JP4367316B2 - Vehicle control device - Google Patents

Description

  The present application includes: (i) an automatic brake device including a brake that suppresses rotation of a vehicle wheel; and an automatic brake device that can operate the brake without a brake operation by a driver; The present invention relates to a vehicle control device including a drive source and a drive device including a drive torque control device capable of controlling the drive torque of the drive source.

Patent Document 1 describes that the parking brake is released when the operation of the service brake is released and the shift position is switched to a position representing traveling. Thus, if the parking brake is released before the accelerator operation is performed, the sudden start of the vehicle can be suppressed.
Japanese Patent Application Laid-Open No. 2004-228561 switches the gear position of the transmission regardless of the shift position operated by the driver and controls the driving torque of the driving source while the vehicle is stopped on the slope. After the driving force applied to the vehicle and the driving force of the driving source are balanced by the inclination of the vehicle, the parking brake is released and the gear position of the transmission is returned to the position corresponding to the shift position operated by the driver. It is described. In this way, it is possible to reduce the braking force required to keep the vehicle stopped on the slope.
Patent Document 3 describes that the parking brake is released when the shift position is switched to a position representing traveling.
In Patent Document 4, when the vehicle starts from a state where it is stopped on a slope, the driving force applied to the vehicle due to the slope of the slope and the driving force of the drive source determined by the shift position are opposite. It is described that the parking brake is released more slowly than the direction. Thereby, sudden start of the vehicle can be suppressed.
JP 2001-322537 A JP 2003-63365 A JP 2003-327101 A JP 2004-142515 A

  The subject of this invention is making it possible to suppress a sudden start by controlling a drive torque, when a braking torque is reduced at the time of start of a vehicle.

Means and effects for solving the problems

A vehicle control device according to the present invention includes: (i) an automatic brake device including a brake that suppresses rotation of a vehicle wheel; and an automatic brake operation device that can operate the brake without a brake operation by a driver; (Ii) a vehicle control device including a drive source of the vehicle and a drive device including a drive torque control device capable of controlling a drive torque of the drive source, wherein the drive torque control device When the acting force is reduced, the driving torque is set so that the decreasing gradient of the braking force applied to the vehicle by the brake is the same as the decreasing gradient of the driving force applied to the vehicle by the driving source. The driving torque reducing unit for reducing the driving torque is included.
In the vehicle control device described in this section, when the braking force is reduced in the state where both the braking force by the operation of the brake and the driving force by the driving source are applied to the vehicle, the driving force is changed to the decreasing side. It is done. For example, on a flat road surface, the braking force applied to the vehicle by the brake and the driving force applied to the vehicle by the driving source are opposite to each other, and the force obtained by subtracting the braking force from the driving force actually moves the vehicle. Acting as a force (hereinafter referred to as an effective driving force). In this case, when the braking force is reduced, the effective driving force is increased, and the acceleration is suddenly increased or suddenly started. In particular, in the automatic brake device, the braking force may be reduced without depending on the driver's brake release operation, and the driver feels uncomfortable. Therefore, if the driving torque is reduced with a decrease in the brake acting force, a rapid increase in the effective driving force due to the decrease in the brake acting force can be avoided.
In the present specification, it is assumed that the braking torque applied to the wheels decreases as the braking force decreases, and the braking force applied to the vehicle decreases. Similarly, it is assumed that the driving force applied to the vehicle (the driving force of the driving source) changes as the driving torque of the driving source changes.
The drive torque decreasing side change unit can reduce the drive torque itself or reduce the increase gradient of the drive torque before the braking force is reduced. Further, the driving torque can be changed to the decreasing side according to the decreasing state of the brake acting force. For example, the driving torque can be decreased at the same gradient as the braking force decreasing gradient, or the driving torque increasing gradient can be decreased by a gradient corresponding to the braking acting force decreasing gradient.
The drive torque decreasing side change unit is driven while the brake acting force is reduced, that is, from when the brake acting force starts decreasing until it is finished (until the acting force falls below the set value). The torque can be changed to the decreasing side. This is because it is less necessary to change the driving torque to the decreasing side after the reduction of the braking force is completed.

The brake shall be a hydraulic brake that is operated by the hydraulic pressure of the brake cylinder, an electric brake that is operated by the pressing force of the electric motor, or a parking brake that is operated by the tension of the cable. Can do.
When the brake is a hydraulic brake, the automatic brake operating device includes a power hydraulic pressure source that generates hydraulic pressure by power and a hydraulic pressure control device that can control the hydraulic pressure of the brake cylinder. In the case of an electric brake, an electric motor control circuit capable of controlling the supply current to the electric motor is included. In the case of a parking brake, a tension applying motor that applies tension to the cable, and And an electric motor control circuit capable of controlling a supply current to the tension applying motor.
The drive source can include an internal combustion engine such as an engine, or can include an electric motor for driving. When the drive source includes an engine, the device that controls the fuel injection amount, throttle opening, etc. corresponds to the drive torque control device, and when it includes a drive motor, an electric motor control circuit such as an inverter corresponds To do.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter sometimes referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, and inventions of other concepts) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

Of the following items, items (3), (4), (7), (9), (11), and (14) correspond to claims 1 to 5, respectively.

(1) an automatic brake device including a brake that suppresses rotation of a vehicle wheel, and an automatic brake actuator that can operate the brake without a brake operation by a driver;
A vehicle control device including a drive device including the drive source of the vehicle and a drive torque control device capable of controlling a drive torque of the drive source,
The drive torque control device includes a drive torque decrease side change unit that changes the drive torque to a decrease side before the brake operation force is reduced when the brake application force is reduced. A vehicle control device.
(2) The vehicle control device according to (1), wherein the driving torque decreasing side changing unit includes a gradient reducing unit that changes the driving torque by a gradient that is reduced by a gradient corresponding to a decreasing gradient of the brake acting force. .
In the vehicle control device described in this section, the change gradient of the drive torque is made smaller by the gradient corresponding to the decrease gradient of the brake acting force than the gradient before the brake acting force is reduced, and the drive is performed with the reduced gradient. Torque is changed.
(3) The driving torque decreasing side change unit causes the driving torque to be the same as the decreasing gradient of the braking force applied to the vehicle by the brake and the decreasing gradient of the driving force applied to the vehicle by the driving source. The vehicle control device according to item (1) or (2), including a drive torque reduction unit that reduces the torque in a state where
If the driving torque is constant before the braking force is reduced (the change gradient of the driving torque is 0), the driving torque is decreased at a gradient corresponding to the decreasing gradient of the braking force (driving force). Is reduced with the same gradient as the braking force decrease). In this case, the effective driving force is kept constant while the braking force is decreasing.
(4) A constant acceleration in which the driving torque decreasing side changing unit decreases the driving torque in a state where the acceleration of the vehicle is maintained at the same magnitude as the acceleration before the braking force is reduced. The vehicle control device according to any one of items (1) to (3) , including a corresponding change unit .
When the effective driving force is constant and the vehicle is traveling at a constant acceleration, the braking force is reduced, and if the driving torque is reduced according to the decreasing gradient, the effective driving force is constant. The acceleration of the vehicle can be kept constant.
(5) The drive torque decreasing side change unit includes an increase gradient suppressing unit that reduces the increase gradient of the drive torque by a gradient corresponding to the decrease gradient of the brake acting force, and changes the drive torque based on the gradient ( The vehicle control device according to any one of items 1) to (4).
(6) The driving torque decreasing side changing unit includes a required acceleration corresponding control unit that changes the driving torque so as to obtain an acceleration requested by a driver. Any one of the items (1) to (5) Vehicle control device as described in one.
If the braking force is reduced when the driving torque tends to increase, if the increasing gradient of the driving torque is reduced by a gradient corresponding to the decreasing gradient of the braking force, the effective driving force is increased. Therefore, the acceleration can be increased at the gradient required by the driver.

(7) A shift position detection device that detects the position of a shift operation member that can be operated by the driver is included, and the drive torque is changed after the drive torque is changed to the decrease side by the drive torque decrease side change unit. The vehicle control device according to any one of (1) to (6), further including a driving torque increasing side changing unit that changes the driving torque increasing side in a manner corresponding to the position detected by the shift position detecting device.
It is desirable to restore the driving torque after the driving torque is changed to the decreasing side. In that sense, the drive torque increasing side change unit can be referred to as a drive torque recovery unit.
Further, the driving torque can be increased to a magnitude determined based on the operating state of the accelerator operation member of the driver at that time, or can be increased to a magnitude determined based on the accelerator operating state during the braking operation (this In this case, it can also be referred to as a drive torque return unit). The increase side change unit can be changed to the increase side according to the accelerator operation state in addition to the shift position.
(8) The driving torque increasing side changing unit includes a post-holding increasing unit that changes the driving torque to the increasing side after the driving torque is changed to the decreasing side after the driving torque is changed to the decreasing side. The vehicle control device described.
Immediately after the drive torque has been reduced, increasing the drive torque increases the change in drive torque, which is undesirable. On the other hand, if it is increased after being kept constant, the change can be suppressed.
The holding time for keeping the drive torque constant may be a predetermined time or a time determined by the operation state of the accelerator operation member, the operation state of the shift operation member, or the like.
Note that the driving torque is not kept constant, but can be increased with a gentle gradient below the set gradient. Even if it does in this way, the change of a driving torque can be suppressed.
(9) A uniform changing unit that changes the driving torque in a predetermined uniform manner when the driving torque increasing side changing unit is a position that represents a backward movement when the position detected by the shift position detecting device is a position. The vehicle control device according to any one of (7) or (8).
When the vehicle is moved backward, the driver often moves backward at a relatively low speed, and the difference between the drivers is small.
Therefore, when the shift position is a position representing the reverse, the driving torque may be changed in a predetermined uniform manner. For example, after holding for a predetermined set time, it is increased at a predetermined setting gradient, or after holding for a set time, it is increased according to a predetermined pattern (for example, stepwise according to a predetermined pattern) Or increase along a predetermined curve).
(10) The uniform change unit includes a set gradient increase unit that increases the drive torque with a predetermined increase gradient after maintaining the drive torque constant for a predetermined set time. Vehicle control device.
(11) When the driving torque increasing side changing portion is a position indicating forward movement, the driving torque is increased in a manner according to the operating state of the accelerator operating member by the driver. The vehicle control device according to any one of items (7) to (10), including an accelerator operation corresponding change unit to be changed.
When the vehicle is moved forward, the driver usually desires the vehicle to move forward at an acceleration corresponding to the operation of the accelerator operation member. Therefore, it is desirable to recover according to the operation state of the accelerator operation member.
(12) The accelerator operation-corresponding change unit includes an accelerator-corresponding gradient increasing unit that increases a gradient determined by an operation state of a driver's accelerator operation member after the driving torque is kept constant. Vehicle control device.
According to the vehicle control device described in this section, the vehicle can be advanced at an acceleration according to the operation state of the driver's accelerator operation member.
Further, although the driving torque is increased after being kept constant, the time for holding the driving torque may be a predetermined set time or a time determined according to the accelerator operation state.
(13) The driving torque increasing side changing unit changes the driving torque to the increasing side in accordance with a shift position switching pattern detected by the shift position detecting device. (7) to (12) The vehicle control device according to any one of the items.
When the accelerator operating member is operated while the shift position is at the drive position or the reverse position, when the shift position is switched from the parking position, the neutral position, and the reverse position to the drive position, the parking position, the neutral position, and the drive position. When the vehicle is switched from the reverse position to the reverse position, it can be considered that there is an intention to start or accelerate the vehicle.
Therefore, if the driving torque is increased in a pattern determined by the shift position switching mode, the driver's request can be reflected.

(14) An accelerator operation state detection device that detects an operation state of the accelerator operation member is included, and after the drive torque is changed to the decrease side by the drive torque decrease side change unit, the accelerator operation state is detected according to the accelerator operation state. The vehicle control device according to any one of items (1) to (6), further including an accelerator operation corresponding driving torque increasing side changing unit that changes the driving torque to the increasing side.
It is reasonable to control the drive torque according to the operating state of the driver's accelerator operating member. For example, the drive torque can be increased for a time determined according to the operation state of the accelerator operation member, and then increased with a gradient determined by the accelerator operation state. Can be shortened.
(15) The automatic brake device includes any one of the items (1) to (14) including a brake release device that reduces an acting force of the brake when a predetermined condition is satisfied. Vehicle control device as described in one.
The brakes satisfy the conditions including the shift position being changed from parking P, neutral N, and drive D to reverse R by the driver, or from the parking P, neutral N, reverse R to drive D. It can be released when it is released, or can be released when a condition including that the accelerator operating member has been operated is satisfied.
When the vehicle is stopped on a slope, the shift position is set to a position where the driving force applied to the vehicle due to the inclination and the engine driving force are opposite to each other. May switch. In that case, the drive D is switched to the reverse R, or the reverse R is switched to the drive D.

(16) An automatic brake device including a brake that suppresses rotation of a vehicle wheel, and an automatic brake actuator that can operate the brake without a brake operation by a driver;
A drive device including the drive source of the vehicle and a drive torque control device capable of controlling the drive torque of the drive source;
A vehicle control device, comprising: a cooperative control device that changes one of the acting force of the brake and the driving torque in response to a decrease in the other.
The technical features described in any one of the items (1) to (15) can be employed in the vehicle control device described in this item.
While the vehicle is stopped, the drive source may be automatically stopped. Although the driving torque is gradually reduced, the braking torque is controlled accordingly so that the vehicle can be kept stationary. For example, on a slope, when the driving force applied to the vehicle due to the inclination and the driving force of the driving source are in opposite directions and the braking force and the driving force of the driving source are in the same direction, the driving source is automatically stopped. If the braking force is increased in this case, the vehicle can be kept stopped on the slope.

Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings.
In FIG. 1, electric parking brakes 22 and 24 are provided on the left and right rear wheels 12 and 14, respectively. The cable 26 is connected to the tension applying device 30 via the equalizer 28.
The electric parking brakes 22 and 24 are actuated by a tensile force applied to the cable 26, and the rotation of the wheel is suppressed by pressing the friction member against a brake rotating body that rotates together with the wheel by the tensile force.
The tension applying device 30 includes an electric motor (also referred to as a tension applying motor) 42 that can rotate in both forward and reverse directions, a drive circuit 44 that can control a supply current to the electric motor 42, and a driving force of the electric motor 42. Including a cable input device 46 and the like. The cable input device 46 includes a plurality of gears, and the cable 26 is pulled or loosened by the electric motor 42. In addition, even if the electric motor 42 is stopped, the cable 26 is maintained in that state. Conversely, even if no tension is applied to the cable 26 while no current is supplied to the electric motor 42, the electric motor 42 is It is not rotated, and the acting force is maintained in the electric parking brakes 22 and 24.

The tension applying device 30 is controlled by the brake ECU 50. The brake ECU 50 is mainly composed of a computer. The input / output unit is connected to a tension acquisition device 52 that acquires the tension of the cable 26, a parking switch 54, and the like, and a drive circuit 44 and the like. Even if the tension acquisition device 52 includes a tension sensor that actually detects the tension of the cable 26, the tension acquisition device 52 includes an encoder that acquires the tension based on the number of rotations from the reference position of the electric motor 42. Also good. The storage unit of the brake ECU 50 stores a parking brake release program and the like represented by the flowchart of FIG.
The brake ECU 50 is connected to an engine ECU 60 mainly composed of a computer. The engine ECU 60 is connected to a shift position detection device 62, an accelerator opening detection device 64, a drive torque detection device 66, and the like, and to an engine 68. The shift position detecting device 62 detects the position of the shift operating member 70 that can be operated by the driver, and the accelerator opening detecting device 64 detects the opening of the accelerator operating member 72, and driving torque. The detection device 66 includes a rotation speed detection device that detects the engine rotation speed, and detects drive torque based on the rotation speed and the like. The engine 68 includes a fuel injection device, a throttle valve drive device, and the like, and the drive torque is controlled by controlling the fuel injection amount, the throttle opening degree, and the like. The storage unit of the engine ECU 60 stores a drive torque control program and the like represented by the flowchart of FIG.

Information is communicated between the brake ECU 50 and the engine ECU 60. Information indicating that the tension of the cable 26 is automatically reduced from the brake ECU 50 to the engine ECU 60, information indicating that the tension of the cable 26 is less than a set value (0 or less in the present embodiment), etc. Is sent. Further, information indicating a shift position, information indicating that an accelerator operation has been performed, and the like are transmitted from engine ECU 60 to brake ECU 50.
Hereinafter, in this embodiment, it is considered that when the tension of the cable 26 is loosened, the acting force of the electric parking brakes 22 and 24 is reduced, and the braking torque applied to the wheels and the braking force applied to the vehicle are reduced. Further, the tension of the cable 26, the acting force of the electric parking brakes 22 and 24, the braking torque, and the braking force are considered to have a magnitude corresponding to each other, and if the magnitude of one of these physical quantities is known, the magnitude of the other physical quantity is obtained. I think you can understand that. Hereinafter, the fact that the tension of the cable 26 is relaxed, the braking force is reduced, the braking torque is reduced, and the braking force is reduced is used as a term representing the same matter. The same applies to the driving torque, and it is considered that a driving force corresponding to the engine driving torque is applied to the vehicle.

The operation of the vehicle control device configured as described above will be described.
The electric parking brakes 22 and 24 have predetermined parking brake operating conditions such as that the parking switch 54 is operated, the vehicle is stopped, and the shift position is switched to the parking position (P). Operated when charged.
A predetermined position including one or more of the shift position being switched to the drive position (D), the shift position being switched to the reverse position (R), the accelerator operation member 72 being operated, and the like is predetermined. When the parking brake release condition is satisfied, it is released regardless of the driver's operation. In these cases, it is considered that the driver intends to start the vehicle. Further, the engine driving force applied to the vehicle is, for example, when the shift position is switched as described above in the engine idle state, or when the accelerator operation member is operated when the shift position is in the drive D or reverse R. Increased to Therefore, it is appropriate to reduce the braking force in these cases.
The engine 68 is controlled so that a driving torque corresponding to the accelerator opening is obtained in accordance with the operation of the accelerator operation member 72.

The accelerator operation member 72 may be operated while the electric parking brakes 22 and 24 are operating. Both the braking force generated by the operation of the electric parking brakes 22 and 24 and the driving force corresponding to the driving torque of the engine 68 (hereinafter referred to as engine driving force) are applied to the vehicle. When the vehicle is stopped on a flat road surface, if the braking force is larger than the engine driving force, the vehicle is kept stopped.If the engine driving force is larger, the vehicle is in the direction determined by the shift position (forward or forward). Moved backward). The force for actually moving the vehicle (hereinafter referred to as effective driving force) is a magnitude obtained by subtracting the braking force from the engine driving force.
In this case, if the parking brake release condition is satisfied and the braking force is reduced by reducing the acting force of the electric parking brakes 22 and 24 without performing the brake release operation by the driver, the effective driving is performed. There is a risk that the force increases and the vehicle starts suddenly (or the acceleration suddenly increases). Therefore, in this embodiment, the engine driving force is reduced with a decrease in the acting force of the parking brake, and a rapid increase in the effective driving force is suppressed.

In the brake ECU 50, a parking brake release program represented by the flowchart of FIG. 2 is executed at predetermined time intervals. In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not the electric parking brakes 22 and 24 are operating. In S2, whether or not the brake release condition is satisfied. Is determined. In this embodiment, whether or not the shift position is switched from parking P, neutral N, or reverse R to drive D in S2a, and reverse R from parking P, neutral N, or drive D in S2b. In S2c, it is determined whether or not the accelerator operating member 72 has been operated.
When the brake release condition is not satisfied, the acting force of the electric parking brakes 22 and 24 is maintained as it is. However, when the brake releasing condition is satisfied, the acting force of the electric parking brakes 22 and 24 is It is gradually reduced and released.

As shown in the flowchart of FIG. 3, in the brake release operation, it is determined whether or not a predetermined timing is reached in S21. When the timing is reached, the control of the tension applying motor 42 is performed in S22. As a result, the tension of the cable 26 is released.
The tension of the cable 26 is reduced at a predetermined setting gradient. The brake acting force is decreased at a gradient corresponding to the decrease gradient of the tension, and the braking torque and the braking force are decreased at a gradient according to the decreasing gradient of the brake acting force.
Further, the tension of the cable 26 is decreased until it becomes equal to or lower than a set value (which is 0 in this embodiment). In S23 and S24, when the tension applied to the cable 26 falls below the set value, the tension applying motor 42 is stopped.
The tension of the cable 26 is relaxed when the timing is reached, but it is assumed that the timing is reached at the same time as the above-described parking brake release condition is satisfied, or the timing is reached after a set time has elapsed after the parking brake release condition is satisfied. You can do it.

In engine ECU 60, the drive torque control program represented by the flowchart of FIG. 4 is executed at predetermined time intervals.
In S51, it is determined whether or not the applied force of the electric parking brakes 22 and 24 has been automatically released, and in S52, it is determined whether or not the electric parking brakes 22 and 24 have been released (the brake applied force has become 0). The If it is neither, normal engine control is performed in S53. For example, in S53a, the opening degree of the accelerator operation member 72 is detected, and in S53b, the engine 68 is controlled so that a driving torque corresponding to the accelerator opening degree is obtained. This normal engine control is performed in the same manner whether the electric parking brakes 22 and 24 are operating or not.
When the acting force of the electric parking brakes 22 and 24 is decreased, the drive torque is changed to a decreasing side in S54. In the present embodiment, the engine 68 is controlled so that the change gradient of the engine driving force is reduced by the same gradient as the decreasing gradient of the braking force, and the engine driving force changes to the decreasing side with the reduced gradient.
If the engine driving force is constant and the effective driving force is constant before the brake acting force is reduced, the engine driving force is decreased at the same gradient as the braking force decreasing gradient. Further, when the engine driving force tends to increase, the increasing gradient is reduced by the decreasing gradient of the braking force, and is changed by the decreased increasing gradient.

When the reduction of the braking force is completed, the determination in S52 is YES, and in S55, it is determined whether or not the shift position has been switched when the brake release condition is satisfied. When the brake release condition including that the shift position is switched to the drive D or the reverse R is satisfied, it is determined whether or not the braking force is loosened.
When the shift position is switched from parking P, neutral N, and drive D to reverse R, the drive torque is recovered in a predetermined manner in S56, and the shift position is driven from parking P, neutral N, and reverse R. When switched to D, in S57, it is recovered in a manner corresponding to the operation state of the accelerator operation member 72. The operation state of the accelerator operation member 72 during operation of the electric parking brakes 22 and 24 is stored.

  The recovery in S56 is executed according to the flowchart of FIG. In S71 and 72, the driving torque is held for a predetermined delay time (holding time) T0, and thereafter, in S73 and 74, the driving torque is increased until the target value is reached at a predetermined set gradient θa. The target value may be a magnitude determined by the opening degree of the accelerator operating member 72 at that time or a magnitude determined by the accelerator opening degree during the operation of the electric parking brakes 22 and 24.

The recovery of S57 is executed according to the flowchart of FIG. In S81 and 82, as in the case described above, after the driving torque is held for a predetermined delay time T0, in S83 and 84, the operation state of the accelerator operating member 72 during the operation of the electric parking brakes 22 and 24 ( (Acceleration opening increase gradient) θs is increased to the target value with the same gradient θs.
If the shift position has not been switched, recovery is performed in a manner corresponding to the accelerator operation.

A control example in the present embodiment will be described with reference to FIGS.
In the case shown in FIG. 7, the engine driving force is decreased at the same gradient as the braking force decreasing gradient. When the driving force of the electric parking brakes 22 and 24 is reduced when the engine driving force is greater than the braking force and the vehicle is traveling at a constant acceleration, the engine driving force is at the same gradient as the braking force decreasing gradient. Therefore, the effective driving force ΔTE can be kept constant, and the acceleration can be kept constant.
After that, the engine driving force is maintained for the delay time T0 and then increased. Since the engine driving force is not increased immediately after being decreased, but is increased after being held, a rapid change in the effective driving force can be suppressed. The increase gradient in this case may be a predetermined set gradient θa or may be a gradient θs determined based on the operation state of the accelerator operation member 72.

  In the case shown in FIG. 8, an increase in engine driving force is suppressed. When the acting force of the electric parking brakes 22 and 24 is reduced while the acceleration is increasing, that is, while the accelerator opening is increasing, the increasing gradient of the acceleration increases rapidly. Therefore, the increasing gradient of the engine driving force is reduced by the decreasing gradient of the braking force, and is increased by the gradient. As a result, the effective driving force can be increased with a gradient corresponding to the increase gradient (dTref / dt) of the accelerator opening of the driver.

  In the case shown in FIG. 9, the engine driving force becomes greater than the braking force while the braking force is being reduced, and the vehicle begins to accelerate. In this case, it is desirable that the driving torque is changed to the decreasing side from the time when the braking force and the engine driving force become the same. In this embodiment, the engine ECU 60 determines whether or not the engine driving force has become greater than the braking force before the execution of S54 (after the execution of S53) (whether or not the effective driving force has become greater than 0). When it is detected that the engine driving force has increased, the driving torque is changed to the decreasing side in S54. In this case, information indicating the magnitude of the brake action force is supplied from the brake ECU 50 to the engine ECU 60.

  As described above, in the present embodiment, the drive torque decreasing side changing portion is configured by the portion that stores S54 of the flowchart of FIG. Thus, the drive torque increasing side changing unit is configured. Of these, a uniform change unit is configured by a portion that stores S56, a portion that executes, and the like. The accelerator operation corresponding change part is also an accelerator operation corresponding drive torque increasing side change part.

In the above-described embodiment, the drive torque is increased at a predetermined setting gradient in S56, but this is not essential. For example, the drive torque can be increased stepwise or in a curved manner according to a predetermined pattern. Thus, by changing the driving torque, it is possible to inform the driver that the parking brake is operating.
Further, it is not essential to change the drive torque in a different manner between the case where the shift position is switched to a position representing reverse R (S56) and the case where the shift position is switched to a position representing drive D (S57). It can also be changed in the same manner. For example, even when switched to reverse R or switched to drive D, it can be changed based on the operating state of the accelerator operation member 72 of the driver, or can be changed in a predetermined manner.
Further, in both cases where the shift position is switched to a position representing reverse R and where the shift position is switched to a position representing drive D, the drive torque is increased after being held for the same time. The time for holding the drive torque can be made variable based on the operation state of the accelerator operation member. For example, when the increase gradient of the opening degree of the accelerator operation member 72 is large, it can be made shorter than when it is small. In addition, the driving torque is not maintained, but can be increased with a gentle gradient equal to or less than the set gradient. In other words, after the driving torque is changed to the decreasing side, the driving torque is changed to the increasing side in at least two stages. After the driving torque is changed to the increasing side with a gentle gradient, the driving torque is changed with a steep gradient. Also in this embodiment, a rapid change in driving torque can be suppressed.
In the above embodiment, the case where the braking force is reduced by the set gradient has been described. However, the brake acting force can be decreased by the gradient determined by the state of the vehicle at that time. Also in the present embodiment, the driving torque is reduced according to the reduced state of the braking action force. It is desirable to reduce the driving torque so that the change in the effective driving force becomes small, or to reduce the effective driving force so that the effective driving force can be increased according to the operating state of the accelerator operation member by the driver.

Further, as shown in FIG. 11, when the vehicle is on a slope, a driving force (mgsinθ: m is a vehicle mass) applied to the vehicle due to an inclination and an engine driving force are applied in opposite directions, and a braking force and an engine driving force If the engine driving force is reduced by, for example, engine stop control or the like, the vehicle may be moved along the inclination. .
Therefore, as shown in FIG. 10, when the engine driving force is reduced, the tension applying device 30 can be controlled such that the braking force is equal to or greater than the driving force applied to the vehicle due to the inclination. In this case, the braking action force is increased by the decrease of the engine driving force.
Thus, when both braking force and driving force are applied, when the engine driving force is reduced, the braking force is increased so that the vehicle is maintained in a stopped state.

In the above-described embodiment, the case where the driving force is applied when the vehicle is stopped by the operation of the electric parking brakes 22 and 24 has been described. The present invention can be similarly applied to the case where the accelerator operating member 72 is operated while the is operated. For example, the brakes 22 and 24 may be automatically operated based on the relative positional relationship with the preceding vehicle, and in this case, the accelerator operation member 72 may be operated by the driver.
Furthermore, in the above embodiment, the electric parking brakes 22 and 24 are operated by the tension of the cable 26 in the braking force, but the hydraulic brakes are operated by the hydraulic pressure of the brake cylinder, or the pressing force of the electric motor. Or an electric brake that can be operated.
In the above embodiment, the drive source is the engine 68, but it may be an electric motor for driving or may include both an engine and an electric motor for driving.
The present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art, in addition to the above-described aspects.

1 is a diagram conceptually illustrating an entire vehicle control apparatus according to an embodiment of the present invention. It is a flowchart showing the parking brake cancellation | release program memorize | stored in the memory | storage part of brake ECU of the said vehicle control apparatus. It is a flowchart showing a part of the parking brake release program. It is a flowchart showing the drive torque control program memorize | stored in the memory | storage part of engine ECU of the said vehicle control apparatus. It is a flowchart showing a part of said drive torque control program. It is a flowchart showing a part of said drive torque control program. It is a figure which shows one control example by the said vehicle control apparatus. It is a figure which shows another example of control by the said vehicle control apparatus. It is a figure which shows another example of control by the said vehicle control apparatus. It is a figure which shows another example of control of the said vehicle control apparatus. It is a figure which shows the stop state of the vehicle by which the said vehicle control apparatus is mounted.

Explanation of symbols

22.24: Electric parking brake 26: Cable 30: Tension applying device 50: Brake ECU 60: Engine ECU 62: Shift position detecting device 64: Accelerator opening detecting device 68: Engine

Claims (5)

An automatic brake device including a brake that suppresses rotation of a wheel of the vehicle, and an automatic brake actuator that can operate the brake without a brake operation by a driver;
A vehicle control device including a drive device including the drive source of the vehicle and a drive torque control device capable of controlling a drive torque of the drive source,
When the driving force of the brake is reduced, the driving torque control device reduces the driving torque to a decreasing gradient of the braking force applied to the vehicle by the brake and the driving force applied to the vehicle by the driving source. A vehicle control device comprising: a drive torque reducing unit that reduces the driving torque in a state where the decreasing gradient is the same . The driving torque reducing unit includes a constant acceleration corresponding changing unit that reduces the driving torque in a state where the acceleration of the vehicle is maintained at the same magnitude as the acceleration before the braking force is reduced. The vehicle control device according to claim 1. A shift position detection device that detects a position of a shift operation member that can be operated by a driver; and after the drive torque is reduced by the drive torque reduction unit , the drive torque is detected by the shift position detection device. the vehicle control device according to claim 1 or 2 is changed to the increase side in a manner corresponding to the position including the drive torque increase side change section. The driving torque increasing side changing unit includes a uniform changing unit that changes the driving torque in a predetermined uniform manner when the position detected by the shift position detecting device is a position representing retreat. 4. The vehicle control device according to 3 . An accelerator that changes the driving torque in a manner corresponding to the operating state of the accelerator operating member by the driver, when the position detected by the shift position detecting device is a position representing forward movement, the driving torque increasing side changing unit The vehicle control device according to claim 3 , comprising an operation corresponding change unit.

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