JP6395119B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device having an auto hold function.

  Conventionally, for example, a vehicle having a hydraulic foot brake has an auto hold function that prevents the vehicle from jumping out by maintaining the brake hydraulic pressure for a predetermined time after the driver releases the brake. A vehicle control device is known (for example, Patent Document 1).

JP, 2015-101127, A

  The control device described in Patent Document 1 activates a so-called idle stop function that stops an engine when a driver operates a foot brake to stop a vehicle and satisfies a predetermined idling stop condition. Yes. For example, when the driver depresses the accelerator and the idling stop condition is released, the idling stop function is canceled and the engine is restarted, and the hydraulic pressure of the foot brake is reduced under conditions suitable for returning from the idling stop. I am letting.

  However, in Patent Document 1, no consideration is given to torque control when the engine is restarted and started from a state where both the idling stop function and the auto hold function are operating. If the engine torque is too high at the timing of releasing the auto hold function, a shock may occur when starting the vehicle, which is not preferable. Further, depending on the magnitude of the engine torque at the time of canceling the auto hold, the NVH characteristics (noise, vibration, harshness) of the engine may be deteriorated.

  Accordingly, the present invention has been made to solve the above-described problems, and provides a vehicle control device that can reduce discomfort to the driver by appropriately controlling the engine torque when releasing the auto hold. The purpose is to provide.

The present invention also provides an engine speed sensor for detecting the engine speed, an accelerator pedal sensor for detecting depression of an accelerator pedal, a brake pedal sensor for detecting depression of a brake pedal, and a brake mechanism for braking a wheel. When the vehicle stops, the brake maintenance control device that maintains the brake mechanism in the braking state and the engine is stopped under a predetermined engine stop condition even after detecting the release of the brake pedal based on the detection value of the brake pedal sensor And an automatic engine stop / restart control device that restarts the engine when the depression of the accelerator pedal is detected based on the detected value of the accelerator pedal sensor. predetermined engine stop condition is satisfied while maintaining the brake mechanism to the braking state by the apparatus Te in the case that stops the engine by the engine automatic stop and restart control apparatus, an engine automatic stop and restart control apparatus based on the detection value of the accelerator pedal sensor, when it detects the depression of the accelerator pedal, the engine The engine is restarted so that the torque becomes the first torque, and when it is determined that the engine speed has exceeded a predetermined complete explosion speed based on the detection value of the engine speed sensor , the engine torque is reduced. The braking maintenance control device releases the maintenance of the braking state of the brake mechanism in a state where the engine torque is set to the second torque, by shifting from the first torque to the second torque lower than the first torque .

According to the present invention configured as described above, when the brake mechanism is maintained in the braking state by the brake maintenance control device and the engine is stopped by the engine automatic stop / restart control device, the engine automatic stop / restart is performed. The control device restarts the engine so that the engine torque becomes the first torque when it detects depression of the accelerator pedal, and determines that the engine speed has exceeded a predetermined complete explosion speed The engine torque is shifted from the first torque to the second torque lower than the first torque , and the braking maintenance control device releases the maintenance of the braking state of the brake mechanism when the engine torque is set to the second torque. As a result, the engine can be restarted quickly, and the maintenance of braking can be prevented from being released when the engine torque is high. Can.

In the present invention, preferably, the second torque is set to a value substantially the same as the engine idling torque .

In the present invention, preferably, the vehicle control device further includes a brake fluid pressure sensor that detects a brake fluid pressure, and the engine automatic stop / restart control device is configured to detect the brake mechanism based on the detected value of the brake fluid pressure sensor. The completion of the release of the brake maintenance is determined, and when the determination is made, the engine is controlled so that the driver requested torque is based on the detected value of the accelerator pedal sensor .

  As described above, according to the present invention, it is possible to reduce discomfort given to the driver by appropriately controlling the engine torque at the time of releasing the auto hold.

1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. 1 is a schematic configuration diagram of a brake device according to an embodiment of the present invention. 1 is a system configuration diagram of a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the control apparatus of the vehicle by embodiment of this invention. It is a timing chart which shows operation | movement of the control apparatus of the vehicle by embodiment of this invention. It is a flowchart which shows operation | movement of the control apparatus of the vehicle by embodiment of this invention. It is a flowchart which shows operation | movement of the control apparatus of the vehicle by 2nd Embodiment of this invention. It is a timing chart which shows operation | movement of the control apparatus of the vehicle by 2nd Embodiment of this invention.

  Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a vehicle to which a vehicle control device is applied. The vehicle V includes an engine 7 driven by diesel fuel or gasoline fuel, and a stop maintaining device 1 for stopping the vehicle V. The stop maintaining device 1 includes an idling stop control device 2 as an automatic engine stop / restart device of the present invention, a foot brake device 3 for stopping the vehicle V by a driver's operation, and a braking maintenance control device of the present invention. A DSC (Dynamic Stability Control) device 4, an EPB (Electric Parking Brake) device 5 as a parking brake and emergency brake controller, and an ECU (Electric Control Unit) 6 are provided.

  The engine 7 outputs a predetermined torque to a torque converter (not shown) at a predetermined timing under the control of the ECU 6 according to the operation of the accelerator pedal 14 by the driver. The torque output to the torque converter is input to the automatic transmission 8 as a driving force, and is transmitted to the driving wheels of the four wheels 11 according to the position of the shift lever 9a of the shift device 9.

  The foot brake device 3 includes a brake pedal 10 disposed below a driver's feet, a booster 13 that increases braking of the brake pedal 10, and a master cylinder 12 that increases brake fluid pressure in response to depression of the brake pedal 10. ing. The foot brake device 30 increases the brake fluid pressure by the master cylinder 12 in accordance with the depression amount of the brake pedal. The increase in the brake hydraulic pressure is transmitted to the hydraulic brake mechanism 20 provided corresponding to each wheel 11, thereby applying a braking force to each wheel 11.

  The DSC device 4 is configured to be able to brake the wheel 11 independently of the operation by the driver. More specifically, the DSC device 4 is configured to control the running posture of the vehicle V by performing DSC control and ABS (Antilock Brake System) control independently of the operation by the driver. In addition to the DSC control and the ABS control, the DSC device 4 maintains the braking of the vehicle until the auto-hold condition is canceled, that is, when the predetermined auto-hold condition is satisfied, that is, the vehicle It is configured to maintain the stopped state.

  The EPB device 5 is configured to execute auto parking control for maintaining the stop state of the vehicle V when a predetermined condition is satisfied.

  Next, the brake device 3 will be described in more detail with reference to FIG. FIG. 2 is a schematic configuration diagram of the brake device.

  As shown in FIG. 2, the wheel 11 is provided with a hydraulic brake mechanism 20 correspondingly. The hydraulic brake mechanism 20 includes a rotor disk 21 that is integrally attached to the wheel 11 and a caliper 22 that applies a braking force to the rotor disk 21. The rotor disk 21 is integrally attached to the wheel 11 and is configured to rotate integrally with the wheel 11. The caliper 22 includes a caliper body 23 disposed on the inner side in the vehicle width direction of the rotor disk 21, and an outer pad 24 and an inner pad 25 disposed on both sides of the rotor disk 21 so as to sandwich the rotor disk 21. Yes. A piston 26 that can move in the axial direction of the rotor disk 21 is disposed on the inner side of the inner pad 25 in the vehicle width direction. The piston 26 slides into a cylinder hole 23 a formed in the caliper body 23. It is movably inserted. A pipe line 27 filled with brake fluid is connected to the cylinder hole 23a. When the driver depresses the brake pedal 10, the brake fluid pressure in the pipe line 27 increases according to the amount of depression. When the brake fluid pressure rises, the piston 26 moves forward toward the outer side in the axial direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, the caliper 23 is moved inward in the vehicle width direction by the reaction force of the inner pad 25 being pressed against the rotor disk 21, whereby the outer pad 24 is pressed against the outer surface of the rotor disk 21 in the vehicle width direction. Then, by pressing the outer pad 24 and the inner pad 25 against the rotor disk 21, the rotation of the wheel 11 integrated with the rotor disk 21 is reduced, and the vehicle V is decelerated and stopped.

  In addition, as shown in FIG. 2, the DSC device 4 is connected on a pipe line 27 between the master cylinder 12 of the foot brake device 3 and the piston 26.

  The DSC device 4 includes a hydraulic pump 31 connected to a first branch path 27 a that branches from a pipe line 27. The hydraulic pump 31 is configured by an electric pump using an electric motor as a drive source. The hydraulic pump 31 is driven by electric power supplied from an alternator (not shown) during engine operation and supplied from a battery (not shown) while the engine is stopped. When the hydraulic pump 31 is driven, the brake hydraulic pressure in the pipe line 27 can be increased via the pressurizing valve 32 provided between the hydraulic pump 31 and the pipe line 27. Thereby, it is comprised so that the brake device 3 may be operated independently of operation of the brake pedal 10 by a driver. Further, the DSC device 4 includes a return valve 33 connected to the second branch passage 27b branched from the conduit 27. After the brake fluid pressure in the conduit 27 is increased by the DSC device 4, the brake is released. When reducing the hydraulic pressure, the return valve 33 is opened.

  Further, as shown in FIG. 2, an electric brake mechanism 40 of the EPB device 5 is connected to the hydraulic brake mechanism 20. The electric brake mechanism 40 includes a piston 41 that acts on the inner pad 25, an annular member 42 connected to the piston 41, and an electric motor 43. A male screw portion 41 a is formed on the inner side of the piston 41 in the vehicle width direction, while a female screw portion 42 a that meshes with the male screw portion 41 a is formed on the inner periphery of the annular portion 42. A gear 42 b that meshes with the output pinion 44 of the electric motor 42 is formed on the outer periphery of the annular portion 42. And if the electric motor 43 is driven, the output pinion 44 will rotate and, thereby, the annular part 42 will rotate. Then, when the annular portion 42 rotates, the piston 41 moves the inner pad 25 toward the outer side in the vehicle width direction, whereby the inner pad 25 is pressed against the inner surface in the vehicle width direction of the rotor disk 21. Further, when the inner pad 25 is pressed against the inner surface of the rotor disk 21 in the vehicle width direction, the outer pad 24 is also pressed against the rotor disk 21 as described above, thereby decelerating and stopping the vehicle.

  Next, the system of the vehicle control device will be described in detail with reference to FIG. FIG. 3 is a system configuration diagram of the vehicle control device.

  As shown in FIG. 3, the ECU 6 includes an Eng control unit 6 a for controlling the engine 7, a DSC control unit 6 b for controlling the DSC device 4, and an EPB control unit 6 c for controlling the EPB device 5. It is equipped with. The ECU 6 is configured to control the engine 7, the DSC device 4, and the EPB device 5 in accordance with inputs from various sensors. More specifically, the ECU 6 includes an accelerator pedal sensor 52 that detects the amount of depression of the accelerator pedal 14 by the driver, a yaw rate sensor 53 that detects the yaw rate of the vehicle V, and steering of a steering wheel (not shown) by the driver. A steering angle sensor 54 that detects an angle, a lateral acceleration sensor 55 that detects acceleration in the vehicle width direction of the vehicle V, a wheel speed sensor 56 that detects the rotation speed of the wheel 11, and an engine rotation speed (number of rotations). An engine rotation speed sensor 57 to detect, a gradient sensor 58 to detect the inclination angle of the road surface on which the vehicle V is stopped, a brake hydraulic pressure sensor 34 to detect the brake hydraulic pressure in the pipe 27, and the shift lever 9a The shift position sensor 61 that detects the corresponding shift range and the output signal from the shift position sensor 61 are received. . The ECU 6 also has a signal from the brake lamp switch 51 that is activated when the brake pedal 10 is operated by the driver, a signal from the parking switch 59 when the driver presses the auto parking switch 59, and an auto-hold by the driver. A signal from the auto hold switch 60 is input when the switch 60 is pressed, and a signal from the ignition switch is input when the ignition switch 62 is operated by the driver.

  The Eng control unit 6 a drives the engine 7 based on detection values from various sensors including the accelerator sensor 52 and the engine rotation speed sensor 57. Further, the Eng control unit 6a automatically stops the driving engine 7 when a predetermined idling stop condition is satisfied. Further, the Eng control unit 6a restarts the engine 7 when the driver depresses the predetermined operation, that is, the accelerator pedal 14, when the engine 7 is in the idling stop state. When the engine 7 is restarted, first, a cell motor (not shown) is driven to drive the engine 7 by cranking, and at the same time, a small amount of fuel is injected into the combustion chamber of the engine 7. After the engine 7 reaches a complete explosion state that can be driven only by fuel combustion regardless of cranking, the Eng control unit 6a stops the cell motor and drives the engine 7 only by fuel combustion. The output of the engine 7 is input to a transmission mechanism such as the automatic transmission 8, and a torque corresponding to the position of the shift lever 9 a detected by the shift position sensor 61 is applied to the wheel 11.

  The DSC control unit 6b is operated by a driver based on detection values from various sensors including a yaw rate sensor 53, a steering angle sensor 54, a lateral acceleration sensor 55, a wheel speed sensor 56, a gradient sensor 58, and a brake fluid pressure sensor 34. Maintains the running posture of the vehicle V independently. Further, when the auto hold switch 60 is in the ON state, the DSC control unit 6b drives the pressure unit 30 even after the vehicle V is stopped and the driver releases the brake pedal 10 when the driver depresses the brake pedal 10. Thus, control is performed to maintain the brake fluid pressure in the pipe line 27. Thus, the vehicle V is maintained to be braked even after the driver releases the brake pedal 10.

  Further, the EPB control unit 6c determines that the parking switch 59 is in an ON state and a driver depresses a predetermined operation, for example, the brake pedal 10 by a predetermined amount or more in response to signals from the brake lamp switch 51 and the parking switch 59. The wheel 11 is locked by driving the electric brake mechanism 40.

  Next, the operation of the vehicle control device will be described in detail. FIG. 4 is a flowchart showing the operation of the vehicle control apparatus. The series of processing shown in FIG. 4 is repeatedly executed at a predetermined cycle after the power is turned on to the vehicle control device.

  As shown in FIG. 4, when a series of processes starts, in step S <b> 1, the ECU 6 determines whether or not the vehicle V is stopped based on the detection result of the wheel speed sensor 56. Next, in step S2, the ECU 6 determines whether or not an auto hold condition is satisfied. The auto hold condition basically means that the auto hold switch 60 is in the ON state and the vehicle V is stopped (the value detected by the wheel speed sensor 56 is 0). As the auto-hold condition, in addition to the state of the auto-hold switch 60 and the detection value of the wheel speed sensor 56 described above, the opening degree of the accelerator pedal 14 is not more than a predetermined value, and the detection value by the yaw rate sensor 53 is predetermined. It may include that it is less than or equal to the value.

  If it is determined in step S2 that the auto hold condition is not satisfied, it is determined in step S3 whether or not the accelerator pedal 14 is operated, and whether or not the auto hall condition is satisfied (step S2). Is stepped (step S3), the processes of steps S2 and S3 are repeated. When the accelerator pedal 14 is depressed in step S3, the vehicle is started based on the driver required torque corresponding to the depression amount of the accelerator pedal 14 in step S4.

  When it is determined in step S2 that the auto hold condition is satisfied, the ECU 6 performs auto hold control. In the auto hold control, the pressurizing unit 30 is operated by the DSC control unit 6b to increase the brake fluid pressure in the pipe line 27, and the vehicle V is maintained in a stopped state independently from the operation of the brake pedal 10 by the driver. Say.

  In step S6, the ECU 6 determines whether an idling stop condition is satisfied. The idling stop condition is basically that the detection value by the wheel speed sensor 56 is 0, the water temperature of the engine 7 is equal to or higher than the predetermined value, the shift lever 9a is in the D range, and the vehicle is determined from the detection value by the gradient sensor 58. For example, it is determined that V does not stop steeply, and the capacity of the in-vehicle battery is sufficient. In addition to the above conditions, the idling stop condition may include various conditions such as the detected value of the steering angle sensor 54 and the outside air temperature.

  When it is determined in step S6 that the idling stop condition is not satisfied, the ECU 6 determines whether or not the accelerator pedal 14 is depressed in step S7. The ECU 6 repeats the processes of steps S6 and S7 until the idling stop condition is satisfied (step S6) or the accelerator pedal 14 is depressed (step S7). When the accelerator pedal 14 is stepped on in step S7, the ECU 6 starts the vehicle based on the driver requested torque corresponding to the amount of depression of the accelerator pedal 14 in step S4, assuming that the release condition for the auto hold control is satisfied. Let

  If it is determined in step S6 that the idling stop condition is satisfied, the ECU 6 automatically stops the engine 7 in step S8. Next, in step S9, the ECU 6 determines whether or not the accelerator pedal 14 has been depressed by the driver. If it is determined that the accelerator pedal 14 has been depressed, the engine 7 is restarted in step S10 and the idling stop control is performed. To release.

  Next, in step S11, the ECU 6 determines whether or not the engine 7 has reached a complete explosion state, and performs a process of canceling the auto hold control in step S12.

  Next, auto hold cancellation will be described in detail.

  FIG. 5 is a timing chart showing the operation of the vehicle control device, and FIG. 6 is a flowchart showing the operation of the vehicle control device, specifically, the auto-hold release processing in step S12.

  FIG. 5 basically shows a timing chart at the time of the auto-hold releasing process. For convenience of explanation, it is determined that the accelerator pedal 14 is depressed in step S9, and the process of restarting the engine in step S10 is also performed. Contains.

  First, with reference to FIG. 5, the process of step S9 and step S10 is demonstrated. If it is determined that the accelerator pedal 14 is depressed in step S9 because the accelerator opening starts to increase at time t1, the engine 7 is restarted and the engine speed is gradually increased and the actual torque output by the engine 7 is increased. Will increase. In this state, since the brake fluid pressure is maintained, the vehicle V remains stopped.

  Further, when the accelerator opening starts to increase at time t1, the actual torque of the engine 7 also increases. However, the actual torque of the engine 7 is controlled to a predetermined value Tt or less from time t1 to time t3 described later. The value Tt is preferably substantially the same value as the idling torque of the vehicle V determined in advance. When the engine speed reaches the complete explosion speed C at time t2, the ECU 6 starts the auto-hold release process in step S12.

  When a series of processing starts as shown in FIG. 6, in step S21, the ECU 6 changes the auto hold status to OFF (time t2). In step S22, the ECU 6 controls the hydraulic pump 31 to gradually reduce the brake hydraulic pressure in the conduit 27 (time t2).

  Next, in step S23, the ECU 6 refers to the detection value of the brake fluid pressure sensor 34 and determines whether or not the release of the brake pressure has ended. Whether or not the release of the brake pressure has ended is determined based on whether or not the brake pressure in the pipe line 27 has fallen below a predetermined threshold value Tb. When the brake pressure falls below the threshold value Tb at time t3, the auto-hold process ends, the actual torque increases from the value Tt, and the vehicle V starts to accelerate. In step S24, the ECU 6 sets the auto hold to the Stand By state, and ends the series of processes.

  As described above, according to the present embodiment, when the engine stop condition is satisfied when braking of the vehicle is maintained by the DSC device 4, the engine 7 is stopped by the idling stop device 2. When the braking maintenance condition is released in this state, the DSC device 4 releases the maintenance of the vehicle braking (time t2). The idling stop device 2 controls the actual torque of the engine 7 so that the actual torque of the engine 7 is equal to or less than the predetermined value Tt until the release of the braking maintenance is completed (time t3). Thereby, it is possible to prevent the maintenance of braking from being released while the torque of the engine 7 is high.

  In the above example, the value Tt is substantially the same as the idling torque of the vehicle V determined in advance, but the value Tt may not be substantially the same as the idling torque. Can be any value as long as the vehicle V does not misfire and the vehicle V does not start suddenly when the auto hold control is released.

  Next, the operation of the vehicle control apparatus according to the second embodiment of the present invention will be described with reference to FIGS. Note that the configuration of the vehicle control device according to the second embodiment is the same as that of the above-described embodiment, and thus the description thereof is omitted.

  FIG. 7 is a flowchart showing the operation of the vehicle control apparatus according to the second embodiment of the present invention. Since each process from step S21 to S29 in FIG. 7 is the same as each process from step S1 to S9 in the flowchart of FIG.

  If it is determined in step S29 that the accelerator pedal 14 has been depressed by the driver, the process proceeds to step S30, where the ECU 6 restarts the engine 7 (idling stop cancellation). At this time, the ECU 6 controls the engine 7 so that the actual torque output from the engine 7 becomes the first torque Ts. The first torque Ts is set to a value larger than the idling torque of the vehicle V, for example.

  Next, in step S31, the ECU 6 stands by until the engine 7 reaches a complete explosion state. Specifically, the ECU 6 stands by until the engine speed exceeds the complete explosion speed C.

  When the engine 7 reaches the complete explosion state, that is, when the engine speed exceeds the complete explosion speed C, the process proceeds to step S32, and the ECU 6 determines that the actual torque output from the engine 7 is lower than the first torque Ts. The engine 7 is controlled to achieve 2 torque Tt. The second torque Tt is the same value as the value Tt in the above-described embodiment, and is set to, for example, substantially the same value as the idling torque.

Next, in step S33, the ECU 6 causes the DSC device 4 to cancel the auto hold in a state where the actual torque of the engine 7 is the second torque Tt.
After step S24 or S33, the ECU 7 returns to step S21.

  FIG. 8 is a timing chart showing the operation of the vehicle control apparatus according to the second embodiment of the present invention. FIG. 8 shows the operation of the vehicle control device when the accelerator pedal 14 is depressed by the driver during idling stop, similarly to FIG. 5 referred to in the description of the above-described embodiment.

  As shown in FIG. 8, when the ECU 6 determines that the accelerator pedal 14 is depressed in step S <b> 29 of FIG. 7 because the driver starts depressing the accelerator pedal 14 at time t <b> 4 and the accelerator opening increases, the ECU 6 determines that the engine 7 Is restarted (step S30, idling stop cancellation). At this time, the ECU 6 controls the engine 7 so that the actual torque output from the engine 7 becomes the first torque Ts. As described above, since the first torque Ts is set to a value larger than the second torque Tt, the engine 7 can be restarted quickly.

Subsequently, when the engine speed of the restarted engine 7 increases and the engine speed reaches the complete explosion speed C at time t5, the ECU 6 has the actual torque output by the engine 7 lower than the first torque Ts. The engine 7 is controlled to be the second torque Tt (step S32). Then, when the actual torque of the engine 7 decreases to the second torque Tt at time t6, the DSC device 4 starts the auto hold releasing process in step S33.
As described above, since the second torque Tt is set to substantially the same value as the idling torque, it is possible to prevent the occurrence of a shock at the start of the vehicle by releasing the auto hold when the actual torque of the engine 7 is high.

  After that, when the brake pressure falls below the threshold value Tb at time t7 and the auto-hold process is finished, the ECU 6 starts control of the engine 7 based on the driver request torque according to the accelerator opening, and the actual torque of the engine 7 is the second torque. The vehicle V starts to accelerate after increasing from Tt.

  As described above, according to the second embodiment, when the braking of the vehicle is maintained by the DSC device 4 and the engine 7 is stopped by the idling stop device 2, the ECU 6 responds to the accelerator operation by the driver. The engine 7 is restarted so that the torque of the engine 7 becomes the first torque Ts. After the engine 7 is restarted, the torque of the engine 7 is set to a second torque Tt lower than the first torque Ts. Since the maintenance of the braking of the vehicle V is released in a state where the torque of the engine 7 is the second torque Tt, the engine 7 can be restarted quickly and the braking can be maintained while the torque of the engine 7 is high. Can be prevented from being released.

1 Stop device 2 Idling stop device 3 Foot brake device 4 DSC device 6 ECU
7 Engine 14 Accelerator pedal

Claims (3)

An engine speed sensor for detecting the engine speed;
An accelerator pedal sensor for detecting depression of the accelerator pedal;
A brake pedal sensor for detecting depression of the brake pedal;
A brake mechanism for braking the wheel;
A braking maintenance control device for maintaining the brake mechanism in a braking state even after detecting the release of the brake pedal based on the detection value of the brake pedal sensor when the vehicle is stopped ;
It stops the the engine at a predetermined engine stop condition based on the detection value of the accelerator pedal sensor, when it detects a depression of the accelerator pedal, the automatic stop and restart controller engine to restart the engine, A vehicle control device comprising:
In the case where the predetermined engine stop condition is satisfied and the engine is stopped by the engine automatic stop / restart control device when the brake mechanism is maintained in a braking state by the brake maintenance control device,
The engine automatic stop and restart control apparatus based on the detection value before Symbol accelerator pedal sensor, when it detects a depression of the accelerator pedal, the restart the engine so that the torque of the engine is the first torque And determining that the engine speed has exceeded a predetermined complete explosion speed based on the detection value of the engine speed sensor, the torque of the engine is changed from the first torque to the first torque . also it is shifted to a lower second torque,
The braking maintenance control device is a vehicle control device that cancels the maintenance of the braking state of the brake mechanism in a state where the torque of the engine is the second torque. The vehicle control device according to claim 1, wherein the second torque is set to a value that is substantially the same as an idling torque of the engine. A brake fluid pressure sensor for detecting the brake fluid pressure;
The engine automatic stop / restart control device determines the completion of the brake maintenance release of the brake mechanism based on the detection value of the brake fluid pressure sensor, and when the determination is made, the detected value of the accelerator pedal sensor is used. The vehicle control device according to claim 1, wherein the engine is controlled to be based on a driver-requested torque.

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