JP4175227B2 - Vehicle control device - Google Patents

Description

  The present invention relates to control of a vehicle when turning right or left or cornering of a vehicle, and in particular, a vehicle that controls driving force and braking force so as to realize quick start acceleration after stopping and quick reacceleration after deceleration. The present invention relates to a control device.

  When the vehicle is running, various situations are encountered. For example, there is a situation where a quick start acceleration is required after waiting for a right turn at an intersection in an urban area, or a situation where a quick reacceleration is required at a corner exit in a continuous corner on a mountain road. In such a situation, the start acceleration performance and the reacceleration performance are improved.

  Japanese Patent Application Laid-Open No. 5-149156 (Patent Document 1) accelerates by adding a correction amount that compensates for a decrease in driving force due to cornering resistance during turning to a target slip amount used for traction control (driving force reduction control). Disclosed is a control device that realizes optimal driving force control without causing defects. This control device has slip detection means for detecting the drive slip amount of the drive wheel, and the drive torque reduction control means controls to reduce the engine drive torque so as to achieve the target slip amount based on the detection result of the drive slip amount. A vehicle driving force control device for a rear wheel drive vehicle configured to compensate for cornering resistance detection means for detecting cornering resistance of a driven wheel while the vehicle is turning, and to compensate for a decrease in engine driving force due to the detected cornering resistance Correction amount setting means for setting a correction amount for the target slip amount.

According to this control device, the drive torque reduction control means drives the engine so as to achieve the target slip amount based on the drive slip amount of the drive wheel (rear wheel) detected by the slip detection means while the rear wheel drive vehicle is traveling. Based on the cornering resistance of the driven wheel during the turning of the vehicle detected by the cornering resistance detecting means when the torque reduction control is performed, the correction amount setting means reduces the engine driving force by the cornering resistance to the correction amount for the target slip amount. Therefore, it is possible to realize optimum driving force control that does not cause acceleration failure in any turning state.
JP-A-5-149156

  However, the control device disclosed in Patent Document 1 compensates for insufficient driving force due to cornering resistance during cornering, and avoids acceleration failure. For this reason, at the time of cornering, after the brake is operated by the vehicle driver before the corner and the vehicle is decelerated, the acceleration failure at the time of re-acceleration at the corner exit is not avoided.

  Further, Patent Document 1 is not based on the assumption that the vehicle is cornering and the vehicle is stopped. At intersections in urban areas, sometimes there is a right turn between vehicles on the opposite lane. In such a case, high start acceleration performance is required. Since the control device disclosed in Patent Document 1 does not assume such a situation, the reacceleration performance when the vehicle turns to the right cannot be improved.

  The present invention has been made to solve the above-described problems, and its purpose is to start acceleration performance from a stop on an uphill road, start acceleration performance from a stop when turning right or left, and deceleration before a corner. It is an object of the present invention to provide a vehicle control device that improves the later reacceleration performance.

  According to a first aspect of the present invention, there is provided a vehicle control apparatus comprising: a speed detection means for detecting a vehicle speed; a brake operation detection means for detecting a brake operation of a vehicle driver; and an accelerator operation of the vehicle driver. Accelerator operation detecting means for detecting the road surface, road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is traveling, and the brake operation is detected when the vehicle speed is equal to or lower than a predetermined speed, If the accelerator operation is not detected and the road surface is an uphill road with a slope equal to or greater than a predetermined threshold value, the drive source is controlled to increase the driving force generated from the vehicle drive source and the vehicle is braked. And control means for controlling the braking device to increase the braking force generated from the device.

  According to the first invention, when the vehicle is temporarily stopped on a steep uphill road, the speed of the vehicle is equal to or lower than a predetermined speed, the brake operation is detected, the accelerator operation is not detected, and the road surface is a steep uphill road. Will be detected. In such an idle state, the driver of the vehicle needs a start performance with better responsiveness than a normal start when restarting after a temporary stop from such an idle state. The control means controls the engine that is the drive source so as to increase the drive force generated from the drive source of the vehicle, and the brake that is the brake device so as to increase the braking force of the vehicle. Such control increases the driving force. On the other hand, since the braking force is strengthened, for example, even when the driving force (torque) transmitted from the automatic transmission including the torque converter and the gear-type transmission mechanism to the driving wheels increases, the vehicle can maintain the stopped state. When the driver removes his / her foot from the brake pedal or depresses the accelerator pedal with his / her foot when he / she tries to start on a steep uphill road, the vehicle starts from a state where the driving force is increased. For this reason, since transmission torque rises rapidly, start performance improves. As a result, it is possible to provide a vehicle control device that improves start acceleration performance from a stop on an uphill road.

  According to a second aspect of the present invention, there is provided a vehicle control device comprising: a speed detection means for detecting the speed of the vehicle; a brake operation detection means for detecting a brake operation of the driver of the vehicle; and an accelerator operation of the driver of the vehicle. Accelerator operation detection means for detecting the vehicle driver, right / left turn detection means for detecting the intention of the vehicle driver to turn left and right, the brake operation is detected when the vehicle speed is equal to or lower than a predetermined speed, When the accelerator operation is not detected and the intention to turn left or right is detected, the drive source is controlled to increase the drive force generated from the vehicle drive source, and the braking force generated from the vehicle braking device is increased. Control means for controlling the braking device.

  According to the second invention, for example, when waiting for a right turn at an intersection, the speed of the vehicle is below a predetermined speed, the brake operation is detected, the accelerator operation is not detected, and the intention to turn right or left is detected. become. In such an idle state, the driver of the vehicle looks at the state of the vehicle in the oncoming lane and tries to make a right turn. When re-starting from such an idle state, a start performance with better responsiveness than normal start is required. The control means controls the engine that is the drive source so as to increase the drive force generated from the drive source of the vehicle, and the brake that is the brake device so as to increase the braking force of the vehicle. Such control increases the driving force. On the other hand, since the braking force is strengthened, for example, even when the driving force (torque) transmitted from the automatic transmission including the torque converter and the gear-type transmission mechanism to the driving wheels increases, the vehicle can maintain the stopped state. When the driver removes his / her foot from the brake pedal or steps on the accelerator pedal in order to make a right turn, the vehicle starts from such a state where the driving force is increased. For this reason, since transmission torque rises rapidly, start performance improves. As a result, it is possible to provide a vehicle control device that improves the start acceleration performance from the stop at the time of turning left or right.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the right / left turn detecting means includes means for detecting the intention of making a right / left turn based on the operating state of the direction indicator. Including.

  According to the third invention, it is possible to detect the driver's intention to turn left or right based on the operating state of the direction indicator operated by the driver. Further, it is possible to perform control to increase the driving force of the engine and increase the braking force such as a brake by distinguishing between the right turn and the left turn.

  The vehicle control device according to the fourth invention further includes a navigation device in addition to the configuration of the second invention. The right / left turn detection means includes means for detecting the intention of turning right / left based on the intersection information from the navigation device.

  According to the fourth invention, it is possible to detect the driver's intention to turn left or right based on the map information from the navigation device mounted on the vehicle and the current vehicle position information.

  According to a fifth aspect of the present invention, there is provided a vehicle control device comprising: a speed detection means for detecting a speed of the vehicle; a brake operation detection means for detecting a brake operation of the driver of the vehicle; and an accelerator operation of the driver of the vehicle. Accelerator operation detecting means for detecting vehicle cornering means, cornering detecting means for detecting vehicle driver's intention to corner, brake operation is detected when the vehicle speed is equal to or lower than a predetermined speed, and accelerator operation is performed. Is detected and the intention of cornering is detected, the driving source is controlled to increase the driving force generated from the driving source of the vehicle, and the braking is performed to increase the braking force generated from the braking device of the vehicle. Control means for controlling the apparatus.

  According to the fifth invention, for example, in a mountain road where a corner continues, there is a case where it is desired to decelerate before the corner and accelerate the vehicle between the corner exit and the next corner. In front of such a corner, the brake operation is detected when the vehicle speed is equal to or lower than a predetermined speed, the accelerator operation is not detected, and the intention of cornering is detected. In such an idle state, the driver of the vehicle decelerates by stepping on the brake pedal in an idle state in which the accelerator is off until the exit of the corner, but at the exit of the corner, until the next corner. I want to accelerate the vehicle. When accelerating from such a corner exit, it is necessary to have a start performance with better responsiveness than when starting from a normal vehicle stop state. The control means controls the engine that is the drive source so as to increase the drive force generated from the drive source of the vehicle, and the brake that is the brake device so as to increase the braking force of the vehicle. Such control increases the driving force. On the other hand, since the braking force is strengthened, for example, even if the driving force (torque) transmitted from the automatic transmission having a torque converter and a gear-type transmission mechanism to the driving wheel increases, the vehicle can decelerate before the corner. . When the driver removes his / her foot from the brake pedal at the corner exit (when the brake depression force is reduced), torque is transmitted to the drive wheels in such a state that the drive force is increased. For this reason, since transmission torque rises rapidly, start performance improves. Further, at this time, the vehicle is accelerated only by removing the foot from the brake pedal without operating the accelerator pedal, so that the driver does not need to perform the accelerator operation. If further acceleration is required, the vehicle is further accelerated by depressing the accelerator pedal. As a result, a vehicle control device that improves the reacceleration performance during cornering can be provided.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect, the cornering detection means includes means for detecting the intention of cornering based on the operating state of the steering wheel.

  According to the sixth aspect, the driver's intention to corner can be detected based on the operating state of the steering wheel operated by the driver. Further, when the steering wheel operating angle is large, it can be assumed that the corner has a high curvature and a strong deceleration and then sufficient acceleration characteristics are required. For example, in such a case, the engine driving force is increased. In addition, it is conceivable to adjust the degree of increasing the driving force in the control for increasing the braking force such as the brake.

  The vehicle control device according to the seventh invention further includes a navigation device in addition to the configuration of the fifth invention. The cornering detection means includes means for detecting an intention of cornering based on cornering information from the navigation device.

  According to the seventh invention, the driver's intention to corner can be detected based on the map information from the navigation device mounted on the vehicle and the current vehicle position information.

  In the vehicle control device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, the control means controls the braking device so as to generate a braking force that cancels the increased driving force. Means for doing so.

  According to the eighth aspect of the invention, the brake or the like, which is an operating device, is operated so that the increased driving force generated from the engine drive source is offset. For this reason, since the braking force corresponding to the torque transmitted to the drive wheels acts, the vehicle can be kept stopped or decelerated.

  A vehicle control apparatus according to a ninth aspect of the invention further includes road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is traveling, in addition to the configuration of any one of the second to eighth aspects of the invention. The control means includes means for controlling the braking device so as to generate a braking force that cancels the increased driving force in accordance with the slope of the road surface.

  According to the ninth aspect of the invention, if the slope of the road surface on which the vehicle is traveling is detected and the vehicle is on a downhill road, the acceleration acceleration performance at the time of a temporary stop for a right turn can be performed without performing control for increasing the driving force. In addition, the acceleration performance from the corner exit is likely to be sufficient. On the uphill road, on the other hand, a force in the direction opposite to the traveling direction of the vehicle acts upon re-starting or accelerating, so that the control for increasing the driving force more positively can be performed.

  In the vehicle control apparatus according to the tenth invention, in addition to the configuration of the first or ninth invention, the road surface gradient detecting means includes means for detecting the road surface gradient based on information from the navigation device. Including.

  According to the tenth invention, the gradient of the road surface on which the vehicle is traveling can be detected based on the map information from the navigation device mounted on the vehicle and the current vehicle position information.

  In the vehicle control apparatus according to the eleventh invention, in addition to the configuration of the first or ninth invention, the road surface gradient detecting means includes means for detecting the road surface gradient by the G sensor.

  According to the eleventh aspect, the gradient of the road surface on which the vehicle is traveling can be detected based on the signal detected by the G sensor mounted on the vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A power train of a vehicle including a control device according to an embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by ECB (Electronic Controlled Brake) _ECU (Electronic Control Unit) 1030 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. The present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be, for example, a belt-type continuously variable transmission or a manual transmission (MT). May be.

  As shown in FIG. 1, the control device that controls the power train of the vehicle includes an engine ECU 1010 that controls engine 100 in addition to ECB_ECU 1030 that is the control device according to the present embodiment. Engine ECU 1010 and ECB_ECU 1030 are communicably connected to each other, and an engine speed signal is transmitted from engine ECU 1010 to ECB_ECU 1030 and an engine control signal (idle-up signal) is transmitted from ECB_ECU 1030 to engine ECU 1010. When the engine ECU 1010 receives the engine control signal (idle-up signal), the engine ECU 1010 opens the electronic throttle of the engine 100 and controls the engine to increase the engine speed and increase the engine torque as compared with normal idling.

  The ECB_ECU 1030 receives intersection information, corner information, and road surface inclination information from the navigation system 2200 based on the current vehicle position information and map information. A direction indicator operation signal is input from the direction indicator switch 2910 to the ECB_ECU 1030. At this time, a turn indicator operation signal is input by distinguishing between right turn and left turn.

  A steering wheel steering angle signal is input from the steering wheel steering angle sensor 2920 to the ECB_ECU 1030. The G sensor value representing the inclination state of the road surface on which the vehicle is traveling is input from the G sensor 2800 to the ECB_ECU 1030.

  An output shaft rotational speed signal NOUT is input from the automatic transmission output shaft rotational speed sensor 2930 to the ECB_ECU 1030. This automatic transmission output shaft rotational speed sensor 2930 is a rotational speed sensor provided opposite to the ratio of the rotation detecting gear attached to the output shaft of the automatic transmission, and is a slight amount of the output shaft of the automatic transmission. It is a sensor capable of detecting a simple rotation. For example, a sensor using a magnetoresistive element generally called a semiconductor sensor is used.

  A brake switch signal is input from the brake pedal switch 2940 to the ECB_ECU 1030. The brake pedal switch 2940 is a switch that is connected to the brake pedal 2970 and detects whether the brake pedal 2970 has been depressed by the driver.

  An accelerator opening signal is input from the accelerator opening sensor 2100 to the ECB_ECU 1030. A master cylinder pressure signal is input to ECB_ECU 1030 from a pressure sensor provided in master cylinder 2965. A master cylinder pressure command signal for controlling the electromagnetic pressure increasing / reducing valve of the brake hydraulic circuit 2950 is input from the ECB_ECU 1030 to the master cylinder pressure control circuit 2960. The master cylinder 2965 is connected to a brake pedal 2970 via a brake hydraulic circuit circuit 2950 (not shown in detail), and the pressure of the brake fluid in the master cylinder 2965 is changed by an electromagnetic pressure increasing / decreasing valve. The master cylinder pressure of the master cylinder 2965 is obtained by using a master cylinder pressure command signal input from the ECB_ECU 1030 to the master cylinder pressure control circuit 2960 instead of the master cylinder pressure signal from the pressure sensor provided in the master cylinder 2965 to the ECB_ECU 1030. It is good.

  The brake pedal 2970 is a brake operation member that is operated by the driver of the vehicle. The brake pedal 2970 operates the master cylinder 2965 via a hydraulic booster. A reservoir is attached to the upper portion of the master cylinder 2965, and a pump draws brake fluid from the reservoir and stores it in the accumulator at a high pressure. A booster is connected to the accumulator through a fluid passage. The pressurizing chamber inside the master cylinder 2965 is connected to a wheel cylinder for a brake for braking the front wheel and a wheel cylinder for a brake for braking the rear wheel.

  With reference to FIG. 2, a control structure of a program executed by ECB_ECU 1030 which is the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECB_ECU 1030 detects various signals representing the state of the vehicle. At this time, the ECB_ECU 1030 detects the state of the vehicle based on signals input from various sensors and switches shown in FIG.

  In S200, ECB_ECU 1030 determines whether or not the idle up control start condition is satisfied. The idle up control start condition will be described in detail below.

  (1) Conditions for starting the idle-up control in order to improve the start performance after waiting for a right or left turn at an intersection. At this time, the brake switch signal input from the brake pedal switch 2940 is on, and the intersection information input from the navigation system 2200 indicates that the current vehicle position is an intersection. When a turn indicator operation signal indicating a right turn or a left turn is input from 2940 or a signal indicating a right turn or a left turn is input from the steering wheel steering angle sensor 2920, the start-up control start condition is satisfied. It is judged that

  (2) The conditions for starting the idle-up control in order to improve the acceleration performance at the rise at the corner exit on a mountain road or the like are shown. At this time, the brake switch signal input from the brake pedal switch 2940 is in an ON state, and the current vehicle position information input from the navigation system 2200 indicates that it is a corner or is input from the steering wheel steering angle sensor 2920. In which the steering wheel steering angle represents a signal other than straight traveling, and the output shaft rotational speed signal input from the automatic transmission output shaft rotational speed sensor 2930 is less than or equal to the threshold value, and the G sensor 2800 If the input G sensor value indicates that it is not downhill, it is determined that the conditions for starting the idle up control are satisfied.

  (3) Conditions for starting the idle up control for improving the starting performance on the uphill road are shown. At this time, the brake switch signal input from the brake pedal switch 2940 is in an ON state, and the G sensor value input from the G sensor 2800 is a value indicating an uphill road, and the automatic transmission output shaft rotation When it is determined that the vehicle is stopped based on the output shaft rotational speed signal input from the number sensor 2930, it is determined that the idle up control start condition is satisfied.

  Note that, in any of the above conditions (1) to (3), the accelerator opening signal input from the accelerator opening sensor 2100 needs to be in an off state (idle state). Further, the conditions for starting the idle up control may be determined by appropriately combining the conditions shown in each of the above (1) to (3).

  If the idle up control start condition is satisfied (YES in S200), the process proceeds to S300. If not (NO in S200), the process returns to S100.

  In S300, ECB_ECU 1030 transmits an engine control signal (idle-up signal) to engine ECU 1010. Receiving this idle up signal, engine ECU 1010 opens the electronic throttle of engine 100 to control the engine 100 so as to increase the rotational speed of engine 100. The increase in the rotational speed of the engine 100 is stored in advance in the memory. In this way, the rotational speed of engine 100 becomes higher than the engine rotational speed during normal idling (idle-up state), and a large engine torque can be generated.

  In S400, ECB_ECU 1030 calculates an increase in engine torque corresponding to the increase in engine speed. In this process, for example, a map indicating the engine torque with respect to the engine speed is stored in a memory in advance, and an increase in torque corresponding to the increase in engine speed is calculated from this map.

  In S500, ECB_ECU 1030 calculates an increase in brake torque corresponding to the increase in engine torque. At this time, ECB_ECU 1030 increases brake torque increase = {engine torque increase × power transmission gear reduction ratio (transmission gear ratio, torque converter torque ratio, differential gear ratio, etc.) × engine to wheel Calculated as loss of power transmission system}.

  In S600, ECB_ECU 1030 transmits a master cylinder pressure command signal corresponding to the increase in brake torque to master cylinder pressure control circuit 2960. The master cylinder pressure control circuit 2960 that has received the master cylinder pressure command signal controls the electromagnetic pressure increasing / decreasing valve to increase the hydraulic pressure of the brake fluid in the master cylinder 2965. As a result, the hydraulic pressure supplied to the wheel cylinders of the front and rear brakes increases, and the braking force increases.

  That is, an idle up signal in S300 is transmitted to engine ECU 1010 so that engine ECU 1010 increases the engine torque by increasing the number of revolutions of engine 100, and in S600, master cylinder pressure control circuit 2960 has a master corresponding to the increase in brake torque. By transmitting the cylinder pressure command signal, the brake hydraulic pressure of the master cylinder 2965 increases, and a braking force that cancels the engine torque increase acts.

  In S700, ECB_ECU 1030 determines whether or not the brake pedal force has changed (decreased). This determination is made based on a master cylinder pressure signal input from the master cylinder 2965 to the ECB_ECU 1030. Further, a change in the brake pedal force may be directly detected using a sensor that detects the brake pedal force. If the brake pedal force changes (YES in S700), the process proceeds to S800. If not (NO in S700), the process proceeds to S900.

  In S800, ECB_ECU 1030 transmits to master cylinder pressure control circuit 2960 a master cylinder pressure command signal for decreasing the increased brake torque so as to correspond to the brake pedal force change. The master cylinder pressure control circuit 2960 that has received such a master cylinder pressure command signal from the ECB_ECU 1030 reduces the pressure of the brake fluid in the master cylinder 2965 by the electromagnetic pressure increasing / reducing valve in the brake hydraulic circuit 2950.

  In S900, ECB_ECU 1030 determines whether or not the accelerator is on. That is, based on the accelerator opening signal input from the accelerator opening sensor 2100 to the ECB_ECU 1030, it is determined whether or not the engine is no longer in an idle state. When the accelerator is turned on (when it is not in the idle state), the process proceeds to S1000. If not (NO in S900), the process returns to S700.

  In S1000, ECB_ECU 1030 ends the idle up control.

  An operation of ECB_ECU 1030 which is the vehicle control device of the present embodiment based on the structure and the flowchart as described above will be described. In the following description of the operation, cornering on a mountain road will be described, but the same applies to idle-up control when waiting for a right or left turn at an intersection or when the vehicle is stopped on an uphill road. is there.

  When the vehicle is traveling on a mountain road and reaches the corner, the driver of the vehicle releases the accelerator pedal and steps on the brake pedal to decelerate the vehicle before the corner. At that time, a signal indicating that the current vehicle position is in front of the corner is input to the ECB_ECU 1030 by the navigation system 2200, and a signal indicating that the steering angle of the steering wheel does not indicate straight travel is input from the steering wheel steering angle sensor 2920. When this mountain road is an uphill road, a G sensor value indicating that the mountain road is an uphill road is input.

  That is, the above-described condition (2) for starting the idle up control is established (YES in S200), an idle up signal is transmitted to engine ECU 1010, and the rotational speed of engine 100 starts to increase. At this time, as shown in FIG. 3, the engine torque increases as the engine speed increases (portion A in FIG. 3).

  An increase in engine torque corresponding to the increase in engine speed is calculated (S400), and an increase in brake torque corresponding to the increase in engine torque is calculated (S500). A master cylinder pressure command signal corresponding to the increase in brake torque is transmitted to the master cylinder pressure control circuit 2960 (S600), and the brake torque increases as shown in FIG. 3 (part B in FIG. 3).

  At this time, when the accelerator pedal is not depressed and the brake pedal is depressed before the corner and the vehicle is decelerating, the engine speed increases more than the normal idle speed and the engine torque also increases. However, since the brake torque is increased at the same time, the transmission torque does not change. That is, although the torque amplification is performed by the idle-up control than when the engine 100 is idling, the torque amplification is offset by the brake torque and the vehicle state is maintained.

  In this state, the driver operates to accelerate the vehicle until reaching the corner exit and before reaching the next corner. For this reason, as shown in FIG. 3, the brake pedal force decreases (YES in S700). In response to this, the brake torque starts to decrease (part C in FIG. 3), and even if the engine speed is in a state where the accelerator is not stepped on (that is, the idle state), the transmission torque is already in the idle-up state. The transmission torque increases by the amount corresponding to the amount of decrease in the brake torque (portion C in FIG. 3) (portion D in FIG. 3).

  That is, the control range of the driving force by the brake is increased and the operability is improved. When the brake is completely turned off, the brake torque becomes 0. On the other hand, the transmission torque increases the driving force when the brake is turned off and the startability is improved. That is, as compared with the conventional situation as shown by the dotted line in FIG. 3, the transmission torque is rapidly increased (part D in FIG. 3), and the acceleration performance is improved.

  Although FIG. 3 shows a case where the vehicle is kept in the idle state, the accelerator is turned on in the idle up control at the intersection when turning right or left, or in the idle up control when the vehicle is stopped on the uphill road. (YES in S900), the idle up control ends (S1000).

  Referring to FIG. 4, in this case, the state of the conventional driver's operation on the mountain road (the uphill road where the corners are continuous) and the state of the driver's operation when the idle-up control according to the present invention is executed Will be described.

  As shown in FIG. 4, if the present invention is compared with the prior art, in the conventional case, an operation of turning on the accelerator from the corner exit to the front of the next corner is required. In the corner shown in Fig. 2, the accelerator is not operated and the driver does not step on the accelerator pedal. That is, when accelerating the vehicle from the corner exit to the front of the next corner, the engine is increased by returning the brake pedal, the engine torque increases, and the brake torque decreases in this state, so the vehicle accelerates. . For this reason, the vehicle can be accelerated without the driver stepping on the accelerator pedal.

  As described above, the ECB_ECU that is the vehicle control apparatus according to the present embodiment exhibits the following effects.

  (1) After stopping waiting for a right turn at an intersection, the transmission torque from the engine to the drive wheels increases rapidly at the timing of brake-off when starting, so that there will be no feeling of slack when starting right.

  (2) The vehicle is only turned on (without stepping on the accelerator) by turning on the brake at the corner of the uphill road on the mountain road, decelerating, entering the corner, and turning off the brake from the corner exit to the front of the next corner. Accelerates quickly, improving the acceleration performance at the corner exit. Further, the operating range of the driving force by the brake operation is widened, and the area where the corner can be operated only by the brake operation is expanded.

  (3) When starting the vehicle after stopping the vehicle on an uphill road, the vehicle may move backward with the brake turned off. When the vehicle is stopped, the engine driving force is increased in advance by performing idle-up control. Thus, the starting performance when starting the vehicle can be improved, and the vehicle can be prevented from moving backward.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on embodiment of this invention. It is a timing chart at the time of the idle up control of the vehicle carrying the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows the behavior at the time of corner driving | running | working of the vehicle carrying the vehicle control apparatus which concerns on embodiment of this invention.

Explanation of symbols

  100 engine, 1010 engine ECU, 1030 ECB_ECU, 2100 accelerator opening sensor, 2200 navigation system, 2800 lateral G sensor, 2910 direction indicator switch, 2920 steering angle sensor, 2930 automatic transmission output shaft rotational speed sensor, 2940 brake pedal switch , 2950 Brake hydraulic circuit, 2960 Master cylinder pressure control circuit, 2965 Master cylinder, 2970 Brake pedal.

Claims (4)

Speed detecting means for detecting the speed of the vehicle;
Brake operation detecting means for detecting the brake operation of the driver of the vehicle;
An accelerator operation detecting means for detecting an accelerator operation of the driver of the vehicle;
Road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is traveling;
When the speed of the vehicle is equal to or lower than a predetermined speed, the brake operation is detected, the accelerator operation is not detected, and the road surface is an uphill road having a gradient equal to or higher than a predetermined threshold value, The driving source is controlled to increase the driving force generated from the vehicle driving source, and the braking force generated from the braking device of the vehicle is increased to generate a braking force that cancels the increased driving force. Control means for controlling the braking device,
When the brake operation amount is reduced in a state where the accelerator operation is not detected , the increase amount of the braking force generated from the braking device is reduced while controlling the driving source so as to maintain the driving force increased by the control means. Means for controlling the braking device to:
If the brake operation is not detected in a state where the accelerator operation is not detected, the drive source is controlled to maintain the drive force increased by the control means , and the braking force generated from the braking device is increased. Means for controlling said braking device to stop. The control device further includes road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle is traveling,
2. The vehicle control device according to claim 1, wherein the control means includes means for controlling the braking device so as to generate a braking force that cancels the increased driving force in accordance with a gradient of the road surface. 3. .   The vehicle control device according to claim 1, wherein the road surface gradient detection unit includes a unit for detecting the road surface gradient based on information from a navigation device.   The vehicle control device according to claim 1, wherein the road surface gradient detection unit includes a unit for detecting a gradient of the road surface by a G sensor.

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