JP6366007B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device having an auto hold function.

  Conventionally, for a vehicle having a hydraulic brake, for example, for a vehicle having an auto hold function that prevents the vehicle from jumping out by maintaining the brake hydraulic pressure for a predetermined time after the driver releases the brake. A control device is known (for example, Patent Document 1).

  The control device described in Patent Literature 1 activates a so-called idling stop function for stopping the engine when a predetermined idling stop condition is satisfied when the driver operates the brake to stop the vehicle. If the engine start condition is satisfied by the driver depressing the accelerator pedal, the idling stop function is canceled and the engine is restarted, and the brake hydraulic pressure is reduced under conditions suitable for returning from the idling stop. .

JP, 2015-101127, A

By the way, when the auto hold function is released when the driver depresses the accelerator pedal and the auto hold function is released, the driver's request for acceleration of the vehicle is not constant, the driving environment around the vehicle and the driver's psychological state Etc.
However, in the conventional control device described in Patent Document 1, no consideration is given to a change in the driver's demand for acceleration of the vehicle when the auto hold function is released. Therefore, there is a problem that when the auto hold function is canceled, it is not always possible to realize acceleration of the vehicle in accordance with the driver's intention.

  The present invention has been made to solve such a problem, and provides a vehicle control device capable of realizing acceleration of the vehicle in accordance with the driver's intention when the auto-hold function is canceled. For the purpose.

In order to achieve the above object, a vehicle control apparatus according to the present invention includes an accelerator operation state detection unit that detects an accelerator operation state of a driver, a brake operation state detection unit that detects a brake operation state of the driver, and a wheel. A braking device for braking, a braking maintenance control device for maintaining the braking device in a braking state even when the braking operation state detecting means is not detected when the vehicle is stopped, and a braking device by the braking maintenance control device The brake maintenance state release means for releasing the maintenance of the braking state in response to the detection of the accelerator operation by the accelerator operation state detection means, the drive source, and the accelerator operation by the accelerator operation state detection means A vehicle control device having drive source control means for controlling a generation torque of a drive source in response to detection, Dogen control means, while maintaining the braking device in the braking state by the brake maintenance control apparatus, when the accelerator operation is detected by the accelerator operation state detecting means, maintaining brake maintenance control device of the braking state of the braking device The rising characteristic of the generated torque of the driving source is set based on the brake depression amount or the brake depression operation speed of the driver before starting the driving, and the generated torque of the driving source is controlled based on the set rising characteristic. To do.
In the present invention configured as described above, when the accelerator operation state is detected by the accelerator operation state detection means while the brake device is maintained in the braking state by the brake maintenance control device, the brake operation amount related value is used. Therefore, the generated torque of the driving source is set and the generated torque of the driving source is controlled based on the set rising characteristic. Accordingly, the torque of the drive source can be increased, thereby realizing acceleration of the vehicle in accordance with the driver's intention.

According to another embodiment of the present invention, drive Dogen control means, as the brake depression amount is smaller, setting a large rise characteristic of the generated torque of the driving source.
In the present invention configured as described above, when the accelerator operation is detected by the accelerator operation state detection means while the braking device is maintained in the braking state by the braking maintenance control device, the brake depression amount when the vehicle is stopped Since the increase characteristic of the generated torque of the drive source is set to be larger as the acceleration request of the driver is higher and the expected acceleration is higher, the acceleration of the vehicle according to the driver's intention can be realized.

Preferably, in the present invention, the drive source is an engine, and the drive source control means automatically stops the engine when the brake depression amount is equal to or greater than a first value when the vehicle speed is less than a predetermined value. When it is less than the first value, the engine is operated in an idle state.
In the present invention configured as described above, when the braking device is maintained in the braking state by the braking maintenance control device, the accelerator operation state is detected by the accelerator operation state detecting means when the engine is operated in the idle state. When the vehicle is stopped, the brake depression amount when the vehicle is stopped is less than the first value, and the brake depression amount when the vehicle is stopped is smaller than when the accelerator operation is detected when the engine is automatically stopped and in the idling stop state. Since it is small and the increase characteristic of the engine torque is set large, the vehicle can be accelerated in accordance with the driver's intention.

According to another embodiment of the present invention, drive Dogen control means, as the brake depressing speed is low, setting a large rise characteristic of the generated torque of the driving source.
In the present invention configured as described above, if the accelerator operation state is detected by the accelerator operation state detecting means while the brake device is maintained in the braking state by the brake maintenance control device, the brake depressing operation while the vehicle is stopped The lower the speed and the higher the expected acceleration demand of the driver, the larger the increase characteristic of the generated torque of the drive source, so that the vehicle can be accelerated according to the driver's intention.

According to a second aspect of the present invention, there is provided a vehicle control apparatus, comprising: an accelerator operation state detection unit that detects a driver's accelerator operation state; a brake operation state detection unit that detects a driver's brake operation state; Braking device, a braking maintenance control device for maintaining the braking device in a braking state even when the brake operation state detecting means is not detected when the vehicle is stopped, and a braking device by the braking maintenance control device. The brake maintenance state release means for releasing the maintenance of the braking state in response to the detection of the accelerator operation by the accelerator operation state detection means, the engine capable of idling stop, and the accelerator by the accelerator operation state detection means Engine control means for controlling the generated torque of the engine in response to the operation detection. A both of the control unit, the engine control unit, the engine if the brake depression amount or the brake depressing speed of the driver is equal to or greater than a predetermined value and an idling stop state, maintaining the braking state is performed by the brake maintaining control device If the accelerator operation state is detected by the accelerator operation state detection means while the engine is operating in the idle state, the accelerator operation state detection means is detected when the engine is in the idling stop state. The engine generation torque rise characteristic is set to be larger than that in the case where the engine rises, and the engine generation torque is controlled based on the set rise characteristic.
In the present invention configured as described above, when the braking state is maintained by the braking maintenance control device, when the accelerator operation is detected when the engine is operated in the idle state, the engine is idled. The engine generation torque rise characteristic is set larger than when the accelerator operation is detected in the stop state, and the engine generation torque is controlled based on the set rise characteristic. If it is assumed that the driver's acceleration request is relatively high when the driving state is idle and accelerator operation is detected, the engine is idling stopped and the driver's acceleration request is relatively Set the engine torque increase characteristic higher than that assumed to be low, and The rising characteristics can increase the torque of the engine in response to the request, thereby, it is possible to realize an acceleration of the vehicle according to the intention of the driver.

  ADVANTAGE OF THE INVENTION According to this invention, when the auto hold function is cancelled | released, the vehicle control apparatus which can implement | achieve acceleration of the vehicle according to a driver | operator's intent can be provided.

1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. 1 is a schematic configuration diagram of a brake device according to an embodiment of the present invention. It is a block diagram which shows the electric constitution of the control apparatus of the vehicle by embodiment of this invention. It is a flowchart of the process which the control apparatus of the vehicle by embodiment of this invention controls an engine and a brake device. It is a flowchart of the process which the control apparatus of the vehicle by embodiment of this invention cancel | releases auto hold control. It is a timing chart which shows operation | movement of the control apparatus of the vehicle by embodiment of this invention.

Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied.
The vehicle V includes a stop maintaining device 1 for stopping the vehicle V, an idling stop control device 2, a brake device 3 (braking device) for braking the wheel 11 of the vehicle 11, and a DSC (Dynamic Stability Control) device 4 ( Braking maintenance control device), parking brake and emergency parking brake EPB (Electric Parking Brake) device 5, and ECU (Electric Control Unit) 6 (drive source control means, engine control means, braking maintenance state release means) And an engine 7 (drive source) controlled by the ECU 6 and driven by diesel fuel or gasoline fuel.

  The brake device 3 includes a brake pedal 10 disposed under the driver's feet, a booster 13 that amplifies the depression force of the brake pedal 10, and a master cylinder 12 that increases the brake fluid pressure in response to the depression of the brake pedal 10. Yes. The increase in the brake hydraulic pressure is transmitted to the hydraulic brake mechanism 20 provided corresponding to each wheel 11, thereby applying a braking force to each wheel 11.

  The DSC device 4 is configured to be able to brake the wheel 11 even when a brake operation by the driver is not detected. More specifically, the DSC device 4 is configured to control the running posture of the vehicle V by performing DSC control and ABS (Antilock Brake System) control independently of the brake operation by the driver. Further, in addition to the DSC control and the ABS control, the DSC device 4 is configured to operate the brake device 3 until the auto hold condition is canceled even when the brake operation by the driver is not detected when a predetermined auto hold condition is satisfied. Is maintained in a braking state.

  The EPB device 5 is configured to execute auto parking control for maintaining the stop state of the vehicle V when a predetermined condition is satisfied.

  Next, the brake device 3 will be described in more detail with reference to FIG. FIG. 2 is a schematic configuration diagram of the brake device according to the embodiment of the present invention.

  As shown in FIG. 2, a hydraulic brake mechanism 20 is provided corresponding to each wheel 11. The hydraulic brake mechanism 20 includes a rotor disk 21 that rotates integrally with the wheel 11 and a caliper 22 that applies a braking force to the rotor disk 21. The caliper 22 includes a caliper body 23 disposed on the inner side in the vehicle width direction of the rotor disk 21, and an outer pad 24 and an inner pad 25 disposed on both sides of the rotor disk 21 so as to sandwich the rotor disk 21. A piston 26 that can move in the axial direction of the rotor disk 21 is disposed on the inner side of the inner pad 25 in the vehicle width direction. The piston 26 slides into a cylinder hole 23 a formed in the caliper body 23. It is movably inserted. A pipe line 27 filled with brake fluid is connected to the cylinder hole 23a. When the driver depresses the brake pedal 10, the brake fluid pressure in the pipe line 27 increases according to the amount of depression. When the brake fluid pressure rises, the piston 26 advances toward the outside in the axial direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, the caliper 23 is moved inward in the vehicle width direction by the reaction force of the inner pad 25 being pressed against the rotor disk 21, whereby the outer pad 24 is pressed against the outer surface of the rotor disk 21 in the vehicle width direction. By pressing the outer pad 24 and the inner pad 25 against the rotor disk 21 in this way, the wheel 11 rotating integrally with the rotor disk 21 is braked, and the vehicle V is decelerated and stopped.

  Further, as shown in FIG. 2, the DSC device 4 is connected to a pipe line 27 between the master cylinder 12 of the brake device 3 and the piston 26.

  The DSC device 4 includes a hydraulic pump 31 connected to a first branch path 27 a that branches from a pipe line 27. The hydraulic pump 31 is an electric pump using, for example, an electric motor as a drive source, and is supplied with power from an alternator (not shown) while the engine is operating, and supplied with power from a battery (not shown) while the engine is stopped. To be driven. When the hydraulic pump 31 is driven, the brake hydraulic pressure in the pipe line 27 can be increased via a pressurizing valve 32 provided between the hydraulic pump 31 and the pipe line 27. Thereby, even if it is a case where operation of the brake pedal 10 is not performed by a driver, the brake device 3 can be operated. Further, the DSC device 4 includes a return valve 33 connected to the second branch passage 27b branched from the conduit 27. After the brake fluid pressure in the conduit 27 is increased by the DSC device 4, the brake is released. When reducing the hydraulic pressure, the return valve 33 is opened.

Further, as shown in FIG. 2, an electric brake mechanism 40 of the EPB device 5 is connected to the hydraulic brake mechanism 20. The electric brake mechanism 40 includes a piston 41 that acts on the inner pad 25, an annular member 42 connected to the piston 41, and an electric motor 43. A male screw portion 41 a is formed on the inner side of the piston 41 in the vehicle width direction, while a female screw portion 42 a that meshes with the male screw portion 41 a is formed on the inner periphery of the annular portion 42. A gear 42 b that meshes with the output pinion 44 of the electric motor 42 is formed on the outer periphery of the annular portion 42.
When the electric motor 43 is driven, the output pinion 44 rotates, and thereby the annular portion 42 rotates. As the annular portion 42 rotates, the piston 41 moves the inner pad 25 toward the outer side in the vehicle width direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, as the inner pad 25 is pressed against the inner surface of the rotor disk 21 in the vehicle width direction, the outer pad 24 is also pressed against the rotor disk 21 as described above, and the wheel 11 is braked.

  Next, the system of the vehicle control device will be described in detail with reference to FIG. FIG. 3 is a block diagram showing an electrical configuration of the vehicle control apparatus according to the embodiment of the present invention.

As shown in FIG. 3, the ECU 6 includes an Eng control unit 6 a for controlling the engine 7, a DSC control unit 6 b for controlling the DSC device 4, and an EPB control unit 6 c for controlling the EPB device 5. It has. The ECU 6 is configured to control the engine 7, the DSC device 4, and the EPB device 5 in accordance with inputs from various sensors.
Specifically, the ECU 6 includes a brake lamp switch 51 (brake operation state detecting means) that operates when the brake pedal 10 is operated by the driver, and an accelerator pedal sensor 52 (detecting the depression amount of the accelerator pedal 14 by the driver. Accelerator operation state detecting means), a yaw rate sensor 53 for detecting the yaw rate of the vehicle V, a steering angle sensor 54 for detecting the steering angle of a steering wheel (not shown) by the driver, and a lateral for detecting the acceleration of the vehicle V in the vehicle width direction. An acceleration sensor 55, a wheel speed sensor 56 for detecting the rotational speed of the wheel 11, an engine rotational speed sensor 57 for detecting the rotational speed (rotational speed) of the engine, and a gradient sensor for detecting the inclination angle of the road surface on which the vehicle V is stopped. 58, Auto parking switch 59 pushed by driver Parking switch 59 when the driver is pressed, auto-hold switch 60 when the driver presses the auto-hold switch 60, shift position sensor 61 that detects the shift range corresponding to the shift lever 9a, ignition switch 62, and conduit 27 Signals are input from various sensors and switches including a brake fluid pressure sensor 34 that detects the brake fluid pressure in the inside.

The Eng control unit 6 a drives the engine 7 based on detection values from various sensors including the accelerator sensor 52 and the engine rotation speed sensor 57. Specifically, the Eng control unit 6a sets the current vehicle speed and gear stage from the acceleration characteristic maps (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages. A corresponding acceleration characteristic map is selected, a target acceleration corresponding to the current accelerator opening is determined with reference to the selected acceleration characteristic map, and a target torque (driver required torque) of the engine 7 for realizing the target acceleration is determined. decide. Then, the engine 7 is controlled so as to output this target torque.
Further, the Eng control unit 6a automatically stops the driving engine 7 when a predetermined idling stop condition is satisfied.
In addition, when the engine 7 is in the idling stop state, the Eng control unit 6a restarts the engine 7 when the driver performs a predetermined operation, for example, when the accelerator pedal 14 is depressed. When the engine 7 is restarted, first, a cell motor (not shown) is driven to drive the engine 7 by cranking, and at the same time, a small amount of fuel is injected into the combustion chamber of the engine 7. After the engine 7 reaches a complete explosion state (engine speed is 400 to 600 RPM) that can be driven only by fuel combustion regardless of cranking, the Eng control unit 6a stops the cell motor and performs engine combustion only by fuel combustion. 7 is driven. The output of the engine 7 is input to a power transmission mechanism such as the automatic transmission 8 and is transmitted to the wheel 11 after being decelerated by a reduction ratio corresponding to the position of the shift lever 9 a detected by the shift position sensor 61.

  The DSC control unit 6b is operated by a driver based on detection values from various sensors including a yaw rate sensor 53, a steering angle sensor 54, a lateral acceleration sensor 55, a wheel speed sensor 56, a gradient sensor 58, and a brake fluid pressure sensor 34. Controls the running posture of the vehicle V independently. When the auto hold switch 60 is in the ON state, the DSC control unit 6b drives the pressurizing unit 30 even after the vehicle V is stopped and the driver releases the brake pedal 10 when the driver depresses the brake pedal 10. Thus, control is performed to maintain the brake fluid pressure in the pipe line 27. Thereby, braking of the vehicle V is maintained even when the brake operation by the driver is not detected.

  When the parking switch 59 is in an ON state and the driver performs a predetermined operation based on signals from the brake lamp switch 51 and the parking switch 59, the EPB control unit 6c, for example, depresses the brake pedal 10 by a predetermined amount or more. In this case, the electric brake mechanism 40 is driven and the wheel 11 is locked.

  Next, a process executed by the vehicle control device will be described with reference to FIGS. FIG. 4 is a flowchart of a process in which the vehicle control device according to the embodiment of the present invention controls the engine and the brake device, and FIG. 5 is a process in which the vehicle control device according to the embodiment of the present invention cancels the auto hold control. It is a flowchart of.

The series of processes shown in FIG. 4 is started when the ignition of the vehicle V is turned on and the power is supplied to the control device of the vehicle, and is repeatedly executed at a predetermined cycle.
When the process is started, as shown in FIG. 4, in step S <b> 1, the ECU 6 stands by until the vehicle V stops based on the detection value of the wheel speed sensor 56. For example, when the vehicle speed calculated based on the detection value of the wheel speed sensor 56 becomes less than a predetermined threshold (for example, 3 km / h), the ECU 6 determines that the vehicle V has stopped.

  As a result, when the vehicle V is stopped, the process proceeds to step S2, and the ECU 6 determines whether or not the auto hold condition is satisfied. For example, the ECU 6 determines that the auto hold condition is satisfied when the vehicle V is stopped and the auto hold switch 60 is in the ON state. Furthermore, it may be included in the auto hold condition that the opening degree of the accelerator pedal 14 is equal to or less than a predetermined value, or that the value detected by the yaw rate sensor 53 is equal to or less than the predetermined value.

As a result, when the auto hold condition is not satisfied, the process proceeds to step S3, and the ECU 6 determines whether or not the accelerator pedal 14 is operated based on the detection value of the accelerator sensor 52.
As a result, when the accelerator pedal 14 is operated, the vehicle V starts without performing the auto hold control, so the ECU 6 ends the process. In this case, the ECU 6 controls the engine 7 so as to output a target torque corresponding to the accelerator opening.
On the other hand, when the accelerator pedal 14 is not operated, the process returns to step S2 and thereafter waits until the auto hold condition is satisfied or the accelerator pedal 14 is operated.

  When the auto hold condition is satisfied in step S2, the process proceeds to step S4, and the ECU 6 performs auto hold control. Specifically, the ECU 6 operates the pressurizing unit 30 by the DSC control unit 6b to increase the brake fluid pressure in the pipe line 27, and brakes the wheel 11 even when the brake operation by the driver is not detected. The stop state of the vehicle V is maintained.

  Next, in step S5, the ECU 6 determines whether or not an idling stop condition is satisfied. The idling stop condition includes that the depression amount or depression speed (brake operation amount related value) of the brake pedal 10 is equal to or greater than a predetermined first value. Further, idling stop conditions are, for example, that the detection value by the wheel speed sensor 56 is 0, the water temperature of the engine 7 is equal to or higher than a predetermined value, the shift position of the shift lever 9a is in the D range, and the gradient sensor 58. This includes that the detected value of the battery is less than the predetermined value and that the remaining capacity of the in-vehicle battery is greater than or equal to the predetermined value. In addition to the above conditions, various conditions such as the detected value of the rudder angle sensor 54 and the outside air temperature may be included as the idling stop condition.

As a result, when the idling stop condition is satisfied, that is, when the depression amount or the depression speed of the brake pedal 10 is equal to or greater than a predetermined value, the process proceeds to step S6, and the ECU 6 automatically stops the engine 7 (idling stop).
Next, in step S7, the ECU 6 stands by until the accelerator pedal 14 is operated based on the detection value of the accelerator sensor 52.

  When the accelerator pedal is operated in step S7, the process proceeds to step S8, and the ECU 6 restarts the engine 7 (idling stop cancellation). When restarting the engine 7 in step S8, the ECU 6 controls the engine 7 so that the output torque becomes the restart torque Tt. The restart torque Tt is preferably substantially the same value as the idling torque of the vehicle V determined in advance.

  Next, in step S9, the ECU 6 stands by until the engine 7 reaches a complete explosion state. Specifically, when the engine speed exceeds the complete explosion speed C (400 to 600 RPM), the ECU 6 determines that the engine 7 has reached the complete explosion state.

  When the engine 7 reaches the complete explosion state, the process proceeds to step S10, where the ECU 6 sets the torque increase characteristic of the engine 7 when the accelerator operation is detected while the engine 7 is in the idling stop state. Specifically, the ECU 6 sets the first upper limit value T1 as the upper limit value of the rising speed when the torque of the engine 7 increases.

Further, when the idling stop condition is not satisfied in step S5, that is, when the depression amount or the depression speed of the brake pedal 10 is less than a predetermined value, the process proceeds to step S12, and the ECU 6 determines whether or not the accelerator 6 based on the detected value of the accelerator sensor 52. It is determined whether or not the pedal 14 has been operated.
As a result, when the accelerator pedal 14 is not operated, the process returns to step S5, and after that, it waits until the idling stop condition is satisfied or the accelerator pedal 14 is operated.

  On the other hand, when the accelerator pedal 14 is operated, the process proceeds to step S13, and the ECU 6 sets the torque increase characteristic of the engine 7 when the accelerator operation is detected while the engine 7 is operating in the idle state. Specifically, the ECU 6 sets the second upper limit value T2 as the upper limit value of the rising speed when the torque of the engine 7 increases. The second upper limit value T2 is set to a value larger than the first upper limit value T1 set as the torque increase characteristic of the engine 7 when the accelerator operation is detected when the engine 7 is in the idling stop state.

  After step S10 or S13, the process proceeds to step S11, where the ECU 6 performs a process of canceling the auto hold control. Thereafter, the ECU 6 ends the process.

  When the process for canceling the auto hold control is started in step S11 of FIG. 4, as shown in FIG. 5, the ECU 6 changes the auto hold status to OFF in step S21.

  Next, in step S22, the ECU 6 controls the hydraulic pump 31 to gradually decrease the brake hydraulic pressure in the conduit 27 and release the brake pressure.

  Next, in step S23, the ECU 6 refers to the detection value of the brake fluid pressure sensor 34 and waits until the release of the brake pressure is completed. Specifically, the ECU 6 determines that the release of the brake pressure has ended when the brake pressure in the pipe line 27 falls below a predetermined threshold value Tb.

  When the release of the brake pressure is completed, the process proceeds to step S24, and the ECU 6 changes the auto hold status to Stand by.

  Next, in step S25, the ECU 6 determines a target torque in the next combustion cycle of the engine 7 based on the torque increase characteristic set in step S10 or S13. Specifically, the ECU 6 specifies the driver request torque and the engine speed determined according to the accelerator opening, and the target torque increases as the driver request torque increases and the engine speed increases. Like that. At this time, the rate of torque increase from the actual torque in the last combustion cycle to the target torque in the next combustion cycle is equal to or lower than the first upper limit value T1 set in step S10 or the second upper limit value T2 set in step S13. Next, the target torque is determined.

Next, in step S26, the ECU 6 determines whether or not the driver request torque matches the actual torque. As a result, when the driver request torque does not match the actual torque, the process returns to step S25. Thereafter, the process of step S25 is repeated until the driver request torque matches the actual torque.
On the other hand, when the driver request torque matches the actual torque, the ECU 6 ends the process of canceling the auto hold control.

  Next, the operation of the vehicle control apparatus according to the embodiment of the present invention will be described with reference to FIG. FIG. 6 is a timing chart showing the operation of the vehicle control apparatus according to the embodiment of the present invention when the driver depresses the accelerator pedal 14, where the chart (a) shows the time change of the accelerator opening, and the chart (b). Is the time change of the engine speed, chart (c) is the time change of the auto hold status, chart (d) is the time change of the brake pressure, and chart (e) is the time change of the actual torque of the engine 7.

  When the vehicle V is stopped and neither the auto hold control nor the idling stop is performed, when the driver depresses the accelerator pedal 14 at time t1, as shown by the solid line in the chart (b), it corresponds to an increase in the accelerator opening. As a result, the engine speed increases. Further, as indicated by a solid line in the chart (e), the actual torque of the engine 7 increases so as to realize the driver required torque determined according to the accelerator opening.

In addition, when the vehicle V is stopped and the engine 7 is operated in the idle state and the auto hold control is performed, when the driver depresses the accelerator pedal 14 at time t1, the ECU 6 determines that the accelerator pedal 14 is depressed. (Step S12 in FIG. 4), the second upper limit value T2 is set as the upper limit value of the ascending speed when the torque of the engine 7 increases (Step S13 in FIG. 4), and the auto-hold release process is executed (FIG. 4). Step S11).
That is, as shown by the solid lines in charts (c) and (d), when the driver depresses the accelerator pedal 14 at time t1, the ECU 6 changes the auto hold status to OFF and controls the hydraulic pump 31. The brake fluid pressure in the pipe line 27 is gradually reduced. When the brake pressure in the pipe line 27 falls below the threshold value Tb in advance at time t3, the ECU 6 changes the auto hold status to Stand by.

During the time t3 when the auto hold status transitions to Stand by from the time t1 when the auto hold canceling process is started, the ECU 6 sets the actual torque of the engine 7 to the idling of the vehicle V as shown by the broken line in the chart (e). Maintain below torque. As a result, it is possible to prevent the auto-hold from being released while the actual torque of the engine 7 is high and a shock to occur when the vehicle starts.
Further, after the auto-hold status transitions to Stand by at time t3, the ECU 6 increases the torque of the engine 7 so that the actual torque matches the driver request torque determined according to the accelerator opening. At this time, the ECU 6 controls the generated torque so that the torque increase rate of the engine 7 is equal to or less than the second upper limit value T2 set when the accelerator operation by the driver is detected.

In addition, when the vehicle V is stopped and the engine 7 is in the idle ring stop state and the auto hold control is performed, when the driver depresses the accelerator pedal 14 at time t1, the ECU 6 depresses the accelerator pedal 14. A determination is made (step S7 in FIG. 4), and the engine 7 is restarted (step S8 in FIG. 4). If it is determined at time t2 that the engine 7 has reached the complete explosion state because the engine speed has exceeded the complete explosion speed C, the ECU 6 sets the upper limit value of the increase speed when the torque of the engine 7 increases. 1 An upper limit value T1 is set (step S10 in FIG. 4), and auto-hold release processing is executed (step S11 in FIG. 4).
That is, as indicated by the one-dot chain line in the charts (c) and (d), when the driver depresses the accelerator pedal 14 at time t1 and the engine 7 reaches the complete explosion state at time t2, the ECU 6 displays the auto hold status. Transition to OFF is performed, and the hydraulic pump 31 is controlled to gradually reduce the brake hydraulic pressure in the pipe line 27. When the brake pressure in the pipe line 27 falls below the threshold value Tb in advance at time t4, the ECU 6 changes the auto hold status to Stand by.

During the time t4 when the auto hold status transitions to Stand by from the time t1 when the restart of the engine 7 is started, the ECU 6 changes the actual torque of the engine 7 of the vehicle V as indicated by a one-dot chain line in the chart (e). Maintain below idling torque. As a result, it is possible to prevent the auto-hold from being released while the actual torque of the engine 7 is high and a shock to occur when the vehicle starts.
Further, after the auto hold status transitions to Stand by at time t4, the ECU 6 increases the torque of the engine 7 so that the actual torque matches the driver request torque determined according to the accelerator opening. At this time, the ECU 6 controls the generated torque so that the torque increase speed of the engine 7 is not more than the first upper limit value T1 set when the accelerator operation by the driver is detected.

When the driver depresses the accelerator and cancels the auto hold control while the auto hold control is being performed, the acceleration of the vehicle intended by the driver depends on the depression amount and the depression speed of the brake pedal 10 before the start of the auto hold control. It is envisaged that this will vary. Specifically, the greater the depression amount and depression speed of the brake pedal 10 before the start of the auto hold control, the stronger the driver intends to stop the vehicle. The demand will be smaller.
Therefore, when the accelerator operation by the driver is detected while the auto hold control is being performed, the torque increase characteristic of the engine 7 becomes larger as the depression amount or the depression speed of the brake pedal 10 before the start of the auto hold control is smaller. By setting, acceleration of the vehicle according to the driver's intention can be realized.

Although the depression amount and the depression speed of the brake pedal 10 before the start of the auto hold control can be calculated based on the detected values of the brake lamp switch 51 and the brake fluid pressure sensor 34, the success or failure of the idling stop condition is determined by the brake pedal 10. When it is determined from the brake operation amount-related values such as the stepping amount and the stepping speed, it is possible to specify the stepping amount and stepping speed of the brake pedal 10 based on whether or not the idling stop control is performed. That is, the depression amount and depression speed of the brake pedal 10 when the idling stop control is performed are larger than when the idling stop control is not performed.
Therefore, when the auto hold control is released in a state where the auto hold control and the idling stop are being performed (a state in which the depression amount and the depression speed of the brake pedal 10 before the start of the auto hold control are relatively large). The acceleration request is when the auto hold control is canceled in the idling state and the auto hold control is being performed (the depression amount and the depression speed of the brake pedal 10 before the start of the auto hold control is relatively small). This is considered to be lower than the driver's acceleration demand.

  Therefore, in the present embodiment, in the first upper limit value T1 (chart (e)), which is an increase characteristic of the generated torque of the engine 7 when the accelerator operation by the driver is detected in the state where the auto hold control and the idling stop are performed. The second upper limit value T2 (chart (e), which is an increase characteristic of the generated torque of the engine 7 when an accelerator operation by the driver is detected while idling and the auto hold control is performed). ), The upper limit of the slope of the broken line in FIG. Thereby, acceleration of the vehicle according to the driver's intention can be realized.

  In the above-described embodiment, the case where the vehicle V includes the engine 7 as a drive source has been described as an example. However, instead of the engine 7 or together with the engine 7, the vehicle V includes an electric motor as a drive source. The present invention can be applied.

  Further, in the above-described embodiment, the ECU 6 is based on the torque increase characteristic set in step S10 or S13 in FIG. 4 after the release of the brake pressure is finished in the process of releasing the auto hold control (step S23 in FIG. 5). Although it has been described that the generated torque of the engine 7 is controlled, the generated torque of the engine 7 may be controlled in response to the driver's accelerator operation without waiting for the brake pressure release to end.

1 Stop device 2 Idling stop device 3 Brake device 4 DSC device 6 ECU
7 Engine 14 Accelerator pedal

Claims (5)

An accelerator operation state detection means for detecting the accelerator operation state of the driver;
Brake operation state detection means for detecting the brake operation state of the driver;
A braking device for braking the wheel;
A braking maintenance control device for maintaining the braking device in a braking state even when a braking operation is not detected by the braking operation state detection means when the vehicle is stopped;
Braking maintenance state releasing means for releasing maintenance of the braking state in response to detection of accelerator operation by the accelerator operation state detecting means when the braking device is maintained in a braking state by the braking maintenance control device;
A driving source;
Drive source control means for controlling the generated torque of the drive source in response to detection of accelerator operation by the accelerator operation state detection means;
A vehicle control device comprising:
The driving source control means, when the said brake maintenance controller maintains the braking device in the braking state, the when the accelerator operation is detected by the accelerator operation state detecting means, the brake maintaining control device the brake A rising characteristic of the generated torque of the drive source is set based on the brake depression amount or the brake depression operation speed of the driver before starting to maintain the braking state of the device, and the generation of the driving source is generated based on the set rising characteristic Control torque,
A control apparatus for a vehicle. Before SL drive source control means, the higher the brake depression amount is smaller, setting a large rise characteristic of the generated torque of the driving source, the control apparatus for a vehicle according to claim 1. The drive source is an engine;
When the vehicle speed is less than a predetermined value, the drive source control means automatically stops the engine when the brake depression amount is a first value or more, and when the vehicle speed is less than the first value, the engine The vehicle control device according to claim 2, wherein the vehicle is driven in an idle state. Before SL drive source control means, the higher the brake depressing speed is low, setting a large rise characteristic of the generated torque of the driving source, the control apparatus for a vehicle according to claim 1. An accelerator operation state detection means for detecting the accelerator operation state of the driver;
Brake operation state detection means for detecting the brake operation state of the driver;
A braking device for braking the wheel;
A braking maintenance control device for maintaining the braking device in a braking state even when a braking operation is not detected by the braking operation state detection means when the vehicle is stopped;
Braking maintenance state releasing means for releasing maintenance of the braking state in response to detection of accelerator operation by the accelerator operation state detecting means when the braking device is maintained in a braking state by the braking maintenance control device;
An engine capable of idling stop,
Engine control means for controlling the generated torque of the engine in response to detection of accelerator operation by the accelerator operation state detection means;
A vehicle control device comprising:
The engine control means includes
When the driver's brake depression amount or brake depression operation speed is equal to or higher than a predetermined value, the engine is set to an idling stop state,
In the case where the braking state is maintained by the braking maintenance control device, when the accelerator operation is detected by the accelerator operation state detection means while the engine is operated in an idle state, the engine is idled. When the accelerator operation state detection means is in the stop state, the engine generation torque increase characteristic is set larger than when the accelerator operation is detected, and the engine generation torque is controlled based on the set increase characteristic. To
A control apparatus for a vehicle.

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