Start control device of vehicle

Abstract

To provide a start control device of a vehicle capable of suppressing wear of a power train associated with the release of braking force holding control.SOLUTION: An HCU executes drive force restriction control that restricts the drive force of a drive power source on the basis of a road surface gradient from the time an accelerator operation is performed until braking force holding control is released (step S7). The HCU executes the drive force restriction control on condition that the vehicle speed is less than a vehicle speed threshold (YES in step S4). The HCU executes the drive force restriction control on condition that an accelerator opening degree during the accelerator operation is less than a predetermined accelerator opening degree threshold (YES in step S5).SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a starting control device for a vehicle.

Background Art

[0002] Conventionally, as a vehicle that executes brake hold control for maintaining braking force so as to maintain a vehicle stopped state even when the driver does not perform a brake operation, what is described in Patent Document 1 is known. The control device for a vehicle described in Patent Document 1, during a stop, when the degree of operation of the brake pedal (such as the amount of operation of the brake pedal) becomes larger than a predetermined degree, even if the brake pedal is not operated, it executes control for holding the braking force (brake hold control). When the accelerator pedal is operated by the driver, this vehicle control device releases the brake hold control and starts the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the technology described in Patent Document 1, there is a risk that the power train may be damaged when the brake hold control is released. That is, in the process of releasing the brake hold control by operating the accelerator pedal, the driving force increases due to the operation of the accelerator pedal, but the vehicle remains in a stopped state until this driving force exceeds the braking force. Therefore, both the driving force and the braking force act on the vehicle simultaneously in the process of releasing the brake hold control, and the power train of the vehicle is damaged.

[0005] For example, in a vehicle equipped with a transmission consisting of an AMT (Automated Manual Transmission), during the process of releasing the brake hold control, the clutch may overheat and wear due to the semi-clutch state being maintained.

[0006] Also, in a hybrid vehicle where a motor as a driving power source for running is directly connected to the axle, when the rotation of the motor is stopped by the braking force and motor torque is output, a large current may flow through the high-voltage components, and there is a risk of damage to the high-voltage components.

[0007] Therefore, an object of the present invention is to provide a vehicle starting control device that can suppress the wear of the powertrain associated with the release of the braking force holding control.

Means for Solving the Problems

[0008] The present invention is mounted on a vehicle equipped with a driving power source that generates driving power for running, and executes a braking force holding control that holds the braking force to maintain the vehicle in a stopped state even when the driver does not perform a braking operation. When the driver performs an accelerator operation, the present invention is a vehicle starting control device including a control unit that releases the braking force holding control and starts the vehicle. The control unit executes a driving force limit control that limits the driving force of the driving power source based on the road surface gradient from when the accelerator operation is performed until the braking force holding control is released.

Effects of the Invention

[0009] Thus, according to the above-described present invention, the wear of the powertrain associated with the release of the braking force holding control can be suppressed.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

MODE FOR CARRYING OUT THE INVENTION

[0011] A vehicle start control device according to an embodiment of the present invention is mounted on a vehicle equipped with a driving force source that generates a driving force for traveling, and executes a braking force holding control that holds a braking force so as to maintain a vehicle stop state even when a driver does not perform a braking operation. When an accelerator operation is performed by the driver, it is a vehicle start control device provided with a control unit that releases the braking force holding control and starts the vehicle. The control unit is characterized in that it executes a driving force restriction control that restricts the driving force of the driving force source based on the road surface gradient from the time when the accelerator operation is performed until the braking force holding control is released. Thereby, the vehicle start control device according to an embodiment of the present invention can suppress the loss of the power train accompanying the release of the braking force holding control.

EXAMPLE

[0012] Hereinafter, a vehicle equipped with a vehicle start control device according to an embodiment of the present invention will be described with reference to the drawings.

[0013] As shown in FIG. 1, the vehicle 1 includes an engine 2 of an internal combustion engine type as a driving force source for generating a driving force (torque) for traveling, a motor generator 4, a transmission 3, driving wheels 5, an HCU (Hybrid Control Unit) 10 as a control unit for comprehensively controlling the vehicle 1, an ECM (Engine Control Module) 11 for controlling the engine 2, a TCM (Transmission Control Module) 12 for controlling the transmission 3, an ISGCM (Integrated Starter Generator Control Module) 13, an INVCM (Invertor Control Module) 14, a low-voltage BMS (Battery Management System) 15, and a high-voltage BMS 16.

[0014] The engine 2 has a plurality of cylinders formed therein. In the present embodiment, the engine 2 is configured to perform a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

[0015] An ISG (Integrated Starter Generator) 20 and a starter 21 are connected to the engine 2. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a belt 22 or the like. The ISG 20 has a function of an electric motor that rotationally drives the engine 2 by rotating when power is supplied, and a function of a generator that converts the rotational force input from the crankshaft 18 into electric power.

[0016] In the present embodiment, the ISG 20 functions as an electric motor under the control of the ISGCM 13 to restart the engine 2 from a stopped state by the idling stop function. The ISG 20 can also assist the traveling of the vehicle 1 by functioning as an electric motor.

[0017] The starter 21 is configured to include a motor (not shown) and a pinion gear. The starter 21 rotates the crankshaft 18 by rotating the motor, thereby applying a starting rotational force to the engine 2. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from the stopped state due to the idling stop function.

[0018] The transmission 3 is configured to shift the rotation output from the engine 2 and drive the drive wheels 5 via the drive shaft 23. The transmission 3 includes a constant-mesh transmission mechanism 25 composed of a parallel-axis gear mechanism, a clutch 26 composed of a normally closed type dry clutch, a differential mechanism 27, and an actuator (not shown).

[0019] The transmission 3 is configured as an AMT (Automated Manual Transmission), which is an automatic transmission that automates the shifting operation based on the structure of a manual transmission. The shifting of the gear stage in the transmission mechanism 25, the connection, and the release of the clutch 26 are performed by an actuator controlled by the TCM 12. The differential mechanism 27 is configured to transmit the power output by the transmission mechanism 25 to the drive shaft 23.

[0020] The motor generator 4 is connected to the differential mechanism 27 via a power transmission mechanism 28 such as a chain. Therefore, a disconnection mechanism such as the clutch 26 is not provided between the motor generator 4 and the drive wheels 5, and the motor generator 4 is directly connected to the drive wheels 5 via the power transmission mechanism 28. The motor generator 4 functions as an electric motor.

[0021] In this way, the vehicle 1 constitutes a parallel hybrid system capable of using the power of both the engine 2 and the motor generator 4 for driving the vehicle, and is a hybrid vehicle that travels by the power output by at least one of the engine 2 and the motor generator 4.

[0022] The motor generator 4 also functions as a generator and generates electricity by the running of the vehicle 1. Note that the motor generator 4 may be connected so as to be able to transmit power to any location in the power transmission path from the engine 2 to the drive wheels 5, and does not necessarily have to be connected to the differential mechanism 27.

[0023] The vehicle 1 includes a first power storage device 30, a low-voltage power pack 32 including a second power storage device 31, a high-voltage power pack 34 including a third power storage device 33 as a battery, a high-voltage cable 35, and a low-voltage cable 36.

[0024] The first power storage device 30, the second power storage device 31, and the third power storage device 33 are composed of rechargeable secondary batteries. The first power storage device 30 is a lead battery. The second power storage device 31 is a power storage device with higher output and higher energy density than the first power storage device 30.

[0025] The second power storage device 31 can be charged in a shorter time compared to the first power storage device 30. In this embodiment, the second power storage device 31 is a lithium-ion battery. Note that the second power storage device 31 may be a nickel-metal hydride battery.

[0026] The first power storage device 30 and the second power storage device 31 are low-voltage batteries whose number of cells and the like are set to generate an output voltage of about 12V. The third power storage device 33 is, for example, a lithium-ion battery.

[0027] The third power storage device 33 is a high-voltage battery whose number of cells and the like are set to generate a higher voltage than the first power storage device 30 and the second power storage device 31, and generates an output voltage of, for example, 100V. The state such as the remaining capacity of the third power storage device 33 is managed by the high-voltage BMS 16. The third power storage device 33 supplies power to the motor generator 4 during power running. The third power storage device 33 is charged with the power regenerated by the motor generator 4 when the vehicle decelerates.

[0028] The vehicle 1 is provided with a general load 37 and a protected load 38 as electrical loads. The general load 37 and the protected load 38 are electrical loads other than the starter 21 and the ISG 20.

[0029] The protected load 38 is an electrical load that always requires a stable power supply. The protected load 38 includes a stability control device 38A for preventing the vehicle 1 from skidding, an electric power steering control device 38B for electrically assisting the operating force of the steering wheel, and a headlight 38C. Note that the protected load 38 also includes lamps and meters on an instrument panel (not shown) and a car navigation system.

[0030] The general load 37 is an electrical load that does not require a stable power supply as compared with the protected load 38 and is used temporarily. The general load 37 includes, for example, a wiper (not shown) and an electric cooling fan that blows cooling air to the engine 2.

[0031] The low-voltage power pack 32 has switches 40 and 41 and a low-voltage BMS 15 in addition to the second power storage device 31. The first power storage device 30 and the second power storage device 31 are connected via a low-voltage cable 36 so as to be able to supply power to the starter 21, the ISG 20, the general load 37 and the protected load 38 as electrical loads. The first power storage device 30 and the second power storage device 31 are electrically connected in parallel to the protected load 38.

[0032] The switch 40 is provided in the low-voltage cable 36 between the second power storage device 31 and the protected load 38. The switch 41 is provided in the low-voltage cable 36 between the first power storage device 30 and the protected load 38.

[0033] The low-voltage BMS 15 controls the charging and discharging of the second power storage device 31 and the power supply to the protected load 38 by controlling the opening and closing of the switches 40 and 41. When the engine 2 is stopped due to idling stop, the low-voltage BMS 15 supplies power from the high-output and high-energy density second power storage device 31 to the protected load 38 by closing the switch 40 and opening the switch 41.

[0034] When starting the engine 2 with the starter 21 and when restarting the stopped engine 2 with the ISG 20 under idling stop control, the low-voltage BMS 15 supplies power from the first power storage device 30 to the starter 21 or the ISG 20 by closing the switch 40 and opening the switch 41. When the switch 40 is closed and the switch 41 is open, power is also supplied from the first power storage device 30 to the general load 37.

[0035] In this way, the first power storage device 30 is adapted to supply at least power to the starter 21 and the ISG 20 as starting devices for starting the engine 2. The second power storage device 31 is adapted to supply at least power to the general load 37 and the protected load 38.

[0036] The second power storage device 31 is connected so as to be able to supply power to both the general load 37 and the protected load 38, but the switches 40 and 41 are controlled by the low-voltage BMS 15 to preferentially supply power to the protected load 38 which always requires a stable power supply.

[0037] The low-voltage BMS 15 may control the switches 40 and 41 differently from the above-described example, taking into account the state of charge (remaining charge) of the first power storage device 30 and the second power storage device 31, as well as the operating requirements for the general load 37 and the protected load 38, and giving priority to the stable operation of the protected load 38.

[0038] In addition to the third power storage device 33, the high-voltage power pack 34 includes an inverter 45, an INVCM14, and a high-voltage BMS16. The high-voltage power pack 34 is connected via a high-voltage cable 35 to be able to supply power to the motor generator 4.

[0039] The inverter 45 is configured to mutually convert the AC power applied to the high-voltage cable 35 and the DC power applied to the third power storage device 33 under the control of the INVCM14. For example, when causing the motor generator 4 to perform power running, the INVCM14 causes the DC power discharged from the third power storage device 33 to be converted into AC power by the inverter 45 and supplied to the motor generator 4.

[0040] When causing the motor generator 4 to perform regeneration, the INVCM14 causes the AC power generated by the motor generator 4 to be converted into DC power by the inverter 45 and used to charge the third power storage device 33.

[0041] The HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16 are each composed of a computer unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory for storing backup data and the like, an input port, and an output port.

[0042] Stored in the ROM of these computer units are programs for causing each of these computer units to function as the HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16, together with various constants and various maps.

[0043] That is, by the CPU executing the program stored in the ROM using the RAM as a work area, these computer units function as the HCU10, ECM11, TCM12, ISGCM13, INVCM14, low-voltage BMS15, and high-voltage BMS16 in this embodiment, respectively.

[0044] The vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) conforming to a standard such as CAN (Controller Area Network).

[0045] The HCU10 is connected to the INVCM14 and the high-voltage BMS16 by the CAN communication line 48. The HCU10, INVCM14, and high-voltage BMS16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

[0046] The HCU10 is connected to the ECM11, TCM12, ISGCM13, and low-voltage BMS15 by the CAN communication line 49. The HCU10, ECM11, TCM12, ISGCM13, and low-voltage BMS15 mutually transmit and receive signals such as control signals via the CAN communication line 49.

[0047] In this way, in the vehicle 1, the power of the engine 2 is transmitted to the drive wheels 5 via the transmission 3. The motor generator 4 is a rotating electric machine capable of transmitting the driving torque to the drive wheels 5 and receiving the generating torque from the drive wheels 5.

[0048] A compressor 50 of an air conditioner (not shown) for air conditioning is connected to the crankshaft 18 of the engine 2 via a belt 51, and this compressor 50 is operated by the power of the engine 2.

[0049] The HCU10 is configured to switch the running state (running mode) of the vehicle 1. The running states of the vehicle 1 include EV running and HEV running.

[0050] EV driving is a driving state in which the operation of the engine 2 is stopped and the vehicle 1 is driven by the power of the motor generator 4. During EV driving, the HCU 10 controls the motor generator 4 so as to satisfy the driver required torque by the power of the motor generator 4.

[0051] HEV driving is a driving state in which the engine 2 is operated and the vehicle 1 is driven by the power of the engine 2 (hereinafter also referred to as engine torque) and the power of the motor generator 4 (hereinafter also referred to as motor torque). During HEV driving, the HCU 10 controls the engine 2 and the motor generator 4 so that the driver required torque is satisfied by the total torque obtained by adding the power of the engine 2 and the power of the motor generator 4.

[0052] When a predetermined EV driving transition condition is satisfied during HEV driving, the HCU 10 transitions to EV driving. The EV driving transition condition is established when all of a plurality of requirements including that the state of charge (SOC) of a battery (not shown) that supplies power to the motor generator 4 is equal to or greater than a specified value, and that the driver required torque can be achieved by the power (motor torque) generated by the motor generator 4 are satisfied.

[0053] As shown in FIG. 2, the vehicle 1 includes an accelerator pedal 90 and a brake pedal 92 that are operated by the driver. The depression amount of the accelerator pedal 90 is detected by the accelerator pedal sensor 91. The depression amount of the brake pedal 92 is detected by the brake pedal sensor 93. The accelerator pedal sensor 91 and the brake pedal sensor 93 are connected to the HCU 10 and transmit the detected signals to the HCU 10.

[0054] When an accelerator operation is performed by the accelerator pedal 90, the HCU 10 calculates a driver required torque corresponding to the accelerator operation.

[0055] Vehicle 1 is equipped with a vehicle speed sensor 95 for detecting the vehicle speed and a gradient sensor 94 for detecting the road surface gradient. The gradient sensor 94 is configured to detect the road surface gradient by measuring the attitude (tilt angle) of the vehicle 1. The vehicle speed sensor 95 and the gradient sensor 94 are connected to the HCU 10 and transmit the detected signals to the HCU 10.

[0056] Vehicle 1 is equipped with an automatic brake 96. The automatic brake 96 is a braking device that applies a braking force to the wheels under the control of the HCU 10 based on predetermined conditions. The automatic brake 96 includes BH (Brake Hold) and EPB (Electric Parking Brake) (hereinafter also referred to as EPB).

[0057] BH holds the braking force so as to maintain the stopped state even when the driver removes their foot from the brake pedal 92 while stopped by the driver's braking operation in the driving range (D range or R range). The EPB holds the braking force so as to maintain the stopped state in the parking range (P range). The EPB maintains the stopped state by operating the parking brake with an electric motor (not shown).

[0058] The HCU 10 executes braking force holding control to hold the braking force so as to maintain the vehicle stopped state even when the driver does not perform a braking operation when the vehicle 1 is stopped. In the braking force holding control, the HCU 10 holds the braking force by operating the automatic brake 96. The HCU 10 releases the braking force holding control and starts the vehicle 1 when the driver performs an accelerator operation.

[0059] Here, in the vehicle 1 that executes the braking force holding control, when the braking force holding control is released, a load acts on the powertrain composed of the engine 2, the motor generator 4, the clutch 26, and the transmission 3, and there is a risk that the powertrain will be damaged. That is, in the process of releasing the braking force holding control by the accelerator operation, the driving force increases according to the accelerator operation, but the vehicle 1 will maintain the stopped state until this driving force exceeds the braking force. Therefore, both the driving force and the braking force act on the vehicle 1 simultaneously in the process of releasing the braking force holding control, and the powertrain of the vehicle 1 may be damaged.

[0060] Specifically, in the vehicle 1 equipped with the transmission 3 composed of AMT, there is a risk that the clutch 26 will overheat and wear due to the semi-clutch state of the clutch 26 being maintained in the process of releasing the braking force holding control.

[0061] Also, in the vehicle 1 in which the motor generator 4 and the drive wheels 5 are directly connected, when the wheels are stopped by the braking force, the motor generator 4 cannot rotate even if it generates motor torque. Therefore, a large current flows through high-voltage components such as the inverter 45 that drives the motor generator 4, and there is a risk that the high-voltage components will be damaged.

[0062] Also, when starting on an inclined road, in order to prevent the vehicle 1 from slipping down due to the road surface gradient, the driver steps on the accelerator pedal 90 more deeply than when starting on a flat road. For this reason, the driving force when the braking force holding control is released is greater when starting on an inclined road than when starting on a flat road. Therefore, the wear of the powertrain associated with the release of the braking force holding control is greater in the situation of starting forward on an ascending gradient road surface or starting backward on a descending gradient road surface than when starting on a flat road.

[0063] Therefore, in this embodiment, the HCU 10 executes driving force limiting control that limits the driving force of the driving force source based on the road surface gradient from the time the accelerator operation is performed until the braking force holding control is released.

[0064] Also, when the vehicle speed becomes greater than the extremely low vehicle speed range after the vehicle 1 starts moving, the risk of power train wear is small, and if the driving force limit control is continued, the drivability may be impaired. Therefore, the HCU 10 executes the driving force limit control on the condition that the vehicle speed is less than the vehicle speed threshold value.

[0065] Also, when the vehicle 1 starts moving, the amount of depression of the accelerator pedal 90 by the driver is small, so it is preferable to execute the driving force limit control in a range where the accelerator opening is small. Also, if the situation where the driver demand torque is not satisfied continues after the vehicle 1 starts moving, the drivability is impaired. Therefore, the HCU 10 executes the driving force limit control on the condition that the accelerator opening of the accelerator operation is less than a predetermined accelerator opening threshold value.

[0066] Referring to FIG. 3, the calculation operation of the driver demand torque value after being restricted by the HCU 10 will be described.

[0067] As shown in FIG. 3, the HCU 10 calculates the driver demand torque value after being restricted with reference to the vehicle speed, shift information, accelerator opening, operating state of the EPB, operating state of the BH, and road surface gradient. The driver demand torque value is, for example, the torque on the drive shaft 23.

[0068] The HCU 10 outputs a torque suppression permission signal on the condition that the vehicle speed is less than a predetermined extremely low vehicle speed, the shift position based on the shift information is other than the non-driving range, the accelerator opening is less than a predetermined high opening, and at least one of the EPB or the BH is operating.

[0069] Based on the road surface gradient, accelerator opening, and shift information, HCU10 refers to the torque suppression map and calculates the torque suppression value. Note that the torque suppression map includes a torque suppression map for forward shifting and a torque suppression map for reverse shifting. The torque suppression map is stored in HCU10. In addition to the torque suppression map, HCU10 stores a normal torque map that is referred to when torque is not restricted. In the torque suppression map, the torque restriction area expands as the road surface gradient increases, and the torque suppression value is set to decrease.

[0070] HCU10 calculates the driver required torque value based on the vehicle speed, accelerator opening, and gear position.

[0071] When the torque suppression permission signal is output, HCU10 outputs the smaller value of the torque suppression value or the driver required torque value as the driver required torque value after restriction. In this case, when the driver required torque value is greater than the torque suppression value, the torque suppression value is output as the driver required torque value after restriction. Therefore, the driving force is restricted.

[0072] When the torque suppression permission signal is not output, HCU10 outputs the smaller value of the unrestricted value (set to a large value) or the driver required torque value as the driver required torque value after restriction. The driver required torque value is always smaller than the unrestricted value. For this reason, the driver required torque value is output as the driver required torque value after restriction. Therefore, the driving force is not restricted.

[0073] Referring to FIG. 4, the flow of the torque suppression operation by HCU10 will be described.

[0074] As shown in FIG. 4, HCU10 determines whether the EPB is in the operating state (step S1).

[0075] When the EPB is not in the operating state (NO in step S1), HCU10 determines whether the BH is in the operating state (step S2).

[0076] When the EPB is in the operating state (YES in step S1) or the BH is in the operating state (YES in step S2), the HCU 10 determines whether the shift position is in the drive range (step S3).

[0077] When the shift position is in the drive range (YES in step S3), the HCU 10 determines whether the vehicle speed is less than the vehicle speed threshold (step S4).

[0078] When the vehicle speed is less than the vehicle speed threshold (YES in step S4), the HCU 10 determines whether the accelerator opening is less than the accelerator opening threshold (step S5).

[0079] When the accelerator opening is less than the accelerator opening threshold (YES in step S5), the HCU 10 calculates a torque suppression value from the road surface gradient, the accelerator opening, and the shift information to limit the driver-requested torque (step S7), and ends the current operation.

[0080] When the EPB is not in the operating state (NO in step S1) and the BH is not in the operating state (NO in step S2), when the shift position is not in the drive range (NO in step S3), when the vehicle speed is not less than the vehicle speed threshold (NO in step S4), and when the accelerator opening is not less than the accelerator opening threshold (NO in step S5), the HCU 10 executes normal processing (step S6) and ends the current operation. In this normal processing, the HCU 10 calculates the driver-requested torque with reference to a normal torque map.

[0081] As described above, in this embodiment, the HCU 10 executes driving force control to limit the driving force of the driving force source based on the road surface gradient from when the accelerator operation is performed until the braking force holding control is released.

[0082] As a result, from when an accelerator operation is performed during the execution of the braking force holding control until the braking force holding control is released, the driving force is limited based on the road surface gradient, so that overheating and damage of the clutch 26 between the driving force source and the driving wheels can be prevented, and damage to the high-voltage components in the driving force source can be prevented. As a result, wear of the powertrain associated with the release of the braking force holding control can be suppressed.

[0083] Further, in the present embodiment, the HCU 10 executes the driving force limiting control on the condition that the vehicle speed is less than the vehicle speed threshold value.

[0084] As a result, in a situation where the vehicle speed is less than the vehicle speed threshold value after the vehicle 1 starts, the driving force is limited, but when the vehicle speed becomes equal to or higher than the vehicle speed threshold value, the driving force is no longer limited, so that it is possible to avoid impairing the drivability due to an unintended driving force limitation by the driver.

[0085] Further, in the present embodiment, the HCU 10 executes the driving force limiting control on the condition that the accelerator opening of the accelerator operation is less than a predetermined accelerator opening threshold value.

[0086] As a result, since the driving force is limited on the condition that the accelerator opening is less than the accelerator opening threshold value, it is possible to avoid impairing the drivability due to an unintended driving force limitation by the driver.

[0087] Although embodiments of the present invention have been disclosed, it is obvious that those skilled in the art can make changes without departing from the scope of the present invention. It is intended that all such modifications and equivalents be included in the following claims.

Explanation of Reference Numerals

[0088] 1 Vehicle 2 Engine (driving force source) 4 Motor generator (driving force source) 10 HCU (control unit)

Claims

Claim 1 mounted on a vehicle having a driving force source that generates a driving force for traveling, a vehicle starting control device comprising a control unit that executes braking force holding control for holding a braking force so as to maintain a vehicle stopped state even when no braking operation is performed by a driver, and releases the braking force holding control and starts the vehicle when an accelerator operation is performed by the driver, wherein the control unit, executes driving force limiting control for limiting the driving force of the driving force source based on a road surface gradient from when the accelerator operation is performed until the braking force holding control is released. The vehicle starting control device is characterized by this. Claim 2 wherein the control unit, executes the driving force limiting control on the condition that the vehicle speed is less than a vehicle speed threshold value. The vehicle starting control device according to claim 1 is characterized by this. Claim 3 wherein the control unit, executes the driving force limiting control on the condition that an accelerator opening degree of the accelerator operation is less than a predetermined accelerator opening degree threshold value. The vehicle starting control device according to claim 1 is characterized by this.

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