JP5922624B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that executes idle stop control and automatic brake control during traveling.

  Conventionally, what was described in patent documents 1 is known as a control device of vehicles. The control device executes deceleration idle stop control in which the internal combustion engine is temporarily stopped and then restarted while the vehicle is decelerating. In this deceleration idle stop control, as shown in FIG. 3 of the same document, when the deceleration idle stop control permission flag is reset, the state where the vehicle speed Vx is equal to or less than a predetermined value Vα continues for a predetermined time Ta or more. When this is done, a permission flag for idle stop control during deceleration is set (steps 1 to 4). Thereby, idle stop control during deceleration is executed.

  Moreover, what was described in patent document 2 is known as a vehicle control apparatus. This control device executes automatic brake control for automatically braking the vehicle so that the vehicle does not collide with an obstacle ahead, and measures the distance L and relative speed V with the obstacle ahead of the vehicle. It has an inter-vehicle distance radar.

  In this automatic brake control, as shown in FIG. 2 of the same document, the collision time t until the vehicle collides with the obstacle is calculated based on the distance L to the obstacle and the relative speed V, and the collision time t is predetermined. When the value is less than or equal to the value α, the collision warning device is activated and the vehicle is braked with a relatively weak braking force by the brake device. When the collision time t is equal to or less than the predetermined value β that is smaller than the predetermined value α, the brake device brakes the vehicle with a relatively strong braking force (steps 1 to 7).

JP 2011-202638 A JP 2009-101756 A

  When the control method of Patent Document 2 is applied to the control device of Patent Document 1, the following problem may occur. That is, when the vehicle is being braked and stopped by starting the automatic brake control while the vehicle is running and the internal combustion engine is temporarily stopped by the execution of the deceleration idle stop control, Since the internal combustion engine is temporarily stopped, there is a possibility that the driver may erroneously recognize that he has performed the stop operation of the internal combustion engine. If the driver misrecognizes as such, there is a risk of leaving the stopped vehicle. In this case, there is a risk that the internal combustion engine restarts in the unmanned vehicle and the vehicle creeps.

  The present invention has been made in order to solve the above-described problems, and can avoid misrecognition of the driver after the start of the automatic brake control when the idle stop control and the automatic brake control are executed during traveling. An object of the present invention is to provide a vehicle control device capable of improving safety and merchantability.

In order to achieve the above object, the control device 1, 1A, 1B for the vehicle V according to claim 1 has a predetermined idle stop condition for the internal combustion engine 3 mounted on the vehicle V as a power source (step 32). When the determination result of .about.38 is YES), the operation is temporarily stopped, and when a predetermined restart condition is satisfied (when the determination result of steps 56 to 58 is YES), the operation is restarted from the temporary stop state. Idle stop control means (ECU 2, steps 30 to 43, 50 to 62, 70 to 73) for executing idle stop control, and an automatic brake for automatically braking the vehicle V when there is an obstacle ahead of the vehicle V Automatic brake control means (ECU 2, steps 1 to 6) for executing control, and the idle stop control means is in the running state of the vehicle V and idle stop control. In the case where the internal combustion engine 3 is in a stopped state due to the execution of the above, after the automatic brake control is started, as a predetermined restart condition, a predetermined dismounting condition in which it is estimated that the occupant intends to get out of the vehicle V When it is determined by the dismounting condition determining means (ECU 2, steps 50 to 55, 59) that determines whether or not a predetermined dismounting condition is satisfied by the dismounting condition determining means , execution of automatic brake control And restarting means (ECU 2, steps 61, 72, 73) for restarting the internal combustion engine 3 at the timing when the vehicle V stops .

According to this vehicle control device, when the internal combustion engine is in a stopped state due to the running of the vehicle and the execution of the idle stop control, the occupant is instructed as a predetermined restart condition after the automatic brake control is started. It is determined whether or not a predetermined getting-off condition estimated to be intended to get off from the vehicle is satisfied, and when it is determined that the predetermined getting-off condition is satisfied, the vehicle is The internal combustion engine is restarted at the timing of stopping . As described above, when a predetermined getting-off condition that the passenger is supposed to get off from the vehicle is satisfied , the internal combustion engine is restarted at the timing when the vehicle is stopped by executing the automatic brake control. Therefore, it can be reliably avoided that the driver erroneously recognizes that the driver has performed the stop operation of the internal combustion engine at the stop timing. Thereby, it is possible to reliably avoid the driver leaving the vehicle in a stopped state, and safety and merchantability can be improved. Furthermore, since the automatic brake control and the starter driving are not executed at the same time, the automatic brake control can be reliably executed without being affected by the voltage drop caused by the cranking. As a result, merchantability can be further improved.

According to a second aspect of the present invention, in the control device 1, 1A, 1B for the vehicle V according to the first aspect , the restarting means establishes a predetermined dismounting condition after the vehicle V is stopped by execution of the automatic brake control. In this case, the internal combustion engine 3 is restarted (steps 59 to 61, 72, 73).

  According to this vehicle control device, the internal combustion engine is restarted when a predetermined dismounting condition is satisfied after the vehicle is stopped by execution of automatic brake control. It is possible to reliably avoid erroneously recognizing that the stop operation has been performed by itself. Thereby, it is possible to reliably avoid the driver leaving the vehicle in a stopped state, and safety and merchantability can be further improved.

According to a third aspect of the present invention, in the control device 1, 1A, 1B for the vehicle V according to the first or second aspect, when the vehicle V is stopped by execution of automatic brake control, a predetermined time (ΔT · The internal combustion engine 3 is restarted (steps 59 to 61, 72, 73) when a predetermined dismounting condition is satisfied before the time corresponding to CT2ref elapses.

  According to this vehicle control device, when the vehicle stops due to execution of automatic brake control, the internal combustion engine is restarted when a predetermined dismounting condition is satisfied before a predetermined time elapses after the stop. By appropriately setting the predetermined time, it is possible to more quickly and surely prevent the driver from erroneously recognizing that the internal combustion engine has been stopped by himself / herself while the vehicle is stopped. Accordingly, it is possible to more reliably avoid the driver leaving the stopped vehicle, and to improve safety and merchantability.

According to a fourth aspect of the present invention, in the control device 1, 1A, 1B for the vehicle V according to any one of the first to third aspects, the getting-off condition determining means is that the brake pedal of the vehicle V is not operated, The V seat belt is removed, the door of the vehicle V is open, the shift position of the vehicle V is in the parking position, the vehicle V is braked by the manual parking brake device, and the driving When any one of the fact that the person is not seated is satisfied, it is determined that a predetermined dismounting condition is satisfied (steps 52 to 55, 59).

  According to this vehicle control device, the vehicle brake pedal is not operated, the vehicle seat belt is removed, the vehicle door is open, and the vehicle shift position is in the parking position. When the vehicle is braked by the manual parking brake device and when the driver is not seated, it is determined that the predetermined dismounting condition is satisfied, so that the occupant It is possible to appropriately estimate whether or not the user intends to get off the car. Thus, the effect of the invention according to any one of claims 1 to 4 can be achieved.

According to a fifth aspect of the present invention, in the control device 1A for the vehicle V according to any one of the first to third aspects, the vehicle V includes an automatic parking brake device 50 for braking the vehicle V and holding it in a stopped state. The getting-off condition determining means is characterized in that when the vehicle V is braked by the automatic parking brake device 50, it is determined that a predetermined getting-off condition is satisfied (steps 54, 59, 83 to 86). To do.

  According to this vehicle control device, when the vehicle is being braked by the automatic parking brake device, it is determined that a predetermined dismounting condition has been established, so whether or not the occupant intends to dismount from the vehicle. Can be estimated appropriately. Thus, the effect of the invention according to any one of claims 1 to 4 can be achieved.

According to a sixth aspect of the present invention, in the control device 1A for the vehicle V according to any one of the first to third aspects, the vehicle V includes an automatic parking brake device 50 for braking the vehicle V and holding it in a stopped state. A stop for executing stop holding control for holding the vehicle V in a stopped state by driving the automatic parking brake device 50 when the restart of the internal combustion engine 3 is completed after a predetermined dismounting condition is satisfied. It further comprises holding control means (ECU2, steps 86, 87).

  According to this vehicle control device, when the restart of the internal combustion engine is completed after the predetermined getting-off condition is satisfied, the stop holding control for holding the vehicle in the stopped state is executed by driving the automatic parking brake device. Therefore, it is possible to prevent the vehicle from creeping after the restart of the internal combustion engine is completed. In addition, the automatic parking brake device can be appropriately operated while avoiding the influence of the temporary voltage drop of the battery that occurs when the internal combustion engine is restarted. As described above, merchantability can be further improved.

According to a seventh aspect of the present invention, in the control device 1B for the vehicle V according to any one of the first to fourth aspects, the vehicle V includes a shift position changing device 60 that changes the shift position of the vehicle V, and the shift position is parked. A parking lock device 6a that holds the vehicle V in a stopped state when the vehicle is in a position, and when the restart of the internal combustion engine 3 is completed after a predetermined dismounting condition is satisfied, the shift position changing device 60 Is further provided with a parking control means (ECU 2, steps 90 to 93) for executing parking control for changing the shift position to the parking position by driving.

  According to this vehicle control device, after the predetermined dismounting condition is satisfied, when the restart of the internal combustion engine is completed, the parking control for changing the shift position to the parking position is performed by driving the shift position changing device. Is done. Accordingly, after the restart of the internal combustion engine is completed, the vehicle can be prevented from creeping by being held in a stopped state by the parking lock device. Further, the shift position changing device can be appropriately operated while avoiding the influence of the temporary voltage drop of the battery that occurs when the internal combustion engine is restarted. As described above, merchantability can be further improved.

It is a figure which shows typically the structure of the control apparatus which concerns on 1st Embodiment of this invention, and the vehicle to which this is applied. It is a block diagram which shows the electric constitution of a control apparatus. It is a flowchart which shows an automatic brake control process. It is a flowchart which shows a brake pressure control process. It is a flowchart which shows an idle stop determination process. It is a flowchart which shows a restart determination process. It is a flowchart which shows an engine control process. It is a timing chart which shows an example of the control result by the control device of a 1st embodiment. It is a block diagram which shows the electric constitution of the control apparatus which concerns on 2nd Embodiment. It is a flowchart which shows an automatic parking brake control process. It is a block diagram which shows the electric constitution of the control apparatus which concerns on 3rd Embodiment. It is a flowchart which shows the shift position control process at the time of restart.

  Hereinafter, a vehicle control apparatus according to a first embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the control device 1 of the present embodiment is applied to a vehicle V and includes an ECU 2 shown in FIG. 2. As will be described later, the ECU 2 performs an automatic brake control process and the like.

  As shown in FIG. 1, the vehicle V is a front engine / front drive type four-wheel vehicle, and includes an internal combustion engine (hereinafter referred to as “engine”) 3 as a power source, left and right front wheels W1 and W2, and left and right rear wheels. Wheels W3 and W4 are provided.

  The engine 3 is of a multi-cylinder gasoline engine type and is disposed on the front side of the vehicle V. The engine 3 is provided with a fuel injection valve 4 and a spark plug 5 for each cylinder (only one is shown in FIG. 2). These fuel injection valves 4 are electrically connected to the ECU 2, and the valve opening time and valve opening timing are controlled by the ECU 2. The spark plug 5 is also electrically connected to the ECU 2, and the ignition timing is controlled by the ECU 2.

  Further, the engine 3 is provided with a crank angle sensor 20, and the crank angle sensor 20 is electrically connected to the ECU 2 (see FIG. 2). The crank angle sensor 20 includes a magnet rotor and an MRE pickup, and outputs a CRK signal and a TDC signal, which are pulse signals, to the ECU 2 as the crankshaft (not shown) rotates.

  The CRK signal is output at one pulse every predetermined crank angle (for example, 1 °), and the ECU 2 calculates the engine speed (hereinafter referred to as “engine speed”) NE of the engine 3 based on the CRK signal. The TDC signal is a signal indicating that the piston of each cylinder is at a predetermined crank angle position slightly ahead of the TDC position of the intake stroke, and one pulse is output for each predetermined crank angle.

  In the vehicle V, the engine 3 is connected to the left and right front wheels W1, W2 via the automatic transmission 6, the final reduction gear 7, and the drive shafts 8, 8.

  Although not shown, the automatic transmission 6 is of a belt type continuously variable transmission type and has a shift lever (not shown). In the case of the automatic transmission 6, the shift position of the shift lever includes a parking position (P), a reverse position (R), a neutral position (N), a low position (L), a drive position (D), and a sports position (S). These six positions can be selected.

  Further, the automatic transmission 6 is provided with a parking lock device 6a. When the shift lever is in the parking position, the parking lock device 6a causes a rotation shaft (not shown) in the automatic transmission 6 to move. The vehicle V is held non-rotatable, so that the vehicle V is held in a stopped state.

  Further, the vehicle V includes a hydraulic brake device 10. The hydraulic brake device 10 supplies hydraulic pressure to the four brakes B1 to B4 when the driver depresses the brake pedal 15 or when an automatic brake control process to be described later is executed. 11 and the like.

  Each of the four brakes B1 to B4 is of a disc brake type, and is connected to the hydraulic circuit 11 via the oil passage 12, and generates a braking force by the hydraulic pressure supplied from the hydraulic circuit 11.

  The hydraulic circuit 11 is connected to a master back 14 via an oil passage 13, and a brake pedal 15 is connected to the master back 14. When the brake pedal 15 is depressed, the master back 14 generates assist hydraulic pressure for assisting braking force using the negative pressure stored in the negative pressure chamber as a power source. Via the hydraulic circuit 11.

  On the other hand, a large number of hydraulic control valves 16 (only one is shown in FIG. 2) and an electric oil pump 17 are provided in the hydraulic circuit 11, and these hydraulic control valves 16 and the electric oil pump 17 are connected to the ECU 2. Electrically connected. In the hydraulic brake device 10, when the assist hydraulic pressure is supplied or when an automatic brake control process described later is executed, the operation state of the hydraulic control valve 16 and the electric oil pump 17 is controlled by the ECU 2. The hydraulic pressure supplied from the hydraulic circuit 11 to the four brakes B1 to B4 is controlled. That is, the braking force of the brakes B1 to B4 is controlled.

  A wheel speed sensor 21 is provided in the vicinity of each of the four brakes B1 to B4. Each wheel speed sensor 21 is electrically connected to the ECU 2 (only one is shown in FIG. 2), and outputs a detection signal representing the speed of the corresponding wheel to the ECU 2. The ECU 2 calculates the speed of the vehicle V (hereinafter referred to as “vehicle speed”) VP based on the detection signals of the four wheel speed sensors 21.

  Furthermore, a radar device 40 is provided at the front end of the vehicle V. The radar device 40 emits an electromagnetic wave such as a millimeter wave toward the front of the vehicle V and receives a reflected wave thereof, and is electrically connected to the ECU 2. The ECU 2 determines whether or not there is an obstacle ahead of the vehicle V based on the millimeter wave transmission / reception state in the radar device 40. If there is an obstacle, the ECU 2 determines the distance from the obstacle. calculate.

  The vehicle V is provided with a manual parking brake device (not shown). The manual parking brake device includes a parking brake lever (not shown), and the parking brake lever is operated between a release position and a lock position by a driver. In this case, when the parking brake lever is in the locked position, the rear wheels W3 and W4 are locked by the manual parking brake device, and when the parking brake lever is in the released position, the rear wheels W3 and W4 are not locked. Become.

  On the other hand, as shown in FIG. 2, the ECU 2 includes an accelerator opening sensor 22, a shift position sensor 23, a plurality of hydraulic sensors 24 (only one shown), a battery sensor 25, an ignition switch 26, a brake switch 27, A buckle switch 28, a plurality of door switches 29 (only one shown) and a parking switch 30 are electrically connected.

  The accelerator opening sensor 22 detects a depression amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle V, and outputs a detection signal indicating it to the ECU 2.

  The shift position sensor 23 outputs a detection signal indicating the shift position of the automatic transmission 6 to the ECU 2. The ECU 2 sets the shift position value POSI based on the detection signal of the shift position sensor 23. In this case, the shift position value POSI is 3 when the shift position is the parking position, 2 when the reverse position, 1 when the neutral position, 1 when the low position, and 1 when the drive position. In some cases, the value is set to 2, and in the sport position, the value is set to 3, and in the no-position state (the shift lever is located between the shift positions and the shift position cannot be specified), the value is set to 0.

  Further, each hydraulic sensor 24 is provided at a predetermined portion in the hydraulic circuit 11, detects the hydraulic pressure at the predetermined portion, and outputs a detection signal representing it to the ECU 2. In addition to this, the battery sensor 25 outputs a detection signal representing a current / voltage value input / output to / from a battery (not shown) to the ECU 2. Based on the detection signal of the battery sensor 25, the ECU 2 calculates the amount of electric power stored in the battery, that is, the charge level SOC.

  On the other hand, an ignition switch (hereinafter referred to as “IG / SW”) 26 is turned on / off by operating an ignition key (not shown). When turned on by the ignition key, an ON signal is sent to the other switches. Sometimes an OFF signal is output to the ECU 2.

  A brake switch (hereinafter referred to as “BRK / SW”) 27 outputs an ON signal to the ECU 2 when the brake pedal 15 is depressed, and an OFF signal otherwise.

  Further, a buckle switch (hereinafter referred to as “BKL / SW”) 28 is an ON / OFF signal depending on whether or not the tongue plate of the seat belt of the vehicle V is engaged with a buckle (both not shown). Is output to the ECU 2. Specifically, the BKL / SW 28 outputs an ON signal to the ECU 2 when the tongue plate is engaged with the buckle, that is, when the seat belt is attached, and when the tongue plate is not engaged with the buckle. That is, when the seat belt is not worn, an OFF signal is output to the ECU 2.

  On the other hand, a door switch (hereinafter referred to as “DR / SW”) 29 is provided for each door (not shown) of the vehicle V, and an ON / OFF signal is sent to the ECU 2 according to the open / closed state of the corresponding door. Output. Specifically, the DR / SW 29 outputs an ON signal to the ECU 2 when the door is open and an OFF signal when the door is closed.

  The parking switch (hereinafter referred to as “PKB / SW”) 30 is turned on when the parking brake lever is operated to the locked position by the driver and the rear wheels W3 and W4 are locked by the manual parking brake device. A signal is output to the ECU 2 and an OFF signal is output to the ECU 2 when the parking brake lever is in the release position and the rear wheels W3 and W4 are not locked by the manual parking brake device.

  Further, as shown in FIG. 2, a warning lamp 41, a warning buzzer 42, and a parking lamp 43 are electrically connected to the ECU 2, and these devices are all in the instrument panel of the vehicle V. Is provided. As will be described later, the ECU 2 blinks the warning lamp 41 and notifies the warning buzzer 42 in order to notify the driver that the vehicle V is automatically braked when executing the automatic brake control process. Generate from.

  The ECU 2 lights the parking lamp 43 when the PKB / SW 30 outputs an ON signal, that is, when the rear wheels W3 and W4 are locked by operating the parking brake lever. Otherwise, the parking lamp 43 is turned off.

  On the other hand, the ECU 2 is composed of a microcomputer including a CPU, a RAM, a ROM, an I / O interface (all not shown), and the like. The detection signals of the various sensors 20 to 25 described above and the various switches 26 to Various control processes are executed according to the ON / OFF signal 30 and the operating state of the radar apparatus 40. Specifically, the ECU 2 executes an automatic brake control process, an idle stop control process, an engine control process, and the like as will be described later.

  In the present embodiment, the ECU 2 corresponds to idle stop control means, automatic brake control means, getting-off condition determination means, and restart means.

  Next, the automatic brake control process will be described with reference to FIG. In the automatic brake control process, when there is an obstacle in front of the traveling vehicle V, the hydraulic pressure supplied to the four brakes B1 to B4, that is, the brake pressure is controlled in order to avoid collision with the obstacle. Thus, the vehicle V is automatically braked and stopped, and is executed by the ECU 2 at a predetermined control cycle ΔT (for example, 10 msec).

  As shown in the figure, in this control process, first, in step 1 (abbreviated as “S1” in the figure, the same applies hereinafter), it is determined whether or not the brake pressure control flag F_CTBA is “1”. When the determination result is NO, the process proceeds to step 2 to determine whether there is an obstacle ahead of the vehicle V based on the millimeter wave transmission / reception state in the radar device 40. When this determination result is NO, this process is terminated as it is.

  On the other hand, if the determination result in step 2 is YES and there is an obstacle ahead of the vehicle V, the process proceeds to step 3, and the brake pressure control process is performed based on the distance from the obstacle, the vehicle speed VP, the operation state of the brake pedal 15, and the like. It is determined whether or not it is necessary to execute.

  When this determination result is NO, this process is terminated as it is. On the other hand, when the determination result in step 3 is YES, it is determined that the brake pressure control process should be executed, and the process proceeds to step 4 where the brake pressure control flag F_CTBA is set to “1” to indicate that. Then, go to step 5.

  When the brake pressure control flag F_CTBA is set to “1” in step 4 in this way, the determination result of step 1 described above becomes YES at the next and subsequent control timings, and also in this case, the process proceeds to step 5.

  In step 5 following step 1 or 4 above, the brake pressure control process is executed. This brake pressure control process controls the hydraulic pressure supplied to the four brakes B1 to B4 in order to brake and stop the running vehicle V, and is specifically executed as shown in FIG. Is done.

  As shown in the figure, first, in step 10, it is determined whether or not the pressure holding control flag F_KEEP is “1”. If the determination result is NO and the pressure holding control process is not being executed, the process proceeds to step 11 to determine whether or not the pressure control flag F_CTBA_ON is “1”.

  If the determination result is NO and the pressurization control process is not being executed, the process proceeds to step 12, and the count value CT of the preload control counter is set to the sum CTz + 1 of the previous value CTz and the value 1. This preload control counter is for counting the execution time of the preload control process, and the initial value of the previous value CTz of the count value is set to 0.

  Next, the routine proceeds to step 13, where it is determined whether or not the count value CT of the preload control counter is equal to or greater than a predetermined value CTref. When the determination result is NO, it is determined that the preload control process should be executed, and the process proceeds to step 14 to execute the preload control process.

  In this preload control process, the hydraulic oil supply to the brakes B1 to B4 is stopped by controlling the electric oil pump 17 and the plurality of hydraulic control valves 16 in the hydraulic circuit 11 based on the detection signal of the hydraulic sensor 24. The hydraulic pressure in the hydraulic circuit 11 is controlled so as to quickly rise to an appropriate value. This appropriate value is a value that allows the vehicle V to stop before the vehicle V does not collide with an obstacle ahead by the braking force when the hydraulic pressure is supplied to the brakes B1 to B4 in the hydraulic circuit 11. Is set. In step 14, after performing the preload control process as described above, the present process is terminated.

  On the other hand, when the determination result in step 13 is YES and the execution time of the preload control process reaches a time corresponding to the value ΔT · CTref, the hydraulic pressure in the hydraulic circuit 11 has increased to an appropriate value, and the pressurization control It is determined that the process should be executed, and the process proceeds to step 15, and in order to represent it, the pressurization control flag F_CTBA_ON is set to “1”, and then the process proceeds to step 16.

  When the pressurization control flag F_CTBA_ON is set to “1” in step 15 as described above, the determination result of step 11 described above becomes YES at the next and subsequent control timings, and also in this case, the process proceeds to step 16.

  In step 16 following the above step 11 or 15, it is determined whether or not VP≈0 is established, that is, whether or not the vehicle V is stopped. When the determination result is NO and the vehicle V is traveling, the process proceeds to step 17 to execute the pressurization control process.

  In this pressurization control process, the hydraulic oil in the hydraulic circuit 11 is controlled by the four brakes B1 to B1 by controlling the electric oil pump 17 and the plurality of hydraulic control valves 16 in the hydraulic circuit 11 based on the detection signal of the hydraulic sensor 24. Supplyed to B4, the vehicle V is braked. As a result, the vehicle V is braked so as to stop in front of it without colliding with an obstacle ahead. In step 17, after performing the pressure control process as described above, the present process is terminated.

  When the pressurization control process is executed in this way, the vehicle speed VP decreases as the control proceeds, and the determination result in step 16 described above becomes YES. In that case, it is determined that the pressure holding control process should be executed, and the process proceeds to step 18, and in order to represent it, the pressure holding control flag F_KEEP is set to “1”, and then the process proceeds to step 19.

  When the pressure holding control flag F_KEEP is set to “1” in step 18 as described above, the determination result in step 10 described above becomes YES at the next and subsequent control timings.

  In step 19 following step 10 or 18, the count value CT2 of the pressure holding control counter is set to the sum CT2z + 1 of the previous value CT2z and the value 1. This pressure holding control counter is for counting the execution time of the pressure holding control process, and the initial value of the previous value CT2z of the counted value is set to 0.

  Next, the routine proceeds to step 20, where it is determined whether or not the count value CT2 of the pressure holding control counter is equal to or greater than a predetermined value CT2ref. When the determination result is NO, it is determined that the pressure holding control process should be executed, the process proceeds to step 21 and the pressure holding control process is executed.

  In this pressure holding control process, the electric oil pump 17 is stopped, and at the same time, the plurality of hydraulic control valves 16 are controlled so that the four wheels W1 to W4 are held in a braked state by the four brakes B1 to B4. As a result, the vehicle V is held in a stopped state.

  On the other hand, if the determination result in step 20 is YES and the execution time of the pressure holding control process has reached a time corresponding to the value ΔT · CT2ref, it is determined that the brake pressure control process should be terminated, and the process proceeds to step 22. In order to represent this, the above-described three flags F_CTBA, F_CTBA_ON, and F_KEEP are all set to “0”, and then this process is terminated.

  Returning to FIG. 3, in step 5, the brake pressure control process is executed as described above, and then the process proceeds to step 6 to execute the alarm output process. Specifically, in order to notify the driver that the vehicle V is automatically braked, the warning lamp 41 is blinked and a warning sound is generated from the warning buzzer 42 as described above. In step 6, after executing the alarm output process as described above, the automatic brake control process is terminated.

  Next, the idle stop determination process will be described with reference to FIG. As described below, this idle stop determination process determines whether or not the idle stop condition and the restart condition in the idle stop control are satisfied, and is executed by the ECU 2 at the predetermined control cycle ΔT described above. Is done.

  As shown in the figure, first, in step 30, it is determined whether or not the restart flag F_RSTRT is “1”. If the determination result is NO and the restart condition is not established, the process proceeds to step 31 to determine whether or not the idle stop flag F_ISTP is “1”.

  If the determination result is NO and neither the restart condition nor the idle stop condition is satisfied, the routine proceeds to step 32, where it is determined whether or not the IG · SW 26 outputs an ON signal. When the determination result is NO, it is determined that the idle stop control process should not be executed, and the present process is terminated as it is.

  On the other hand, if the determination result in step 32 is YES and the IG · SW 26 is outputting an ON signal, the process proceeds to step 33 to determine whether or not the vehicle speed VP is equal to or less than a predetermined value VPref. The predetermined value VPref is set to a low speed side value (for example, 7 km / h).

  When the determination result of this step 33 is NO, this process is ended as it is. On the other hand, when the determination result of step 33 is YES, the process proceeds to step 34 to determine whether or not AP≈0 is established. If the determination result is NO and the accelerator pedal is depressed, the present process is terminated as it is.

  On the other hand, if the determination result in step 34 is YES and the accelerator pedal is not depressed, the process proceeds to step 35 to determine whether or not the shift position value POSI described above is a positive value.

  When the determination result is NO and the shift position is in the parking position, the reverse position, the neutral position, or the no-position state, the present process is ended as it is.

  On the other hand, if the decision result in the step 35 is YES and the shift position is at the low position, the drive position or the sport position, the process proceeds to a step 36 to judge whether or not the BRK / SW 27 outputs an ON signal.

  If the determination result is NO and the brake pedal 15 is not depressed, this processing is terminated as it is. On the other hand, if the determination result in step 36 is YES and the brake pedal 15 is depressed, the process proceeds to step 37 to determine whether or not the charge level SOC is equal to or higher than a predetermined value SOCref. The predetermined value SOCref is set to a value that can reliably restart the engine 3.

  If the determination result is NO and the charge level SOC is less than the predetermined value SOCref, the present process is terminated as it is. On the other hand, if the determination result in the step 37 is YES, the process proceeds to a step 38 to determine whether or not the brake pressure control flag F_CTBA described above is “0”.

  If the determination result is NO and the brake pressure control process in the automatic brake control process described above is being executed, this process is terminated as it is. On the other hand, if the determination result in step 38 is YES and the brake pressure control process is not being executed, it is determined that the idle stop execution condition is satisfied, and the process proceeds to step 39. In order to express this, the idle stop flag F_ISTP is set. After setting to “1”, this process is terminated.

  When the idle stop flag F_ISTP is set to “1” in step 39 as described above, the determination result in step 31 described above becomes YES at the next and subsequent control timings. Start determination processing is executed.

  Specifically, this restart determination process is executed as shown in FIG. As shown in the figure, first, in step 50, it is determined whether or not a brake pressure control flag F_CTBA is “1”. When the determination result is NO and the brake pressure control process is not executed, the process proceeds to step 56 described later.

  On the other hand, if the determination result in step 50 is YES and the brake pressure control process is being executed, the process proceeds to step 51 to determine whether or not the getting-off condition flag F_DOWN is “1”. When the determination result is NO, the process proceeds to step 52 to determine whether or not the BKL / SW 28 outputs an OFF signal.

  When the determination result is YES and the seat belt is not worn, it is determined that the occupant intends to get off from the vehicle V, and in order to indicate that, the routine proceeds to step 59, where the getting-off condition flag F_DOWN is set to “ After setting to “1”, the process proceeds to Step 60 described later.

  On the other hand, if the determination result in step 52 is NO and the seat belt is worn, the process proceeds to step 53 to determine whether or not the DR · SW 29 outputs an ON signal. When the determination result is YES and any one of the doors is in an open state, it is determined that the occupant intends to get out of the vehicle V, and after executing step 59 as described above, the steps described later are performed. Proceed to 60.

  If the determination result in step 53 is NO and all the doors are in the closed state, the process proceeds to step 54 to determine whether or not the PKB / SW 30 outputs an ON signal. When the determination result is YES, that is, when the parking brake lever is operated to the locked position by the occupant and the rear wheels W3 and W4 are locked by the manual parking brake device, the occupant intends to get out of the vehicle V. As described above, after executing step 59, the process proceeds to step 60 described later.

  On the other hand, when the determination result in step 54 is NO, that is, when the parking brake lever is in the release position and the rear wheels W3 and W4 are not locked, the routine proceeds to step 55, where the shift position value POSI is a value -3. It is determined whether or not there is. When the determination result is YES and the shift position is at the parking position, it is determined that the occupant intends to get off from the vehicle V, and after executing step 59 as described above, the process proceeds to step 60 described later. move on.

  As described above, when the getting-off condition flag F_DOWN is set to “1” in step 59, the determination result in step 51 described above becomes YES at the next and subsequent control timings. move on.

  In step 60 following step 51 or 59 described above, it is determined whether or not VP≈0 is established. When this determination result is NO, this process is terminated as it is. On the other hand, if the determination result in step 60 is YES and the vehicle V is in a stopped state, it is determined that the engine 3 should be restarted, and to represent this, the process proceeds to step 61 and the restart flag F_RSTRT is set. Set to “1”.

  Next, the routine proceeds to step 62, where the idle stop flag F_ISTP is set to “0”, and then this processing is terminated.

  On the other hand, if the determination result in step 55 is NO and the shift position is not in the parking position, the process proceeds to step 56.

  In step 56 following step 50 or 55 described above, it is determined whether or not the BRK / SW 27 outputs an OFF signal. When the determination result is YES and the brake pedal 15 is not depressed, it is estimated that the driver is going to start the vehicle V, and it is determined that the engine 3 should be restarted, as described above. After executing steps 61 and 62, the present process is terminated.

  On the other hand, if the determination result in step 56 is NO and the brake pedal 15 is depressed, it is determined in step 57 whether or not the accelerator pedal opening AP is larger than a predetermined value APref. The predetermined value APref is set to a value that can reliably determine whether or not the accelerator pedal is depressed.

  When this determination result is YES and the accelerator pedal is depressed, it is estimated that the driver is going to start the vehicle V, and it is determined that the engine 3 should be restarted. After executing Steps 61 and 62, the present process is terminated.

  On the other hand, if the determination result in step 57 is NO and the accelerator pedal is not depressed, the process proceeds to step 58, where it is determined whether or not the previous value F_CTBAz of the brake pressure control flag is “1”.

  When this determination result is NO, this process is terminated as it is. On the other hand, if the determination result in step 58 is YES and the current control timing is the end timing of the brake pressure control process described above, it is determined that the engine 3 should be restarted, and as described above, step 61 , 62 are executed, the present process is terminated.

  Returning to FIG. 5, in step 40, after executing the restart determination process as described above, the present process is terminated.

  On the other hand, if the determination result in step 30 is YES and the restart flag F_RSTRT is set to “1”, it is determined that the restart control process described later of the engine 3 is being executed, and the process proceeds to step 41. Then, it is determined whether or not the engine speed NE is equal to or greater than a predetermined value NEref.

  When this determination result is NO, this process is terminated as it is. On the other hand, when the determination result in step 41 is YES, it is determined that the restart control process of the engine 3 should be terminated because the restart of the engine 3 is completed, and the process proceeds to step 42 to represent it. In addition, the restart flag F_RSTRT is set to “0”.

  Next, the process proceeds to step 43, where the getting-off condition flag F_DOWN is set to “0”, and then this process ends.

  Next, the engine control process will be described with reference to FIG. This engine control process controls the operation state of the engine 3 by controlling the operation of the fuel injection valve 4 and the spark plug 5, and is executed by the ECU 2 in synchronism with the generation timing of the TDC signal.

  As shown in the figure, first, at step 70, it is determined whether or not the above-described idle stop flag F_ISTP is “1”. When this determination result is YES, it is determined that the idle stop of the engine 3 should be executed, the process proceeds to step 71, and both the fuel injection by the fuel injection valve 4 and the ignition by the spark plug 5 are stopped, After the engine 3 is stopped, this process is terminated.

  On the other hand, when the determination result of step 70 is NO, the process proceeds to step 72 to determine whether or not the above-mentioned restart flag F_RSTRT is “1”. When the determination result is YES, it is determined that the engine 3 in the idle stop state should be restarted, and the process proceeds to step 73 to execute the restart control process. In this control process, the fuel injection amount and injection timing by the fuel injection valve 4 and the ignition timing by the spark plug 5 are controlled to optimum values for restarting the engine 3. As described above, after the restart control process is executed in step 73, the present process is terminated.

  On the other hand, when the determination result of step 72 is NO, the process proceeds to step 74 and the normal control process is executed. In this normal control process, the fuel injection amount and injection timing by the fuel injection valve 4 and the spark plug 5 are determined based on the detection signals of the various sensors 20 to 25 and the ON / OFF signals of the switches 26 to 30 described above. The ignition timing is controlled. As described above, after the normal control process is executed in step 6, this process is terminated.

  Next, an example of a control result by the control device 1 of the present embodiment will be described with reference to FIG. As shown in the figure, when F_ISTP = 1 is established and the vehicle V is traveling in the idle stop state, when the brake pressure control flag F_CTBA is set to “1” at time t1, the preload is Control processing is executed.

  The pressurization control flag F_CTBA_ON is set to “1” and the pressurization control process is executed at the timing (time t2) when the execution time of the preload control process reaches a time corresponding to the value ΔT · CTref. Thereafter, the vehicle speed VP decreases.

  Then, at the timing (time t3) before the vehicle V stops, for example, when the seat belt is not attached, the aforementioned getting-off condition flag F_DOWN is set to “1”. Thereafter, at time t4, when the vehicle V stops and VP≈0 is established, the restart flag F_RSTRT is set to “1”, and the engine 3 restart control process is executed. The number NE increases. At the same time, the pressure holding control flag F_KEEP is set to “1” at the timing when the vehicle V stops, and thereafter, the pressure holding control process is executed.

  Thereafter, when NE ≧ NEref is established and the restart of the engine 3 is completed (time t5), the two flags F_RSTRT and F_DOWN are both set to “0”, whereby the restart control process ends. . Then, at the timing (time t6) when the execution time of the pressure holding control process reaches a time corresponding to the above-described value ΔT · CT2ref (time t6), the three flags F_CTBA, F_CTBA_ON, and F_KEEP are all set to “0”, and the brake pressure The control process ends.

  As described above, according to the control device 1 of the first embodiment, when the vehicle V is running in the idle stop state of the engine 3 by the idle stop control process, when the automatic brake control process is started, After the start, in steps 51 to 55, it is determined whether or not a predetermined dismounting condition is satisfied, and when it is determined that the predetermined dismounting condition is satisfied, the dismounting condition flag F_DOWN is set to “1”. Is set. When the two conditions of F_DOWN = 1 & VP≈0 are satisfied, the engine 3 is restarted.

  As a result, when the timing at which F_DOWN = 1 is established is when the vehicle V is traveling, the engine 3 is restarted at the timing when the vehicle is stopped, and the execution time of the pressure holding control process is set to the value ΔT · CT2ref when the vehicle is stopped. When F_DOWN = 1 is established before the corresponding time is reached, the engine 3 is restarted at the establishment timing, so that it is possible to prevent the driver from erroneously recognizing that the engine 3 has been stopped. Thereby, it can avoid that a driver leaves | separates from the vehicle V stopped in an idle stop state, and safety and merchandise can be improved.

  Further, when the vehicle stops due to the execution of the brake pressure control process, if the determination results of steps 50 to 55 described above are all NO and the predetermined dismounting condition is not satisfied, the execution time of the pressure holding control process is a value ΔT. The engine 3 is restarted when the time corresponding to CT2ref is reached and the brake pressure control process is completed. Therefore, by appropriately setting this value ΔT · CT2ref, it is possible to more quickly and surely prevent the driver from erroneously recognizing that the vehicle 3 has been stopped by himself / herself while the vehicle V is stopped. Thereby, it can avoid more reliably that a driver leaves the vehicle V in a stopped state, and safety and merchantability can be further improved.

  In addition, the brake pedal of the vehicle V is not operated, the seat belt of the vehicle V is removed, the door of the vehicle V is open, the shift position of the vehicle V is in the parking position, and When any one of the fact that the vehicle V is braked by the manual parking brake device is satisfied, it is determined that a predetermined dismounting condition is satisfied, so whether or not the occupant intends to dismount from the vehicle V. Can be estimated appropriately.

  Following step 55 in FIG. 6 described above, it is determined whether or not the driver is seated in the driver's seat of the vehicle V. If the determination result is NO and the driver is not seated, step 59 is performed. When the determination result is YES and the driver is seated, the process may proceed to step 56. In that case, whether or not the driver is seated in the driver's seat of the vehicle V may be determined based on the detection signal provided in the driver seat. Even in the case of such a configuration, it is possible to prevent the driver from erroneously recognizing that the operation of stopping the engine 3 is performed by himself / herself. Thereby, it can avoid that a driver leaves | separates from the vehicle V stopped in an idle stop state, and safety and merchandise can be improved.

  Hereinafter, a vehicle control apparatus according to a second embodiment of the present invention will be described. As shown in FIG. 9, in the case of the vehicle of the present embodiment, as compared with the vehicle V of the first embodiment, an automatic parking brake device (indicated as “AT / PKB” in FIG. 9) instead of the manual parking brake device. The only difference is that 50 is provided.

  Further, the control device 1A of the present embodiment is different from the control device 1 of the first embodiment only in controlling the automatic parking brake device 50, and hence the control device 1 of the first embodiment will be described below. And the same code | symbol is attached | subjected about the same structure as the vehicle V, while the description is abbreviate | omitted, and only a different point is demonstrated.

  The automatic parking brake device 50 is turned on when the shift position is set to the parking position by operating the shift lever or when the engine is restarted as described above. In other cases, the automatic parking brake device 50 is kept in the OFF state. In some cases, the vehicle V is held in a stopped state by braking the rear wheels W3 and W4. The specific configuration of the automatic parking brake device 50 is the same as that proposed by the present applicant in Japanese Patent Application Laid-Open No. 2013-23149, and the description thereof is omitted here.

  In this embodiment, the ECU 2 corresponds to idle stop control means, automatic brake control means, getting-off condition determination means, restart means, and stop holding control means, and the automatic parking brake control process described below corresponds to stop holding control. To do.

  Next, the automatic parking brake control process will be described with reference to FIG. This control process controls the operation of the automatic parking brake device 50, and is executed by the ECU 2 at the aforementioned predetermined control period ΔT.

  As shown in the figure, first, at step 80, it is determined whether or not the automatic parking brake device 50 is in an ON state. If the determination result is YES and the automatic parking brake device 50 is in the ON state, the process proceeds to step 81 to determine whether or not the off condition is satisfied. This OFF condition is an execution condition for switching the automatic parking brake device 50 from ON to OFF, and the determination is made based on the ON / OFF signal of the PKB / SW 30 or the detection signal of the accelerator opening sensor 22. .

  When the determination result of step 81 is NO, this process is ended as it is. On the other hand, if the decision result in the step 81 is YES and the off condition is established, the process proceeds to a step 82, the automatic parking brake device 50 is switched from the ON state to the OFF state, and this process is finished.

  On the other hand, if the determination result in step 80 is NO and the automatic parking brake device 50 is in the OFF state, the process proceeds to step 83 to determine whether or not the PKB / SW 30 outputs an ON signal.

  If the determination result is YES and the parking brake lever is operated to the locked position by the driver, the process proceeds to step 84 to determine whether or not the brake pressure control flag F_CTBA described above is “1”.

  If the determination result is YES and the brake pressure control process is being executed, the process proceeds to step 85 to determine whether or not VP≈0 is established. When this determination result is NO, this process is terminated as it is.

  On the other hand, if the decision result in the step 85 is YES and the vehicle V is in a stopped state, the process proceeds to a step 86, the automatic parking brake device 50 is switched from the OFF state to the ON state, and this process is ended.

  If the determination result in step 84 is NO and the brake pressure control process is not being executed, the process is terminated after executing step 86 as described above.

  Further, when the determination result in step 83 is NO and the PKB / SW 30 outputs an OFF signal, the process proceeds to step 87, where F_RSTRTz = 1 & F_RSTRT = 0 in the previous value F_RSTRTz and restart flag F_RSTRT of the restart flag. Whether or not is established is determined.

  When this determination result is NO, this process is terminated as it is. On the other hand, when the determination result is YES and it is the timing when the restart of the engine 3 is completed, as described above, after executing step 86, the present process is terminated.

  As described above, according to the control device 1A of the second embodiment, the automatic brake control process, the idle stop determination process, and the engine control process are executed in the same manner as the control device 1 of the first embodiment. The same effect as that of the control device 1 can be obtained. In addition to this, since the automatic parking brake control process is executed as described above, when the engine 3 is in the idle stop state, when the determination result in step 54 is YES, that is, the parking brake lever is operated to the locked position. When the vehicle V is being braked by the automatic parking brake device 50, it is determined that a predetermined dismounting condition is satisfied. Accordingly, it can be appropriately estimated whether or not the occupant intends to get out of the vehicle V.

  Furthermore, when the determination result in step 54 is NO and the automatic parking brake device 50 is in the OFF state, when a predetermined dismounting condition other than step 54 is satisfied, automatic parking is performed at the timing when the restart of the engine 3 is completed. By driving the brake device 50, the vehicle V is locked in a stopped state, so that the vehicle V can be prevented from creeping after the restart of the engine 3 is completed. Further, the automatic parking brake device 50 can be appropriately operated while avoiding the influence of the temporary voltage drop of the battery that occurs when the engine 3 is restarted. As described above, merchantability can be further improved.

  Hereinafter, a vehicle control apparatus according to a third embodiment of the present invention will be described. As shown in FIG. 11, in the case of the vehicle according to the present embodiment, the shift position changing device (indicated as “SHFT / CHNG” in FIG. 11) 60 is only provided in comparison with the vehicle V of the first embodiment. Is different.

  Further, the control device 1B of the present embodiment differs from the control device 1 of the first embodiment only in controlling the shift position changing device 60, and hence the control device 1 of the first embodiment will be described below. And the same code | symbol is attached | subjected about the same structure as the vehicle V, while the description is abbreviate | omitted, and only a different point is demonstrated.

  The shift position changing device 60 is composed of an electric motor, a gear mechanism, and the like, and automatically changes the shift position of the shift lever when the engine is restarted.

  In the present embodiment, the ECU 2 corresponds to an idle stop control means, an automatic brake control means, a dismounting condition determination means, a restart means, and a parking control means. The restart shift position control process described below is applied to the parking control. Equivalent to.

  Next, the restart shift position control process will be described with reference to FIG. This control process is to change the shift position to the parking position by the shift position changing device 60 when the engine 3 is restarted, and is executed by the ECU 2 at the aforementioned predetermined control cycle ΔT.

  As shown in the figure, first, at step 90, it is determined whether or not the shift position value POSI is not a value of -3. If the determination result is NO and the shift position is at the parking position, the present process is terminated as it is.

  On the other hand, if the determination result in step 90 is YES and the shift position is not in the parking position, the process proceeds to step 91 to determine whether or not VP≈0 is established. When this determination result is NO, this process is terminated as it is.

  On the other hand, if the decision result in the step 92 is YES and the vehicle V is in a stopped state, the process advances to a step 92 to determine whether or not F_RSTRTz = 1 & F_RSTRT = 0 is established.

  When this determination result is NO, this process is terminated as it is. On the other hand, if the decision result in the step 92 is YES and it is the timing when the restart of the engine 3 is completed, the process proceeds to a step 93 to drive the shift position changing device 60 to change the shift position to the parking position. Accordingly, the vehicle V is held in the stopped state by the parking lock device 6a described above.

  Next, in order to indicate that the shift position has been changed to the parking position, in step 94, the shift position value POSI is set to a value of -3, and then this process ends.

  As described above, according to the control device 1B of the third embodiment, the automatic brake control process, the idle stop determination process, and the engine control process are executed in the same manner as the control device 1 of the first embodiment. The same effect as that of the control device 1 can be obtained. In addition, since the shift position control process at the time of restart is executed as described above, the shift position changing device 60 is driven when the restart of the engine 3 is completed after a predetermined dismounting condition is satisfied. Thus, the shift position is changed to the parking position.

  Thus, after the restart of the engine 3 is completed, the parking lock device 6a holds the vehicle V in a stopped state, so that the vehicle V can be prevented from creeping. Further, the shift position changing device 60 can be appropriately operated while avoiding the influence of the temporary voltage drop of the battery that occurs when the engine 3 is restarted. As described above, merchantability can be further improved.

  In the above first to third embodiments, when the getting-off condition is satisfied and the getting-off condition flag F_DOWN is set to “1” during traveling in the idle stop state, the timing at which the vehicle V stops. In this example, the engine 3 is restarted, but instead, the engine 3 is restarted at the timing when the getting-off condition is satisfied during traveling in the idle stop state. Also good.

  Moreover, although the above 1st-3rd embodiment is an example which applied the control apparatus of this invention to the four-wheel type vehicle, the control apparatus of this invention is not restricted to this, A two-wheel type vehicle or infinite It can also be applied to various vehicles such as track type vehicles.

V vehicle 1 control device 1A control device 1B control device 2 ECU (idle stop control means, automatic brake control means, getting-off condition determination means, restart means, stop holding control means, parking control means)
3 Internal combustion engine 6a Parking lock device 50 Automatic parking brake device 60 Shift position changing device

Claims (7)

An idle stop that temporarily stops an internal combustion engine mounted as a power source in a vehicle when a predetermined idle stop condition is satisfied, and restarts the engine from the temporary stop state when a predetermined restart condition is satisfied Idle stop control means for executing control;
Automatic brake control means for executing automatic brake control for automatically braking the vehicle when there is an obstacle ahead of the vehicle;
With
The idle stop control means includes
When the vehicle is running and the internal combustion engine is in a stopped state due to the execution of the idle stop control, after the automatic brake control is started, an occupant gets off the vehicle as the predetermined restart condition. Getting-off condition determining means for determining whether or not a predetermined getting-off condition estimated to be intended is satisfied,
When it is determined by the getting-off condition determining means that the predetermined getting-off condition is satisfied, restarting means for restarting the internal combustion engine at a timing when the vehicle is stopped by execution of the automatic brake control ;
A vehicle control apparatus comprising: 2. The vehicle according to claim 1, wherein the restarting unit restarts the internal combustion engine when the predetermined dismounting condition is satisfied after the vehicle stops by execution of the automatic brake control. Control device. The restarting means restarts the internal combustion engine when the predetermined getting-off condition is satisfied before a predetermined time elapses after the stop when the vehicle is stopped by execution of the automatic brake control. The vehicle control device according to claim 1, wherein the control device is a vehicle control device. The getting-off condition determining means is that the brake pedal of the vehicle is not operated, the seat belt of the vehicle is removed, the door of the vehicle is open, and the shift position of the vehicle is a parking position. The vehicle is braked by the manual parking brake device, and the passenger is not seated, it is determined that the predetermined dismounting condition is satisfied. The vehicle control device according to any one of claims 1 to 3. The vehicle includes an automatic parking brake device for braking the vehicle and holding the vehicle in a stopped state.
The getting-off condition determining means, when the vehicle by the automatic parking brake device is braked, according to any one of claims 1 to 3 wherein the predetermined getting-off condition and judging to be satisfied Vehicle control device. The vehicle includes an automatic parking brake device for braking the vehicle and holding the vehicle in a stopped state.
Stop holding control means for executing stop holding control for holding the vehicle in a stopped state by driving the automatic parking brake device when the restart of the internal combustion engine is completed after the predetermined getting-off condition is satisfied. further claims 1, characterized in that it comprises a to control apparatus for a vehicle according to any one of the three. The vehicle includes a shift position changing device that changes a shift position of the vehicle;
A parking lock device that holds the vehicle in a stopped state when the shift position is in a parking position;
Parking control means for executing parking control for changing the shift position to the parking position by driving the shift position changing device when the restart of the internal combustion engine is completed after the predetermined getting-off condition is satisfied. The vehicle control device according to any one of claims 1 to 4, further comprising:

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