JP2005308082A - Controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle which prohibits a neutral control without detecting the inclination of the vehicle on a climbing road and prevents a CVT belt from slipping. <P>SOLUTION: An ECU executes the program which comprises a step (S100) of making determination whether or not neutral control execution conditions, such as that the state of the vehicle in a forward running position meets the predetermined conditions and then the vehicle stops, are met, a step (S110) of detecting a force on a braking pedal when the neutral control conditions have been met (YES at the S100), a step (S130) of executing the neutral control that releases an input clutch when the detected force on the braking pedal does not exceed a threshold (YES at the S120), and a step (S140 to S160) of controlling a linear solenoid for controlling a belt nipping pressure to forbid the neutral control and, increase the nipping pressure between a pulley and the belt when the detected force on the braking pedal is higher than the threshold (NO at the S120). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to control of a vehicle equipped with an automatic transmission, and more particularly to control of a vehicle that performs neutral control.

  An automatic transmission mounted on a vehicle includes a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, the automatic transmission is automatically based on an accelerator opening and a vehicle speed. Thus, the power transmission path is switched, that is, the gear ratio (travel speed stage) is automatically switched. Generally, 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, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In a vehicle having such an automatic transmission, in a state where the forward traveling position is set and the vehicle is stopped, the driving force from the idling engine is transmitted to the transmission via the torque converter, which is the wheel. Therefore, 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, and it activates the vehicle brake 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 is reduced accordingly.

  For this reason, in the forward travel 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 transmission remains in the neutral position with the forward travel position. It has been proposed to improve the fuel consumption by performing so-called neutral control.

When such neutral control is performed, the creep force due to power transmission through the fluid in the torque converter cannot be expected, so that when the braking force of the braking device for stopping the vehicle on an uphill road is reduced, the vehicle A retreating phenomenon may occur. Japanese Patent Application Laid-Open No. 2001-336629 (Patent Document 1) discloses a control device for an automatic transmission for a vehicle that smoothly starts a vehicle from a state in which a brake is operated at a forward traveling position to stop and enter a neutral state without a control delay. Is disclosed. The control device for an automatic transmission for a vehicle is configured to perform automatic shift control by automatically switching a gear ratio according to the traveling state of the vehicle with the forward traveling position selected, and the forward traveling position is selected. In this state, the vehicle automatic transmission control device is configured to form a neutral state when the brake of the vehicle is actuated to be in a stopped state and the accelerator of the engine is in an off state. This control device has an inclination sensor that detects an inclination in the traveling direction of the vehicle. When it is detected by the tilt sensor that the vehicle is located on an uphill road having a predetermined inclination angle or more, the forward travel position is selected, the brake of the vehicle is activated, and the engine accelerator is Regulates (prohibits) the formation of a neutral state even when is in the off state.
JP 2001-336629 A

  However, in a vehicle that does not include a tilt sensor, or when the tilt sensor fails, it cannot be detected that the vehicle is located on an uphill road with a predetermined angle or more. In such a case, it becomes impossible to prevent the vehicle from moving backward.

  The present invention has been made in order to solve the above-described problems, and its object is to execute neutral control for setting an automatic transmission to a neutral state without providing a new mechanism (tilt sensor). An object of the present invention is to provide a vehicle control device capable of realizing an effect of improving fuel efficiency while preventing movement of the vehicle.

  According to a first aspect of the present invention, there is provided a vehicle control apparatus including an automatic transmission and a neutral control that releases the input clutch and sets the automatic transmission to a neutral state when the vehicle is stopped in a state where a brake is operated at a forward travel position. And a vehicle equipped with a device for executing. The control device includes a determination unit for determining whether or not a neutral control execution condition is satisfied, a brake detection unit for detecting an operation state of a brake by a driver of the vehicle, and a state where the operation state is determined in advance. And a prohibiting means for prohibiting the neutral control even when the neutral control execution condition is satisfied when the brake is in a strong acting state.

  According to the first aspect of the present invention, it is possible to detect the brake operation state by the driver without providing the inclination sensor for detecting the road surface gradient at the position where the vehicle is stopped, or even when the inclination sensor is broken. Can be assumed to be stopped on an uphill road instead of a flat road. When neutral control is executed in such a case, creep force is not generated and the vehicle moves backward. For this reason, neutral control is prohibited so that the neutral state of the automatic transmission is not formed. Thereby, it can avoid that a vehicle reverses. On the other hand, when the brake is not acting strongly, neutral control is executed for the purpose of improving fuel consumption. As a result, without providing a new mechanism (tilt sensor), it is possible to achieve an effect of improving fuel efficiency while preventing movement of the vehicle when executing neutral control for setting the automatic transmission to the neutral state. A control device can be provided.

  In addition to the configuration of the first invention, the vehicle control device according to the second invention increases the pressure at which the pulley and the belt constituting the belt type continuously variable transmission come into contact when neutral control is prohibited. As described above, it further includes control means for controlling the belt type continuously variable transmission.

  According to the second aspect of the invention, the automatic transmission is a belt-type continuously variable transmission, and when neutral control is prohibited, it can be assumed that the vehicle is stopped on an uphill road. When the vehicle starts on an uphill road, the vehicle may move backward as the brake is released, and the secondary pulley is switched to the positive drive by the accelerator operation. At this time, there is a possibility that slip occurs between the belt and the pulley. is there. For this reason, the pressure which a pulley and a belt contact | intensify can be strengthened, the slip of a belt can be avoided, and the durable performance of a belt can be ensured.

  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 control means includes means for controlling the pressure so as to increase as the brake is applied more strongly.

  According to the third aspect of the invention, it can be assumed that the vehicle stops on a steep uphill as the brake is applied more strongly. The steeper climbing slope makes the belt easier to slip when the vehicle starts. For this reason, the belt can be prevented from slipping by increasing the pressure as the brake acts more strongly.

  In addition to the structure of the first invention, the vehicle control apparatus according to the fourth aspect of the invention is a belt tension wound around a pulley constituting the belt-type continuously variable transmission when neutral control is prohibited. And further includes a control means for controlling the belt-type continuously variable transmission.

  According to the fourth invention, the automatic transmission is a belt-type continuously variable transmission, and when neutral control is prohibited, it can be assumed that the vehicle is stopped on an uphill road. When the vehicle starts on an uphill road, the vehicle may move backward as the brake is released, and the secondary pulley is switched to the positive drive by the accelerator operation. At this time, there is a possibility that slip occurs between the belt and the pulley. is there. For this reason, it is possible to increase the tension of the belt wound around the pulley, avoid the belt slip, and ensure the durability of the belt.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the control means includes means for controlling so as to increase the tension as the brake acts more strongly.

  According to the fifth aspect of the invention, it can be assumed that the vehicle stops on a steep slope as the brake is applied more strongly. The steeper climbing slope makes the belt easier to slip when the vehicle starts. For this reason, the belt can be prevented from slipping by increasing the tension of the belt as the brake acts more strongly.

  In the vehicle control apparatus according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the brake detection means includes means for detecting the depression force of the brake pedal.

  According to the sixth aspect of the invention, it is possible to detect the operating state of the brake based on the force (stepping force) that the driver steps on the brake pedal.

  In the vehicle control apparatus according to the seventh invention, in addition to the configuration of any one of the first to fifth inventions, the brake detection means includes means for detecting the stroke amount of the brake pedal.

  According to the seventh aspect of the present invention, it is possible to detect the operation state of the brake based on the distance (stroke amount) by which the driver depresses the brake pedal and moves the pedal.

  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.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. The control apparatus according to the present embodiment is realized by an ECU (Electronic Control Unit) 1000 (more specifically, ECT (Electronic Controlled Automatic Transmission) _ECU 1020 described later) shown in FIG. Hereinafter, the automatic transmission is described as a belt-type continuously variable transmission, but the automatic transmission to which the control device according to the embodiment of the present invention is applied is not limited to a continuously variable transmission. A stepped automatic transmission having a planetary gear type transmission mechanism may be used.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, a forward / reverse switching device 290, a belt-type continuously variable transmission (CVT) 300, a differential gear 800, an ECU 1000, And a hydraulic control unit 1100.

  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 is connected to the case via a lockup clutch 210 that directly connects the input shaft and the output shaft, a pump impeller 220 on the input shaft side, a turbine impeller 230 on the output shaft side, and a one-way clutch 250. The stator 240 is configured to generate a torque amplification function when supported. Torque converter 200 and CVT 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 the turbine rotational speed sensor 400.

  CVT 300 is connected to torque converter 200 via forward / reverse switching device 290. The CVT 300 includes an input side primary pulley 500, an output side secondary pulley 600, and a metal belt 700 wound around the primary pulley 500 and the secondary pulley 600. Primary pulley 500 includes a fixed sheave fixed to the primary shaft and a movable sheave supported on the primary shaft so as to be slidable only. The secondary pulley 700 includes a fixed sheave fixed to the secondary shaft and a movable sheave supported on the secondary shaft so as to be slidable only. The primary pulley rotational speed NIN of the CVT 300 is detected by the primary pulley rotational speed sensor 410, and the secondary pulley rotational speed NOUT is detected by the secondary pulley rotational speed sensor 420.

  These rotation speed sensors are provided so as to face the teeth of the rotation detection gear attached to the rotation shafts of the primary pulley and the secondary pulley and the drive shaft connected thereto. These rotational speed sensors are sensors that can detect slight rotations of the primary pulley that is the input shaft and the secondary pulley that is the output shaft of the CVT 300. For example, a magnetoresistor generally referred to as a semiconductor sensor It is a sensor using an element.

  The forward / reverse switching device 290 includes a double pinion planetary gear, a reverse (reverse) brake B1 and an input clutch C1. In the planetary gear, its sun gear is connected to the input shaft, the carrier CR supporting the first and second pinions P1, P2 is connected to the primary side fixed sheave, and the ring gear R is a reverse friction engagement element. The reverse brake B1 is connected, and an input clutch C1 is interposed between the carrier CR and the ring gear R. The input clutch 310 is also called a forward clutch or a forward clutch, and is always used in an engaged state when a vehicle other than the parking (P) position, the R position, and the N position moves forward.

  Control in which the input clutch 310 is released to a predetermined slip state when the vehicle is in the D position and stops in a state that satisfies a predetermined condition is referred to as neutral control.

  The ECU 1000 and the hydraulic control unit 1100 that control these power trains will be described with reference to FIG.

  As shown in FIG. 1, ECU 1000 (more specifically, ECT_ECU 1020 described later) receives a signal representing turbine rotational speed NT from turbine rotational speed sensor 400 and a signal representing primary pulley rotational speed NIN from primary pulley rotational speed sensor 410. Signals representing secondary pulley rotational speed NOUT are input from secondary pulley rotational speed sensor 420, respectively.

  As shown in FIG. 1, the hydraulic control unit 1100 includes a shift speed control unit 1110, a belt clamping pressure control unit 1120, a lockup engagement pressure control unit 1130, a clutch pressure control unit 1140, and a manual valve 1150. Including. From the ECU 1000, the shift control duty solenoid (1) 1200, the shift control duty solenoid (2) 1210, the belt clamping pressure control linear solenoid 1220, the lockup solenoid 1230, and the lockup engagement from the ECU 1000. A control signal is output to the pressure control duty solenoid 1240. Details of this hydraulic circuit are disclosed in Japanese Patent Laid-Open No. 2002-181175, and therefore detailed description thereof will not be repeated here.

  The structure of ECU 1000 that controls these power trains will be described in more detail with reference to FIG. As shown in FIG. 2, ECU 1000 includes an engine ECU 1010 that controls engine 100 and an ECT_ECU 1020 that controls CVT 300.

  In addition to the input / output signals shown in FIG. 1, the ECU 1000 (engine ECU 1010) receives from the accelerator opening sensor a signal indicating the opening of the accelerator pedaled by the driver, and from the throttle position sensor to the electronically controlled throttle. A signal representing the opening degree and a signal representing the engine speed (NE) of the engine 100 are inputted from the engine speed sensor. Engine ECU 1010 and ECT_ECU 1020 are connected to each other.

  Further, the ECT_ECU 1020 receives from the brake pedal force sensor 1030 a brake pedal force signal indicating the driver's force to step on the brake pedal. In addition, the stroke amount of the brake pedal or the brake hydraulic pressure may be used instead of the brake depression force.

  In hydraulic control unit 1100, belt clamping pressure control unit 1120 controls the clamping pressure of belt 700 of CVT 300 based on the control signal output from ECT_ECU 1020 to linear solenoid 1220 for belt clamping pressure control. The clamping pressure of the belt 700 is a pressure at which the pulley and the belt are in contact with each other, and can be said to be a belt tension. The stronger this force is, the more the belt 700 can be prevented from slipping on the pulley, and the belt 700 can be prevented from slipping when the vehicle starts on an uphill road.

  The map stored in the memory of ECT_ECU 1020 will be described with reference to FIG. FIG. 3 shows a map representing the relationship between the brake pedal force and the target clamping pressure. As shown in FIG. 3, for example, when the brake depression force is B (1), the target clamping pressure is uniquely determined to be F (1). Here, the higher the brake pedal force (the harder the brake is pressed), the greater the clamping pressure is set.

  Referring to FIG. 4, the relationship between the belt clamping pressure and the output current (duty ratio) of belt clamping pressure control linear solenoid 1220 (linear characteristics of belt clamping pressure control linear solenoid 1220) is shown. As shown in FIG. 4, for example, the lower the duty ratio of the output current, the higher the belt clamping pressure. Therefore, as shown in FIG. 3, when the target clamping pressure is determined, a control signal value from the ECT_ECU 1020 to the belt clamping pressure control linear solenoid 1220 is determined based on the linear characteristics shown in FIG. This control signal value corresponds to the duty ratio of the output current of the belt clamping pressure control linear solenoid 1220.

  With reference to FIG. 5, a control structure of a program executed in ECT_ECU 1020 which is the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 1020 determines whether or not a neutral control execution condition is satisfied. This determination is made based on, for example, that the accelerator pedal is not depressed by the driver, the brake is depressed by the driver, the forward running (D) position, the vehicle is stopped, and the like. It is. More specifically, this determination is made based on a throttle opening signal or the like input to ECT_ECU 1020 via engine ECU 1010. If the neutral control execution condition is satisfied (YES in S100), the process proceeds to S110. Otherwise (NO in S100), this process ends.

  In S110, ECT_ECU 1020 detects the brake pedal force using the brake pedal force signal input from brake pedal force sensor 1030. In S120, ECT_ECU 1020 determines whether or not the detected brake pedal force is equal to or less than a predetermined threshold value. This threshold value is set based on the brake pedaling force when the vehicle is stopped on an uphill so that the vehicle moves backward when neutral control is performed. The fact that the detected brake pedal force is equal to or less than a predetermined threshold value indicates that the vehicle is a flat road where the vehicle does not move backward even if neutral control is executed and no creep force is generated. On the other hand, the fact that the detected brake pedal force is larger than a predetermined threshold value indicates that the vehicle is an uphill road having a gradient that causes the vehicle to move backward when neutral control is executed and creep force is no longer generated. . If the detected brake pedal force is equal to or smaller than a predetermined threshold value (YES in S120), the process proceeds to S130. If not (NO in S120), the process proceeds to S140.

  In S130, ECT_ECU 1020 executes neutral control. If even one of the neutral control execution conditions is not satisfied during this execution, the neutral control is resumed.

  At S140, ECT_ECU 1020 performs a process (neutral control prohibition process) that does not execute neutral control. In S150, ECT_ECU 1020 calculates the target clamping pressure based on the brake pedal force detected in S110 and the map shown in FIG.

  In S160, ECT_ECU 1020 outputs to belt clamping pressure control linear solenoid 1220 based on the target clamping pressure calculated in S150 and the linear characteristics of belt clamping pressure control linear solenoid 1220 shown in FIG. Change the signal value. The changed control signal value is output from the ECT_ECU 1020 to the belt clamping pressure control linear solenoid 1220. Based on the output current (duty ratio) of the belt clamping pressure control linear solenoid 1220 according to the control signal value output from the ECT_ECU 1020, the secondary pulley pressure is controlled so that the desired belt clamping pressure is obtained, and the belt clamping pressure is reduced. Be controlled.

  An operation of a vehicle equipped with a power train controlled by the control device according to the present embodiment based on the above-described structure and flowchart will be described.

[When neutral control is executed]
When the driver returns the accelerator pedal and depresses the brake pedal while the vehicle is located on a substantially flat road, the vehicle stops and satisfies the neutral control execution condition (YES in S100). The brake pedal force, which is the force that the driver steps on, is detected (S110).

  The driver does not depress the brake pedal strongly because the vehicle is stopped on a substantially flat road. Therefore, it is satisfied that the brake pedal force is equal to or less than the threshold value (YES in S120). In such a case, even when the creep force is not generated by the neutral control, the vehicle does not move, so the neutral control is executed (S130).

[When neutral control is not executed]
If the driver returns the accelerator pedal and depresses the brake pedal in a state where the vehicle is located on an uphill road other than a substantially flat road, the vehicle stops and satisfies the neutral control execution condition (in S100) YES), the brake pedal force, which is the force with which the driver steps on the brake pedal, is detected (S110).

  The driver depresses the brake pedal strongly because the vehicle is stopped on the uphill road. Therefore, it is not satisfied that the brake pedal force is equal to or less than the threshold value (NO in S120). In such a case, if the creep force is no longer generated by the neutral control, the vehicle is highly likely to move backward, so the neutral control is prohibited (S140).

  Further, in such a state, when the vehicle starts, the vehicle moves backward when the brake is released. When the vehicle moves backward, the secondary pulley 600 is reversely driven by the drive wheels. On the other hand, the secondary pulley 600 is switched from reverse drive to forward drive by the accelerator operation. At this time, if the force (narrow pressure) by which the secondary pulley 600 narrows the belt is small, the belt 700 slips. Therefore, when the vehicle is stopped on an uphill road, it is necessary to prepare for belt slip when starting the vehicle. For this reason, as the brake pedal force increases, the slope of the uphill road increases, making it easier for the belt to slip when starting the vehicle and causing a large slip. Therefore, as the brake pedal force increases, the target narrow pressure is increased as shown in FIG. The target narrow pressure is calculated so as to increase (S150).

  According to the control signal value from the ECT_ECU 1020 to the belt clamping pressure control linear solenoid 1220, the output current (duty ratio) of the belt clamping pressure control linear solenoid 1220 is changed, the secondary pulley pressure is changed, and the belt clamping pressure becomes the target clamping pressure. Increased to pressure. In this way, the belt clamping pressure is increased and the pressure at which the belt of the CVT is in contact with the belt is sufficiently increased, so that it is possible to avoid belt slippage when the vehicle starts on an uphill road.

  As described above, according to the ECT_ECU according to the present embodiment, even if the neutral control execution condition is satisfied, the neutral control is not executed unless the brake pedal force is low. For this reason, the neutral control on the uphill road is prohibited, and it is possible to prevent the vehicle from retreating due to the creep control being not generated by the neutral control. On an uphill road where neutral control is prohibited, belt slip may occur when the vehicle starts. For this reason, the belt clamping pressure control linear solenoid is controlled so that the pressure at which the CVT pulley and the belt come into contact with each other increases as the brake depression force increases. Since the belt clamping pressure control linear solenoid is known in advance such that the lower the current duty ratio, the higher the belt clamping pressure, the desired belt clamping pressure is achieved by controlling the current duty ratio, for example. it can. When the belt clamping pressure increases, belt slippage can be prevented when the vehicle starts.

  In the present embodiment, the belt clamping pressure is changed according to the brake depression force using the map shown in FIG. 3, but the present invention is not limited to this. Regardless of the magnitude of the brake pedal force, when the brake pedal force is larger than the threshold value, the belt clamping pressure may be increased uniformly. In that case, instead of the brake pedal force sensor, a switch that turns from off to on when a certain brake pedal force is applied may be used.

  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.

It is a control block diagram of the automatic transmission according to the first embodiment of the present invention. FIG. 2 is a detailed view of the ECU shown in FIG. 1. It is a map which shows the relationship between the brake depression force memorize | stored in ECU which concerns on the 1st Embodiment of this invention, and target clamping pressure. It is a figure which shows the control characteristic of the linear solenoid for belt clamping pressure control. It is a figure which shows the control structure of the program performed by ECU which concerns on the 1st Embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 240 stator, 250 one-way clutch, 290 forward / reverse switching device, 300 CVT, 310 input clutch, 400 turbine speed sensor, 410 primary Pulley speed sensor, 420 Secondary pulley speed sensor, 500 Primary pulley, 600 Secondary pulley, 700 Belt, 800 Differential gear, 1000 ECU, 1010 Engine ECU, 1020 ECT_ECU, 1030 Brake pedal force sensor, 1100 Hydraulic control unit, 1110 Shift speed Control unit, 1120 Belt clamping pressure control unit, 1130 Lock-up engagement pressure control unit, 1140 Clutch pressure control unit, 115 0 manual valve, 1200 shift control duty solenoid (1), 1210 shift control duty solenoid (2), 1220 belt clamping pressure control linear solenoid, 1230 lockup solenoid, 1240 lockup engagement pressure control duty solenoid.

Claims (7)

Control of a vehicle equipped with an automatic transmission and a device for executing neutral control to release the input clutch and bring the automatic transmission into a neutral state when the vehicle stops with the brake applied in the forward travel position A device,
A determination means for determining whether the execution condition of the neutral control is satisfied;
Brake detection means for detecting the operation state of the brake by the driver of the vehicle;
Including a prohibiting means for prohibiting the neutral control even when the neutral control execution condition is satisfied, when the operation state is a state in which the brake is applied more strongly than a predetermined state. Control device. The automatic transmission is a belt type continuously variable transmission,
When the neutral control is prohibited, the vehicle control device controls the belt-type continuously variable transmission so as to increase a pressure at which a pulley and the belt constituting the belt-type continuously variable transmission are in contact with each other. The vehicle control device according to claim 1, further comprising a control means for controlling the vehicle.   The vehicle control device according to claim 2, wherein the control means includes means for controlling the pressure so that the pressure is increased as the brake is applied more strongly. The automatic transmission is a belt type continuously variable transmission,
When the neutral control is prohibited, the vehicle control device controls the belt-type continuously variable transmission so as to increase the tension of a belt wound around a pulley constituting the belt-type continuously variable transmission. The vehicle control device according to claim 1, further comprising control means for controlling.   The vehicle control device according to claim 4, wherein the control unit includes a unit for controlling the tension so that the tension is increased as the brake is applied more strongly.   The vehicle control device according to claim 1, wherein the brake detection unit includes a unit for detecting a depression force of a brake pedal.   The vehicle control device according to claim 1, wherein the brake detection means includes means for detecting a stroke amount of a brake pedal.

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