JP2001233081A - Vehicle control device and storage medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of appropriately decelerating a vehicle while preventing the unnecessary shift down when speed reduction is required in the case of traveling with the self-traveling control, and to provide a storage medium. SOLUTION: A judgment whether a speed reduction command is output from a cruise CU 137 is determined in a step 200. In the case of NO, a line pressure command value PSt computed by a target secondary hydraulic computing unit 63 is set as a value to be output to a secondary hydraulic control unit 65 in a step 220. In the case where a speed reduction command is detected, a line pressure correction value dPSt computed by a line pressure correction value computing unit 69 is added to the line pressure command value PSt computed by the target secondary hydraulic computing unit 63, and that value is set as a value to be output to the secondary hydraulic control unit 65 in a step 210.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device and a recording medium capable of suitably decelerating a vehicle when, for example, a deceleration command is issued in automatic traveling control.

[0002]

2. Description of the Related Art Conventionally, in a vehicle that performs cruise control (automatic traveling control), when the vehicle automatically accelerates and decelerates, the speed ratio of a transmission (continuously variable transmission; CVT) is controlled. Techniques for decelerating vehicles have been studied.

[0003] However, if the gear ratio is downshifted for deceleration of the vehicle, the driver tends to feel uncomfortable because the number of engines is increased instead of increasing the braking force. Therefore, it is desirable to avoid unnecessary downshifts as much as possible. Also, separately from this, considering the coasting state in which the throttle is fully closed (the running state with the accelerator released), the vehicle is accelerating in the case of the normal control without performing the automatic running control. In the process, there is a case where the throttle is fully closed.

[0004] For example, when the driver cannot set an appropriate throttle opening and the vehicle is accelerating too much, the throttle is fully closed and then the throttle is opened again. In such a case, the driver does not demand rapid deceleration just because the throttle opening is fully closed.

[0005]

In such a case, if the braking force when the throttle opening is fully closed is too large,
Since the torque change with the throttle operation becomes large,
The shock may cause the driver to feel uncomfortable.

Conversely, when the deceleration control is being performed in the automatic traveling control, when the throttle opening is fully closed, deceleration is actually required, so that a higher braking force is preferable. Therefore, when deceleration control is performed in the automatic traveling control, a technique for increasing the braking force while preventing unnecessary downshifts is desired.

As this method, for example, Japanese Patent Application Laid-Open No. 58-19 / 1990
It is conceivable to use the technology described in JP-A-1361. The technology disclosed in the above-mentioned publication relates to a vehicle in which the speed ratio of a continuously variable transmission is hydraulically controlled. The line pressure (control line pressure), which is the source pressure of the brake hydraulic pressure, is temporarily increased from the normal time.

However, in this technique, the line pressure is controlled on the premise of shifting, so that there is a problem that it is not possible to eliminate a sense of incongruity that the engine speed increases at the time of a deceleration command of the automatic traveling control. As another measure, a fuel cut can be considered. However, in a vehicle equipped with a continuously variable transmission, a fuel cut is generally performed to improve fuel efficiency when the throttle is fully closed except in a very low speed range. Therefore, when a deceleration command is issued in the automatic traveling control and the throttle is fully closed, the fuel cut has already been performed, so that a measure other than the fuel cut is required.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and focuses on the difference between the case where the driver operates the accelerator and the case where the vehicle travels by automatic traveling control. It is another object of the present invention to provide a vehicle control device and a storage medium capable of suitably decelerating a vehicle while preventing unnecessary downshifting when deceleration is necessary.

[0010]

Means for Solving the Problems and Effects of the Invention (1) The invention of claim 1 relates to a vehicle control device for controlling a vehicle having a drive source and a continuously variable transmission, for example, a vehicle-mounted engine. . Here, the traveling state of the vehicle is detected by, for example, signals from various sensors and switches,
The acceleration / deceleration state of the vehicle is controlled in accordance with the detected traveling state of the vehicle to perform, for example, automatic traveling control called auto cruise. When the acceleration / deceleration control unit instructs the vehicle to decelerate, the load on the engine is increased from the normal time, that is, the vehicle is decelerated by increasing the deceleration energy.

That is, according to the present invention, the vehicle is decelerated by increasing the load on the drive source to increase the braking force, instead of simply decelerating the vehicle by downshifting the speed ratio of the continuously variable transmission as in the prior art. Since the vehicle is decelerated, it is possible to prevent a sudden increase in the number of engine times as in the case where the gear ratio is increased. Therefore, for example, when a deceleration command is issued in the automatic traveling control, it is possible to reduce the driver's discomfort due to a sudden increase in the engine speed.

According to the present invention, it is possible to downshift the gear ratio with an increase in the load on the driving source. In this case, however, the degree of downshifting is reduced as compared with the case of only downshifting. Therefore, there is an advantage that an increase in the number of times of the engine is reduced, and a feeling of strangeness of the driver can be reduced.

As the acceleration / deceleration control means, a means capable of both accelerating and decelerating a normal vehicle can be considered.
Since the present invention is effective during deceleration, means for not performing acceleration is also within the scope of the present invention. (2) The second aspect of the invention exemplifies a hardware configuration of the vehicle control device. Here, the vehicle control device includes a drive source and a continuously variable transmission.

(3) According to the third aspect of the invention, the acceleration / deceleration control means controls the acceleration / deceleration state of the vehicle during the automatic traveling control of the vehicle. That is, this acceleration / deceleration control means is a means for performing acceleration / deceleration of the vehicle during automatic traveling control of the vehicle.

(4) In the invention according to claim 4, the load increasing means makes the line pressure (control line pressure) of the hydraulic control mechanism higher than usual when the acceleration / deceleration control means issues a deceleration command. In other words, in order to increase the line pressure, it is necessary to increase the operation of the hydraulic pump, but since the hydraulic pump is driven by the engine which is the driving source, the hydraulic control mechanism is required to increase the line pressure. Issuing the command results in an increase in the load on the drive source.

(5) The invention of claim 5 exemplifies a hardware configuration of the vehicle control device. Here, the vehicle control device includes a hydraulic control mechanism. (6) In the invention of claim 6, the acceleration / deceleration control means automatically detects acceleration / deceleration based on information from the front situation detection means (for example, a laser radar or a CCD camera) for detecting a road situation ahead. I do.

(7) In the invention of claim 7, the acceleration / deceleration control means detects the own vehicle speed by the own vehicle speed detecting means and compares it with the target vehicle speed set by the target vehicle speed setting means.
For example, the own vehicle speed is controlled so as to reach the target vehicle speed. When the target speed is set manually, it is a so-called constant speed running control for running at the set predetermined speed.

(8) According to the invention of claim 8, the acceleration / deceleration control means detects a vehicle existing ahead and detects an inter-vehicle distance with a preceding vehicle by using, for example, a laser radar or a CCD camera. Command is issued based on. Here, the adaptive cruise control that performs, for example, a control (follow-up control) for following at an appropriate inter-vehicle distance based on the inter-vehicle distance from a preceding vehicle measured by a radar sensor or the like in the automatic traveling control is shown.

(9) In the ninth aspect of the present invention, the traveling state detecting means includes a navigation information detecting means for detecting navigation information. Therefore, DVD and CD-R
Acceleration / deceleration of the vehicle can be suitably performed, for example, at the time of automatic traveling control, based on road information (for example, a curve or a slope) stored in the OM or the like. That is, it is possible to appropriately control the load of the driving source according to the curve of the road or a change in height.

This type of control is so-called navigation cooperative control based on navigation information. (10) A recording medium according to a ninth aspect of the present invention is a recording medium storing means for executing control by the vehicle control device.

That is, there is no particular limitation as long as it stores means such as a program capable of executing the control of the vehicle control device described above. For example, examples of the recording medium include various recording media such as an electronic control unit configured as a microcomputer, a microchip, a floppy disk, a hard disk, and an optical disk.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a vehicle control device and a recording medium according to the present invention will be described below in detail with reference to the drawings using examples (embodiments). (Example) a) First, the configuration of the vehicle control device of the present example will be described.

The vehicle control device according to the present embodiment performs control to increase the engine load when a deceleration command is output during automatic traveling control. As shown in FIG. 1, a vehicle includes an engine E as a power source and a continuously variable transmission (CV) that adjusts a driving force generated by the engine E and transmits the adjusted driving force to a wheel side.
T) 1 and an electronic control unit (ECU) 3 for performing control such as automatic traveling control.

The engine E has an electronic throttle 5 which can be controlled independently of the operation of the accelerator pedal 4, and outputs a driving force corresponding to the valve opening (throttle opening) of the electronic throttle 5. The continuously variable transmission 1 includes a movable conical disk 7
And the drive-side primary pulley 1 including the fixed conical disk 9
1 (drive pulley), movable cone disc 13 and fixed cone disc 1
, A driven primary pulley cylinder 19, a driven secondary pulley cylinder 21, and a metal belt 23 stretched between the primary pulley 11 and the secondary pulley 17. , An oil pump 25 driven by the engine E, and a primary hydraulic control actuator 27
(PA) and the secondary hydraulic control actuator 29
(SA), and a torque transmission mechanism 31.

The torque transmission mechanism 31 has a torque converter (not shown) with a lock-up clutch between the engine E and the continuously variable transmission 1. The hydraulic pressure of
The fastening force is adjusted. The ECU 3 is a control unit (hereinafter, also referred to as CU) including an electronic control circuit.
Electronic throttle CU that controls the throttle opening
33, a driving force CU 35 for controlling a driving force by adjusting a gear ratio and an engine load, and a cruise CU 37 for controlling automatic traveling (cruise control).
The electronic throttle CU33 and the driving force CU35 are connected by a communication line 39, and the driving force CU35 and the cruise CU37 are connected by a communication line 41.

The electronic throttle CU 33 has a throttle opening sensor 43 for detecting an actual throttle opening θ.
And an accelerator pedal opening sensor 45 for detecting an accelerator pedal depression amount (accelerator opening). The driving force CU 35 includes a primary rotation sensor 47 for detecting the rotation speed of the primary pulley 11 (primary rotation speed NP) and a secondary rotation sensor 49 for detecting the rotation speed of the secondary pulley 17 (secondary rotation speed NS).
An engine speed sensor 51 for detecting an engine speed (NE); an input shaft speed sensor 52 for detecting an input shaft speed of the torque transmission mechanism 31; and an output for detecting an output shaft speed of the torque transmission mechanism 31. The shaft speed sensor 54 is connected.

Particularly, in this embodiment, the driving force CU35
Further, a configuration (engine load control unit 36; see FIG. 3) for adjusting a line pressure described later is provided. Furthermore,
The cruise CU 37 has a vehicle speed sensor 56 for detecting the speed of the own vehicle, an FMCW radar 53 for detecting the distance between the host vehicle and the speed of the preceding vehicle, and stores a road map and indicates the position of the host vehicle. A navigation device 55 for providing guidance is connected.

B) And each of the CUs 33, 35, 37
Performs mainly the following controls. The electronic throttle CU 33 is configured as a microcomputer centered on a CPU, and has a communication line 39.
, The output of the accelerator pedal opening sensor 45 and the output of the throttle opening sensor 43 are used to control the valve opening of the electronic throttle 5.

More specifically, when the cruise control operation signal obtained from the communication line 39 indicates that the cruise control is not operating, it coincides with the accelerator pedal opening which is the data detected by the accelerator pedal opening sensor 45. The throttle opening is commanded to the electronic throttle 5. If the cruise control operation signal indicates that the cruise control is operating, the electronic throttle 5 is instructed to the throttle opening corresponding to the cruise control operating electronic throttle opening obtained from the communication line 39.

The driving force CU 35 is configured as a microcomputer centered on a CPU, and includes a primary rotation sensor 47, a secondary rotation sensor 49,
Detection data of the engine rotation sensor 51, detection data of the throttle opening θ (detected by the throttle opening sensor 43 and obtained from the communication line 39), a cruise control activation signal (obtained from the communication line 41),
The target gear ratio is set based on the target acceleration / deceleration and the like, and the primary hydraulic control actuator 27 is adjusted so as to achieve the target gear ratio, and the hydraulic pressure generated by the oil pump 25 and supplied to the primary pulley cylinder 19 (Primary hydraulic pressure).

At the same time, the valve opening of the electronic throttle 5 during cruise control (the electronic throttle opening when the cruise control is activated) is set, and the valve opening is commanded to the electronic throttle CU 33. In addition, this driving force CU3
5 adjusts the secondary hydraulic control actuator 29 so that the metal belt 23 does not slip, and the secondary pulley cylinder 21
(Secondary oil pressure; that is, line pressure) is controlled.

Particularly, in this embodiment, as described later, the engine load control unit 36 controls the line pressure based on the throttle rotation θ, the engine speed NE, the gear ratio, and the like to prevent slip only. Instead, the operating state of the oil pump 25 is changed to adjust the engine load.

The cruise CU 37 is configured as a microcomputer centered on a CPU, and based on information from a vehicle speed sensor 56, a radar 53, and a navigation device 55, a distance between the vehicle and a relative speed between the vehicle and the vehicle. Cruise control such as following control for following the preceding vehicle, following distance control for keeping the distance between the preceding vehicle at a predetermined value, and constant speed control for performing constant speed traveling.

Therefore, for example, when the inter-vehicle distance from the preceding vehicle becomes smaller than a predetermined value, a cruise control activation signal (indicating that cruise control is being performed) and a cruise control operation signal (indicating that cruise control is being performed) Output the target acceleration / deceleration and the throttle opening command value.

A command for making the target acceleration / deceleration smaller than the previous command value corresponds to a deceleration command. c) Next, the principle of the engine load increase control performed by the engine load control unit 36 will be described.

When the automatic cruise control of the vehicle is being performed, for example, when the distance between the vehicle and the preceding vehicle is small, it is necessary to decelerate the vehicle to make the distance between the vehicles proper. In this case, a deceleration command for reducing the target acceleration / deceleration is output from the cruise CU 37 to the driving force CU 35 in order to decelerate the vehicle. Since the deceleration command is a command for decelerating the vehicle, for example, it is conceivable to perform a downshift to increase the speed ratio of the continuously variable transmission ratio and decelerate by the engine brake. , The number of engines may rise sharply.

Therefore, in this embodiment, instead of downshifting, the line pressure is increased to increase the load on the engine E, thereby decelerating the vehicle. That is, the oil pressure supplied by the oil pump 25 is usually adjusted to a line pressure suitable for the vehicle speed and the engine torque by a pressure adjusting valve (not shown). When activated, the load on the oil pump 25 and, consequently, the engine load will increase.

More specifically, when a command signal is issued to increase the line pressure, as shown in FIG. 2 exemplifying the relationship between the engine load and the line pressure (control line pressure),
The engine load increases. Since the engine load is increased in this manner, as a result, the driving force of the vehicle is reduced, and the vehicle starts to decelerate. In this case, there is no downshift, so there is no sudden increase in the number of engines.
Therefore, the driver does not feel uncomfortable due to the increase in the engine speed.

D) Next, a control system of the engine load control unit 36 of the driving force CU 35 for performing the above-described engine load increase control will be described. FIG. 3 shows the secondary pulley 1
FIG. 7 is a control block diagram of the movable conical disk 13 and the fixed conical disk 13 by adjusting the secondary hydraulic control actuator 29 of the secondary pulley cylinder 21 so that the metal belt 23 does not slip on the secondary pulley 16. 1
5 shows a control process for sufficiently generating a pinching force with No. 5.

The input torque estimating section 61 and the target secondary hydraulic pressure calculating section 63 are realized as programs executed by the driving force CU 35. The secondary hydraulic controller 65 is a drive circuit provided in the driving force CU 35 for driving the secondary hydraulic control actuator 29.

When the control is started, the input torque estimating section 6
1 is based on the throttle opening θ detected by the throttle opening sensor 45 and the engine speed NE detected by the rotation sensor 43, and the engine speed NE and the throttle opening θ shown in FIG. The input torque Tin is estimated from a map indicating the relationship with the input torque Tin. This input torque Tin is generated by the engine E,
The torque is input to the continuously variable transmission 1 through the starting torque transmission mechanism 31 from the transmission.

Next, the target secondary hydraulic pressure calculating section 63
Input torque Tin obtained by input torque estimating section 61
And the target gear ratio T determined by the target gear ratio setting section 67.
The target secondary hydraulic pressure PSt is calculated based on Rt. Note that the target gear ratio setting section 67 provides a throttle opening θ,
The target speed ratio TRt is determined from a predetermined map based on the state of the continuously variable transmission 1 and the engine E obtained from various sensors such as the secondary rotation speed NS.

In this embodiment, since the speed ratio is not changed, the target speed ratio TRt set up to the previous time is used as the target speed ratio TRt. The target secondary hydraulic pressure (therefore, the line pressure command value) PSt is a hydraulic pressure that enables the metal belt 23 to transmit torque to the secondary pulley 17 without slipping.
From the three-dimensional map shown in FIG.

Normally, the line pressure command value PSt is set as described above. In the present embodiment, as shown in the flowchart of FIG. Then, in order to increase the engine load, the line pressure correction calculation unit 69 outputs a line pressure correction value dPSt for correcting the line pressure.

Since the control block on the primary pulley 11 side and its processing are the same as those in the prior art, the description thereof is omitted (for example, [005] of Japanese Patent Application No. 9-301858).
4] to [0074]). e) Next, details of the control processing in the present embodiment will be described with reference to the flowcharts of FIGS.

(Automatic Travel Control Process) First, the process of the automatic travel control (cruise control) performed prior to the engine load increase control, which will be described in detail later, will be briefly described with reference to the flowchart of FIG. This process is performed by the cruise CU 37.

First, at step 100, it is determined whether or not cruise control is set. If the determination is affirmative, the process proceeds to step 110, whereas if the determination is negative, the process ends once. In step 110, information on the vehicle ahead, such as the inter-vehicle distance to the preceding vehicle and the speed of the preceding vehicle, is obtained from the radar 53.

In the following step 120, the vehicle speed sensor 56
The information of the own vehicle such as the own vehicle speed is obtained from the above. In the following step 130, navigation information such as road information and the position of the host vehicle is obtained from the navigation device 55.

In the following step 140, step 1
Cruise control (especially adaptive cruise control) is performed based on the various information obtained at 10 to 130. For example, automatic traveling control such as following control for following a preceding vehicle, inter-vehicle control for maintaining a constant inter-vehicle distance when following a preceding vehicle, and constant speed control for traveling at a set vehicle speed.

Therefore, in the case of performing the deceleration control during the cruise control, for example, when the inter-vehicle distance is reduced, the engine load increasing control for increasing the load of the engine E described later is performed. Next, the engine load increase control performed by the driving force CU 35 will be described with reference to the flowchart of FIG.

First, at step 200, the cruise CU
It is determined whether a deceleration command has been issued from 37. If the determination is affirmative, the process proceeds to step 210, and if the determination is negative, the process proceeds to step 220. That is, when it is necessary to reduce the vehicle speed during the cruise control, for example, when the inter-vehicle distance has decreased to a specified value or more, the cruise CU 37 issues a command to the driving force CU 35 to decrease the target acceleration / deceleration. (Ie, a deceleration command) is output.

If there is no deceleration command, at step 220, the line pressure command value PSt calculated by the target secondary hydraulic calculation section 63 is set as a value to be output to the secondary hydraulic controller 65. Then, the present process is temporarily ended. That is, when there is no deceleration command, the line pressure is adjusted by driving the pressure regulating valve based on the line pressure command value PSt calculated by a normal calculation within a range in which the metal belt 23 does not slip. It is.

On the other hand, if there is a deceleration command, in step 210, the line pressure command value PSt calculated by the target secondary hydraulic pressure calculation unit 63 is added to the line pressure command value calculated by the line pressure correction calculation unit 69. Add the correction value dPSt,
The value is set as a value to be output to the secondary hydraulic controller 65, and the process is once ended.

That is, when there is a deceleration command, the line pressure command value PSt is added to the line pressure correction value dPS in order to increase the line pressure above normal for the purpose of increasing the engine load.
That is, t is added. As a result, the engine load increases according to the principle described above, and the vehicle decelerates.

F) The present embodiment has the following effects by the above-described configuration. In the present embodiment, during the automatic traveling control,
When the deceleration command is output from the cruise CU 37,
Rather than simply increasing the speed ratio of the continuously variable transmission 1 to perform deceleration as in the prior art, the line pressure is increased to increase the engine load as compared to normal. As a result, the driving force of the vehicle decreases, so that the vehicle can be decelerated.

In particular, here, since the speed is not decelerated by increasing the speed ratio, there is no sudden increase in the engine speed associated with the increase in the speed ratio, so that there is a remarkable effect that the driver does not feel uncomfortable. Further, in the present embodiment, a case is described in which, when there is a deceleration command from the cruise CU 37, the control for increasing (downshifting) the speed ratio (speed ratio control) is not performed, but the engine load increase control alone is sufficient. If a deceleration cannot be obtained, it is preferable to execute the speed ratio control together.

In this case, there is an advantage that the degree of increase in the engine speed is suppressed as compared with the case where only the gear ratio control is performed. Further, in this embodiment, more precise control is possible based on navigation information obtained from the navigation device 55, such as a sloping road (particularly a downhill) or a curve.

For example, when it is recognized from the navigation information that the vehicle is traveling on a curve, the vehicle can be decelerated without increasing the gear ratio by increasing the line pressure. At that time, the driver does not feel uncomfortable because the engine speed does not rise rapidly.

It is needless to say that the present invention is not limited to the above-described embodiments, and can be implemented in various modes without departing from the technical scope of the present invention. (1) For example, in the above-described embodiment, the vehicle control device has been described. However, a recording medium storing means for executing control by this device is also within the scope of the present invention.

For example, examples of the recording medium include various recording media such as an electronic control unit configured as a microcomputer, a microchip, a floppy disk, a hard disk, and an optical disk. That is, there is no particular limitation as long as it stores means such as a program that can execute the control of the vehicle control device described above.

(2) In the above embodiment, the cruise C
Although the line pressure is increased when a deceleration command is issued from U, the vehicle may be decelerated by increasing the line pressure, for example, when it is determined that deceleration is required by another condition determination. . For example, when it is determined that it is better to decelerate to some extent, such as when there is an intersection with no signal ahead based on the navigation information during traveling, increase the line pressure and slowly Slow deceleration may be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a vehicle control device and the like according to an embodiment.

FIG. 2 is a graph showing a relationship between an engine load and a line pressure.

FIG. 3 is a block diagram illustrating a control system of a driving force CU for setting a line pressure.

FIG. 4 shows a map used for setting line pressure;
(A) is a graph showing a relationship between an input torque and an engine speed, and (b) is a flowchart showing a relationship between a target secondary hydraulic pressure, a target gear ratio, and an input torque.

FIG. 5 is a flowchart illustrating cruise control processing according to the embodiment;

FIG. 6 is a flowchart illustrating an engine load control process according to the embodiment.

[Explanation of symbols]

E ... Engine 1 ... Continuously variable transmission (CVT) 3 ... Electronic control unit (ECU) 5 ... Electronic throttle 11 ... Primary pulley 17 ... Secondary pulley 31 ... Torque transmission mechanism 33 ... Electronic throttle control unit (electronic throttle CU) 35 ... Driving force control unit (driving force CU) 36 ... Engine load control unit 37 ... Cruise control unit (Cruise CU) 43 ... Throttle opening sensor 51 ... Engine rotation sensor

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Claims (10)

[Claims] 1. A vehicle control device for controlling a vehicle including a drive source for generating a driving force for driving the vehicle, and a continuously variable transmission for continuously changing a gear ratio, wherein: A traveling state detecting means for detecting the traveling state of the vehicle detected by the traveling state detecting means, and an acceleration / deceleration control means for controlling the acceleration / deceleration state of the vehicle. A vehicle control device comprising: a load increasing unit configured to increase a load applied to a drive source from a normal state. 2. The vehicle control device according to claim 1, wherein the vehicle control device includes the drive source and the continuously variable transmission. 3. The vehicle control device according to claim 1, wherein the acceleration / deceleration control unit controls an acceleration / deceleration state of the vehicle during the automatic traveling control of the vehicle. 4. The load increasing means, when a deceleration command is issued by the acceleration / deceleration control means, applies a line pressure for controlling a hydraulic pressure to a hydraulic control mechanism for changing a speed ratio of the continuously variable transmission, from a normal state. The vehicle control device according to any one of claims 1 to 3, wherein the vehicle control device is set to be higher. 5. The vehicle control device according to claim 4, wherein the vehicle control device includes the hydraulic control mechanism. 6. The acceleration / deceleration control unit according to claim 1, wherein the acceleration / deceleration control unit automatically accelerates / decelerates based on information from a front situation detection unit that detects a road condition ahead. The vehicle control device according to any one of the above. 7. The acceleration / deceleration control means includes: target vehicle speed setting means for setting a target vehicle speed of the own vehicle; and own vehicle speed detecting means for detecting the own vehicle speed. 7. The vehicle control device according to any one of 6. 8. The acceleration / deceleration control means includes an acceleration / deceleration command means for detecting a vehicle existing ahead, detecting an inter-vehicle distance to the vehicle in front of the vehicle, and issuing an acceleration / deceleration instruction based on the inter-vehicle distance. 2. The method of claim 1, wherein:
8. The vehicle control device according to any one of claims 7 to 7. 9. The vehicle control device according to claim 1, wherein said traveling state detecting means includes navigation information detecting means for detecting navigation information. 10. A recording medium storing means for executing control by the vehicle control device according to claim 1. Description: