JP2008265616A - Vehicle and control method thereof - Google Patents

Abstract

An object of the present invention is to suppress a feeling of jumping out of a vehicle when canceling a control for maintaining a stopped state.
For depression of an accelerator pedal when brake hold control is being executed, if the accelerator opening Acc is greater than or equal to a release determination threshold Aref as a condition for releasing brake hold control, and less than a threshold A2, the control accelerator is used. The opening degree Acc * is set so as not to exceed the value 0. Thereby, it is possible to suppress the feeling of the vehicle popping out when releasing the brake hold control. Further, a value larger than the normal threshold value A1 is used as the threshold value A2 when starting the setting of the control accelerator opening Acc * exceeding the value 0 when releasing the brake hold control. As a result, a range in which the accelerator opening Acc * for control exceeding the value 0 is not set for the same depression of the accelerator pedal as compared with the normal time is secured, so that the feeling of jumping out of the vehicle can be more reliably suppressed. .
[Selection] Figure 5

Description

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

Conventionally, as this type of vehicle, a vehicle that includes an engine and performs control to temporarily hold a brake pressure has been proposed (see, for example, Patent Document 1). In this vehicle, when restarting the engine that has been automatically stopped, the braking force is reduced according to the recovery state of the creep force, so that the vehicle jumps out by releasing the brake after the creep force is completely recovered. They try to suppress and prevent the vehicle from moving backwards on a slope by releasing the brakes before the creep force begins to recover.
JP 2000-313253 A

  In a vehicle that performs brake hold control, such as the above-described vehicle, the control being executed may be canceled when the accelerator pedal is depressed. In this case, it may be possible to output the driving force from a power source such as an engine at the same time that the brake is released by depressing the accelerator pedal. However, if the driving force according to the depression is output, it is caused by the response of the brake pressure. This may give the driver a feeling of popping out.

  The vehicle and the control method thereof according to the present invention are mainly intended to suppress the feeling of popping out of the vehicle when releasing the control for maintaining the stopped state.

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

The vehicle of the present invention
A power source that outputs driving power;
Braking force applying means for applying a braking force to the vehicle based on the driver's braking operation and capable of applying the braking force to the vehicle regardless of the driver's braking operation;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Executing a stop holding control for controlling the braking force applying means so that the braking force is applied and the stop state is maintained regardless of the brake operation of the driver when a predetermined start condition is satisfied, and the stop holding control Stop holding control for controlling the braking force applying means so that the stop holding control is released when a predetermined release condition including a condition that the accelerator operation amount is equal to or greater than a release determination threshold is satisfied during Means,
For the accelerator operation when the stop holding control is not executed, the control accelerator operation amount is set based on the detected accelerator operation amount within the range where the accelerator operation amount is equal to or more than the first threshold and the setting is performed. The power source is controlled so as to travel by outputting a driving force based on the controlled accelerator operation amount, and the accelerator operation amount is the release determination threshold for the accelerator operation when the stop holding control is being executed. A control accelerator operation amount is set based on the detected accelerator operation amount within a range greater than the second threshold value, and a driving force based on the set control accelerator operation amount is output to travel. Control means for controlling the power source;
It is a summary to provide.

  In the vehicle of the present invention, when the predetermined start condition is satisfied, the stop holding control is executed to control the braking force applying means so that the braking force is applied and the stop state is maintained regardless of the driver's brake operation. In addition, the braking force applying means is controlled so that the stop holding control is released when a predetermined release condition is satisfied, including a condition that the accelerator operation amount is equal to or greater than the release determination threshold while the stop holding control is being executed. Control for setting the accelerator operation amount for control based on the accelerator operation amount detected within the range where the accelerator operation amount is not less than the first threshold for the accelerator operation when the stop holding control is not executed The power source is controlled so that the driving force is output based on the accelerator operation amount for driving, and the accelerator operation amount is canceled for the accelerator operation when the stop holding control is executed. The driving power based on the set control accelerator operation amount is set based on the accelerator operation amount detected within a range greater than or equal to the second threshold value, which is greater than the fixed threshold value, and the driving force is output based on the set control accelerator operation amount. Control the source. Therefore, the accelerator operation amount for control can be prevented from being set based on the accelerator operation amount detected when releasing the stop holding control for the accelerator operation when the stop holding control is being executed. . As a result, the feeling of jumping out of the vehicle when canceling the stop holding control can be suppressed. Here, the “second threshold value” may be a threshold value larger than the first threshold value. In this way, when the stop holding control is executed, a range in which the control accelerator operation amount is not set for the same accelerator operation is ensured as compared to when the stop holding control is not executed. The feeling of popping out can be more reliably suppressed.

  In such a vehicle of the present invention, the control means may be means for controlling the power source so that a predetermined driving force is output when the set control accelerator operation amount is zero. . In this way, for the accelerator operation when the stop holding control is being executed, a predetermined driving force can be output by the control accelerator operation amount of 0 when the stop holding control is canceled. As a result, it is possible to improve the running performance of the vehicle when canceling the stop holding control. Here, the “predetermined driving force” includes, for example, a driving force for creep travel.

  In the vehicle of the present invention, the control means may be means for controlling the power source so that no driving force is output when the stop holding control is being executed. In this way, it is possible to improve the energy efficiency of the vehicle as compared with the vehicle that outputs the driving force when the stop holding control is being executed.

  Furthermore, in the vehicle of the present invention, the power source is an internal combustion engine, an electric motor capable of outputting traveling power to a drive shaft connected to an axle, and connected to the drive shaft and independent of the drive shaft. And an electric power / power input / output means connected to the output shaft of the internal combustion engine in a rotatable manner and capable of inputting / outputting power to / from the drive shaft and the output shaft together with input / output of electric power and power. You can also.

The vehicle control method of the present invention includes:
A power source that outputs driving power, and a braking force applying means that applies a braking force to the vehicle based on a driver's braking operation and can apply the braking force to the vehicle regardless of the driver's braking operation; An accelerator operation amount detection means for detecting a driver's accelerator operation amount, and a vehicle control method comprising:
When the predetermined start condition is satisfied, the stop holding control for controlling the braking force applying means is executed and the stop holding control is executed so that the braking force is applied and the stop state is maintained regardless of the driver's brake operation. Controlling the braking force applying means so that the stop holding control is released when a predetermined release condition is satisfied, including a condition that the accelerator operation amount is equal to or greater than a release determination threshold value during execution of
For the accelerator operation when the stop holding control is not being executed, the control accelerator operation amount is set based on the detected accelerator operation amount within the range where the accelerator operation amount is not less than the first threshold, and the set The accelerator operation amount is lower than the release determination threshold value for the accelerator operation when the power source is controlled so that the driving force based on the control accelerator operation amount is output and the vehicle is stopped and the stop holding control is executed. A control accelerator operation amount is set based on the detected accelerator operation amount within a range greater than or equal to the second threshold value, and the power source is set so that the driving force is output based on the set control accelerator operation amount. Control,
It is characterized by that.

  In the vehicle control method according to the present invention, the vehicle holding and holding means for controlling the braking force applying means so that the braking force is applied and the stopped state is maintained regardless of the driver's brake operation when a predetermined start condition is satisfied. A braking force applying means for releasing the stop holding control when a predetermined release condition is satisfied, including a condition that the accelerator operation amount is equal to or greater than a release determination threshold during execution of the control and the stop holding control. The accelerator operation amount for control is set and set based on the accelerator operation amount detected within the range where the accelerator operation amount is not less than the first threshold for the accelerator operation when the vehicle stop holding control is not executed. The amount of accelerator operation is determined for the accelerator operation when the power source is controlled so that the driving force is output based on the control accelerator operation amount and the vehicle stop holding control is executed. The driving power based on the set control accelerator operation amount is set based on the accelerator operation amount detected within a range equal to or greater than the second threshold value, which is greater than the threshold value for determining whether the driving force is output. Control the source. Therefore, the accelerator operation amount for control can be prevented from being set based on the accelerator operation amount detected when releasing the stop holding control for the accelerator operation when the stop holding control is being executed. . As a result, the feeling of jumping out of the vehicle when canceling the stop holding control can be suppressed.

  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 a configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the figure, the electric vehicle 20 of the embodiment includes a motor 22 capable of inputting / outputting power to / from a drive shaft 32 connected to drive wheels 36a, 36b via a differential gear 34, and an inverter 24 for driving the motor 22. A battery 26 for exchanging electric power with the motor 22, a brake actuator 42 for controlling the brakes of the drive wheels 36a and 36b and the driven wheels 38c and 38d, and a main electronic control unit 50 for controlling the entire vehicle. .

  The motor 22 is configured as a PM type synchronous generator motor including a rotor having a permanent magnet attached to the outer peripheral surface and a stator around which a three-phase coil is wound. The inverter 24 is configured by six switching elements, converts the DC power supplied from the battery 26 into pseudo three-phase AC power, and supplies the pseudo three-phase AC power to the motor 22.

  The brake actuator 42 has a braking torque according to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 40 generated in response to the depression of the brake pedal 65 and the rotation speed Nm of the motor 22. Regardless of the depression of the brake pedal 65, the hydraulic pressure of the brake wheel cylinders 46a to 46d is adjusted so as to act on the drive wheels 36a and 36b and the driven wheels 38a and 38b, and the drive wheels 36a and 36b and the driven wheels 38a and 38b are braked. The hydraulic pressures of the brake wheel cylinders 46a to 46d can be adjusted so that torque acts. The brake actuator 42 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 44. The brake ECU 44 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the driving wheels 36a and 36b and the driven wheels 38a and 38b and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). Thus, when the driver depresses the brake pedal 65, an anti-lock brake system function (ABS) that suppresses slippage caused by locking of the drive wheels 36a, 36b or the driven wheels 38a, 38b, or the driver depresses the accelerator pedal 63. Traction control (TRC) that suppresses slippage caused by idling of one of the drive wheels 36a and 36b when the vehicle is stepped on, and posture holding control (VSC) that holds the posture while the vehicle is turning are also performed. The brake ECU 44 communicates with the main electronic control unit 50, and controls the drive of the brake actuator 42 by a control signal from the main electronic control unit 50, and data on the state of the brake actuator 42 as necessary. Output to 50. Further, when the brake ECU 44 is braked on while stopping on an uphill road and the brake hold switch 69 is turned on, the brake ECU 44 maintains the stopped state until the accelerator pedal 63 is depressed at the start even if the brake pedal 65 is returned. As described above, brake hold control for holding braking torque acting on the driving wheels 36a and 36b and the driven wheels 38a and 38b is also performed.

  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 a signal from a rotational position detection sensor 23 that detects the rotational position of the rotor of the motor 22, a phase current from a current sensor (not shown) attached to the power line from the inverter 24 to the motor 22, Charge / discharge current from a current sensor (not shown) attached to the power line connected to the output terminal of the battery 26, battery temperature Tb from the temperature sensor 27 attached to the battery 26, ignition signal from the ignition switch 60, shift lever The shift position SP from the shift position sensor 62 that detects the operation position 61, the accelerator opening Acc from the accelerator pedal position sensor 64 that detects the depression amount of the accelerator pedal 63, and the brake pedal position that detects the depression amount of the brake pedal 65 Sen 66, the brake pedal position BP from the vehicle speed sensor 68, the vehicle speed V from the vehicle speed sensor 68, the on / off signal from the brake hold switch 69 for instructing the execution of the brake hold control which is attached near the driver's seat and holds the brake even when the brake pedal 65 is returned. Is input via the input port. From the main electronic control unit 50, a switching control signal to the inverter 24 that drives the motor 22 is output via an output port. The main electronic control unit 50 is connected to the brake ECU 44 via a communication port and exchanges various control signals and data.

  Next, the operation of the electric vehicle 20 of the embodiment thus configured, particularly the operation at the time of starting will be described. FIG. 2 is a flowchart showing an example of a start time control routine executed by the CPU 52 of the main electronic control unit 50. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) from when the accelerator pedal 63 is depressed in a stopped state to a predetermined vehicle speed (for example, 3 km / h or 5 km / h).

  2 is executed, first, the CPU 52 of the main electronic control unit 50 first determines the accelerator opening Acc from the accelerator pedal position sensor 64, the rotational speed Nm of the motor 22, the output limit Wout of the battery 26, Processing for inputting data necessary for control, such as the brake hold execution flag F1 and the map switching flag F2, is executed (step S100). Here, the rotation speed Nm of the motor 22 is input as calculated from the rotation position of the rotor of the motor 22 detected by the rotation position detection sensor 23. In addition, the output limit Wout of the battery 26 is input based on the battery temperature Tb of the battery 26 and the remaining capacity (SOC) of the battery 26 calculated based on the integrated value of the charge / discharge current. did. The brake hold execution flag F1 is a flag that is set to a value of 1 when the brake hold control is being executed and is set to a value of 0 otherwise. It was. The map switching flag F2 is set to a value 1 until the accelerator pedal 63 is completely returned after the brake hold control being executed is released by depressing the accelerator pedal 63, and a value 0 is set otherwise. A flag set by the main electronic control unit 50 is input.

  When the data is input in this way, the brake hold execution flag F1 is checked (step S110). When the brake hold execution flag F1 is 0, it is determined that the brake hold control is not executed, and the map switching flag F2 is checked (step S1). S120). Considering a case where the vehicle is started in a state where the brake hold control is not executed, since the value 0 is set in the map switching flag F2, the normal opening map is set as the execution map (step S130). ), The control accelerator opening Acc * is set using the execution map based on the input accelerator opening Acc (step S140). FIG. 3 shows an example of a normal time opening map. The normal-time opening map is a normally used map in which the relationship between the accelerator opening Acc and the control accelerator opening Acc * is determined in advance and stored in the ROM 54. As shown in the drawing, a dead zone for depression of the accelerator pedal 63 is shown. It is determined that the control accelerator opening Acc * corresponding to the accelerator opening Acc is set within a range equal to or greater than a threshold A1 (for example, 5%, 7%, etc.).

  Subsequently, a required torque Td * to be output to the drive shaft 32 as a torque required for the vehicle is set based on the set control accelerator opening Acc * and the rotational speed Nm of the motor 22 (step S150). By dividing the output limit Wout of the battery 26 by the rotational speed Nm of the motor 22, a torque limit Tmax as an upper limit of the torque that may be output from the motor 22 is calculated (step S160), and the set required torque Td * is calculated as a torque. The torque command Tm * of the motor 22 is set by limiting with the limit Tmax (step S170), the motor 22 is controlled with the set torque command Tm * (step S180), and this routine is finished. In the embodiment, the required torque Td * is stored in the ROM 54 as a required torque setting map by predetermining the relationship among the accelerator opening Acc * for control, the rotational speed Nm of the motor 22 and the required torque Td *. When the accelerator opening Acc * and the rotational speed Nm of the motor 22 are given, the corresponding required torque Td * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. As shown in the figure, in the low rotation region of the motor 22 including the stop state, the creep torque T1 is derived as the required torque Td * corresponding to the control accelerator opening Acc * of 0. The motor 22 is controlled by switching the switching element of the inverter 24 so that a torque corresponding to the torque command Tm * is output from the motor 22. With this control, when the brake hold control is not executed, the required torque Td * corresponding to the depression of the accelerator pedal 63 can be output to the drive shaft 32 within the range of the output limit Wout of the battery 26 to start.

  When the brake hold flag F1 is the value 1 in step S110, it is determined that the brake hold control is being executed, and the value 0 is set to the required torque Td * to be output to the drive shaft 32 (step S190). The processing after step S160 is executed using the required torque Td * of 0, and this routine is terminated. Therefore, no torque is output from the motor 22 during execution of the brake hold control.

  When the brake hold execution flag F1 is 0 and the map switching flag F2 is 1 in steps S110 and S120, it is determined that the driver is about to start by canceling the brake hold control being executed. The release-time opening degree map is set as an execution map (step S200), the processing after step S140 is executed, and this routine is terminated. FIG. 5 shows an example of the brake hold release opening map. In the figure, a solid line shows the opening map at the time of brake hold release, a broken line shows the normal time opening map together with the threshold value A1 for comparison, and the release determination threshold value Aref as a condition for the brake ECU 44 to release brake hold control Are shown together. As shown in the figure, the brake hold release opening map exceeds the value 0 if the accelerator opening Acc is greater than or equal to the release determination threshold Aref, but is less than the threshold A2 that is greater than the release determination threshold Aref even if the brake hold control is released. It is determined that the control accelerator opening Acc * is not set, and the control accelerator opening Acc * corresponding to the accelerator opening Acc is set within the threshold A2 or more. Here, since it takes a certain amount of time until the braking force by the hydraulic brake is not applied when the brake hold control is released, the driver tends to depress the accelerator pedal 63 more than necessary. If the setting of the control accelerator opening Acc * exceeding the value 0 is started at the same time as the release determination threshold Aref or more, a large torque unexpected by the driver is output. In order to avoid such a situation, as shown by a white arrow in the figure, play is provided before the setting of the control accelerator opening Acc * exceeding the value 0 is started. Therefore, the threshold value A2 is a value that is larger than the release determination threshold value Aref and the normal threshold value A1, and is a value that is determined in advance through experiments or the like based on vehicle characteristics such as responsiveness of brake release (for example, 10% or 15%). Etc.) can be used. With this control, when the brake hold control being executed is cancelled, the drive shaft 32 is controlled within the range of the output limit Wout of the battery 26 while suppressing the feeling of the vehicle jumping out and the required torque Td * according to the depression of the accelerator pedal 63. You can start by outputting to. After the accelerator pedal 63 is completely returned after the brake hold control is released and the value 0 is set in the map switching flag F2, a positive determination is made in step S120, and the normal opening map is used. The set required torque Td * is output to the drive shaft 32 within the range of the output limit Wout of the battery 26 to travel.

  According to the electric vehicle 20 of the embodiment described above, the release determination threshold as a condition for the accelerator opening Acc to release the brake hold control with respect to the depression of the accelerator pedal 63 when the brake hold control is executed. Since the control accelerator opening degree Acc * exceeding the value 0 is not set if it is greater than or equal to Aref and less than the threshold value A2, it is possible to suppress the feeling of the vehicle jumping out when releasing the brake hold control. Further, by using a value larger than the normal threshold value A1 as the threshold value A2 when starting the setting of the control accelerator opening Acc * exceeding the value 0 when releasing the brake hold control, compared to the normal time. A range in which the accelerator opening Acc * for control is set to a value of 0 is secured for the same depression of the accelerator pedal 63, so that the feeling of jumping out of the vehicle can be more reliably suppressed. Further, since the creep torque T1 is output to the drive shaft 32 with respect to the control accelerator opening Acc * of 0 which is set when the brake hold control is canceled, the vehicle is prevented from sliding down on an uphill road, for example. It is possible to improve the running performance of the vehicle when releasing the brake hold control, such as by suppressing it. Furthermore, since the torque is not output from the motor 22 by setting the value 0 to the required torque Td * during execution of the brake hold control, it is compared with the case where torque is output even during execution of the brake hold control. Thus, the energy efficiency of the vehicle can be improved.

  In the electric vehicle 20 of the embodiment, the brake hold control is released when the condition that the accelerator opening Acc is equal to or greater than the release determination threshold value Aref is satisfied while the brake hold control is being executed. In addition, the brake hold control may be canceled after confirming that a condition such as brake-off is further established.

  In the electric vehicle 20 of the embodiment, the threshold value A2 for starting the setting of the control accelerator opening Acc * exceeding the value 0 when releasing the brake hold control is larger than the release determination threshold value Aref or the normal time threshold value A1. Although the value is used, the same value as the threshold A1 may be used as long as the value is larger than the release determination threshold Aref. In this case, the control accelerator opening Acc * may be set using one map based on the accelerator opening Acc without switching between the normal opening map and the brake hold release opening map. . FIG. 6 shows an example of the control accelerator opening setting map in this case.

  In the electric vehicle 20 of the embodiment, a predetermined creep torque T1 is output to the drive shaft 32 with respect to the control accelerator opening Acc * of 0 which is set when the brake hold control is canceled. A creep torque that is changed to such an extent that the vehicle does not slide down on an uphill road may be output, or such a predetermined torque may not be output.

  In the electric vehicle 20 of the embodiment, the torque is not output from the motor 22 during execution of the brake hold control, but the torque may be output from the motor 22.

  In the embodiment, the description is applied to the electric vehicle 20 including the motor 22 that can input and output power to the drive shaft 32. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. The engine 122 and the motor 124 that output power to the drive shaft 32 and the motor 22 that can input and output power to the drive shaft 32 may be applied.

  In the embodiment, the description is applied to the electric vehicle 20 including the motor 22 that can input and output power to the drive shaft 32. However, the torque converter 224 and the transmission 226 are illustrated in the modified example of the vehicle 220 in FIG. It is good also as what applies to vehicles provided with engine 222 which outputs motive power to drive shaft 32 via. In this case, the brake hold release opening map is used as an execution map from when the brake hold control is started until the accelerator pedal 63 is completely returned after being released. The engine 222 is controlled so that the creep torque T1 is output to the drive shaft 32 in accordance with the accelerator opening Acc * for control, the braking torque is applied, the vehicle is stopped, and the brake hold control being executed is released. Sometimes, the engine 222 is controlled so that the required torque Td * based on the accelerator opening Acc * for control exceeding the value 0 within the range where the accelerator opening Acc is larger than the threshold A2 larger than the release determination threshold Aref is output to the drive shaft 32. It should be.

  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 embodiment, the motor 22 corresponds to “power source”, the brake actuator 42, the brake ECU 44, and the brake wheel cylinders 46a to 46d correspond to “braking force applying means”, and the accelerator pedal position sensor 64 detects “accelerator operation amount detection”. The brake ECU 44 that executes or cancels the brake hold control corresponds to “stop holding control means”, and the required torque Td * of 0 or different execution depends on whether or not the brake hold control is executed. The main electronic control unit 50 that executes the start time control routine of FIG. 2 that controls the motor 22 so that the required torque Td * corresponding to the control accelerator opening Acc * set by the map is output to the drive shaft 32 is “ It corresponds to “control means”. The engine 122, the motor 124, and the engine 222 also correspond to “power source”. Here, the “power source” is not limited to the motor 22 configured as a synchronous generator motor, but outputs power for traveling such as an induction motor, an internal combustion engine, or a combination of the motor and the internal combustion engine. Anything can be used. The “braking force applying means” is not limited to the brake actuator 42, the brake ECU 44, and the brake wheel cylinders 46a to 46d. The braking force is applied to the vehicle based on the driver's brake operation and the driver's brake. As long as the braking force can be applied to the vehicle regardless of the operation, it may be anything. The “accelerator operation amount detecting means” is not limited to the accelerator pedal position sensor 64, and any device that detects the driver's accelerator operation amount may be used. The “stop holding control means” is not limited to the brake ECU 44, and when the predetermined start condition is satisfied, a braking force is applied to hold the stop state regardless of the driver's brake operation. The stop holding control is executed when a predetermined release condition is satisfied, including a condition in which the accelerator operation amount is equal to or greater than the release determination threshold while the stop holding control for controlling the braking force applying means is executed and the stop holding control is being executed. Any device may be used as long as it controls the braking force applying means to be released. The “control means” is not limited to the main electronic control unit 50 that executes the start-time control routine of FIG. 2, and is configured by a plurality of electronic control units, for example, when stop holding control is not executed. In response to the accelerator operation, the control accelerator operation amount is set based on the accelerator operation amount detected within the range where the accelerator operation amount is not less than the first threshold, and the driving force based on the set control accelerator operation amount is output. Accelerator operation that is detected within the range of the second threshold value that is greater than the release determination threshold value with respect to the accelerator operation when the power source is controlled to run and the stop holding control is being executed. A control accelerator operation amount is set based on the amount, and the power source is controlled so that the driving force is output based on the set control accelerator operation amount and the vehicle travels. If, it may be used as any thing. 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. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  In the embodiment, the description is applied to the electric vehicle 20, but it may be applied to a vehicle other than an automobile such as a train, or may be a form of a vehicle control method including an automobile or a train.

  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 electric vehicle 20 which is one Example of this invention. It is a flowchart which shows an example of the start time control routine performed by the main electronic control unit 50 of an Example. It is explanatory drawing which shows an example of a normal time opening degree map. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the opening degree map at the time of brake hold control cancellation | release. It is explanatory drawing which shows an example of the map for control accelerator opening setting of the modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 220 of a modification.

Explanation of symbols

  20 electric vehicle, 22 motor, 23 rotational position detection sensor, 24 inverter, 26 battery, 32 drive shaft, 34 differential gear, 36a, 36b drive wheel, 38a, 38b driven wheel, 40 brake master cylinder, 42 brake actuator, 44 brake Electronic control unit (brake ECU), 46a-46d brake wheel cylinder, 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, 120 Hybrid vehicle 122 engine, 124 motor, 126 a planetary gear mechanism, 220 car, 222 engine, 224 the torque converter, 226 transmission.

Claims (6)

A power source that outputs driving power;
Braking force applying means for applying a braking force to the vehicle based on the driver's braking operation and capable of applying the braking force to the vehicle regardless of the driver's braking operation;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Executing a stop holding control for controlling the braking force applying means so that the braking force is applied and the stop state is maintained regardless of the brake operation of the driver when a predetermined start condition is satisfied, and the stop holding control Stop holding control for controlling the braking force applying means so that the stop holding control is released when a predetermined release condition including a condition that the accelerator operation amount is equal to or greater than a release determination threshold is satisfied during Means,
For the accelerator operation when the stop holding control is not executed, the control accelerator operation amount is set based on the detected accelerator operation amount within the range where the accelerator operation amount is equal to or more than the first threshold and the setting is performed. The power source is controlled so as to travel by outputting a driving force based on the controlled accelerator operation amount, and the accelerator operation amount is the release determination threshold for the accelerator operation when the stop holding control is being executed. A control accelerator operation amount is set based on the detected accelerator operation amount within a range greater than the second threshold value, and a driving force based on the set control accelerator operation amount is output to travel. Control means for controlling the power source;
A vehicle comprising:   2. The vehicle according to claim 1, wherein the control means is a means for controlling the power source so that a predetermined driving force is output when the set control accelerator operation amount is zero.   The vehicle according to claim 1 or 2, wherein the control means is means for controlling the power source so that a driving force is not output when the stop holding control is being executed.   The vehicle according to any one of claims 1 to 3, wherein the second threshold value is a threshold value larger than the first threshold value.   The power source includes an internal combustion engine, an electric motor capable of outputting driving power to a drive shaft connected to an axle, and the internal combustion engine connected to the drive shaft and capable of rotating independently of the drive shaft. The vehicle according to any one of claims 1 to 4, further comprising power power input / output means connected to an output shaft and capable of inputting / outputting power to / from the drive shaft and the output shaft with input / output of power and power. A power source that outputs driving power, and a braking force applying means that applies a braking force to the vehicle based on a driver's braking operation and can apply the braking force to the vehicle regardless of the driver's braking operation; An accelerator operation amount detection means for detecting a driver's accelerator operation amount, and a vehicle control method comprising:
When the predetermined start condition is satisfied, the stop holding control for controlling the braking force applying means is executed and the stop holding control is executed so that the braking force is applied and the stop state is maintained regardless of the driver's brake operation. Controlling the braking force applying means so that the stop holding control is released when a predetermined release condition is satisfied, including a condition that the accelerator operation amount is equal to or greater than a release determination threshold value during execution of
For the accelerator operation when the stop holding control is not being executed, the control accelerator operation amount is set based on the detected accelerator operation amount within the range where the accelerator operation amount is not less than the first threshold, and the set The accelerator operation amount is lower than the release determination threshold value for the accelerator operation when the power source is controlled so that the driving force based on the control accelerator operation amount is output and the vehicle is stopped and the stop holding control is executed. A control accelerator operation amount is set based on the detected accelerator operation amount within a range greater than or equal to the second threshold value, and the power source is set so that the driving force is output based on the set control accelerator operation amount. Control,
A method for controlling a vehicle.

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