WO2015019153A2 - Dispositif et procédé de commande de véhicule - Google Patents

Dispositif et procédé de commande de véhicule Download PDF

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Publication number
WO2015019153A2
WO2015019153A2 PCT/IB2014/001455 IB2014001455W WO2015019153A2 WO 2015019153 A2 WO2015019153 A2 WO 2015019153A2 IB 2014001455 W IB2014001455 W IB 2014001455W WO 2015019153 A2 WO2015019153 A2 WO 2015019153A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
engine
internal combustion
braking force
combustion engine
Prior art date
Application number
PCT/IB2014/001455
Other languages
English (en)
Other versions
WO2015019153A3 (fr
Inventor
Yoshihisa Nakamura
Fumikazu Sato
Hiroshi Enomoto
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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 Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2015019153A2 publication Critical patent/WO2015019153A2/fr
Publication of WO2015019153A3 publication Critical patent/WO2015019153A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • 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
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/06—Engine stall and related control features, e.g. for automatic restart
    • 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 control device and a control method for a vehicle.
  • JP 2001-200739 A Japanese Patent Application Publication No. 2001-200739 permits restart of the internal combustion engine in the event of an engine stall on condition, for example, that an ON signal is being output from a brake switch that detects depression of the brake pedal.
  • the starter motor When restart of the internal combustion engine is permitted on condition that an ON signal is being output from a brake switch, the starter motor is driven with a low braking force being applied to the vehicle when an ON signal is being output from the brake switch even when the amount of depression of the brake pedal is relatively small.
  • the vehicle can be moved by the driving force that is produced when the internal combustion engine is restarted even when the driver is depressing the brake pedal.
  • the present invention provides a control device for a vehicle that can restrain the vehicle from moving when the internal combustion engine is automatically started in the event of an engine stall.
  • a first aspect of the present invention provides a control device for a vehicle in which an internal combustion engine is mounted.
  • the control device includes an electronic control unit.
  • the electronic control unit is configured to (i) start the internal combustion engine in the event of an engine stall, and (ii) permit the start of the internal combustion engine in the event of the engine stall on condition that a braking force is equal to or higher than a predetermined value.
  • the braking force acts against a driving force that is applied to the vehicle when the internal combustion engine is started.
  • the start of the internal combustion engine in the event of an engine stall is permitted on condition that a braking force that is equal to or higher than a predetermined value can act against the driving force that is applied to the vehicle when the internal combustion engine is started. Therefore, by setting the predetermined value appropriately, the start of the internal combustion engine can be permitted when the braking force is higher than the driving force that is produced when internal combustion engine is started (automatically started). Thus, the vehicle can be restrained from moving when the internal combustion engine is started in the event of an engine stall.
  • the vehicle further includes a brake operating member.
  • the electronic control unit may be configured to permit the start of the internal combustion engine in the event of an engine stall on condition that the braking force is equal to or higher than the predetermined value and the braking force is produced by the operation of the brake operating member.
  • the predetermined value may correspond to a braking force that is high enough to hold the vehicle stationary when the internal combustion engine is started.
  • the vehicle can be held stationary when the internal combustion engine is started in the event of an engine stall, the vehicle can be restrained from moving more reliably when the internal combustion engine is started.
  • the vehicle may further include a starter motor that is configured to start the internal combustion engine.
  • the predetermined value may correspond to a braking force that is high enough to hold the vehicle stationary when the starter motor is driven.
  • the electronic control unit may be configured to permit the start of the internal combustion engine in the event of the engine stall on condition that the braking force is equal to or higher than the driving force.
  • the hydraulic pressure that is supplied to the brake increases and a higher braking force is applied to the vehicle as the displacement of a brake operating member is increased.
  • the vehicle may further include a hydraulic brake that is activated when a brake operating member is operated.
  • the electronic control unit may be configured to use the hydraulic pressure that is being supplied to the brake as a value that indicates the braking force.
  • the braking force necessary to hold the vehicle stationary is lower as compared to that which is necessary when the vehicle is on an ascending or descending slope.
  • the vehicle can be restrained from moving when the internal combustion engine is started even when the braking force is relatively low.
  • the start of the internal combustion engine may not be permitted when the vehicle can be held stationary with a low braking force as in the case where the vehicle is on a flat road because the brake pressure does not exceed the predetermined value.
  • the start of the internal combustion engine may not be permitted even when a braking force that is high enough to restrain the vehicle from moving when the internal combustion is started is being produced. This leads to a decrease of opportunities for the engine to be started.
  • the electronic control unit may be configured to variably set the predetermined value based on a road gradient on which the engine stall occurred.
  • the predetermine value is varied depending on the variation of the braking force necessary to hold the vehicle stationary which varies depending on the gradient of the road. This leads to an increase of opportunities for the internal combustion engine to be started.
  • the braking force that is necessary to hold the vehicle stationary increases as the road gradient (the absolute value of the angle of the road gradient) is greater.
  • the electronic control unit may be configured to set the predetermined value to a larger value as the road gradient is greater.
  • a brake switch as described above is provided to detect whether the brake pedal is being operated.
  • stop lamps turn on to inform the vehicles behind that the brake pedal of the vehicle is being operated.
  • an ON signal is usually output from the brake switch when the brake pedal is slightly depressed. It is, therefore, highly possible that the braking force that is being produced when an ON signal is being output from the brake switch is not high enough to restrain the vehicle from moving when the internal combustion engine is started.
  • the starter motor tends to be driven with a low braking force being applied to the vehicle as described above.
  • the start of the internal combustion engine is permitted based on the result of comparison between the braking force that is being applied to the vehicle and a predetermined value and a necessary braking force therefore can be appropriately secured.
  • the terra "braking force" refers not only to a force that is used to decelerate the vehicle but also to a force that is used to hold the vehicle stationary.
  • a second aspect of the present invention provides a control method for a vehicle that includes an internal combustion engine.
  • the method includes starting the internal combustion engine in the event of an engine stall, and permitting the start of the internal combustion engine in the event of the engine stall on condition that a braking force is equal to or higher than a predetermined value and the braking force acts against a driving force that is applied to the vehicle when the internal combustion engine is started.
  • FIG. 1 is a schematic diagram that illustrates the configuration of a vehicle in a first embodiment of the present invention
  • FIG. 2 is a flowchart that illustrates a processing procedure that is performed in the first embodiment in the event of an engine stall;
  • FIG. 3 is a flowchart that illustrates a processing procedure that is performed in a second embodiment in the event of an engine stall.
  • FIG. 4 is a conceptual diagram that illustrates the relationship between the road gradient and a threshold value in the second embodiment.
  • FIG. 1 A first embodiment that embodies a control device for a vehicle is described below with reference to FIG. 1 and FIG. 2.
  • an engine 10 which is an internal combustion engine, is mounted in a vehicle 100.
  • the engine 10 is equipped with a starter motor 1 1 that rotates the crankshaft to start the engine 10.
  • crankshaft of the engine 10 is connected to an input shaft of a torque converter 20, which is a fluid coupling.
  • the torque converter 20 has an output shaft that is connected to an input shaft of an automatic transmission 30.
  • the torque converter 20 is equipped with a lock-up clutch 21.
  • the lock-up clutch 21 is a clutch that can directly couple the input and output shafts of the torque converter 20, and is engaged and disengaged depending on the running conditions of the vehicle 100. '
  • the automatic transmission 30 has an output shaft that is connected to a differential gear 50.
  • the differential gear 50 has an output shaft that is connected to driving wheels 60 of the vehicle.
  • Each of the driving wheels 60 of the vehicle 100 is equipped with a hydraulic brake 70.
  • a brake pedal 90 as a brake operating member is operated by the driver, a hydraulic pressure in proportion to the displacement of the brake pedal 90 is produced in a master cylinder 91 that supplies a hydraulic pressure to the brakes 70.
  • the hydraulic pressure that is produced in the master cylinder , .91 is supplied to the hydraulic cylinders of the brakes 70, the rotation of the driving wheels 60 is slowed or stopped.
  • a shift lever device 31 that is used to select the transmission mode of the automatic transmission 30 is provided in the cabin of the vehicle 100.
  • the shift lever device 31 has shift positions including “P (parking),” “R (reverse),” “N (neutral)” and “D (drive).”
  • the conditions of the vehicle 100 and the engine 10 are detected by various sensors and so on.
  • an engine speed NE is detected by a crank angle sensor 300; an intake air amount GA is detected by an intake air amount sensor 310; a throttle opening TA that indicates the opening of throttle valve is detected by a throttle opening sensor 320; a coolant temperature THW of the engine 10 is detected by a coolant temperature sensor 330; a vehicle speed SF of the vehicle is detected by a vehicle speed sensor 340; an accelerator operation amount ACCP that indicates the displacement of an accelerator pedal 80 is detected by an accelerator sensor 350; the pressure in the master cylinder 91 (brake pressure BP) is detected by a brake pressure sensor 360; an acceleration G of the vehicle 100 is detected by an acceleration sensor 370; a request to start the engine, a request to stop the engine and so on from the driver are received by an ignition switch 400; and a shift position SFT of the shift lever device 31 is detected by a shift position sensor 500.
  • step SI 00 when this processing is started, it is first determined whether an engine stall has occurred (SI 00).
  • SI 00: NO the current processing is terminated.
  • the current road gradient S is calculated (SI 10).
  • the gradient S is the absolute value of the angle of road gradient.
  • a gradient S of "10°” is employed when the angle of gradient of an ascending slope is "+10°”
  • a gradient S of "10°” is employed when the angle of gradient of a descending slope is "-10°.”
  • the output value from the acceleration sensor 370 changes depending not only on the acceleration of the vehicle 100 but also on the degree of the gradient S. While the gradient S is calculated based on the output value from the acceleration sensor 370 in this embodiment, the gradient S may be obtained in a different way.
  • the gradient S may be estimated from the relationship between the output torque from the engine 10 and the vehicle acceleration.
  • the gradient S may be obtained based on the map information from a car navigation system or a change in the altitude information from a global positioning system (GPS).
  • GPS global positioning system
  • the permissible gradient Smax has been set to a value that is slightly smaller than the maximum gradient at which the vehicle 100 may be moved by the driving force that is produced when the engine 10 is automatically started, more specifically, the driving force that is produced when the starter motor 11 is driven, even when the brake pedal 90 is depressed sufficiently.
  • the current processing is terminated.
  • the gradient S is equal to or smaller than the permissible gradient Smax (SI 20: YES)
  • a predetermined threshold value H (SI 30)
  • the threshold value H is a fixed value that has been set in advance to the minimum value of brake pressure BP at which the vehicle 100 can be held stationary even when the starter motor 11 is driven to start the engine 10 after the vehicle 100 has been stopped by activating the brakes 70 on a road with a gradient S which is equal to the permissible gradient Smax.
  • the brake pressure BP increases and the braking force that is produced by the brakes 70 increases.
  • the brake pressure BP is used as a value that indicates the braking force that is being applied to the vehicle 100.
  • the term "braking force" refers not only to a force that is used to decelerate the vehicle but also to a force that is used to hold the vehicle stationary.
  • step SI 40 The processing in step SI 40 as described above may be omitted and the processing in step SI 50 may be executed when the brake pressure BP is equal to or higher than the threshold value H (S 130: YES).
  • H the threshold value
  • the start of the internal combustion engine is permitted on condition that a braking force that is equal to or higher than a predetermined value can act against the driving force that is applied to the vehicle 100 when the internal combustion engine is started.
  • the start of the engine 10 is permitted when the brake pressure BP that is equal to or higher than the threshold value H is being produced by the operation of the brake pedal 90.
  • the threshold value H a brake pressure BP that is high enough to hold the vehicle 100 stationary even when the starter motor 11 is driven to start the engine 10 is set.
  • the start of the engine 10 is permitted when the braking force that is being applied to the vehicle 100 by the brakes 70 is higher than the driving force that is applied to the vehicle 100 when the starter motor 11 is driven to start the engine 10.
  • the start of the engine 10 in the event of an engine stall is permitted on condition that a braking force that is equal to or higher than a predetermined value can act against the driving force that is applied to the vehicle 100 when the internal combustion engine is started. More specifically, the start of the engine 10 is permitted when the brake pressure BP, which is used in place of the braking force on the vehicle 100, has been increased to be equal to or higher than the threshold value H by the operation of the brake pedal 90. Therefore, by setting the threshold value H appropriately, the start of the engine 10 can be permitted when the braking force is higher than the driving force that is produced when the engine 10 is started. Thus, the vehicle 100 can be restrained from moving when the engine 10 is started in the event of an engine stall.
  • a brake pressure BP that is high enough to hold the vehicle 100 stationary when the engine 10 is started is set as the threshold value H. More specifically, a brake pressure BP that is high enough to hold the vehicle 100 stationary even when the starter motor 1 1 is driven to start the engine 10 is set as the threshold value H.
  • the vehicle 100 can be held stationary when the engine 10 is started, the vehicle 100 can be restrained from moving more reliably when the engine 10 is started.
  • a second embodiment that embodies a control device for a vehicle is next described with reference to FIG. 3 and FIG. 4.
  • the threshold value H is a fixed value in the first embodiment, whereas the threshold value H is variably set depending on the gradient S in this embodiment.
  • a new step S200 is added between step SI 20 and step SI 30 of the series of processing that is shown in FIG. 2.
  • the control device according to this embodiment is described below with a focus on the difference from the first embodiment.
  • FIG. 3 shows a processing procedure that is performed to start the engine 10 in the event of an engine stall.
  • a series of processing that is shown in FIG. 3 is also executed at predetermined intervals by the electronic control unit 200.
  • the same processing steps as those which are shown in FIG. 2 are designated by the same step numbers.
  • a threshold value H is set based on the gradient S (S200) as shown in FIG. 3.
  • the threshold value H is variably set to a greater value as the gradient S is greater. As shown in FIG. 4, the threshold value H takes the maximum value when the gradient S is equal to the above-mentioned permissible gradient Smax.
  • the braking force necessary to hold the vehicle 100 stationary is lower as compared to that which is necessary when the vehicle 100 is on an ascending or descending slope.
  • the vehicle 100 can be restrained from moving when the engine 10 is started even when the braking force is relatively low.
  • the braking force is low, the start of the engine 10 is not permitted because the brake pressure BP does not exceed the threshold value H, which has been set to a large value.
  • the start of the engine 10 may not be permitted even when a braking force that is high enough to restrain the vehicle 100 from moving when the engine 10 is started is being produced. This may lead to a decrease of opportunities for the engine 10 to be started.
  • the threshold value H is variably set based on the gradient S of the road on which the engine stall occurred. More specifically, because a higher braking force is necessary to hold the vehicle 100 stationary as the gradient S is greater, the threshold value H is variably set to a greater value as the gradient S is greater.
  • the braking force that is necessary to hold the vehicle 100 stationary varies depending on the gradient S of the road, and the threshold value H is also varied depending on the variation of the braking force. This leads to an increase of opportunities for the engine 10 to be started in the event of an engine stall.
  • the threshold value H is fixed at a certain value based on the permissible gradient Smax as indicated by a chain double-dashed line in FIG. 4.
  • the threshold value H is set to take the maximum value when the gradient S is equal to the permissible gradient Smax and to be smaller as the gradient S decreases from the permissible gradient Smax.
  • the start of the engine 10 is permitted as long as the brake pressure BP is equal to or greater than the threshold value H that is variably set depending on the gradient S even when it is smaller than the threshold value H that is set as a fixed value in the first embodiment.
  • the region in which the automatic start of the engine 10 is permitted in the event of an engine stall is increased by the hatched area I in FIG. 4, the opportunities for the engine 10 to be started increase.
  • this embodiment provides the following effects in addition to the abovementioned effects (1) and (2).
  • the threshold value H that is used to determine whether to start the engine 10 in the event of an engine stall is variably set based on the gradient S of the road on which the engine stall occurred. Thus, it is possible to increase opportunities for the engine 10 to be started.
  • step SI 30 it is determined whether a brake pressure BP that is equal to or higher than the threshold value H is being produced by the operation of the brake pedal 90.
  • a brake pressure BP that is equal to or higher than the threshold value H
  • the brake pressure BP is used as a value that indicates the braking force that is being applied to the vehicle 100.
  • the displacement of the brake pedal 90 may be directly detected by a sensor or the like. In this case, it may be determined, in step SI 30, whether the displacement of the brake pedal 90 that is detected by a sensor or the like is equal to or greater than a displacement corresponding to the threshold value H.
  • the brakes 70 are hydraulic brakes. Alternatively, mechanical brakes that are operated by a wire or link mechanism may be employed. In this case, the displacement of the brake pedal 90 is directly detected with a sensor or the like instead of the brake pressure BP that indicates the braking force that is being applied to the vehicle 100. In step SI 30, it may be determined whether the displacement of the brake pedal 90 that is detected by a sensor or the like is equal to or greater than a displacement corresponding to the threshold value H.
  • step SI 30 it may be determined whether the displacement of the brake pedal 90 that is detected by a sensor or the like is equal to or greater than a displacement corresponding to the threshold value H.
  • the electric power that is being supplied to the brakes may be detected instead of the brake pressure BP that indicates the braking force that is being applied to the vehicle 100.
  • it may be determined, in step SI 30, whether the detected power supply is equal to or higher than an electric power corresponding to the threshold value H.
  • the threshold value H is set to a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary when the engine 10 is started. More specifically, the threshold value H is a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary even when the starter motor 11 is driven to start the engine 10.
  • a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary against the driving force that is produced by combustion of air-fuel mixture when the engine 10 is automatically started may be set.
  • a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary even when the engine speed suddenly increases immediately after the engine 10 is automatically started may be set.
  • a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary when the engine 10 is idling after the automatic start of the engine 10 has been completed may be set.
  • the threshold value H is a value corresponding to a braking force that is high enough to hold the vehicle 100 stationary when the engine 10 is started.
  • the threshold value H may be a value corresponding to a braking force that is high enough to reduce the movement of the vehicle 100, in other words, a braking force that is high enough to restrain the vehicle 100 from moving, when the engine 10 is started. Again in this case, the vehicle 100 can be restrained from moving when the engine 10 is automatically started in the event of an engine stall.
  • the brakes 70 are operated by depressing the brake pedal 90.
  • the brakes 70 may be configured to be activated by means other than depressing a pedal.
  • the brakes 70 may be configured to be activated when a lever is manually operated.
  • the vehicle 100 is equipped with a lock-up clutch 21.
  • each of the above embodiments or modifications can be applied to a vehicle that is equipped with a manual transmission and an automatic clutch or a vehicle that is equipped with a transmission which is similar in structure to a manual transmission and in which gears are automatically shifted and an automatic clutch. Even when each of the above embodiments or modifications is applied to such a vehicle, the same effects as those of each of the above embodiments and modifications can be achieved.

Abstract

La présente invention concerne un dispositif de commande de véhicule dans lequel est monté un moteur à combustion interne, ledit dispositif de commande comprenant une unité de commande électronique. L'unité de commande électronique est conçue pour (i) démarrer le moteur à combustion interne en cas de calage du moteur, et (ii) permettre le démarrage du moteur à combustion interne en cas de calage du moteur alors qu'une force de freinage est supérieure ou égale à une valeur prédéfinie et que la force de freinage s'exerce contre une force d'entraînement elle-même appliquée au véhicule lors du démarrage du moteur à combustion interne.
PCT/IB2014/001455 2013-08-08 2014-08-04 Dispositif et procédé de commande de véhicule WO2015019153A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013165207A JP2015034493A (ja) 2013-08-08 2013-08-08 車両の制御装置
JP2013-165207 2013-08-08

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WO2015019153A2 true WO2015019153A2 (fr) 2015-02-12
WO2015019153A3 WO2015019153A3 (fr) 2015-04-16

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WO (1) WO2015019153A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114607546A (zh) * 2022-03-23 2022-06-10 潍柴动力股份有限公司 一种发动机保护方法、装置、车辆及存储介质

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001200739A (ja) 2000-01-18 2001-07-27 Mitsubishi Motors Corp エンジンの始動装置

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