JP2005219673A - Vehicle controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce shock accompanied with change of a state, when a driving state of a vehicle is changed from non-traveling state to a traveling state. <P>SOLUTION: An ECT_ECU executes a program including a step (S100) for detecting shift operation from a neutral (N) position to a forward traveling (D) position; a step (S400) for increasing brake pressure from demand of a driver when depression force of a brake pedal by a driver is between predetermined threshold values B(1) and B(2) (YES in S200), and when a vehicle exist within a range of a specified distance in front of an own vehicle and the front vehicle stops (YES in S300); a step (S500) for determining completion of transmission from the neural (N) position to the forward traveling (D) position from a number NT of turbine rotations of a torque converter; and a step (S600) for lowering the brake pressure to brake pressure corresponding to the brake depression force. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control technique for an automatic transmission, and more particularly to a control technique for preventing a shock when an automatic transmission shifts from a non-drive position to a drive position, such as during a garage shift.

  Automatic transmissions mounted on a vehicle include stepped and continuously variable transmissions, and the stepped automatic transmission includes a fluid coupling such as a torque converter and a gear-type transmission mechanism.

  This stepped automatic transmission is connected to the engine via a fluid coupling such as a torque converter. A stepped automatic transmission is composed of a speed change mechanism (planetary gear speed change mechanism) having a plurality of power transmission paths. For example, the power transmission path is automatically switched based on the accelerator opening and the vehicle speed. In other words, the gear ratio (running speed stage) is automatically switched. In a stepped automatic transmission, a gear stage is determined by engaging and releasing a clutch element, a brake element, and a one-way clutch element, which are friction engagement elements, in a predetermined state.

  In such an automatic transmission, in general, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position) based on the shift lever operation. , The forward running position) is set.

  When a vehicle equipped with an automatic transmission having such a configuration is used, a reverse travel (R) position for reverse travel from a parking (P) position for garage removal before road travel, garage entry after road travel, etc. Alternatively, a shift from a neutral (N) position to a forward travel (D) position or a reverse travel (R) position for traveling, a so-called garage shift is performed.

  Like this garage shift, the state of the automatic transmission changes from the non-drive position (parking (P) position or neutral (N) position) to the drive position (forward travel (D) position or reverse travel (R) position). Is done. When the non-driving position is changed to the driving position, a specific friction engagement element of the automatic transmission is changed from the released state to the engaged state. In this respect, it is the same whether it is a stepped transmission or a continuously variable transmission. In order to solve various problems that occur at this time, the following conventional techniques are disclosed.

    Japanese Patent Laid-Open No. 5-10431 (Patent Document 1) discloses that in an automatic transmission in which the hydraulic pressure for engaging a frictional engagement element is temporarily increased at the time of ND selection, ensuring responsiveness and tightening shock. Disclosed is a control device for an automatic transmission that achieves both prevention and prevention at a high level. The automatic transmission control device includes: a select operation detecting unit that detects a select operation by a driver; and a friction engagement element engagement when the select operation from the non-traveling range to the traveling range is detected by the select operation detecting unit. Operating hydraulic pressure increase means for increasing the operating hydraulic pressure for a predetermined time, brake operating state detection means for detecting a brake operating state by the driver, and when the brake operating state by the detecting means is not detected, the operating hydraulic pressure is increased. Hydraulic pressure increase amount changing means for changing the hydraulic pressure increase amount by the means to be higher than that during brake operation.

According to this automatic transmission control device, when the brake is in the non-operating state during the selection operation from the non-traveling range to the traveling range, the amount of increase in the operating hydraulic pressure is changed to be higher than that during the braking operation. As a result, even if the pressurization time of the hydraulic pressure is shortened to prevent a fastening shock, a good response can be obtained when the brake that is expected to start suddenly is not operated, thereby improving the startability. Also, the durability of the frictional engagement element is improved.
Japanese Patent Laid-Open No. 5-10431

  However, when the brake is stepped on by the driver loosely (that is, the driver does not require improvement in startability), it is determined that the brake operating state is not detected, and the operating oil pressure increasing means is used to increase the operating oil pressure increasing amount. It is changed higher than when the brake is activated. For this reason, a shift shock occurs during the selection operation from the non-traveling range to the traveling range.

  Furthermore, the contents disclosed in Patent Document 1 merely change the operating oil pressure increase amount by the operating oil pressure increasing means to be higher than that during brake operation when the driver does not step on the brake. That is, Patent Document 1 does not attempt to perform active control when the driver does not require good start response and does not want to reduce the shift shock.

  The present invention has been made to solve the above-described problems, and its object is to reduce the shock caused by the change of the state when the driving state of the vehicle is changed from the non-traveling state to the traveling state. It is to provide a control device for a vehicle.

  A vehicle control device according to a first aspect of the invention controls a vehicle equipped with a power transmission mechanism that transmits power output from a driving power source of the vehicle to drive wheels. The power transmission mechanism switches from the vehicle stop state to the vehicle running state. The control device includes a vehicle state detection means for detecting whether the vehicle is in a stopped state or a vehicle running state, and a braking request detection for detecting a degree of a request related to a braking force of the vehicle by a driver of the vehicle. When the demand for braking is detected and the degree of demand is smaller than a predetermined degree when the means and the vehicle stop state are changed to the vehicle running state, the braking force acting on the drive wheels is the degree of demand. Control means for controlling the braking device so as to be larger.

  According to the first invention, when a request for braking by the driver is detected and the degree of the request is smaller than a predetermined degree when the vehicle shifts from the stopped state to the traveling state, the vehicle acts on the driving wheel. The braking device is controlled such that the braking force to be applied is greater than the degree required by the driver. This is not the case when the driver is demanding good start characteristics, so it is necessary to suppress the shift shock. Therefore, fluctuations in driving force that occur as a result of switching from a state in which the vehicle is stopped and no driving force is generated on the driving wheels to a state in which the vehicle is traveling and driving force is generated on the driving wheels are controlled. It can be received by increasing the power, and the shock associated with switching can be suppressed. This shock is caused by various factors. For example, a relatively high frequency vibration caused by the frictional engagement element inside the power transmission mechanism switching from the released state to the engaged state, or the same for the driving wheel and the non-driving wheel in the front wheel drive vehicle or the rear wheel drive vehicle When a braking force is applied, a driving force that is against the braking force is transmitted to the driving wheel, so that the balance between the driving force and the braking force is lost between the front wheel and the rear wheel. That is the factor. The same applies to a four-wheel drive vehicle in which the driving force distribution of the front and rear wheels is not the same. As a result, when the driving state of the vehicle is changed from the non-traveling state to the traveling state, it is possible to provide a vehicle control device that can reduce a shock associated with the change in the state.

  In addition to the configuration of the first invention, the vehicle control device according to the second invention includes a start request detecting means for detecting whether or not a good vehicle startability is required by the driver, And means for stopping the control by the control means when the vehicle startability is required.

  According to the second aspect of the invention, even when the driver's request for braking is detected and the degree of the request is smaller than a predetermined degree, the driver is required to have good vehicle startability. In this case, the control for increasing the braking force by the control means is stopped. Thereby, the start performance is improved and the vehicle starts as intended by the driver.

  In the vehicle control apparatus according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the start request detecting means further requires a degree of request smaller than a predetermined degree. Sometimes it includes means for detecting that the driver is required to start the vehicle.

  According to the third invention, for example, although the brake pedal is stepped on, it is determined that the stepping amount and the pedaling force are small, and the driver intentionally steps on the brake pedal with a small pedaling force in the hope of a gentle start. it can. In such a case, it is possible to stop the control for increasing the braking force by the control means, improve the start performance, and start the vehicle as intended by the driver.

  A vehicle control apparatus according to a fourth aspect of the invention is an obstacle for detecting whether there is an obstacle ahead of a predetermined distance in the traveling direction of the vehicle, in addition to the configuration of the second aspect of the invention. Furthermore, a detection means is included. The start request detecting means includes means for detecting that the vehicle startability is requested by the driver when no obstacle is detected.

  According to the fourth aspect of the invention, for example, when an obstacle such as another vehicle is not detected in front of the host vehicle even though the brake pedal is depressed, it can be determined that the driver intends a good start. . In such a case, it is possible to stop the control for increasing the braking force by the control means, improve the start performance, and start the vehicle as intended by the driver.

  In the vehicle control device according to the fifth invention, in addition to the configuration of the second invention, is an obstacle detected ahead in a predetermined distance in the traveling direction of the vehicle away from the vehicle? It further includes an obstacle detection means for detecting whether or not. The start request detecting means includes a means for detecting that the vehicle startability is requested by the driver when an obstacle is detected and the obstacle leaves the vehicle.

  According to the fifth aspect of the invention, for example, when the brake pedal is stepped on, but an obstacle such as another vehicle is detected in front of the own vehicle, if the obstacle leaves the own vehicle, the driver is good. It can be determined that the vehicle is intended to start. In such a case, it is possible to stop the control for increasing the braking force by the control means, improve the start performance, and start the vehicle as intended by the driver.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects of the invention, the control means performs braking so that the braking force acting on the drive wheels is greater than the required level. Means for controlling the braking device so as to obtain a braking force corresponding to the degree of the demand on the braking force of the vehicle by the vehicle driver when the transition from the stopped state to the running state is completed after controlling the device; .

  According to the sixth aspect of the invention, when the transition from the stop state to the running state is completed, the shock factor is eliminated, so that the braking force intended by the driver can be restored.

  In the vehicle control apparatus according to the seventh aspect of the invention, in addition to the configuration of any one of the first to sixth aspects, the braking request detection means is means for detecting the depression state of a brake pedal provided in the vehicle. And means for detecting the degree of request based on the depressed state.

  According to the seventh aspect of the invention, it is possible to detect the degree of demand regarding the braking of the driver based on the depression state of the brake pedal depressed by the driver, the depression force, and the depression state such as temporal changes thereof.

  In the vehicle control apparatus according to the eighth aspect of the invention, in addition to the configuration of any one of the first to seventh aspects, the vehicle stop state is realized by the power transmission mechanism being in the power cutoff state, and the vehicle running state Is realized when the power transmission mechanism is in a power transmission state.

  According to the eighth aspect of the invention, it is possible to suppress a shock that occurs when the state in which the transmission of power from the power source to the driving wheel is interrupted to the state in which power is transmitted from the power source to the driving wheel.

  In the vehicle control apparatus according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the power transmission mechanism is switched from the power cutoff state to the power transmission state, and the speed change position of the power transmission mechanism is non-traveling. It is a switch from the position to the running position.

  According to the ninth aspect, for example, it is possible to suppress a shift shock when switching from the neutral (N) position, which is a non-traveling position, or the parking (P) position to the forward traveling (D) position.

  In the vehicle control apparatus according to the tenth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the vehicle transmits power when the vehicle state stops at a forward travel position that satisfies a predetermined condition. It is equipped with a neutral control device that performs neutral control using the device. The switching of the power transmission mechanism from the power cutoff state to the power transmission state is a switching from the neutral control execution state to the neutral control end state using the power transmission device.

  According to the tenth aspect of the invention, when returning from the neutral control, the pseudo neutral (N) position is switched to the forward running (D) position, so that a phenomenon (shock) equivalent to that at the time of shifting occurs. For this reason, the shock at the time of return from neutral control can be suppressed.

  In the vehicle control apparatus according to the eleventh invention, in addition to the configuration of any one of the first to seventh inventions, the vehicle temporarily sets the driving source for traveling when the vehicle condition satisfies a predetermined condition. It is equipped with an idling stop control device that executes idling stop control that stops at once. When the vehicle stop state is changed to the vehicle travel state, the travel drive source is switched from the temporary stop state to the restart state by idling stop control.

  According to the eleventh aspect, at the time of return from idling stop control (when the engine is restarted), a phenomenon (shock) equivalent to switching from the vehicle stop state to the vehicle running state occurs. For this reason, the shock at the time of engine restart which is the time of return from idling stop control can be suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated. In the following description, the shift position and the shift range represent the same meaning. That is, the neutral (N) position and neutral (N) range, and the forward travel (D) position and forward travel (D) range have the same meaning.

  A vehicle power train including the control device according to the present embodiment will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. Note that the present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction engagement elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction engagement elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) The hydraulic circuit is controlled to be engaged and released in accordance with each requested gear. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position. In addition, you may have 1st position and 2nd position.

  For example, the automatic transmission 300 is the automatic transmission 300 in which the clutch element (C1) is switched from the disengaged state to the engaged state when the vehicle is stopped and advanced. This clutch element is always used in an engaged state when a shift stage for forward movement of the vehicle other than the parking (P) position, neutral (N) position, and reverse travel (R) position is configured. Further, for example, the automatic transmission 300 is the automatic transmission 300 in which the clutch element (C3) is switched from the released state to the engaged state when the vehicle is stopped from the stopped state. This clutch element is always used in an engaged state when a shift stage for the vehicle to move backward is configured.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100, an ECT_ECU 1020 that controls the automatic transmission 300, and an ABS (Antilock Brake System) _ECU that controls the brake device.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor and a signal representing turbine rotational speed NT detected by the turbine rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve and the on / off solenoid valve of the hydraulic circuit of the automatic transmission 300 are controlled so as to constitute a predetermined shift gear stage (for example, first to fifth speeds, reverse). The friction engagement elements are controlled to be engaged and released.

  ECT_ECU 1020 receives forward vehicle information including distance information from the millimeter wave radar 2400 with respect to the vehicle ahead of this vehicle. Based on this forward vehicle information, the ECT_ECU 1020 determines whether the forward vehicle and the vehicle are moving away or approaching based on the distance between the forward vehicle and the vehicle and the change in the distance. In addition, instead of the millimeter wave radar 2400 or in addition to the millimeter wave radar 2400, a camera for imaging the front of the host vehicle may be provided.

  The ECT_ECU 1020 receives a signal representing the state of the brake pedal operated by the driver from the foot brake sensor 2600 (such as the depression force of the brake pedal and the depression amount of the brake pedal). The ECT_ECU 1020 can detect how much the brake pedal is depressed with the amount of depression and the depression amount based on this signal, and when the vehicle shifts from the non-operating state to the activated state based on the depression force and the depression amount. Thus, it can be determined whether the driver is requesting a reduction in shift shock or a good start response.

  The ECT_ECU 1020 outputs a brake pressure command signal to the ABS_ECU 1030. Based on the brake pressure command signal, the brake master hydraulic pressure can be raised to control the brake force to be raised. In addition, you may make it implement | achieve the raise of a braking force by another method, without using ABS.

ECU 1000 has a memory in which various data and programs are stored. Referring to FIG. 2, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 that is the control device according to the present embodiment will be described.

  In step (hereinafter step is abbreviated as S) 100, ECT_ECU 1020 detects that a shift operation from the neutral (N) position to the forward travel (D) position has been performed. At S200, ECT_ECU 1020 determines whether or not the brake pedal effort is greater than a predetermined threshold value B (1) and smaller than a predetermined threshold value B (2). . If brake pedal force is greater than predetermined threshold value B (1) and smaller than predetermined threshold value B (2) (YES in S200), the process proceeds to S300. Moved. Otherwise (NO in S200), this process ends. The amount of depression of the brake pedal may be used instead of the brake depression force.

  In S300, ECT_ECU 1020 determines whether or not a vehicle is detected in the predetermined distance ahead and the vehicle ahead is stopped. This determination is made based on information input from the millimeter wave radar 2400 to the ECT_ECU 1020. If the preceding vehicle is detected within a predetermined distance and the preceding vehicle is stopped (YES in S300), the process proceeds to S400. Otherwise (NO in S300), this process ends.

  In S400, ECT_ECU 1020 outputs a brake pressure command signal to ABS_ECU 1030 so as to increase the brake pressure. In S500, ECT_ECU 1020 detects that the shift from the neutral (N) position to the forward travel (D) position has ended. At this time, ECT_ECU 1020 detects the end of the shift based on the change in turbine speed NT detected by the turbine speed sensor of torque converter 200.

  In S600, ECT_ECU 1020 outputs a brake pressure command signal to ABS_1030, and gradually reduces the brake pressure to the pedal effort pressure.

  An operation at the time of start of the vehicle equipped with ECT_ECU 1020 that realizes the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver operates the shift lever to operate the shift lever from the neutral (N) position to the forward travel (D) position (S100), the brake pedal force is determined based on the foot brake signal detected by the foot brake sensor 2600. It is determined whether or not the state is larger than a predetermined threshold value B (1) and smaller than a predetermined threshold value B (2) (S200). The brake pedal force is greater than a predetermined threshold value B (1) and smaller than a predetermined threshold value B (2) (YES in S200), and is input from millimeter wave radar 2400. When the preceding vehicle is detected within a predetermined distance based on the information thus obtained and the preceding vehicle is stopped (YES in S300), a command signal is output to ABS_ECU 1030 to increase the brake pressure. (S400).

  At this time, as shown in FIG. 3, the brake master hydraulic pressure is increased from P (1) to P (2). The brake master hydraulic pressure P (1) is a hydraulic pressure corresponding to the driver's brake depression force, and the brake master hydraulic pressure P (2) is subject to a shift shock from the neutral (N) position to the forward travel (D) position. This is a hydraulic pressure for generating a braking force that does not come out.

  When the turbine speed NT in the torque converter 200 gradually decreases during the shift from the neutral (N) position to the forward travel (D) position, and the turbine speed NT in the torque converter 200 reaches a predetermined speed, the shift is performed. It is determined that the process has been completed (S500). When the shift is completed, the brake pressure is gradually reduced to the pedal pressure (S600).

  At this time, as shown in FIG. 3, the brake master hydraulic pressure is gradually reduced from P (2) to P (1) by the end of the shift. Note that the decrease in the brake master hydraulic pressure is not limited to the one that gradually decreases.

  FIG. 3 shows a timing chart when the brake pressure is automatically increased and FIG. 4 shows a timing chart when the brake pressure is not automatically increased. The brake master hydraulic pressure P (0) in FIG. 4 is a hydraulic pressure corresponding to the driver's brake depression force.

  3 and 4 are compared, in FIG. 3, the brake depression force by the driver is greater than a predetermined threshold value B (1) and larger than a predetermined threshold value B (2). If the vehicle is smaller, the vehicle ahead is present within a predetermined distance, and the vehicle ahead is stopped, an instruction to increase the brake pressure is issued. In such a case, the driver does not require a good start response. Therefore, the brake master hydraulic pressure is increased from P (1) to P (2), and the shock caused by the shift is suppressed.

  On the other hand, as shown in FIG. 4, when the brake pedal force is B (1) or less, when the preceding vehicle is not within a predetermined distance, or when the preceding vehicle is within a predetermined distance, When moving, the brake master hydraulic pressure remains P (0). Therefore, the start response is in a good state, but the shift shock is not suppressed. That is, as shown in FIG. 4, relatively high frequency vibration and relatively low frequency vibration are generated in the vehicle.

  As described above, according to the control device for a vehicle according to the present embodiment, when the vehicle shifts from the neutral (N) position to the forward travel (D) position, the brake pedal force is determined in advance by the driver. When the other vehicle is within a predetermined distance in front of the host vehicle and the other vehicle is stopped, the brake that is applied to the drive wheel rather than the braking force required by the driver The force is controlled to increase. Thereby, since it is not the case where the driver | operator has requested | required the favorable start characteristic, it is made to control in the tendency to suppress a shift shock. As a result, the driving that occurs when the vehicle is stopped and no driving force is generated on the driving wheels, and the vehicle is running and the driving force is generated on the driving wheels. The force fluctuation can be received by increasing the braking force, and the shock accompanying the shift can be suppressed.

<Application to neutral control>
Hereinafter, a case where the control device according to the embodiment of the present invention is applied to neutral control will be described. First, neutral control will be described.

  In a vehicle having the automatic transmission 300, when the forward running (D) position is set and the vehicle is stopped, the driving force from the engine 100 that rotates idling is transmitted to the transmission via the torque converter 200. Since this is transmitted to the wheels, a so-called creep phenomenon occurs. Creep phenomenon is very useful under certain conditions, such as smooth starting from a stop on an uphill road, but it is an unnecessary phenomenon when you want to keep the vehicle stopped. To suppress the creep force. That is, the creep force from the engine is suppressed by the brake, and there is a problem that the fuel consumption of the engine 100 is reduced accordingly.

  Therefore, in the forward travel (D) position, when the brake pedal is depressed and the brake is activated and the accelerator is almost fully closed and the vehicle is stopped, the forward travel (D) position is It has been proposed that the automatic transmission 300 be kept in a neutral state close to neutral to improve fuel efficiency.

  More specifically, the neutral control is a forward running (D) position in which the vehicle state is a predetermined condition (accelerator off and brake on, the brake master cylinder pressure is a predetermined value or more, and the vehicle speed is a predetermined value. If it is determined that the vehicle is in a stopped state with the following conditions satisfied, the clutch element (C1) is released to a predetermined slip state, which is close to neutral.

  In such a neutral control, normally, when the driver loosens the foot brake pedal, the neutral circuit is terminated and the hydraulic circuit is controlled to engage the input clutch.

  Even when returning from such neutral control, since the pseudo neutral (N) position is switched to the forward running (D) position, a phenomenon (shock) equivalent to that at the time of shifting occurs. When the control device according to the present embodiment is applied at the time of return from neutral control, a shock at the time of return from neutral control can be suppressed.

<Application to idling stop control>
Hereinafter, a case where the control device according to the embodiment of the present invention is applied to idling stop control will be described. First, idling stop control will be described.

  From the viewpoint of preventing global warming and conserving resources, when the vehicle stops at a red light at an intersection or the like, the engine 100 is automatically stopped and the driver operates to start driving again (for example, depressing the accelerator pedal). Idling stop control in which the engine 100 is restarted when the brake pedal is depressed, or when the operation of the shift lever is switched to the forward travel position). In the idling stop control, a secondary battery such as a lead storage battery or a lithium battery is mounted to supply power to auxiliary machines (air conditioner, headlamp, audio, etc.) while the vehicle is stopped. While the vehicle is stopped, electric power is supplied from the secondary battery to these auxiliary machines. When engine 100 is restarted, the crankshaft is rotated by an electric motor such as a motor generator or a starter motor using the electric power of the secondary battery to restart engine 100.

  Even when the engine 100 is restarted from such idling stop control, a phenomenon (shock) equivalent to switching from the vehicle stop state to the vehicle running state occurs. When the control device according to the present embodiment is applied at the time of restart of engine 100 that is a return from idling stop control, a shock at the time of return from idling stop control can be suppressed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on embodiment of this invention. It is a figure which shows the timing chart at the time of N-> D gear shift in the vehicle carrying the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows the timing chart at the time of N-> D shift in the vehicle carrying the conventional vehicle control apparatus.

Explanation of symbols

100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 1030 ABS_ECU, 2400 millimeter wave radar, 2600 foot brake sensor.

Claims (11)

A vehicle control device equipped with a power transmission mechanism that transmits power output from a driving power source of a vehicle to driving wheels, and is switched from a vehicle stop state to a vehicle traveling state by the power transmission mechanism,
Vehicle state detection means for detecting whether the vehicle is in a stopped state or the vehicle running state;
Braking request detecting means for detecting the degree of request regarding the braking force of the vehicle by the driver of the vehicle;
In the case where the vehicle stop state is changed to the vehicle running state, the braking force acting on the driving wheel is detected when the demand for braking is detected and the degree of the demand is smaller than a predetermined degree. And a control unit for controlling the braking device so as to be larger than the required degree. The control device includes:
A start request detecting means for detecting whether or not a good vehicle startability is required by the driver;
The vehicle control device according to claim 1, further comprising means for stopping control by the control means when the good vehicle startability is required.   The start request detecting means detects that the driver is required to start the vehicle when the degree of the request is further smaller than the predetermined degree. The vehicle control device according to claim 2, comprising: The control device further includes obstacle detection means for detecting whether there is an obstacle ahead of a predetermined distance in the traveling direction of the vehicle,
The vehicle control device according to claim 2, wherein the start request detecting means includes means for detecting that the driver is required to start the vehicle when the obstacle is not detected. The control device further includes an obstacle detection means for detecting whether an obstacle detected forward in a predetermined distance in the traveling direction of the vehicle is in a state of leaving the vehicle,
The start request detection means is a means for detecting that the driver is required to start the vehicle when the obstacle is detected and the obstacle leaves the vehicle. The vehicle control device according to claim 2, further comprising:   When the transition from the stop state to the travel state is completed after the control means controls the brake device so that the braking force acting on the drive wheel is greater than the required degree, the driving of the vehicle The vehicle control device according to any one of claims 1 to 5, further comprising means for controlling the braking device so as to obtain a braking force corresponding to a degree of a request regarding a braking force of the vehicle by a person. The braking request detection means includes
Means for detecting a depression state of a brake pedal provided in the vehicle;
The vehicle control device according to claim 1, further comprising means for detecting the degree of the request based on the depressed state. The vehicle stop state is realized by the power transmission mechanism being in a power cutoff state,
The vehicle control device according to claim 1, wherein the vehicle running state is realized by the power transmission mechanism being in a power transmission state.   The vehicle control device according to claim 8, wherein the switching of the power transmission mechanism from the power cutoff state to the power transmission state is switching of the shift position of the power transmission mechanism from a non-traveling position to a traveling position. The vehicle is equipped with a neutral control device that executes neutral control using the power transmission device when the vehicle state stops at a forward traveling position satisfying a predetermined condition,
The switching from the power cutoff state of the power transmission mechanism to the power transmission state is switching from the execution state of the neutral control to the end state of the neutral control using the power transmission device. Vehicle control device. The vehicle is equipped with an idling stop control device that executes idling stop control for temporarily stopping the driving source for traveling when the state of the vehicle satisfies a predetermined condition,
The change from the vehicle stop state to the vehicle travel state is a switch from the temporary stop state to the restart state of the travel drive source by the idling stop control. Vehicle control device.

Images