Vehicle controller

Patent metadata

Field	Value
Publication number	US-10155508-B2
Application number	US-201114351294-A
Country	US
Kind code	B2
Filing date	Oct 21, 2011
Priority date	Oct 21, 2011
Publication date	Dec 18, 2018
Grant date	Dec 18, 2018

Abstract

A vehicle controller includes a first abrupt deceleration determining unit configured to determine an abrupt deceleration state of a vehicle in a first manner, and a second abrupt deceleration determining unit configured to determine the generation of the abrupt deceleration state of the vehicle in a second manner having a required time for the determination shorter in comparison with that of the first manner, wherein any one of the first manner and the second manner is selected according to a vehicle speed of the vehicle or a road surface friction coefficient and used for determining the abrupt deceleration of the vehicle, the second manner is used in a region where the vehicle speed or the road surface friction coefficient is lower, and the first manner is used in a region where the vehicle speed or the road surface friction coefficient is higher.

First claim

The invention claimed is:

1. A vehicle comprising:
circuitry configured to:
determine a generation of an abrupt deceleration state of a vehicle in a first manner;
determine the generation of the abrupt deceleration state of the vehicle in a second manner having a required time for the determination shorter in comparison with that of the first manner;
select any one of the first manner and the second manner according to a vehicle speed of the vehicle or a road surface friction coefficient and use the selected manner for determining the abrupt deceleration of the vehicle; and

a clutch disposed between an engine and driving wheels, wherein
the second manner is selected in a region where the vehicle speed or the road surface friction coefficient is lower and used for determining the abrupt deceleration,
the first manner is selected in a region where the vehicle speed or the road surface friction coefficient is higher and used for determining the abrupt deceleration, and
when the clutch is engaged at the time that the abrupt deceleration of the vehicle is determined by the first manner or the second manner, the clutch is abruptly disengaged.

2. The vehicle according to claim 1 , wherein
in the second manner, the circuitry is configured to determine the abrupt deceleration operation based on brake operation information of the vehicle.

3. The vehicle according to claim 1 , wherein
in the first manner, the circuitry is configured to determine the abrupt deceleration based on a rotation change rate of each wheel or based on an operation state of an ABS.

4. The vehicle according to claim 1 , wherein the circuitry is configured to:
use the second manner in a region where a lateral acceleration of the vehicle is larger, and
use the first manner in a region where the lateral acceleration of the vehicle is smaller.

5. The vehicle according to claim 1 , wherein
at a time that an abnormality occurs using the first manner, the circuitry is configured to use the second manner even in a region where the first manner is used, and
the circuitry is configured to increase a determination threshold value of an abrupt deceleration determination in the region to increase a determination accuracy of the second manner.

6. The vehicle according to claim 1 , wherein
at a time that an abnormality occurs using the second manner, the circuitry is configured to use the first manner even in a region where the second manner is used, and
the circuitry is configured to decrease a determination threshold value of an abrupt deceleration determination in the region to decrease a determining time of the first manner.

7. The vehicle according to claim 1 , wherein
the clutch is a lock-up clutch disposed in a power transmission path between the engine and the driving wheels, and
when the lock-up clutch is engaged at the time that the abrupt deceleration of the vehicle is determined by the first manner or the second manner, the lock-up clutch is abruptly disengaged.

8. The vehicle according to claim 1 , wherein
the clutch is configured to connect and disconnect a power transmission path between the engine and the driving wheels,
an economic run control for executing inertia traveling by disengaging the clutch can be executed at a time the vehicle decelerates, and
when the economic run control is executed at the time the abrupt deceleration is determined by the first manner or the second manner, the economic run control is interrupted and the clutch is engaged.

9. The vehicle according to claim 2 , wherein
in the first manner, the circuitry is configured to determine the abrupt deceleration based on a rotation change rate of each wheel or based on an operation state of an ABS.

10. The vehicle according to claim 2 , wherein the circuitry is configured to:
use the second manner in a region where a lateral acceleration of the vehicle is larger, and
use the first manner in a region where the lateral acceleration of the vehicle is smaller.

11. The vehicle according to claim 3 , wherein the circuitry is configured to:
use the second manner in a region where a lateral acceleration of the vehicle is larger, and
use the first manner in a region where the lateral acceleration of the vehicle is smaller.

12. The vehicle according to claim 2 , wherein
at a time that an abnormality occurs using the first manner, the circuitry is configured to use the second manner even in a region where the first manner is used, and
the circuitry is configured to increase a determination threshold value of an abrupt deceleration determination in the region to increase a determination accuracy of the second manner.

13. The vehicle according to claim 3 , wherein
at a time that an abnormality occurs using the first manner, the circuitry is configured to use the second manner even in a region where the first manner is used, and
the circuitry is configured to increase a determination threshold value of an abrupt deceleration determination in the region to increase a determination accuracy of the second manner.

14. The vehicle according to claim 4 , wherein
at a time that an abnormality occurs using the first manner, the circuitry is configured to use the second manner even in a region where the first manner is used, and
the circuitry is configured to increase a determination threshold value of an abrupt deceleration determination in the region to increase a determination accuracy of the second manner.

15. The vehicle according to claim 2 , wherein
at a time that an abnormality occurs using the second manner, the circuitry is configured to use the first manner even in a region where the second manner is used, and
the circuitry is configured to decrease a determination threshold value of an abrupt deceleration determination in the region to decrease a determining time of the first manner.

16. The vehicle according to claim 3 , wherein
at a time that an abnormality occurs using the second manner, the circuitry is configured to use the first manner even in a region where the second manner is used, and
the circuitry is configured to decrease a determination threshold value of an abrupt deceleration determination in the region to decrease a determining time of the first manner.

17. The vehicle according to claim 4 , wherein
at a time that an abnormality occurs using the second manner, the circuitry is configured to use the first manner even in a region where the second manner is used, and
the circuitry is configured to decrease a determination threshold value of an abrupt deceleration determination in the region to decrease a determining time of the first manner.

18. The vehicle according to claim 5 , wherein
at a time that an abnormality occurs using the second manner, the circuitry is configured to use the first manner even in a region where the second manner is used, and
the circuitry is configured to decrease a determination threshold value of an abrupt deceleration determination in the region to decrease a determining time of the first manner.

Assignees

• Matsunaga Hitoshi
• Honda Tomoyuki
• Toyota Motor Co Ltd

Inventors

• Matsunaga Hitoshi
• Honda Tomoyuki

Classifications

• F16H61/143

  using electric control means · CPC title

• B60W2520/28

  Wheel speed · CPC title

• B60T2260/04

  Automatic transmission · CPC title

• B60W2520/10

  Longitudinal speed · CPC title

• B60T8/172

  Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters {(B60T8/17551 takes precedence)} · CPC title