WO2011162373A1

WO2011162373A1 - Vehicle control device

Info

Publication number: WO2011162373A1
Application number: PCT/JP2011/064536
Authority: WO
Inventors: 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: 2010-06-25
Filing date: 2011-06-24
Publication date: 2011-12-29
Also published as: DE112011102145T5; CN102959211A; JP5516132B2; JP2012007554A; DE112011102145B4; CN102959211B

Abstract

An electronic control unit for automatically stopping or restarting an engine determines whether or not a vehicle will crawl down when the engine stopped while travelling uphill. When it is estimated that the vehicle will crawl down, the electronic control unit begins to restart the engine in a manner such that the engine completely restarts before the point in which the vehicle stops which causes the vehicle to crawl down. As a consequence, it is possible to prevent a vehicle in which the engine is automatically stopped or restarted from crawling down when the vehicle stops on a hill.

Description

Vehicle control device

The present invention relates to a vehicle control device that automatically stops and restarts an engine.

As is well known, 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.

Conventionally, as described in Patent Document 1, 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. There has been proposed a vehicle control device that restarts and makes the first and second threshold values variable according to the vehicle speed.

JP 2003-35175 A

In AT cars equipped with an automatic transmission with a torque converter, thrust is generated in the forward direction of the vehicle due to creep even when the engine is idle. 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.

Even when the vehicle is stopped on an uphill road, if the engine is operated, torque (creep torque) due to a creep phenomenon is applied, so that the vehicle can be prevented from sliding down with a relatively small amount of brake depression. However, if the engine is automatically stopped, creep torque does not act. Therefore, if the amount of brake depression is small, the vehicle may slide down the slope without resisting gravity.

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.

According to one aspect of the present invention, a vehicle control device (11) for automatically stopping and automatically restarting the engine (1) is provided. The control device (11) 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. When the vehicle is moved, 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). .

In one embodiment, 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.

In another embodiment, 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.

In still another embodiment, 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).

In another embodiment, 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.

In another embodiment, 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). When the required time is reached, restart of the engine (1) is started.

In another embodiment, the allowable distance (La) is set to a larger value as the road surface gradient (θ) is steeper.

The schematic diagram which shows the structure of the vehicle to which the control apparatus by 1st Embodiment of this invention is applied. 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 | adopted as 1st Embodiment. The time chart which shows an example of the control aspect of 2nd Embodiment of this invention. The flowchart which shows the process sequence of the restart determination routine employ | adopted as 2nd Embodiment. The graph which shows the relationship between the road surface gradient and allowable distance in 3rd Embodiment of this invention.

(First embodiment)
Hereinafter, a first embodiment of a vehicle control device according to the present invention will be described in detail with reference to FIGS. In the present embodiment, the present invention is applied to an AT vehicle equipped with an automatic transmission with a torque converter.

FIG. 1 shows a configuration of a vehicle to which the vehicle control device of the present embodiment is applied. As shown in the figure, in the vehicle, 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.

In addition, 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.

In a vehicle equipped with the automatic transmission 3 with the torque converter 2 configured as described above, 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.

On the other hand, in this vehicle, 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.

Now, in such a vehicle, when the engine 1 is operated when stopping on an uphill road, a torque due to a creep phenomenon, that is, a creep torque acts, so that the creep torque is used to resist the vehicle from descending. be able to. On the other hand, if the engine 1 is stopped at the time of stopping on the uphill road, the creep torque does not act. Therefore, if the brake pedal 5 is not depressed strongly, the vehicle will slide down the slope.

In order to cope with this, in the present embodiment, 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”. In this embodiment, 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. When the engine 1 is restarted, 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. . In the example of the figure, the wheel speed VS0 becomes “0” at time t2, and the vehicle is stopped.

In the present embodiment, it is determined whether or not the vehicle slips after stopping from the detection results of the master cylinder pressure PMC, the vehicle body acceleration G, and the like during deceleration of the vehicle prior to stopping. When it is determined that the slippage occurs, 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.

Details of the state from the running state when the engine is stopped to when the vehicle is stopped through the state where the occurrence of sliding down is predicted and the engine is restarted will be described with reference to FIG. At time t0, 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 α (negative value), and the rate α is equal to the wheel acceleration.

Here, 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.

Specifically, the predicted time T1 until the vehicle stops decreases as the wheel speed decreases. When 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.

At time t1, the driver is driving while stepping on the brake, and the restart of the engine 1 is started. Along with this, the wheel acceleration starts to gradually increase from the ratio α, 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 α 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 α. The vehicle body acceleration G shows a curve similar to the wheel acceleration.

Further, in this embodiment, 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.

Acceleration Ag and braking acceleration Apmc here are the following parameters. FIG. 3 shows the relationship between forces acting on a vehicle that is stopped on an uphill road. Here, when the inclination angle of the uphill road is “θ” and the gravity acting on the vehicle is “g”, the vehicle is pulled backward by the force Fg of “g · sin θ” 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). Incidentally, 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.

On the other hand, if the brake pedal 5 is depressed, a braking force Fpmc is generated in the vehicle against the force Fg. 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.

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”. As the vehicle body acceleration G, the above-mentioned “Ag = −Fg / M” value is output from the G sensor 13 after time t2. “Ag” is a positive value, “Fg” is a positive direction in the right direction in FIG. 3, and 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.

When this routine is started, first, in 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.

On the other hand, when it is determined that the braking acceleration Apmc is less than the acceleration Ag and a slip occurs after the vehicle stops (S100: YES), the wheel speed is divided by the wheel acceleration in the subsequent step S101 to The predicted time T1 is calculated. In 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.

Here, 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.

According to the vehicle control apparatus of the present embodiment described above, the following effects can be obtained.

(1) In this embodiment, 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.

In this embodiment, 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. When the engine 1 is restarted, 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.

(2) In the present embodiment, it is determined whether or not a slip occurs after the vehicle stops. 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.

(3) In the present embodiment, when the sliding after the vehicle is predicted to stop, the restart of the engine 1 is started when the predicted time T1 until the vehicle stops reaches the time required for restarting the engine 1. For this reason, it is possible to suppress the vehicle's sliding distance after the vehicle stops to “0”.

(Second Embodiment)
Next, a second embodiment in which the vehicle control device of the present invention is embodied will be described in detail with reference to FIGS. In addition, in 2nd Embodiment, about the structure which is common in the said 1st Embodiment, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

As described above, if 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.

Therefore, in the present embodiment, it is determined whether or not the vehicle will slide down after the vehicle is stopped while the engine 1 is stopped, and when it is predicted that the vehicle will slide down, 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.

More specifically, in the present embodiment, 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. Thereby, between time t4 and time t5, wheel speed VS0 becomes less than "0". That is, although the sliding occurs, the sliding distance during the appropriately set sliding time period T2 can be suppressed to the allowable distance La. The 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.

When this routine is started, first, in 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. Here, when it is determined that the braking acceleration Apmc is equal to or higher than the acceleration Ag and no slipping occurs after the vehicle stops (S200: NO), the processing of this routine is terminated as it is.

On the other hand, when it is determined that the braking acceleration Apmc is less than the acceleration Ag and a slip occurs after the vehicle stops (S200: YES), in the subsequent step S201, the wheel speed is divided by the wheel acceleration so that the vehicle is stopped. The predicted time T1 is calculated. In the subsequent step S202, a time T2 until the slippage distance from the stop becomes the allowable distance La is calculated.

In the subsequent 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.

(4) In the present embodiment, 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.

In this embodiment, 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. 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.

(5) In the present embodiment, it is determined whether or not a slip occurs after the vehicle stops. 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.

(6) In the present embodiment, when the sum of the estimated time T1 until the vehicle stops and the time T2 until the sliding distance of the vehicle reaches the allowable distance La from the vehicle stop reaches the time required for restarting the engine 1. Then, restart of the engine 1 is started. Therefore, it is possible to keep the vehicle slipping down after it stops.

(Third embodiment)
Next, a third embodiment of the vehicle control device of the present invention will be described in detail with reference to FIG. In the present embodiment, the same components as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

When the engine 1 is operating and creep torque is applied, if the road surface gradient θ is large, a certain amount of sliding occurs. The sliding down at this time becomes larger as the road surface gradient θ becomes steeper. Therefore, when the setting is made in consideration of the driver's feeling, the permitted vehicle sliding distance increases as the road surface gradient θ becomes steeper.

Therefore, in the present embodiment, the greater the road surface gradient θ, the larger the allowable distance La is set. FIG. 7 shows an example of setting the allowable distance La. In the example of the figure, the allowable distance La is set to “0” until the road surface gradient θ reaches a constant value, and after the road surface gradient θ exceeds the predetermined value, the road surface gradient θ increases according to the increase of the road surface gradient θ. The allowable distance La is increased.

According to the present embodiment described above, in addition to the effects described in (4) to (6) above, the following effects can be further achieved.

(7) In the present embodiment, the greater the road surface gradient θ, 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.

In addition, each said embodiment can also be changed as follows.

In the above-described embodiment, 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.

In the above-described embodiment, it is determined whether or not 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 θ from the sensor and make the above determination.

In the above embodiment, the wheel speed and the wheel acceleration are used, but the vehicle body speed and its differential value (vehicle body acceleration) may be used. As the 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.

In the above embodiment, the case where the control device of the present invention is applied to a vehicle in which a disc brake device is provided on each wheel has been described. However, in the present invention, a drum brake device is provided on some or all of the wheels. The same applies to other vehicles.

In the above embodiment, the case where the 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.

Claims

A vehicle control device (11) for automatically stopping and restarting an engine (1),
It is determined whether or not the vehicle will slide down after the vehicle is stopped when the vehicle (1) is traveling uphill (S100, S200). If it is determined that the vehicle will slide down, Restart of the engine (1) is started so that the restart of the engine (1) is completed before the descending distance exceeds the allowable distance (La) (S103, S204).
A control apparatus for a vehicle.
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 detection result of the vehicle body acceleration (G). The vehicle control device according to claim 1, wherein the vehicle control device is performed based on the control.
The determination is performed on the assumption that the vehicle slips down when a vehicle rearward component (Fg) of gravity acting on the vehicle exceeds a braking force (Fpmc) of the vehicle. Vehicle control device.
The determination is performed on the assumption that the vehicle slips when the rearward acceleration (Ag) of the vehicle generated by gravity exceeds the braking acceleration (Apmc) of the vehicle. Control device.
The allowable distance (La) is set to “0”, and the restart of the engine (1) is started when the predicted time (T1) until the stop reaches the time required for restarting the engine (1). The vehicle control device according to any one of claims 1 to 4.
The sum of the estimated time (T1) to stop and the time (T2) from the stop until the sliding distance of the vehicle reaches the allowable distance (La) has reached the time required for restarting the engine (1). The vehicle control device according to any one of claims 1 to 4, wherein restart of the engine (1) is started at a time point.
The vehicle control device according to any one of claims 1 to 4 and 6, wherein a larger value is set for the allowable distance (La) as the road surface gradient (θ) becomes steeper.