Vehicle control device

Abstract

To improve hill-climbing performance of a vehicle.SOLUTION: In a case of up-grade in which intake temperature of an engine exceeds a threshold and a road surface gradient exceeds a threshold, and a stop state where a vehicle stops, a control system controls a clutch mechanism in a released state. When a vehicle is to start from the stop state, the control system increases the rotation speed of the engine, and after the rotation speed exceeds a threshold, the control system controls the clutch mechanism in a fastening state.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a vehicle control device that controls a vehicle. [Background technology]

[0002] Vehicles such as automobiles are equipped with engines as a power source (see Patent Documents 1 to 3). In an internal combustion engine, it is important to avoid knocking, which is abnormal combustion. For this reason, when a sign of knocking appears in the engine, ignition retard control is implemented to retard the ignition timing in order to prevent knocking. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 59-200852 [Patent Document 2] JP 2008-126933 A [Patent Document 3] JP 2011-152818 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, avoiding knocking by ignition retard control or the like is a factor that reduces engine torque. For this reason, it is difficult to increase engine torque in a situation where knocking is likely to occur, that is, a situation where the engine is operated at low revolutions and high load. Here, starting on a slope is one situation where the engine is likely to be operated at low revolutions and high load. In other words, it is difficult to increase engine torque when starting on a slope, and as a result, it is difficult to improve the vehicle's hill climbing performance.

[0005] An object of the present invention is to improve the hill-climbing performance of a vehicle. [Means for solving the problem]

[0006] A vehicle control device according to one embodiment is a vehicle control device for controlling a vehicle, the vehicle control device including: an engine; a clutch mechanism provided between the engine and a transmission; A brake mechanism for braking the wheels; The engine includes a processor and a memory communicatively connected to each other. 、 The clutch mechanism and the brake mechanism A control system for controlling the do. The control system, in a stopped state in which the intake temperature of the engine exceeds a threshold value, the road surface gradient is an uphill gradient exceeding a threshold value, and the vehicle is stopped, Controlling the brake mechanism to a braking state; and The clutch mechanism is controlled to a released state. The control system comprises: When the vehicle is started from the stopped state, the rotation speed of the engine is increased and after the rotation speed exceeds a threshold value, the clutch mechanism is controlled to an engaged state. and controlling the brake mechanism to a released state. do. Effect of the Invention

[0007] In one embodiment, when starting a vehicle from a stopped state, the vehicle control device increases the engine rotation speed and controls the clutch mechanism to an engaged state after the engine rotation speed exceeds a threshold value, thereby improving the hill-climbing performance of the vehicle. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing an example of the configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a diagram illustrating an example of the configuration of a vehicle control device. [Diagram 3] FIG. 2 is a diagram simply illustrating the basic structure of each control unit. [Figure 4] 5 is a flowchart showing an example of an execution procedure of hill start control. [Diagram 5] FIG. 4 is a diagram showing an example of an operating range of the engine when starting on a slope. [Figure 6] 4 is a timing chart showing an example of an execution state of hill start control. [Figure 7A]FIG. 4 is a diagram illustrating an operation state of a power train and a brake mechanism during hill start control. [Figure 7B] FIG. 4 is a diagram illustrating an operation state of a power train and a brake mechanism during hill start control. [Figure 7C] FIG. 4 is a diagram illustrating an operation state of a power train and a brake mechanism during hill start control. [Figure 7D] FIG. 4 is a diagram illustrating an operation state of a power train and a brake mechanism during hill start control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0010] [Overall configuration of vehicle control device] Fig. 1 is a diagram showing an example of the configuration of a vehicle 11 equipped with a vehicle control device 10 according to an embodiment of the present invention. As shown in Fig. 1, the vehicle 11 is equipped with a powertrain 14 consisting of an engine 12 and a transmission 13. Furthermore, wheels 18 are connected to an output shaft 15 of the transmission 13 via a propeller shaft 16 and a differential mechanism 17. Note that the illustrated powertrain 14 is a rear-wheel drive powertrain, but is not limited thereto and may be a front-wheel drive or all-wheel drive powertrain.

[0011] FIG. 2 is a diagram showing a configuration example of the vehicle control device 10. As shown in FIG. 2, a power train 14 mounted on a vehicle 11 is provided with a continuously variable transmission consisting of a primary pulley 21 and a secondary pulley 22 as a transmission 13. The engine 12 is connected to the input side primary pulley 21 via a forward clutch (clutch mechanism) 23 and a torque converter 24. That is, the forward clutch 23 is provided between the engine 12 and the transmission 13, and the torque converter 24 is provided between the engine 12 and the forward clutch 23. The output side secondary pulley 22 is connected to the wheels 18 via the output shaft 15, the propeller shaft 16, and the differential mechanism 17. The forward clutch 23 is a clutch that constitutes a part of a forward / reverse switching mechanism consisting of a planetary gear train and a reverse brake.

[0012] The torque converter 24 has a pump impeller 32 fixed to a pump shell 31 connected to the crankshaft 30, and a turbine runner 33 facing the pump impeller 32. The torque converter 24 also has a stator 34 disposed between the pump impeller 32 and the turbine runner 33. A turbine hub 35 is connected to the turbine runner 33, and a turbine shaft 36 is connected to the turbine hub 35. The torque converter 24 also has a lock-up clutch 37 that directly connects the pump shell 31 and the turbine hub 35.

[0013] The forward clutch 23 has a friction plate 40 connected to the turbine shaft 36 of the torque converter 24 and a friction plate 41 connected to the primary shaft 42 of the primary pulley 21. The forward clutch 23 is provided with an engagement oil chamber 43 for controlling the engagement state of the friction plates 40, 41. By increasing the pressure of the hydraulic oil (hereinafter referred to as clutch pressure) supplied to the engagement oil chamber 43, the forward clutch 23 can be controlled to an engagement state, and the friction plates 40, 41 can be engaged with each other. On the other hand, by decreasing the clutch pressure in the engagement oil chamber 43, the forward clutch 23 can be controlled to a release state, and the friction plates 40, 41 can be disengaged. By adjusting the clutch pressure in the engagement oil chamber 43, the forward clutch 23 can be controlled to a slip state, and the friction plates 40, 41 can be engaged while slipping.

[0014] In order to control the forward clutch 23, the transmission 13, the torque converter 24, etc. of the powertrain 14, a valve unit 44 consisting of a plurality of electromagnetic valves, oil passages, etc. is provided in the powertrain 14. In addition, an oil pump 45 driven by the engine 12, etc. is connected to the valve unit 44. The supply destination, pressure, etc. of the hydraulic oil discharged from the oil pump 45 are controlled by the valve unit 44, and the hydraulic oil is supplied to the forward clutch 23, the transmission 13, the torque converter 24, etc. In addition, a transmission control unit (TCU) 46 is connected to the valve unit 44 in order to control the operating state of the forward clutch 23, etc. via the valve unit 44.

[0015] An intake manifold 50 of the engine 12 is provided with a throttle valve 51 for adjusting the amount of intake air. The engine 12 is also provided with an injector 52 for injecting fuel into the intake port or cylinder, and an ignition device 53 consisting of an igniter, a spark plug, etc. The engine 12 is also provided with an intake air temperature sensor 54 for detecting the intake air temperature, which is the temperature of the intake air, and an engine speed sensor 55 for detecting the engine speed, which is the rotation speed of the engine 12. Furthermore, in order to control the operating conditions of the engine 12, an engine control unit (ECU) 56 is connected to the throttle valve 51, the injector 52, the ignition device 53, etc.

[0016] The vehicle 11 is also provided with a brake mechanism 61 that brakes the front and rear wheels 18, 60. The brake mechanism 61 includes a master cylinder 63 that outputs brake fluid pressure in conjunction with a brake pedal 62, and a caliper 65 that brakes a disc rotor 64 of each wheel 18, 60. By depressing the brake pedal 62 to increase the brake fluid pressure, the brake mechanism 61 is controlled to a braking state in which the wheels 18, 60 are braked. On the other hand, by releasing the brake pedal 62 to reduce the brake fluid pressure, the brake mechanism 61 is controlled to a released state in which the wheels 18, 60 are allowed to rotate.

[0017] A brake actuator 66 for controlling the brake fluid pressure is provided between the master cylinder 63 and the caliper 65. The brake actuator 66 is composed of an electric pump, an accumulator, an electromagnetic valve, etc. (not shown). By increasing the brake fluid pressure using the brake actuator 66, it is possible to control the brake mechanism 61 to a braking state even in a situation where the brake pedal 62 is not depressed. A brake control unit (BCU) 67 is connected to the brake actuator 66 in order to control the brake mechanism 61 via the brake actuator 66. The brake actuator 66 is provided with a fluid pressure sensor 68 for detecting the brake fluid pressure.

[0018] [Control System] As shown in FIG. 2, the vehicle control device 10 is provided with a control system 70 consisting of a plurality of electronic control units to control the power train 14, the brake mechanism 61, and the like. As electronic control units constituting the control system 70, the transmission control unit 46, the engine control unit 56, and the brake control unit 67 described above are provided, and a vehicle control unit (VCU: Vehicle Control Unit) 71 that outputs control signals to these control units 46, 56, and 67 is provided. These control units 46, 56, 67, and 71 are connected to each other so as to be able to communicate with each other via an in-vehicle network 72 such as CAN or LIN. The vehicle control unit 71 sets operation targets for the engine 12, the forward clutch 23, the brake mechanism 61, and the like based on input information from the various control units 46, 56, and 67 and various sensors described later. Then, the vehicle control unit 71 generates control signals corresponding to the operation targets for the engine 12, the forward clutch 23, and the like, and outputs these control signals to the various control units.

[0019] Sensors connected to the vehicle control unit 71 include a vehicle speed sensor 73 that detects the vehicle speed, which is the traveling speed of the vehicle 11, and an acceleration sensor 74 that detects the acceleration acting on the vehicle 11. Sensors connected to the vehicle control unit 71 include an accelerator sensor 76 that detects the amount of operation of an accelerator pedal 75 (hereinafter referred to as accelerator opening degree), and a brake sensor 77 that detects the amount of operation of the brake pedal 62. A start switch 78 that is operated by the driver when starting up the control system 70 is connected to the vehicle control unit 71. An intake air temperature sensor 54 and an engine revolution sensor 55 are connected to the engine control unit 56, and a hydraulic pressure sensor 68 is connected to the brake control unit 67.

[0020] Fig. 3 is a diagram simply illustrating the basic structure of each of the control units 46, 56, 67, and 71. As shown in Fig. 3, each of the control units 46, 56, 67, and 71 has a microcontroller 82 incorporating a processor 80, a memory 81, and the like. A predetermined program is stored in the memory 81, and an instruction set of the program is executed by the processor 80. The processor 80 and the memory 81 are connected to each other so as to be able to communicate with each other. In the illustrated example, one processor 80 and one memory 81 are incorporated in the microcontroller 82, but this is not limited thereto, and multiple processors 80 may be incorporated in the microcontroller 82, and multiple memories 81 may be incorporated in the microcontroller 82.

[0021] Each of the control units 46, 56, 67, and 71 is provided with an input conversion circuit 83, a drive circuit 84, a communication circuit 85, an external memory 86, a power supply circuit 87, and the like. The input conversion circuit 83 converts signals input from various sensors into signals that can be input to the microcontroller 82. The drive circuit 84 generates drive signals for actuators such as the valve unit 44 described above based on signals output from the microcontroller 82. The communication circuit 85 converts signals output from the microcontroller 82 into communication signals directed to other control units. The communication circuit 85 also converts communication signals received from other control units into signals that can be input to the microcontroller 82. The power supply circuit 87 supplies a stable power supply voltage to the microcontroller 82, the input conversion circuit 83, the drive circuit 84, the communication circuit 85, the external memory 86, and the like. The external memory 86, such as a non-volatile memory, stores data that should be retained even when power is not applied.

[0022] [Hill start control (flowchart)] The hill start control executed by the control system 70 will be described below. Fig. 4 is a flowchart showing an example of the procedure for executing the hill start control. Each step shown in the flowchart in Fig. 4 shows a process executed by one or more processors 80 constituting the control system 70. The hill start control shown in Fig. 4 is a control that is executed by the control system 70 at predetermined intervals after the driver operates the start switch 78 and the control system 70, which is composed of the vehicle control unit 71 and the like, is started up.

[0023] As shown in FIG. 4, in step S10, it is determined whether the vehicle speed is zero, that is, whether the vehicle is stopped. If it is determined in step S10 that the vehicle is stopped, the process proceeds to step S11, where it is determined whether the intake air temperature of the engine 12 exceeds a predetermined temperature threshold (threshold) Tx. If it is determined in step S11 that the intake air temperature exceeds the threshold Tx, the process proceeds to step S12, where it is determined whether the road surface gradient is an upward gradient that exceeds a predetermined gradient threshold (threshold) Sx. If it is determined in step S12 that the road surface gradient exceeds the threshold Sx, the process proceeds to step S13, where the brake mechanism 61 is controlled to a braking state and the forward clutch 23 is controlled to a released state, as described later. In step S12, the road surface gradient is detected by the acceleration sensor 74, and the control system 70 determines whether the road surface gradient exceeds the threshold Sx.

[0024] Here, the stopped state when the process proceeds to step S13 is a stopped state in which the intake temperature of the engine 12 exceeds the threshold Tx, the road surface gradient exceeds the threshold Sx, and the vehicle 11 is stopped. That is, since the intake temperature of the engine 12 is high, the engine 12 is likely to knock. In this way, in a state in which the intake temperature is high and knocking is likely to occur, if the engine 12 is operated at low speed and high load with subsequent start on a slope, there is a risk that knocking will occur when starting on a slope. In order to avoid this knocking, it is necessary to perform ignition retard control that retards the ignition timing. However, performing ignition retard control is a factor that reduces engine torque and is a factor that reduces the climbing performance of the vehicle 11. Therefore, the control system 70 controls the forward clutch 23 and the brake mechanism 61 as described below from the viewpoint of improving the climbing performance when starting on a slope while avoiding knocking of the engine 12.

[0025] In step S13, the brake actuator 66 holds the brake fluid pressure, and the brake mechanism 61 holds the braked state for braking the wheels 18. Also, in step S13, the valve unit 44 lowers the clutch pressure, and the forward clutch 23 is controlled from the engaged state to the released state. Thus, in step S13, the brake mechanism 61 is held in the braked state, and the forward clutch 23 is controlled in the released state. In the following step S14, it is determined whether the accelerator opening exceeds a predetermined threshold value Ax. In step S14, if it is determined that the accelerator opening exceeds the threshold value Ax, that is, if it is determined that there is a start request from the driver, the process proceeds to step S15, where the fuel injection amount and the intake air amount of the engine 12 are controlled, and the engine speed is increased. Note that even if the driver switches from the brake pedal 62 to the accelerator pedal 75, the brake mechanism 61 is held in the braked state, and therefore the vehicle 11 is prevented from moving backward.

[0026] In the next step S16, it is determined whether the engine speed exceeds a predetermined rotation threshold (threshold) Nx. If it is determined in step S16 that the engine speed exceeds the threshold Nx, the process proceeds to step S17, where the clutch pressure is increased by the valve unit 44, and the forward clutch 23 is controlled from the released state to the engaged state. Also, in step S17, the brake fluid pressure is reduced by the brake actuator 66, and the brake mechanism 61 is set to a released state that allows the wheels 18 to rotate. As a result, the engine torque output from the engine 12 with the increased engine speed is gradually transmitted to the transmission 13 via the forward clutch 23 in a slipping state. Then, the engine torque is transmitted from the transmission 13 to the wheels 18 via the propeller shaft 16 and the like, and the wheels 18 are rotated to start the vehicle 11 on a slope.

[0027] After the forward clutch 23 is engaged and the vehicle is started on a slope, the process proceeds to step S18, where normal driving control is executed to control the engine 12, the transmission 13, etc., according to the accelerator pedal position, etc. If it is determined in step S10 that the vehicle is not stopped, if it is determined in step S11 that the intake air temperature is equal to or lower than the threshold value Tx, or if it is determined in step S12 that the road surface gradient is equal to or lower than the threshold value Sx, the process proceeds to step S19. In this step S19, normal driving control is executed, and the engine 12, the transmission 13, etc. are controlled according to the accelerator pedal position, etc.

[0028] FIG. 5 is a diagram showing an example of an operating region of the engine 12 when starting on a slope. As shown by hatching in FIG. 5, when the engine 12 is operated in a region X1 of low revolution and high load, there is a risk of the engine 12 knocking. In addition, in a situation where the intake air temperature is high and knocking is likely to occur, starting on a slope with the engine 12 operating at low revolution and high load is a factor that causes the engine 12 to knock. Therefore, as described above, the control system 70 controls the forward clutch 23 from the released state to the engaged state after increasing the engine speed to a region exceeding the threshold value Nx. As a result, as shown by the reference symbol X2 in FIG. 5, the engine 12 is operated in a rotation region outside the region X1 when starting on a slope, so that the occurrence of knocking in the engine 12 can be prevented. In addition, since the engine speed is increased when starting on a slope, the engine torque can be increased to improve the climbing performance.

[0029] In addition, depending on the capacity coefficient of the torque converter 24 connected to the engine 12, it may be difficult to increase the engine speed to a rotation range that generates sufficient engine torque when starting on a slope. However, as described above, by increasing the engine speed by releasing the forward clutch 23, the engine speed can be increased without being limited by the torque converter 24, and the engine torque can be increased to improve the hill-climbing performance.

[0030] [Hill start control (timing chart)] Next, the above-mentioned hill start control will be explained with reference to a timing chart. Fig. 6 is a timing chart showing an example of an execution state of the hill start control. The brake depression force shown in Fig. 6 is the force with which the driver depresses the brake pedal 62. In Fig. 6, the state in which the clutch pressure drops to zero is the release state of the forward clutch 23, and the state in which the clutch pressure increases by P is the engagement state of the forward clutch 23. The state in which the clutch pressure is controlled between zero and Pc is the slip state of the forward clutch 23.

[0031] As shown at time t1 in FIG. 6, when the vehicle is traveling, the accelerator pedal 75 is depressed (symbol a1), and the forward clutch 23 is controlled to be in an engaged state (symbol b1). Subsequently, as shown at time t2, the accelerator pedal 75 is released (symbol a2), and the brake pedal 62 is depressed (symbol c1), and the vehicle speed gradually decreases (symbol d1). After that, as shown at time t3, the vehicle 11 stops and the vehicle speed becomes zero (symbol d2). At this time t3, if the intake air temperature exceeds the threshold value Tx (symbol e1) and the road surface gradient exceeds the threshold value Sx (symbol f1), the clutch pressure is reduced toward zero (symbol b2). After that, as shown at time t4, the clutch pressure is reduced to zero, and the forward clutch 23 is controlled to be in a released state (symbol b3). Furthermore, at time t4, in order to prevent the vehicle from rolling back, the brake actuator 66 is controlled to maintain the brake fluid pressure, and the brake mechanism 61 is maintained in the braking state (reference g1).

[0032] As shown at time t5 in FIG. 6, when the driver releases the brake pedal 62 (symbol c2) and depresses the accelerator pedal 75 (symbol a3), the engine speed starts to increase (symbol h1) by controlling the throttle valve 51 and the like. Then, as shown at time t6, the engine speed is kept substantially constant in a range above the threshold value Nx by controlling the throttle valve 51 (symbol h2). That is, since the engine load decreases with the release of the forward clutch 23, the throttle opening is adjusted to suppress an excessive increase in the engine speed. Note that an excessive increase in the engine speed is a factor that leads to a fuel cut and a decrease in engine torque, so that an excessive increase in the engine speed is suppressed.

[0033] In this way, when the engine speed rises to a region exceeding the threshold value Nx, as shown at time t7, the clutch pressure is increased by the valve unit 44, and the forward clutch 23 is controlled from the released state to the engaged state (symbol b4). Also, at time t7, the brake actuator 66 reduces the brake fluid pressure, and the brake mechanism 61 is set to a release state that allows the wheels 18 to rotate (symbol g2). As a result, the engine torque output from the engine 12 with the increased engine speed is gradually transmitted to the transmission 13 via the forward clutch 23 in a slip state. Then, the engine torque is transmitted from the transmission 13 to the wheels 18 via the propeller shaft 16 and the like, so that the wheels 18 can be rotated to start the vehicle 11 on a slope. In the example shown in FIG. 6, the timing at which the clutch pressure is increased to engage the forward clutch 23 and the timing at which the brake fluid pressure is reduced to release the brake mechanism 61 are made to coincide with each other, but this is not limited to this. As long as the vehicle 11 does not move backward when starting on a slope, the engagement timing of the forward clutch 23 and the release timing of the brake mechanism 61 may be set to be offset from each other.

[0034] Figures 7A to 7D are diagrams showing the operating conditions of the powertrain 14 and the brake mechanism 61 during hill start control. Figure 7A shows the condition at time t3 shown in Figure 6, Figure 7B shows the condition at time t4 shown in Figure 6, Figure 7C shows the condition at time t6 shown in Figure 6, and Figure 7D shows the condition at time t7 shown in Figure 6.

[0035] As shown in Fig. 7A, at time t3 when the vehicle 11 stops, the forward clutch 23 is controlled to be in an engaged state. Then, when the intake air temperature exceeds the threshold value Tx and the road surface gradient exceeds the threshold value Sx, at the following time t4, the forward clutch 23 is controlled to be in a released state and the brake mechanism 61 is held in a braking state as shown in Fig. 7B. Then, at time t6 when the accelerator pedal 75 is depressed as shown in Fig. 7C, the forward clutch 23 is controlled to be in a released state and the engine speed is increased so as to exceed the threshold value Nx. Then, as shown in Fig. 7D, at time t7, the forward clutch 23 is controlled to be in a slip state and then in an engaged state and the brake mechanism 61 is controlled to be in a released state, so that the vehicle 11 can start on the slope.

[0036] As described above, since the engine speed is increased when starting on a slope, knocking can be prevented. Furthermore, since the engine speed is increased when starting on a slope, engine torque can be increased to improve climbing performance. Note that, when starting on a slope when the intake air temperature is equal to or lower than the threshold value Tx or when the road surface gradient is equal to or lower than the threshold value Sx, starting on a slope is performed by normal running control. That is, during normal starting on a slope, the engine speed is increased while the forward clutch 23 is kept engaged, and starting on a slope is performed using the engine torque amplified by the torque converter 24.

[0037] The present invention is not limited to the above embodiment, and it goes without saying that various modifications are possible without departing from the gist of the present invention. In the above description, the control system 70 is configured by a plurality of control units 46, 56, 67, and 71, but the present invention is not limited to this. For example, the control system 70 may be configured by one control unit. In the above description, when starting on a hill, the forward clutch 23 is controlled to be in an engaged state after the engine speed is increased to a region exceeding the threshold value Nx, but the threshold value Nx may be a fixed value or a variable value. For example, the threshold value Nx may be set based on the accelerator opening, or the threshold value Nx may be set based on the road surface gradient. In this case, the threshold value Nx is set higher as the accelerator opening increases, and the threshold value Nx is set higher as the road surface gradient increases upward.

[0038] In the above description, when it is determined in step S14 of Fig. 6 that the accelerator opening exceeds the threshold value Ax, the engine 12, the forward clutch 23, and the brake mechanism 61 are controlled in steps S15 to S17, but this is not limited to the above. For example, in a vehicle equipped with a function for automatically starting following a preceding vehicle, the control system 70 may determine whether or not to start starting on a slope based on the starting situation of the preceding vehicle, without determining the presence or absence of a start request based on the accelerator opening. In this case, when the control system 70 permits the start of starting on a slope, the process proceeds to steps S15 to S17 of Fig. 6, where the engine 12, the forward clutch 23, and the brake mechanism 61 are controlled.

[0039] In the above description, the front and rear wheels 18, 60 are braked in preparation for starting on a slope by controlling the brake mechanism 61 to a braking state, but the present invention is not limited to this. For example, only the front wheels 60 may be braked in preparation for starting on a slope by controlling the brake mechanism 61 to a braking state, or only the rear wheels 18 may be braked in preparation for starting on a slope. In addition, in the above description, the brake mechanism 61 is controlled to a braking state or a release state by controlling the brake actuator 66, but the present invention is not limited to this. For example, in a vehicle equipped with a so-called electric brake, the brake mechanism may be controlled to a braking state or a release state by controlling a caliper, a master cylinder, or the like by an electric actuator.

[0040] In the above description, the vehicle 11 having only the engine 12 as a power source is controlled, but the present invention is not limited thereto, and a hybrid vehicle having the engine 12 and an electric motor as a power source may be controlled. In the above description, a continuously variable transmission is used as the transmission 13, but the present invention is not limited thereto, and for example, an automatic transmission consisting of a planetary gear train may be used as the transmission. In the above description, the forward clutch 23 constituting a part of the forward / reverse switching mechanism is used as the clutch mechanism, but the present invention is not limited thereto, and a clutch mechanism provided separately from the forward / reverse switching mechanism may be used. In the above description, a hydraulic clutch is used as the clutch mechanism, but the present invention is not limited thereto. For example, a clutch mechanism controlled by an electric actuator or the like may be used. In the illustrated forward clutch 23, the illustrated forward clutch 23 is a wet multi-plate clutch, but the present invention is not limited thereto, and the forward clutch 23 may be a dry multi-plate clutch, or a dry or wet single-plate clutch. In the above description, the engine 12 is controlled to an idling state while the vehicle is stopped, but the present invention is not limited thereto, and the engine 12 may be stopped while the vehicle is stopped. [Explanation of symbols]

[0041] 10 Vehicle control device 11 Vehicles 12 Engine 13. Gearbox 18 wheels 23 Forward clutch (clutch mechanism) 24 Torque converter 46 Transmission control unit 56 Engine Control Unit 60 wheels 61 Brake Mechanism 67 Brake Control Unit 68 Fluid pressure sensor 70 Control System 71 Vehicle Control Unit 80 processors 81 Memory Tx Temperature Threshold (Threshold) Sx gradient threshold (threshold) Nx rotation threshold (threshold)

Claims

1. A vehicle control device that controls a vehicle, The engine, a clutch mechanism provided between the engine and the transmission; A brake mechanism for braking the wheels; a control system including a processor and a memory communicatively connected to each other, the control system controlling the engine, the clutch mechanism, and the brake mechanism; having The control system includes: When the intake air temperature of the engine exceeds a threshold value, the road surface gradient is an upward gradient exceeding a threshold value, and the vehicle is in a stopped state in which the vehicle is stopped, the brake mechanism is controlled to a braking state and the clutch mechanism is controlled to a released state; When starting the vehicle from the stopped state, a rotation speed of the engine is increased and after the rotation speed exceeds a threshold value, the clutch mechanism is controlled to an engaged state and the brake mechanism is controlled to a released state. Vehicle control device.

2. 2. The vehicle control device according to claim 1, a torque converter provided between the engine and the clutch mechanism; Vehicle control device.

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