car

Abstract

To suppress a sense of discomfort given to a driver at the time of automatic parking.SOLUTION: A control device controls a braking device on the basis of brake operation by a driver. In addition, when an automobile travels with an accelerator being turned off in a vehicle speed region equal to or lower than a prescribed vehicle speed, the control device executes assist control to execute the idling control of an engine at a higher revolution speed when the brake operation is not performed by the driver than when the brake operation is performed. In this case, the control device keeps the assist control under execution at the time of automatic parking in which the control device controls the engine and the braking device so that the automobile travels with the adjustment of driving force by the idling control of the engine and of braking force by the braking device to move to a target parking position.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to automobiles. [Background technology]

[0002] Conventionally, for this type of automobile, a vehicle driving control has been proposed that controls the driving force of the engine and the braking force of the braking device to automatically move the vehicle to a target position (see Patent Document 1). In this automobile, during the vehicle driving control, a control is also performed in which the braking force is increased when the idling speed of the engine increases and the driving force increases, and the braking force is decreased when the idling speed decreases and the driving force decreases. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-25994 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such automobiles, when traveling in a very low vehicle speed range with the accelerator off, if the driver is not braking, assist control is executed to control the engine to idle at a higher speed than when the driver is braking, thereby increasing the driving force. If assist control is switched between execution and non-execution based on the braking force of the braking device instead of the presence or absence of braking during automatic parking, when assist control is started to increase the engine idling speed, the braking force of the braking device is increased accordingly, and when the braking force reaches a threshold value or more, assist control is terminated and the idling speed is reduced, and when the braking force is reduced accordingly and the braking force falls below the threshold value, assist control is resumed. In this way, the execution and non-execution of assist control, i.e., the idling speed, are frequently switched, which may cause the driver to feel uncomfortable.

[0005] The main object of the vehicle of the present invention is to suppress any discomfort felt by the driver during automatic parking. [Means for solving the problem]

[0006] The automobile of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The automobile of the present invention comprises: A running engine and A braking device that applies a braking force; a control device that controls the braking device based on a brake operation by a driver, and when the vehicle is traveling with the accelerator off in a vehicle speed range equal to or lower than a predetermined vehicle speed, when the driver is not performing a brake operation, executes an assist control that performs idling control of the engine at a higher rotation speed than when the driver is performing the brake operation; A vehicle comprising: The control device controls the engine and the braking device so that the vehicle travels and moves to a target parking position by adjusting the driving force by the idling control of the engine and the braking force by the braking device. During automatic parking, the assist control is maintained in execution. The gist of the present invention is as follows.

[0008] In the automobile of the present invention, the braking device is controlled based on the brake operation by the driver, and when the vehicle is traveling with the accelerator off at a vehicle speed range below a predetermined vehicle speed, if the driver is not braking, an assist control is executed to control the engine to idle at a higher speed than when the brake operation is performed. In this case, during automatic parking, the engine and the braking device are controlled so that the vehicle travels to a target parking position by adjusting the driving force by the engine idling control and the braking force by the braking device, and the assist control is maintained in an active state. This makes it possible to suppress the execution and non-execution of the assist control during automatic parking, i.e., the engine speed from switching frequently, and to suppress the driver from feeling uncomfortable. Here, the "vehicle speed range below a predetermined vehicle speed" is set as a vehicle speed range in which a creep driving force is output by engine idling control when the accelerator is off.

[0009] In the automobile of the present invention, the control device may terminate the assist control when the vehicle stops or predicts that the vehicle will stop within a predetermined time while executing the assist control during automatic parking. In this way, frequent switching of the engine speed during automatic parking can be suppressed, and fuel economy can be improved. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of an automobile 20 according to an embodiment of the present invention. [Diagram 2] 1 is an explanatory diagram showing an example of a state in which the automobile 20 of the embodiment is automatically parked in a target parking space 90. FIG. [Diagram 3] 4 is a flowchart showing an example of a processing routine executed by a main ECU 30 in the embodiment. [Figure 4] 4 is an explanatory diagram showing an example of the target rotation speed Ne* and the rotation speed Ne of the engine 22 during automatic parking. FIG. [Diagram 5] 2 is an explanatory diagram showing an example of the state of the rotation speed Ne of the engine 22 when the automobile 20 is automatically parked in the target parking space 90 in the embodiment. FIG. [Figure 6] 11 is an explanatory diagram showing an example of the state of the rotation speed Ne of the engine 22 when the automobile 20 is automatically parked in the target parking space 90 in the modified example. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0012] 1 is a schematic diagram showing the configuration of an automobile 20 according to an embodiment of the present invention. As shown in the figure, the automobile 20 includes an engine 22, an automatic transmission 24, a brake device (braking device) 26, a steering device 28, and an electronic control unit (hereinafter referred to as the "main ECU") 30.

[0013] The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or diesel, and an output shaft of the engine 22 is connected to an input shaft of an automatic transmission 24. A purification device 22a having a catalyst 22c that removes unburned fuel and nitrogen oxides from the exhaust is attached to an exhaust system of the engine 22. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 23. Although not shown, the engine ECU 23 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 23 via input ports. Examples of signals input to the engine ECU 23 include a crank angle θcr from a crank position sensor that detects the rotational position of a crankshaft of the engine 22, a coolant temperature Tw from a water temperature sensor that detects the temperature of the coolant of the engine 22, and a temperature Tc from a temperature sensor that detects the temperature of the catalyst 22c. Examples of such signals include an intake pressure Pi from an intake pressure sensor that detects the intake pressure of the engine 22, and an intake air amount Qa from an air flow meter that detects the intake air amount of the engine 22. The engine ECU 23 outputs various control signals for controlling the operation of the engine 22 via an output port. As operation control of the engine 22, the engine ECU 23 controls the opening degree of a throttle valve (intake air amount control), the amount of fuel injected from a fuel injection valve (fuel injection control), and the ignition timing by an ignition control valve (ignition control). The engine ECU 23 calculates the rotation speed Ne of the engine 22 based on a crank angle θc from a crank position sensor. The engine ECU 23 is connected to the main ECU 30 via a communication port.

[0014] The automatic transmission 24 is configured as a known hydraulically driven automatic transmission having, for example, a torque converter and a stepped transmission with four, five, or six forward gears and one reverse gear. The input shaft of the automatic transmission 24 is connected to the output shaft of the engine 22, and the drive shaft as the output shaft of the automatic transmission 24 is connected to the drive wheels 28a, 28b via a differential gear 28g. The automatic transmission 24 is driven and controlled by an automatic transmission electronic control unit (hereinafter referred to as "ATECU") 25. The ATECU 25 is equipped with a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, although not shown. The ATECU 25 performs gear shift control by turning on and off a plurality of clutches and brakes in a hydraulic circuit as actuators of the automatic transmission 24. The ATECU 25 is connected to the main ECU 30 via the communication port.

[0015] The brake device 26 is configured as a well-known hydraulically driven brake device, and is configured to be able to apply a braking force resulting from the brake depression force applied by depressing a brake pedal 48 and a braking force resulting from hydraulic pressure adjustment to the driving wheels 28a, 28b and the driven wheels 28c, 28d. The brake device 26 is driven and controlled by a brake electronic control unit (hereinafter referred to as "brake ECU") 27. Although not shown, the brake ECU 27 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The brake ECU 27 controls the braking force resulting from the brake depression force applied by the brake device 26 and the braking force resulting from hydraulic pressure adjustment. The brake ECU 27 is connected to the main ECU 30 via the communication port.

[0016] The steering device 28 is mechanically connected to a steering wheel (not shown) and the drive wheels 28a, 28b via a steering shaft, and is equipped with a steering actuator. The steering device 28 steers the drive wheels 28a, 28b based on the driver's operation, and also steers the drive wheels 28a, 28b by driving the actuator based on a steering signal from the main ECU 30.

[0017] The air conditioner 29 has a refrigeration cycle and a blower fan, and performs air conditioning in the vehicle compartment when the air conditioning switch 29a is on, and does not perform air conditioning in the vehicle compartment when the air conditioning switch 29a is off.

[0018] The main ECU 30 includes a microcomputer having a CPU 31, a ROM 32, a RAM 33, a flash memory 34, and input / output and communication ports (not shown). Signals from various sensors are input to the main ECU 30 via the input ports. Examples of signals input to the main ECU 30 include an on / off signal from an air conditioning switch 29a that instructs the air conditioning device 29 to be turned on and off. Other examples of signals input to the main ECU 30 include an ignition signal from an ignition switch 40, a vehicle speed V from a vehicle speed sensor 41, each wheel speed from a wheel speed sensor 42, an acceleration α from an acceleration sensor 43, a yaw rate Yr from a yaw rate sensor 44, and a road surface gradient θr from a gradient sensor 45. Other examples of signals input to the main ECU 30 include an accelerator opening Acc from an accelerator pedal position sensor 47 that detects the amount of depression of an accelerator pedal 46, and a brake pedal position BP from a brake pedal position sensor 49 that detects the amount of depression of a brake pedal 48.

[0019] Various control signals are output from the main ECU 30 via the output port. Examples of the control signals output from the main ECU 30 include a control signal to the steering device 28, an air conditioning control signal to the air conditioning device 29, a display control signal to the display device 70, and a communication control signal to the communication device 72. As described above, the main ECU 30 is connected to the engine ECU 23, the ATECU 25, the brake ECU 27, and the like via communication ports. The main ECU 30 is also connected to a shift electronic control unit (hereinafter referred to as "shift ECU") 50, a surroundings recognition electronic control unit (hereinafter referred to as "surroundings recognition ECU") 55, and a navigation device 60 via communication ports.

[0020] The shift ECU 50 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. A shift position signal from a shift position sensor 52 that detects the operation position of a shift lever 51 is input to the shift ECU 50 via an input port. The shift positions include a parking position (P range), a neutral position (N range), a drive position (D range), and a reverse position (R range). The shift ECU 50 is connected to the main ECU 30 and a periphery recognition ECU 55 via a communication port, and sets a shift position based on the shift position signal from the shift position sensor 52 and a control signal from the periphery recognition ECU 55, and transmits the set shift position to the main ECU 30.

[0021] Although not shown, the periphery recognition ECU 55 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. Various signals are input to the periphery recognition ECU 55 via the input ports. Examples of the signals input to the periphery recognition ECU 55 include information on the vehicle and its surroundings from the periphery recognition device 56 (for example, the vehicle distances D1 and D2 between the vehicle and other vehicles in front and behind the vehicle, and the vehicle's running position in the lane on the road surface). An automatic parking switch signal from an automatic parking switch 58 operated when performing automatic parking can also be included. Examples of the periphery recognition device 56 include a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, and a sonar. The automatic parking switch 58 is attached to the steering wheel, an installation panel in front of the driver's seat, or in the vicinity thereof. As described above, the periphery recognition ECU 55 is connected to the main ECU 30 and the shift ECU 50 via communication ports.

[0022] The navigation device 60 includes a main body 62 with a built-in control unit, a GPS antenna 64 that receives information about the current location of the vehicle, and a display 66. The control unit of the main body 62 includes a storage medium (e.g., a hard disk or SSD) in which map information and the like are stored, an input / output port, and a communication port. The map information includes service information (e.g., tourist information, parking lots, etc.) and road information for each driving section (e.g., between traffic lights and between intersections) stored as a database. The road information includes distance information, road width information, number of lanes information, area information (urban area or suburban area), type information (general road or expressway), gradient information, legal speed limit, number of traffic lights, turning radius of each curve, and the like. The display 66 is configured as a touch panel display that displays various information such as information about the current location of the vehicle and the planned driving route to the destination, and allows the user to input various instructions. When a destination is set by a user operating the display 66, the main body 62 of the navigation device 60 sets a planned driving route from the current location of the vehicle to the destination based on the map information stored in the main body 62 and the current location and destination of the vehicle obtained from the GPS antenna 64, and displays the set planned driving route on the display 66 to provide route guidance.

[0023] The automobile 20 of the embodiment thus configured performs automatic parking when the automatic parking switch 58 is on. Automatic parking is performed, for example, when the automatic parking switch 58 is operated while the brake pedal 48 is depressed and the vehicle is stopped and the shift position SP is in the D position. FIG. 2 is an explanatory diagram showing an example of a state in which the automobile 20 of the embodiment is automatically parked in the target parking space 90. Automatic parking is performed as follows. First, the driver sets the parking space recognized by the surrounding recognition device 56 and displayed on the display 66, surrounded by a dashed line and hatched, as the target parking space 90, and sets the parking orientation to park backward or forward in the target parking space 90. FIG. 2 shows a case of parking backward. Next, the target routes L1 and L2 for parking the automobile 20 in the target parking space 90 are set, and the target vehicle speed V* at each point of the target routes L1 and L2 and the vehicle target driving force Fv* based thereon are set. Then, when the brake pedal 48 is released, the shift position SP, the engine 22, the automatic transmission 24, the braking device 26, the steering device 28 (steering), etc. are controlled so that the automobile 20 travels along the target routes L1, L2 based on the vehicle target driving force Fv* and is parked in the target parking space 90.

[0024] In this case, the shift position SP is controlled by the shift ECU 50 based on an instruction from the surrounding recognition ECU 55. The engine ECU 23 performs idling control on the engine 22 based on a control signal from the main ECU 30 so that the engine 22 is operated by rotation speed feedback control using a target rotation speed (target idling rotation speed) Ne*. By controlling the idling of the engine 22, a creep driving force Fc is output from the engine 22 to the driving wheels 28a, 28b via the automatic transmission 24. The creep driving force Fc is calculated, for example, as shown in equation (1). In equation (1), "Ne" is the rotation speed of the engine 22, "Ctc" is the capacity coefficient of the torque converter, "Ttc" is the torque ratio of the torque converter, and "Gr" is a conversion coefficient that takes into account the gear ratio, differential ratio, and tire diameter of the automatic transmission. The ATECU 25 controls the automatic transmission 24 based on a control signal from the main ECU 30 so that the automatic transmission 24 is in first forward gear when the shift position SP is a forward position, and in reverse gear when the shift position SP is a reverse position. The brake ECU 27 controls the brakes of the brake device 26 based on a control signal from the main ECU 30 so that a target braking force Fb* based on the vehicle target driving force Fv* acts on the vehicle (output to the driving wheels 28a, 28b and the driven wheels 28c, 28d). The target braking force Fb* is calculated as the difference when the creep driving force Fc of the engine 22 is greater than the vehicle target driving force Fv*. The main ECU 30 controls the steering device 28 based on information from the surroundings recognition ECU 55.

[0025] Fe=Ne 2 ·Ctc · Ttc · Gr (1)

[0026] Next, the operation of the automobile 20 of the embodiment will be described, particularly the operation when the engine 22 is subjected to idling control. The idling control of the engine 22 is performed when the accelerator is released in a vehicle speed range below a predetermined vehicle speed or during automatic parking. The vehicle speed range below the predetermined vehicle speed is set in advance through experiments and analysis as a vehicle speed range in which the creep driving force Fc is output to the driving wheels 28a, 28b by the idling control of the engine 22. FIG. 3 is a flowchart showing an example of a processing routine executed by the main ECU 30 of the embodiment. This routine is repeatedly executed when the engine 22 is subjected to idling control.

[0027] 3 is executed, the main ECU 30 first inputs the automatic parking flag F1 (step S100) and checks the value of the input automatic parking flag F1 (step S110). Here, the automatic parking flag F1 is set to a value of 1 when the automatic parking switch signal input from the automatic parking switch 58 via the surroundings recognition ECU 55 is an ON signal, and is set to a value of 0 when the automatic parking switch signal is an OFF signal.

[0028] When it is determined in step S110 that the automatic parking flag F1 is equal to the value 0, that is, when the vehicle is not automatically parked, the braking request flag Fb is input (step S120), and the value of the input braking request flag F2 is checked (step S130). Here, the braking request flag F2 is set to a value of 1 when the brake pedal 48 is depressed, and is set to a value of 0 when the brake pedal 48 is not depressed. Whether or not the brake pedal 48 is depressed is determined by determining whether or not the brake pedal position BP from the brake pedal position sensor 49 is equal to or greater than the threshold value BPref. When the brake pedal 48 is depressed, the brake device 26 is controlled by the brake ECU 27 so that the braking force resulting from the brake depression force (brake pedal position BP) acts on the driving wheels 28a, 28b and the driven wheels 28c, 28d.

[0029] When the braking request flag F2 is set to a value of 1 in step S130, that is, when the brake pedal 48 is depressed, the assist control is not executed (step S140), and this routine is terminated. On the other hand, when the braking request flag F2 is set to a value of 0 in step S130, that is, when the brake pedal 48 is not depressed, the assist control is executed (step S150), and this routine is terminated. Here, the "assist control" is a control for increasing the creep driving force Fc by increasing the rotation speed (idling rotation speed) Ne when the engine 22 is idling controlled. In the embodiment, when the assist control is not executed, the rotation speed Nid1 is set as the target rotation speed Ne* of the engine 22 to perform the idling control of the engine 22, and when the assist control is executed, the rotation speed Nid2 higher than the rotation speed Nid1 is set as the target rotation speed Ne* to perform the idling control of the engine 22.

[0030] When it is determined in step S110 that the automatic parking flag F1 is set to a value of 1, that is, during automatic parking, the assist control is executed (step S160) and this routine is terminated. That is, during automatic parking, the assist control is maintained in execution. Therefore, the engine 22 is idling controlled by setting the rotation speed Nid2 to the target rotation speed Ne*. Then, the brake device 26 is controlled by setting the difference between the creep driving force Fc corresponding to the rotation speed Ne of the engine 22 and the vehicle target driving force Fv* to the target braking force Fb* as described above.

[0031] Here, the reason why the assist control is maintained in execution during automatic parking will be described. FIG. 4 is an explanatory diagram showing an example of the state during automatic parking. FIG. 4(A) shows the state of the embodiment, and FIG. 4(B) shows the state of the comparative example. FIG. 4(A) shows the target rotation speed (target idling rotation speed) Ne* and rotation speed (idling rotation speed) Ne of the engine 22, the target vehicle driving force Fv*, the vehicle driving force Fv, the creep driving force Fc, the target braking force Fb* and the braking force Fb of the brake device 26, and whether or not the assist control is executed, and FIG. 4(B) shows the braking request flag F2 in addition to these. In the comparative example, the braking request flag F2 is set based on whether or not the braking force Fb of the brake device 26 is equal to or greater than the threshold value Fbref during automatic parking, instead of whether or not the brake pedal 48 is depressed, and the execution or non-execution of the assist control is selected using the braking request flag F2, as in the case of other than automatic parking.

[0032] 4B, in the comparative example, the target braking force Fb* of the brake device 26 is decreased (the absolute value is reduced within a negative range) with an increase in the vehicle target driving force Fv*, and when the braking force Fb decreases accordingly and becomes less than the threshold value Fbref (time t1), the braking request flag F2 is changed from value 1 to value 0, and the assist control is changed from non-execution to execution accordingly, and the target rotation speed Ne* of the engine 22 is increased from the rotation speed Ne1 to the rotation speed Ne2. Then, when the rotation speed Ne of the engine 22 and the creep driving force Fc corresponding thereto increase (the vehicle driving force Fv increases) (time t2), the target braking force Fb* of the brake device 26 is increased, and when the braking force Fb increases accordingly and becomes equal to or greater than the threshold value Fbref (time t3), the braking request flag F2 is changed from value 0 to value 1, and the assist control is changed from execution to non-execution accordingly, and the target rotation speed Ne* of the engine 22 is decreased from the rotation speed Ne2 to the rotation speed Ne1. Then, when the rotation speed Ne of the engine 22 and the corresponding creep driving force Fc decrease (the vehicle driving force Fv decreases) (time t4), the target braking force Fb* of the brake device 26 is decreased, and when the braking force Fb decreases accordingly and falls below the threshold value Fbref (time t5), the braking request flag F2 is changed from value 1 to value 0, and accordingly the assist control is changed from not executed to executed, and the target rotation speed Ne* of the engine 22 is increased from rotation speed Ne1 to rotation speed Ne2. In this way, the rotation speed (idling rotation speed) Ne of the engine 22 is frequently changed, which may cause the driver to feel uncomfortable.

[0033] In contrast, as shown in FIG. 4(A), in the embodiment, during automatic parking, the assist control is maintained in execution regardless of whether the braking force Fb of the brake device 26 is equal to or greater than the threshold value Fbref. In other words, the target rotation speed Ne* of the engine 22 is maintained at the rotation speed Ne2 and idling control is performed, thereby preventing the rotation speed (idling rotation speed) Ne of the engine 22 from switching frequently during automatic parking, and preventing the driver from feeling uncomfortable.

[0034] 5 is an explanatory diagram showing an example of the brake pedal position BP, the shift position SP, the engine 22 rotation speed Ne, the vehicle driving force Fv, the creep driving force Fc, the braking force Fb, and the presence or absence of the assist control when the automobile 20 is automatically parked in the target parking space 90 in the embodiment (see FIG. 2). As shown in the figure, when the brake pedal 48 is depressed to stop the automobile and the shift position SP is in the D position, the automatic parking switch 58 is turned on and the target parking space 90 and the parking orientation are set (time t11), the target routes L1, L2, the target vehicle speed V*, and the vehicle target driving force Fv* are set, and the assist control is started to increase the engine 22 rotation speed Ne from the rotation speed Ne1 to the rotation speed Ne2. Then, when the brake pedal 48 is released (time t12), the automobile travels along the target route L1 (times t12 to t13). Specifically, the vehicle speed V for forward travel is increased by decreasing the braking force Fb and increasing the vehicle driving force Fv, and then the vehicle speed V for forward travel is decreased by increasing the braking force Fb and decreasing the vehicle driving force Fv, and the vehicle is stopped at the target point of the target route L1. Then, the shift position SP is changed from the D position to the R position (time t14), and the vehicle travels along the target route L2 (times t15 to t16). Specifically, the vehicle speed V for reverse travel is increased by decreasing the braking force Fb and increasing the vehicle driving force Fv, and then the vehicle speed V for reverse travel is decreased by increasing the braking force Fb and decreasing the vehicle driving force Fv, and the vehicle is stopped at the target parking space 90. Then, the shift position SP is changed to the P position (time t17), and the automatic parking is completed. In this way, by holding the assist control in the execution state from when the automatic parking switch 58 is turned on until the automatic parking is completed, the engine speed (idling speed) Ne of the engine 22 is prevented from being frequently switched, and the driver is prevented from feeling uncomfortable.

[0035] In the automobile 20 of the embodiment described above, when the engine 22 is subjected to idling control other than during automatic parking, the assist control is not executed when the brake pedal 48 is depressed and the assist control is executed when the brake pedal 48 is not depressed, and during automatic parking, the assist control is kept executed. This makes it possible to prevent the rotation speed (idling rotation speed) Ne of the engine 22 from switching frequently during automatic parking, and to prevent the driver from feeling uncomfortable.

[0036] In the automobile 20 of the embodiment, during automatic parking, as shown in Fig. 5, the assist control is maintained in execution from when the automatic parking switch 58 is turned on until automatic parking is completed. However, as shown in Fig. 6, when the automobile 20 stops at the target point of the target route L1 (time t13), the assist control may be temporarily stopped and the rotation speed Ne of the engine 22 may be reduced to the rotation speed Ne1, when the automobile 20 starts traveling along the target route L2 (time t15), the assist control may be resumed and the rotation speed Ne of the engine 22 may be increased to the rotation speed Ne2, and when the automobile 20 stops at the target parking space 90 (time t16), the assist control may be stopped and the rotation speed Ne of the engine 22 may be reduced to the rotation speed Ne1. In this way, during automatic parking, frequent switching of the rotation speed Ne of the engine 22 may be suppressed, while improving fuel efficiency.

[0037] The time (timing) when the assist control is temporarily stopped may be when it is predicted that the automobile 20 will stop at the target point on the target route L1 within a predetermined time, instead of when it has stopped at the target point on the target route L1. This prediction is made, for example, when the distance to the target point on the target route L1 is within a predetermined distance, or when the vehicle speed V in the traveling direction is equal to or lower than a predetermined vehicle speed. The time when the assist control is resumed may be when the shift stage of the automatic transmission 24 is changed in accordance with the change of the shift position SP, instead of when the automobile 20 starts traveling along the target route L2. The time when the assist control is stopped may be when it is predicted that the automobile 20 will stop at the target parking space 90 within a predetermined time, instead of when it has stopped at the target parking space 90. This prediction is made, for example, when the distance to the target parking space 90 is within a predetermined distance, or when the vehicle speed V in the traveling direction is equal to or lower than a predetermined vehicle speed.

[0038] In the automobile 20 of the embodiment, the automatic transmission 24 has a torque converter and a stepped transmission. However, instead of this, the automatic transmission 24 may have a torque converter, a forward / reverse switching mechanism, and a continuously variable transmission.

[0039] In the automobile 20 of the embodiment, the engine ECU 23 is used to control the engine 22, the ATECU 25 is used to control the automatic transmission 24, and the brake ECU 27 is used to control the brake device 26. However, all or part of the functions of the engine ECU 23, ATECU 25, and brake ECU 27 may be performed by the main ECU 30.

[0040] In the automobile 20 of the embodiment, the power from the engine 22 is output to the drive wheels 28a, 28b via the automatic transmission 24. However, in addition to the configuration of the automobile 20, a motor connected to the engine 22 may be provided.

[0041] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on Means for Solving the Problems will be described below. In the embodiment, the engine 22 corresponds to the "engine", the brake device 26 corresponds to the "braking device", and the engine ECU 23, ATECU 25, brake ECU 27, main ECU 30, etc. correspond to the "control device".

[0042] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0043] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0044] The present invention can be used in the automobile manufacturing industry and the like. [Explanation of symbols]

[0045] 20 automobile, 22 engine, 22a purification device, 22c catalyst, 23 engine ECU, 24 automatic transmission, 25 ATECU, 26 brake device, 27 brake ECU, 28 steering device, 28a, 28b driving wheels, 28c, 28d driven wheels, 28g differential gear, 29 air conditioning device, 29a air conditioning switch, 30 main ECU, 31 CPU, 32 ROM, 33 RAM, 34 flash memory, 40 ignition switch, 41 vehicle speed sensor, 42 wheel speed sensor, 43 acceleration sensor, 44 yaw rate sensor, 45 gradient sensor, 46 accelerator pedal, 47 accelerator pedal position sensor, 48 brake pedal, 49 brake pedal position sensor, 50 shift ECU, 51 shift lever, 52 shift position sensor, 55 surrounding recognition ECU, 56 Surrounding recognition device, 57 automatic driving switch, 58 automatic parking switch, 60 navigation device, 62 main body, 64 GPS antenna, 66 display, 70 display device, 72 communication device, 90 target parking space.

Claims

1. A running engine and A braking device that applies a braking force; a control device that controls the braking device based on a brake operation by a driver, and executes assist control to idle-control the engine at a first rotation speed when the driver is braking and to idle-control the engine at a second rotation speed higher than the first rotation speed when the driver is not braking, when the vehicle is traveling with the accelerator off in a vehicle speed range equal to or lower than a predetermined vehicle speed; A vehicle comprising: The control device controls the engine and the braking device so that the vehicle travels and moves to a target parking position by adjusting the driving force by the idling control of the engine and the braking force by the braking device that is not based on the brake operation, and maintains the assist control in execution regardless of the braking force by the braking device that is not based on the brake operation during automatic parking. car.

2. 2. The vehicle of claim 1, When the control device is executing the assist control during the automatic parking, if the vehicle stops or if the control device predicts that the vehicle will stop within a predetermined time, the control device ends the assist control. car.

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