JP2008114705A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device capable of suppressing the movement of a vehicle by a creep phenomenon even if the engine torque is increased by the operation of an air-conditioner or the like when the vehicle is stopped in an idling state. <P>SOLUTION: In a vehicle having an automatic transmission mounted thereon, if the operation of increasing the engine load is performed by operating an air-conditioner or the like when the automatic transmission is stopped at other range than the neutral range or the parking range in an idling state, the start of the vehicle despite the intention of a driver can be suppressed by executing the control of assisting the braking force before increasing the engine torque. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device that suppresses creep travel in an idle operation state.

  In a vehicle in which the engine and the automatic transmission are connected via a torque converter, a minute torque is output on the output side even when the driver is not operating the accelerator in the idling operation state and in the traveling range. The so-called creep phenomenon, in which the vehicle begins to move by being transmitted to, occurs. As a countermeasure, for example, there is a technique disclosed in Patent Document 1.

In the technology of Patent Literature 1, when the vehicle traveling speed is equal to or lower than a set value and the accelerator pedal is in a non-operating state, the movement of the vehicle due to a creep phenomenon is suppressed by operating a brake.
JP 2003-118431 A

  Here, when an operation such as turning on an air conditioner switch is performed in the idling operation state and the range is stopped in the travel range, the engine rotation speed decreases due to an increase in engine load. In this case, in order to suppress a decrease in the engine rotation speed, for example, the target idle rotation speed is set high, the intake air amount is increased, and the idle rotation speed control for increasing the engine torque is executed. When the engine torque increases in this way, the driving force for moving the vehicle increases, so that the driving force may become larger than the braking force of the brake and the vehicle may start to move. This is an unexpected movement for the driver and may cause anxiety.

  Further, even when the movement of the vehicle is suppressed and stopped using the technique of Patent Document 1, driving increased by an operation such as turning on an air conditioner switch if the braking force of the brake is not allowed. The force may be greater than the braking force of the brake, and the vehicle may start to move due to a creep phenomenon.

  Therefore, in the present invention, in a vehicle equipped with an automatic transmission, even when the engine torque is increased by an operation of an air conditioner or the like when the automatic transmission range is in a range other than the neutral range or the parking range in an idle operation state, An object of the present invention is to provide a vehicle control device capable of suppressing movement of a vehicle due to a creep phenomenon.

  Therefore, in the invention according to claim 1, the idle determination means for determining whether or not the engine is in the idling operation state, the range position determination means for determining the range position of the automatic transmission, and the operation state of the brake of the vehicle are determined. Brake determining means to perform, a request to increase the engine load, a torque increasing means to increase the engine torque, an idle operation state, and the automatic transmission range is a range other than the neutral range or parking range, and the brake When it is determined that the vehicle is stopped by the operation of the engine, if there is a request to increase the engine load, the brake assisting means for assisting the braking force of the brake before the engine torque is increased by the torque increasing means is provided. Prepare.

  As described above, when the automatic transmission range is a range other than the neutral range or the parking range in the idle operation state and the vehicle is stopped, if there is a request to increase the engine load, the engine torque is increased. By assisting the braking force of the brake before starting, even when the engine torque increases and the driving force increases, it is possible to suppress the movement of the vehicle due to the creep phenomenon.

  Further, as in the invention according to claim 2, the engine torque estimating means for estimating the engine torque increased by the torque increasing means is provided, and the braking force of the brake is assisted based on the engine torque estimated by the engine torque estimating means. It is better to calculate the amount of brake assist to be performed. Thus, by calculating the brake assist amount that supplements the braking force of the brake based on the engine torque that will increase due to the operation of the air conditioner or the like, it becomes possible to suppress the movement of the vehicle due to the creep phenomenon.

  Here, when the engine torque and the torque corresponding to the engine load become equal, the driving force for moving the vehicle becomes equivalent to the driving force before the engine load is increased, and the brake force before the engine load is increased is increased. It is considered that the vehicle can be sufficiently stopped by the braking force.

  Therefore, as in the invention according to claim 3, the brake assist means may decrease the brake assist amount when it is determined that a predetermined time has elapsed since the request to increase the engine load was made. Thus, it is preferable to decrease the brake assist amount after a predetermined time has elapsed.

  Further, as in the invention according to claim 4, the brake assist means may decrease the brake assist amount when the increased engine torque and the torque corresponding to the engine load become equal. As described above, when the engine torque and the torque corresponding to the engine load are equal, it is preferable to reduce the brake assist amount.

  Further, as in the invention according to claim 5, it is provided with a rotational speed detecting means for detecting the engine rotational speed, and the brake assist means is determined that the engine rotational speed detected by the rotational speed detecting means is stable. It is preferable to reduce the brake assist amount by determining that the engine torque and the engine load are equal.

  Further, as in the invention according to claim 6, the brake assist means assists the braking force of the brake by controlling the operation amount of the friction member that suppresses the rotation of the brake rotating body by pressing the brake rotating body. good. As a result, when the engine load increases and the driving force increases, the movement of the vehicle due to the creep phenomenon can be suppressed.

  According to a seventh aspect of the invention, there is provided hydraulic pressure control means for controlling the hydraulic pressure of the brake cylinder of the brake, and the brake assist means is configured to control friction of the brake cylinder by controlling the hydraulic pressure of the brake cylinder by the hydraulic pressure control means. It is preferable to control the operation amount of the engaging member. In addition, as in the invention according to claim 8, an electric control unit that controls the operation amount of the friction engagement member using an electric motor is provided, and the operation of the friction engagement member is controlled by controlling the electric motor by the electric control unit. It is good to control the amount.

  Further, as in the invention according to claim 9, there is provided an operation determining means for determining whether or not the air conditioner switch is turned on, and when the operation determining means determines that the air conditioner switch is turned on, a request for increasing the engine load is provided. It is good to judge that has been done. When the air conditioner switch is turned on, the engine load increases due to the operation of the air conditioner compressor. Thus, when the air conditioner switch is turned on, it is determined that a request to increase the engine load has been made, and brake assist is executed. By doing so, it becomes possible to suppress the movement of the vehicle due to the creep phenomenon.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic diagram of an engine control system employing a vehicle control device. In FIG. 1, an engine electronic control unit (hereinafter referred to as “engine ECU”) 30 controls each part of an internal combustion engine (hereinafter referred to as “engine”) 11.

  The intake system of the engine 11 of this embodiment includes an intake pipe 12, an air cleaner 13, a throttle valve 15, and a surge tank 17. The intake air sucked through the air cleaner 13 is sucked into the engine 11 through the throttle valve 15 and the surge tank 17. The amount of intake air taken into the engine 11 is controlled by adjusting the opening of the throttle valve 15 based on a detection signal from an accelerator sensor 27 provided on an accelerator pedal (not shown). Adjustment of the opening degree of the throttle valve 15 is performed by the engine ECU 30. Specifically, the engine ECU 30 outputs a control duty to the throttle motor 16 in order to drive the throttle valve 15 based on a signal from the accelerator opening sensor 27.

  Based on the detection signal from the crank angle sensor 25 for detecting the engine speed, the detection signal from the air flow meter 14, and the detection signal from the intake pressure sensor 18 attached to the surge tank 17, the intake air is converted into the intake air. In order to supply an appropriate fuel injection amount to the engine 11, a drive signal is supplied to the injector 20. As a result, the optimal air-fuel mixture is supplied into the cylinder 20 of the engine 11, and the air-fuel mixture is combusted by causing the spark plug 18 to execute spark ignition at a desired timing.

The exhaust system of the engine 11 includes an exhaust pipe 22, an air-fuel ratio sensor 23, and a three-way catalyst 24. The exhaust gas discharged from the engine 11 is purified by a three-way catalyst 24 installed in the exhaust pipe 22. More specifically, when the exhaust gas discharged by the engine 11 passes through the three-way catalyst 24, HC is a harmful substance in the exhaust gas, CO, oxidation-reduction reaction of the NO _x to occur, hydrogen, nitrogen, steam, dioxide Carbon is produced. Thereby, purification of harmful substances in the exhaust gas is performed. Further, the control of the throttle valve 15 that adjusts the intake air amount and the injector 19 that adjusts the fuel injection amount is executed so that the air-fuel ratio detected by the air-fuel ratio sensor 23 becomes the target air-fuel ratio.

  A cooling water temperature sensor 26 that detects the cooling water temperature and the crank angle sensor 25 described above are attached to the cylinder block of the engine 11. The crank angle sensor 25 outputs a pulse signal every time the crankshaft of the engine 11 rotates by a predetermined crank angle, and detects the crank angle and the engine rotation speed based on this signal. Further, the vehicle speed is detected by the vehicle speed sensor 25.

  Next, an example of an air conditioner and a brake control system will be described with reference to FIG. The air conditioner includes a compressor 71, a condenser 72, a liquid tank 73, an expansion valve 74, and an evaporator 75. A pressure sensor 78 is installed on the outlet side pipe of the compressor 71. The air conditioning control device 76 (hereinafter referred to as “air conditioning ECU”) switches between operation and non-operation of the compressor 71 in accordance with the on / off of the air conditioner switch 77. The air conditioning ECU 76 and the engine ECU 30 can exchange information with each other, and the air conditioning ECU 76 can output an on / off signal of the air conditioner switch 77, a detection signal detected by the pressure sensor 78, and the like to the engine ECU 30.

  Next, the crankshaft of the engine 11 is connected to driving wheels via an automatic transmission 60 and a differential gear 61 equipped with a torque converter (not shown). The engine ECU 30 includes a signal from the accelerator opening sensor 27, a signal from the crank angle sensor 25 for detecting the engine speed, a signal from the vehicle speed sensor 25 for detecting the vehicle speed, and an operation state quantity of the brake pedal 54. A signal from the brake operation amount sensor 51 that detects the stroke and a signal from the shift position sensor 52 that detects the shift position of the automatic transmission 60 are input. Instead of the accelerator opening sensor 27, an accelerator switch that detects whether the accelerator pedal is in an operating state or a non-operating state may be provided. Further, both the accelerator opening sensor 27 and the accelerator switch may be provided.

  In the non-operating state of the accelerator pedal, idle rotation speed control (hereinafter referred to as “ISC control”) for controlling the actual engine rotation speed to the target idle rotation speed is executed. This target idle rotation speed is calculated using a map (not shown) based on the shift position, the load state of the engine 11 (for example, whether or not the air conditioner is operating), the operating environment of the engine 11 (for example, the water temperature), and the like. The automatic transmission 60 equipped with a torque converter may be a multi-stage automatic transmission or a continuously variable transmission (CVT).

  The brake control actuator 53 is controlled based on a signal from the engine ECU 30. In principle, the brake control actuator 53 is controlled such that when the brake pedal 55 is operated, a braking force corresponding to the stroke is generated. The brake control actuator 53 is capable of controlling the operating state of the brake 54 that suppresses the rotation of the wheel based on a signal output from the engine ECU 30. For example, when the brake 54 is a hydraulic brake, the operating state of the brake 54 is controlled by controlling the hydraulic pressure of the brake cylinder by the hydraulic pressure of a pump device (not shown). The brake 54 is not limited to a hydraulic brake in which the friction engagement member is pressed against the brake rotating body by hydraulic pressure, but may be an electric brake in which the friction engagement member is pressed by a pressing force of an electric motor. In this case, it is possible to control the braking force (the amount of operation of the friction engagement member) of the brake by controlling the current supplied to the electric motor from the output signal from the engine ECU 30.

  In the present embodiment, the operating state of the brake 54 is controlled by controlling the brake actuator 53 with a signal output from the engine ECU 30. More specifically, the operation amount of the friction member for suppressing the brake rotating body is controlled by controlling the hydraulic pressure of the brake cylinder according to the signal of the engine ECU 30, and the operation amount of the brake 54 is controlled. When an electric motor is used, the operation amount of the brake 54 may be controlled by controlling the operation amount of the friction member installed on the rotating body of the brake by the electric motor.

  In FIG. 2, the brake control actuator is directly controlled by the output signal from the engine ECU to operate the brake. However, when the brake ECU is installed, the brake control actuator can be controlled using the brake ECU. good.

  The vehicle stops when the braking force due to the brake operation is larger than the driving force for moving the vehicle, and the vehicle starts to move when the braking force due to the brake operation is smaller than the driving force.

  In the present embodiment, when a vehicle control routine shown in FIGS. 3 and 4 to be described later is executed, the engine is operated by an operation such as turning on an air conditioner switch when the vehicle is in an idle operation state and stopped in a travel range. Even when the load increases, control is performed to assist the brake so that the vehicle does not start moving. That is, the brake assist control is performed to supplement the braking force of the brake so that the braking force of the brake becomes larger than the driving force when the engine load increases.

  When the vehicle stop control routine shown in FIG. 3 is executed, it is determined in step 1 (hereinafter referred to as “S1”) whether or not the vehicle is in an idle operation state. As a method for determining the idle operation state, for example, it is preferable to determine whether or not the accelerator pedal is in an operating state by the accelerator opening sensor 27 installed in the accelerator pedal, and to determine based on the result. More specifically, if it is determined by the accelerator opening sensor 27 that the accelerator pedal is not operated, it may be determined that the engine is in the idling state. Further, an accelerator switch may be provided, and if the accelerator switch is turned on, it may be determined that the engine is in an idle operation state. In addition, the engine rotational speed may be detected and determined based on whether or not the engine rotational speed is equal to or lower than a predetermined rotational speed. If it is determined in S1 that the engine is not in the idling state, this flowchart is terminated.

  If it is determined in S1 that the vehicle is in the idling state, the process proceeds to S2 to determine whether or not a brake operation is being performed. Whether or not the brake operation is being performed is preferably determined by providing a sensor for detecting the stroke of the brake pedal 55 and using the sensor signal. If it is determined in S2 that the brake operation is not performed, this flowchart is terminated. If it is determined in S2 that the brake operation is being performed, the process proceeds to S3, and it is determined whether or not the range of the automatic transmission is the travel range. If it is determined in S3 that the range of the automatic transmission is not the travel range, this flowchart is terminated. If it is determined in S3 that the vehicle is in the travel range, the process proceeds to S4.

  In S4, it is determined whether or not the vehicle is stopped. As a determination method, for example, it may be determined based on a detection signal of a vehicle speed sensor. If it is determined in S4 that the vehicle is not stopped, this flowchart is terminated. If it is determined in S4 that the vehicle is stopped, it is determined in S5 whether or not the air conditioner switch is turned on. That is, in S5, whether or not a request for increasing the engine load is made by turning on the air conditioner switch when the idle transmission state and the automatic transmission range are stopped in the traveling range state. Judgment. If it is determined in S5 that the air conditioner switch remains off, this flowchart ends. If it is determined in S5 that the air conditioner switch has been turned on, the process proceeds to S6 to execute a flowchart for calculating the brake assist amount.

  When the brake assist amount is calculated and the brake assist control is executed in S6, the process proceeds to S7 and the idle-up control is executed. In this idle up, in order to prevent the engine speed from dropping due to the engine load increased by the operation of the air conditioner compressor or the like, the engine load is estimated, and the intake air amount is increased and corrected based on the engine load. When the idle-up control is executed in S7, the engine load is increased by operating an air conditioner compressor or the like.

  When the idle-up control is executed in S7, the process proceeds to S8 to execute a flowchart for releasing the brake assist control. According to this flowchart, when a certain condition is satisfied, control for decreasing the brake assist amount is executed. When the control for canceling the brake assist control is executed in S8, this flowchart is ended.

  Next, a flowchart for calculating the brake assist amount shown in FIG. 4 will be described. By executing this flowchart, the brake assist amount is calculated. However, if it is determined that the conditions shown in S1 to S4 in FIG. 3 are not satisfied while this flowchart is being executed, this flowchart is terminated.

  When this flowchart is executed, the engine load is calculated in S10. As a calculation method of the engine load, for example, when an air conditioner switch is turned on, a load at the time of compressor operation of the air conditioner is estimated and calculated based on the load of the compressor of the air conditioner. As a method for estimating the load of the air conditioner compressor, for example, the refrigerant discharge pressure may be detected by a pressure sensor installed in a discharge pipe on the outlet side of the air conditioner compressor, and the load of the air conditioner compressor may be estimated based on the discharge pressure. Generally, the larger the discharge pressure detected by the pressure sensor, the greater the load on the compressor of the air conditioner. When the electric load increases, it is preferable to estimate the engine load that increases due to the operation of the alternator.

  Next, in S11, a correction amount for the intake air amount is calculated. In the idle operation state, the intake air amount is calculated based on the engine load and the engine coolant temperature or the engine intake temperature. For this reason, in order to prevent the engine speed from dropping due to the engine load increased by the operation of the air conditioner compressor or the like, it is preferable to estimate the engine load in advance and calculate the correction amount of the intake air amount based on the engine load. In this case, when the engine load is small, the correction amount of the intake air amount may be reduced. When the engine load is large, the correction amount of the intake air amount may be set large. Thus, by calculating the correction amount of the intake air amount based on the engine load, it is possible to prevent the engine rotation speed from being lowered due to the engine load increased by the operation of the compressor of the air conditioner or the like.

  Next, in S12, a brake assist amount is calculated. As a method for calculating the brake assist amount, for example, it may be calculated from the correction amount of the intake air amount using a map shown in FIG. In the map of FIG. 4, the brake assist amount is set to increase as the correction amount of the intake air amount increases. In this case, since the intake air amount is corrected to increase in response to a request to increase the engine load, the intake air amount is corrected so that the braking force of the brake is larger than the driving force generated by the increase correction of the intake air amount. The brake assist amount should be set according to the amount.

  Further, it is preferable to calculate the brake assist amount so that the braking force of the brake is larger than the driving force for moving the vehicle regardless of the increase in engine load. For example, the brake assist amount may be set so that the braking force of the brake is larger than the driving force calculated based on the engine load when a request for the maximum factor for increasing the engine load is made.

  When the brake assist amount is calculated in S12, this flowchart ends.

  Next, a flowchart for releasing the brake assist control will be described with reference to FIG. According to this flowchart, when a certain condition is satisfied, control for decreasing the brake assist amount is executed. When this flowchart is executed, first, in S20, it is determined whether or not a certain condition is satisfied. Here, in S20, whether or not a certain condition is satisfied may be determined by, for example, measuring the time after executing the control for assisting the brake and determining whether or not a predetermined time has elapsed. In this case, the predetermined time is calculated by setting in advance the time that the vehicle does not suddenly start even if the brake assist control is canceled after the air conditioner compressor is turned on and the engine load increases. good. Further, the intake air amount increased due to idle-up is gradually decreased by feedback control, and it is determined whether or not the torque corresponding to the increased engine load is equal to the engine torque by operating the air conditioner compressor or the like. good. In this case, the determination as to whether the torque corresponding to the engine load is equal to the engine torque may be performed, for example, by determining whether the engine rotation speed is stable.

  If the condition is satisfied in S20, the process proceeds to S21, and control for reducing the brake assist amount is executed. As a method of reducing the brake assist amount, the brake assist amount may be decreased at a time, or the brake assist amount may be gradually decreased.

  In the flowchart described above, the travel range is given as an example. However, the range of the automatic transmission is not limited to the travel range but may be any range other than the neutral range or the parking range. As an example of an operation to increase the engine load, the air conditioner operation was used. However, not only the air conditioner operation but also a request for increasing the engine load due to the operation of the power steering or the increase of the electric load, the braking force of the brake You may perform control which supplements.

  Next, a comparison between the prior art and the vehicle control of the present embodiment will be described using the time charts of FIGS. Here, the conventional vehicle control is vehicle control in which brake assist is not performed with respect to an increase in engine load.

  FIG. 7 is a time chart when the conventional vehicle control is executed, and FIG. 8 is a time chart when the vehicle control of the present invention is executed. 7 and 8, (a) is the state of the air conditioner switch, (b) is the intake air amount, (c) is the engine torque, (d) is the driving force, (e) is the brake assist signal, (f) is The operating state of the air conditioner compressor, (g) represents the braking force by the brake pedal force, (h) represents the brake assist amount, (i) represents the brake braking force, and (j) represents the vehicle speed. For comparison, the driving force (d) in FIGS. 7 and 8, the braking force due to the brake depression force (g), the brake assist amount (h), and the vertical axis of the brake braking force (i) are the same scale. And

  A timing chart when the conventional vehicle control is executed will be described with reference to FIG. First, the intake air amount and the engine torque when the air conditioner switch is turned on in the idling operation state and the range is stopped in the travel range will be described. When the driver turns on the air conditioner switch at time T1, the intake air amount is increased at time T2. This intake air amount is calculated based on the engine load and the cooling water temperature of the engine or the intake air temperature of the engine.When an air conditioner switch or the like is operated, the engine rotation speed does not decrease due to an increase in the engine load. Set higher. As shown in FIG. 7, when the intake air amount is increased, the engine torque increases, and accordingly, the driving force for moving the vehicle increases. Next, at time T3, the air conditioner compressor is operated with a slight delay after the air conditioner switch is turned on. When the compressor of the air conditioner is operated, the intake air amount is gradually decreased by the feedback control (and the engine torque and driving force are also reduced accordingly), the torque corresponding to the engine load increased by the operation of the compressor of the air conditioner, and the engine torque The amount of intake air is decreased until the two become equal (time T4).

  Next, conventional vehicle control when the air conditioner switch is turned on as described above will be described. First, in FIG. 7, the vehicle is stopped by operating the brake in the idling state and when the automatic transmission range is other than the neutral range or the parking range. In this case, the vehicle is stopped because the braking force γ due to the depression force of the brake is larger than the driving force β that tries to move the vehicle. Here, in the prior art, since brake assist control is not performed, as shown in the vehicle speed of FIG. 7 (j), when the air conditioner switch is turned on, the driving force α becomes larger than the braking force γ of the brake, Contrary to the intention, the vehicle may start to move. As described above, when the vehicle starts moving by turning on the air conditioner switch, the driver further depresses the brake pedal to increase the braking force as shown in FIG. 7G, and the braking force δ of the brake is greater than the driving force α. The vehicle is also stopped by becoming larger.

  Next, a timing chart when the vehicle control of the present invention is executed will be described with reference to FIG. As for the intake air amount and the engine torque when the air conditioner switch is turned on, the same control as in the prior art of FIG. 7 is executed.

First, in FIG. 8, the vehicle is stopped by operating the brake when the automatic transmission range is in a range other than the neutral range or the parking range in the idle driving state (braking force γ> Driving force β). When the driver turns on the air conditioner switch at time T1, the intake air amount is increased at time T2. As shown in FIG. 8, when the intake air amount is increased, the engine torque increases, and accordingly, the driving force for moving the vehicle increases. However, in the present invention, the brake assist signal is turned ON and the brake assist is executed at time S1 before the driving force increases, so that the braking force ε of the brake becomes larger than the driving force α, so the vehicle starts to move. To prevent that. That is, it is possible to prevent the vehicle from moving by supplementing the braking force of the brake by brake assist control without substantially changing the brake pedal force of the driver. (T1->S1->T2->T3-> T4)
Next, when the compressor operation of the air conditioner is activated at time T3, the intake air amount set to a high value is gradually decreased by idle-up, and the torque corresponding to the engine load in the state where the air conditioner compressor is activated. Feedback control is executed so that the engine torque becomes equal. If the torque corresponding to the engine load increased by the operation of the compressor of the air conditioner is equal to the engine torque, the driving force for moving the vehicle is considered to be the same as the driving force before the air conditioner switch is turned on. Therefore, it is considered that the vehicle can be sufficiently stopped by the braking force generated by the driver's braking force. For this reason, when the torque corresponding to the engine load increased by the operation of the compressor of the air conditioner becomes equal to the engine torque increased by increasing the intake air amount at time T4, the brake assist signal is turned off and the brake assist amount is decreased. The control to gradually decrease is executed.

  This makes it possible to supplement the braking force of the brake only when necessary. In addition, it is possible to use this driving force when you want to move the vehicle using the driving force due to the creep phenomenon by supplementing the braking force of the brake only when necessary and releasing the brake assist otherwise. Become.

  In the embodiment described above, in a vehicle equipped with an automatic transmission, when the automatic transmission range is stopped in a range other than the neutral range or the parking range in an idling state, the engine load is reduced by operating an air conditioner or the like. When an operation to increase the braking force is performed, it is possible to suppress the vehicle from moving against the driver's will by executing control for assisting the braking force of the brake. In addition, when the engine load increased due to the operation of the compressor of the air conditioner and the engine torque become equal, it is possible to assist the brake only when necessary by executing the control to reduce the brake assist amount. Even when it is desired to move the vehicle using the driving force due to the creep phenomenon, the driving force due to the creep phenomenon can be used.

It is the schematic of the engine control system of this embodiment. It is the schematic which showed the air conditioner and brake control system of this embodiment. It is a flowchart which shows the vehicle control in this embodiment. It is a flowchart which calculates the brake assist amount in this embodiment. It is a flowchart which cancels | releases the brake assist control in this embodiment. 6 is a map for calculating a brake assist amount from a correction amount of an intake air amount. It is a time chart at the time of performing vehicle control of conventional technology. It is a time chart at the time of performing vehicle control of this embodiment.

Explanation of symbols

11 Engine 30 Engine ECU
51 Brake Operation Sensor 53 Brake Actuator 66 Automatic Transmission 76 Air Conditioning ECU
77 Air conditioner switch

Claims (9)

Idle determination means for determining whether or not the engine is in an idle operation state;
Range position determining means for determining the range position of the automatic transmission;
Brake determining means for determining the operating state of the brake of the vehicle;
When there is a request to increase the engine load, torque increasing means for increasing the engine torque,
It is determined by the idle determination means that the engine is in an idle operation state, the range position determination means determines that the automatic transmission range is a range other than the neutral range or the parking range, and the brake determination means operates the brake. When it is determined that the vehicle is stopped by the brake assist means for assisting the braking force of the brake before the engine torque is increased by the torque increasing means when there is a request to increase the engine load. ,
A vehicle control device comprising: Engine torque estimating means for estimating engine torque increased by the torque increasing means;
The vehicle control apparatus according to claim 1, wherein a brake assist amount for assisting a braking force of the brake is calculated based on the engine torque estimated by the engine torque estimating means. The vehicle control device according to claim 2, wherein the brake assist unit decreases the brake assist amount when it is determined that a predetermined time has elapsed since the request to increase the engine torque was made. The vehicle control apparatus according to claim 2, wherein the brake assist means decreases the brake assist amount when the increased engine torque and a torque corresponding to the engine load become equal. A rotation speed detecting means for detecting the engine rotation speed;
The brake assist means determines that the engine torque and the engine load are equal when it is determined that the engine rotation speed detected by the rotation speed detection means is stable, and reduces the brake assist amount. The vehicle control device according to claim 4, wherein The brake assist means assists a braking force of the brake by controlling an operation amount of a friction member that suppresses rotation of the brake rotating body by pressing the brake rotating body. The vehicle control device according to any one of 5. Hydraulic pressure control means for controlling the hydraulic pressure of the brake cylinder of the brake;
The vehicle control device according to claim 6, wherein the brake assist unit controls an operation amount of the friction engagement member by controlling a hydraulic pressure of the brake cylinder by the hydraulic pressure control unit. Electric control means for controlling the amount of operation of the friction engagement member using an electric motor,
The vehicle control device according to claim 6, wherein an operation amount of the friction engagement member is controlled by controlling an electric motor by the electric control means. An operation determining means for determining whether or not the air conditioner switch is turned on;
9. The vehicle control device according to claim 1, wherein when the air conditioner switch is determined to be turned on by the operation determining means, it is determined that a request for increasing the engine load is made. .

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