JP2009214583A - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly start from a brake-hold state due to a break-hold instruction. <P>SOLUTION: When a brake hold switch is turned on for instructing to hold a brake even after returning a brake pedal after a vehicle stops on an upslope or the like, a prescribed driving force distribution rate (for example, rear wheel side 60% with respect to front wheel side 40%) is set to target braking force distribution rates Kbf* and Kbr* of front an rear wheels (S150), the sum of the braking torque of the front and rear wheels is stored, the rate of the brake oil pressures of the front wheels and rear wheels is adjusted to the target braking force distribution rates Kbf* and Kbr*, and brake hold control is started by controlling a brake actuator to hold the stop state (S160), and when accelerator opening Acc becomes a release decision threshold or more, the brake oil pressures of the front and rear wheels are released, the engine is controlled so that the request torque can be output to the front and rear wheels, and driving torque based on the prescribed driving force distribution rate is output to the front and rear wheels. Thus, a vehicle is started while suppressing the drag of the front and rear wheels. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

Conventionally, as this type of vehicle, a vehicle including a traveling electric motor and an electromagnetic brake has been proposed (see, for example, Patent Document 1). In this vehicle, when starting on an uphill, a smaller torque than usual is output from the electric motor and the release of the electromagnetic brake is started to avoid dragging of the brake.
JP 2003-209909 A

  In vehicles equipped with a driving force output device that outputs driving force to the front and rear wheels by a motor and the like, and a brake device that outputs braking force to the front and rear wheels, the vehicle is stopped by an instruction switch that instructs to hold the stopped state on an uphill road When releasing the holding, there may be a case where the front or rear wheel in a braking state is dragged by the brake device. That is, when starting the vehicle after releasing the stop, the rear wheel is dragged by the driving force of the front wheel, or the front wheel is dragged by the driving force of the rear wheel. Decrease may occur.

  A vehicle and a control method thereof according to the present invention are mainly intended to more appropriately start from a stopped state based on a stop holding instruction.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least the above-described main object.

The vehicle of the present invention
Driving force output means for outputting driving force to the front and rear wheels;
Braking force applying means capable of applying braking force to the front and rear wheels based on a driver's braking operation and applying braking force to the front and rear wheels without a driver's braking operation;
Stop holding instruction means for instructing holding of the stopped state;
When stop holding is instructed by the stop holding instructing means, the braking force applying means is controlled to hold the stop of the vehicle by applying braking force to the front and rear wheels by the braking force applying means, and the stop holding When a release condition for releasing the stop holding is established in the state where the vehicle is stopped and held based on the stop holding instruction by the instruction means, the braking force distribution by the braking force applying means to the front and rear wheels and the driving force output means by the driving force output means In a state where the driving force distribution to the front and rear wheels is substantially coincident, the braking force is not applied to the front and rear wheels by the braking force applying means, and the driving force is output to the front and rear wheels by the driving force output means. Control means for controlling the braking force applying means and the driving force output means;
It is a summary to provide.

  In the vehicle of the present invention, when the stop holding instruction is instructed by the stop holding instruction means for instructing the holding of the stop state, the stop of the vehicle is held by the braking force applied to the front and rear wheels by the braking force applying means. Distributing the braking force to the front and rear wheels by the braking force applying means when the release condition for releasing the stop holding is satisfied while the vehicle is stopped and held based on the stop holding instruction by the stop holding instruction means. The braking force is applied to the front and rear wheels by the braking force applying means and the driving force is output to the front and rear wheels by the driving force output means in a state where the driving force distribution to the front and rear wheels by the driving force output means is substantially coincident. Thus, the braking force applying means and the driving force output means are controlled. Thereby, the start from the stop state based on the stop holding instruction can be performed more appropriately.

  In such a vehicle of the present invention, the driving force output means is means for outputting driving force to the front and rear wheels with a predetermined driving force distribution to the front and rear wheels, and the braking force applying means is applied to the front and rear wheels. The control means applies braking force to the front and rear wheels so that the braking force distribution can be adjusted, and the control means applies the braking force to the front and rear wheels when the stop holding instruction is given by the stop holding instruction means. The front and rear wheels by the braking force applying means are adjusted so that the braking force distribution is substantially matched with the predetermined driving force distribution in the driving force output to the front and rear wheels by the driving force output means when the release condition is satisfied. It is also possible to control the braking force applying means so that the stop of the vehicle is maintained by applying the braking force to the vehicle. If it carries out like this, the appropriate start from the stop state based on the stop holding instruction | indication can be performed more reliably.

  In the vehicle of the present invention, the driving force output means is means for outputting driving force to the front and rear wheels so that the distribution of driving force to the front and rear wheels can be adjusted, and the braking force applying means is the front and rear wheels. The control means applies the braking force to the front and rear wheels by the driving force output means when the release condition is satisfied. The driving force is adjusted so that the braking force is applied to the front and rear wheels by the driving force output unit after adjusting so as to substantially match the predetermined braking force distribution in the braking force applied to the front and rear wheels by the braking force applying unit. It can also be a means for controlling the output means. If it carries out like this, the appropriate start from the stop state based on the stop holding instruction | indication can be performed more reliably.

  Further, in the vehicle of the present invention, the driving force output means is means for outputting driving force to the front and rear wheels so that the distribution of driving force to the front and rear wheels can be adjusted, and the braking force applying means is the front and rear wheels. The control means applies the braking force to the front and rear wheels so that the distribution of the braking force to the front and rear wheels can be adjusted, and when the stop holding is instructed by the stop holding instruction means, the control means provides the front and rear wheels by the braking force application means. Adjusting the braking force distribution to the front and rear wheels by the driving force output means when the release condition is satisfied so as to substantially match the driving force distribution to the front and rear wheels. The braking force applying means is controlled so that the stop of the vehicle is maintained by applying the braking force to the front and rear wheels by the driving force or when the release condition is satisfied, the driving force output means applies the force to the front and rear wheels. The driving force is output to the front and rear wheels by the driving force output means after adjusting the power distribution so that the braking force applied to the front and rear wheels by the braking force applying means substantially matches the braking force distribution to the front and rear wheels. It is also possible to control the driving force output means so as to control either one of them. If it carries out like this, the appropriate start from the stop state based on the stop holding instruction | indication can be performed more reliably.

  In the vehicle of the present invention having the driving force output means for outputting the driving force to the front and rear wheels so that the distribution of the driving force to the front and rear wheels can be adjusted, the driving force output means inputs and outputs power to and from the internal combustion engine. The generator, the first drive shaft connected to one axle of the front and rear wheels, the output shaft of the internal combustion engine, and the rotation shaft of the generator, and any one of the three shafts. 3-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft, and an electric motor for inputting / outputting power to / from a second drive shaft connected to the other axle of the front and rear wheels And a power storage means capable of exchanging electric power with the generator and the electric motor.

The vehicle control method of the present invention includes:
Driving force output means that outputs driving force to the front and rear wheels, braking force to the front and rear wheels based on the driver's braking operation, and braking force to the front and rear wheels without the driver's braking operation are possible A vehicle control method comprising: a braking force applying means; and a stop holding instruction means for instructing holding of a stopped state,
When stop holding is instructed by the stop holding instructing means, the braking force applying means is controlled to hold the stop of the vehicle by applying braking force to the front and rear wheels by the braking force applying means, and the stop holding When a release condition for releasing the stop holding is established in the state where the vehicle is stopped and held based on the stop holding instruction by the instruction means, the braking force distribution by the braking force applying means to the front and rear wheels and the driving force output means by the driving force output means In a state where the driving force distribution to the front and rear wheels is substantially coincident, the braking force is not applied to the front and rear wheels by the braking force applying means, and the driving force is output to the front and rear wheels by the driving force output means. Controlling the braking force applying means and the driving force output means,
It is characterized by that.

  In the vehicle control method of the present invention, when the stop holding instruction is instructed by the stop holding instruction means for instructing the holding of the stopped state, the stop of the vehicle is maintained by the braking force applied to the front and rear wheels by the braking force applying means. The braking force applying means is controlled so that when the release condition for releasing the stop holding is established based on the stop holding instruction by the stop holding instruction means, the braking force applying means applies the front and rear wheels to the front and rear wheels. When the braking force distribution and the driving force distribution to the front and rear wheels by the driving force output means substantially coincide with each other, the braking force application to the front and rear wheels is released by the braking force applying means and the driving force output means drives the front and rear wheels. The braking force applying means and the driving force output means are controlled so that the force is output. Thereby, the start from the stop state based on the stop holding instruction can be performed more appropriately.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 as a first embodiment of the present invention. As shown in the figure, the automobile 20 of the first embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a center differential by shifting the power from the engine 22. The automatic transmission 30 that transmits to the gear 40, the power from the automatic transmission 30, and the rear differential to the front propeller shaft 41 and the rear wheels 48a, 48b that are connected to the front wheels 46a, 46b via the front differential gear 42. A center differential that transmits a driving torque with a predetermined driving force distribution ratio (in the first embodiment, 60% on the rear wheel side to 40% on the front wheel side) to the rear propeller shaft 43 connected via the gear 44. To control the gear 40 and the brakes of the front wheels 46a and 46b and the rear wheels 48a and 48b It includes the brake actuator 72, a main electronic control unit 50 that controls the whole vehicle, the. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24, and the automatic transmission 30 is also driven and controlled by the engine ECU 24.

  In the brake actuator 72, the braking torque corresponding to the pressure of the brake master cylinder 70 generated in response to the depression of the brake pedal 65 generates front and rear wheels 46a, 46b, 48a, and 48b (hereinafter referred to simply as “front and rear wheels” without reference numerals). Regardless of whether the brake pedal 65 is depressed or not, the hydraulic pressure of the brake wheel cylinders 76a and 76b of the front wheels 46a and 46b and the brake wheel cylinders 78a and 78b of the rear wheels 48a and 48b (hereinafter referred to as brake hydraulic pressure) is adjusted. The brake hydraulic pressure of the front wheels 46a and 46b and the brake hydraulic pressure of the rear wheels 48a and 48b can be adjusted so that the braking torque acts with an adjustable braking force distribution ratio with respect to the front and rear wheels. Yes. The brake actuator 72 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 74. The brake ECU 74 inputs signals such as each wheel speed from a wheel speed sensor (not shown) attached to the front and rear wheels, a steering angle from a steering angle sensor (not shown), and the front and rear when the driver depresses the brake pedal 65. Anti-lock brake system function (ABS) that prevents any of the wheels from slipping due to locking, or traction control that prevents any of the front or rear wheels from slipping due to idling when the driver depresses the accelerator pedal 63 TRC), posture holding control (VSC) for holding the posture when the vehicle is turning, and the like.

  The main electronic control unit 50 is configured as a microprocessor centered on the CPU 52. In addition to the CPU 52, a ROM 54 for storing processing programs, a RAM 56 for temporarily storing data, an input / output port and a communication port (not shown). With. The main electronic control unit 50 includes an ignition signal from the ignition switch 60, a shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61, and an accelerator pedal position sensor 64 that detects the amount of depression of the accelerator pedal 63. The accelerator pedal opening Acc, the brake pedal position BP from the brake pedal position sensor 66 for detecting the depression amount of the brake pedal 65, the vehicle speed V from the vehicle speed sensor 68, the brake pedal attached after being stopped near the driver's seat, etc. A brake hold signal or the like from the brake hold switch 69 for instructing execution of the stop holding control for holding the brake even when 65 is returned is input via the input port. The main electronic control unit 50 is connected to the engine ECU 24 and the brake ECU 74 via a communication port. The main electronic control unit 50 inputs data related to the operation state of the engine 22 and the state of the automatic transmission 30 from the engine ECU 24 and controls the operation of the engine 22. A control signal for controlling the drive of the automatic transmission 30 is output to the engine ECU 24, data relating to the state of the brake actuator 72 is input from the brake ECU 74, and a control signal for controlling the drive of the brake actuator 72 is output to the brake ECU 74. is doing.

  Next, the operation of the automobile 20 of the first embodiment configured as described above, particularly the operation when starting after the driver turns on the brake hold switch 69 on an uphill road will be described. FIG. 2 is a flowchart showing an example of a stop holding start control routine executed by the main electronic control unit 50, and FIG. 3 is a flowchart showing an example of a stop holding release control routine executed by the main electronic control unit 50. These routines are repeatedly executed every predetermined time after the brake hold switch 69 is turned on. FIG. 4 is a flowchart showing an example of a drive control routine that is repeatedly executed by the main electronic control unit 50 every predetermined time. Hereinafter, stop holding start control, stop holding release control, and drive control will be described in this order.

  When the stop holding start control routine of FIG. 2 is executed, the CPU 52 of the main electronic control unit 50 firstly, the accelerator opening Acc from the accelerator pedal position sensor 64, the brake pedal position BP from the brake pedal position sensor 66, and the vehicle speed. A process of inputting data necessary to start the stop holding control such as the vehicle speed V and the stop holding control flag Fstop from the sensor 68 is executed (step S100). Here, the stop holding control flag Fstop is set to a value 1 when the stop holding control is started by this routine, and is set to a value 0 as an initial value when the stop holding control is released by the stop holding release control routine. This flag is reset.

  When the data is input in this way, whether the stop holding control flag Fstop is 0 (step S110), whether the accelerator opening state Acc is 0 (step S120), and the vehicle speed V is the value. It is determined whether or not the vehicle is in a stopped state that becomes 0 (step S130) and whether or not the brake pedal position BP is in a brake-on state that is greater than 0 (step S140). When the stop holding control flag Fstop is a value of 1, it is determined that the stop holding control has already been started, and when the accelerator is on, not in a stopped state, or when the brake is off, the driver is willing to stop. If it is determined that there is no, this routine is terminated.

  When the stop holding control flag Fstop is 0, the accelerator is off, and when the vehicle is stopped and the brake is on, the predetermined driving force distribution ratio described above is used to determine the distribution of the braking torque to the front and rear wheels. The front and rear wheel target braking force distribution ratios Kbf * and Kbr * are set (step 150), and the brake holding instruction signal and the front and rear wheel target braking force distribution ratios Kbf * and Kbr * are transmitted to the brake ECU 74 (step). S160), a value 1 is set to the stop holding control flag Fstop (step S170), and this routine is finished. The brake ECU 74 that has received the brake holding instruction signal and the target braking force distribution ratios Kbf * and Kbr * holds the sum of the braking torques for the front and rear wheels, and the braking torque for the front wheels 46a and 46b and the rear wheels 48a and 48b. The brake actuator 72 is controlled so that the ratio to the braking torque is adjusted to the target braking force distribution ratios Kbf * and Kbr *. Thus, the stop holding control is started in a state where the braking torque adjusted to match the predetermined driving force distribution ratio is applied to the front and rear wheels, and the stopped state is held even if the brake pedal 85 is subsequently returned.

  Next, cancellation of the stop holding control will be described. When the stop holding release control routine of FIG. 3 is executed, the CPU 52 of the main electronic control unit 50 first inputs data necessary for releasing the stop holding control such as the accelerator opening Acc and the stop holding control flag Fstop. (Step S200), whether or not the stop holding control flag Fstop is a value 1 (Step S210), whether or not the accelerator opening Acc is equal to or greater than a release determination threshold Aref (for example, 7% or 9%) (Step S220), Execute the process of determining. When the stop holding control flag Fstop is a value of 0, it is determined that the stop holding control has already been released, and when the accelerator opening Acc is less than the release determination threshold Aref, it is determined that the driver does not intend to start, This routine ends.

  When the stop holding control flag Fstop is 1 and the accelerator opening Acc is equal to or greater than the release determination threshold value Aref, a signal instructing brake release is transmitted to the brake ECU 74 (step S230), and a signal to the effect that release of the brake hydraulic pressure has been completed. Waiting for reception from the brake ECU 74 (step S240), the stop holding control flag Fstop is set to 0 (step S250), and this routine is terminated. The brake ECU 74 controls the brake actuator 72 to start releasing the brake hydraulic pressure of the front and rear wheels when receiving a brake release instruction signal. Further, the brake ECU 74 transmits a signal to that effect to the main electronic control unit 50 when the release of the brake hydraulic pressure is completed. Thus, the stop holding control is released.

  Next, drive control will be described. When the drive control routine of FIG. 4 is executed, the CPU 52 of the main electronic control unit 50 inputs data necessary for operation control of the engine 22, such as the accelerator opening Acc (step S300), and the input accelerator opening. Based on Acc, the required torque T * required for the front and rear wheels is set (step S310), the set required torque T * is transmitted to the engine ECU 24 (step S320), and the drive control routine is terminated. In the embodiment, the required torque T * is determined in advance so that the required torque T * increases from the torque corresponding to the creep torque as the accelerator opening Acc increases from the value 0. The map is stored in the ROM 54 as a required torque setting map, and when the accelerator opening degree Acc is given, the corresponding required torque T * is derived and set from the stored map. The engine ECU 24 that has received the required torque T * controls the engine 22 so that a torque corresponding to the required torque T * is output to the front and rear wheels as a whole.

  Here, the accelerator opening degree Acc, the stop holding control flag Fstop, the torque acting on the entire front and rear wheels, the torque acting on the front wheels 46a and 46b, and the acting on the rear wheels 48a and 48b when the vehicle is started with the stop holding control released. FIG. 5 shows an example of a state of time change with the torque to be performed. In the figure, the broken line indicates the sum of the driving torque and the braking torque. As shown in the figure, the stop holding control is performed in a state where the braking torque of the front and rear wheels is adjusted to coincide with a predetermined driving force distribution ratio (in the first embodiment, 60% on the rear wheel side with respect to 40% on the front wheel side). During execution, when the accelerator opening degree Acc becomes equal to or greater than the release determination threshold Aref at time t1 and the brake release is instructed, the magnitude of the braking torque for the front and rear wheels decreases as the brake hydraulic pressure for the front and rear wheels decreases. Become. At this time, the engine 22 outputs a driving torque corresponding to a predetermined driving force distribution ratio to the front and rear wheels with a certain degree of responsiveness corresponding to the accelerator opening Acc. For this reason, until the release of the brake hydraulic pressure is completed from time t1 to time t2, the sum of the driving torque and braking torque acting on the front wheels 46a and 46b and the rear wheels 48a and 48b are applied as shown by the broken lines. The ratio of the driving torque that acts and the sum of the braking torque changes in a state that substantially matches the predetermined driving force distribution ratio. As a result, when the vehicle is started with the stop holding control being released, the rear wheels 48a, 48b are dragged by the driving torque acting on the front wheels 46a, 46b, or the front wheels 46a, 46b are driven by the driving torque acting on the rear wheels 48a, 48b. Since it is suppressed that the vehicle is dragged, abnormal noise accompanying the drag of the wheel is also suppressed, and the vehicle can be started more appropriately.

  According to the automobile 20 of the first embodiment described above, the power from the engine 22 is transmitted to the front and rear wheels as a driving torque by a predetermined driving force distribution ratio and is adjustable to the front and rear wheels. When the brake hold switch 69 is turned on, the predetermined driving force distribution ratio is set to the target braking force distribution ratios Kbf * and Kbr * for the front and rear wheels, and the sum of the braking torques for the front and rear wheels is set. And the ratio of the braking torque of the front wheels 46a, 46b and the braking torque of the rear wheels 48a, 48b is adjusted to the target braking force distribution ratios Kbf *, Kbr *, and the brake actuator 72 is controlled. Then, stop holding control is started, and when the accelerator opening Acc exceeds the release determination threshold Aref, the brake hydraulic pressure of the front and rear wheels is released. Since the brake actuator 72 is controlled so that the required torque T * is output to the front and rear wheels, the engine 22 is controlled to output the driving torque according to a predetermined driving force distribution ratio to the front and rear wheels. It is possible to more appropriately start from the stop state when the brake hold switch 69 is turned on.

  In the automobile 20 of the first embodiment, the brake actuator 72 is controlled so that the braking torque adjusted to match the predetermined driving force distribution ratio is applied to the front and rear wheels when the stop holding control is started. As long as the brake actuator 72 is controlled so that the braking torque adjusted to coincide with a predetermined driving force distribution ratio is applied to the front and rear wheels before the stop holding control is canceled. It may be anything. For example, a distribution ratio different from a predetermined driving force distribution ratio such as a ratio used in normal braking control for the front and rear wheels when starting the stop holding control (for example, 30% on the rear wheel side with respect to 70% on the front wheel side). The brake actuator 72 is controlled so that the brake hydraulic pressure is adjusted so that the braking torque of the front and rear wheels is applied to the front and rear wheels, and then the distribution ratio of the braking torques of the front and rear wheels matches the predetermined driving force distribution ratio. It is good.

  In the automobile 20 of the first embodiment, the center differential gear 40 that inputs the power from the automatic transmission 30 and transmits the driving torque according to a predetermined driving force distribution ratio to the front propeller shaft 41 and the rear propeller shaft 43 is provided. Although provided, a center differential gear that transmits a driving torque with an adjustable driving force distribution ratio with respect to the front propeller shaft 41 and the rear propeller shaft 43 may be provided.

  Next, an electric vehicle 120 as a second embodiment of the present invention will be described. FIG. 6 is a block diagram showing an outline of the configuration of an electric vehicle 120 as a second embodiment of the present invention. The electric vehicle 120 according to the second embodiment includes an engine 22, an automatic transmission 30, an engine ECU 24 that controls the engine 22 and the automatic transmission 30 in the vehicle 20 according to the first embodiment illustrated in FIG. 1, and a front propeller shaft on the front wheel side. 41 and the rear differential shaft 43 on the rear wheel side, a center differential gear 40 for transmitting a driving torque with a predetermined driving force distribution ratio, and a brake actuator 72 for applying a braking torque with an adjustable braking force distribution ratio to the front and rear wheels, Instead of the motor MG1 configured as a known synchronous generator motor connected to the front wheel side, the motor MG2 configured as a known synchronous generator motor connected to the rear wheel side, and the inverters that drive and control the motors MG1, MG2. Motor electronic control unit (hereinafter referred to as “motor control unit”) that controls switching of 121 and 122. , Has a hardware configuration and a battery 126 and a brake actuator 172 which is electrically connected to the motor MG1, MG2 via that motor ECU) 124 and an inverter 121. In order to avoid redundant description, the same components as those of the vehicle 20 of the first embodiment are denoted by the same reference numerals in the configuration of the electric vehicle 120 of the second embodiment, and detailed description thereof is omitted.

  The brake actuator 172 uses the brake master cylinder 170 pressure (hereinafter referred to as master cylinder pressure) generated in response to the depression of the brake pedal 65 to generate brake wheel cylinders 176a and 176b for the front wheels 46a and 46b and brake wheel cylinders for the rear wheels 48a and 48b. By acting as a hydraulic pressure of 178a and 178b, a braking torque corresponding to the master cylinder pressure is applied to the front and rear wheels at a predetermined braking force distribution ratio (in the second embodiment, 30% on the rear wheel side with respect to 70% on the front wheel side). ) And the brake hydraulic pressure of the front and rear wheels can be maintained or released regardless of whether the brake pedal 65 is depressed or the brake pedal 65 is depressed. In addition, the thing corresponding to brake ECU74 in the motor vehicle 20 of 1st Example was not provided.

  The main electronic control unit 50 includes a CPU 52, a ROM 54, a RAM 56, an input / output port and a communication port (not shown), and the main electronic control unit 50 includes an ignition switch 60, a shift position sensor 62, an accelerator pedal position sensor 64, and a brake pedal. In addition to the signals from the position sensor 66, the vehicle speed sensor 68, and the brake hold switch 69, the input port includes signals from various sensors for detecting the master cylinder pressure Pm detected by a master cylinder pressure sensor (not shown) and the state of the battery 126. Is entered through. From the main electronic control unit 50, a control signal for maintaining or releasing the brake hydraulic pressure of the front and rear wheels is output to the brake actuator 172. The main electronic control unit 50 is connected via a communication port to a motor ECU 124 that inputs a signal necessary for driving and controlling the motors MG1 and MG2, and data on the operating state of the motors MG1 and MG2 is transmitted to the motor ECU 124. And a control signal for driving and controlling the motors MG1, MG2 is output to the motor ECU 124.

  Next, the operation of the electric vehicle 120 of the second embodiment configured as described above, particularly the operation when the driver starts on the uphill road after turning on the brake hold switch 69 will be described. In the automobile 120 of the second embodiment, for the stop holding start control, the main electronic control unit 50 executes a stop holding start control routine illustrated in FIG. 7 instead of the stop holding start control routine of FIG. Note that the stop holding release control routine of FIG. 3 is executed for the stop holding release control. The stop holding start control routine of FIG. 7 is the same as the stop holding start control routine of FIG. 2 except that the processing of steps S150 and S160 of the stop holding start control routine of FIG. 2 is changed to the processing of step S400. Therefore, the same step numbers are assigned to the same processes, and a part of the illustrations and detailed description are omitted. As for drive control, the main electronic control unit 50 executes a drive control routine during stop holding control exemplified in FIG. 8 instead of the drive control routine of FIG. The routine of FIG. 8 is repeatedly executed every predetermined time (for example, every several msec) when the value 1 is set in the stop holding control flag F.

  In the stop holding start control routine of FIG. 7, when the stop holding control flag Fstop is 0, the accelerator is off, and when the vehicle is stopped and the brake is on, the brake hydraulic pressure of the front and rear wheels is held. The brake actuator 172 is controlled (step S400), a value 1 is set to the stop holding control flag Fstop (step S170), and this routine ends. Thus, the stop holding control is started in a state where the braking torque according to the predetermined braking force distribution ratio is applied to the front and rear wheels, and the stopped state is held even when the brake pedal 85 is returned. Thereafter, when the accelerator pedal 63 is depressed and the accelerator opening Acc becomes equal to or greater than the release determination threshold value Aref, the brake actuator 172 is controlled so that the brake hydraulic pressure of the front and rear wheels is released in step S230 of the stop holding release control routine of FIG. In step S240, the release of the brake hydraulic pressure is determined based on the master cylinder pressure Pm detected by the master cylinder pressure sensor.

  Next, drive control when stop holding control is being executed will be described. 8 is executed, the CPU 52 of the main electronic control unit 50 first needs to control the accelerator opening Acc from the accelerator pedal position sensor 64 and the vehicle speed V from the vehicle speed sensor 68. A process for inputting required data (step S500), and a process for setting the required torque Tm * required for the front and rear wheels based on the input accelerator opening Acc and the vehicle speed V is executed (step S510). In the embodiment, the required torque Tm * is such that the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tm * increases from the torque corresponding to the creep torque as the accelerator opening Acc increases from the value 0 in the low vehicle speed region. A predetermined torque setting map is predetermined and stored in the ROM 74. When the accelerator opening degree Acc and the vehicle speed V are given, the corresponding required torque Tm * is derived from the stored map, and a slow change process such as a rate process is performed. To be set.

  Subsequently, the aforementioned predetermined braking force distribution ratio is set to the front and rear wheel target driving force distribution ratios Kmf * and Kmr * for determining the distribution of the motor torque with respect to the front and rear wheels (step S520), and the set front wheels 46a and 46b are set. A torque command Tm1 * as a torque to be output from the front wheel side motor MG1 is set by dividing the product of the target driving force distribution ratio Kmf * and the required torque Tm * by the gear ratio Gd of the front differential gear 42 ( In step S530), the product of the set target driving force distribution ratio Kmr * and the required torque Tm * of the rear wheels 48a and 48b should be divided by the gear ratio Gr of the rear differential gear 44 to output from the rear wheel side motor MG2. Torque command Tm2 * as torque is set (step S540), and the set torque commands Tm1 * and Tm2 * are Data ECU124 sends (step S550), and ends the stop maintaining control drive control routine. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 124 controls the switching elements of the inverters 121 and 122 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . With this control, when the vehicle is stopped with the stop holding control released, the sum of the driving torque and the braking torque acting on the front wheels 46a and 46b from the start to the completion of the release of the brake hydraulic pressure of the front and rear wheels. The ratio of the driving torque acting on the rear wheels 48a and 48b and the sum of the braking torques is a predetermined braking force distribution ratio (in the second embodiment, 30% on the rear wheel side with respect to 70% on the front wheel side). ). As a result, the rear wheels 48a and 48b are dragged by the driving torque acting on the front wheels 46a and 46b, and the front wheels 46a and 46b are dragged by the driving torque acting on the rear wheels 48a and 48b. Abnormal noise associated with wheel drag is also suppressed, and the vehicle can be started more appropriately.

  According to the electric vehicle 120 of the second embodiment described above, the motor torque can be adjusted and output to the front and rear wheels, and the braking torque according to a predetermined braking force distribution ratio is applied to the front and rear wheels. When the hold switch 69 is turned on, the brake actuator 172 is controlled so that the stop state is held by holding the brake hydraulic pressure, and the stop holding control is performed in a state where a braking torque according to a predetermined braking force distribution ratio is applied to the front and rear wheels. The brake actuator 172 is controlled so that the brake hydraulic pressure of the front and rear wheels is released when the accelerator opening Acc is equal to or greater than the release determination threshold Aref, and the front and rear wheel targets set to a predetermined braking force distribution ratio are controlled. Torque commands Tm1 * and Tm2 in which the required torque Tm * is distributed according to the driving force distribution ratios Kmf * and Kmr * Therefore, the motor MG1 on the front wheel side and the motor MG2 on the rear wheel side are controlled to output motor torque to the front and rear wheels, so that the start from the stop state when the brake hold switch 69 is turned on by the driver is more appropriate. Can be done.

  In the electric vehicle 120 of the second embodiment, the power from the motor MG1 is output to the front wheel side, but the planetary gears that connect the carrier, the sun gear, and the ring gear to the engine, the motor MG1, and the drive shaft on the front wheel side, respectively. It is good also as what outputs motive power to the front-wheel side via a mechanism.

  The electric vehicle 120 according to the second embodiment includes the brake actuator 172 that causes the braking torque corresponding to the master cylinder pressure to act as a braking torque based on a predetermined braking force distribution ratio with respect to the front and rear wheels. A brake actuator capable of applying a braking torque with an adjustable braking force distribution ratio may be provided.

  In the automobile 20 of the first embodiment, the power from the engine 22 is transmitted to the front and rear wheels as a driving torque with a predetermined driving force distribution ratio, and the braking torque is applied to the front and rear wheels with an adjustable braking force distribution ratio. In the electric vehicle 120 of the second embodiment, the driving torque is output to the front and rear wheels so as to be adjustable, and the braking torque according to a predetermined braking force distribution ratio is applied to the front and rear wheels. Although described as being applied to a vehicle, the present invention may be applied to a device that outputs a driving torque so that the driving force distribution ratio for the front and rear wheels can be adjusted and also applies a braking torque so that the braking force distribution ratio for the front and rear wheels can be adjusted. . In this case, it can be applied to the hybrid vehicle 220 of FIG. 9 instead of the vehicle 20 of FIG. 1 and the electric vehicle 120 of FIG. A hybrid vehicle 220 in FIG. 9 includes an engine 22, an automatic transmission 30, an engine ECU 24 that controls the engine 22 and the automatic transmission 30 in the vehicle 20 of the first embodiment illustrated in FIG. 1, a front propeller shaft 41 on the front wheel side, and Instead of the center differential gear 40 that transmits the driving torque to the rear propeller shaft 43 on the rear wheel side with a predetermined driving force distribution ratio, the engine 22, a motor MG1 configured as a known synchronous generator motor, A planetary gear mechanism 230 in which a ring gear, a carrier, and a sun gear are connected to a drive shaft 232, an output shaft of the engine 22, and a rotation shaft of the motor MG1, respectively, and a known synchronous generator motor connected to a drive shaft 234 on the rear wheel side. Switching control of the motor MG2 and the inverters 221 and 222 It has a hardware configuration and a battery 226 electrically connected to the motor MG1, MG2 via the motor ECU224 and the inverter 221 and 222 for driving and controlling the motors MG1, MG2 Te. Of the configuration of the hybrid vehicle 220 of the modification, the same configuration as the configuration of the vehicle 20 of the first embodiment is denoted by the same reference numeral. In the hybrid vehicle 220 of this modification, the same control as that of the first embodiment may be performed, or the same control as that of the second embodiment may be performed. As a similar control in the first embodiment, when the brake hold switch 69 is turned on, the driving force distribution ratio used in normal driving control such as a ratio based on vehicle weight distribution with respect to the front and rear wheels is set to the target braking force of the front and rear wheels. The distribution ratios Kbf * and Kbr * are set so that the sum of the braking torques for the front and rear wheels is maintained and the ratio between the braking torques of the front wheels 46a and 46b and the rear wheels 48a and 48b is the target braking force distribution ratio Kbf *. , Kbr * and the brake actuator 72 is controlled so that the stop state is maintained, and the stop holding control is started. When the accelerator opening Acc exceeds the release determination threshold Aref, the brake hydraulic pressure of the front and rear wheels is released. The brake actuator 72 is controlled so that the required torque required for the front and rear wheels is adjusted to the front wheel side by the driving force distribution ratio normally used. Can be made to control the engine 22 and the motor MG1, MG2 to be outputted is partitioned between wheel side. As a similar control of the second embodiment, when the brake hold switch 69 is turned on, the brake actuator 72 is controlled so that the stop state is held by holding the brake hydraulic pressure, and the vehicle weight is distributed to the front and rear wheels. The stop holding control is started in a state where a braking torque based on a normally used braking force distribution ratio such as a ratio is applied, and the brake hydraulic pressure of the front and rear wheels is released when the accelerator opening Acc is equal to or greater than the release determination threshold Aref. The engine 22 controls the brake actuator 72 and distributes and outputs the required torque required for the front and rear wheels to the front wheels 46a and 46b and the rear wheels 48a and 48b at the same ratio as the normally used braking force distribution ratio. The motors MG1 and MG2 can be controlled. By these controls, it is possible to more appropriately start from the stop state when the brake hold switch 69 is turned on by the driver.

  In the hybrid vehicle 220 of this modification, the drive shaft 232 is directly connected to the front differential gear 42, but the drive shaft 232 is connected to the front differential gear 42 via a transmission or a reduction gear. It is good. In the hybrid vehicle 220 of the modified example, the drive shaft 232 is connected to the planetary gear mechanism 230 to which the engine 22 and the motor MG1 are connected. Alternatively, it may be connected to the drive shaft 232 via a speed reducer. Further, in the hybrid vehicle 220 of the modified example, the power from the engine 22 and the motor MG1 is transmitted to the front wheel side via the planetary gear mechanism 230 and the power from the motor MG2 is output to the rear wheel side. The power output from the engine and the first motor and the power output from the second motor that are output via the gear mechanism are input to the center differential gear that can adjust the driving force distribution ratio with respect to the front and rear wheels, and the front wheels and the rear wheels. It is good also as what outputs to the side.

  Moreover, it is not limited to what is applied to such a motor vehicle, It is good also as forms of vehicles, such as a train other than a motor vehicle, and it does not matter as a form of the control method of a vehicle.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the first embodiment, the engine 22, the automatic transmission 30, the center differential gear 40, the front propeller shaft 41, the front differential gear 42, the rear propeller shaft 43 and the rear differential gear 44 are configured as “driving force output means”. The brake master cylinder 70, the brake actuator 72, and the brake wheel cylinders 76a, 76b, 78a, 78b are equivalent to “braking force applying means”, and the brake hold switch 69 is set to “stop holding instruction”. The predetermined braking force distribution ratio is set to the front and rear wheel target braking force distribution ratios Kbf * and Kbr * when the brake hold switch 69 is turned on, and the brake holding instruction signal and the set target braking force are set. Send distribution ratio Kbf *, Kbr * The stop holding start control routine of FIG. 2 and the stop holding release control routine of FIG. 3 for transmitting a brake release instruction signal when the accelerator opening Acc becomes equal to or greater than the release determination threshold value Aref and the torque required for the front and rear wheels. The main electronic control unit 50 that executes the drive control routine of FIG. 4 that sets T * and transmits it to the engine ECU 24, the brake holding instruction signal, the target braking force distribution ratios Kbf *, Kbr *, and the brake release instruction signal The brake actuator 72 receives the braking torque for the front and rear wheels and applies the braking torque corresponding to the target braking force distribution ratios Kbf * and Kbr * to the front and rear wheels and releases the brake hydraulic pressure of the front and rear wheels. ECU ECU 2 that controls engine 22 so that required torque T * is output to the front and rear wheels Door corresponds to the "control means". In the second embodiment, the motor MG1, MG2, the inverters 121, 122, the battery 126, the front differential gear 42, and the rear differential gear 44 correspond to the “driving force output means”, and the brake master cylinder 170, the brake actuator 172, and the brake wheel cylinders 176a, 176b, 178a, 178b correspond to “braking force applying means”, the brake hold switch 69 corresponds to “stop holding instruction means”, and brake hold 7 is executed to control the brake actuator 172 so that the brake hydraulic pressure of the front and rear wheels is maintained when the switch 69 is turned on, and then the accelerator opening Acc becomes equal to or greater than the release determination threshold Aref. Sometimes bra When the stop holding release control routine of FIG. 3 for controlling the brake actuator 172 to release the hydraulic pressure is executed and the stop holding control is executed, the required torque Tm * for the front and rear wheels and a predetermined braking force distribution ratio are set. 8 is executed to set the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 based on the driving force distribution ratios Kmf * and Kmr * of the front and rear wheels and transmit them to the motor ECU 124. The main electronic control unit 50 and the motor ECU 124 that controls the motors MG1 and MG2 with the torque commands Tm1 * and Tm2 * correspond to “control means”. Further, the engine 22, the motor MG1, the inverter 221, the planetary gear mechanism 230, the front wheel side drive shaft 232, the front differential gear 42, the motor MG2, the inverter 222, the rear wheel side drive shaft 234, the rear differential gear 44, the battery 226, What is comprised by these also corresponds to a "driving force output means".

  Here, the “driving force output means” includes the engine 22, the automatic transmission 30, the center differential gear 40, the front propeller shaft 41, the front differential gear 42, the rear propeller shaft 43, and the rear differential gear 44 of the first embodiment. Or motors MG1 and MG2 of the second embodiment, inverters 121 and 122, a battery 126, a front differential gear 42 and a rear differential gear 44, and a modified engine 22 and motor MG1 and inverter. 221, planetary gear mechanism 230, front wheel side drive shaft 232, front differential gear 42, motor MG 2, inverter 222, rear wheel side drive shaft 234, rear differential gear 44, and battery 226. It is not limited to shall, but may be any so long as it outputs a driving force to front and rear wheels. The “braking force applying means” includes the brake master cylinder 70, the brake actuator 72, and the brake wheel cylinders 76a, 76b, 78a, and 78b according to the first embodiment and the modification, and the brake master according to the second embodiment. The present invention is not limited to the cylinder 170, the brake actuator 172, and the brake wheel cylinders 176a, 176b, 178a, 178b, but the application of braking force to the front and rear wheels based on the driver's brake operation and the driver's As long as it is possible to apply a braking force to the front and rear wheels without a brake operation, any method may be used. The “stop holding instructing means” is not limited to the brake hold switch 69, and any means may be used as long as it instructs the holding of the stopped state, such as an electronic control unit. The “control means” is limited to a combination of the main electronic control unit 50 of the first embodiment, the engine ECU 24 and the brake ECU 74, and a combination of the main electronic control unit 50 and the motor ECU 124 of the second embodiment. Instead, it may be constituted by a single electronic control unit. As the “control means”, when the brake hold switch 69 of the first embodiment is turned on, a predetermined driving force distribution ratio is set to the target braking force distribution ratios Kbf * and Kbr * of the front and rear wheels and The brake actuator 72 is controlled so that the braking torque according to the target braking force distribution ratios Kbf * and Kbr * is applied to the front and rear wheels while maintaining the total braking torque, and then the accelerator opening Acc becomes equal to or greater than the release determination threshold Aref. The brake actuator 72 is controlled so that the brake hydraulic pressure of the front and rear wheels is released, and the required torque T * for the front and rear wheels is set to control the engine 22 so that the required torque T * is output to the front and rear wheels. In addition, the brake actuator 172 is configured so that the brake hydraulic pressure of the front and rear wheels is held when the brake hold switch 69 of the second embodiment is turned on. When the accelerator opening degree Acc becomes equal to or greater than the release determination threshold value Aref and the brake actuator 172 is controlled to release the brake hydraulic pressure and the stop holding control is executed, the required torque Tm * for the front and rear wheels Control of motors MG1 and MG2 by setting torque commands Tm1 * and Tm2 * of motors MG1 and MG2 based on driving force distribution ratios Kmf * and Kmr * of the front and rear wheels set to a predetermined braking force distribution ratio The braking force applying means is controlled so that the stop of the vehicle is maintained by applying the braking force to the front and rear wheels by the braking force applying means when the stop holding instruction is instructed by the stop holding instruction means. When the release condition for releasing the stop holding is satisfied in the state where the stop is held based on the stop holding instruction by the stop holding instruction means, the braking force When the braking force distribution to the front and rear wheels by the applying means and the driving force distribution to the front and rear wheels by the driving force output means substantially coincide with each other, the application of the braking force to the front and rear wheels by the braking force applying means is canceled and the driving force Any device may be used as long as it controls the braking force applying unit and the driving force output unit so that the driving unit outputs the driving force to the front and rear wheels.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 as 1st Example of this invention. It is a flowchart which shows an example of the stop holding | maintenance start control routine performed by the main electronic control unit 50 of 1st Example. It is a flowchart which shows an example of the stop holding | maintenance cancellation | release control routine performed by the main electronic control unit 50 of 1st Example. It is a flowchart which shows an example of the drive control routine performed by the main electronic control unit 50 of 1st Example. The accelerator opening Acc, the stop holding control flag Fstop, the torque acting on the entire front and rear wheels, the torque acting on the front wheels 46a and 46b, and the torque acting on the rear wheels 48a and 48b, when the vehicle is started with the stop holding control released. It is explanatory drawing which shows an example of the mode of a time change. It is a block diagram which shows the outline of a structure of the electric vehicle 120 as 2nd Example of this invention. It is a flowchart which shows a part of example of a stop holding | maintenance start control routine performed by the main electronic control unit 50 of 2nd Example. It is a flowchart which shows an example of the drive control routine at the time of stop holding | maintenance control performed by the main electronic control unit 50 of 2nd Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20 Automotive, 22 Engine, 24 Engine Electronic Control Unit (Engine ECU), 30 Automatic Transmission, 41 Front Propeller Shaft, 42 Front Differential Gear, 43 Rear Propeller Shaft, 44 Rear Differential Gear, 46a, 46b Front Wheel, 48a, 48b Rear wheel, 50 main electronic control unit, 52 CPU, 54 ROM, 56 RAM, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor , 68 Vehicle speed sensor, 69 Brake hold switch, 70, 170 Brake master cylinder, 72, 172 Brake actuator, 74, 17 Electronic control unit for brake (brake ECU), 76a, 76b, 78a, 78b, 176a, 176b, 178a, 178b, brake wheel cylinder, 120 electric vehicle, 121, 122, 221, 222 inverter, 124, 224 Motor electronic control Unit (motor ECU), 126, 226 battery, 220 hybrid vehicle, 230 planetary gear mechanism, 232, 234 drive shaft, MG1, MG2 motor.

Claims (6)

Driving force output means for outputting driving force to the front and rear wheels;
Braking force applying means capable of applying braking force to the front and rear wheels based on a driver's braking operation and applying braking force to the front and rear wheels without a driver's braking operation;
Stop holding instruction means for instructing holding of the stopped state;
When stop holding is instructed by the stop holding instructing means, the braking force applying means is controlled to hold the stop of the vehicle by applying braking force to the front and rear wheels by the braking force applying means, and the stop holding When a release condition for releasing the stop holding is established in the state where the vehicle is stopped and held based on the stop holding instruction by the instruction means, the braking force distribution by the braking force applying means to the front and rear wheels and the driving force output means by the driving force output means In a state where the driving force distribution to the front and rear wheels is substantially coincident, the braking force is not applied to the front and rear wheels by the braking force applying means, and the driving force is output to the front and rear wheels by the driving force output means. Control means for controlling the braking force applying means and the driving force output means;
A vehicle comprising: The vehicle according to claim 1,
The driving force output means is means for outputting a driving force to the front and rear wheels with a predetermined driving force distribution to the front and rear wheels,
The braking force applying means is means for applying a braking force to the front and rear wheels such that the distribution of the braking force to the front and rear wheels can be adjusted.
When the stop holding instruction is instructed by the stop holding instructing means, the control means outputs the front / rear driving force by the driving force output means when the release condition is satisfied when the braking force is distributed to the front and rear wheels by the braking force applying means. The braking force applying means is adjusted so as to substantially match the predetermined driving force distribution in the driving force output to the wheels, and the stop of the vehicle is maintained by applying the braking force to the front and rear wheels by the braking force applying means. Is a means of controlling
vehicle. The vehicle according to claim 1,
The driving force output means is means for outputting a driving force to the front and rear wheels so that the distribution of the driving force to the front and rear wheels can be adjusted.
The braking force applying means is means for applying a braking force to the front and rear wheels with a predetermined braking force distribution to the front and rear wheels.
The control means, when the release condition is satisfied, the predetermined braking force in the braking force applied to the front and rear wheels by the braking force applying means to distribute the driving force to the front and rear wheels by the driving force output means. A means for controlling the driving force output means so that the driving force is output to the front and rear wheels by the driving force output means after being adjusted to substantially coincide with the distribution;
vehicle. The vehicle according to claim 1,
The driving force output means is means for outputting a driving force to the front and rear wheels so that the distribution of the driving force to the front and rear wheels can be adjusted.
The braking force applying means is means for applying a braking force to the front and rear wheels such that the distribution of the braking force to the front and rear wheels can be adjusted.
When the stop holding instruction is instructed by the stop holding instructing means, the control means outputs the front / rear driving force by the driving force output means when the release condition is satisfied when the braking force is distributed to the front and rear wheels by the braking force applying means. The braking force is adjusted so that the driving force output to the wheels substantially matches the driving force distribution to the front and rear wheels, and the braking force is applied to the front and rear wheels by the braking force applying means so that the stop of the vehicle is maintained. Controlling the applying means, or the braking force applied to the front and rear wheels by the braking force applying means to distribute the driving force to the front and rear wheels by the driving force output means when the release condition is satisfied. Whether the driving force output means is controlled so that the driving force is output to the front and rear wheels by the driving force output means after adjusting to substantially match the braking force distribution to the front and rear wheels. Or a means for performing one of control,
vehicle.   The driving force output means includes an internal combustion engine, a generator for inputting / outputting power, a first drive shaft connected to one axle of the front and rear wheels, an output shaft of the internal combustion engine, and a rotating shaft of the generator. A three-shaft power input / output means connected to the three shafts of the three shafts for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts, and the other axle of the front and rear wheels 5. The vehicle according to claim 3, wherein the vehicle includes a motor that inputs and outputs power to a second drive shaft that is connected to the power generator, and a power storage unit that can exchange power with the generator and the motor. Driving force output means that outputs driving force to the front and rear wheels, braking force to the front and rear wheels based on the driver's braking operation, and braking force to the front and rear wheels without the driver's braking operation are possible A vehicle control method comprising: a braking force applying means; and a stop holding instruction means for instructing holding of a stopped state,
When stop holding is instructed by the stop holding instructing means, the braking force applying means is controlled to hold the stop of the vehicle by applying braking force to the front and rear wheels by the braking force applying means, and the stop holding When a release condition for releasing the stop holding is established in the state where the vehicle is stopped and held based on the stop holding instruction by the instruction means, the braking force distribution by the braking force applying means to the front and rear wheels and the driving force output means by the driving force output means In a state where the driving force distribution to the front and rear wheels is substantially coincident, the braking force is not applied to the front and rear wheels by the braking force applying means, and the driving force is output to the front and rear wheels by the driving force output means. Controlling the braking force applying means and the driving force output means,
A method for controlling a vehicle.

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