JP2000255399A - Vehicle with motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a vehicle from being moved back in starting on an uphill slope as well as to lower brake fluid pressure in a wheel cylinder without delay in a case where the temperature of brake fluid is low and viscosity of brake fluid is high. SOLUTION: This vehicle with a motor is provided with an automatic transmission, a driving force decreasing device for decreasing driving force of creep in comparison with releasing of depression of a brake pedal BP when the brake pedal BP is depressed at the specified low speed or less, a motor stopping device capable of stopping a motor 1 in the stop of the vehicle, and a brake fluid pressure holding device RU capable of making brake fluid pressure continuously act on a wheel cylinder also after releasing of the depression of the brake pedal BP. In this case, a temperature detecting means TS for detecting the temperature of brake fluid is provided to prohibit the operation of the driving force reducing device, the motor stopping device and the brake fluid pressure holding device RU when the temperature of brake fluid is not more than a specified value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention has an automatic transmission and reduces the driving force of creep when the engine is idling and the brake pedal is depressed at a predetermined low vehicle speed or lower, as compared to when the brake pedal is depressed and released. A prime mover including a driving force reducing device and / or a prime mover stopping device capable of automatically stopping the prime mover when the vehicle stops, and further including a brake fluid pressure holding device capable of continuously applying brake fluid pressure to the wheel cylinder even when the brake pedal is released. It is related to a vehicle with an attachment.

[0002]

2. Description of the Related Art In recent years, some vehicles equipped with a motor have a device for reducing the driving force during creep running or stopping the motor when the vehicle stops for the purpose of improving fuel efficiency and reducing pollution. Furthermore, in order to prevent the vehicle from moving backward when the driving force is reduced (or the motor is automatically stopped) and the vehicle starts moving uphill, the brake fluid pressure of the wheel cylinder can be maintained even when the brake pedal is released. There is a vehicle equipped with: It should be noted that the creep is such that when the driving range such as the D range or the R range is selected by the shift lever of the vehicle having the automatic transmission, the vehicle crawls without depressing the accelerator pedal (the prime mover is idling). Is to move slowly.

[0003] Japanese Patent Application No. Hei 10-37025 by the present applicant.
No. 0 is a motor vehicle equipped with an automatic transmission,
A motor vehicle with a driving force reduction device and / or a motor stop device and a brake fluid pressure holding device is described. The driving force reduction device can reduce the creep driving force when the brake pedal is depressed as compared to when the brake pedal is depressed and released at a predetermined low vehicle speed or lower. The motor stop device is used when the motor vehicle stops.
The prime mover can be stopped automatically. The brake fluid pressure holding device can continue to apply the brake fluid pressure to the wheel cylinder even when the brake pedal is released. This brake fluid pressure holding device bypasses the fluid passage connecting the master cylinder and the wheel cylinder, a solenoid valve that switches between a communication position that communicates the fluid pressure passage and a blocking position that shuts off the fluid pressure passage, and a solenoid valve. A detour path that always communicates the master cylinder and the wheel cylinder, a throttle that is provided in the detour path and restricts a flow rate of the detour path, and a control unit that switches an electromagnetic valve is provided. Then, the solenoid valve is switched to the shut-off position, and the reduction speed of the brake fluid pressure in the wheel cylinder is made smaller than the reduction speed of the depression force of the brake pedal by restricting the flow rate of the throttle.

According to the motor vehicle, the driving force reducing device and / or the motor stopping device prevent the deterioration of fuel efficiency and the like, and the brake fluid pressure holding device operates to reduce the driving force reducing device and / or the motor. It is possible to prevent the vehicle from retreating when starting up on an uphill when the stop device operates. Furthermore, according to the brake fluid pressure holding device of the motor vehicle, since the brake fluid pressure is held by restricting the flow rate by the throttle, the brake fluid pressure in the wheel cylinder is gradually increased when the brake pedal is loosened. Can be reduced. Therefore, after the brake pedal is loosened, as a result, the brake fluid pressure in the wheel cylinder is reduced with a time delay to a brake fluid pressure corresponding to the brake pedal pushing force after the brake pedal is loosened. Therefore, when starting on a downhill, the vehicle can be started only by loosening the depression of the brake pedal.

[0005]

FIG. 11 is a graph showing the relationship between the temperature and the viscosity of the brake fluid. In this graph, the horizontal axis represents temperature (degrees: ° C.), and the vertical axis represents viscosity (centistokes: CST). As can be seen from this graph, as the temperature of the brake fluid decreases, the viscosity of the brake fluid increases extremely. Also, when the viscosity of the brake fluid increases,
The amount of brake fluid per unit time passing through the throttle is reduced. Therefore, when the temperature of the brake fluid is low, when the solenoid valve is switched to the shut-off position, the brake fluid pressure holding device is activated, and when the brake pedal is further depressed,
The time required for the brake fluid pressure in the wheel cylinder to decrease to the brake fluid pressure corresponding to the depressing force of the brake pedal after the release becomes extremely long. As a result, on a downhill, the vehicle cannot be started smoothly only by loosening the depression of the brake pedal.

Accordingly, an object of the present invention is to reduce the brake fluid pressure in a wheel cylinder without delay when the temperature of the brake fluid is low and the viscosity of the brake fluid is high, and when starting on an uphill. An object of the present invention is to provide a motor-equipped vehicle that can prevent the vehicle from moving backward.

[0007]

According to a first aspect of the present invention, there is provided a vehicle with a motor, wherein the driving range is selected from the prime mover even if the transmission range is selected even when the accelerator pedal is released. A motor that transmits the driving force to the motor, wherein the magnitude of the driving force is switched in accordance with the depression of a brake pedal when the vehicle speed is equal to or less than a predetermined low vehicle speed, and when the brake pedal is depressed, the brake pedal is released. A driving force reducing device that reduces the driving force, and a brake fluid pressure holding device that can continuously apply brake fluid pressure to a wheel cylinder even after the brake pedal is released. Hydraulic passage connecting the wheel cylinder and a master cylinder that generates brake hydraulic pressure according to the driver's brake pedal depression force An electromagnetic valve that is provided in the hydraulic passage and switches between a communication position that communicates with the hydraulic passage and a shutoff position that shuts off the hydraulic passage; a bypass valve that bypasses the electromagnetic valve; the master cylinder and the wheel cylinder A detour path that constantly communicates between them, a throttle provided in the detour path, for restricting the flow rate of the detour path, and a control unit that switches the solenoid valve to the communication position or the shutoff position, Switching to the shut-off position, brake fluid pressure reduction speed reduction means for reducing the reduction speed of the brake fluid pressure in the wheel cylinder with respect to the reduction speed of the stepping force of the brake pedal by restricting the flow rate of the throttle. A motor-equipped vehicle, further comprising a temperature detecting means for detecting a temperature of the brake fluid, wherein when the temperature of the brake fluid is equal to or lower than a predetermined value, the driving force reducing device and And inhibits the operation of the serial brake fluid pressure retaining apparatus. According to this motor vehicle, when the temperature of the brake fluid is low, the operation of the brake fluid pressure holding device is prohibited, so if the brake pedal is loosened, even if the brake fluid has a high viscosity, the brake fluid can be depressed. The brake fluid pressure in the wheel cylinder drops to the brake fluid pressure corresponding to the depressing force of the brake pedal after being released without delay. Further, when the temperature of the brake fluid is low, the operation of the driving force reduction device is prohibited, so that the driving force is maintained in a large state even when the brake pedal is depressed and the vehicle speed becomes lower than a predetermined low vehicle speed.

According to another aspect of the present invention, there is provided a vehicle with a motor in which the driving force is transmitted from the motor to the drive wheels when the driving range is selected even when the accelerator pedal is released. A motor vehicle for transmitting, wherein when the vehicle speed is lower than a predetermined low vehicle speed, the magnitude of the driving force is switched according to the depression of a brake pedal, and when the brake pedal is depressed, the driving force is greater than when the brake pedal is released. A driving force reducing device for reducing the force;
A motor stopping device that can stop the motor when the vehicle with the motor stops, and a brake fluid pressure holding device that can continuously apply brake fluid pressure to the wheel cylinders even after the brake pedal is released. A holding device is provided in the hydraulic passage, which connects the master cylinder and the wheel cylinder, which generate a brake hydraulic pressure according to the depression force of the brake pedal of the driver, and the hydraulic passage,
An electromagnetic valve that switches between a communication position that communicates with the hydraulic pressure passage and a shutoff position that shuts off the hydraulic pressure passage, a bypass passage that bypasses the electromagnetic valve, and that constantly communicates between the master cylinder and the wheel cylinder. A throttle provided in the bypass passage, for limiting a flow rate of the bypass passage, and a control unit for switching the solenoid valve to the communication position or the shut-off position, switching the solenoid valve to the shut-off position, A motor-powered vehicle, comprising: a brake fluid pressure decreasing speed decreasing means for decreasing the decreasing speed of the brake fluid pressure in the wheel cylinder with respect to the decreasing speed of the stepping force of the brake pedal due to the flow rate restriction. Temperature detecting means for detecting a temperature, wherein when the temperature of the brake fluid is equal to or lower than a predetermined value, the driving force reducing device, the prime mover stopping device, and the brake And inhibits the operation of the gas-liquid pressure holding device. According to this motor vehicle, when the temperature of the brake fluid is low, the operation of the brake fluid pressure holding device is prohibited, so if the brake pedal is loosened, even if the brake fluid has a high viscosity, the brake fluid can be depressed. The brake fluid pressure in the wheel cylinder drops to the brake fluid pressure corresponding to the depressing force of the brake pedal after being released without delay. Furthermore, when the temperature of the brake fluid is low, the operation of the driving force reduction device and the driving device stop device is prohibited, so that even if the brake pedal is depressed and the vehicle stops, the operation of the driving device is maintained and the driving force is maintained. Is kept large.

Further, in the vehicle with a motor according to the third aspect of the present invention, the driving force is transmitted from the motor to the drive wheels even when the accelerator pedal is released and the driving range is selected in the transmission. A vehicle with a motor that transmits power, a motor stop device that can stop the motor when the vehicle with the motor stops, and a brake fluid pressure holding device that can continue to apply brake fluid pressure to the wheel cylinders even after the brake pedal is released. Wherein the brake fluid pressure holding device is provided in the fluid pressure passage connecting the wheel cylinder and a master cylinder that generates a brake fluid pressure in accordance with the depression force of a driver's brake pedal, the fluid pressure passage, A solenoid valve that switches between a communication position that communicates with the hydraulic pressure passage and a shutoff position that shuts off the hydraulic pressure passage; A detour path that constantly communicates between the cylinder and the wheel cylinder, a throttle provided in the detour path, for limiting the flow rate of the detour path, and a control unit that switches the solenoid valve to the communication position or the shutoff position. A brake fluid pressure decreasing speed for switching the solenoid valve to the shut-off position and reducing a decreasing speed of the brake fluid pressure in the wheel cylinder with respect to a decreasing speed of the stepping force of the brake pedal by restricting a flow rate of the throttle. The motor-equipped vehicle, comprising a reduction means, further comprising a temperature detection means for detecting a temperature of the brake fluid, wherein the operation of the motor stop device and the brake fluid pressure holding device is performed when the temperature of the brake fluid is equal to or lower than a predetermined value. It is characterized by prohibition. According to this motor vehicle, when the temperature of the brake fluid is low, the operation of the brake fluid pressure holding device is prohibited, so if the brake pedal is loosened, even if the brake fluid has a high viscosity, the brake fluid can be depressed. The brake fluid pressure in the wheel cylinder drops to the brake fluid pressure corresponding to the depressing force of the brake pedal after being released without delay. Further, when the temperature of the brake fluid is low, the operation of the motor stopping device is prohibited, so that even if the brake pedal is depressed and the vehicle stops, the operation of the motor is maintained and the driving force is maintained at a large state. .

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a motor vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram of a motor vehicle, FIG. 2 is a configuration diagram of a brake fluid pressure holding device of a motor vehicle, FIG. 3 is a cross-sectional view showing a specific structure of the brake fluid pressure holding device of FIG. 3A is a cross-sectional view in which the essential parts of the relief valve and the throttle portion of the brake fluid pressure holding device of FIG. 3 are enlarged, FIG. 3B is an operation diagram when the throttle is formed by cutting, and FIG. Of operation, (c-1) an operation diagram showing groove processing, (c-2) an operation diagram showing coining, and FIG. 5 shows (a) a vehicle with a motor for turning on an electromagnetic valve of a brake fluid pressure holding device. Logic,
(B) Automatic engine stop condition, FIG. 6 shows (a) logic for turning off the solenoid valve of the brake fluid pressure holding device of the motor vehicle, (b) automatic engine start condition, and FIG. 7 shows driving force in the motor vehicle. (A) a control time chart of the driving force and the braking force and the solenoid valve ON / OFF when the reduction device, the prime mover stopping device and the brake fluid pressure holding device operate, (b) a configuration diagram of a brake fluid pressure circuit when the vehicle is stopped, FIG. 8 shows a case in which a vehicle with a motor is provided with a driving force reducing device and a brake fluid pressure holding device, and when the temperature of the brake fluid is equal to or lower than a predetermined value, the driving force, the braking force, and the solenoid valve are turned on.
FIG. 9 shows a driving time and a braking force when the vehicle is equipped with a driving force reducing device, a motor stopping device, and a brake fluid pressure holding device, and the temperature of the brake fluid is equal to or lower than a predetermined value. Solenoid valve ON /
FIG. 10 is a control time chart of the OFF control, and FIG. 10 shows the driving force and the braking force and the solenoid valve ON / OFF when the motor stopping device and the brake fluid pressure holding device are provided in the motor vehicle and the temperature of the brake fluid is below a predetermined value. It is a control time chart.

The vehicle with a motor according to the present invention is provided with a brake fluid pressure holding device capable of applying a brake fluid pressure to the wheel cylinder even when the brake pedal is depressed and released. It has a temperature detecting means for detecting. Further, a driving force reducing device for reducing the driving force of creep when the motor is idling and the brake pedal is depressed at a predetermined low vehicle speed or lower and / or a motor stopping device capable of automatically stopping the motor while the vehicle is stopped. Is provided. Further, a function is provided for prohibiting the operation of the brake fluid pressure holding device, the driving force reducing device and the motor stop device when the temperature of the brake fluid detected by the temperature detecting means is equal to or lower than a predetermined value. A motor vehicle described in the present embodiment is a hybrid vehicle including an engine that is an internal combustion engine powered by gasoline or the like as a prime mover and a motor powered by electricity, and a belt-type continuously variable transmission as a transmission. (Hereinafter referred to as CVT). In the vehicle with a motor of the present invention, the motor is not particularly limited, such as only the engine or only the motor as the motor. Also, the transmission is not limited to CVT,
A widely-used stepped automatic transmission may be used.

<< System Configuration >> First, FIG.
This will be described with reference to FIG. The vehicle is powered by an engine 1
And a motor 2 and a CVT 3 as a transmission. The engine 1 includes a fuel injection electronic control unit (hereinafter referred to as FIE).
CU). The FIECU is
It is configured integrally with a management electronic control unit (hereinafter, referred to as MGECU) and provided in a fuel injection / management electronic control unit (hereinafter, referred to as FI / MGECU) 4. The motor 2 is controlled by a motor electronic control unit (hereinafter referred to as MOTECU) 5. Further, the CVT 3 is controlled by a CVT electronic control unit (hereinafter referred to as CVT ECU) 6.

Further, a drive shaft 7 on which drive wheels 8, 8 are mounted is mounted on the CVT 3. The drive wheels 8, 8 are equipped with disk brakes 9, 9 having a wheel cylinder WC (see FIG. 2) and the like. The master cylinder MC is connected to the wheel cylinders WC of the disc brakes 9, 9 via a brake fluid pressure holding device RU. The depression from the brake pedal BP is transmitted to the master cylinder MC via the master power MP. The brake switch BP detects whether the brake pedal BP is depressed or not. Further, the brake switch BSW may detect whether or not the brake pedal BP is depressed by detecting whether or not the driver has put his / her foot on the brake pedal BP.

The engine 1 is an internal combustion engine that uses heat energy, and drives the drive wheels 8 via a CVT 3 and a drive shaft 7. In some cases, the engine 1 is automatically stopped when the vehicle stops to prevent deterioration of fuel efficiency. For this purpose, the vehicle includes a motor stop device that stops the engine 1 when an engine automatic stop condition is satisfied.

The motor 2 has an assist mode for assisting driving of the engine 1 by using electric energy from a battery (not shown). The motor 2 has a regenerative mode in which kinetic energy due to rotation of the drive shaft 7 is converted into electric energy when assist is not required (during downhill, deceleration, etc.), and stored in a battery (not shown). It has a start mode for starting.

The CVT 3 continuously changes the gear ratio by winding an endless belt between a drive pulley and a driven pulley, and changing the width of each pulley to change the winding radius of the endless belt. And CVT3
Connects the start clutch to the output shaft, engages the start clutch, and transmits the output of the engine 1 or the like shifted by the endless belt to the drive shaft 7 via the output gear of the start clutch. The vehicle including the CVT 3 is capable of creep running and includes a driving force reducing device that reduces the driving force of the creep. The driving force of creep is adjusted by the engaging force of the starting clutch, and has two magnitudes, a state where the driving force is large and a state where the driving force is small. The state where the driving force is large is a state where the driving force is balanced with the inclination of 5 °, and is referred to as strong creep in the present embodiment. On the other hand, a state where the driving force is small is a state where there is almost no driving force, and is called weak creep in the present embodiment. In the strong creep, the brake pedal B is released when the accelerator pedal is released (that is, in an idling state) and the travel range (D range, L range or R range) is selected by the position switch PSW.
When the stepping on P is released, the vehicle moves slowly as if crawling. In weak creep, the vehicle is stopped or at a very low speed when the vehicle speed is equal to or lower than a predetermined low vehicle speed and the brake pedal BP is depressed. The range position of the position switch PSW is selected by a shift lever. Position switch PS
The range of W is the P range used when parking and stopping, the N range which is neutral, the R range used when running backward, the D range used when running normally, and the L range used when sudden acceleration or strong engine braking is required. There is. The traveling range is a range position where the vehicle can travel, and in this vehicle, the D range, the L range, and the R range
There are three ranges. Further, when the D range is selected by the position switch PSW, the mode switch MSW can select the D mode as the normal driving mode and the S mode as the sports driving mode.

FIECU included in FI / MG ECU 4
Controls the fuel injection amount so as to obtain the optimum air-fuel ratio, and controls the engine 1 as a whole. FIE
Information indicating the throttle opening and the state of the engine 1 is transmitted to the CU, and the CU is controlled based on each information. MGECU included in FI / MGECU 4
Controls mainly the MOTECU 5 and determines an automatic engine stop condition and an automatic engine start condition. The information indicating the state of the motor 2 is transmitted to the MGECU, and information indicating the state of the engine 1 and the like are input from the FIECU, and an instruction to switch the mode of the motor 2 is given to the MOTECU 5 based on each information. Further, information indicating the state of the CVT 3, information indicating the state of the engine 1, range information of the position switch PSW, information indicating the state of the motor 2, and the like are transmitted to the MGECU. Or determine the automatic start.

The MOTECU 5 controls the motor 2 based on a control signal from the FI / MG ECU 4. FI /
The control signal from the MGECU 4 includes mode information for instructing the start of the engine 1 by the motor 2, assisting the driving of the engine 1 or regenerating electric energy, an output request value for the motor 2, and the like. A command is issued to the motor 2 based on the instruction. Further, information is obtained from the motor 2 and the like, and information on the motor 2 such as the amount of power generation and the capacity of the battery are transmitted to the FI / MG ECU 4.

The CVT ECU 6 controls the gear ratio of the CVT 3 and the engaging force of the starting clutch. Information indicating the state of the CVT 3, information indicating the state of the engine 1, range information of the position switch PSW, and the like are transmitted to the CVT ECU 6. To the CVT 3. Further, the CVT ECU 6 turns on (closes) / OF the solenoid valves SVA and SVB (see FIG. 2) of the brake fluid pressure holding device RU.
F (open) (that is, the solenoid valves SVA, SVB
And has a function as a control unit for switching between the two), and determines whether the driving force for creep is set to a large state or a small state. In addition, the CVT ECU 6 includes a failure detection device DU for detecting a failure of the brake fluid pressure holding device RU. The failure detection device DU turns on (closes) the solenoid valves SVA and SVB of the brake fluid pressure holding device RU.
A drive circuit for turning off / opening is also provided. In addition, ON (closed) / OFF of the above-mentioned solenoid valves SVA and SVB.
For the control of (open) and the control of the magnitude of the creep driving force, the temperature of the brake fluid is also a determining factor. CVT ECU
The information on the temperature of the brake fluid detected by the temperature sensor TS of the brake fluid pressure holding device RU is transmitted to 6, and when the temperature is equal to or lower than a predetermined value, the solenoid valves SVA and SVB are kept OFF (open state). At the same time, the driving force of creep is maintained at a large state. Further, the CVTEUC 6 outputs information indicating that the temperature of the brake fluid is equal to or lower than a predetermined value (information included in F_CVTOK described later) to the FI / M.
Transmit to GECU4. FI / MG ECU 4 does not automatically stop engine 1 based on the transmitted information when the temperature of the brake fluid is equal to or lower than a predetermined value.

The disc brakes 9, 9 are driven by wheels 8, 8,
The disk rotor, which rotates together with the disk rotor, is sandwiched between brake pads driven by a wheel cylinder WC (see FIG. 2), and a braking force is obtained by the frictional force. The brake fluid pressure of the master cylinder MC is supplied to the wheel cylinder WC via the brake fluid pressure holding device RU.

The brake fluid pressure holding device RU applies the brake fluid pressure to the wheel cylinder WC even after the brake pedal BP is released. Brake fluid pressure holding device RU
Also includes a drive circuit for driving (ON / OFF) the solenoid valves SVA and SVB of the brake fluid pressure holding device RU in the failure detection device DU in the CVT ECU 6. Further, the brake fluid pressure device RU includes a temperature sensor TS as temperature detecting means for detecting the temperature of the brake fluid. When the temperature of the brake fluid detected by the temperature sensor TS falls below a predetermined value, the operation of the brake fluid pressure holding device RU is prohibited. The configuration and the like of the brake fluid pressure holding device RU will be described later in detail. (See FIG. 2) Note that the ON / OFF state of the solenoid valve means that in the normally open solenoid valve, when the solenoid valve is ON, it means that the solenoid valve is closed and closed. That the solenoid valve opens and becomes open. " On the other hand, in the case of a normally-closed solenoid valve, when the solenoid valve is turned on, the solenoid valve is opened and becomes open, and when the solenoid valve is turned off, the solenoid valve is closed and becomes closed. The solenoid valves SVA and SVB in the present embodiment are normally open solenoid valves. Further, the drive circuit supplies a current to each coil of the solenoid valves SVA, SVB to turn on the solenoid valves SVA, SVB,
The current supply is stopped to turn off the solenoid valve.

The master cylinder MC is a device for changing the depression of the brake pedal BP to hydraulic pressure. Further, in order to assist the depression of the brake pedal BP, a master power MP is provided between the master cylinder MC and the brake pedal BP. The master power MP is a device that increases the braking force by applying a force such as a negative pressure of the engine 1 or compressed air in addition to the force of the driver pressing the brake pedal BP, and reduces the pedaling force during braking. Further, a brake switch BSW is provided on the brake pedal BP, and the brake switch BSW detects whether the brake pedal BP is depressed or released.

The driving force reduction device provided in this vehicle is a CV
It is composed of a T3 and a CVT ECU 6. The driving force reduction device is used when the brake pedal BP is depressed and the vehicle speed is 5 km / h or less (at a predetermined low vehicle speed or less).
Then, the driving force of creep is reduced to change from a strong creep state to a weak creep state. The driving force reduction device is a CVT ECU
In step 6, whether or not the brake pedal BP is depressed is determined from the signal of the brake switch BSW, and whether or not the vehicle speed is 5 km / h or less is determined from the vehicle speed pulse of the CVT 3. Further, in addition to the above two basic conditions, the CVTECU 6 determines that the brake fluid pressure holding device RU is normal (the brake fluid pressure holding device RU) when the temperature of the brake fluid is equal to or higher than a predetermined value.
The drive circuit of the solenoid valves SVA and SVB (see FIG. 2) includes a normal drive circuit) and the range of the position switch PSW is D.
It is also determined that the vehicle is in the range, and when the five conditions are satisfied, a command to weaken the engagement force of the starting clutch is transmitted to the CVT 3 to reduce the creep driving force. The vehicle prevents deterioration of fuel efficiency by reducing the driving force by the driving force reduction device. In the weak creep state and when the engine 1 is stopped, the CVT ECU 6 determines conditions for a strong creep. Then, when the condition of the strong creep is satisfied, the CVT ECU 6 transmits a command for increasing the engaging force of the starting clutch to the CVT 3 to increase the driving force of the creep.

The motor stopping device provided in this vehicle is an FI
/ MG ECU 4 and the like. The motor stop device is
When the vehicle is stopped, the engine 1 can be stopped automatically. The motor stop device is FI / MGECU4
Determines the automatic engine stop condition such as the vehicle speed of 0 km / h. The engine automatic stop condition will be described later in detail. When it is determined that all the engine automatic stop conditions are satisfied, the FI / MG
An engine stop command is transmitted from the ECU 4 to the engine 1,
The engine 1 is automatically stopped. The vehicle further prevents fuel consumption from deteriorating due to the automatic stop of the engine 1 by the motor stop device. Note that when the engine 1 is automatically stopped by the prime mover stop device, the MGECU of the FI / MGECU 4 determines an engine automatic start condition. Then, when the engine automatic start condition is satisfied, FI / MG
The engine start command is transmitted from the ECU 4 to the MOTECU 5, and the engine 1 is transmitted from the MOTECU 5 to the motor 2.
Is transmitted, the engine 1 is automatically started by the motor 2, and a strong creep state is set.
The automatic engine start condition will be described later in detail. Further, when the failure detection device DU detects the failure of the brake fluid pressure holding device RU, the operation of the prime mover stopping device is prohibited. Further, when the temperature of the brake fluid detected by the temperature sensor TS falls below a predetermined value, the operation of the motor stopping device is prohibited.

Next, signals transmitted and received in this system will be described. Note that “F_” added before each signal in FIG. 1 indicates that the signal is flag information of 0 or 1, and “V_” indicates that the signal is numerical information (unit is arbitrary). "I_" indicates that the signal is information including a plurality of types of information.

The signal transmitted from FI / MG ECU 4 to CVT ECU 6 will be described. V_MOTTRQ
Is an output torque value of the motor 2. F_MGSTB
Is F_CV in the automatic engine stop condition described later.
This flag indicates whether or not all the conditions except for the five conditions of TOK are satisfied. The flag is 1 when the condition is satisfied, and is 0 when the condition is not satisfied. By the way, F_MGST
When both B and F_CVTOK are switched to 1, the engine 1 is automatically stopped, and when either of the flags is switched to 0, the engine 1 is automatically started.

The signals transmitted from FI / MG ECU 4 to CVT ECU 6 and MOTECU 5 will be described. V
_NEP is the rotation speed of the engine 1.

The signal transmitted from CVT ECU 6 to FI / MG ECU 4 will be described. F_CVTOK is
The CVT 3 is in a weak creep state, the ratio (pulley ratio) of the CVT 3 is low, the oil temperature of the CVT 3 is a predetermined value or more, the temperature of the brake fluid is a predetermined value or more, and the brake fluid pressure holding device RU is normal (the brake fluid pressure holding device RU Solenoid valves SVA, SV
A flag indicating whether or not the five conditions B (see FIG. 2) are satisfied. The flag satisfies at least one of the conditions when all five conditions are satisfied. If not, it is 0. Note that when the engine is stopped, the condition that the CVT 3 is in a weak creep state, the ratio of the CVT 3 is low, the oil temperature of the CVT 3 is equal to or higher than a predetermined value, and the temperature of the brake fluid is equal to or higher than a predetermined value is maintained, and F_CVTOK is
The determination is made only based on whether or not the brake fluid pressure holding device RU is normal. That is, when the engine 1 is stopped, F_CVTOK is 1 when the brake fluid pressure holding device RU is normal, and F_CVTOK is 0 when the brake fluid pressure holding device RU is out of order.
Becomes F_CVTTO is a flag indicating whether or not the oil temperature of the CVT 3 is equal to or higher than a predetermined value.
If it is less than the predetermined value, it is 0. The oil temperature of the CVT 3 is estimated from the electric resistance of the linear solenoid valve that controls the hydraulic pressure of the starting clutch of the CVT 3. F_POSR
Is a flag indicating whether or not the R range is selected in the range of the position switch PSW, and is 1 for the R range and 0 for other than the R range. F_POSD
D is a flag indicating whether or not the D range is selected in the range of the position switch PSW and the D mode is selected in the mode of the mode switch MSW, and is 1 in the case of the D mode D range, and 1 in the case other than the D range D mode. 0. When information indicating the D range D mode, the R range, the P range, and the N range has not been input, the FI / MGECU 4 determines that one of the D range S mode and the L range has been selected.

From engine 1 to FI / MG ECU 4 and CV
The signal transmitted to the TECU 6 will be described. V_A
NP is a negative pressure value of the intake pipe of the engine 1. V_TH
Is the throttle opening. V_TW is engine 1
Is the cooling water temperature. V_TA is the intake air temperature of the engine 1.

From CVT 3 to FI / MGECU 4 and CVT
The signal transmitted to the ECU 6 will be described. V_VS
P1 is a vehicle speed pulse output from one of two vehicle speed pickups provided in CVT3. The vehicle speed is calculated based on the vehicle speed pulse.

The signal transmitted from CVT 3 to CVT ECU 6 will be described. V_NDRP is a pulse indicating the rotation speed of the drive pulley of the CVT 3. V_NDN
P is a pulse indicating the rotation speed of the driven pulley of the CVT 3. V_VSP2 is a vehicle speed pulse output from the other of the two vehicle speed pickups provided in CVT3. Note that V_VSP2 has higher accuracy than V_VSP1, and is used for calculating the slip amount of the starting clutch of the CVT3.

The signal transmitted from the MOTECU 5 to the FI / MG ECU 4 will be described. V_QBAT is the remaining capacity of the battery. V_ACTTRQ is the motor 2
, Which is the same value as V_MOTTRQ. I_MOT is information such as a power generation amount of the motor 2 indicating an electric load. In addition, all the electric power consumed by this vehicle including the motor driving electric power is generated by the motor 2.

The signal transmitted from FI / MG ECU 4 to MOTECU 5 will be described. V_CMDPWR
Is an output request value for the motor 2. V_ENGT
RQ is an output torque value of the engine 1. I_MG
Is information such as a start mode, an assist mode, and a regenerative mode for the motor 2.

From master power MP to FI / MG ECU 4
Will be described. V_M / PNP
Is a negative pressure detection value of the constant pressure chamber of the master power MP.

From position switch PSW to FI / MG
The signal transmitted to the ECU 4 will be described. Only when either the N range or the P range is selected by the position switch PSW, N or P is transmitted as position information.

The signal transmitted from CVT ECU 6 to CVT 3 will be described. V_DRHP is a hydraulic pressure command value to the linear solenoid valve that controls the hydraulic pressure of the cylinder of the drive pulley of the CVT 3. V_DNHP is CVT
This is a hydraulic command value to the linear solenoid valve that controls the hydraulic pressure of the cylinder of the driven pulley No. 3. Note that V_DRH
The gear ratio of CVT3 is changed by P and V_DNHP.
V_SCHP is a hydraulic pressure command value to the linear solenoid valve that controls the hydraulic pressure of the starting clutch of CVT3. In addition,
V_SCHP changes the engaging force of the starting clutch.

A signal transmitted from the CVT ECU 6 to the brake fluid pressure holding device RU will be described. F_SOLA
Is a flag for turning ON (close) / OFF (open) the electromagnetic valve SVA (see FIG. 2) of the brake fluid pressure holding device RU, and is 1 when it is turned ON and 0 when it is turned OFF. F_SOLB is a flag for turning ON (close) / OFF (open) the solenoid valve SVB (see FIG. 2) of the brake fluid pressure holding device RU, and is 1 when it is turned ON and 0 when it is turned OFF.

From position switch PSW to CVTEC
The signal transmitted to U6 will be described. Which position of the N range, P range, R range, D range or L range is selected by the position switch PSW is transmitted as position information.

The mode switch MSW to CVT ECU 6
Will be described. Mode switch M
Whether the D mode (normal running mode) or the S mode (sports running mode) is selected by SW is transmitted as mode information. The mode switch MSW
Is a mode selection switch that functions when the position switch PSW is set to the D range.

From the brake switch BSW to FI / MGE
The signals transmitted to the CU 4 and the CVT ECU 6 will be described. F_BKSW indicates whether the brake pedal BP is depressed (ON) or the depression is released (OFF)
The flag is 1 when the pedal is depressed, and is 0 when the pedal is released. This signal is
As described above, the flag may indicate whether the foot is placed on the brake pedal BP (ON) or not (OFF).

From the brake fluid pressure holding device RU to CVTEC
The signal transmitted to U6 will be described. V_TBKO
Is the temperature of the brake fluid detected by the temperature sensor TS. In addition, the temperature of the brake fluid of the brake fluid pressure holding device RU disposed in the engine room is equal to the aforementioned V_
It can also be estimated based on TA (intake temperature of the engine 1). This is because both change in relation to the temperature of the engine room.

<< Structure of Brake Fluid Pressure Holding Device >> The brake fluid pressure holding device RU provided in the vehicle is incorporated in the brake fluid pressure circuit of the hydraulic brake device, and is adapted to reduce the speed at which the driver depresses the brake pedal BP. And a brake fluid pressure decreasing speed reducing means for reducing the decreasing speed of the brake fluid pressure in the wheel cylinder. Further, the brake fluid pressure holding device RU includes a temperature sensor TS for detecting the temperature of the brake fluid. Hereinafter, the brake hydraulic pressure holding device RU will be described together with the hydraulic brake device BK with reference to FIG.

[Hydraulic Brake Apparatus] First, the hydraulic brake apparatus BK will be described (see FIG. 2). The brake hydraulic circuit BC of the hydraulic brake device BK of the vehicle includes a master cylinder MC, a wheel cylinder WC, and a brake fluid pipe FP connecting the master cylinder MC and the wheel cylinder WC. Since the brake plays a very important role for safe driving, the hydraulic brake device B
K has two independent brake hydraulic circuits (BC (A), BC (B)) so that even if one system fails, the remaining system can obtain the minimum braking force. I have.

Pistons MCP, MCP are inserted into the main body of the master cylinder MC. When the driver depresses the brake pedal BP, the pistons MCP, MCP
CP is pushed to apply pressure to the brake fluid in the master cylinder MC, and mechanical force is converted to brake fluid pressure (brake fluid pressure). Driver is brake pedal B
When the foot is released from P and the step is released, the return spring MCS,
The pistons MCP and MCP are returned by the force of the MCS, and at the same time, the brake fluid pressure is also returned to the original. The master cylinder MC shown in FIG. 2 is a tandem type master in which two pistons MCP and MCP are arranged and the main body of the master cylinder MC is divided into two parts from the viewpoint of fail-safe in which two independent brake hydraulic circuits BC are provided. The cylinder MC.

In order to reduce the operation force of the brake pedal BP, a master power MP (brake booster) is provided between the brake pedal BP and the master cylinder MC. The master power MP shown in FIG. 2 is of a vacuum (negative pressure) servo type, and takes out a negative pressure from an intake manifold (not shown) of the engine 1 to facilitate the driver's operation of the brake pedal BP.

The brake fluid pipe FP connects the master cylinder MC and the wheel cylinder WC, and serves as a flow path for transmitting brake fluid pressure generated in the master cylinder MC to the wheel cylinder WC by moving the brake fluid. Further, when the brake fluid pressure of the wheel cylinder WC is higher, it serves as a flow path for returning the brake fluid from the wheel cylinder WC to the master cylinder MC. As described above, independent brake fluid circuits BC are provided, and two independent brake fluid pipes FP are provided. Brake fluid pressure circuit B composed of brake fluid pipe FP shown in FIG.
C is an X-pipe type in which one brake hydraulic circuit BC (A) brakes the right front wheel and the left rear wheel, and the other brake hydraulic circuit BC (B) brakes the left front wheel and the right rear wheel. is there. Note that the brake hydraulic circuit may be of a front-rear split type in which one brake hydraulic circuit brakes both front wheels and the other brake hydraulic circuit brakes both rear wheels, instead of the X piping system.

The wheel cylinder WC is provided for each wheel, and applies a brake fluid pressure generated by the master cylinder MC and transmitted to the wheel cylinder WC through the brake fluid pipe FP to a mechanical force (braking force) for braking the wheel. ). A piston (not shown) is inserted into the main body of the wheel cylinder WC, and the piston is pushed by a brake fluid pressure to operate a brake pad in the case of a disc brake or a brake shoe in the case of a drum brake. To create braking force to brake the wheels. In addition to the above, the brake fluid pressure of the front wheel cylinder WC and the rear wheel cylinder W
A brake fluid pressure control valve for controlling the brake fluid pressure of C is provided as needed.

[Brake fluid pressure holding device] Next, the brake fluid pressure holding device RU will be described (see FIG. 2). The brake fluid pressure holding device RU is constituted by a brake fluid pressure decreasing speed decreasing means for decreasing the decreasing speed of the brake fluid pressure in the wheel cylinder WC with respect to the decreasing speed of the driver's depression force of the brake pedal BP when the vehicle starts. You. This brake fluid pressure reduction speed reducing means is provided when the driver releases the brake pedal BP when the vehicle restarts.
It has a function in which the speed at which the brake fluid pressure of the wheel cylinder WC decreases (the speed at which the braking force decreases) is lower than the speed at which the driver depresses the brake pedal BP.

The means for reducing the brake fluid pressure drop speed having such a function can be constituted by providing a portion in the brake fluid pressure circuit BC which becomes a fluid resistance to the flow of the brake fluid. Then, the flow of the brake fluid itself is regulated, and the speed of decrease of the brake fluid pressure in the wheel cylinder WC can be made smaller than the speed of decrease of the driver's depression force of the brake pedal BP.

The hydraulic brake device BK has two brake hydraulic circuits BC (A) and BC
(B), one of which is the brake hydraulic circuit B
This will be described on behalf of C (A). Brake hydraulic circuit BC (A)
Is a solenoid valve SV that regulates the flow of brake fluid itself.
A and a throttle D, and a check valve CV and a relief valve RV as required. The brake fluid pressure reduction speed reducing means is composed of the solenoid valve SVA and the throttle D. The brake hydraulic circuit BC (A) is connected to the master cylinder M
C and the wheel cylinder WC, and the solenoid valve SV
A includes a hydraulic passage MNP which is communicated or blocked by A. Further, a bypass path BYP bypassing the solenoid valve SVA and constantly communicating the master cylinder MC and the wheel cylinder WC is provided. It should be noted that the throttle D is connected to the detour passage B
It is provided in the YP and limits the flow rate of the brake fluid. Further, a temperature sensor TS for detecting the temperature of the brake fluid is provided. In FIG. 2, the temperature sensor TS is configured to detect the temperature of the brake fluid in the brake fluid pressure circuit BC (B). However, the temperature sensor TS is provided in any one of the brake fluid pressure circuits BC (A) and BC (B). Or both.

The solenoid valve SVA is turned ON (closed) / OFF (opened) by an electric signal from the CVT ECU 6, and in the ON state (closed state), shuts off the flow of the brake fluid in the brake fluid pipe FP to the wheel cylinder WC. It serves to maintain the applied brake fluid pressure. Incidentally, the solenoid valve SVA shown in FIG. 2 indicates that it is in the OFF state (open state).
With this solenoid valve SVA, even when the driver releases the depression of the brake pedal BP at the time of starting on a slope, the brake fluid pressure is held in the wheel cylinder WC and the vehicle can be prevented from retreating. Note that retreating the vehicle means that the vehicle travels (goes down a slope) in a direction opposite to the direction in which the driver tries to travel due to the potential energy (own weight) of the vehicle.

The solenoid valve SVA includes a normally-closed type that opens when energized (ON) and a normally-open type that closes when energized (ON), and any type of electromagnetic valve can be used. However, from the viewpoint of fail-and-safe, a normally-open solenoid valve is preferable. This is because, when the power supply is cut off due to a failure or the like, the normally closed solenoid valve does not operate the brake, or the brake remains effective. The solenoid valve SVA is turned on (closed state) during normal operation from the time when the vehicle stops to the time when the vehicle starts moving. In any case (under the condition), the solenoid valve SVA is turned on (closed). State) or OFF
(Open state) will be described later. The solenoid valve S
When VA is ON (closed state), the solenoid valve SVA is in the shut-off position, and when the solenoid valve SVA is OFF (open state),
The solenoid valve SVA is at the communication position.

The throttle D conducts between the master cylinder MC and the wheel cylinder WC regardless of whether the solenoid valve SVA is ON or OFF. Especially, solenoid valve SVA is ON (closed state)
When the driver releases the brake pedal BP or releases the brake pedal, the wheel cylinder WC
The brake fluid gradually escapes to the master cylinder MC side, and serves to reduce the brake fluid pressure of the wheel cylinder WC at a predetermined speed. The throttle D can be configured by providing a flow rate adjusting valve in the brake fluid pipe FP, or a portion of the brake fluid pipe FP that becomes a resistance to fluid (a portion where the cross-sectional area of the flow passage is reduced). ) May be provided.

If the driver releases or loosens the brake pedal BP due to the presence of the throttle D, even if the solenoid valve SVA is in the ON state (closed state), there is no state in which the brake is permanently applied, and the brake is gradually applied. The braking force (braking force) gradually decreases. That is, the rate of decrease in the brake fluid pressure in the wheel cylinder WC can be made smaller than the rate of decrease in the driver's depression force on the brake pedal BP. Accordingly, even after the solenoid valve SVA is in the ON state (closed state), the braking force is sufficiently reduced after a predetermined time, and the vehicle can be restarted (starting on a slope) by the driving force of the prime mover. Also, on a downhill, the vehicle can be started only by the potential energy of the vehicle without the driver depressing the accelerator pedal.

In the state where the driver is depressing the brake pedal BP, as long as the brake fluid pressure of the master cylinder MC is higher than the brake fluid pressure of the wheel cylinder WC, the braking force is not reduced by the presence of the throttle D. Absent. This is because the throttle D has a function of flowing the brake fluid at a predetermined speed from a higher brake fluid pressure to a lower brake fluid pressure by a difference (differential pressure) between the brake fluid pressure of the wheel cylinder WC and the master cylinder MC. In other words, as long as the driver does not loosen the brake pedal BP, the brake fluid pressure of the wheel cylinder WC may increase but not decrease due to the presence of the throttle D. The throttle D may have a check valve function to prevent the flow of the brake fluid from the master cylinder MC to the wheel cylinder WC.

The speed at which the brake fluid pressure of the wheel cylinder WC is reduced is, for example, when the driver releases the depression of the brake pedal BP and depresses the accelerator pedal (change of pedal) on an uphill or the like, and the prime mover starts on a slope. Any time can be secured as long as it is possible to secure a time for preventing the vehicle from moving backward until a sufficient driving force is reached. The time required for changing the pedal to increase the driving force is usually about 0.5 seconds. When the speed of reducing the brake fluid pressure of the wheel cylinder WC is high, the solenoid valve SV
Even if A is ON (closed), brake pedal B
As soon as you release the stepping on P, the braking force is gone,
Before the vehicle has sufficient driving force, the vehicle retreats on a slope. Therefore, the purpose of facilitating starting on a slope cannot be achieved by the brake fluid pressure holding device RU. vice versa,
If the speed at which the brake fluid pressure of the wheel cylinder WC is reduced is low, the vehicle continues to be in a well-operated state even when the brake pedal BP is released, but the vehicle will not retreat. It is not preferable because extra time and power are required to secure the driving force. Also, it is difficult to easily start on a slope.

The speed at which the throttle D reduces the brake fluid pressure of the wheel cylinder WC is determined by the properties of the brake fluid and the type of the throttle D (shape such as the cross-sectional area and length of the flow path). In particular, as can be seen from the graph showing the relationship between the temperature and the viscosity of the brake fluid shown in FIG. Rapidly increases in viscosity. When the viscosity of the brake fluid increases, the amount of the brake fluid per unit time passing through the throttle decreases, so that the speed at which the brake fluid pressure of the wheel cylinder WC decreases is reduced. In addition, the throttle D is set to the solenoid valve SVA or the check valve C.
It may be provided integrally with V or the like. By combining them, the number of parts and the installation space can be reduced.

As described above, when the aperture D is used,
It is necessary to monitor the temperature of the brake fluid (and thus the viscosity of the brake fluid). Therefore, in order to detect the temperature of the brake fluid flowing in the brake fluid pressure holding device RU, a temperature sensor TS is provided as temperature detecting means. A thermistor is used as the temperature sensor TS. In the present embodiment, the temperature of the brake fluid is detected by providing the temperature sensor TS, but the temperature of the brake fluid may be detected by other means. For example, the engine 1 that changes in relation to the temperature in the engine room where the brake hydraulic pressure holding device RU is disposed
May be estimated from the intake air temperature.

The check valve CV is provided as needed. The check valve CV is provided in the master cylinder MC when the solenoid valve SVA is in the ON state (closed state) and the driver increases the brake pedal BP. It serves to transmit the generated brake fluid pressure to the wheel cylinder WC. The check valve CV is activated effectively when the brake fluid pressure generated in the master cylinder MC exceeds the brake fluid pressure of the wheel cylinder WC, and the wheel cylinder WV is quickly actuated in response to the driver increasing the brake pedal BP.
Increase the brake fluid pressure of C. When the brake fluid pressure of the master cylinder MC exceeds the brake fluid pressure of the wheel cylinder WC, the solenoid valve SVA once closed is closed.
Is turned off (open state), it is not necessary to provide the check valve CV because the solenoid valve SVA alone can cope with an increase in the brake pedal BP.

A relief valve RV is also provided if necessary. This relief valve RV is provided when the solenoid valve SVA is in the ON state (closed state) and the driver releases the brake pedal BP or releases the brake pedal. In this case, the brake fluid trapped in the wheel cylinder WC is quickly released to the master cylinder MC until a predetermined brake fluid pressure is attained. The relief valve RV operates when the brake fluid pressure of the wheel cylinder WC is equal to or higher than a predetermined brake fluid pressure and higher than the brake fluid pressure of the master cylinder MC. As a result, the solenoid valve SVA is turned on.
In the case of (closed state), it is possible to quickly reduce the brake fluid pressure in the wheel cylinder WC more than necessary to a predetermined brake fluid pressure. Therefore, it takes time to reduce the brake fluid pressure of the wheel cylinder WC only with the throttle D after the brake pedal BP is released and the brake pedal BP is depressed more than necessary when starting on a slope. Is not preferable. "
This can be solved by the relief valve RV.

The brake switch BSW detects whether or not the brake pedal BP is depressed.
B is turned ON / OFF. Brake switch BS
W may detect whether or not the driver's foot is placed on the brake pedal BP.

<< Specific Structure of Brake Fluid Pressure Holding Device >> Next, a specific structure of the brake fluid pressure holding device RU will be described with reference to FIG. Brake hydraulic pressure holding device R shown in FIG.
U has a structure in which the solenoid valve SV, the throttle D, the check valve CV, and the relief valve RV are combined and integrated.
That is, when the brake hydraulic pressure holding device RU is provided in the brake hydraulic circuit BC of the hydraulic brake device BK, the configuration shown in FIG. 2 is obtained. In this structure,
The throttle D is provided integrally with a part of the relief valve RV.

The solenoid valve SV is provided with a brake fluid pressure holding device RU.
Located at the top of. When a current flows through the coil portion SVc of the solenoid valve SV, a magnetic force is generated, and the shaft SVs moves up and down due to the magnetic force. A ball SVb is attached to the lower end of the shaft SVs, and the ball SVb moves up and down as the shaft SVs moves up and down to open and close the valve portion SVv. The energization of the solenoid valve SV is performed by two electrodes SVe and SV
e. The symbol SVf is the shaft SVs
Is an urging spring that urges. Solenoid valve SV is ON
In the state (closed state) (that is, when the solenoid valve SV is switched to the shut-off position), the shaft SVs descends and the ball SV
Vb closes valve portion SVv. On the other hand, the solenoid valve SV is off
In the state (open state) (that is, when the solenoid valve SV is switched to the communication position), the shaft SVs rises and the ball S
Vb opens the valve portion SVv. When the solenoid valve SV is in the OFF state (open state), the brake fluid from the master cylinder MC enters the brake fluid pressure holding device RU from the master cylinder side joint Jm, and enters the main passage Cm (the main passage C).
m, annular flow path Cr, main flow path Cm), and valve portion S in an open state.
Vv, main channel Cm, wheel cylinder side joint Jw
To reach the wheel cylinder WC. On the other hand, when the brake fluid flows from the wheel cylinder WC to the master cylinder MC, the reverse route is followed. In addition,
The hydraulic passage MNP includes a main flow path Cm (main flow path Cm, annular flow path Cr, main flow path Cm), a valve portion SVv, and a main flow path Cm. The main flow path Cm of the brake fluid is shut off by the solenoid valve SV, and the brake fluid pressure is held in the wheel cylinder WC.

The check valve CV is a valve portion SV of the solenoid valve SV.
It is located near the lower part of v. When the driver increases the brake pedal BP while the solenoid valve SV is in the ON state (closed state), the brake fluid from the master cylinder MC is
From the master cylinder side joint Jm, it enters the brake fluid pressure holding device RU, passes through the main flow path Cm, the annular flow path Cr, the valve portion CVv of the check valve CV, the main flow path Cm, and the wheel cylinder side joint Jw to the wheel cylinder WC. Reach. The check valve CV opens when the brake fluid pressure of the master cylinder MC is higher than the brake fluid pressure of the wheel cylinder WC and the differential pressure, which is the difference between the two, is higher than the operating pressure of the check valve CV. It is. The operating pressure of the check valve CV is the ball CV of the check valve CV.
It is set by the pressing force of the spring CVs pressing b. The member denoted by reference symbol CVc is an annular channel Cr.
It is a ball that closes the communication hole with. In addition, the annular flow path Cr
Is a check valve CV from below the valve portion SVv of the solenoid valve SV.
And a ring-shaped brake fluid flow path disposed so as to surround the brake fluid. The check valve CV allows the solenoid valve S
Even when V is in the ON state (closed state), the braking force can be increased by increasing the brake pedal BP by the driver.

The relief valve RV is located below the brake fluid pressure holding device RU. The upper part of the relief valve RV is connected to the annular flow path Cr via the branch oil passage Cb. Therefore, when the driver depresses the brake pedal BP which has been strongly depressed while the solenoid valve SV is in the ON state (closed state), the brake fluid of the wheel cylinder WC becomes:
Wheel cylinder side joint Jw, main flow path Cm, branch flow path Cb, valve portion RVv of relief valve RV, branch flow path C
b, the annular flow path Cr, the main flow path Cm, and the master cylinder side joint Jm to reach the master cylinder MC. The relief valve RV opens when the wheel cylinder WC
Is higher than the brake fluid pressure of the master cylinder MC, and the differential pressure that is the difference between the two brake fluid pressures is higher than the operating pressure (relief pressure) of the relief valve RV. The relief pressure is the ball RVb of the relief valve RV.
Is set by the pressing force of the spring RVs for pressing.
Even if the solenoid valve SV is ON (closed state), if the driver releases the brake pedal BP which has been strongly depressed by the relief valve RV, the wheel cylinder WC is released.
Can be reduced to the set pressure of the relief valve RV at a stretch.

The throttle D is provided as a small groove in the valve portion RVv of the relief valve RV (details will be described later).
Will not be blocked by Therefore, the solenoid valve SV,
Regardless of the open / close state of the check valve CV and the relief valve RV, the master cylinder MC and the wheel cylinder WC are always in a state of conduction through the throttle D. When the brake fluid pressure of the wheel cylinder WC is higher than the brake fluid pressure of the master cylinder MC, the brake fluid is supplied to the wheel cylinder side joint Jw, the main flow path Cm, and the branch flow path C.
b, the throttle D provided in the valve portion RVv of the relief valve RV, the branch flow path Cb, the annular flow path Cr, the main flow path Cm, the master cylinder side joint Jm, and the master cylinder MC
Reach In which direction of the throttle D the brake fluid flows depends only on the difference between the brake fluid pressures of the master cylinder MC and the wheel cylinder WC. The amount of the brake fluid that passes through the throttle D depends on the cross-sectional area of the flow channel of the throttle D, the length of the flow channel, the difference (differential pressure) between the brake fluid pressures of the master cylinder MC and the wheel cylinder WC, and the viscosity of the brake fluid. Change. Therefore, the predetermined value of the temperature of the brake fluid set to inhibit the operation of the brake fluid pressure holding device RU, the driving force reducing device, and the motor stop device is determined by the cross-sectional area of the flow path of the throttle D and the length of the flow path. And the value such as the viscosity of the brake fluid. The bypass passage BYP includes a branch passage Cb, a throttle D provided in the valve portion RVv of the relief valve RV, and a branch passage Cb. When the driver loosens or opens the brake pedal BP by the small groove D, the brake fluid flows from the wheel cylinder WC to the master cylinder MC even when the solenoid valve SV is in the ON state (closed state). Gradually decrease.

Referring to FIG. 4, the relief valve RV and the throttle D will be further described in detail. The relief valve RV is a normally-closed valve that presses a ball RVb against a valve portion RVv formed in a tapered shape to shut off a flow path of brake fluid. It is the spring RVs that presses the ball RVb. In this configuration, when the brake fluid pressure on the wheel cylinder WC side is higher than the brake fluid pressure on the master cylinder MC side and the pressure difference between them becomes greater than the pressing force of the spring RVs, the ball RVb , And the relief valve RV is opened. Then, when the differential pressure becomes smaller than the pressing force of the spring RVs,
The lifted ball RVb is pressed by the valve portion RVv, and the relief valve RV is closed.

The throttle D is provided in a part of the tapered valve portion RVv as a small V-shaped groove having a substantially V-shaped cross section along the flow of the brake fluid. As described above, the throttle D is not blocked by the ball RVb even when the relief valve RV is in the closed state, so that the brake fluid is always conducted. The flow of the brake fluid indicated by the arrow in FIG. 4A is a flow when the brake fluid pressure on the master cylinder MC side is low. The cross-sectional shape of the throttle D may be a U-shape or the like. If the driver releases the brake pedal BP, the brake fluid can flow at a predetermined speed to the master cylinder MC side. It is not limited to the shape.

As shown in FIG. 4B, the aperture D as a V-groove can be manufactured by cutting a tapered valve portion RVv with a cutting tool CB. Further, as shown in FIG. 4 (c), it can be manufactured by pressing the jig JB against the tapered valve portion RVv. In addition, FIG.
The arrow in (c) indicates the direction in which the cutting tool CB and the jig JB are moved.

The V groove is formed by pressing, for example, after pressing a wedge-shaped jig JB (groove processing).
It can be performed by pressing (coining) the spherical jig JB ′. (See FIGS. 4 (c1) and (c2)). In the case of this manufacturing method, the return R generated by the preceding groove processing is used.
E is flattened by coining in the subsequent stage. In the case of pressing, since the aperture D is produced only by deformation of the material, there is an advantage that cutting chips are not generated. 3 and 4, the throttle D is provided integrally in the relief valve RV. However, the throttle D is provided in the solenoid valve SV or the check valve CV.
It is good also as a structure provided integrally inside. The brake fluid pressure holding device RU in FIG. 3 has a structure in which solenoid valves SV and the like are combined to form a single unit. When the throttle D is configured as a V groove, the united brake fluid pressure unit RU is used. The structure of the holding device RU is not limited. Even in the brake fluid pressure holding device RU having a structure in which the solenoid valve SV and the check valve CV are provided separately without being combined, the throttle D may be configured as a V groove provided in the relief valve RV or the like. it can.

<< Basic Operation of Brake Fluid Pressure Holding Device >> The basic operation of the brake fluid pressure holding device RU will be described with reference to FIG. (Stopping / starting uphill) For example,
When waiting for a traffic light on an uphill, the driver depresses the brake pedal BP so that the vehicle does not retreat under its own weight. As a result, the brake fluid in the master cylinder MC is compressed, and the brake fluid pressure is increased.
Is transmitted to the vehicle and converted into a braking force for braking the wheels, and the vehicle stops on a slope.

C for controlling the electric system of the vehicle as a whole
The VT ECU 6 determines conditions such as that the vehicle is stopped, turns on the solenoid valves SVA and SVB (closed state), and holds the brake fluid pressure in the wheel cylinder WC. The CVT ECU 6 does not need to determine whether the place where the vehicle is stopped is on a slope. The solenoid valves SVA, S
Even if VB is in ON state (closed state), check valve C
If V and CV are provided, the driver increases the depression of the brake pedal BP to increase the check valve C.
The braking force can be increased through V and CV.

Next, the driver starts on the slope,
The depression of the brake pedal BP is released, and the accelerator pedal (not shown) is depressed. In this operation, the solenoid valve SV
Since A and SVB are in the ON state (closed state), even if the driver releases the brake pedal BP, the vehicle does not retreat on the slope. However, the brake fluid pressure of the brake fluid in the wheel cylinder WC gradually decreases through the throttles D and D. On the other hand, when the driver depresses the accelerator pedal, the driving force increases. Then, when the driving force is greater than the sum of the force for stopping the advance on the slope and the gradually decreasing braking force, the vehicle starts on the slope. If the vehicle does not retreat on the slope for about 0.5 seconds after the driver releases the depression of the brake pedal BP by the apertures D and D, the driver
Starting on a slope can be facilitated. Some drivers may depress the brake pedal BP more than necessary. In such a case, the relief valves RV, R
If V is provided, the brake fluid pressure in the wheel cylinder WC can be reduced to a predetermined brake fluid pressure (relief pressure) at a stretch by releasing the brake pedal BP and releasing the brake pedal. You can start a gentle slope.

After starting on a slope, the solenoid valve SV
When A and SVB are in the ON state (closed state), the brake is dragged, which is not preferable. Therefore, the solenoid valves SVA and SVB are turned off when the driver performs the start operation.
It is preferable to perform a control to set F (open state). In particular,
In an automatic transmission vehicle, it is preferable to perform control to turn off (open) the solenoid valve SV when the accelerator pedal is depressed. As a fail-and-safe action, the solenoid valves SVA and SVB that have stopped the flow of the brake fluid are turned off (open state) after a predetermined time (for example, after 2 to 3 seconds) since the depression of the brake pedal BP is released. ) May be performed. The depression and release of the brake pedal BP are detected by the brake switch BSW. Further, in order to eliminate unnecessary brake dragging, the vehicle speed is set to a predetermined speed (for example, a vehicle speed of 5 km / h).
When the above is reached, the solenoid valves SVA and SVB are turned off.
(Open state) may be controlled.

(Stop / Start on Downhill) When stopping on a downhill, the driver depresses the brake pedal BP as in the case of uphill to stop. CVT ECU6
Determines the conditions such as that the vehicle is stopped, turns on the solenoid valves SVA and SVB (closed state) and holds the brake fluid pressure in the wheel cylinder WC, as in the case of an uphill. .

Next, the driver releases the depression of the brake pedal BP in order to go down the hill (to start). Usually, in the case of a downhill, the driver tries to go down the hill using the vehicle's own weight without depressing the accelerator pedal. According to the above-described brake fluid pressure holding device RU, even if the solenoid valves SVA, SVB are in the ON state (closed state) by the throttles D, D, the brake pedal BP is released or the brake pedal BP is released, and the brake is released. Power gradually weakens. Therefore, the vehicle can be started without depressing the accelerator pedal, as in the case of starting the vehicle downhill in a normal vehicle.

According to the brake fluid pressure holding device RU, it is possible to easily start even on an uphill where starting is difficult. Also, there is no problem in starting the vehicle even on a downhill or a flat place. Further, there is no need for the CVT ECU 6 to determine whether the vehicle is stopped on a slope or a flat place, and there is no need for a means for detecting whether or not the vehicle is on a slope.

<< When the brake fluid pressure is maintained >>
The case where the brake fluid pressure is held by the brake fluid pressure holding device RU will be described. The brake fluid pressure is maintained
As shown in FIG. 5A, this is the case where I) the driving force of the vehicle is in a weak creep state, and II) the vehicle speed is 0 km / h. When this condition is satisfied, two solenoid valves SV
A and SVB are both turned on to be in the closed state, and the brake fluid pressure is held in the wheel cylinder WC. Note that the driving force enters the weak creep state (F_WCRON = 1) after the weak creep command (F_WCRP = 1) is issued. The reduction of the driving force from the strong creep state to the weak creep state is performed by a driving force reduction device.

I) The condition of "weak creep state"
Brake pedal B strong enough for driver on slope
This is because P is stepped on. That is, in the strong creep state, the driver has a driving force so that the vehicle does not retreat even on a slope having a slope of 5 degrees, so that the driver can stop the vehicle on the slope without strongly depressing the brake pedal BP. Therefore, the driver may depress the brake pedal BP only weakly. In such a case, the solenoid valves SVA and SVB are turned on (closed state),
Further, if the engine 1 is stopped, the vehicle retreats on a slope.

II) The condition that the "vehicle speed is 0 km / h" is because the vehicle cannot be stopped at an arbitrary position if the solenoid valves SVA and SVB are turned on (closed) during running. by.

[I. Conditions under which a weak creep command is issued)
The weak creep command (F_WCRP) is, as shown in FIG. 5A, 1) that the brake fluid pressure holding device RU is normal, 2) that the temperature of the brake fluid is not less than a predetermined value (V_
TBKO), 3) The brake pedal BP is depressed and the brake switch BSW is ON (F_BKS)
W), 4) The vehicle speed is 5 km / h or less (F_
VS), and 5) that the position switch PSW is in the D range (F_POSD) when all of the conditions are satisfied. These conditions are determined by the driving force reduction device. The driving force is set to be in the weak creep state in addition to the reason that the driver depresses the brake pedal BP strongly as described above, and also the reason that fuel efficiency is improved. Hereinafter, the conditions 1) to 5) will be described.

1) The weak creep command is not issued when the brake fluid pressure holding device RU is not normal because, for example,
If a weak creep command is issued and the weak creep condition occurs when there is an abnormality such as the solenoid valves SVA and SVB not being turned on (closed state), the brake fluid pressure is not held in the wheel cylinder WC. This is because when the driver releases the brake pedal BP, the braking force is lost at a stretch and the vehicle retreats on a slope. In this case, by maintaining the strong creep state, the vehicle is prevented from retreating on a sloping road and the sloping start (uphill starting) is facilitated.

2) The reason why the weak creep command is not issued when the temperature of the brake fluid is lower than the predetermined value is that when the temperature of the brake fluid is low (ie, when the viscosity of the brake fluid is high),
Activating the brake fluid pressure holding device RU to activate the solenoid valve SVA,
When SVB is turned ON (closed state), the brake pedal BP
The wheel cylinder W
This is because there is a problem that the rate of decrease of the brake fluid pressure of C becomes extremely slow. That is, if the depression of the brake pedal BP is only loosened, the brake switch BSW remains ON, and the solenoid valves SVA and SVB remain in the ON state forever.
It is in the N state (closed state). Accordingly, the brake fluid is discharged only through the narrow throttle D. However, as described above, since the viscosity of the brake fluid is high when the temperature thereof is low, the brake fluid does not flow at a desired speed, and the braking force is forever high. This is because the state is maintained. As described above, when the brake fluid temperature is low, the weak creep state is prohibited, the strong creep state is maintained, and retreat on a slope is prevented. By the way, if the strong creep state is maintained, the brake fluid pressure holding device RU does not operate, the solenoid valves SVA and SVB do not turn on, and do not close. The predetermined value of the temperature of the brake fluid is the temperature of the brake fluid at which the viscosity of the brake fluid rises to such an extent that the vehicle cannot be started smoothly only by depressing the brake pedal BP on a downhill. In the present embodiment, the predetermined value of the temperature of the brake fluid is −10 ° C.
As described above, the amount of the brake fluid passing through the throttle D per unit time varies depending on not only the viscosity of the brake fluid but also the cross-sectional area of the throttle D, the length of the flow path, and the like. Therefore, the predetermined value changes depending on the specific structure of the brake fluid pressure holding device RU, and is determined experimentally.

3) The reason why the weak creep command is not issued when the brake pedal BP is not depressed (F_BKSW) is that the driver does not want to at least reduce the driving force.

4) The reason why the weak creep command is not issued when the vehicle speed is 5 km / h or more is that the reverse driving force from the driving wheels 8, 8 is transmitted to the engine 1 and the motor 2 via the starting clutch, and This is because the brake may be applied or regenerative power generation by the motor 2 may be performed.

5) Unlike the case where the position switch PSW is in the D range, the weak creep command is not issued when the position switch PSW is in the R range or the L range. This is for facilitating garage entry due to strong creep running.

Whether or not the vehicle is in the weak creep state is determined based on the hydraulic pressure command value for the starting clutch of the CVT 3. The flag F_WCRPON in the weak creep state continues until the next strong creep state.

[II. Engine Automatic Stop Condition] In order to further improve fuel efficiency, the engine 1 is automatically stopped when the vehicle is stopped. This condition will be described. When all of the following conditions are satisfied, the engine stop command (F
_ENGOFF) is issued, and the engine 1 is automatically stopped (see FIG. 5B). The automatic stop of the engine 1 is performed by a motor stop device. Therefore, the following engine automatic stop condition is determined by the motor stop device.

1) The position switch PWS is in the D range, and the mode switch MSW is in the D mode (hereinafter, this state is referred to as "D range D mode");
In modes other than the D range D mode, the engine 1 does not stop unless the ignition switch is turned off. For example, when the position switch PSW is in the P range or the N range, a command to automatically stop the engine 1 is issued, and when the engine 1 is stopped, the driver thinks that the ignition switch has been turned off and leaves the vehicle. This is because it may be. The position switch PSW
Is in the D range and the mode switch MSW is in the S mode (hereinafter, this state is referred to as "D range S mode"), the engine 1 is not automatically stopped. This is because the driver expects that the vehicle can be started quickly in the D range S mode. Further, the reason why the automatic stop of the engine 1 is not performed when the position switch PSW is in the L range or the R range is that it is troublesome if the engine 1 is automatically stopped frequently when entering a garage or the like.

2) The brake pedal BP is depressed and the brake switch BSW is ON; this is to call the driver's attention. Brake switch BSW
Is ON, the driver has put his foot on the brake pedal BP. Therefore, even if the driving force is lost due to the automatic stop of the engine 1 and the vehicle starts to retreat on the slope, the driver can easily increase the brake pedal BP.

3) After starting the engine 1, once the vehicle speed is 5 km
/ H or more; This is for facilitating garage out of the garage during creep running. This is because it is troublesome if the engine 1 is automatically stopped every time the vehicle is stopped due to a switching operation when the vehicle is taken in and out of the garage.

4) The vehicle speed is 0 km / h; if the vehicle is stopped, no driving force is required. 5) Battery capacity is equal to or greater than a predetermined value; Engine 1
This is to prevent a situation where the engine 2 cannot be restarted by the motor 2 after the stop. 6) Electric load is not more than a predetermined value; this is to ensure supply of electricity to the load.

7) The negative pressure of the constant pressure chamber of the master power MP is equal to or higher than a predetermined value; When the engine 1 is stopped with the negative pressure of the constant pressure chamber being small, the negative pressure of the constant pressure chamber is introduced from the intake pipe of the engine 1. Therefore, the negative pressure in the constant-pressure chamber is further reduced, the amplification of the depression force when the brake pedal BP is depressed is reduced, and the effectiveness of the brake is reduced.

8) The accelerator pedal is not depressed; this is because the driver does not want to increase the driving force and there is no problem even if the engine 1 is stopped.

9) The CVT 3 is in a weak creep state; this is for preventing the vehicle from retreating even after the engine 1 is stopped by forcing the driver to depress the brake pedal BP strongly. That is, when the engine 1 is started, the retreat on the slope is prevented by the sum of the braking force and the creep force. For this reason, in the strong creep state, the driver may increase or decrease the depression of the brake pedal BP, and may depress only weakly instead of depressing strongly.

10) The ratio of the CVT 3 is low; if the ratio (pulley ratio) of the CVT 3 is not low, smooth start may not be performed, and thus the automatic stop of the engine 1 is not performed. Therefore, for a smooth start,
When the ratio of the CVT 3 is low, the engine 1 is automatically stopped.

11) The water temperature of the engine 1 is equal to or higher than a predetermined value; this is because the automatic stop / automatic start of the engine 1 is preferably performed while the engine 1 is stable. If the water temperature is low, the engine 1 may not restart in a cold region.

12) The oil temperature of the CVT 3 is equal to or higher than a predetermined value; if the oil temperature of the CVT 3 is low, the actual rise of the hydraulic pressure of the starting clutch is delayed, and the engine 1 starts to be in a strong creep state. Since it takes time until the vehicle moves backward on a slope, the stop of the engine 1 is prohibited.

13) The temperature of the brake fluid is equal to or higher than a predetermined value; when the temperature of the brake fluid is low (that is, when the viscosity of the brake fluid is high), the fluid resistance in the throttle D increases, and unnecessary brake This is because dragging occurs. For this reason, the brake hydraulic pressure holding device RU is not operated. Therefore, the automatic stop of the engine 1 and the weak creep state are prohibited, and the retreat on the slope is prevented by the strong creep.

14) The brake fluid pressure holding device RU is normal; if there is an abnormality in the brake fluid pressure holding device RU, the brake fluid pressure may not be able to be held. To prevent the vehicle from moving backward on a slope. Therefore, when there is an abnormality in the brake fluid pressure holding device RU, the engine 1 is not automatically stopped. On the other hand, when the brake fluid pressure holding device RU is normal, there is no problem even if the engine 1 is automatically stopped.

<< When the holding of the brake fluid pressure is released >>
Solenoid valves SVA, SVB once turned on (closed state)
As shown in FIG. 6A, I) the brake pedal BP
If the specified delay time has elapsed after the release of the footsteps, II)
If the driving force is in a strong creep condition, III) the vehicle speed is 5
When the speed becomes more than km / h, the vehicle is turned off (open state) when any one of the conditions is satisfied, and the holding of the brake fluid pressure is released.

I) The delay time is determined when the brake pedal BP is released (when the brake switch BSW is
When it becomes FF), counting starts. The delay time is about 2 to 3 seconds, and the solenoid valves SVA and SVB are turned OFF (open state) as a fail-and-safe action to eliminate brake dragging.

II) The solenoid valves SVA and SVB are turned OFF (opened) when the driving force is in a strong creep state. This is because the provision of the driving force makes it unnecessary to hold the brake fluid pressure in the wheel cylinder WC to prevent the vehicle from moving backward. The strong creep state is set after the strong creep command (F_SCRP) is issued, but the strong creep command is issued when the brake pedal BP is released in the D range (when the brake switch BSW is OFF). Be emitted.

III) When the vehicle speed becomes 5 km / h or more, the solenoid valves SVA and SVB are turned off (open state) because of a fail-and-safe action for eliminating unnecessary brake dragging.

[Automatic Engine Start Condition] After the engine 1 is automatically stopped, the engine 1 is automatically started in the following cases. This condition will be described (see FIG. 6B). The engine 1 automatically starts when any of the following conditions is satisfied.

1) D range D mode and brake pedal BP depressed; engine 1 is determined to have started the driver's start operation.
Starts automatically.

2) When the mode is switched to the D range S mode: When the engine is automatically stopped in the D range D mode and then switched to the D range S mode, the engine 1 automatically starts. This is because the driver expects a quick start in the D range S mode, and automatically starts the engine 1 without waiting for the brake pedal BP to be released.

3) When the accelerator pedal is depressed;
This is because the driver expects the driving force of the engine 1.

4) When the range is switched to the P range, N range, L range, or R range: When the engine 1 is automatically stopped in the D range D mode and then switched to the P range, the engine 1 automatically starts. If the engine 1 does not start automatically when switching to the P range or the N range, the driver may think that he has turned off the ignition switch or thinks that there is no need to turn off the ignition switch, and will leave the vehicle as it is This is not preferable from the viewpoint of fail and safe.
In order to prevent such a situation, the engine 1 is restarted. The reason why the engine 1 is automatically started when the range is switched to the L range or the R range is that it is determined that the driver intends to start.

5) When the battery capacity is equal to or less than a predetermined value;
Is not automatically stopped, but the battery capacity may be reduced even after the engine 1 is automatically stopped once.
In this case, the engine 1 is automatically started for the purpose of charging the battery. The predetermined value is set to a value higher than the limit battery capacity at which the engine 1 cannot be automatically started when the battery capacity is further reduced.

6) When the electric load exceeds a predetermined value;
For example, when an electric load such as lighting is operating, the battery capacity is rapidly reduced, and the engine 1 cannot be restarted. Therefore, when the electric load is equal to or more than the predetermined value regardless of the battery capacity, the engine 1 is automatically started.

7) When the negative pressure of the master power MP falls below a predetermined value; When the negative pressure of the master power MP decreases, the braking force of the brake decreases, and the engine 1 is restarted to secure this. .

8) When the brake fluid pressure holding unit RU is out of order; When the solenoid valves SVA, SVB and the drive circuit of the solenoid valves are out of order, the engine 1 is started to create a strong creep state. If a failure is detected in the brake fluid pressure holding device RU including the drive circuit of the solenoid valve after the engine 1 is automatically stopped, the brake fluid pressure is maintained when the brake pedal BP is released when the vehicle starts moving. In some cases, the engine 1 is automatically started when a failure is detected in order to set a strong creep state. That is, the vehicle is prevented from moving backward in the strong creep state, and the vehicle is easily started on a slope. The failure detection of the brake fluid pressure holding device RU is performed by the failure detection device DU.

<< Normal Control Time Chart >> Next, a vehicle equipped with the above-described system configuration will be described with reference to a running time.
What kind of control is performed will be described with reference to FIG. The position switch PSW and the mode switch MSW of the vehicle are not changed in the D mode D range. Further, the brake hydraulic pressure holding device RU has a configuration including a relief valve RV. Here, FIG.
The control time chart in the upper part of (a) is a diagram showing, in chronological order, increases and decreases in the driving force and the braking force of the vehicle. In the figure, the thick line indicates the driving force, and the thin line indicates the braking force. FIG.
(A) The lower control time chart shows the solenoid valves SVA,
It is the figure which showed ON (close) / OFF (open) of SVB.
FIG. 7B is a diagram showing a state of the brake hydraulic circuit BC at the time of stoppage. The solenoid valves SV (SVA, SVB) are turned on.
State (closed state).

First, in FIG. 7A, when the vehicle is running,
When the driver steps on the brake pedal BP (brake switch BSW [ON]), the braking force increases.
When the driver depresses the brake pedal BP, the driver releases the depression of the accelerator pedal, so that the driving force decreases and eventually goes into a strong creep state (normal idling state). Then, when the brake pedal BP is continuously depressed and the vehicle speed becomes 5 km / h or less, a weak creep command (F_WCRP) is issued, the vehicle enters a weak creep state (F_WCRPON), and the driving force further decreases.

When the vehicle speed becomes 0 km / h, the solenoid valves SVA and SVB are turned on (closed state), the engine 1 is automatically stopped (F_ENGOFF), and the driving force is lost. At this time, the solenoid valves SVA and SVB are ON
(Closed state), the brake fluid pressure is held in the wheel cylinder WC. Further, since the engine 1 stops after passing through the weak creep state, the driver depresses the brake pedal BP so strongly that the vehicle does not retreat on the slope. Therefore, even if the engine 1 automatically stops, the vehicle does not retreat (reverse restraining force). Even if the vehicle retreats, the vehicle is prevented from retreating only by slightly increasing the brake pedal BP. Since the driver is in the state where the brake pedal BP is depressed (the state where the foot is put on the brake pedal BP), the brake pedal BP can be easily operated without panic
Can be increased. The reason why the engine 1 is automatically stopped is to improve fuel efficiency and eliminate generation of exhaust gas. Conditions under which the driving force becomes weak creep,
The conditions under which the solenoid valves SVA and SVB are turned on (closed state) and the conditions under which the engine 1 is automatically stopped are as already described with reference to FIG.

Next, the driver releases the brake pedal BP in preparation for the restart. When the driver has depressed the brake pedal BP at a pressure higher than the set pressure (relief pressure) of the relief valve RV, the relief valve RV is activated by releasing the depression of the brake pedal BP as shown in FIG. Braking force is reduced to relief pressure in a short time. With this relief valve RV, even when the driver depresses the brake pedal BP more than necessary, the vehicle can quickly start on a slope.

When the brake pedal BP is completely released (brake switch BSW [OFF]), an engine automatic start command (F_ENGON) is issued, and after a time lag due to signal communication and a delay in the mechanical system, the engine 1 starts operating. Start automatically. Then, the driving force increases and a strong creep state occurs (F_SCRPON). The time from when the brake pedal BP is released (the brake switch BSW is turned off) to when the strong creep state is set is about 0.5 seconds. During this time, the solenoid valves SVA, SV
Since B is still in the ON state (closed state), the brake fluid can only pass through the fine throttle D
Since the vehicle cannot move to the C side, the braking force decreases only gradually, and the vehicle is prevented from moving backward.

Then, in the strong creep state (F_SCRPO
In the case of N), a driving force capable of resisting the slope is generated, so that the braking force does not hinder the start of the vehicle, and in order to eliminate unnecessary dragging of the brake,
The solenoid valves SVA and SVB in the ON state (closed state) are turned off.
F (open state), the brake fluid pressure of the wheel cylinder WC is reduced at once, and the braking force is eliminated. Thereafter, the driving force increases due to further depression of the accelerator pedal, and the vehicle accelerates. Conditions under which the driving force becomes a strong creep state, solenoid valves SVA and SVB are OFF (open state)
Are as described above with reference to FIG.

Note that, in the line indicating the braking force in the upper diagram of FIG. 7A, an imaginary line extending obliquely downward to the right from the “relief pressure” portion indicates a case where the brake fluid pressure is not maintained,
In this case, the braking force decreases and disappears without being delayed by the decrease in the depression force of the brake pedal BP, so that it is not easy to start on a slope. Also, in the line indicating the braking force in the upper diagram of FIG. 7A, the solenoid valves SVA, SV
The imaginary line gradually lowering from the part where B is OFF (open state) to the lower right is the solenoid valves SVA and SVB with OF.
This shows a situation in which the braking force is reduced when F (open state) is not attained. When the braking force is reduced as shown by the imaginary line, the brake is dragged, which is not preferable. FIG.
(A) V_BKDLY in the lower diagram indicates a delay time. After the delay time has elapsed, the solenoid valves SVA and SVA are used as a fail-and-safe action regardless of the situation.
VB is turned off (open state).

<< Control when the temperature of the brake fluid is equal to or lower than a predetermined value >> When the temperature of the brake fluid becomes low, the viscosity of the brake fluid becomes high, and the brake per unit time passing through the throttle D of the brake fluid pressure holding unit RU is performed. The liquid volume decreases. In that case, the solenoid valve SV of the brake fluid pressure holding device RU is turned on.
In the (closed state), when the depression of the brake pedal BP is loosened, the brake fluid pressure in the wheel cylinder WC decreases to the brake fluid pressure corresponding to the depression force of the brake pedal BP after the depression is relaxed. Very time consuming. As a result, the vehicle cannot be started smoothly on a downhill only by depressing the brake pedal BP. Therefore, when the temperature of the brake fluid falls below a predetermined value, the operation of the brake fluid pressure holding device RU is prohibited. Further, in consideration of the fact that the brake hydraulic pressure is not held in the wheel cylinder WC when the operation of the brake hydraulic pressure holding device RU is prohibited, the driving force reducing device and / or the prime mover are used to prevent the vehicle from moving backward on an uphill. The operation of the stop device is also prohibited.

The temperature of the brake fluid is detected by a temperature sensor TS of the brake fluid pressure holding device RU. The detected temperature of the brake fluid is determined by the brake fluid pressure holding device R.
Sent from U to CVT ECU 6 by V_TBKO. After the transmission, the CVT ECU 6 determines that the temperature of the brake fluid is-
It is determined whether the temperature is 10 ° C. or less. And CVT ECU 6
If the temperature of the brake fluid is determined to be −10 ° C. or less, the condition for making the weak creep state (see the condition of FIG. 5A) is not satisfied, and the strong creep state is maintained. Further, since the condition for turning on the solenoid valve SV (closed state) (see the condition of FIG. 5A) is not satisfied, the solenoid valve SV of the brake fluid pressure holding device RU is turned off.
(Open state).

Further, the CVT ECU 6 sets F_CVTOK
F_CVTOK is switched to 0 because the temperature of the brake fluid at the time of does not satisfy the condition of a predetermined value (−10 ° C.) or more. Then, the FI / MG ECU 4 to which F_CVTOK becomes 0 does not satisfy the above-described engine automatic stop condition (see the condition of FIG. 5B), and thus does not automatically stop the engine 1.

As described above, the vehicle maintains the strong creep state when the temperature of the brake fluid falls below the predetermined value (-10 ° C.). Furthermore, when the depression of the brake pedal BP is loosened, the brake fluid in the wheel cylinder WC can return to the master cylinder MC side without being restricted by the flow rate of the throttle D, and thus the brake pedal after the depression is loosened The brake fluid pressure in the wheel cylinder WC drops to the brake fluid pressure corresponding to the depression force of the BP without delay. As a result, when the vehicle starts on a downhill, the vehicle can start smoothly only by loosening the depression of the brake pedal BP. On the other hand, when the vehicle starts on an uphill, the vehicle does not move backward even if the brake pedal BP is released.

Next, the control of the braking force and the driving force when the temperature of the brake fluid of the vehicle falls below a predetermined value (-10 ° C.) will be described in chronological order. This vehicle is provided with a driving force reduction device and a motor stop device.
Three patterns of the case where only the driving force reducing device is provided, the case where the driving force reducing device and the motor stopping device are provided, and the case where only the motor stopping device is provided will be described.

<< Control Time Chart when the Temperature of Brake Fluid is Below a Predetermined Value (1) >> Referring to FIG. 8, the brake when the driving force reduction device is provided and the temperature of the brake fluid is below the prescribed value is shown. The control of the force and the driving force will be described in chronological order. In this case, both the driving force reduction device and the prime mover stopping device are provided, but this also corresponds to the case where the engine 1 does not automatically stop because the engine automatic stop condition is not satisfied. The position switch PSW and the mode switch MSW of the vehicle do not change the D range D mode. The control time chart in the upper part of FIG. 8 is a diagram showing, in chronological order, the increase and decrease of the driving force and the braking force of the vehicle, in which a thick line indicates the driving force and a thin line indicates the braking force. The control time chart in the lower part of FIG. 8 shows ON (closed) / OFF of the solenoid valves SVA and SVB.
It is the figure which showed (open).

Until the brake pedal BP is depressed and the brake switch BSW is turned on, the driving force has a driving force in accordance with the depression amount of an accelerator pedal (not shown), and there is no braking force. Then, when the accelerator pedal is released and the brake pedal BP is depressed to turn on the brake switch BSW, the driving force decreases, the braking force increases, and the vehicle speed decreases. Further, the driving force is reduced, a strong creep state is caused (normal idling state), and the braking force is maximized.

Normally, at the time point S5 when the brake switch BSW is turned on and the vehicle speed reaches 5 km / h, the driving force reduction device issues a weak creep command and reduces the driving force until the vehicle enters a weak creep state. However, since the temperature of the brake fluid detected by the temperature sensor TS is −10 ° C. or less, the operation of the driving force reduction device is prohibited, and the driving force reduction device does not issue a weak creep command. Therefore, a strong creep state is maintained.

Further, at the time S0 when the vehicle speed decreases to a weak creep state and the vehicle speed becomes 0 km / h, the solenoid valves SVA and SVB of the brake fluid pressure holding unit RU are normally turned on (closed).
I do. However, since the temperature of the brake fluid is −10 ° C. or less, the solenoid valves SVA and SVB do not turn on and remain open.

As a result, when the depression of the brake pedal BP is started, the brake fluid pressure holding device RU does not operate. Therefore, the brake fluid pressure of the wheel cylinder WC decreases in accordance with the decreasing speed of the depression of the brake pedal BP. ,
The braking force also decreases. That is, the wheel cylinder W
Since the flow rate of the brake fluid C is not restricted by the throttle D, the braking force is not maintained. However, since the driving force is maintained in a strong creep state, even on a slope, the vehicle
Do not retreat.

According to the vehicle having only the driving force reducing device, when the temperature of the brake fluid is equal to or lower than the predetermined value (-10 ° C.), the temperature of the brake fluid detected by the temperature sensor TS by the CVT ECU 6 is equal to or lower than the predetermined value. Judge that. Then, the CVT ECU 6 prohibits the operation of the brake fluid pressure holding device RU and the driving force reducing device. Therefore, the brake pedal BP is depressed, and the vehicle speed is 5 km /
h, the strong creep state is maintained. Furthermore, even if the vehicle speed becomes 0 km / h, the solenoid valves SVA, SV
B is kept OFF (open state). As a result, even when the temperature of the brake fluid is equal to or lower than the predetermined value, the vehicle can start smoothly when the brake pedal BP is loosened when starting on a downhill. On the other hand, when starting uphill,
Even if the brake pedal BP is released, it does not move backward.

<< Control Time Chart when the Temperature of Brake Fluid is Below a Predetermined Value (2) >> Referring to FIG. 9, when a driving force reducing device and a motor stopping device are provided and the temperature of the brake fluid is below a prescribed value. The control of the braking force and the driving force at the time is described in chronological order. The position switch PSW and the mode switch MSW of the vehicle do not change the D range D mode. The control time chart in the upper part of FIG. 9 is a diagram showing, in chronological order, the increase and decrease of the driving force and the braking force of the vehicle, in which a thick line indicates the driving force and a thin line indicates the braking force. The control time chart in the lower part of FIG. 9 shows that the solenoid valves SVA and SVB are ON.
It is the figure which showed (close) / OFF (open).

Until the brake pedal BP is depressed and the brake switch BSW is turned on, the driving force has a driving force in accordance with the depression amount of an accelerator pedal (not shown), and there is no braking force. Then, when the accelerator pedal is released and the brake pedal BP is depressed to turn on the brake switch BSW, the driving force decreases, the braking force increases, and the vehicle speed decreases. Further, the driving force is reduced, a strong creep state is caused (normal idling state), and the braking force is maximized.

Normally, at the time point S5 when the brake switch BSW is turned ON and the vehicle speed becomes 5 km / h, the driving force reduction device issues a weak creep command and reduces the driving force until the vehicle enters a weak creep state. However, since the temperature of the brake fluid detected by the temperature sensor TS is −10 ° C. or less, the operation of the driving force reduction device is prohibited, and the driving force reduction device does not issue a weak creep command. Therefore, a strong creep state is maintained.

Further, at the time S0 when the vehicle speed decreases, the vehicle is weakly creeped and the vehicle speed becomes 0 km / h, the solenoid valves SVA and SVB of the brake fluid pressure holding unit RU are normally turned on (closed).
I do. However, since the temperature of the brake fluid is −10 ° C. or less, the solenoid valves SVA and SVB do not turn on and remain open. In addition, at the time point S0 when the vehicle speed becomes 0 km / h, the motor stop device normally confirms that the engine automatic stop condition is satisfied, and automatically stops the engine 1. Therefore, there is no driving force at all. However, the CVT ECU 6 determines that the temperature of the brake fluid is −10 ° C. or less, and the FI / M
Since the information is transmitted to the GECU 4 by F_CVTOK, the operation of the motor stop device is prohibited, and the engine 1 is not automatically stopped. Therefore, the strong creep state,
Will be maintained.

As a result, when the depression of the brake pedal BP is started, the brake fluid pressure holding device RU does not operate, so that the brake fluid pressure of the wheel cylinder WC decreases in accordance with the rate of decrease in the depression of the brake pedal BP. ,
The braking force also decreases. That is, the wheel cylinder W
Since the flow rate of the brake fluid C is not restricted by the throttle D, the braking force is not maintained. However, since the driving force is maintained in a strong creep state, even on a slope, the vehicle
Do not retreat.

According to the vehicle provided with the driving force reducing device and the motor stopping device, the temperature of the brake fluid is reduced to a predetermined value (−10).
C), the temperature sensor T is
It is determined that the temperature of the brake fluid detected in S is equal to or lower than a predetermined value. Then, the CVT ECU 6 prohibits the operation of the brake fluid pressure holding device RU, the driving force reducing device, and the motor stop device. Therefore, even if the brake pedal BP is depressed and the vehicle speed becomes 5 km / h or less, the strong creep state is maintained. Further, even if the vehicle speed becomes 0 km / h, the engine 1 is not stopped automatically, the strong creep state is maintained, and the solenoid valves SVA, SVB are maintained.
(OFF state) is maintained. As a result, even when the temperature of the brake fluid is equal to or lower than the predetermined value, the vehicle can start smoothly when the brake pedal BP is loosened when starting on a downhill. On the other hand, when the vehicle starts on an uphill, the vehicle does not move backward even if the brake pedal BP is released.

<< Control Time Chart when the Temperature of Brake Fluid is Below a Predetermined Value (3) >> Referring to FIG. 10, braking force when a motor stopping device is provided and when the temperature of the brake fluid is below a predetermined value. And the control of the driving force will be described in chronological order. The position switch PSW and the mode switch MSW of the vehicle do not change the D range D mode. The control time chart in the upper part of FIG. 10 is a diagram showing, in chronological order, the increase and decrease of the driving force and the braking force of the vehicle, in which a thick line indicates the driving force and a thin line indicates the braking force. The control time chart in the lower part of FIG. 10 shows ON (closed) / OFF of the solenoid valves SVA and SVB.
It is the figure which showed (open).

Until the brake pedal BP is depressed and the brake switch BSW is turned on, the driving force has a driving force according to the amount of depression of an accelerator pedal (not shown), and there is no braking force. Then, when the accelerator pedal is released and the brake pedal BP is depressed to turn on the brake switch BSW, the driving force decreases, the braking force increases, and the vehicle speed decreases. Further, the driving force is reduced, a strong creep state is caused (normal idling state), and the braking force is maximized.

Further, at the time S0 when the vehicle speed decreases to a weak creep state and the vehicle speed becomes 0 km / h, the solenoid valves SVA and SVB of the brake fluid pressure holding device RU are normally turned on (closed).
I do. However, since the temperature of the brake fluid is −10 ° C. or less, the solenoid valves SVA and SVB do not turn on and remain open. In addition, at the time point S0 when the vehicle speed becomes 0 km / h, the motor stop device normally confirms that the engine automatic stop condition is satisfied, and automatically stops the engine 1. Therefore, there is no driving force at all. However, the CVT ECU 6 determines that the temperature of the brake fluid is −10 ° C. or less, and the FI / M
Since the information is transmitted to the GECU 4 by F_CVTOK, the operation of the motor stop device is prohibited, and the engine 1 is not automatically stopped. Therefore, the strong creep state,
Will be maintained.

As a result, when the depression of the brake pedal BP is started, the brake fluid pressure holding device RU does not operate, so that the brake fluid pressure of the wheel cylinder WC decreases according to the decreasing speed of the depression of the brake pedal BP. ,
The braking force also decreases. That is, the wheel cylinder W
Since the flow rate of the brake fluid C is not restricted by the throttle D, the braking force is not maintained. However, since the driving force is maintained in a strong creep state, even on a slope, the vehicle
Do not retreat.

According to the vehicle having only the motor stopping device, when the temperature of the brake fluid is equal to or lower than the predetermined value (-10 ° C.), the temperature of the brake fluid detected by the temperature sensor TS by the CVT ECU 6 is equal to or lower than the predetermined value. Judge. Then, the CVT ECU 6 prohibits the operation of the brake fluid pressure holding device RU and the motor stop device. Therefore, the brake pedal BP is depressed, and the vehicle speed becomes 0 km /
h, the engine 1 is not stopped automatically, the strong creep state is maintained, and the solenoid valve SV
A and SVB are kept OFF (open state). As a result, even if the temperature of the brake fluid is equal to or lower than the predetermined value,
When starting on a downhill, if the brake pedal BP is depressed, the vehicle can start smoothly. On the other hand, when the vehicle starts on an uphill, the vehicle does not move backward even if the brake pedal BP is released.

As described above, the present invention is not limited to the above-described embodiment, but can be embodied in various forms. For example, although the predetermined value of the temperature of the brake fluid is set to −10 ° C., another predetermined value may be set according to the properties of the brake fluid, the specific structure of the throttle, and the like. Further, although a thermistor is used as the temperature detecting means, it may be a means for estimating from another temperature sensor or the intake air temperature of the engine.

[0144]

As described above, according to the first aspect of the present invention, when the temperature of the brake fluid is lower than a predetermined value, the operation of the brake fluid pressure holding device and the driving force reducing device is prohibited. . Therefore, when the depression of the brake pedal is loosened, the brake fluid pressure in the wheel cylinder can be reduced without delay. As a result, even when the temperature of the brake fluid is low (that is, when the viscosity of the brake fluid is high), the vehicle can be started smoothly only by loosening the depression of the brake pedal when starting on a downhill. In addition, since the driving force is maintained at a large value even at a predetermined low vehicle speed or less, the vehicle can be prevented from moving backward even when the braking force is not maintained when starting uphill.

According to the second aspect of the present invention, when the temperature of the brake fluid is equal to or lower than the predetermined value, the operation of the brake fluid pressure holding device, the driving force reducing device, and the prime mover stopping device is prohibited. Therefore, when the depression of the brake pedal is loosened, the brake fluid pressure in the wheel cylinder can be reduced without delay. As a result, even when the temperature of the brake fluid is low (that is, when the viscosity of the brake fluid is high), the vehicle can be started smoothly only by loosening the depression of the brake pedal when starting on a downhill. In addition, since the driving force is maintained in a large state even when the vehicle is stopped, the vehicle can be prevented from retreating when starting on an uphill, even if the braking force is not maintained.

According to the third aspect of the present invention, when the temperature of the brake fluid is equal to or lower than a predetermined value, the operation of the brake fluid pressure holding device and the prime mover stopping device is prohibited. Therefore, when the depression of the brake pedal is loosened, the brake fluid pressure in the wheel cylinder can be reduced without delay. As a result, even when the temperature of the brake fluid is low (that is, when the viscosity of the brake fluid is high), the vehicle can be started smoothly only by loosening the depression of the brake pedal when starting on a downhill. In addition, since the driving force is maintained in a large state even when the vehicle is stopped, the vehicle can be prevented from retreating when starting on an uphill, even if the braking force is not maintained.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a motor vehicle according to the present invention.

FIG. 2 is a configuration diagram of a brake fluid pressure holding device for a motor vehicle according to the present invention.

FIG. 3 is a sectional view showing a specific structure of the brake fluid pressure holding device of FIG. 2;

4 is an enlarged sectional view of (a) a main part of a relief valve and a throttle portion of the brake fluid pressure holding device of FIG. 3, (b) an operation diagram when forming a throttle by cutting, and (c) pressing a throttle. FIG. 3 is an operation diagram when forming by (1), (c-1) is an operation diagram showing groove processing, and (c-2) is an operation diagram showing coining.

FIG. 5 is a diagram showing logic for turning on the solenoid valve of the brake fluid pressure holding device in the motor vehicle according to the present invention;
This is the condition for automatically stopping the engine.

FIG. 6 shows (a) logic for turning off the solenoid valve of the brake fluid pressure holding device of the motor vehicle according to the present invention;
(B) Conditions for automatic engine start.

FIG. 7 (a) When the driving force reducing device, the motor stopping device and the brake fluid pressure holding device operate in the motor vehicle according to the present invention, (a) the driving force and the braking force and the solenoid valve ON / O.
It is a control time chart of FF, (b) It is a block diagram of a brake hydraulic circuit at the time of a vehicle stop.

FIG. 8 is a diagram showing the relationship between the driving force, the braking force, and the solenoid valve ON / OFF when the vehicle with a motor according to the present invention includes the driving force reducing device and the brake fluid pressure holding device and the temperature of the brake fluid is equal to or lower than a predetermined value. It is a control time chart.

FIG. 9 is a diagram illustrating a driving force reducing device, a driving motor stopping device, and a brake fluid pressure holding device in a motor vehicle according to the present invention, and a driving force, a braking force, and a solenoid valve when the temperature of the brake fluid is equal to or lower than a predetermined value; It is a control time chart of ON / OFF.

FIG. 10 is a diagram showing a control of the driving force, the braking force, and the solenoid valve ON / OFF when the vehicle with the motor according to the present invention includes the motor stop device and the brake fluid pressure holding device and the temperature of the brake fluid is equal to or lower than a predetermined value. It is a time chart.

FIG. 11 is a graph showing a relationship between temperature and viscosity of brake fluid.

[Explanation of symbols]

1: Engine (motor) 3: Belt-type continuously variable transmission (CVT) (driving force reducing device) 4: Fuel injection / management electronic control unit (FI / MG ECU) (motor stopping device) 5. ..Electronic motor control unit (MOTECU) 6 ... CVT electronic control unit (CVT ECU) (driving force reduction device) (control unit) 8 ... Drive wheel BP ... Brake pedal BYP ... Detour path D. ..Throttle (means for reducing brake fluid pressure drop speed) DU: Failure detection device MC: Master cylinder MNP: Hydraulic pressure passage RU: Brake fluid pressure holding device SV, SVA, SVB: Electromagnetic Valve (means for decreasing brake fluid pressure drop speed) TS: Temperature sensor (temperature detecting means) WC: Wheel cylinder

 ────────────────────────────────────────────────── ─── Continuing from the front page (72) Inventor Toshiya Kanda 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technology Laboratory Co., Ltd. (72) Inventor Takahiro Eguchi 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Hirotoshi Inoue 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Masaichi Shiraishi 1-4-1 Chuo, Wako-shi, Saitama Pref. No. In Honda R & D Co., Ltd. (72) Shohei Matsuda 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D046 CC02 EE01 HH02 HH15 LL02 LL05 LL23 MM03

Claims (3)

[Claims] When a driving range is selected in a transmission even when an accelerator pedal is depressed and released, a vehicle with a motor that transmits driving force from a motor to driving wheels is provided. A driving force reduction device that switches the magnitude of the driving force according to the depression of a brake pedal, and reduces the driving force when the brake pedal is depressed as compared to when the brake pedal is depressed; and after the brake pedal is depressed. A brake fluid pressure holding device capable of continuously applying brake fluid pressure to a wheel cylinder, wherein the brake fluid pressure holding device is configured to generate a brake fluid pressure in accordance with a depression force of a driver's brake pedal and the wheel. A hydraulic passage connecting a cylinder, a communication position provided in the hydraulic passage and communicating with the hydraulic passage, and An electromagnetic valve that switches to a shut-off position that shuts off the passage, a bypass passage that bypasses the electromagnetic valve, and always communicates between the master cylinder and the wheel cylinder; and a bypass passage that is provided in the bypass passage and controls a flow rate of the bypass passage. A restrictor, and a control unit that switches the solenoid valve to the communication position or the shutoff position. The control unit switches the solenoid valve to the shutoff position, and a rate of decrease in the depression force of the brake pedal due to flow restriction of the throttle. A motor-equipped vehicle, comprising: temperature detecting means for detecting a temperature of the brake fluid, comprising: a brake fluid pressure decreasing rate decreasing means for decreasing a brake fluid pressure decreasing rate in the wheel cylinder. Wherein the operation of the driving force reduction device and the brake fluid pressure holding device is prohibited when the temperature of the vehicle is equal to or lower than a predetermined value. Vehicle. 2. A vehicle with a motor that transmits a driving force from a motor to a driving wheel when a travel range is selected in the transmission even when the accelerator pedal is depressed and released, when the vehicle speed is lower than a predetermined low vehicle speed, A driving force reducing device that switches the magnitude of the driving force in accordance with the depression of a brake pedal, and reduces the driving force when the brake pedal is depressed as compared to when the brake pedal is released; A motor stopping device capable of stopping the motor; and a brake fluid pressure holding device capable of continuously applying brake fluid pressure to the wheel cylinders even after the brake pedal is depressed and released. A hydraulic passage connecting the master cylinder and the wheel cylinder, which generates a brake hydraulic pressure according to a pedaling force; An electromagnetic valve that is provided in the hydraulic passage and switches between a communication position that communicates with the hydraulic passage and a shutoff position that shuts off the hydraulic passage; and a bypass between the electromagnetic valve and the master cylinder and the wheel cylinder. A detour path that constantly communicates with the diaphragm, a throttle that is provided in the detour path and restricts the flow rate of the detour path, and a control unit that switches the electromagnetic valve to the communication position or the shutoff position. Switching to a shut-off position, comprising a brake fluid pressure reduction speed reducing means for reducing a brake fluid pressure reduction speed in the wheel cylinder with respect to a reduction speed of the brake pedal depression force by limiting the flow rate of the throttle. A motor-equipped vehicle, further comprising a temperature detecting means for detecting a temperature of the brake fluid, wherein when the temperature of the brake fluid is equal to or lower than a predetermined value, the driving force reducing device A motor-equipped vehicle, wherein operation of the motor stop device and the brake fluid pressure holding device is prohibited. 3. A motor-operated vehicle that transmits a driving force from a motor to a driving wheel when a travel range is selected in the transmission even when the accelerator pedal is depressed and released, wherein the motor-powered vehicle stops when the motor-equipped vehicle stops. A motor stopping device capable of stopping the motor; and a brake fluid pressure holding device capable of continuously applying brake fluid pressure to the wheel cylinders even after the brake pedal is depressed and released. A hydraulic passage connecting the master cylinder and the wheel cylinder that generates a brake hydraulic pressure according to a stepping force; a communication position provided in the hydraulic pressure passage and communicating with the hydraulic pressure passage; and a cutoff for shutting off the hydraulic pressure passage A solenoid valve that switches to a position and a bypass that bypasses the solenoid valve and constantly communicates between the master cylinder and the wheel cylinder. A path, a throttle provided in the bypass passage, for restricting a flow rate of the bypass passage, and a control unit for switching the solenoid valve to the communication position or the shutoff position, and switching the solenoid valve to the shutoff position. A motor with a motor, comprising: a brake fluid pressure decreasing speed reducing unit that reduces a decreasing speed of a brake fluid pressure in the wheel cylinder with respect to a decreasing speed of the depression force of the brake pedal by restricting a flow rate of the throttle. A vehicle with a motor, further comprising temperature detecting means for detecting a temperature of the brake fluid, wherein operation of the motor stopping device and the brake fluid pressure holding device is prohibited when the temperature of the brake fluid is equal to or lower than a predetermined value.