JP2013163432A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of securing a necessary brake oil pressure even when a brake oil pressure during holding decreases naturally.SOLUTION: In a vehicle control device 1, a braking drive section 27 increases a first brake oil pressure Pb supplied to a braking device 25 when a brake pedal 21 is pressed at a prescribed force on pedal with a shift lever 15 in a P position more than a second brake oil pressure Pb supplied to the braking device 25 when the brake pedal 15 is pressed at the same force on pedal as the prescribed force on pedal with the shift lever 15 in an operation position different from the P position, and furthermore, in the case where the amount of pressing decreases during pressing of the brake pedal 15 with the shift lever 15 in the P position, performs an oil pressure holding operation not to decrease/increase the brake oil pressure Pb supplied to the braking device 25 at the decrease until the shift lever 15 is operated and switched to be in the operation position different from the P position.

Description

  The present invention relates to a vehicle control device mounted on a vehicle, and more particularly to control of a braking device that brakes driving wheels.

  In recent years, hybrid vehicles that travel using both an engine and a motor have been put into practical use. In such a hybrid vehicle, a braking device that brakes the drive wheel may be frequently operated when the vehicle is stopped. For example, in the stop state from the start of the hybrid system to the startable state of the vehicle, the braking device is frequently operated as described below.

  That is, when starting up the hybrid system, the brake pedal is required to be depressed along with the ON operation of the ignition switch, so that the brake device is actuated by depressing the brake pedal. After the hybrid system is started, the engine is automatically warmed up (for example, the engine is automatically started and stopped) until the coolant temperature of the engine becomes a predetermined temperature or higher. In order to prevent the occurrence of rattling noise between the gears in the power transmission mechanism between the engine and the drive wheels during automatic stop, a motor (for example, a traveling motor and a power generator) during the automatic start and automatic stop. A motor) and a braking device are operated (for example, Patent Document 1). When the vehicle is ready to start, it is necessary to switch the operation position of the shift lever from the P position to the D position. However, since the brake pedal is required to be depressed along with the switching operation, The brake is activated by depressing. Thus, the braking device is frequently operated while the vehicle is stopped.

JP 2007-176368 A

  In general, the braking device is operated by increasing or decreasing the brake hydraulic pressure by a braking drive unit (for example, a brake actuator). That is, when the braking device brakes the driving wheel, the brake hydraulic pressure is increased by the braking drive unit, and when the braking device releases the braking, the brake hydraulic pressure is reduced by the braking drive unit. Therefore, as described above, when the braking device is frequently operated, the number of times of operation of the braking drive unit increases. Therefore, the brake drive unit needs to be designed to ensure durability against an increase in the number of actuations, and there is a problem that the brake drive unit is increased in size and cost.

  As a proposal to solve this problem, once the braking device is operated in a state where the operation position of the shift lever is switched to the P position, the brake hydraulic pressure at the time of the operation is changed to the P position. Proposals have been made to hold the brake drive unit until it is switched to a different operation position. That is, in this proposal, the brake hydraulic pressure is maintained in the brake drive unit when the brake device is once operated, and the brake drive unit is operated when the engine is automatically started and stopped after the operation. Even if it is not performed (that is, while suppressing an increase in the number of actuations of the brake drive unit), the necessary brake hydraulic pressure can be secured.

  However, the above proposal has the following problems. That is, in general, the oil tightness of the hydraulic valve used to maintain the brake hydraulic pressure in the brake drive unit is not perfect, and further the oil valve oil tightness gradually decreases due to wear due to the use of the hydraulic valve. Therefore, the brake hydraulic pressure naturally decreases while the brake hydraulic pressure is maintained. For this reason, when the engine is automatically started and stopped while the brake hydraulic pressure is maintained, the brake hydraulic pressure (that is, necessary to prevent the occurrence of rattling noise between the gears in the power transmission mechanism) There is a problem that the vehicle restraining force cannot be secured. Therefore, there is a problem that it is necessary to operate the brake drive unit in order to ensure the necessary brake hydraulic pressure at the time of automatic start and stop of the engine.

  Therefore, the present invention has been made in view of the above-described problems, and even when the brake hydraulic pressure being held naturally decreases, the necessary brake hydraulic pressure can be secured. An object of the present invention is to provide a vehicle control device that can prevent the occurrence of rattling noise and can suppress an increase in the number of actuations of a brake drive unit.

  In order to solve the above-described problems, a vehicle control device according to the present invention is operated to switch an internal combustion engine that rotates a drive wheel of a vehicle according to a traveling state of the vehicle, and the operation position is switched to a parking position. An operation lever that prohibits the vehicle from traveling, a braking device that brakes the rotation of the drive wheel in accordance with the supplied brake hydraulic pressure, and the brake hydraulic pressure in response to the depression force applied to the brake pedal to the braking device. A brake drive unit for supplying the brake device to the brake device when the brake pedal is depressed with a predetermined depression force in a state where the operation lever is switched to the parking position. The brake pedal is depressed with the same depressing force as the predetermined depressing force when the operating lever is switched to an operating position different from the parking position. More than the second brake hydraulic pressure supplied to the braking device when the brake lever is depressed while the brake lever is depressed while the operation lever is switched to the parking position. When the pressure decreases, the brake hydraulic pressure supplied to the braking device at the time of the decrease is hydraulic pressure holding operation that does not increase until the operation lever is switched to an operation position different from the parking position.

  According to the above configuration, if the amount of depression decreases while the brake pedal is depressed while the operation lever is switched to the parking position, the brake drive unit supplies the brake hydraulic pressure supplied to the braking device at the time of the decrease. The pressure does not increase or decrease until the operation lever is switched to an operation position different from the parking position. As a result, it is possible to prevent an increase in the number of actuations of the brake drive unit when the vehicle is stopped. Further, even if the internal combustion engine is automatically started and stopped while the vehicle is stopped, it is necessary to prevent the occurrence of rattling noise from the gear in the power transmission mechanism between the internal combustion engine and the drive wheels. Brake hydraulic pressure can be secured.

  The first brake hydraulic pressure supplied from the brake control unit to the braking device when the brake pedal is depressed with a predetermined depression force while the operation lever is switched to the parking position is an operation in which the operation lever is different from the parking position. When the brake pedal is depressed with the same depressing force as the predetermined depressing force in the state of being switched to the position, the second brake hydraulic pressure is increased from the second brake hydraulic pressure supplied from the brake driving unit to the brake device. Thereby, the brake hydraulic pressure at the start of the hydraulic pressure holding operation can be set to a large value. As a result, even if the oil tightness of the hydraulic valve of the brake drive unit is not perfect and the brake hydraulic pressure during the hydraulic pressure holding operation naturally decreases, it is necessary until the operation lever is switched to an operation position different from the parking position. Secures the brake hydraulic pressure. Thus, even if the internal combustion engine is automatically started and stopped during the hydraulic pressure holding operation, it is possible to prevent the occurrence of rattling noise from the gear in the power transmission mechanism between the internal combustion engine and the drive wheels. Necessary brake oil pressure can be secured.

  As described above, even if the brake hydraulic pressure during the hydraulic pressure holding operation naturally decreases, the necessary brake hydraulic pressure can be secured, thereby preventing the occurrence of rattling noise between the gears in the power transmission mechanism and the braking drive unit. Increase in the number of operations can be suppressed.

  The vehicle control device according to the present invention is the vehicle control device described above, wherein the amount of decrease in hydraulic pressure per predetermined time of the brake hydraulic pressure supplied to the braking device is detected during the hydraulic pressure holding operation. Then, the increase amount of the first brake oil pressure relative to the second brake oil pressure is changed according to the detected oil pressure decrease amount.

  According to the above configuration, the hydraulic pressure decrease amount per predetermined time of the brake hydraulic pressure supplied to the braking device is detected during the hydraulic pressure holding operation, and the second brake hydraulic pressure with respect to the second brake hydraulic pressure is determined according to the detected hydraulic pressure decrease amount. The increase amount of 1 brake hydraulic pressure is changed. As a result, the first brake hydraulic pressure is prevented from being increased more than necessary, so that the frequency of operation of the hydraulic pump for increasing the first brake hydraulic pressure can be minimized. Generation of operating noise and deterioration of fuel consumption can be suppressed.

  According to the vehicle control device of the present invention, the necessary brake hydraulic pressure can be ensured even if the brake hydraulic pressure during the hydraulic pressure holding operation naturally decreases, thereby generating rattling noise from between the gears in the power transmission mechanism. As well as an increase in the number of actuations of the brake drive unit.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle control device according to a first embodiment. It is a flowchart explaining operation | movement of the braking control part of 1st Embodiment. It is a time chart explaining operation | movement of the control apparatus for vehicles which concerns on 1st Embodiment. It is a time chart explaining operation | movement of the conventional vehicle control apparatus. It is a flowchart explaining operation | movement of the braking control part of 2nd Embodiment. It is a flowchart explaining operation | movement of the braking control part of 3rd Embodiment.

    Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<< First Embodiment >>
<Overall configuration>
FIG. 1 is a schematic configuration diagram of a vehicle equipped with a vehicle control device according to a first embodiment of the present invention.

  As shown in FIG. 1, the vehicle control device 1 according to this embodiment is mounted on a vehicle 2 and controls a braking device 25 that brakes the drive wheels 5 of the vehicle 2, and more specifically, When the braking device 25 is once operated with the operating position of the shift lever (operating lever) 15 switched to the P position, the brake hydraulic pressure Pb at that time is changed to the operating position of the shift lever 15 at the D position. Until the switching operation is performed, pressure increase / decrease is not performed (that is, maintained), so that generation of rattling noise from between the gears in the power transmission mechanism 7 during the automatic start and automatic stop of the engine EG is prevented. In addition, an increase in the number of actuations of the braking drive unit 27 that drives the braking device 25 is suppressed.

  The vehicle 2 of this embodiment is configured as a hybrid vehicle as shown in FIG. In other words, the vehicle 2 uses the engine EG, the power storage device B, the first motor generator MG1 for power generation and engine start, the second motor generator MG2 for travel, and the power stored in the power storage device B for the first time. And an inverter 3 that drives the second motor generators MG1 and MG2, a power transmission mechanism 7 that transmits the power of each of the engine EG and the second motor generator MG2 to the drive wheels 5, and a brake system 11 that brakes the drive wheels 5. Various vehicle sensors S1 to S6 that detect the driving state of the vehicle 2, an ignition switch (hereinafter referred to as an IG switch) SW that receives a start operation of the system of the vehicle 2, and detection results of the vehicle sensors S1 to S6 And controls the engine EG, inverter 3, brake system 11 and the like based on the input operation of the IG switch SW And a control unit 13.

  This vehicle 2 is a vehicle on which at least an engine EG and a traveling second motor generator MG2 are mounted, and each of the engine EG and the traveling second motor generator MG2 is driven through a power split mechanism 7 to drive wheels 5. It is a hybrid vehicle directly connected to. The vehicle 2 is not particularly limited to a hybrid vehicle, and may be any vehicle having an engine EG directly connected to the drive wheels 5 via the power transmission mechanism 7.

  Each of the vehicle sensors S1 to S6 includes an engine rotation speed sensor S1, a shift position sensor S2, a master cylinder pressure sensor S3, a brake hydraulic pressure sensor S4, a vehicle speed sensor S5, and an accelerator opening sensor S6.

  The engine rotation speed sensor S1 detects the rotation speed of the engine EG and transmits the detection result to the engine control unit 13b.

  The shift position sensor S2 detects the current operation position (shift position) of the shift lever 15. The shift lever 15 is switched by the driver to one of the plurality of operation positions according to the traveling state. The shift position sensor S <b> 2 outputs a signal indicating the operation position selected by the switching operation of the shift lever 15 to the control device 13. The plurality of operation positions include, for example, a P (parking) position that prohibits traveling of the vehicle 2 and a drive (forward traveling) position that enables traveling of the vehicle 2 (hereinafter referred to as D position). It is.

  In this embodiment, the operation of switching the operation position of the shift lever 15 to the P position can be performed only when the brake pedal 21 is depressed. As such a mechanism, for example, when the brake pedal 21 is not depressed, a mechanical mechanism for prohibiting the switching operation to the P position may be provided in the vehicle 2 or the control device 13 may be provided by the driver. When the vehicle 2 is equipped with a shift-by-wire system that switches the operation position of the shift lever 15 by operating the electric actuator by an instruction or automatically, the control device 13 is used when the brake pedal 21 is not depressed. The switching operation to the P position may be prohibited and the switching operation to the P position may be permitted only when the brake pedal 21 is depressed.

  The master cylinder pressure sensor S3 detects a hydraulic pressure (master cylinder pressure) Pm converted by a master cylinder 23 described later, and outputs the detection result to the control device 13.

  The brake oil pressure sensor S4 detects a brake oil pressure (that is, a brake oil pressure in the brake device 25) Pb supplied from a brake drive unit 27 described later to a brake device 25 described later, and outputs the detection result to the control device 13.

  The vehicle speed sensor S 5 detects the vehicle speed V of the vehicle 10 and outputs the detection result to the control device 13. The accelerator opening sensor S6 detects the depression amount of the accelerator pedal 16 of the vehicle 10 and outputs the accelerator opening Acc corresponding to the depression amount to the control device 13.

  The engine EG is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine, and the control device 13 controls intake air amount of intake air, fuel supply amount, ignition timing, and the like. It is driven by.

  The power storage device B is a chargeable / dischargeable secondary battery (for example, a high voltage storage battery), and is configured by, for example, a lithium ion battery or a nickel metal hydride battery.

  Each of the first and second motor generators MG1, MG2 is, for example, a three-phase AC rotating electric machine, and has a function as an electric motor (motor) and a function as a generator (generator). First and second motor generators MG1, MG2 are connected to power storage device B via inverter 3.

  Power transmission mechanism 7 includes a power split mechanism 100 that splits the power of engine EG into first motor generator MG1 and reduction gear 300, a transmission 200 that shifts the power of second motor generator MG2, power split mechanism 100, and A reduction gear 300 that rotationally drives the drive wheels 5 with each power from the transmission 200, and the rotation of the drive wheels 5 to prevent the vehicle 10 from running when the shift lever 15 is switched to the P position. And a parking lock mechanism 400 that restricts automatically. The reduction gear 300 includes a drive shaft 301 coupled to the drive wheel 5.

  Power split device 100 splits the power input from engine EG into power to first motor generator MG1 and power to reduction gear 300.

  The power distribution mechanism 100 is constituted by a planetary gear mechanism. That is, the power distribution mechanism 100 includes a first sun gear S1 as an external gear, a first ring gear R1 as an internal gear disposed concentrically with the first sun gear S1, a first sun gear S1 and a first ring gear R1. A plurality of first pinion gears P1 meshing with both the first pinion gears P1 and a first carrier C1 that holds the plurality of first pinion gears P1 so as to rotate and revolve freely, and includes a first sun gear S1, a first ring gear R1, and a first carrier. A differential action is performed using C1 as a rotating element. The rotation shaft of the engine EG is connected to the first carrier C1, the rotation shaft of the first motor generator MG1 is connected to the first sun gear S1, and the reduction gear 300 is connected to the first ring gear R1.

  In the power split mechanism 100, the power of the engine EG input to the first carrier C1 is split and output to the first sun gear S1 side and the first ring gear R1 side according to their gear ratios. Then, the power output to the first sun gear S1 is output to the first motor generator MG1 to cause the first motor generator MG1 to generate power. On the other hand, the power output to the first ring gear R1 is output to the reduction gear 300 to drive the drive wheels 5 to rotate. It is possible to output all of the power of the engine EG to the first sun gear S1 side or the first ring gear R1 side.

  In power split device 100, when engine EG is stopped and first motor generator MG1 is driven as an electric motor, first sun gear S1 connected to first motor generator MG1 is rotationally driven. The first carrier C1 is rotationally driven to start (cranking) the engine EG.

  The transmission 200 is configured by a planetary gear mechanism. That is, the transmission 200 includes a second sun gear S2 as an external gear, a second ring gear R2 as an internal gear disposed concentrically with the second sun gear S2, and both the second sun gear S2 and the second ring gear R2. A plurality of second pinion gears P2 that mesh with the second pinion gears P2 and a second carrier C2 that holds the plurality of second pinion gears P2 so as to rotate and revolve freely. The second carrier C2 is fixed so as not to rotate, and the second sun gear A differential action is performed using S2 and the second ring gear R2 as rotating elements. The rotation shaft of the second motor generator MG2 is connected to the second sun gear S2, and the reduction gear 300 is connected to the first ring gear R1.

  The transmission 200 may be omitted, and the rotation shaft of the second motor generator MG2 may be directly connected to the reduction gear 300.

  The parking lock mechanism 400 rotates the first and second ring gears R1 and R2 in the power transmission mechanism 7 in order to inhibit the vehicle 10 from traveling when the operation position of the shift lever 15 is switched to the P position. Is fixed to mechanically limit the rotation of the drive wheel 5.

  The parking lock mechanism 400 includes a parking lock gear 400a, a parking lock pole 400b, and a barking lock actuator 400c.

  Parking lock gear 400a is arranged to rotate integrally with first ring gear 102 and second ring gear R2. The parking lock pole 400b has a protrusion that can be matched between the teeth of the parking lock gear 400a. The parking lock pole 400b is disposed so as to be movable forward / backward with respect to the parking lock gear 400a. The parking lock actuator 400c moves the parking lock pole 400b to be movable forward / backward with respect to the parking lock gear 400a in accordance with a control signal from the control device 13.

  In the parking lock mechanism 400, when the operation position of the shift lever 15 is switched to the P position, the control device 13 controls the parking lock actuator 400c so that the parking lock pole 400b moves forward. In the forward state, the protrusion of the parking lock pole 400b matches between the teeth of the parking lock gear 400a, and the rotation of the parking lock gear 400a is restricted. Due to this restriction, the rotation of the drive wheel 5 is restricted. On the other hand, when the operation position of the shift lever 15 is switched to a position different from the P position, the control device 13 controls the parking lock actuator 400c so that the parking lock pole 400b moves backward. In this reverse state, the protrusion of the parking lock pole 400b is separated from the teeth of the parking lock gear 400a, and the restriction on the rotation of the parking lock gear 400a is released. With this release, the limitation on the rotation of the drive wheel 5 is released.

  In this parking lock mechanism 400, the parking lock pawl 400b is moved by the parking lock actuator 400c. However, the parking lock actuator 400c is omitted, and the parking lock pawl 400b is moved directly in conjunction with the operation of the shift lever 15. You may let them.

  The brake system 11 brakes the rotation of the drive wheels 5 according to the depression operation of the brake pedal 21 or according to the control of the control device 13.

  The brake system 11 includes a brake pedal 21 that accepts a driver's stepping operation, a mass cylinder 23 that supplies a brake hydraulic pressure Pb to the braking device 25 according to the depression force applied to the brake pedal 21, and a brake hydraulic pressure Pb that is supplied. A brake device 25 that brakes the drive wheel 5 and a brake drive unit (for example, a brake actuator) 27 that controls the brake hydraulic pressure Pb supplied to the brake device 25 are provided.

  The master cylinder 23 converts the depression force generated by the depression operation of the brake pedal 21 into a hydraulic pressure (mass cylinder pressure) Pm, and supplies the converted hydraulic pressure Pm to the braking device 25 as a brake hydraulic pressure Pb via the braking drive unit 27.

  The brake device 25 is configured as a hydraulic (mechanical) brake device, and includes a disc-shaped brake disk 25b and a brake caliper 25a. The brake disc 25a is concentrically fixed to the drive shaft 301 of the reduction gear 300. The brake caliper 25a includes a brake pad 25c and a wheel cylinder 25d that moves the brake pad 25c so as to be able to be pressed / released against the brake disc 25b.

  In the brake device 25, when the brake hydraulic pressure Pb is supplied from the brake drive unit 27, the wheel cylinder 25d is driven by the brake hydraulic pressure Pb, and the brake pad 25c is pressed against the brake disc 25a. Thereby, the rotation of the brake disk 25a is braked, and the rotation of the drive wheel 55 is braked. When the brake hydraulic pressure Pb is not supplied from the brake drive unit 27, the pressing of the brake pad 25c against the brake disc 25a is released, and the braking of the rotation of the drive wheel 55 is released.

  The brake drive unit 27 supplies the hydraulic pressure Pm from the master cylinder 23 to the brake device 25 as the brake hydraulic pressure Pb, and holds the supplied brake hydraulic pressure Pb in accordance with the control of the brake control unit 13d (that is, does not increase or decrease the pressure). ) Or increase pressure.

  The braking drive unit 27 includes a pressure accumulator 27 a that accumulates hydraulic pressure, a hydraulic pump 27 b that accumulates hydraulic pressure in the accumulator 27 a, a holding valve 27 c that holds the brake hydraulic pressure Pb supplied to the braking device 25, and the braking device 25. A pressure reducing valve 27d for reducing the supplied brake hydraulic pressure Pb and hydraulic pressure supply paths K1 to K4 for supplying and reducing the brake hydraulic pressure Pb are provided.

  Each of the hydraulic pressure supply paths K <b> 1 to K <b> 3 is connected in series between the master cylinder 23 and the braking device 25 and supplies the hydraulic pressure from the master cylinder 23 to the braking device 25. In the hydraulic pressure supply path K2, a holding valve 27c is provided, and a pressure accumulator 27a is provided on the master cylinder 23 side of the holding valve 27c. The hydraulic pressure supply path K4 is connected in parallel to the hydraulic pressure supply path K2, and a pressure reducing valve 27d is disposed in the hydraulic pressure supplying path K4, and a hydraulic pump 27b is disposed on the master cylinder 23 side of the pressure reducing valve 27d.

  In the brake drive unit 27, the opening / closing of each of the holding valve 27c and the pressure reducing valve 27d is controlled and the operation / stop of the hydraulic pump 27b is controlled according to the control from the brake control unit 13d. When the holding valve 27c is opened and the pressure reducing valve 27d is closed while the hydraulic pump 27b is stopped, the hydraulic pressure Pm supplied from the master cylinder 23 in response to the depression of the brake pedal 21 is changed to the hydraulic pressure supply paths K1 to K1. The brake oil pressure Pb is supplied to the brake device 25 through K3. As a result, the braking device 25 is actuated to brake the rotation of the drive wheels 5. At that time, when the rotation of the drive wheel 55 is braked more than the depression force pressure of the depression force applied to the brake pedal 21, the hydraulic pump 27b is operated according to the control of the braking control unit 13d. By this operation, the hydraulic pressure is accumulated in the pressure accumulator 27a, and the accumulated hydraulic pressure is pressurized to the brake hydraulic pressure Pb to increase the brake hydraulic pressure Pb, whereby the rotation of the drive wheel 55 is more strongly braked. When holding the brake hydraulic pressure Pb supplied to the braking device 25, both the holding valve 27c and the pressure reducing valve 27d are closed. When releasing the holding of the brake hydraulic pressure Pb, the holding valve 27c is closed and the pressure reducing valve 27d is opened. As a result, the brake hydraulic pressure Pb supplied to the braking device 25 (that is, the brake hydraulic pressure Pb in the braking device 25) is released through the hydraulic pressure supply paths K3 and K4, and the holding thereof is released.

  The control device 13 includes a power source control unit 13a that controls the power source of the vehicle 2, an engine control unit 13b that controls the engine EG, a braking control unit 13d that controls the brake system 11, the control units 13b and 13d, and the inverter 3 And a drive control unit 13c that controls the drive state of the vehicle 2 by controlling the control.

  When the driver performs an activation operation to activate the system of the vehicle 2 with respect to the IG switch SW, the power control unit 13a is configured on the condition that the brake pedal 21 is depressed (for example, a hybrid system). The drive control system (such as a drive control system) starts power supply to start the system, and outputs a start signal indicating that the start operation has been performed to the drive control unit 13c.

  The power supply control unit 13a determines that the brake pedal 21 is depressed when receiving a depression detection signal indicating that the depression amount of the brake pedal 21 is equal to or greater than a predetermined depression amount from the braking control unit 13d. .

  The brake control unit 13d calculates the depression amount of the brake pedal 15 based on the detection result of the master cylinder pressure sensor S3, and when the calculated depression amount is equal to or greater than a predetermined depression amount, the brake pedal 15 is depressed. And a depression detection signal indicating that is output to the power supply control unit 13a.

  The brake control unit 13d controls (a1) the brake drive unit 27 so that the brake hydraulic pressure Pb is supplied to the brake device 25 according to the depression operation of the accelerator pedal 21, and (b1) operates the shift lever 15. The brake drive unit 27 is controlled so that the magnitude of the brake hydraulic pressure Pb with respect to the depression force applied to the brake pedal 21 changes according to the position.

  More specifically, in (a1), the braking control unit 13d opens the holding valve 27c of the braking drive unit 27 and closes the pressure reducing valve 27d. Thereby, the mass cylinder hydraulic pressure Pm generated in the mass cylinder 23 in response to the depression operation of the accelerator pedal 21 is supplied to the brake device 25 as the brake hydraulic pressure Pb through the hydraulic pressure supply paths K1 to K3.

  In more detail, in (b1), the braking control unit 13d, for example, in the state where the operation position of the shift lever 15 is switched to an operation position (for example, D position) different from the P position, for example, the braking device 25 The hydraulic pump 27b is controlled so that the brake hydraulic pressure Pb supplied to the pressure equals the pedal pressure Pt of the pedal effort on the brake pedal 21. That is, the braking control unit 13d detects whether or not the brake pedal 21 is depressed based on the detection result of the master cylinder pressure sensor 23 when the operation position of the shift lever 15 is switched to an operation position different from the P position. If the brake pedal 21 is depressed as a result of the detection, the depression force pressure Pt of the depression force resulting from the depression operation is detected based on the detection result of the master cylinder pressure sensor 23 and detected by the brake hydraulic pressure sensor S4. The hydraulic pump 27b is controlled so that the brake hydraulic pressure Pb is Pb = Pt.

  In (b1), the brake control unit 13d supplies the brake device 25 to the brake device 25 when the brake pedal 21 is depressed with a predetermined depression force when the operation position of the shift lever 15 is switched to the P position. When the brake pedal 15 is depressed with the same depressing force as the predetermined depressing force in a state where the operation position of the shift lever 15 is switched to an operation position different from the P position, the braking device 25 is applied. The brake drive unit 27 is controlled so as to be higher than the brake hydraulic pressure (second hydraulic pressure) Pb supplied to the motor. Note that the braking control unit 13d determines the operation position of the shift lever 15 based on, for example, the detection result of the shift position sensor S2.

  More specifically, in (b1), the brake control unit 13d, for example, when the operation position of the shift lever 15 is switched to the P position, for example, the brake hydraulic pressure Pb is applied to the brake pedal 21 as a pedal force pressure Pt. (That is, the brake hydraulic pressure Pb when the operation position of the shift lever 15 is switched to the operation position different from the P position) is a constant k times (that is, Pb = k × Pt (where k> 1)). Thus, the hydraulic pump 27b is operated. In this state, the brake hydraulic pressure Pb is controlled to a hydraulic pressure larger than the pedal pressure Pt applied to the brake pedal 21.

  Here, at the P position, the brake hydraulic pressure Pb is controlled so that the relationship of Pb = k × Pt is established with respect to the pedal pressure Pt applied to the brake pedal 21, but instead of this relationship, It may be controlled so that the relationship of Pb = Pt + α (α> 0) is satisfied (that is, the brake hydraulic pressure Pb may be controlled to be increased by a constant α of the pedal pressure Pt applied to the brake pedal 21). Good). As will be described later, the constants k and α are appropriately set so that the brake hydraulic pressure Pb required at the time of automatic start and stop of the engine EG can be secured against the natural decrease of the brake hydraulic pressure Pb during the hydraulic pressure holding operation. Set to a value.

  In addition, the brake control unit 13d, when the operation amount of the shift lever 15 is switched to the P position and the amount of depression decreases while the brake pedal 15 is depressed, the brake supplied to the braking device 25 at the time of the decrease. The brake drive unit 27 does not increase or decrease the hydraulic pressure Pb until the operation position of the shift lever 15 is switched to an operation position (for example, D position) different from the P position (that is, the hydraulic pressure holding operation is performed). To control.

  More specifically, when the operation position of the shift lever 15 is switched to the P position, the braking control unit 13d determines the amount of depression during the depression of the brake pedal 15 based on the detection result of the master cylinder pressure sensor S3. When the amount of depression has decreased as a result of the detection, the holding valve 27c is closed while the pressure reducing valve 27d is closed, and is supplied to the braking device 25 when the decrease is detected. The brake hydraulic pressure Pb is held in the brake drive unit 27. When the operation position of the shift lever 15 is switched to the D position, the brake control unit 13d opens the pressure reducing valve 27d with the holding valve 27c closed, and releases the held brake hydraulic pressure Pb. To do.

  The drive control unit 13c controls (a2) the parking lock mechanism 400 according to the operation position of the shift lever 15, (b2) automatically starts the engine EG when the automatic start condition of the engine EG is satisfied, and ( c2) When the automatic stop condition of the engine EG is satisfied, the engine EG is automatically stopped, and (d2) the traveling of the vehicle 2 is controlled according to the depression operation of the accelerator pedal. The drive control unit 13c determines the operation position of the shift lever 15 based on the detection result of the shift position sensor S2.

  More specifically, in the above (a2), when the operation position of the shift lever 15 is the P position, the drive control unit 13c performs the parking lock mechanism so that the rotation of the drive wheels 5 is restricted as described above. 400, on the other hand, if the operation position of the shift lever 15 is an operation position different from the P position, the parking lock mechanism 400 is controlled so that the restriction on the rotation of the drive wheels 5 is released as described above. .

In more detail, in (b2), the drive control unit 13c determines that the automatic start condition of the engine EG is after the system of the vehicle 2 is activated and the operation position of the shift lever 15 is the P position. It is determined whether or not the cooling water temperature of the engine EG is lower than a predetermined temperature. If the cooling water temperature of the engine EG is lower than the predetermined temperature as a result of the determination, it is determined that the automatic start condition of the engine EG is satisfied. Then, the engine EG is automatically started via the engine control unit 13b, and the engine EG is warmed up until the cooling water temperature of the engine EG becomes equal to or higher than the predetermined temperature. It is determined whether or not the charge amount is less than the predetermined charge amount. As a result of the determination, if the charge amount of the power storage device B is less than the predetermined charge amount, the engine EG Is determined, the engine EG is automatically started via the engine control unit 13b, and the first motor generator MG1 is driven as a generator by the power of the engine EG to charge the power storage device B. You may charge until the quantity becomes more than the said predetermined charge amount.

  At that time (when the engine EG is automatically started), the drive control unit 13c functions as a starter motor by outputting torque in the forward rotation direction from the first motor generator MG1 via the inverter 3. At the same time, the torque in the forward rotation direction is also output from the second motor generator MG2 to prevent the occurrence of rattling noise between the gears in the power split mechanism 7.

  The backlash between the gears in the power transmission mechanism 7 (play between tooth surfaces) is packed by the torque in the forward rotation direction of the second motor generator MG2, and the rattling noise caused by the backlash is generated. Is suppressed. Further, the torque in the forward rotation direction of the second motor generator MG2 becomes a reaction force with respect to the torque in the forward rotation direction of the first motor generator MG1, whereby the torque in the forward rotation direction of the first motor generator MG1 is output to the engine EG. Then, the engine EG is started to rotate in the forward rotation direction, and the engine EG is started by starting the ignition control and the fuel ejection control of the engine EG simultaneously with the start of the rotation. In addition, since the reaction force varies, a rattling sound may be generated from between the gears in the power split mechanism 7 due to the variation, thus preventing the occurrence of a rattling sound due to the variation in the reaction force. Therefore, it is desirable to actuate the braking device 25 to brake the drive wheel 5. However, in this embodiment, when the engine EG is automatically started, the drive wheel 5 is moved by the hydraulic pressure holding operation of the brake drive unit 27. Since braking is performed by the braking device 25, generation of rattling noise due to the variation in the reaction force is prevented.

  In more detail, in (c2), the drive control unit 13c determines that the engine EG is in an automatic stop condition when the operation position of the shift lever 15 is the P position and the engine EG is in the driving state. It is determined whether or not the cooling water temperature of the EG is equal to or higher than a predetermined temperature. As a result of the determination, if the cooling water temperature of the engine EG is equal to or higher than the predetermined temperature, it is determined that the automatic stop condition of the engine EG is satisfied. Then, the engine EG is automatically stopped via the engine control unit 13b.

  When the engine EG automatic start condition is that the charge amount of the power storage device B is less than the predetermined charge amount, the charge amount of the power storage device B is less than the predetermined charge amount as the engine EG automatic stop condition. If the charge amount of the power storage device B is less than the predetermined charge amount, it is determined that the automatic stop condition for the engine EG is satisfied, and the engine control unit 13b is The engine EG may be automatically stopped through.

  At that time (when the engine EG is automatically stopped), the drive control unit 13c outputs the torque in the reverse rotation direction from the first motor generator MG1 via the inverter 3 to stop the first motor generator MG1 from the engine EG. In addition to functioning as a reaction force element, the second motor generator MG2 outputs torque in the reverse rotation direction to prevent the occurrence of rattling noise between the gears in the power split mechanism 7.

  The backlash between the gears in the power transmission mechanism 7 (play between tooth surfaces) is packed by the torque in the reverse rotation direction of the second motor generator MG2, and the rattling noise caused by the backlash is generated. Is suppressed. Further, the torque in the reverse rotation direction of the second motor generator MG2 becomes a reaction force with respect to the torque in the reverse rotation direction of the first motor generator MG1, whereby the torque in the reverse rotation direction of the first motor generator MG1 is output to the engine EG. Then, the torque in the reverse rotation direction acts on the engine EG to stop the rotation of the engine EG, and the engine EG is stopped by stopping the rotation control and the ignition control and the fuel ejection control of the engine EG. In addition, since the reaction force varies, a rattling sound may be generated from between the gears in the power split mechanism 7 due to the variation, thus preventing the occurrence of a rattling sound due to the variation in the reaction force. Therefore, it is desirable to actuate the braking device 25 to brake the drive wheel 5. However, in this embodiment, when the engine EG is automatically stopped, the drive wheel 5 is moved by the hydraulic pressure holding operation of the brake drive unit 27. Since braking is performed by the braking device 25, generation of rattling noise due to the variation in the reaction force is prevented.

  In more detail, in (d2), when the operation position of the shift lever 15 is in the D position, the drive control unit 13c responds to detection results of the vehicle speed sensor S2 and the accelerator opening sensor S3. Then, the required driving force required for traveling of the vehicle 10 is obtained, and the respective burdens of the engine EG and the second motor generator MG2 are determined with respect to the required driving force, and the engine driving is performed based on those burdens. The engine EG is driven via the portion 13b and the second motor generator MG2 is driven via the inverter 3, thereby causing the vehicle 10 to travel.

<Description of operation>
Based on FIG. 2, the operation of the main part (braking control unit 13d) of the vehicle control device 1 will be described. FIG. 2 is a flowchart for explaining the operation of the braking control unit 13d.

  In step U1, the braking control unit 13d determines the operation position of the shift lever 15 based on the detection result of the shift position sensor S2. As a result of the determination, if the operation position of the shift lever 15 is the P position, the process proceeds to step U2. On the other hand, if the operation position of the shift lever 15 is not the P position, the process proceeds to step U7.

  In step U2, the brake control unit 13d controls the brake drive unit 27 so that the brake hydraulic pressure Pb supplied to the brake device 25 is a constant k (k> 1) times the pedal pressure Pt applied to the brake pedal 15. That is, the braking control unit 13d opens the holding valve 27c and closes the pressure reducing valve 27d, and controls the hydraulic pump 27b so that the brake hydraulic pressure Pb supplied to the braking device 25 becomes Pb = k × Pt. To do. As a result, a brake hydraulic pressure Pb larger than the pedal effort pressure Pt generated by the depression operation of the brake pedal 15 is supplied to the braking device 25. Then, the process proceeds to Step U3.

  In step U3, the braking controller 13d determines whether or not the amount of depression has decreased during the depression of the brake pedal 15 based on the detection result of the master cylinder pressure sensor S3. As a result of the determination, if the amount of depression of the brake pedal 15 has decreased, the process proceeds to step U4. On the other hand, if the amount of depression of the brake pedal 15 has not decreased, the process returns to step U1.

  In step U4, the brake control unit 13d controls the brake drive unit 27 so that the brake hydraulic pressure Pb supplied to the braking device 25 during the decrease is not reduced (that is, the hydraulic pressure holding operation is performed). That is, when it is determined in step U3 that the amount of depression of the brake pedal 15 has decreased, the braking control unit 13d closes the holding valve 27c with the pressure reducing valve 27d closed. Thereby, the brake hydraulic pressure (that is, the brake hydraulic pressure in the brake device 25) Pb supplied to the brake device 25 at the time of the decrease is not reduced or increased. Then, the process proceeds to step U5.

  In step U5, the braking control unit 13d performs the same determination as in step U1. As a result of the determination, if the operation position of the shift lever 15 is the P position, the process proceeds to step U6. On the other hand, if the operation position of the shift lever 15 is not the P position, the process proceeds to step U7.

  In step U6, the braking control unit 13d performs the same process as in step U2. Then, the process returns to step U5.

  On the other hand, in step U7, the brake control unit 13d controls the brake drive unit 27 so that the brake hydraulic pressure Pb supplied to the brake device 25 is equal to the pedal pressure Pt applied to the brake pedal 15. That is, the braking control unit 13d opens the holding valve 27c and closes the pressure reducing valve 27d, and controls the hydraulic pump 27b so that the brake hydraulic pressure Pb supplied to the braking device 25 becomes Pb = Pt. As a result, the brake hydraulic pressure Pb equal to the pedal effort pressure Pt generated by the depression of the brake pedal 15 is supplied to the braking device 25. Then, the process returns to step U1. If the process proceeds from step U5 to step U7, the hydraulic pressure holding operation in step U4 is canceled by the process in step U7.

  As can be seen from steps U2 and U7, in this embodiment, the brake hydraulic pressure at step U2 (that is, the brake pedal 15 has a predetermined pedaling force (stepping force pressure Pt) with the shift lever 15 being switched to the P position). The brake hydraulic pressure Pb (= k × Pt) supplied to the braking device 25 when depressed in step B7 is the brake hydraulic pressure in step U7 (that is, the shift lever 15 is switched to an operation position different from the P position). Thus, the brake pedal 15 is increased over the brake pressure (Pb) (= Pt) supplied to the brake device 25 when the brake pedal 15 is depressed with the same depression force (the depression force pressure Pt) as the predetermined depression force.

  Next, the overall operation of the vehicle control device 1 will be described with reference to FIG. Before that, in order to make it easy to understand the characteristics of the operation of the vehicle control device 1, the conventional operation will be described with reference to FIG. FIG. 4 is a time chart for explaining a conventional operation from the start of the vehicle system until the vehicle is ready to start.

  FIG. 4 shows the on / off state of the IG switch SW, the operation position of the shift lever 15, the amount of depression of the brake pedal 21, the engine speed, the output torque Ta of the first motor generator MG1, and the second motor generator MG2. Each time change of the output torque Tb and the brake hydraulic pressure Pb supplied to the braking device 25 is shown. In FIG. 4, the system of the vehicle 2 is initially in a stopped state, and the operation position of the shift lever 15 is also initially switched to the P position.

  In the following, for convenience of explanation, the conventional operation will be described on the assumption that the vehicle control apparatus 1 performs the conventional operation.

  At time t0, the driver starts the depression operation of the brake pedal 21 to activate the system of the vehicle 2, and at time t1 after the depression amount reaches a predetermined depression amount, the driver turns on the IG switch SW. An on operation (ie, a start operation) is performed. Thereby, the power supply control unit 13a starts supplying power to the system of the vehicle 2, and the system of the vehicle 2 is activated. Then, after the system of the vehicle 2 is activated, the driver releases the depression operation of the brake pedal 21. During this time, the brake hydraulic pressure Pb increases in conjunction with the start of the depression operation of the brake pedal 21 and decreases to a value of 0 in conjunction with the release of the depression operation.

  When the automatic start condition for the engine EG is satisfied at time t2 (for example, when the engine EG is warmed up because the coolant temperature of the engine EG is lower than a predetermined temperature), the drive control unit 13c automatically starts the engine EG. In this case, in order to prevent rattling noise from between the gears in the power transmission mechanism 7, the brake drive unit 27 is controlled via the brake control unit 13d so that the brake hydraulic pressure Pb increases to a predetermined hydraulic pressure Pb1. At the same time, the second motor generator MG2 is controlled via the inverter 3 so that the output torque Tb of the second motor generator MG2 increases from the value 0 to the predetermined torque Tb1 in the forward rotation direction.

  Then, at time t3, when the brake hydraulic pressure Pb reaches the predetermined hydraulic pressure Pb1, the drive control unit 13c controls the brake control unit 13d so that the brake hydraulic pressure Pb is held at the predetermined hydraulic pressure Pb1 (that is, not increased or decreased). The brake drive unit 27 is controlled via Further, when the output torque Tb of the second motor generator MG2 reaches the predetermined torque Tb1, the drive control unit 13c is configured to output the second motor generator via the inverter 3 so that the output torque Tb is held at the predetermined torque Tb1. Control MG2.

  The predetermined torque Tb1 prevents the occurrence of rattling noise between the gears in the power transmission mechanism 7, and outputs the rotational force of the first motor generator MG1 to the engine EG when the engine EG is started. It is a torque that generates a reaction force, and is a value determined according to the specifications of the vehicle 2 and the like.

  Then, at time t4, the drive control unit 13c controls the inverter 3 to increase the output torque Ta of the first motor generator MG1 from the value 0 in the forward rotation direction and to positively increase the output torque Tb of the second motor generator MG2. Increase in the direction of rotation. Thus, output torque Ta of first motor generator MG1 is output to engine EG, and engine EG starts to rotate. Then, the drive control unit 13c controls the engine control unit 13b together with the start of rotation of the engine EG, and causes the engine EG to be ignited and fuel injected.

  Then, at time t5, when the rotational speed of engine EG becomes equal to or higher than the predetermined rotational speed, drive control unit 13c determines that engine EG has started, and outputs torque Ta of first and second motor generators MG1 and MG2. , Tb are controlled via inverter 3 so that first and second motor generators MG1, MG2 decrease so as to decrease toward 0.

  Then, at time t6, drive control unit 13c controls first motor generator MG1 via inverter 3 so that output torque Ta of first motor generator MG1 is held at a value of zero. The drive control unit 13c controls the second motor generator MG2 via the inverter 3 so that the output torque Tb of the second motor generator MG2 decreases toward the value 0, and the brake hydraulic pressure Pb is set to a predetermined hydraulic pressure Pb1. The braking drive unit 27 is controlled via the braking control unit 13d so as to decrease by a predetermined change amount from 0 to 0.

  At time t7, drive control unit 13c controls second motor generator MG2 via inverter 3 so that output torque Tb of second motor generator MG2 is held at a value of zero. Further, the drive control unit 13c controls the brake drive unit 27 via the brake control unit 13d so that the brake hydraulic pressure Pb is maintained at the value 0.

  When the automatic stop condition for engine EG is satisfied at time t8 (for example, when the engine EG has been warmed up because the coolant temperature of engine EG has exceeded a predetermined temperature), drive control unit 13c performs engine EG. In order to prevent rattling noise between the gears in the power transmission mechanism 7 at the time of automatic stop, the brake drive unit 27 via the brake control unit 13d so that the brake hydraulic pressure Pb increases to a predetermined hydraulic pressure Pb1. And the second motor generator MG2 is controlled via the inverter 3 so that the output torque Tb of the second motor generator MG2 increases from the value 0 in the reverse rotation direction.

  Then, at time t9, when the brake hydraulic pressure Pb reaches the predetermined hydraulic pressure Pb1, the drive control unit 13c moves the braking drive unit 27 through the brake control unit 13d so that the brake hydraulic pressure Pb is held at the predetermined hydraulic pressure Pb1. Control. Further, the drive control unit 13c increases the output torque Ta of the first motor generator MG1 from the value 0 in the reverse rotation direction and increases the output torque Tb of the second motor generator MG2 in the reverse rotation direction via the inverter 3. . Thereby, output torque Ta in the reverse rotation direction of first motor generator MG1 is output to engine EG, and the torque in the reverse rotation direction acts on engine EG to suppress the rotation of engine EG. Then, the drive control unit 13c controls the engine control unit 13b while suppressing the rotation of the engine EG, and stops the ignition and fuel injection of the engine EG.

  Then, at time t10, when the rotational speed of engine EG becomes less than the predetermined rotational speed, drive control unit 13c determines that engine EG has stopped and outputs torque Ta of first and second motor generators MG1, MG2. , Tb are controlled via inverter 3 so that first and second motor generators MG1, MG2 decrease so as to decrease toward 0.

  Then, at time t11, drive control unit 13c controls first motor generator MG1 via inverter 3 so that output torque Ta of first motor generator MG1 is held at a value of zero. The drive control unit 13c controls the second motor generator MG2 via the inverter 3 so that the output torque Tb of the second motor generator MG2 decreases in the positive rotation direction toward the value 0, and the brake hydraulic pressure Pb is The brake drive unit 27 is controlled via the brake control unit 13d so as to decrease from the predetermined hydraulic pressure Pb1 toward the value 0 by a predetermined change amount.

  Then, at time t12, drive control unit 13c controls second motor generator MG2 via inverter 3 so that output torque Tb of second motor generator MG2 is held at a value of zero. Further, the drive control unit 13c controls the brake drive unit 27 via the brake control unit 13d so that the brake hydraulic pressure Pb is maintained at the value 0.

  Then, at time t13, the driver starts the depression operation of the brake pedal 21 in order to switch the operation position of the shift lever 15 to the D position. At time t14, when the depression amount of the brake pedal 21 becomes equal to or greater than the predetermined depression amount, the operation position of the shift lever 15 is permitted to be switched to an operation position different from the P position. At this time, when the driver switches the operation position of the shift lever 21 to the D position, the operation position of the shift lever 21 is switched from the P position to the D position. Then, after the operation position of the shift lever 15 is switched to the D position, the brake hydraulic pressure Pb is reduced to 0 by the driver releasing the stepping operation of the brake pedal 21.

  As described above, in the conventional operation, the vehicle 2 is stopped from when the system of the vehicle 2 is started until the vehicle 2 is ready to start (that is, until the operation position of the shift lever 15 is switched to the D position). Moreover, since the increase / decrease of the brake hydraulic pressure Pb is repeated, the brake drive unit 27 is frequently operated. In particular, since the increase / decrease of the brake hydraulic pressure Pb is repeated every time the engine EG is automatically started and automatically stopped, the brake drive unit 27 is frequently operated. For this reason, the brake drive unit 27 needs to be designed to ensure durability against an increase in the number of actuations, and there is a problem that the brake drive unit 27 is increased in size and cost. This vehicle control device 1 solves this problem as will be described later.

  Next, operation | movement of this vehicle control apparatus 1 is demonstrated using FIG. FIG. 3 is a time chart illustrating the operation of the vehicle control device 1 and illustrating the operation of the present invention from the start of the system of the vehicle 2 until the vehicle 2 is ready to start (ie, the D position state). is there.

  FIG. 3 shows the on / off state of the IG switch SW, the operation position of the shift lever 15, the amount of depression of the brake pedal 21, the engine speed, the output torque Ta of the first motor generator MG1, and the second motor generator MG2. Each time change of the output torque Tb and the brake hydraulic pressure Pb is shown.

  In the following, the operation will be described by applying the operation of FIG. 2 to the case of FIG.

  At time t0 ′, the operation position of the shift lever 15 is switched to the P position (YES in Step U1), and the brake control unit 13d receives the brake hydraulic pressure Pb supplied to the brake device 25 from the brake pedal 15. The brake drive unit 27 is controlled so as to be larger than the pedal effort pressure Pt (step U2). As a result, the brake hydraulic pressure Pb at the P position is controlled to be larger than the pedal pressure Pt applied to the brake pedal 21 (that is, the brake hydraulic pressure Pb at the normal time (D position)).

  At time t0 ′, the driver starts the depression operation of the brake pedal 21 to activate the system of the vehicle 2, and at time t1 ′ after the depression amount reaches a predetermined depression amount, the driver Turns on the IG switch SW (that is, starts up). Thereby, the power supply control unit 13a starts supplying power to the system of the vehicle 2, and the system of the vehicle 2 is activated. Then, when the driver further depresses the brake pedal 22, the brake hydraulic pressure Pb becomes Pb1 '.

  Then, when the driver starts releasing the depression operation of the brake pedal 21 at time t2 ', the depression amount of the brake pedal 21 decreases (YES in step U3). Due to this decrease, the brake control unit 13d performs a hydraulic pressure holding operation that does not increase or decrease the brake hydraulic pressure Pb at the time of reduction (that is, so as to close both the holding valve 27c and the pressure reducing valve 27d). Is controlled (step U4). This hydraulic pressure holding operation is continued from time t2 'to time t15' when the operation position of the shift lever 15 is switched to the D position (step U5 → U6 → U5).

  Here, as described above, since the brake hydraulic pressure Pb at the P position is controlled to be larger than the normal brake hydraulic pressure Pb, the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation is the normal brake hydraulic pressure Pb. It becomes higher than the hydraulic pressure Pb. As a result, the brake hydraulic pressure Pb necessary for automatic start and stop of the engine EG can be ensured without operating the brake drive unit 27 from time t2 'to time t15'.

  That is, in reality, the oil tightness of the holding valve 27c and the pressure reducing valve 27d is not perfect, and therefore, as shown in FIG. 3, the brake hydraulic pressure Pb during the oil pressure holding operation (that is, from time t2 ′ to time t15 ′). Falls naturally. However, as described above, the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation becomes higher than the normal brake hydraulic pressure Pb (that is, increased considering that the brake hydraulic pressure Pb naturally decreases), From time t2 ′ to time t15 ′, the brake hydraulic pressure Pb necessary for the automatic start and stop of the engine EG is ensured without operating the brake drive unit 27.

  When the automatic start condition of the engine EG is satisfied at time t3 ′ (for example, when the engine EG is warmed up because the coolant temperature of the engine EG is lower than a predetermined temperature), the drive control unit 13c In order to prevent rattling noise from between the gears in the power transmission mechanism 7 at the time of starting, the output torque Tb of the second motor generator MG2 is increased from the value 0 to a predetermined torque Tb1 in the forward rotation direction. The second motor generator MG2 is controlled via the inverter 3.

  At this time, the brake drive unit 27 does not operate during the hydraulic pressure holding operation. However, the hydraulic pressure holding operation causes the processing for automatic start of the engine EG (ie, from time t3 ′ to time t8 ′ described later). Since the required brake hydraulic pressure Pb is ensured, the rattling noise between the gears in the power transmission mechanism 7 is generated during the automatic start of the engine EG as in the case of the above-described conventional operation. Can be prevented.

  At time t4 ′, when the output torque Tb of the second motor generator MG2 reaches the predetermined torque Tb1, the drive control unit 13c holds the output torque Tb of the second motor generator MG2 at the predetermined torque Tb1. The second motor generator MG2 is controlled via the inverter 3.

  Then, at time t5 ′, the drive control unit 13c controls the inverter 3 to increase the output torque Ta of the first motor generator MG1 from the value 0 in the forward rotation direction and to increase the output torque Tb of the second motor generator MG2. Increase in the forward rotation direction. Thus, output torque Ta of first motor generator MG1 is output to engine EG, and engine EG starts to rotate. Then, the drive control unit 13c controls the engine control unit 13b together with the start of rotation of the engine EG, and causes the engine EG to be ignited and fuel injected.

  Then, at time t6 ′, when the rotational speed of engine EG becomes equal to or higher than a predetermined rotational speed, drive control unit 13c determines that engine EG has started and outputs torques of first and second motor generators MG1 and MG2. First and second motor generators MG1 and MG2 are controlled via inverter 3 so that Ta and Tb decrease toward 0.

  Then, at time t7 ', the drive control unit 13c controls the first motor generator MG1 via the inverter 3 so that the output torque Ta of the first motor generator MG1 is held at a value of zero. In addition, drive control unit 13c controls second motor generator MG2 via inverter 3 so that output torque Tb of second motor generator MG2 decreases toward value 0. Then, at time t8 ', the drive control unit 13c controls the second motor generator MG2 via the inverter 3 so that the output torque Tb of the second motor generator MG2 is held at a value of zero.

  When the automatic stop condition for the engine EG is satisfied at time t9 ′ (for example, when the engine EG has been warmed up because the coolant temperature of the engine EG has exceeded a predetermined temperature), the drive control unit 13c In order to prevent rattling noise between the gears in the power transmission mechanism 7 during the automatic stop of the EG, the inverter 3 is set so that the output torque Tb of the second motor generator MG2 increases from the value 0 in the reverse rotation direction. Via the second motor generator MG2.

  At this time, the brake drive unit 27 does not operate during the hydraulic pressure holding operation, but the hydraulic pressure holding operation causes the processing for automatic stop of the engine EG (that is, from time t9 ′ to time t13 ′ described later). Since the required brake hydraulic pressure Pb is ensured, the rattling noise between the gears in the power transmission mechanism 7 is generated during the automatic start of the engine EG as in the case of the above-described conventional operation. Can be prevented.

  Then, at time t10 ′, the drive control unit 13c increases the output torque Ta of the first motor generator MG1 from the value 0 in the reverse rotation direction and reverses the output torque Tb of the second motor generator MG2 via the inverter 3. Increase in the direction of rotation. Thereby, output torque Ta in the reverse rotation direction of first motor generator MG1 is output to engine EG, and the torque in the reverse rotation direction acts on engine EG to suppress the rotation of engine EG. Then, the drive control unit 13c controls the engine control unit 13b while suppressing the rotation of the engine EG, and stops the ignition and fuel injection of the engine EG.

  Then, at time t11 ′, when the rotational speed of engine EG becomes less than a predetermined rotational speed, drive control unit 13c determines that engine EG has stopped, and the output torques of first and second motor generators MG1, MG2 First and second motor generators MG1 and MG2 are controlled via inverter 3 so that Ta and Tb decrease toward 0.

  Then, at time t <b> 12 ′, the drive control unit 13 c controls the first motor generator MG <b> 1 via the inverter 3 so that the output torque Ta of the first motor generator MG <b> 1 is held at 0. Further, the drive control unit 13c controls the second motor generator MG2 via the inverter 3 so that the output torque Tb of the second motor generator MG2 decreases toward the value 0 in the forward rotation direction. Then, at time t <b> 13 ′, the drive control unit 13 c controls the second motor generator MG <b> 2 via the inverter 3 so that the output torque Tb of the second motor generator MG <b> 2 is held at a value of 0.

  Then, at time t <b> 14 ′, the driver starts to depress the brake pedal 21 in order to switch the operation position of the shift lever 15 to the D position. At time t15 ', when the depression amount of the brake pedal 21 becomes equal to or greater than the predetermined depression amount, the operation position of the shift lever 15 is permitted to be switched to an operation position different from the P position. At this time, when the driver switches the operation position of the shift lever 21 to the D position, the operation position of the shift lever 21 is switched from the P position to the D position (NO in step U5). By this switching, the brake control unit 13d controls the brake drive unit 27 so that the brake hydraulic pressure Pb supplied to the brake device 25 becomes equal to the pedal pressure Pt applied to the brake pedal 15 (step U7). As a result, the hydraulic pressure holding operation is released and normal brake control is performed. Then, at time 16 ′, the driver releases the depression operation of the brake pedal 21, whereby the brake hydraulic pressure Pb decreases to a value of 0. Note that, from time 15 ′ to time 16 ′ when the hydraulic pressure holding operation is released and normal brake control is performed, the brake hydraulic pressure Pb changes according to the depression operation of the brake pedal 21.

  As described above, in the vehicle control device 1, since the hydraulic pressure holding operation is performed by the first depression of the brake pedal 15 at the P position, the system of the vehicle 2 is started when the system is started as compared with the conventional operation. The number of actuations of the brake drive unit 27 (that is, the number of increase / decrease of the brake hydraulic pressure Pb) is reduced while the vehicle 2 is stopped until the vehicle 2 can start (that is, the D position state).

  At that time, since the brake hydraulic pressure Pb at the P position is controlled to be larger than the pedal pressure Pt applied to the brake pedal 21, the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation is set high. Thereby, even if the brake hydraulic pressure Pb naturally decreases during the hydraulic pressure holding operation, the necessary brake hydraulic pressure Pb is ensured during the hydraulic pressure holding operation.

  A dotted line W1 in FIG. 4 represents a time change of the brake hydraulic pressure Pb when the hydraulic pressure holding operation is performed by controlling the brake hydraulic pressure Pb at the P position to be equal to the pedal pressure Pt applied to the brake pedal 21. . Also, each dotted line W2, W3 is a time change of the brake hydraulic pressure Pb when the engine EG is automatically started and stopped in the case of the conventional operation. As can be seen from these temporal changes, in W1 where the brake hydraulic pressure Pb at the P position is not controlled to be larger than the pedal pressure Pt applied to the brake pedal 21 as in this embodiment, due to the natural decrease of the brake hydraulic pressure Pb, For example, when the engine EG is automatically stopped (between time t9 ′ and time t13 ′), it becomes lower than W3 (that is, the brake hydraulic pressure Pb required when the engine EG is automatically stopped), and the engine EG is automatically stopped. In some cases, the required brake hydraulic pressure Pb cannot be secured.

<Main effects>
According to the vehicle control device 1 configured as described above, the brake drive unit 27 is configured such that when the amount of depression is reduced while the brake pedal 21 is depressed while the shift lever 15 is switched to the P position. The brake hydraulic pressure Pb supplied to the braking device 25 at the time of the decrease is not decreased until the shift lever 15 is switched to an operation position different from the P position. Thereby, it is possible to prevent an increase in the number of actuations of the brake drive unit 27 when the vehicle 2 is stopped. Further, even if the engine EG is automatically started and stopped while the vehicle 2 is stopped, generation of rattling noise from between the gears in the power transmission mechanism 7 between the engine EG and the drive wheels 5 is prevented. Therefore, the necessary brake hydraulic pressure Pb can be secured.

  Further, the brake hydraulic pressure (first hydraulic pressure) supplied from the brake drive unit 27 to the brake device 25 when the brake pedal 21 is depressed with a predetermined depression force with the operation lever 15 switched to the P position is shifted. The brake hydraulic pressure (second pressure) supplied from the brake drive unit 27 to the brake device 25 when the brake pedal 21 is depressed with the same depressing force as the predetermined depressing force while the lever 15 is switched to the operation position different from the P position. (Hydraulic pressure) Pb is increased. Thereby, the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation can be set to a large value. As a result, even if the oil tightness of the hydraulic valves 27c and 27d of the brake drive unit 27 is not perfect and the brake hydraulic pressure Pb during the hydraulic pressure holding operation naturally decreases, the shift lever 15 is switched to an operation position different from the P position. The required brake hydraulic pressure Pb can be ensured until it is operated. Thereby, even if the engine EG is automatically started and stopped during the hydraulic pressure holding operation, generation of rattling noise from between the gears in the power transmission mechanism 7 between the engine EG and the drive wheels 5 is prevented. Therefore, it is possible to secure the brake hydraulic pressure Pb necessary for this.

  Further, when the shift lever 15 is switched to the P position, the vehicle 2 is in a stopped state, so that the brake hydraulic pressure Pb supplied from the brake drive unit 27 to the brake device 25 is based on the pedal pressure Pt applied to the brake pedal 21. Is set to a large value, the behavior of the vehicle 2 is not affected.

  As described above, even if the brake hydraulic pressure Pb during the hydraulic pressure holding operation naturally decreases, the necessary brake hydraulic pressure Pb can be secured, thereby preventing occurrence of rattling noise between the gears in the power transmission mechanism 7 and braking. An increase in the number of operations of the drive unit 27 can be suppressed.

<< Second Embodiment >>
In the first embodiment, when the operation position of the shift lever 15 is switched to the P position, the brake hydraulic pressure Pb is always controlled to be higher than the pedal pressure Pt applied to the brake pedal 21. Then, when the operation position of the shift lever 15 is switched to the P position, the hydraulic pressure holding performance of the hydraulic pressure holding operation is monitored, and the brake hydraulic pressure Pb is supplied to the brake pedal 21 only when the hydraulic pressure holding performance is lowered. It is controlled so as to increase more than the pedaling pressure Pt.

<Description of configuration>
Hereinafter, with reference to FIG. 1, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof will be omitted, and differences from the first embodiment will be mainly described.

  The vehicle control device 1B of this embodiment is obtained by changing the braking control unit 13d to a braking control unit 13dB described later in the vehicle control device 1 of the first embodiment. The braking control unit 13 dB is obtained by adding the following operation to the braking control unit 13 d of the first embodiment.

  That is, when controlling the brake drive unit 27 to perform the hydraulic pressure holding operation, the brake control unit 13 dB monitors the hydraulic pressure holding performance of the hydraulic pressure holding operation during the hydraulic pressure holding operation. That is, the braking control unit 13 dB detects the amount of decrease in the brake hydraulic pressure Pb during a predetermined time (for example, a predetermined time from the start of the hydraulic pressure holding operation) during the hydraulic pressure holding operation based on the detection result of the brake hydraulic pressure sensor S4. Then, the detected oil pressure decrease amount is stored in a predetermined storage device.

  Further, when the operation position of the shift lever 15 is switched to the P position, the braking control unit 13 dB causes the hydraulic pressure decrease amount stored in the predetermined storage device (that is, the hydraulic pressure decrease detected during the previous hydraulic pressure holding operation). On the basis of the amount), it is determined whether or not the hydraulic pressure reduction amount is equal to or greater than a predetermined value γ. As a result of the determination, if the amount of decrease in hydraulic pressure is equal to or greater than the predetermined value γ, the brake control unit 13dB determines that the hydraulic pressure holding performance is decreased, and the brake hydraulic pressure Pb is The braking drive unit 27 is controlled so as to increase more than the pedal pressure Pt applied to the brake pedal 21 (that is, Pb = k × Pt or Pb = Pt + α). On the other hand, when the hydraulic pressure decrease amount is less than the predetermined value γ, the brake control unit 13dB determines that the hydraulic pressure holding performance is not decreased, and the brake hydraulic pressure Pb becomes equal to the pedal pressure Pt applied to the brake pedal 21. In this way (that is, Pb = Pt), the braking drive unit 27 is controlled.

  Then, as in the case of the first embodiment, the brake control unit 13 dB reduces the amount of depression during the depression operation of the brake pedal 21 while the operation position of the shift lever 15 is switched to the P position. Until the operation position of the shift lever 15 is switched to an operation position different from the P position, the brake drive unit 27 is controlled to perform a hydraulic pressure holding operation that does not increase or decrease the brake hydraulic pressure Pb at the time of the decrease.

<Description of operation>
Next, the operation of the braking control unit 13 dB will be described with reference to FIG. FIG. 5 is a flowchart for explaining the operation of the braking control unit 13 dB.

  FIG. 5 is obtained by adding steps U1-2, U1-3 and U4-2 in FIG. In the following, description of the same steps U1, U2, U3, U4, U5, U6, U7 as in FIG. 2 will be omitted, and different steps U1-2, U1-3 and U4-2 will be mainly described.

  In step U1, if the result of determination in step U1 is that the operation position of the shift lever 15 is the P position, the process proceeds to step U1-2. On the other hand, if the operation position of the shift lever 15 is not the P position, the process is performed. Advances to step U7.

  In step U1-2, the braking control unit 13dB determines that the amount of decrease in hydraulic pressure detected during the previous hydraulic pressure holding operation (that is, during the previous processing of step U4-2) stored in the predetermined storage device is greater than or equal to the predetermined value γ. It is determined whether or not. As a result of the determination, if the amount of decrease in hydraulic pressure is equal to or greater than the predetermined value γ, the braking control unit 13dB determines that the hydraulic pressure retention performance has decreased, and proceeds to step U2, while the decrease in hydraulic pressure. If the amount is less than the predetermined value γ, it is determined that the hydraulic pressure holding performance has not deteriorated, and the process proceeds to step U1-3.

  In Step U1-3, the brake control unit 13dB controls the brake drive unit 27 so that the brake hydraulic pressure Pb supplied to the brake device 25 is equal to the pedal pressure Pt applied to the brake pedal 15. That is, the braking control unit 13d opens the holding valve 27c and closes the pressure reducing valve 27d, and controls the hydraulic pump 27b so that the brake hydraulic pressure Pb supplied to the braking device 25 becomes Pb = Pt. As a result, the brake hydraulic pressure Pb equal to the pedal effort pressure Pt generated by the depression of the brake pedal 15 is supplied to the braking device 25. Then, the process proceeds to Step U3.

  Further, after the process of step U4, the process proceeds to step U4-2. In Step U4-2, the brake control unit 13dB determines the brake hydraulic pressure Pb for a predetermined time (for example, a predetermined time from the start of the hydraulic pressure holding operation) during the hydraulic pressure holding operation in Step U4 based on the detection result of the brake hydraulic pressure sensor S4. The oil pressure decrease amount is detected, and the detected oil pressure decrease amount is stored in a predetermined storage device. Then, the process proceeds to step U5.

  With the above operation, when the operation position of the shift lever 15 is switched to the P position (YES in Step U1), when the hydraulic pressure holding performance is not reduced (that is, the hydraulic pressure reduction amount is less than the predetermined value γ). In the case (NO in step U1-2), since there is almost no natural decrease in the brake hydraulic pressure Pb during the hydraulic pressure holding operation, there is no need to set the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation high. Is controlled to be equal to the pedaling pressure Pt applied to the brake pedal 21 (step U1-3), on the other hand, when the hydraulic pressure holding performance is reduced (that is, when the hydraulic pressure reduction amount is equal to or greater than the predetermined value γ). (YES in Step U1-2) Since the brake hydraulic pressure Pb during the hydraulic pressure holding operation naturally decreases, it is necessary to set the brake hydraulic pressure Pb at the start of the hydraulic pressure holding operation high. The brake hydraulic pressure Pb is controlled so as to increase more than the pedal pressure Pt applied to the brake pedal (step U2).

  Further, since it is determined whether or not the hydraulic pressure holding performance has been lowered using the hydraulic pressure drop amount at the previous hydraulic pressure holding operation (step U1-2), the brake hydraulic pressure Pb at the start of the current hydraulic pressure holding operation is determined. It can be judged correctly whether it needs to be set high.

<Main effects>
According to the vehicle control device 1B configured as described above, in addition to the effects of the first embodiment, the brake hydraulic pressure Pb is applied to the pedal force pressure Pt applied to the brake pedal 21 only when the hydraulic pressure holding performance is reduced. Therefore, it is unnecessary to increase the brake hydraulic pressure Pb unnecessarily, and the operating frequency of the hydraulic pump 27b can be minimized. Noise generation and fuel consumption deterioration can be suppressed.

«Third embodiment»
In the first embodiment, in the state where the operation position of the shift lever 15 is switched to the P position, when the brake hydraulic pressure Pb is controlled to increase more than the pedal pressure Pt applied to the brake pedal 21, the increase amount (for example, The constant k) is always constant, but in this embodiment, the hydraulic pressure holding performance of the hydraulic pressure holding operation is monitored, and the increase amount is changed according to the amount of decrease in the hydraulic pressure holding performance.

<Description of configuration>
Hereinafter, with reference to FIG. 1, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof will be omitted, and differences from the first embodiment will be mainly described.

  The vehicle control device 1C of this embodiment is obtained by changing the braking control unit 13d to a braking control unit 13dC described later in the vehicle control device 1 of the first embodiment. The braking control unit 13dC is obtained by adding the following operation to the braking control unit 13d of the first embodiment.

  That is, when the brake control unit 13dC controls the brake drive unit 27 to perform the hydraulic pressure holding operation, the hydraulic pressure holding operation is monitored during the hydraulic pressure holding operation. That is, the brake control unit 13dC detects the amount of decrease in the brake hydraulic pressure Pb during a predetermined time (for example, a predetermined time from the start of the hydraulic pressure holding operation) during the hydraulic pressure holding operation based on the detection result of the brake hydraulic pressure sensor S4. Then, the detected oil pressure decrease amount is stored in a predetermined storage device.

  Further, when the operation position of the shift lever 15 is switched to the P position, the braking control unit 13dC causes the hydraulic pressure decrease amount stored in the predetermined storage device (that is, the hydraulic pressure decrease detected during the previous hydraulic pressure holding operation). Amount), an increase amount k (k> 1) of the brake hydraulic pressure Pb with respect to the pedal pressure Pt applied to the brake pedal 21 is determined. The increase amount k is set so as to increase as the hydraulic pressure decrease amount increases. Here, a correspondence relationship between the increase amount k and the oil pressure decrease amount is set in advance, and the increase amount k corresponding to the detected oil pressure decrease amount is determined using the correspondence relationship.

  Then, the braking control unit 13dC uses the determined increase amount k so that the brake hydraulic pressure Pb is increased by an increase amount k times the pedal effort pressure Pt applied to the brake pedal 21, as in the first embodiment. The brake drive unit 27 is controlled (that is, Pb = k × Pt).

  In addition, this control can be paraphrased as follows. That is, in this embodiment, the brake hydraulic pressure Pb when the operation position of the shift lever 15 is switched to the operation position different from the P position is the pedal pressure Pt applied to the brake pedal 21 as in the first embodiment. It is controlled to be equal (that is, Pb = Pt). Considering this, the above-described control is performed when the brake hydraulic pressure Pb when the brake pedal 21 is depressed with a predetermined depression force (stepping force pressure Pt) in a state where the operation position of the shift lever 15 is switched to the P position is shifted. In the control in which the operation position of the lever 15 is switched to the operation position different from the P position, the brake hydraulic pressure Pb is increased by an increase amount k when the brake pedal 21 is depressed with the same depression force as the predetermined depression force. In other words.

  Here, the brake hydraulic pressure Pb at the P position is controlled so that the relationship of Pb = k × Pt is established, but the relational expression of Pb = Pt + α (α> 0) is established instead of the relational expression. When the control is performed, the increase amount α is changed according to the hydraulic pressure decrease amount instead of the increase amount k described above.

  Then, similarly to the case of the first embodiment, the braking control unit 13dC reduces the stepping amount during the stepping operation of the brake pedal 21 while the operation position of the shift lever 15 is switched to the P position. Until the operation position of the shift lever 15 is switched to an operation position different from the P position, the brake drive unit 27 is controlled to perform a hydraulic pressure holding operation that does not increase or decrease the brake hydraulic pressure Pb at the time of the decrease.

<Description of operation>
Next, the operation of the braking control unit 13dC will be described with reference to FIG. FIG. 6 is a flowchart for explaining the operation of the braking control unit 13dC.

  FIG. 6 is obtained by adding steps U1-2a, U1-3a, and U4-2a in FIG. In the following, description of the same steps U1, U2, U3, U4, U5, U6, U7 as in FIG. 2 will be omitted, and different steps U1-2a, U1-3a and U4-2a will be mainly described.

  In Step U1, if the operation position of the shift lever 15 is the P position as a result of the determination in Step U1, the process proceeds to Step U1-2a. On the other hand, if the operation position of the shift lever 15 is not the P position, the process is performed. Advances to step U7.

  In step U1-2a, the braking control unit 13dC uses the correspondence relationship between the preset hydraulic pressure decrease amount and the increase amount k, and the previous hydraulic pressure holding operation stored in a predetermined storage device (that is, the previous hydraulic pressure holding operation). The increase amount k (k> 1) of the brake hydraulic pressure Pb with respect to the pedal pressure Pt applied to the brake pedal 21 is determined according to the hydraulic pressure decrease detected in the process of step U4-2a. Then, the process proceeds to step U1-3a.

  In step U1-3a, the brake control unit 13dC uses the increase amount k determined in step U1-2a to increase the brake hydraulic pressure Pb supplied to the braking device 25 by an increase amount k times the pedal pressure Pt applied to the brake pedal 15. The braking drive unit 27 is controlled so that That is, the braking control unit 13d opens the holding valve 27c and closes the pressure reducing valve 27d, and controls the hydraulic pump 27b so that the brake hydraulic pressure Pb supplied to the braking device 25 becomes Pb = k × Pt. To do. As a result, a brake hydraulic pressure Pb larger than the pedal effort pressure Pt generated by the depression operation of the brake pedal 15 is supplied to the braking device 25. Then, the process proceeds to Step U3.

  Further, after the process of step U4, the process proceeds to step U4-2a. In step U4-2a, the braking control unit 13dC determines the brake hydraulic pressure Pb during a predetermined time (for example, a predetermined time from the start of the hydraulic pressure holding operation) during the hydraulic pressure holding operation in step U4 based on the detection result of the brake hydraulic pressure sensor S4. The oil pressure decrease amount is detected, and the detected oil pressure decrease amount is stored in a predetermined storage device. Then, the process proceeds to step U5.

  With the above operation, in the state where the operation position of the shift lever 15 is switched to the P position (YES in Step U1), the increase amount k is determined according to the decrease amount of the hydraulic pressure holding performance of the previous hydraulic pressure holding operation ( In step U1-2a), the brake hydraulic pressure Pb is controlled so as to increase k times the amount of pedaling pressure Pt applied to the brake pedal 21 (YES in step U1-3a).

<Main effects>
According to the vehicle control device 1C configured as described above, in addition to the effects of the first embodiment, the amount of decrease in hydraulic pressure per predetermined time of the brake hydraulic pressure Pb in the braking device 25 during the hydraulic pressure holding operation is detected. The increase amount k is changed according to the detected oil pressure decrease amount. This prevents the brake hydraulic pressure Pb from being increased more than necessary when the operating position of the shift lever 15 is switched to the P position, so that the hydraulic pump 27b for increasing the brake hydraulic pressure Pb can be prevented. The operating frequency can be minimized, and the generation of operating noise and the deterioration of fuel consumption when the hydraulic pump 27b is operated can be suppressed.

≪Attached matters≫
As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to such an example. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. It is understood.

  Moreover, it is understood that the invention combining any one of the first to third embodiments belongs to the technical scope of the present invention.

  The present invention is suitable for application to a vehicle control device that is mounted on a vehicle such as a hybrid vehicle and controls a braking device that brakes driving wheels.

1, 1B, 1C Vehicle control device 2 Vehicle 15 Shift lever (operating lever)
21 Brake pedal 25 Braking device 27 Braking drive part EG engine (internal combustion engine)
Pb Brake hydraulic pressure Pt Treading force pressure k, α Constant (increase)

Claims (2)

An internal combustion engine that rotationally drives the drive wheels of the vehicle;
An operation lever that is switched according to the traveling state of the vehicle, and the vehicle is prohibited from traveling when the operation position is switched to a parking position;
A braking device that brakes rotation of the drive wheel in accordance with supplied brake hydraulic pressure;
A brake drive unit that supplies the brake hydraulic pressure to the brake device in accordance with the depression force applied to the brake pedal;
With
The brake drive unit is configured to supply a first brake hydraulic pressure to be supplied to the brake device when the brake pedal is depressed with a predetermined depression force in a state where the operation lever is switched to the parking position. When the brake pedal is stepped on with the same pedaling force as the predetermined pedaling force in a state of switching to an operation position different from the parking position, the second brake hydraulic pressure is increased to be supplied to the braking device.
Further, when the amount of depression decreases while the brake pedal is depressed while the operation lever is switched to the parking position, the brake drive unit supplies the brake hydraulic pressure supplied to the brake device when the depression is decreased. The vehicle control device is configured to perform a hydraulic pressure holding operation that does not reduce or increase pressure until the operation lever is switched to an operation position different from the parking position. The vehicle control device according to claim 1,
During the hydraulic pressure holding operation, a hydraulic pressure decrease amount per predetermined time of the brake hydraulic pressure supplied to the braking device is detected, and the first brake with respect to the second brake hydraulic pressure is detected according to the detected hydraulic pressure decrease amount. A control apparatus for a vehicle, wherein an increase amount of hydraulic pressure is changed.

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