completed at the time t5 after the time T2 has elapsed from the time t4 that is the stop time of the vehicle. Also, the restart of the engine 1 is started at a time t3 before the restart required time of the engine 1.
  • time T2 can be obtained by the following equation (1).
  • FIG. 6 shows a flowchart of a restart determination routine employed in this embodiment.
  • the processing of this routine is repeatedly executed at regular control intervals by the electronic control unit 11 during traveling uphill by stopping the engine.
  • step S200 it is determined whether or not the vehicle will slide down after stopping by comparing the braking acceleration Apmc and the acceleration Ag.
  • the processing of this routine is terminated as it is.
  • the wheel speed is divided by the wheel acceleration so that the vehicle is stopped.
  • the predicted time T1 is calculated.
  • a time T2 until the slippage distance from the stop becomes the allowable distance La is calculated.
  • step S203 it is determined whether or not the sum (T1 + T2) of the calculated predicted time T1 and time T2 is equal to or shorter than the restart required time of the engine 1, and if so (S203: YES), step In S204, the restart of the engine 1 is started.
  • the electronic control unit 11 that automatically stops and restarts the engine 1 causes the vehicle to slide down after stopping when the engine 1 is running on an uphill with the engine 1 stopped. Determine whether or not. Then, when it is determined that the slipping occurs, the electronic control unit 11 starts restarting the engine 1 so that the restarting is completed before the vehicle slipping distance exceeds the allowable distance La. More specifically, the electronic control unit 11 is configured to calculate a predicted time T1 until the vehicle stops after the vehicle stops and a time T2 from when the vehicle stops to the allowable distance La until the vehicle slides down. When the sum reaches the required restart time of the engine 1, the restart of the engine 1 is started.
  • the engine 1 when the amount of depression of the brake pedal 5 is small and the vehicle slips down due to the road gradient after stopping, the engine 1 is restarted while the slipping distance is within the allowable distance La. It is started.
  • the engine 1 When the engine 1 is restarted, thrust due to a creep phenomenon acts, so that the vehicle can be stopped against the road surface gradient even with a relatively small amount of brake depression. Therefore, in the present embodiment, it is possible to suitably prevent the vehicle from sliding down when stopping on an uphill road.
  • Master cylinder pressure PMC that is a generated hydraulic pressure of the master cylinder 7 that generates a brake pressure according to the depression force of the brake pedal 5 is determined. And the detection result of the vehicle body acceleration G. More specifically, the vehicle rearward acceleration Ag generated by gravity is obtained from the vehicle body acceleration G, and the vehicle braking acceleration Apmc is obtained from the master cylinder pressure PMC. Such determination is made assuming that the vehicle slips when the acceleration Ag exceeds the braking acceleration Apmc. Therefore, it is possible to accurately determine whether or not it is necessary to restart the engine 1 for preventing the vehicle from sliding down.
  • FIG. 7 shows an example of setting the allowable distance La.
  • the allowable distance La is set to “0” until the road surface gradient ⁇ reaches a constant value, and after the road surface gradient ⁇ exceeds the predetermined value, the road surface gradient ⁇ increases according to the increase of the road surface gradient ⁇ .
  • the allowable distance La is increased.
  • the greater the road surface gradient ⁇ the larger the allowable distance La is set. Therefore, the behavior of the vehicle can be matched with the driver's feeling that the more the road surface gradient is steeper, the greater the sliding down.
  • each said embodiment can also be changed as follows.
  • whether or not the vehicle slips down is determined when the vehicle rearward acceleration Ag generated by gravity exceeds the vehicle braking acceleration Apmc. Instead, the determination can be made even if it is assumed that the vehicle slips when the force Fg, which is the component of gravity behind the vehicle acting on the vehicle, exceeds the braking force Fpmc of the vehicle.
  • the vehicle slips after stopping based on the detection result of the master cylinder pressure PMC and the detection result of the vehicle body acceleration G. It is also possible to carry out based on For example, it is possible to confirm the braking force and braking acceleration of the vehicle by using the detected value of the depression amount of the brake pedal 5 instead of the detected value of the master cylinder pressure PMC. In this case, a sensor for detecting the depression amount of the brake pedal 5 is provided in the vehicle. Further, the acceleration due to the brake can be confirmed by removing the acceleration generated by the engine due to the vehicle body acceleration G, the acceleration due to the rolling resistance, the acceleration due to the road surface gradient, the air resistance, and the like. It is also possible to provide a sensor for detecting the pitch of the vehicle body so as to grasp the road surface gradient ⁇ from the sensor and make the above determination.
  • the wheel speed and the wheel acceleration are used, but the vehicle body speed and its differential value (vehicle body acceleration) may be used.
  • vehicle body speed a value calculated from a value of a wheel speed sensor, a value acquired by a car navigation system, or the like can be used.
  • control device of the present invention is applied to a vehicle in which a disc brake device is provided on each wheel.
  • a drum brake device is provided on some or all of the wheels. The same applies to other vehicles.
  • control device of the present invention is applied to a two-wheel drive vehicle including two drive wheels 4 and two non-drive wheels 9 has been described.
  • the present invention can be similarly applied to other driving type vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
PCT/JP2011/064536 2010-06-25 2011-06-24 車両の制御装置 WO2011162373A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112011102145.3T DE112011102145B4 (de) 2010-06-25 2011-06-24 Fahrzeugsteuerungsvorrichtung
CN201180030124.9A CN102959211B (zh) 2010-06-25 2011-06-24 车辆控制装置

Applications Claiming Priority (2)

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JP2010144984A JP5516132B2 (ja) 2010-06-25 2010-06-25 車両の制御装置
JP2010-144984 2010-06-25

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JP5402901B2 (ja) 2010-09-30 2014-01-29 株式会社デンソー エンジン制御装置
JP6205688B2 (ja) * 2011-09-16 2017-10-04 三菱自動車工業株式会社 車両制御装置
JP5922624B2 (ja) * 2013-08-08 2016-05-24 本田技研工業株式会社 車両の制御装置
JP5977730B2 (ja) * 2013-12-16 2016-08-24 株式会社三共 遊技機
DE102014002817B4 (de) * 2014-02-26 2024-05-08 Audi Ag Verfahren und Vorrichtung zur Betätigung einer Bremseinrichtung eines ein Automatikgetriebe aufweisenden Antriebsstranges eines Fahrzeugs, insbesondere eines Kraftfahrzeugs
DE102014205176A1 (de) * 2014-03-20 2015-03-12 Robert Bosch Gmbh Verfahren zum Betrieb eines Kraftfahrzeugs mit Start/Stopp-Funktion
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