JP4517424B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control apparatus for controlling vehicle braking means.
[0002]
[Prior art]
Conventionally, when the vehicle stops at a crossing, for example, when traveling, the engine is stopped under a predetermined stop condition, and then the engine is started when the accelerator pedal is depressed, for example, under a predetermined start condition. There has been proposed a vehicle control apparatus that performs the above. Such control is called eco-run control, and is expected to save fuel and reduce exhaust emissions.
[0003]
On the other hand, in order to perform a braking operation with light labor, a brake booster (a booster) that uses the suction of the engine or the vacuum pump driven by the engine is widely employed in a braking device for traveling in a vehicle. However, when the above-described stop / start control is performed in a vehicle equipped with such a brake device, the brake booster is not depressurized when the engine is stopped. There is a possibility that it is necessary to increase the depressing force of the brake pedal to generate the noise.
[0004]
In order to prevent this, the applicant provides a pressure switch for detecting the pressure reduction state of the brake booster, and starts the engine when the pressure reduction (difference from the atmospheric pressure) becomes a predetermined value or less, thereby reducing the pressure reduction of the brake booster. An apparatus has been proposed in which the above value is maintained (Japanese Patent Laid-Open No. 58-35245). In this device, since the pressure of the brake booster is kept at a predetermined value or less, the change in the brake pedal force for generating the braking force is small.
[0005]
[Problems to be solved by the invention]
However, a general vehicle has a parking brake device (a so-called side brake or a so-called side brake) that operates by operating a parking lever or a parking brake pedal in a vehicle compartment as a means for restricting movement for parking, separately from a braking device for traveling. It is normal to have a parking foot brake), and in a vehicle equipped with an automatic transmission, the parking lock mechanism provided in the transmission operates when the shift lever is set to the parking position (P position). Thus, the drive wheel is configured to be fixed. On the other hand, during a stop, which is a typical case where the engine is automatically stopped, the movement can be restricted by these various mechanical means, and this is often the case with the booster of the above-described brake device for traveling. By maintaining the reduced pressure state, the effects of saving energy and reducing exhaust emissions, which are the purposes of the stop-start device, are reduced, and the consumption of the battery used for starting the engine and the deterioration of the motor are also accelerated.
[0006]
The present invention has been made in view of the above problems, and an object thereof is to more effectively save energy and reduce exhaust emission, and to suppress consumption of a battery used for starting and deterioration of a motor.
[0007]
[Means for Solving the Problems]
A first aspect of the present invention is a vehicle control device including a first braking unit urged by a drive source and a second braking unit provided separately from the first braking unit, With the drive source stopped, A control device for a vehicle, comprising: control means for operating the second braking means when the urging state of the first braking means falls below a predetermined reference value.
[0008]
In the first aspect of the present invention, the control means operates the second braking means when the urging state of the first braking means urged by the drive source falls below a predetermined reference value. Therefore, according to the first aspect of the invention, in this case, the movement of the vehicle can be regulated by the second braking means instead of energizing the first braking means by the driving source, and energy saving and exhaust emission reduction are avoided by avoiding starting of the driving source. Can be performed more effectively, and consumption of a battery used for starting and motor deterioration can be suppressed.
[0009]
As the second braking means, a parking lock mechanism of an automatic transmission, an output shaft lock mechanism of an automatic transmission, and a parking brake device having an automatic operation means are automatically used without any driver operation. What can be actuated is preferred.
[0010]
The second aspect of the present invention First braking means urged by a driving source, and second braking means provided separately from the first braking means A control device for a vehicle, A control means for activating the second braking means when the biasing state of the first braking means falls below a predetermined reference value; A third braking means provided separately from the first braking means and the second braking means; further The control means includes the second brake if the third brake means is braking even when the biasing state of the first brake means falls below a predetermined reference value. The vehicle control device is characterized in that the means is not operated.
[0011]
When braking by the third braking means is being performed, it is not necessary to repeatedly perform braking by the second braking means. Therefore, in the second aspect of the present invention, the third braking When the braking by the means is performed, the control can be simplified by not operating the second braking means.
[0012]
The third braking means includes a braking means that is operated by a driver's operation, such as a parking brake device that is operated by a side brake lever or a parking brake pedal in the vehicle interior, and an internal position such as a P position of an automatic transmission. It is preferable to use means having a substantially braking action by operating the brake, but it may be one that can automatically operate, such as a parking lock mechanism or an output shaft lock mechanism of an automatic transmission. .
[0013]
The third aspect of the present invention provides First braking means urged by a driving source, and second braking means provided separately from the first braking means A control device for a vehicle, A control means for activating the second braking means when the biasing state of the first braking means falls below a predetermined reference value; Restart means for starting the drive source when a predetermined start condition is satisfied further The restarting means is a vehicle control device that starts a drive source when the second braking means cannot be operated.
[0014]
In the third aspect of the present invention, the drive source is restarted when the second braking means cannot be operated. Therefore, when the cause of the failure of the second braking means is eliminated by restarting the drive source, 2 The braking means can be operated effectively.
[0015]
The fourth invention relates to First braking means urged by a driving source, and second braking means provided separately from the first braking means A control device for a vehicle, A control means for activating the second braking means when the biasing state of the first braking means falls below a predetermined reference value; Stop means for stopping the drive source when a predetermined stop condition is satisfied further The stopping means is a vehicle control device that stops the drive source on condition that the braking operation of the first braking means is being performed.
[0016]
In the fourth aspect of the present invention, the stop means stops the drive source on condition that a braking operation is performed. Therefore, in a situation where the reinforcement of the braking force that the braking force is insufficient even though the drive source is stopped on the condition of the braking operation is the most necessary, the second braking unit or the third braking unit supplements the braking force. Treatment can be taken.
[0017]
The fifth aspect of the present invention is the vehicle control apparatus according to the first aspect of the present invention, comprising alarm means for outputting an alarm when the urging state of the first braking means falls below a predetermined reference value. A vehicle control device characterized by the above.
[0018]
In the fifth aspect of the present invention, when the urging state of the first braking means falls below a predetermined reference value, the warning means outputs an alarm, so that the driver or maintenance worker can urge the first braking means. Can be easily recognized.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, a vehicle control device 20 according to an embodiment of the present invention includes an engine 22 that is a drive source, an automatic transmission 30 that shifts power from the engine 22 and transmits the power to a drive shaft 32, and an engine 22. A motor 40 that also operates as a startable generator, a battery 62 that can supply power to the motor 40 via the inverter 60 and can be charged with electric power generated by the motor 40, and an electronic control unit 70 that controls the entire apparatus. With. The power from the engine 22 is shifted by the automatic transmission 30 and output to the drive shaft 32. Finally, the power is output to the drive wheels 36 and 38 via the differential gear 34 attached to the drive shaft 32. .
[0020]
The engine 22 is an internal combustion engine that uses gasoline as fuel. An input shaft of an automatic transmission 30 is connected to one end of a crankshaft 24 that is an output shaft of the engine 22, and a pulley 28 is connected to the other end via a clutch 26. Is attached. Operation control of the engine 22 is performed by an engine electronic control unit (hereinafter referred to as EGECU) 23, for example, controlling the opening of a throttle valve (not shown) or controlling the opening time of a fuel injection valve (not shown).
[0021]
The automatic transmission 30 is a combination of a known fluid type torque converter that amplifies torque by the action of circulating oil and transmits it to the rear, and a plurality of forward gear stages and reverse gear stages by combining a plurality of clutches and brakes. One of them is composed of a transmission composed of a stepped planetary gear mechanism that is selectively engaged. The automatic transmission 30 automatically selects the gear ratio according to the driving state and also selects the gear ratio according to the operating state of the shift lever 84 provided in the passenger compartment. When the parking position (P position) is operated, the braking action is substantially performed by the operation of the internal brake, and the parking lock mechanism 101 described later is activated to prevent the drive shaft 32 from rotating. It is configured.
[0022]
The oil pump 19 used for the speed change operation of the automatic transmission 30 is directly connected to the crankshaft 24 of the engine 22. The oil pump 19 is connected to a hydraulically operated forward clutch 105 provided inside the automatic transmission 30 and engaged during forward traveling by a hydraulic control circuit (not shown). This hydraulic pressure control circuit is configured to increase the hydraulic pressure to the forward clutch 105 more quickly than in a normal case when the engine 22 is automatically restarted in automatic stop / start control described later.
[0023]
The motor 40 is a synchronous motor generator, which is used in place of the starter motor when the engine 22 is restarted during the execution of eco-run control described later, and regenerates electric power when the engine 22 is braked. is there. A reduction gear 44 is attached to a rotary shaft 42 that is an output shaft of the motor 40, and a pulley 58 is attached to the reduction gear 44. As shown in the figure, the speed reducer 44 includes a sun gear 46 attached to the rotating shaft 42, a ring gear 48, a plurality of pinion gears 50 that revolve around the sun gear 46, and a carrier 52 that connects the plurality of pinion gears 50. The planetary gear mechanism consisting of The ring gear 48 is fixed to the case by a brake 54 and is connected to the rotary shaft 42 by a one-way clutch 56. Therefore, if the brake 54 is engaged, the rotation of the rotating shaft 42 is decelerated with the gear ratio of the planetary gear mechanism and transmitted to the pulley 58. If the brake 54 is disengaged, the one-way clutch 56 is It is transmitted without engaging and decelerating. The pulley 58 is connected to the pulley 28 by a belt 59, so that the engine 22 can be started by the motor 40, and conversely, the motor 40 can be operated as a generator by the power of the engine 22.
[0024]
The operation of the motor 40 is controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 41 via an inverter 60. The operation control of the motor 40 by the motor ECU 41 is performed by sequentially controlling the on-time ratios of the six transistors as switching elements included in the inverter 60 connected to the battery 62 to flow through the coils of the three-phase coils of the motor 40. This is done by controlling. In the embodiment, since the motor 40 is a synchronous motor generator, the battery 62 can be charged by operating the motor 40 as a generator. The motor ECU 41 also controls the motor 40 to operate as a generator. The battery 62 is configured as a chargeable / dischargeable secondary battery, and its power storage state and charge / discharge are controlled by a battery electronic control unit (hereinafter referred to as a battery ECU) 63.
[0025]
On the back side of the foot brake pedal 82 provided in the passenger compartment, there is provided a brake pedal pressing force sensor 83 including a pressure sensor for detecting the pressing pressure of the driver's stepping pressure operation. Note that an on / off switch, a potentiometer, or a stroke sensor may be used instead of the configuration using the pressure sensor. On the other hand, a side brake position sensor 87 that detects an operation angle of the side brake lever 86 is provided at a base portion of the side brake lever 86 that is a parking brake provided in the vehicle interior. The side brake position sensor 87 may be a pressure sensor or a stroke sensor in addition to detecting the operation angle. Although not shown, the side brake lever 86 is connected to a driving wheel lock mechanism provided in the vicinity of the driving wheels 36 and 38 via a wire to constitute a parking brake device. The driving wheel is driven by a driver's operation. It is comprised so that rotation of 36,38 may be locked mechanically.
[0026]
The foot brake pedal 82 is connected to a well-known hydraulic brake device 91, and the brake is lightly applied to the hydraulic brake device 91 using a reduced pressure by a vacuum pump (not shown) driven by the engine 22. A known brake booster 93 is provided for operation with effort. The brake booster 93 is provided with a booster pressure sensor 95 that detects a reduced pressure state (difference from the atmospheric pressure) of the brake booster 93. The booster pressure sensor 95 may be a pressure switch.
[0027]
The configuration of the parking lock mechanism 101 is the same as that described in Japanese Patent Laid-Open No. 6-72296 by the applicant of the present invention, and the details thereof are as shown in FIGS. In FIG. 2, the position switching valve 130 is a spool valve, and the position switching valve 130 is supplied with a line hydraulic pressure as a basic hydraulic pressure for controlling the automatic transmission. The position switching valve 130 controls the engagement and release of a friction engagement device (not shown) for setting each shift position by switching the discharge port by operating the spool 130a in the axial direction. .
[0028]
The actuator 150 is a DC motor, and a worm wheel 133 is fixed on the control shaft 132 that connects the actuator 150 and the position switching valve 130. The worm 154 provided on the drive shaft 152 of the actuator 150 is engaged with the worm wheel 133. Accordingly, the rotational driving force of the actuator 150 is transmitted to the control shaft 132 at a reduced speed due to the engagement between the worm 154 and the worm wheel 133.
[0029]
The rotation of the control shaft 132 moves the spool 130a of the position switching valve 130 in the axial direction through the rotation of the detent lever 136 fixed on the shaft. In the vicinity of the worm wheel 133, a position sensor 122 such as a variable resistor capable of detecting the rotational position of the worm wheel 133, that is, the switching position of the position switching valve 130 is disposed.
[0030]
The detent lever 136 has a substantially sector shape, and a roller 138a provided at the end of the detent spring 138 is engaged with one of the plurality of concave and convex portions on the outer periphery thereof. Thereby, the rotational position of the control shaft 132, that is, a plurality of position switching positions of the position switching valve 130 is determined.
[0031]
The parking rod 143 connected to the detent lever 136 penetrates the parking cam 140 so as to be relatively movable. As shown in FIG. 3, an engaging portion 143 a is formed on the parking rod 143, and a spring 145 is interposed between the engaging portion 143 a and the parking cam 140.
[0032]
When the position switching valve 130 is switched to the position corresponding to the P position by driving the actuator 150, the parking rod 143 moves rightward in FIG. 3 in conjunction with the rotation of the detent lever 136 at this time. At this time, the parking cam 140 is also moved rightward by the urging force of the spring 145, gets over the parking bracket 146, and is pushed up to a position indicated by a one-dot chain line in FIG. By the action of the parking cam 140, the parking pawl 142 is engaged with a parking gear 144 fixed to the output shaft of the automatic transmission 30 and the output shaft system of the vehicle is locked. The parking lock mechanism 101 is configured as described above.
[0033]
The electronic control unit 70 is configured as a one-chip microprocessor centered on the CPU 72, and communicates with a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an EGECU 23, an AT ECU 31, a motor ECU 41, and a battery ECU 63. A communication port (not shown) for performing the above and an input / output port.
[0034]
The electronic control unit 70 includes an accelerator pedal that is a wheel speed VR and VL from wheel speed sensors 37 and 39 attached to the drive wheels 36 and 38 and an amount of depression of the accelerator pedal 80 detected by an accelerator pedal position sensor 81. The operation position of the shift lever 84 detected by the position AP and the shift position sensor 85, that is, each of P (stop), D (travel), R (reverse), N (neutral), 4, 3, 2, L (low) In addition to the shift position SP which is a signal indicating a position, the eco-run cut signal ECSW from the eco-run cut switch 88 which is turned on when the eco-run control is not performed and is used for switching from the allowable mode to the prohibit mode, the brake pedal depression force sensor described above 83 shows the depression pressure of the foot brake pedal 82 detected by 83 Brake pedal depression pressure BP, the brake switch BS as an on / off state of the side brake lever 86 detected by the side brake position sensor 87, and the brake booster pressure detected from the booster pressure sensor 95 that detects the booster pressure of the brake booster 93 BB or the like is input via the input port.
[0035]
Further, the electronic control unit 70 lights up when the drive signal to the clutch 26, the drive signal to the speed reducer 44, the drive signal to the parking lock mechanism 101, and the eco-run control attached to the front panel of the driver seat. A drive signal or the like to the eco-run indicator 89 is output via the output port.
[0036]
In the vehicle control device 20 configured in this manner, the electronic control unit 70 stops and restarts the engine 22 according to the operating state / running state of each part of the vehicle and the operation state by the driver (hereinafter referred to as “eco-run”). Control ”). When the shift lever 84 is in the N position or the P position, the stop condition of the engine 22 is “the vehicle is in a stopped state” and “accelerator off” (a state in which the accelerator pedal 80 is not depressed). At the position, the vehicle is in a “stopped state”, “accelerator off” (state where the accelerator pedal 80 is not depressed), and “brake on” (state where the brake pedal 82 is depressed). The stop state of the vehicle is determined by the vehicle speed V calculated from the wheel speeds VR and VL detected by the wheel speed sensors 37 and 39, and the depression state of the accelerator pedal 80 and the brake pedal 82 is detected by the accelerator pedal position sensor 81. The determination is made based on the accelerator pedal position AP to be executed and the brake pedal depression pressure BP detected by the brake pedal depression force sensor 83. On the other hand, the restart condition of the engine 22 is a state in which such a stop condition is no longer satisfied.
[0037]
Such eco-run control is activated, for example, when waiting for a signal at an intersection when driving in an urban area, thereby improving fuel consumption and reducing emissions. The electronic control unit 70 performs such eco-run control, learns the operating state of the engine 22 and the state at the time of restart, and determines the deterioration and life of the equipment related to the operation and starting of the engine 22 based on the learning result. ing.
[0038]
An example of the eco-run regulation process control performed in the vehicle control device 20 configured as described above will be described with reference to the flowchart of FIG. This routine is repeatedly executed every predetermined time (for example, every 8 msec) from when an ignition key (not shown) is turned on.
[0039]
When this eco-run regulation process routine is executed, the CPU 72 of the electronic control unit 70 first executes various signal input processes (step S100). The input signals include the accelerator pedal position AP from the accelerator pedal position sensor 81, the brake pedal depression pressure BP from the brake pedal 82, the shift position SP from the shift position sensor 85, the brake switch BS from the side brake position sensor 87, and a booster. There is a brake booster pressure BB detected from the pressure sensor 95.
[0040]
When the input signal processing is executed in this way, it is next determined whether or not the engine 22 is in the automatic stop state by executing the eco-run control (step S102). This determination is made based on, for example, whether or not an eco-run control execution flag is set during execution of the eco-run control described above.
[0041]
Next, based on the previously read value of the brake booster pressure BB, it is determined whether or not the pressure reduction (difference from the atmospheric pressure) of the brake booster is equal to or less than a predetermined reference value Pb1 (step S104). If the pressure reduction of the brake booster is greater than the reference value Pb1, the brake booster 93 operates satisfactorily even if the engine 22 is stopped, and therefore the stop continuation process is executed (step S106). ), This routine is terminated.
[0042]
On the other hand, when the pressure reduction (difference from the atmospheric pressure) of the brake booster is equal to or less than the predetermined reference value Pb1, it is determined whether or not the operation position of the shift lever 84 is the P position (step S108). It is determined whether the lever 86 is operated to the parking position, that is, whether the parking brake device is operating (step S110). If the determination in step S108 or step S110 is affirmative, braking by the hydraulic brake device 91 using the foot brake pedal 80 is unnecessary for the time being, so the engine 22 is not started without starting. A stop continuation process is executed (step S114), and this routine ends.
[0043]
If the operation position of the shift lever 84 is not the P position in step S108, and if the parking brake device is not in operation in step S110, the parking lock mechanism 101 is activated (step S112). Exit. Due to the operation of the parking lock mechanism 101, FIG. 3 The parking cam 140 is pushed up to the position indicated by the chain line in the figure, whereby the parking pawl 142 is engaged with the parking gear 144 fixed to the output shaft of the automatic transmission 30 and the output shaft system of the vehicle is locked. The
[0044]
As a result, according to the vehicle control device 20 of the present embodiment, even if the decompression of the brake booster that the engine 22 must be started before the improvement according to the present invention is weakened, The start is not performed, and instead, the output shaft system of the vehicle is locked by the operation of the parking lock mechanism 101. Therefore, the movement of the vehicle can be regulated without restarting the engine 22, the fuel can be saved and the exhaust emission can be reduced more effectively by avoiding the start of the engine 22, and the battery 62 used for the start can be consumed. Deterioration of the motor 40 can be suppressed.
[0045]
Further, in the present embodiment, even when the pressure reduction of the brake booster is weakened, the parking lock mechanism 101 is not operated when the parking brake device is operating in step S110. Therefore, in this case, the operation of the parking lock mechanism 101 can be omitted to simplify the control.
[0046]
In the above embodiment, the condition for automatic stop of the engine 22 is that the driver performs a braking operation by depressing the foot brake pedal 82. If the braking force is insufficient under this assumption, (The operation signal is output to the parking lock mechanism 101 in step S112). Thus, the braking force is insufficient even though the engine 22 is stopped under the condition of the braking operation. In a scene where the reinforcement of power is most necessary, it is possible to take measures to compensate for it (restriction of vehicle movement by the parking lock mechanism 101).
[0047]
In the above embodiment, the operation signal is output to the parking lock mechanism 101 in step S112. In addition to this configuration, the operation state of the parking lock mechanism 101 is further detected based on the output of the range position sensor 122. If the operating state is not normal, the engine 22 may be started. In such a configuration, when the cause of the inability to operate the parking lock mechanism 101 is resolved by restarting the engine 22, the operation of the parking lock mechanism 101 becomes insufficient due to, for example, battery overdischarge. In such a case, the parking lock mechanism 101 can be effectively operated. In addition, the booster can be effectively operated even when a parking brake device using a booster using the booster pressure reduction is used instead of the parking lock mechanism 101 as the braking means.
[0048]
Further, in addition to the configuration of the above embodiment, when the pressure reduction (difference from the atmospheric pressure) of the brake booster is equal to or less than a predetermined reference value Pb1, an alarm may be output in step S112. As this alarm, a visual alarm such as an LED lamp provided on an instrument panel in a vehicle interior, a display screen of a route guidance current position display system, and an audible alarm such as an alarm sound or voice guidance by a buzzer are suitable. According to such a configuration, the driver or the maintenance worker can easily recognize the reduced pressure state of the brake booster.
[0049]
Further, in the present embodiment, it is determined whether or not the pressure reduction (difference from the atmospheric pressure) of the brake booster is equal to or less than a predetermined reference value Pb1 (step S104), thereby determining whether or not the automatic stop of the engine 22 is continued. However, instead of such a configuration, the number of times of pressing the foot brake pedal 82 is counted based on the output signal of the brake pedal pressing force sensor 83, and the pressing pressure of a predetermined number (for example, 5 times) or more is counted. If there is an operation, it may be determined that the pressure reduction of the brake booster has weakened, and the process proceeds to the processing of step S108 and subsequent steps. That is, since the outside air is introduced to the brake booster 93 by the operation accompanying the depression operation of the foot brake pedal 82, the decrement of the brake booster decreases at a constant rate each time the depression operation is performed. By counting the number of times that the foot brake pedal 82 is depressed, it is possible to estimate the reduced pressure state of the brake booster 93, thereby detecting the degree of weakening of the reduced pressure state and proceeding to subsequent engine stop processing or the like. According to this configuration, the present invention can be implemented in a vehicle that is not equipped with the booster pressure sensor 95.
[0050]
Further, as a means for knowing the degree of weakening of the pressure reduction of the brake booster, a method based on detection of the running state of the vehicle can be considered. For example, the elapsed time after the engine 22 is stopped may be measured to determine that the pressure reduction of the brake booster falls below a reference value on the condition that the predetermined time has elapsed. The determination may be made based on a combination with the number of operations.
[0051]
In this embodiment, the parking lock mechanism 101 is used as a braking means (step S112) that is activated when the pressure reduction of the brake booster falls below the reference value. However, in addition to this, the output shaft locking mechanism of the automatic transmission, A parking brake device provided with an automatic operation means, which can be automatically operated without any driver's operation, is preferable.
[0052]
In the present embodiment, the operating position of the shift lever 84 is a condition for preventing the braking means from operating even when the pressure reduction (difference from the atmospheric pressure) of the brake booster is below the reference value. Is the P position (step S108), and the side brake lever 86 is operated to the parking position and the parking brake device is in operation (step S110). The same effect can be obtained even if it can be automatically operated, such as the parking lock mechanism 101 or the output shaft lock mechanism of the automatic transmission 30, in addition to those operated by the user's operation.
[0053]
Furthermore, in the present embodiment, the present invention is applied to a vehicle that automatically stops and restarts the engine 22, but the present invention is applied to a vehicle that performs either stop or start of the engine 22 by the operation of the driver. Such a configuration is also within the scope of the present invention. Furthermore, in the present embodiment, the present invention is applied to a vehicle having an internal combustion engine as a drive source. However, the drive source in the present invention may be other than the internal combustion engine such as a motor.
[Brief description of the drawings]
FIG. 1 is a configuration diagram illustrating a vehicle control apparatus according to an embodiment of the present invention.
FIG. 2 is a perspective view showing a parking lock mechanism according to an embodiment of the present invention.
FIG. 3 is an enlarged view of a main part of a parking lock mechanism.
FIG. 4 is a flowchart showing an example of control according to the embodiment of the present invention.
[Explanation of symbols]
20 vehicle control device, 22 engine, 23 engine electronic control unit, 30 automatic transmission, 36, 38 drive wheel, 37, 39 wheel speed sensor, 40 motor, 70 electronic control unit, 80 accelerator pedal, 81 accelerator pedal position Sensor, 82 foot brake pedal, 83 brake pedal depression force sensor, 84 shift lever, 85 shift position sensor, 86 side brake lever, 87 side brake position sensor, 91 hydraulic brake device, 93 brake booster, 95 booster pressure sensor, 101 parking Lock mechanism, 142 parking pawl, 144 parking gear, 150 actuator.

Claims (5)

A control apparatus for a vehicle, comprising: a first braking means biased by a driving source; and a second braking means provided separately from the first braking means,
A control apparatus for a vehicle, comprising: control means for activating the second braking means when the urging state of the first braking means falls below a predetermined reference value with the drive source stopped . A control apparatus for a vehicle, comprising: a first braking means biased by a driving source; and a second braking means provided separately from the first braking means ,
Control means for operating the second braking means when the urging state of the first braking means falls below a predetermined reference value, and separately from the first braking means and the second braking means. A third braking means provided, wherein the control means performs braking by the third braking means even when the urging state of the first braking means falls below a predetermined reference value. If so, the vehicle control device is characterized in that the second braking means is not operated. A control apparatus for a vehicle, comprising: a first braking means biased by a driving source; and a second braking means provided separately from the first braking means ,
A control means for operating the second braking means when the biasing state of the first braking means falls below a predetermined reference value; and a restarting means for starting the drive source when a predetermined start condition is satisfied. In addition ,
The vehicle control device according to claim 1, wherein the restarting unit starts a drive source when the second braking unit cannot operate. A control apparatus for a vehicle, comprising: a first braking means biased by a driving source; and a second braking means provided separately from the first braking means ,
Control means for operating the second braking means when the biasing state of the first braking means falls below a predetermined reference value, and further stopping means for stopping the drive source when a predetermined stop condition is satisfied. Prepared,
The vehicle control apparatus according to claim 1, wherein the stop means stops the drive source on condition that a braking operation of the first brake means is being performed. The vehicle control device according to claim 1,
A vehicle control device, comprising: alarm means for outputting an alarm when the urging state of the first braking means falls below a predetermined reference value.

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