JP2007055355A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress shocks generated in association with the actuation of a parking lock mechanism before a vehicle is stopped. <P>SOLUTION: An ECU executes a program containing a step (S104) to determine whether the vehicle speed is no more than the predetermined value A when the brake is turned off (Yes at S100) and the shift position has moved to the parking position (Yes at S102), a step (S106) to perform a brake pressurization control if the vehicle speed is not equal to or below a predetermined value S (No at S104), and a step (S110) to perform a brake decompression control if the vehicle speed is equal to or less than a predetermined value B (Yes at S108). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a technique for controlling a braking force when a parking lock mechanism is actuated before a vehicle having a parking lock mechanism is stopped.

  Conventionally, an automatic transmission is provided with a parking lock mechanism (hereinafter also referred to as a park lock mechanism). The parking lock mechanism is a mechanism that limits the rotation of the shaft connected to the drive wheels when the shift lever moves to the parking position. If the parking lock mechanism is activated while the vehicle having such a parking lock mechanism is running, a large load may be applied to the parking lock mechanism.

  Therefore, in view of such a problem, for example, Japanese Patent Laid-Open No. 2001-153225 (Patent Document 1) discloses a park lock in a procedure that does not apply a large load to the park lock mechanism even if there is a P range switching operation during traveling. Disclosed is a parking lock device for an automatic transmission that can be shifted to a state. This parking lock device operates a parking lock mechanism by a parking lock actuator that responds to a driver's parking range selection command so that the automatic transmission is in a park lock state in which the transmission output shaft is fixed. Device. The park lock device is configured to achieve a park lock state by using a park lock mechanism and a vehicle automatic brake together when a parking range selection command is issued in a state where the vehicle speed is generated.

According to the parking lock device of the automatic transmission disclosed in the above-mentioned publication, when the parking range selection command is issued in the vehicle speed generation state, the parking lock state is achieved using not only the parking lock mechanism but also the vehicle automatic brake. In this case, the kinetic energy during the traveling of the vehicle is absorbed by the automatic brake, and the burden on the park lock mechanism can be reduced accordingly. Therefore, when a parking range selection command is issued during driving and a transition to the park lock state is made, it is possible to prevent a shock associated with the operation of the park lock mechanism from being increased and to act upon this when the park lock mechanism is operated. Therefore, the strength of the park lock mechanism can be reduced, which is very advantageous in terms of cost.
JP 2001-153225 A

  However, the park lock device disclosed in the above-mentioned publication does not take into account the shock that occurs with the operation of the parking lock mechanism before the vehicle stops. If the parking lock mechanism operates before the vehicle stops, the vehicle may swing back and forth with the operation of the parking lock mechanism. This is because an inertial force due to inertia in the traveling direction of the vehicle acts, and if the shaft is limited before the vehicle stops, the shaft between the parking lock mechanism and the drive wheels is twisted. When this torsional torque is large, a backlash occurs due to the elastic force (restoring force) of the shaft. Therefore, the vehicle may swing back and forth. As a result, there is a problem that the person on board feels uncomfortable.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that suppresses a shock caused by the operation of the parking lock mechanism before the vehicle stops. With the goal.

  A vehicle control apparatus according to a first aspect of the present invention is a vehicle control apparatus having a parking lock mechanism that restricts rotation of a shaft coupled to drive wheels. The parking lock mechanism is provided in a transmission mounted on the vehicle, and restricts the rotation of the shaft in response to a shift lever that switches a power transmission state of the transmission moving to a predetermined position. This control device detects a position of a shift lever, an operation detection unit for detecting whether or not a braking device for generating a braking force on the driving wheel is operated, and detects a vehicle speed. Speed detecting means for controlling and a control means for controlling the braking device. The control means controls the braking device so that the braking force increases when the shift lever moves to a predetermined position when the detected speed is larger than the predetermined speed when the braking device is not operated. Means for doing so.

  According to the first aspect of the present invention, the control means sets the shift lever in advance when the detected speed is greater than a predetermined speed (for example, a substantially stationary speed) in a state where the braking device is not operated. When moving to a position (for example, a parking position), the braking device is controlled so that the braking force increases. Thus, when the shift lever moves to the parking position in the movement state before the vehicle stops, the parking lock mechanism is activated. When the parking lock mechanism is activated, the shaft shifts from an unrestricted state to a restricted state. At this time, since the braking force of the drive wheel increases, the inertial force acting on the shaft due to inertia in the traveling direction of the vehicle is reduced by the braking force. For this reason, an inertial force is gently applied to or reduced from the shaft, so that the backlash caused by the elastic force of the shaft is suppressed. Therefore, since the vehicle is suppressed from shaking back and forth, it can be suppressed that the person on board feels uncomfortable. Therefore, it is possible to provide a vehicle control device that suppresses a shock caused by the operation of the parking lock mechanism before the vehicle stops.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the control means controls the braking apparatus so that the braking force decreases when the detected speed falls below a predetermined speed. Means for controlling.

  According to the second invention, the control means controls the braking device such that the braking force is reduced when the detected speed is equal to or lower than a predetermined speed (for example, a substantially stationary speed). While suppressing the vehicle from swinging back and forth and reducing the braking force when the vehicle is almost stopped after the shaking has converged, the vehicle can be quickly started.

  In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the parking lock mechanism is provided on the shaft, and includes a parking lock gear having a tooth portion along the rotation direction, and a tooth A parking lock pole that is supported by the transmission housing and a shift lever that moves to a predetermined position. Limiting means for matching and limiting the rotation of the shaft.

  According to the third invention, the parking lock mechanism limits the rotation of the shaft by matching the protrusion of the parking lock pole with the tooth. Before stopping the vehicle, operate the parking lock mechanism to increase the braking force of the braking device when the protrusion and teeth transition from the non-engagement state (unrestricted state) to the meshed state (restricted state). In this case, the inertial force due to the inertia of the vehicle is reduced by the braking force. For this reason, an inertial force is gently applied to or reduced from the shaft, so that the backlash caused by the elastic force of the shaft is suppressed. Therefore, it is suppressed that the vehicle shakes back and forth.

  In the vehicle control device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the braking device includes a master cylinder for increasing the hydraulic pressure in accordance with the operation amount of the braking device, and the vehicle. The wheel cylinder, which generates frictional force by increasing the hydraulic pressure to limit the rotation of the wheel, the liquid passage connecting the master cylinder and the wheel cylinder, and the increase / decrease of the hydraulic pressure in the liquid passage are controlled. Hydraulic pressure control means.

  According to the fourth invention, the hydraulic pressure control means controls increase / decrease of the hydraulic pressure in the hydraulic pressure passage. Therefore, the control means can increase the braking force in the drive wheel by increasing the hydraulic pressure in the hydraulic pressure passage by the hydraulic pressure control means. Further, the control means can reduce the braking force on the drive wheels by lowering the hydraulic pressure in the hydraulic pressure passage by the hydraulic pressure control means.

  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.

  A vehicle equipped with a vehicle control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FF (Front engine Front drive) vehicle. The vehicle equipped with the vehicle control device according to the present embodiment may be a vehicle other than FF.

  The vehicle includes an engine 102, a transmission 104, drive shafts 120 and 122, front wheels 124 and 126, a brake booster 136, a brake master cylinder 106, a brake actuator 108, a hydraulic circuit 110, and a brake mechanism 112. And an ECU (Electronic Control Unit) 100.

  The engine 102 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. An external combustion engine may be used instead of the internal combustion engine. Further, a rotating electrical machine or the like may be used instead of the engine 102.

  The transmission 104 shifts the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage. The output gear of the transmission 104 is meshed with a differential gear provided inside the housing of the transmission 104. Drive shafts 120 and 122 are connected to the differential gear by spline fitting or the like. Power is transmitted to the left and right front wheels 124 and 126 via the drive shafts 120 and 122.

  A brake disc 138 is provided at one end of the drive shaft 122 on the front wheel 126 side. The brake disc 138 is provided with a brake mechanism 112. The brake mechanism 112 includes a wheel cylinder, and the wheel cylinder is provided so as to sandwich the brake disc 128 via a brake pad. The brake mechanism 112 is connected to one end of the hydraulic circuit 110. When the hydraulic pressure in the hydraulic circuit 110 increases, the hydraulic pressure applied to the wheel cylinder increases. As the hydraulic pressure increases, the force with which the wheel cylinder pinches the brake disc via a brake pad (not shown) increases. When the frictional force generated between the brake pad and the brake disk increases, the rotation of the front wheel 126 is limited. Therefore, when the hydraulic pressure in the brake mechanism 136 increases, a braking force corresponding to the increased hydraulic pressure is generated in the vehicle. The brake mechanism 112 is provided on each vehicle wheel. In the present embodiment, the brake mechanism 112 has been described as a disc brake, but may be a drum brake, for example.

  Master cylinder 106 is connected to the other end of hydraulic circuit 110. The master cylinder 106 is provided with a piston (not shown) inside. Then, when the piston moves in response to an input from the brake booster 136, the hydraulic pressure in the master cylinder 106 increases, and the hydraulic pressure in the hydraulic circuit 110 increases accordingly.

  The brake booster 136 uses the negative pressure on the intake side during operation of the engine 102 to boost the pedaling force input to the brake pedal 132 and transmits it to the master cylinder 106. Note that the structure and operation of the brake booster 136 are well-known techniques and will not be described in detail here.

  The master cylinder 106 and the hydraulic circuit 110 are connected via a brake actuator 108. The brake actuator 108 includes a solenoid valve and an electric pump. The brake actuator 108 receives a control signal from the ECU 100, operates the electromagnetic valve and the electric pump, and raises or lowers the hydraulic pressure in the hydraulic circuit 110. The hydraulic circuit 110 is a liquid passage (pipe) that is connected from the brake actuator 108 to the brake mechanism 112 and is filled with brake fluid.

  In the present embodiment, the brake pedal 132, the brake booster 136, the master cylinder 106, the brake actuator 108, the hydraulic circuit 110, and the brake mechanism 112 constitute a “braking device”.

  The ECU 100 includes a vehicle speed sensor 118, a position switch 116 of the shift lever 114, a stop lamp switch 130 provided on the brake pedal 132, a hydraulic pressure sensor 128 and a gradient sensor 134 of the master cylinder 106 via a harness or the like. Are electrically connected.

  The vehicle speed sensor 118 detects the vehicle speed from the rotational speed of the drive shaft 120 and transmits a signal representing the vehicle speed to the ECU 100. The vehicle speed sensor 118 is provided on each wheel of the vehicle.

  The position switch 116 detects the position of the shift lever 114. The position switch 116 transmits a signal indicating the position of the shift lever 114 to the ECU 100. Corresponding to the position of the shift lever 114, the gear stage of the transmission 104 is automatically formed.

  The stop lamp switch 130 detects the on / off state of the brake pedal 132 and transmits a signal representing the detection result to the ECU 100. Instead of the stop lamp switch 130, a stroke sensor that detects the stroke amount of the brake pedal 132 may be provided. The hydraulic pressure sensor 128 detects the hydraulic pressure inside the master cylinder 106 and transmits a signal representing the hydraulic pressure to the ECU 100.

  The gradient sensor 134 detects the gradient of the road surface by detecting the inclination angle of the vehicle. Gradient sensor 134 transmits a signal representing the detection result to ECU 100. The gradient sensor 134 is realized by a G sensor, for example.

  The ECU 100 determines the vehicle based on the signals sent from the vehicle speed sensor 118, the position switch 116, the stop lamp switch 130, the hydraulic pressure sensor 128, the gradient sensor 134, a map and a program stored in a ROM (Read Only Memory). Are controlled so as to be in a desired state. The vehicle control apparatus according to the present embodiment is realized by ECU 100.

  In the present embodiment, parking lock mechanism 200 is provided inside transmission 104. The parking lock mechanism 200 may be provided on any shaft between the front wheels 124 and 126 and the transmission 104, and is not particularly limited to the inside of the transmission 104. In the present embodiment, transmission 104 is an automatic transmission, but is not limited to an automatic transmission.

  As shown in FIG. 2, the parking lock mechanism 200 includes a parking lock gear 202 and a parking lock pole 206. In the present embodiment, parking lock gear 202 may be provided on the output shaft of transmission 104 or may be provided on the shaft of a gear meshed with the output shaft. The parking lock gear 202 has a disk shape and is provided with a plurality of tooth portions 204 along the rotation direction of the shaft 212.

  The parking lock pole 206 is supported by the housing of the transmission 104 so that one end thereof is rotatable. A protrusion 208 that matches the tooth portion 204 of the parking lock gear 202 is provided at the center of the parking lock pole 206. A parking lock cam 210 is provided at the other end of the parking lock pole 206 so as to contact the parking lock pole 206. The parking lock cam 210 has, for example, a conical shape, and when the parking lock cam 210 moves from the back side to the front side in FIG. 2, the other end of the parking lock pole 206 is along a conical inclined portion. And rotate in the direction of the arrow in FIG. The parking lock cam 210 moves from the back side to the near side in FIG. 2 in response to the shift lever 114 moving to a position corresponding to the parking position. At this time, the parking lock pole cam 210 may be driven by a mechanism that mechanically interlocks with the shift lever 114 or may be driven by an electric motor. When the projection 208 of the parking lock pole 206 is moved to a predetermined position that matches the tooth portion 204 of the parking lock gear 202 by driving the parking lock cam 210, the rotation of the parking lock gear 202 is restricted. Thus, the parking lock mechanism 200 is actuated to restrict the rotation of the front wheels 124 and 126.

  In a vehicle having such a configuration, if the parking lock mechanism 200 is operated before stopping, the vehicle may swing back and forth with the operation of the parking lock mechanism 200. This is because if the parking lock mechanism 200 is activated before the vehicle is stopped, an inertial force due to inertia in the traveling direction of the vehicle is applied, so that the shaft between the parking lock mechanism 200 and the front wheels 124 and 126 is twisted. This is because it occurs. When this torsional torque is large, a backlash occurs due to the elastic force (restoring force) of the shaft. Therefore, the vehicle may swing back and forth. As a result, there is a problem that the person on board feels uncomfortable.

  Therefore, according to the present invention, when the shift lever 114 moves to a predetermined position when the detected speed is larger than the predetermined speed in a state where the brake pedal 132 is not operated, the braking force increases. In this way, the brake actuator 108 is controlled.

  Specifically, when the driver moves the shift lever 114 to the parking position when the brake pedal 132 is not operated by the driver and the vehicle speed is higher than a predetermined speed that is substantially stopped, the ECU 100 The brake actuator 108 is controlled so that the hydraulic pressure in the hydraulic circuit 110 increases.

  Hereinafter, with reference to FIG. 3, a control structure of a program executed by ECU 100 that is the control device for the vehicle according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 100 determines whether or not the brake is turned off (not operated). The ECU 100 determines that the brake is turned on (operated) when receiving an on signal from the stop lamp switch 130, and determines that the brake is turned off (not operated) when receiving an off signal. To do. When the stroke sensor of the brake pedal 132 is used instead of the stop lamp switch 130, the ECU 100 determines that the brake is turned on, for example, when the detected stroke amount is equal to or greater than a predetermined stroke amount. If it is determined and the stroke amount is smaller than a predetermined stroke amount, it may be determined that the brake is off. If the brake is off (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 100 determines whether or not shift lever 114 is at a position corresponding to the parking (P) position. ECU 100 determines whether the signal representing the position of shift lever 114 received from position switch 116 is a signal corresponding to the parking position. The ECU 100 is based on a signal that the shift lever 114 receives from the position switch 116 a movement change from any one of the drive (D) position, neutral (N) position, and reverse (R) position to the parking position. May be detected. If shift lever 114 is at a position corresponding to the parking position (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 100 determines whether or not vehicle speed A is equal to or lower than a predetermined value. ECU 100 determines whether or not the vehicle speed corresponding to the wheel speed received from wheel speed sensor 118 is equal to or lower than a predetermined vehicle speed A. Note that the “predetermined vehicle speed A” is an extremely low vehicle speed that is almost stopped. If it is equal to or lower than a predetermined vehicle speed A (YES in S104), this process ends. If not (NO in S104), the process proceeds to S106.

  In S106, ECU 100 performs brake pressurization control. That is, the ECU 100 controls the brake actuator 108 so that the hydraulic pressure in the hydraulic circuit 110 increases. In the present embodiment, the ECU 100 controls the brake actuator 108 so that the hydraulic pressure in the hydraulic circuit 110 increases linearly at a predetermined increase rate, but the vehicle swings and the braking force suddenly increases. Therefore, the brake pressurization control of the brake actuator 108 is not limited to such control.

  In S108, ECU 100 determines whether or not vehicle speed B is equal to or lower than a predetermined value. Note that the “predetermined vehicle speed B” is an extremely low vehicle speed in a substantially stopped state, and may be the same as or different from the predetermined vehicle speed A. If it is equal to or lower than a predetermined vehicle speed B (YES in S108), the process proceeds to S110. If not (NO in S108), the process returns to S106.

  In S110, ECU 100 performs brake pressure reduction control. That is, the ECU 100 controls the brake actuator 108 so that the hydraulic pressure in the hydraulic circuit 110 decreases. In the present embodiment, the ECU 100 controls the brake actuator 108 so that the hydraulic pressure in the hydraulic circuit 110 linearly drops at a predetermined reduction rate. However, the ECU 100 shakes the vehicle and suddenly reduces the braking force. In particular, the brake pressure reduction control of the brake actuator 108 is not limited to such control.

  The operation of ECU 100, which is the vehicle control apparatus according to the present embodiment, based on the above-described structure and flowchart will be described with reference to FIG.

  When the driver operates the brake pedal 132 (the brake is turned on) while the vehicle is traveling, the hydraulic pressure in the master cylinder 106 increases and deceleration is started. As shown in FIG. 4A, in response to the brake pedal 132 not being operated at time T (1) (YES in S100), as shown in FIG. The hydraulic pressure in the cylinder 106 decreases.

  As shown in FIG. 4C, when the driver moves the shift lever 114 from the drive (D) position to a position corresponding to the parking position at time T (2), the parking lock mechanism 200 is activated. At this time, in the parking lock mechanism 200, the tooth portion 204 of the parking lock gear 202 and the protruding portion 208 of the parking lock pole 206 shift from the non-meshing state to the meshing state. As shown in FIG. 4D, the vehicle is moving, and the parking lock gear 202 rotates until the tooth portion 204 and the protruding portion 208 mesh with each other, so that the amount of movement of the vehicle increases in the traveling direction. After the tooth portion 204 and the projection portion 208 are engaged with each other, an inertial force due to inertia of the traveling direction of the vehicle further acts to cause twisting of the shaft between the parking lock mechanism 200 and the front wheels 124 and 126. The amount of movement of the vehicle further increases.

  As shown in FIG. 4B, at time T (3), if the vehicle speed is in a pre-stop state greater than a predetermined vehicle speed A (NO in S104), brake pressurization control is started and hydraulic pressure is increased. The hydraulic pressure in the circuit 110 increases (S106).

  At this time, as shown by the broken line in FIG. 4B, if the brake pressurization control is not performed between the time T (3) and the time T (6), the shaft is twisted. As a result of the elastic force (restoring force) of the shaft, rocking occurs, and as shown by the broken line in FIG. Note that the movement amount of the vehicle shown in FIG. 4D is the movement amount after the shift lever 114 is moved to the parking position.

  On the other hand, as shown by the solid line in FIG. 4B, the brake is applied from time T (3) to time T (5) until the vehicle speed becomes equal to or lower than the predetermined vehicle speed B (NO in S108). When pressurization control is performed, the inertial force due to inertia in the traveling direction of the vehicle is reduced by increasing the braking force of the vehicle, and the inertial force is gradually applied to the shaft. The resulting swaying is suppressed.

  Then, at time T (5), when the vehicle speed is substantially stopped at or below predetermined vehicle speed B (YES in S108), brake pressure reduction control is started and the hydraulic pressure in hydraulic circuit 110 decreases (S110). ). The hydraulic pressure decreases linearly and becomes substantially zero at time T (6).

  As described above, according to the control device for a vehicle according to the present embodiment, the parking lock mechanism is activated when the shift lever is moved to the parking position in the moving state before the vehicle is stopped. When the parking lock mechanism is activated, the teeth of the parking lock gear and the protruding portion of the parking lock pole shift from the non-meshing state to the meshing state. At this time, since the braking force of the front wheels increases, the inertial force acting on the shaft due to inertia in the traveling direction of the vehicle is reduced by the braking force. For this reason, an inertial force is gently applied to or reduced from the shaft, so that the backlash caused by the elastic force of the shaft is suppressed. Therefore, since the vehicle is suppressed from shaking back and forth, it can be suppressed that the person on board feels uncomfortable. Therefore, it is possible to provide a vehicle control device that suppresses a shock that occurs when the parking lock mechanism is operated.

  Further, the ECU controls the brake actuator so that the hydraulic pressure decreases when the speed of the vehicle falls below a predetermined vehicle speed B. As a result, while suppressing the vehicle from shaking back and forth, the vehicle can be brought into a state where the vehicle can be started quickly by reducing the braking force when the vehicle is almost stopped after the shaking has converged.

  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 figure which shows the structure of the vehicle carrying the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows the structure of a parking lock mechanism. 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 timing chart which shows operation | movement of EUU which is the control apparatus of the vehicle which concerns on embodiment of this invention.

Explanation of symbols

  100 ECU, 102 Engine, 104 Transmission, 106 Master cylinder, 108 Brake actuator, 110 Hydraulic circuit, 112 Brake mechanism, 114 Shift lever, 116 Position switch, 118 Wheel speed sensor, 120, 122 Drive shaft, 124, 126 Front wheel, 128 hydraulic sensor, 130 stop lamp switch, 132 brake pedal, 134 gradient sensor, 136 brake booster.

Claims (4)

A control device for a vehicle having a parking lock mechanism for restricting rotation of a shaft connected to a drive wheel, wherein the parking lock mechanism is provided in a transmission mounted on the vehicle, and a power transmission state of the transmission The rotation of the shaft is limited in response to the shift lever moving to a predetermined position,
Position detecting means for detecting the position of the shift lever;
An operation detecting means for detecting whether or not a braking device for expressing a braking force on the driving wheel is operated;
Speed detecting means for detecting the speed of the vehicle;
Control means for controlling the braking device,
The control means increases the braking force when the shift lever is moved to the predetermined position when the detected speed is larger than a predetermined speed in a state where the braking device is not operated. A control device for a vehicle, including means for controlling the braking device.   2. The vehicle control device according to claim 1, wherein the control means includes means for controlling the braking device such that the braking force decreases when the detected speed is equal to or lower than a predetermined speed. 3. . The parking lock mechanism is
A parking lock gear provided on the shaft and having a tooth portion along a rotation direction;
A parking lock pole having a protrusion that matches the tooth portion and supported by a housing of the transmission;
Limiting means for limiting the rotation of the shaft by matching the protruding portion of the parking lock pole with the tooth portion in response to the shift lever moving to the predetermined position. The vehicle control device according to claim 1. The braking device is:
A master cylinder for increasing the hydraulic pressure according to the operation amount of the braking device;
A wheel cylinder that is provided on a wheel of the vehicle and generates a frictional force by increasing the hydraulic pressure to restrict rotation of the wheel;
A liquid passage connecting the master cylinder and the wheel cylinder;
The vehicle control device according to any one of claims 1 to 3, further comprising a fluid pressure control means for controlling increase / decrease in fluid pressure in the fluid passage.

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