JP2019172017A - Control device of vehicle and control method - Google Patents

Abstract

To control a vehicle so as to obtain proper acceleration responsiveness even if a gear change ratio is changed to a LO-side in a pre-acceleration state of the vehicle.SOLUTION: A control device 1 of a vehicle CA1 having an engine 10 and friction brakes 43, 44 has: an acceleration preparation determination part 130 for determining whether or not the vehicle CA1 is in an acceleration preparation state; a transmission control part 110 for changing a gear change ratio of the vehicle CA1 to a LO-side when it is determined that the vehicle CA1 is in the acceleration preparation state by the acceleration preparation determination part 130; and a control part for increasing an engine torque Te when the gear change ratio is changed to the LO-side by the transmission control part 110, and controlling the engine 10 and the friction brakes 43, 44 so that a difference (Te-Tb) between the increased engine torque Te and a brake torque Tb reaches a target drive torque Fcar_cmd.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device and a control method.

  In recent years, development of vehicle driving support technology has been promoted. For example, Patent Document 1 discloses a vehicle control device that reduces the delay in acceleration by assuming a passing vehicle ahead and downshifting based on the driver's accelerator operation.

  Further, Patent Document 2 discloses an operation line that passes through the gear ratio LO side when it is determined that the driver is highly likely to accelerate / decelerate the vehicle in the near future, compared to a case where the driver is unlikely to accelerate / decelerate. And a vehicle control device provided with a prior transmission means for shifting the transmission gear ratio to the LO side while maintaining the same target driving force.

JP 2006-207652 A JP 2001-2335016 A

  However, in this type of vehicle control device, when the vehicle is traveling at a constant speed (hereinafter sometimes referred to as a pre-acceleration state), it is not necessary to generate a large driving force. It cannot be changed to the LO side. In a vehicle traveling at a constant speed, the engine torque needs to be reduced to maintain a lower target drive force as the gear ratio is changed to the LO side. However, the required acceleration response cannot be obtained.

  Therefore, it is necessary to control the vehicle so that an appropriate acceleration response can be obtained even if the gear ratio is changed to the LO side in the state before the vehicle is accelerated.

  Therefore, the present invention has been made paying attention to the above-described problem, and controls the vehicle so that an appropriate acceleration response can be obtained even when the gear ratio is changed to the LO side in a state before acceleration of the vehicle. For the purpose.

  In order to solve the above-described problem, a vehicle control device having a prime mover that generates a driving force for driving a vehicle and a braking device that generates a braking force for braking the vehicle, and determines whether or not the vehicle is ready for acceleration. A transmission control unit that changes the gear ratio of the vehicle to the LO side when the vehicle is determined to be in an acceleration preparation state by the acceleration preparation determination unit and the acceleration preparation determination unit, and a gear ratio of the vehicle by the transmission control unit. Is changed to the LO side, the driving force for driving the vehicle by the prime mover is increased, and the difference between the increased driving force and the braking force for braking the vehicle by the braking device becomes a target value. And a control unit that controls the braking device.

  According to the present invention, it is possible to control the vehicle so that appropriate acceleration response can be obtained even when the gear ratio is changed to the LO side in the state before acceleration of the vehicle.

It is a schematic diagram explaining the principal part structure of the vehicle provided with the control apparatus concerning embodiment. It is a figure explaining an example of motion control of vehicles by a control device. It is a figure explaining an example of states, such as engine torque of a vehicle controlled by a control device. It is a flowchart explaining the control method of a vehicle. It is a figure explaining an example of states, such as engine torque of vehicles controlled by a control device concerning other embodiments. It is a flowchart explaining the control method of the vehicle concerning other embodiment. It is a figure explaining an example of states, such as engine torque of vehicles controlled by a control device concerning other embodiments. It is a flowchart explaining the control method of the vehicle concerning other embodiment. It is a figure explaining an example of states, such as engine torque of vehicles controlled by a control device concerning other embodiments. It is a flowchart explaining the control method of the vehicle concerning other embodiment.

  Hereinafter, an example of a vehicle control device (hereinafter referred to as a control device 1) according to an embodiment will be described with reference to the drawings.

[Vehicle configuration]
FIG. 1 is a schematic diagram illustrating a main configuration of a vehicle CA1 provided with a control device 1 according to an embodiment.

  The vehicle CA1 is provided with an engine 10 serving as a drive source for running the vehicle CA1. The drive source for running the vehicle CA1 is not limited to the engine 10 as long as the vehicle CA1 can be accelerated and decelerated. For example, a hybrid type drive source combining the engine 10 and a motor may be used, or only a motor may be used.

  A starting device 20 such as a torque converter or a clutch is connected to the output shaft 11 of the engine 10, and this starting device 20 is connected to a transmission input shaft 31 of a belt-type continuously variable transmission mechanism 30 (Continuously Variable Transmission: CVT). Has been. A transmission output shaft 32 connected to the belt-type continuously variable transmission mechanism 30 is connected to a differential gear (DEF) 40, and is divided into a right drive shaft 41 and a left drive shaft 42, and is divided into a right tire. The vehicle CA1 travels by driving the 45 and the left tire 46.

  The vehicle CA1 is provided with a control device 1 that controls the vehicle CA1. The control device 1 includes an engine control unit (ECU) 100 that controls the operation of the engine 10, a transmission control unit (Transmission Control Unit: TCU) 110 that controls the belt-type continuously variable transmission mechanism 30, friction, and the like. A brake control unit 120 that controls a braking device such as the brakes 43 and 44 and an acceleration preparation determination unit 130 that predicts an acceleration preparation state of the vehicle CA1 are included.

  The engine control device 100, the transmission control unit 110, the braking control unit 120, and the acceleration preparation determination unit 130 are connected to each other via a communication line such as a CAN (Controller Area Network), and various kinds of information. Is shared by each control unit via a communication line.

  The acceleration preparation determination unit 130 is the current position information (latitude and longitude information) of the vehicle CA1, such as an external recognition device 50 that acquires surrounding information of the vehicle CA1, such as an in-vehicle camera or a radar, a GPS (Global Positioning System), or a car navigation system. ) Is acquired via a communication line such as CAN. The acceleration preparation determination unit 130 also includes operation information of a direction indicator (not shown) of the vehicle CA1, operation angle (steering angle) information of a steering (not shown), and operation information of an accelerator (not shown). Is entered.

  In the control device 1, the current position information of the vehicle CA1 acquired by the external environment recognition device 50, the current position information of the vehicle CA1 acquired by the position information input device 51, operation information of a direction indicator (not shown), a handle (not shown). ), And various information such as accelerator (not shown) operation information is input to the acceleration preparation determination unit 130 to determine whether or not the vehicle CA1 is in an acceleration preparation state. At the same time, future acceleration / deceleration prediction is performed from the situation and vehicle speed of the front vehicle, the side and the rear vehicle. Here, as shown in FIG. 2, the acceleration preparation state means that the vehicle CA1 catches up with the forward vehicle CA2, etc., changes the lane A from the driving lane A to the lane B, and passes the forward vehicle CA2 from the overtaking lane B. In other words, it refers to a state where preparations are made for rapid acceleration. Various devices provided in the vehicle CA1 such as a direction indicator (not shown), a handle (not shown), and an accelerator (not shown) are referred to as a vehicle device.

  In the control device 1, the acceleration of the vehicle CA 1 is calculated based on the determination that the acceleration preparation determination unit 130 is in the acceleration preparation state, and the transmission control unit 110 realizes the gear ratio according to the acceleration. Shifting for the acceleration preparation state to be performed can be performed appropriately.

  The control device 1 also issues commands to the engine control unit 100 and the braking control unit 120, thereby generating a driving force for controlling the engine 10 by the engine control unit 100 to drive the vehicle CA1, and a braking control unit. 120 controls brake devices such as the friction brakes 43 and 44 to generate a braking force for braking the vehicle CA1. Note that the braking device to be controlled by the braking control unit 120 is not limited to the friction brakes 43 and 44 described above, and may be, for example, an electric energy regeneration device. The engine control unit 100 and the braking control unit 120 described above may be collectively referred to as a control unit. The engine 100 and the friction brakes 43 and 44 are controlled by this control unit.

[Vehicle motion control]
Next, an example of motion control of the vehicle CA1 by the control device 1 will be described.

  FIG. 2 is a diagram for explaining an example of vehicle motion control by the control device according to the embodiment.

  As shown in FIG. 2, the vehicle CA1 (host vehicle) is a scene in which the vehicle lane A is traveling, and the vehicle CA1 (host vehicle) overtakes the vehicle by approaching the forward vehicle CA2 (other vehicle). In this case, a large acceleration may be required depending on the vehicle speed of the vehicle CA1 (host vehicle) at that time and the surrounding situation. For example, in the overtaking lane B, the rear vehicle CA3 (other vehicle) is running behind the vehicle CA1 (own vehicle), and after the vehicle CA1 (own vehicle) starts passing, the rear vehicle CA3 (other vehicle) accelerates. Such as when (or may accelerate). In this case, in order to ensure the safety of the vehicle CA1 (own vehicle), it is necessary to increase the instantaneous force as much as possible and accelerate rapidly to complete the overtaking.

  Therefore, the control device 1 allows the engine torque by the engine 10 and the gear ratio by the belt-type continuously variable transmission mechanism 30 in the acceleration preparation period T1 before the lane change so that the vehicle CA1 (the host vehicle) can rapidly accelerate and pass. And the brake torque by the friction brakes 43 and 44 is controlled so that appropriate acceleration response is obtained.

  Hereinafter, an example of control of the engine torque, the gear ratio, and the brake torque by the control device 1 will be described.

  FIG. 3 is a diagram illustrating an example of the state of the engine torque and the like of the vehicle CA1 controlled by the control device 1. FIG. 3 shows changes over time of the engine torque 300, the control signal 301, the vehicle speed 302, the speed ratio 303, and the brake torque 304 of the vehicle CA1 from the top.

  As shown in FIG. 3, the transmission control unit 110 controls the belt-type continuously variable transmission mechanism 30 at the timing when the overtaking flag as the control signal 301 is turned on so that the gear ratio 303 gradually increases. (The gear ratio is changed to the LO side), and the engine control unit 100 controls the engine 10 so as to follow the change in the gear ratio, gradually increasing the engine torque 300, and finally To the target drive torque. Here, for example, the control device 1 performs control by predicting overtaking based on an operation of a direction indicator (not shown) of the vehicle CA1 by the driver or an operation of a handle (not shown) by the driver. The overtaking flag as signal 301 is turned ON.

  Further, the brake control unit 120 controls the friction brakes 43 and 44 according to the increase in the engine torque 300 to increase the brake torque 304, whereby the engine torque 300 (driving torque) and the brake torque 304 (braking torque) are increased. Is set to the target drive torque. Here, the target drive torque may be calculated by another control device based on the accelerator depression amount of vehicle CA1 and the surrounding situation.

  Thereby, in the control apparatus 1, it can hold | maintain a vehicle speed to the constant speed of the state before acceleration, maintaining the target drive torque required for acceleration of vehicle CA1. Then, in the control device 1, at the timing when the lane change flag of the control signal 301 is turned on, the brake control unit 120 controls the friction brakes 43 and 44 to reduce the brake torque 304.

  The control device 1 accelerates the vehicle CA1 by simultaneously applying both the engine torque 300 and the brake torque 304 during the acceleration preparation period T1 from when the overtaking flag of the control signal 301 is turned on to when the lane change flag is turned on. Preparation can be done. As a result, the acceleration of the vehicle CA1 using this control suddenly increases with a decrease in the brake torque 304, and the vehicle speed 302 at the time of overtaking can be increased as compared with the case without this control. Here, for example, the control device 1 turns on the lane change flag at the start timing of the lane change of the vehicle CA1 or at the end timing of the lane change of the vehicle CA1.

  The engine torque (drive torque), the gear ratio, and the brake torque (braking torque) described above are calculated as follows.

[Gear ratio calculation method]
First, the gear ratio can be calculated as follows.
Assuming that target drive torque = Fcar_cmd, engine torque = Te, gear ratio = Ratio, final reduction ratio = Gdef, brake torque = Tb, tire radius = Rtire, the target drive torque Fcar_cmd is expressed by the following equation (1). Can be calculated.

  Fcar_cmd = (Te × Ratio × Gdef−Tb) × Rtire (1)

  Here, the target drive torque Fcar_cmd is a target value calculated by any control unit of the vehicle CA1, and the final reduction ratio Gdef and the tire radius Rtire are eigenvalues determined by the vehicle CA1. Therefore, it is necessary to set the engine torque Te, the brake torque Tb, and the gear ratio Ratio to values suitable for the above-described equation (1).

  Therefore, first, the gear ratio Ratio must be changed to the Lo side so that the engine torque Te (drive torque) of the vehicle CA1 to be generated after the start of acceleration is equal to or less than the maximum engine torque. It can be calculated based on the target drive torque FCar_cmd and the maximum engine torque. For example, assuming that the maximum engine torque is Te_max, the Te in the above formula (1) is replaced with Te_max, and the brake torque Tb is assumed to be accelerating. It can be calculated by Equation (2). The calculated gear ratio Ratio is defined as Ratio_acc.

  Ratio_acc = Fcar_cmd / (Te_max × Gdef × Rtire) (2)

  Here, the maximum engine torque Te_max does not need to be the maximum torque of the physical engine 10, and may be the maximum value of the engine torque output when the vehicle CA1 is accelerated.

[Brake torque calculation method]
Next, the brake torque Tb can be calculated based on the response of the engine torque Te. By determining the minimum engine torque that can maintain the responsiveness of the engine torque Te as Te_min, the Te in the formula (1) described above is replaced with Te_min, and the brake torque Tb is calculated using the already calculated gear ratio Ratio_acc. It can be calculated by the following mathematical formula (3). The brake torque Tb calculated in this way is defined as Tb_acc.

  Tb_acc = (Fcar_cmd / Rtire) −Te_min × Ratio_acc × Gdef (3)

  Here, the minimum engine torque Te_min is not a physical minimum engine torque of the engine 10, but a value calculated from response characteristics of the engine 10 obtained in advance by an experiment of the engine 10 alone.

[Calculation method of engine torque]
Then, by substituting the calculated transmission ratio Ratio_acc and brake torque Tb_acc into the above-described equation (1), the engine torque Te can be calculated by the following equation (4). Here, it is assumed that the engine torque Te during acceleration of the vehicle CA1 is Te_acc.

  Te_acc = (Fcar_cmd / (Rtire × Ratio_acc × Gdef)) + (Tb_acc / (Ratio_acc × Gdef)) (4)

  By using the values of the engine torque Te_acc, the gear ratio Ratio_acc, and the brake torque Tb_acc calculated as described above for acceleration preparation of the vehicle CA1 in the acceleration preparation period T1, the target drive torque of the vehicle CA1 can be realized.

  In this way, in the control device 1, the drive torque can be brought close to the target drive torque using the engine torque Te and the brake torque Tb. However, the acceleration response of the engine 10 can be improved.

[Vehicle control method]
Next, a method for controlling the vehicle CA1 by the control device 1 will be described.

  FIG. 4 is a flowchart illustrating a method for controlling vehicle CA1 by control device 1.

  In step S101, the acceleration preparation determination unit 130 determines whether or not the vehicle CA1 is in an acceleration preparation state. When the acceleration preparation determination unit 130 determines that the vehicle CA1 is in the acceleration preparation state (step S101: Yes), the process proceeds to step S103, and when it is determined that the vehicle CA1 is not in the acceleration preparation state (step S101: No), step Proceed to S102.

  In step S102, when the acceleration preparation determination unit 130 determines that the vehicle CA1 is not in an acceleration preparation state (for example, there is no operation of a direction indicator or a steering wheel and the overtaking flag is OFF) (step S101: No). The control device 1 performs normal operation control of the engine 10 by the engine control device 100.

  In step S103, when the acceleration preparation determination unit 130 determines that the vehicle CA1 is in the acceleration preparation state (step S102: Yes), the control device 1 changes the lane from the traveling lane A of the vehicle CA1 to the overtaking lane B. Is determined, and if it is determined that the lane change to the overtaking lane B has already been started (step S103: Yes), the process proceeds to step S102, where the engine control unit 100 performs the normal operation of the engine 10. Control the operation. When it is determined that the lane change to the overtaking lane B has not yet started (step S103: No), the control device 1 proceeds to step S104 and performs control according to the present invention. The start of a lane change to the overtaking lane B by the vehicle CA1 may be referred to as a cancellation condition. In the above-described embodiment, the release condition has been described by way of example when the lane change to the overtaking lane B of the vehicle CA1 is started, but is not limited thereto. Alternatively, the condition may be that the lane change of the vehicle CA1 to the overtaking lane B has been completed.

  In step S104, when it is determined that the lane change to the overtaking lane B by the vehicle CA1 has not been started (the release condition has not been achieved), the transmission control unit 110 uses the above-described equation (2) to change the gear ratio. Ratio_acc is calculated.

  In step S105, the braking control unit 120 described above for the brake torque Tb_acc (target braking force) for realizing the target driving torque based on the speed of the vehicle CA1, the amount of depression of the accelerator by the driver, the surrounding situation, and the like. It calculates using Numerical formula (3).

  In step S106, the engine control unit 100 calculates the engine torque Te_acc (braking force) for realizing the target drive torque based on the speed of the vehicle CA1, the accelerator depression amount by the driver, the surrounding situation, and the like as described above. Calculate using (4).

  In step S107, the control device 1 outputs control values for realizing the brake torque Tb_acc and the engine torque Te_acc calculated in steps S105 and 106 to the engine 10 and the friction brakes 43 and 44.

As described above, in the embodiment,
(1) An engine 10 (prime mover) that generates an engine torque Te (driving force) that drives the vehicle CA1 and friction brakes 43 and 44 (braking devices) that generate a brake torque Tb (braking force) that brakes the vehicle CA1. When the vehicle CA1 is determined to be in the acceleration preparation state by the acceleration preparation determination unit 130 that determines whether or not the vehicle CA1 is in the acceleration preparation state, and the acceleration preparation determination unit 130, The transmission control unit 110 that changes the transmission ratio of the vehicle CA1 to the LO side, and the engine torque Te that drives the vehicle CA1 by the engine 10 when the transmission control unit 110 changes the transmission ratio of the vehicle CA1 to the LO side. And the brake torque for braking the vehicle CA1 by the increased engine torque Te and the friction brakes 43 and 44. and a control unit (engine control unit 100 and braking control unit 120) that controls the engine 10 and the friction brakes 43 and 44 so that the difference (Te−Tb) from b is equal to the target drive torque Fcar_cmd. .

  Further, as described above, the vehicle CA1 having the engine 10 that generates the engine torque Te (driving force) that drives the vehicle CA1 and the friction brakes 43 and 44 that generate the brake torque Tb (braking force) that brakes the vehicle CA1. And an acceleration preparation determination step (S101) for determining whether or not the vehicle CA1 is in an acceleration preparation state. The acceleration preparation determination step (S101) determines that the vehicle CA1 is in an acceleration preparation state. In this case, the transmission control step (S104) for changing the transmission gear ratio 303 of the vehicle CA1 to the LO side, and when the transmission gear ratio of the vehicle CA1 changes to the LO side by the transmission control step (S104), The engine torque Te to be driven is increased, and the increased engine torque Te and the friction brake 4 are increased. 44, a control step (S107) for controlling the engine 10 and the friction brakes 43 and 44 so that the difference (Te−Tb) from the brake torque Tb that brakes the vehicle CA1 with the target drive torque Fcar_cmd becomes the target drive torque Fcar_cmd. It was.

  With this configuration, the control device 1 changes the gear ratio of the vehicle CA1 to the LO side, and controls the brake torque Tb of the friction brakes 43 and 44 while performing control to increase the engine torque Te of the engine 10. Thus, the engine torque Te of the engine 10 can be controlled to be the target drive torque FCar_cmd. Therefore, even if the gear ratio is changed to the LO side, it is possible to control the engine torque Te to increase so as to approach the target drive torque Fcar_cmd by applying the brake torque Tb. The required acceleration response can be obtained by reducing the brake torque Tb at a predetermined speed.

(2) Further, the acceleration preparation determination unit 130 is configured to determine whether or not the vehicle CA1 is in an acceleration preparation state based on the surroundings of the vehicle CA1 or the operation of the vehicle device.

  If comprised in this way, the acceleration preparation determination part 130 will be based on the operation | movement of vehicle apparatuses, such as a steering wheel (not shown), and the surroundings of vehicle CA1 by the external field recognition apparatus 50 and the positional information input device 51. Since it is determined whether or not the vehicle is in the acceleration preparation state, the acceleration preparation state of the vehicle CA1 can be accurately detected in advance.

(3) Further, the brake control unit 120 performs control to increase the brake torque Tb by the friction brakes 43 and 44 based on the overtaking flag ON of the control signal 301 generated in response to the motion state of the vehicle CA1 or the operation of the vehicle device. Is started, and control is performed to reduce the brake torque Tb by the friction brakes 43 and 44 based on the lane change flag ON of the control signal 301 generated in response to the motion state of the vehicle CA1 or the operation of the vehicle device.

  If comprised in this way, since the braking control part 120 performs drive control of the friction brakes 43 and 44 in the acceleration preparation period T1 from the overtaking flag ON of the control signal 301 to the lane change flag ON, before the acceleration of vehicle CA1 An appropriate acceleration preparation can be performed in the acceleration preparation period T1.

(4) The above-described braking control unit 120 may be configured to control the friction brakes 43 and 44 so that the braking time of the friction brakes 43 and 44 that brake the vehicle CA1 does not exceed a predetermined time ta ( (See FIG. 5). When it is determined that the braking time of the friction brakes 43 and 44 has exceeded the predetermined time ta, the braking control unit 120 reduces the brake torque 304 by the friction brakes 43 and 44 at that time (the brake torque 304 of FIG. 5). (See dashed line).

  As shown in FIG. 6, the braking control unit 120 calculates the brake torque Tb using the above-described equation (3) (step S201), and the braking time of the calculated brake torque Tb is determined by the friction brakes 43, 44, and the like. It is determined from the characteristics of the braking device whether or not the time is not more than a predetermined time ta (step S202). If the time is not more than the predetermined time ta, the calculated control value of the brake torque Tb is output to the friction brakes 43 and 44. (Step S203) If the predetermined time ta has been exceeded, a control value for controlling the brake torque Tb so that the calculated braking time of the brake torque Tb for braking the vehicle CA1 does not exceed the predetermined time ta. Is output to the friction brakes 43 and 44 (step S204).

  With this configuration, the braking time of the friction brakes 43 and 44 by the braking control unit 120 can be set to a predetermined time ta or less set in advance from the characteristics of the braking device such as the friction brakes 43 and 44. The acceleration of wear of braking devices such as 43 and 44 can be suppressed.

(5) The brake control unit 120 may be configured to control the friction brakes 43 and 44 so as to gradually decrease the brake torque Tb for braking the vehicle CA1 within the predetermined time range tb (broken line in FIG. 7). reference).

  As shown in FIG. 8, the braking control unit 120 calculates the brake torque Tb using the above-described equation (3) (step S301), and the braking time of the calculated brake torque Tb is determined by the friction brakes 43, 44, etc. It is determined whether or not the predetermined time range tb or less is determined from the characteristics of the braking device (step S302). If the predetermined time range tb or less, the brake torque Tb for braking the vehicle CA1 is gradually decreased. The value is output to the friction brakes 43 and 44 (step S303). If the predetermined time range tb is exceeded, a control value for rapidly decreasing the brake torque Tb is output to the friction brakes 43 and 44 (step S304).

  With this configuration, the brake control unit 120 gradually decreases the brake torque Tb within the predetermined time range tb that does not hinder the wear of the friction brakes 43 and 44. Even when acceleration is required due to a sudden lane change or the like, since the engine torque Te close to the target drive torque is maintained, acceleration response is maintained for a long time.

(6) The brake control unit 120 may be configured to generate the brake torque Tb by the friction brakes 43 and 44 when the engine torque Te of the engine 10 of the vehicle CA1 is equal to or less than a predetermined threshold Tth (FIG. 9).

  As shown in FIG. 10, the braking control unit 120 calculates the brake torque Tb using the above-described equation (3) (step S401), and determines whether or not the engine torque Te is equal to or less than a predetermined threshold Tth. (Step S402) When the engine torque Te is equal to or less than the threshold Tth (Step S402: Yes), a control value for generating the brake torque Tb by the friction brakes 43, 44 is output to the friction brakes 43, 44 (Step S403). When the engine torque Te is equal to or greater than the threshold value Tth (step S402: No), the process returns to step S401 and waits until the engine torque Te becomes equal to or less than the predetermined threshold value Tth.

  With this configuration, the brake control unit 120 generates the brake torque Tb when the engine torque Te is equal to or less than the predetermined threshold Tth. Therefore, the generation timing of the brake torque Tb is maintained while maintaining acceleration response. The wear of the friction brakes 43 and 44 can be prevented from being accelerated.

  As mentioned above, although an example of embodiment of this invention was demonstrated, all the embodiment mentioned above may be combined and this invention is suitable also combining any two or more embodiment arbitrarily.

  Further, the present invention is not limited to the one having all the configurations of the above-described embodiment, and a part of the configuration of the above-described embodiment is replaced with the configuration of another embodiment. In addition, the configuration of the above-described embodiment may be replaced with the configuration of another embodiment.

  Further, a part of the configuration of the above-described embodiment may be added to, deleted from, or replaced with the configuration of another embodiment.

  1: control device, 10: engine, 11: output shaft, 20: starting device, 30: belt-type continuously variable transmission mechanism, 31: transmission input shaft, 32: transmission output shaft, 40: differential device, 41: Right drive shaft, 42: Left drive shaft, 43, 44: Friction brake, 45: Right tire, 46: Left tire, 50: External recognition device, 51: Position information input device, 100: Engine control unit, 110: Transmission Control unit, 120: braking control unit, 130: acceleration determination unit, CA1: vehicle (own vehicle), CA2, CA3: vehicle (other vehicle)

Claims (10)

A vehicle control device having a prime mover for generating a driving force for driving the vehicle and a braking device for generating a braking force for braking the vehicle,
An acceleration preparation determination unit for determining whether the vehicle is in an acceleration preparation state;
When the acceleration preparation determination unit determines that the vehicle is in an acceleration preparation state, a transmission control unit that changes the gear ratio of the vehicle to the LO side;
When the gear ratio of the vehicle is changed to the LO side by the transmission control unit, the driving force for driving the vehicle by the prime mover is increased and the vehicle is braked by the increased driving force and the braking device. A control device for a vehicle, comprising: a controller that controls the prime mover and the braking device such that a difference from a braking force becomes a target value.   2. The vehicle control device according to claim 1, wherein the acceleration preparation determination unit determines whether or not the vehicle is in the acceleration preparation state based on a surrounding situation of the vehicle or an operation of the vehicle device.   The vehicle control device according to claim 2, wherein the control unit controls the brake device such that a braking time of a braking force for braking the vehicle by the brake device does not exceed a predetermined time.   The vehicle control device according to claim 3, wherein the control unit controls the braking device so that a braking force for braking the vehicle is gradually decreased within a predetermined time range.   The vehicle control device according to claim 4, wherein the control unit generates the braking force by the braking device when the driving force of the prime mover of the vehicle becomes a predetermined threshold value or less.   The control unit starts control to increase a braking force by the braking device based on an overtaking flag generated in response to an exercise state of the vehicle or an operation of the vehicle device, and the exercise state of the vehicle or the vehicle device The vehicle control device according to claim 2, wherein control for reducing a braking force by the braking device is performed based on a lane change flag generated in response to the operation of the vehicle. A vehicle control method comprising a prime mover for generating a driving force for driving a vehicle and a braking device for generating a braking force for braking the vehicle,
An acceleration preparation determination step for determining whether or not the vehicle is in an acceleration preparation state;
A transmission control step for changing the gear ratio of the vehicle to the LO side when the acceleration preparation determination step determines that the vehicle is in an acceleration preparation state;
When the gear ratio of the vehicle changes to the LO side by the transmission control step, the driving force for driving the vehicle by the prime mover is increased, and the vehicle is braked by the increased driving force and the braking device. And a control step of controlling the prime mover and the braking device such that a difference from the braking force becomes a target value.   The vehicle control method according to claim 7, wherein in the control step, the braking device is controlled such that a braking time of a braking force for braking the vehicle by the braking device does not exceed a predetermined time.   The vehicle control method according to claim 7, wherein, in the control step, the braking device is controlled so that a braking force for braking the vehicle is gradually decreased within a predetermined time range.   The vehicle control method according to claim 7, wherein the control step generates the braking force by the braking device when the driving force of the prime mover of the vehicle becomes a predetermined threshold value or less.

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