Vehicle control device

Abstract

To provide a control device of a vehicle which can improve fuel economy and safety.SOLUTION: When a vehicle has been stopped and a vehicle speed has become 0 km / h at time t1, a control unit actuates a brake hold and actuates neutral control. As a braking force cannot be maintained due to a failure of liquid pressure control at time t3, the control unit operates a parking brake device and maintains operation of the neutral control. The control unit also switches the brake hold to a non-operation state. When an accelerator pedal is depressed by a driver at time t4, the control unit switches the parking brake device to the non-operation state and switches the neutral control to the non-operation state. This causes the vehicle to be started and the vehicle speed to be increased.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a vehicle neutral control device that, when the vehicle is stopped in a driving range, performs neutral control to place a transmission mechanism in a neutral state by reducing a predetermined frictional engagement element that is engaged when the vehicle is stopped and when starting to a predetermined engagement level or less, and also performs brake hold control to maintain braking force with the brake pedal not depressed when the vehicle is stopped.When the vehicle is stopped in a driving range and a start of the host vehicle is predicted based on external environmental information around the host vehicle related to the start of the host vehicle, the vehicle neutral control performs return control to an engaged state for the predetermined frictional engagement element that was reduced to a predetermined engagement level or less by the neutral control.

[0003] As a result, the neutral control device of the vehicle described in Patent Document 1 can predict the start of the vehicle and, before the start operation of the vehicle is performed, can engage a specified frictional engagement element that is engaged at the time of starting, which has been reduced to a specified engagement degree or less by neutral control.Therefore, when a vehicle that performs neutral control when stopped in the driving range also performs brake hold control, it is possible to suppress a deterioration in starting performance while maintaining as much as possible the effect of improving fuel efficiency through neutral control. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2017-48877 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the conventional vehicle control device described in Patent Document 1 does not consider whether neutral control, etc. can be performed when brake hydraulic pressure cannot be maintained due to a failure of the brake hold function while neutral control and brake hold control are being performed. Therefore, with the conventional vehicle control device described in Patent Document 1, if the neutral control is canceled when the brake hold function fails, it is not possible to obtain the effect of improving fuel efficiency, and if the neutral control is continued, there is a risk that the vehicle will not be able to maintain a stopped state.

[0006] Furthermore, in the conventional vehicle control device described in Patent Document 1, even if the accelerator pedal is suddenly depressed due to an erroneous operation, the brake hold control and neutral control are released, which may result in the fuel economy improvement effect of the neutral control not being maintained or the vehicle not being able to remain stopped.

[0007] The present invention has been made in view of the above circumstances, and has an object to provide a vehicle control device that can improve fuel efficiency and safety. [Means for solving the problem]

[0008] In order to solve the above problems, the present invention provides an automatic transmission that changes the gear ratio, a brake hold control that maintains the braking force of the brake device even after the brake operation is released while the vehicle is stopped, and a brake hold control that maintains the braking force of the brake device even after the brake operation is released while the vehicle is stopped in the driving range. The aforementioned a control unit that performs neutral control to place the automatic transmission in a neutral state; and, A vehicle control device comprising: an obstacle detection unit that detects obstacles in the traveling direction of the vehicle; The control unit is configured to: When a sudden accelerator operation is detected while the obstacle detection unit detects the approach of the obstacle, the brake hold control and The neutral control is continued. [Effects of the Invention]

[0009] In this way, the present invention can improve fuel efficiency and safety. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram of a vehicle equipped with a control device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a time chart showing neutral control performed by a vehicle control device according to an embodiment of the present invention when the brake hold function fails. [Figure 3] FIG. 3 is a time chart showing neutral control performed by a vehicle control device according to an embodiment of the present invention when the accelerator pedal is suddenly operated while the vehicle is approaching an obstacle. [Figure 4] FIG. 4 is a time chart showing neutral control performed by a vehicle control device according to an embodiment of the present invention when the accelerator pedal is operated slowly while the vehicle is approaching an obstacle. [Figure 5] FIG. 5 is a time chart showing neutral control performed by a vehicle control device according to an embodiment of the present invention when the vehicle is stopped by the cruise control function. DETAILED DESCRIPTION OF THE INVENTION

[0011] A vehicle control device according to one embodiment of the present invention is a vehicle control device including an automatic transmission that changes a gear ratio, a control unit that performs brake hold control that maintains the braking force of the brake device even after the brake operation is released while the vehicle is stopped, and neutral control that places the automatic transmission in a neutral state while the vehicle is stopped in a driving range, and a parking brake device that maintains the vehicle in a stopped state, wherein the control unit is characterized in that if it becomes unable to maintain braking force while the brake hold control and the neutral control are being performed, the control unit activates the parking brake device and continues the neutral control. As a result, the vehicle control device according to one embodiment of the present invention can improve fuel efficiency and safety. [Example]

[0012] A vehicle equipped with a control device according to an embodiment of the present invention will be described in detail below with reference to the drawings. As shown in Fig. 1, a vehicle 1 according to an embodiment of the present invention includes an engine 2, an automatic transmission 3, a brake device 4, a parking brake device 5, and a control unit 10.

[0013] The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured so that each cylinder undergoes a series of four strokes, which are an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.

[0014] The automatic transmission 3 changes the speed of the rotation input from the engine 2 and transmits the changed rotation to drive wheels (not shown). The automatic transmission 3 has a speed change mechanism (not shown) that changes the gear ratio in a stepped or continuously variable manner. The speed change mechanism has, for example, a planetary gear mechanism (not shown) and pulleys around which a metal belt is wound.

[0015] The transmission mechanism of the automatic transmission 3 is provided with a hydraulically controlled forward clutch (not shown). The automatic transmission 3 is placed in a neutral state when the forward clutch is disengaged and power transmission in the transmission mechanism is interrupted. In other words, the neutral state of the present invention is a state in which the driving force transmission path is interrupted so that the automatic transmission 3 does not transmit driving force from the driving force source (engine 2) to the drive wheels. The automatic transmission 3 also has a torque converter (not shown), which transmits power input from the engine 2 to the transmission mechanism via a working fluid.

[0016] The brake device 4 applies hydraulic pressure (braking force) corresponding to the force applied to the brake pedal 22A by the driver to the wheels (not shown), thereby slowing down and stopping the vehicle 1. The brake device 4 has a hydraulic system including cylinders and piping that applies hydraulic pressure generated according to the force applied to the brake pedal 22A to the wheels. Furthermore, the brake device 4 has a hydraulic circuit that can increase or maintain the hydraulic pressure of the brake device 4 using a control unit 10 (described later).

[0017] The parking brake device 5 is a device that is mainly used when parking, and applies a braking force to the wheels (not shown) to restrict their rotation, thereby preventing the vehicle 1 from moving. The parking brake device 5 is an electric parking brake device that is actuated by the rotation of a motor (not shown), and can be put into a braking state by a control unit 10 (described later) independently of the driver's operation.

[0018] The control unit 10 is composed of a computer unit equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), flash memory for storing backup data, etc., input ports, and output ports.

[0019] The ROM of this computer unit stores various constants, various maps, and the like, as well as a program for causing the computer unit to function as the control unit 10.

[0020] That is, the CPU executes the program stored in the ROM using the RAM as a work area, and these computer units function as the control unit 10 in this embodiment.

[0021] To the input port of the control unit 10, various sensors including an accelerator pedal sensor 21, a brake pedal sensor 22, a selector position sensor 23, a vehicle speed sensor 24, and an obstacle sensor 25 are connected.

[0022] The accelerator pedal sensor 21 detects the amount of depression of the accelerator pedal 21A by the driver, and outputs a detection signal to the control unit 10.

[0023] The brake pedal sensor 22 detects the amount of depression of the brake pedal 22A by the driver, and outputs a detection signal to the control unit 10.

[0024] The selector position sensor 23 detects the selected position of the selector 23A operated by the driver and outputs a detection signal to the control unit 10. The positions of the selector 23A include a "P range" which is the parking position, an "R range" which is the reverse position, an "N range" which is the neutral position, and a "D range" which is the forward position. The D range constitutes the driving range in the present invention.

[0025] The vehicle speed sensor 24 detects the speed of the vehicle 1 and outputs a detection signal to the control unit 10. The obstacle sensor 25 detects obstacles in the traveling direction of the vehicle 1 and outputs a detection signal to the control unit 10. The obstacle sensor 25 has at least one of a camera or radar (not shown) that detects other vehicles, pedestrians, etc. as obstacles.

[0026] The output port of the control unit 10 is connected to various control targets including an engine 2, an automatic transmission 3, a brake device 4, and a parking brake device 5.

[0027] The control unit 10 performs brake hold control, cruise control control, auto brake control, and neutral control. That is, the vehicle 1 has a brake hold function, a cruise control function, and an auto brake function.

[0028] Brake hold control is a control that applies the braking force of the brake device 4 while the vehicle 1 is stopped and the driver has not performed a start operation. Brake hold control also maintains the braking force of the brake device 4 even after the driver's brake operation is released. The control unit 10 maintains the vehicle 1 in a stopped state by increasing or maintaining the hydraulic pressure of the brake device 4 even after the brake pedal 22A is no longer depressed. This brake hold function eliminates the need for the driver to continue depressing the brake pedal 22A to maintain the vehicle 1 in a stopped state, and prevents the braking force from being interrupted when the driver switches from depressing the brake pedal 22A to the accelerator pedal 21A.

[0029] Cruise control is a control that accelerates or decelerates vehicle 1 so as to maintain the vehicle speed set by the driver even when accelerator pedal 21A is not depressed by the driver. Cruise control also controls vehicle 1 to travel while maintaining a constant distance from the preceding vehicle when approaching a preceding vehicle traveling at a speed slower than the set vehicle speed. Control unit 10 controls the engine torque of engine 2, the gear ratio of automatic transmission 3, and the brake fluid pressure (braking force) of brake device 4 based on detection information from obstacle sensor 25, thereby accelerating, decelerating, and stopping vehicle 1 so as to maintain a constant distance from the preceding vehicle.

[0030] In this way, the cruise control in this embodiment is also called adaptive cruise control (ACC) or cruise control with a tracking function. This cruise control function can reduce the burden of driving operations on the driver.

[0031] The autobrake control is a part of the cruise control, and is a control that controls the hydraulic pressure of the brake device 4 even when the driver does not step on the brake pedal 22A, to decelerate and stop the vehicle 1. The control unit 10 performs the autobrake control when the cruise control is being performed.

[0032] Neutral control is a control that puts the automatic transmission 3 into neutral while the vehicle 1 is stopped in the D range. The control unit 10 puts the automatic transmission 3 into neutral when all of the following conditions are met: the selector 23A is in the D range, the vehicle 1 is stopped, the brake pedal 22A is depressed, and the accelerator pedal 21A is not depressed.

[0033] By implementing neutral control, the load (engine load) from the torque converter of the automatic transmission 3 no longer acts on the engine 2 while the vehicle 1 is stopped, and the amount of fuel consumed to maintain the idling speed of the engine 2 can be reduced, thereby improving fuel efficiency.

[0034] The brake hold function may fail while the neutral control and the brake hold control are being performed. If the brake hold function fails, the braking force by the brake device 4 cannot be maintained. Here, a failure of the brake hold function refers to a state in which braking force cannot be maintained due to a failure of a hydraulic pressure maintaining solenoid (not shown) that maintains hydraulic pressure (braking force). Even when the brake hold function fails, braking force can be applied to the wheels by depressing the brake pedal 22A. If the neutral control were to be switched to a deactivated state (released state) when the brake hold function fails, the fuel economy improvement effect of the neutral control would not be obtained, and the driver would need to depress the brake pedal 22A to keep the vehicle 1 stopped.

[0035] Therefore, when the control unit 10 is unable to maintain the braking force while the brake hold control and the neutral control are being performed, the control unit 10 activates the parking brake device 5 and continues the neutral control.

[0036] While the brake hold control and neutral control are being implemented, the driver may erroneously perform abrupt accelerator operation when an obstacle is nearby. For example, if the driver accidentally depresses accelerator pedal 21A instead of brake pedal 22A, the driver may perform abrupt accelerator operation. In such a situation, it is desirable to maintain vehicle 1 in a stopped state without starting. Furthermore, if the brake hold control and neutral control were to be deactivated in such a situation, not only would vehicle 1 not be able to be maintained in a stopped state, but the fuel economy improvement effect of neutral control would also be lost.

[0037] Therefore, when the brake hold control and the neutral control are being performed and a sudden accelerator operation is detected while the obstacle sensor 25 detects the approach of an obstacle, the control unit 10 continues the brake hold control and the neutral control. In this situation, since the driver has no intention of starting the vehicle 1, it is desirable that the control unit 10 does not open the throttle valve (not shown) in response to the accelerator operation, but maintains it in a closed state corresponding to idling.

[0038] Next, the neutral control when the brake hold function fails will be explained with reference to Figure 2. Figure 2 shows the operation of the control unit 10 when the selector position is in the D range, the driver brakes the vehicle 1 to stop the vehicle, and the brake hold is activated, but the braking force can no longer be maintained after that.

[0039] In FIG. 2, the vertical axis represents the parking brake state, hydraulic pressure control failure state, brake hold state, neutral control state (referred to as N control state in the figure), brake pedal state, accelerator pedal state, and vehicle speed, and the horizontal axis represents time.

[0040] Here, the parking brake state indicates whether the parking brake device 5 is activated (indicated as Active in the figure) or deactivated (indicated as Not Active in the figure). The hydraulic pressure control failure state indicates whether the brake hold function is malfunctioning (indicated as Failure in the figure) or not malfunctioning (indicated as Not Failure in the figure). The brake hold state indicates whether the brake hold is activated (indicated as Active in the figure) or deactivated (indicated as Not Active in the figure). The neutral control state indicates whether the neutral control is activated (indicated as Active in the figure) or deactivated (indicated as Not Active in the figure). The brake pedal state indicates whether the brake pedal 22A is depressed with an operation amount equal to or greater than a predetermined threshold (indicated as ON in the figure) or is not depressed (indicated as OFF in the figure). The accelerator pedal state indicates the depression amount of the accelerator pedal 21A.

[0041] At time t0, accelerator pedal 21A is not depressed, brake pedal 22A is depressed, and vehicle speed is decreasing. Also, at time t0, the parking brake is not activated, the brake device 4 is not malfunctioning, the brake hold is not activated, and the neutral control is not activated.

[0042] After that, at time t1, the vehicle 1 stops and the vehicle speed becomes 0 km / h, so the control unit 10 activates the brake hold and neutral control.

[0043] After that, at time t2, the driver releases his / her foot from the brake pedal 22A, which turns the brake pedal sensor OFF. The brake hold and neutral control continue.

[0044] Thereafter, at time t3, the hydraulic pressure control fails and braking force cannot be maintained, so the control unit 10 activates the parking brake device 5. The control unit 10 also maintains the operation of the neutral control after confirming the operation of the parking brake device 5. The control unit 10 also switches the brake hold to inactive.

[0045] As described above, in this embodiment, when the control unit 10 is unable to maintain braking force through normal brake hold control, it switches from the brake device 4 used in the brake hold control to the parking brake device 5, which is a device other than the brake device 4, to generate braking force and maintain the stopped state of the vehicle 1. Note that the neutral control continues.

[0046] After that, at time t4, the driver presses the accelerator pedal 21A, causing the control unit 10 to deactivate the parking brake device 5 and deactivate the neutral control. Then, the vehicle 1 starts moving, and the vehicle speed increases.

[0047] Next, neutral control when an obstacle is approaching will be described with reference to Figures 3 and 4. This state corresponds to a situation where the vehicle stops after a preceding vehicle in a traffic jam. That is, Figures 3 and 4 show the operation of control unit 10 when vehicle 1 is approaching an obstacle, the selector position is in D range, the driver operates the brake to decelerate vehicle 1, the vehicle stops with an obstacle in the vicinity, the brake hold is activated as a result of the vehicle stopping, and then the driver depresses accelerator pedal 21A to start the vehicle.

[0048] 3 and 4, the vertical axis represents the obstacle approach state, brake hold state, neutral control state (referred to as N control state in the figures), erroneous operation determination, brake pedal state, accelerator pedal state, and vehicle speed, and the horizontal axis represents time.

[0049] Here, the obstacle approach state refers to the state of detection of an obstacle ahead of the vehicle 1 by the obstacle sensor 25, and represents a state in which an obstacle is present within a predetermined range (indicated as ON in the figure) or a state in which no obstacle is present within the predetermined range (indicated as OFF in the figure). The brake hold state represents whether the brake hold is activated (indicated as Active in the figure) or not activated (indicated as Not Active in the figure). The neutral control state represents whether the neutral control is activated (indicated as Active in the figure) or not activated (indicated as Not Active in the figure). The erroneous operation determination represents whether an erroneous operation of the accelerator pedal 21A has been determined (indicated as ON in the figure) or whether an erroneous operation of the accelerator pedal 21A has not been determined (indicated as OFF in the figure). The brake pedal state represents whether the brake pedal 22A is depressed with an amount of operation equal to or greater than a predetermined threshold (indicated as ON in the figure) or not depressed (indicated as OFF in the figure). The accelerator pedal state refers to the amount of depression of accelerator pedal 21A. Here, the erroneous operation of accelerator pedal 21A is determined to have occurred when the driver suddenly and greatly depresses accelerator pedal 21A despite the presence of an obstacle in the traveling direction. In this case, it is considered highly likely that the accelerator pedal 21A was mistakenly depressed in an attempt to depress brake pedal 22A, so it is determined to have occurred as an erroneous operation.

[0050] Referring to FIG. 3, the neutral control when the accelerator pedal 21A is erroneously operated while the vehicle is approaching an obstacle will be described.

[0051] At time t10, accelerator pedal 21A is not depressed, brake pedal 22A is depressed, and vehicle speed is decreasing. For example, it is assumed that the vehicle is decelerating following a preceding vehicle. Also, at time t10, the vehicle is approaching an obstacle, and brake hold and neutral control are not activated. Note that, since accelerator pedal 21A is not depressed at time t10, no erroneous operation is determined.

[0052] After that, at time t11, the vehicle speed becomes 0 km / h, and the control unit 10 activates the brake hold and neutral control.

[0053] After that, at time t12, the driver releases the brake pedal, causing the brake pedal to be turned off. The brake hold and neutral control continue.

[0054] Subsequently, at time t13, the driver depresses accelerator pedal 21A, causing control unit 10 to deactivate brake hold. Also, at time t13, accelerator pedal 21A is suddenly depressed, causing control unit 10 to determine that an erroneous operation has occurred and to maintain neutral control. In other words, due to the erroneous operation of accelerator pedal 21A, the rotation speed of engine 2 increases, but this does not result in driving force, resulting in a state in which engine 2 is revving, and because the brake is released, the vehicle moves due to vibrations and the gradient of the road surface. This allows the driver to easily recognize the erroneous operation.

[0055] Then, at time t14, the driver releases accelerator pedal 21A and depresses brake pedal 22A, causing control unit 10 to activate brake hold again. Also, at time t14, accelerator pedal 21A is no longer depressed, so control unit 10 determines that accelerator pedal 21A has not been erroneously operated. In other words, control unit 10 cancels the erroneous determination.

[0056] After that, at time t15, the driver releases his / her foot from the brake pedal 22A, and the brake hold and neutral control continue.

[0057] After that, at time t16, the state changes to one where no obstacle is nearby, that is, no obstacle is present within the predetermined range. For example, this may occur when the preceding vehicle starts moving and moves away.

[0058] After that, at time t17, the driver presses the accelerator pedal 21A, causing the control unit 10 to deactivate the brake hold and the neutral control, causing the vehicle 1 to start moving and increasing the vehicle speed.

[0059] In this way, in this embodiment, when the control unit 10 detects an erroneous operation of the accelerator pedal 21A, it releases the retention of braking force by the brake hold control, but continues the neutral control so that the driving force is not transmitted to the drive wheels.

[0060] 4, the neutral control when the accelerator pedal 21A is not erroneously operated while approaching an obstacle will be described. That is, this is the control when the accelerator pedal 21A is not erroneously operated while approaching an obstacle. For example, suppose that the vehicle is moving forward slowly on a congested road to close the gap with the vehicle ahead.

[0061] At time t20, accelerator pedal 21A is not depressed, brake pedal 22A is depressed, and vehicle speed is decreasing. Also, at time t20, an obstacle is approaching, brake hold is not activated, and neutral control is not activated. Because accelerator pedal 21A is not depressed at this time t20, an erroneous operation of accelerator pedal 21A is not determined.

[0062] After that, at time t21, the vehicle speed becomes 0 km / h, and the control unit 10 activates the brake hold and neutral control.

[0063] After that, at time t22, the driver releases his / her foot from the brake pedal 22A, and the brake pedal state is changed to OFF.

[0064] Thereafter, at time t23, the driver depresses accelerator pedal 21A, causing control unit 10 to deactivate brake hold. Also, because accelerator pedal 21A is being gently depressed at time t23, control unit 10 determines that the operation of accelerator pedal 21A is not an erroneous operation, does not make an erroneous operation determination, and deactivates neutral control. As a result, vehicle 1 starts moving, and the vehicle speed increases.

[0065] Then, at time t24, the driver releases his / her foot from accelerator pedal 21A and depresses brake pedal 22A. Then, at time t25, vehicle 1 stops and the vehicle speed becomes 0 km / h, causing control unit 10 to activate brake hold and neutral control again.

[0066] After that, at time t26, the driver releases his / her foot from brake pedal 22A, and then, at time t27, the vehicle is no longer in an obstacle-free state.

[0067] After that, at time t28, the driver presses the accelerator pedal 21A, causing the control unit 10 to deactivate the brake hold and the neutral control, causing the vehicle 1 to start moving and the vehicle speed to increase.

[0068] Next, with reference to FIG. 5, the neutral control when the vehicle 1 is stopped by the cruise control function will be described.

[0069] In FIG. 5, the vertical axis represents the cruise control operating state, autobrake state, neutral control state (referred to as N control state in the drawing), brake pedal state, accelerator pedal state, and vehicle speed, and the horizontal axis represents time.

[0070] Here, the cruise control operating state indicates whether the cruise control is operating (referred to as Active in the figure) or not operating (referred to as Not Active in the figure). The autobrake state indicates whether the autobrake is operating (referred to as Active in the figure) or not operating (referred to as Not Active in the figure). The neutral control state indicates whether the neutral control is operating (referred to as Active in the figure) or not operating (referred to as Not Active in the figure). The brake pedal state indicates whether the brake pedal 22A is depressed with an operation amount equal to or greater than a predetermined threshold (referred to as ON in the figure) or not depressed (referred to as OFF in the figure). The accelerator pedal state indicates the depression amount of the accelerator pedal 21A.

[0071] At time t30, the cruise control is activated, and the accelerator pedal 21A and the brake pedal 22A are not depressed. At this time t30, the autobrake is activated by the cruise control's function of following the preceding vehicle, and the vehicle speed is reduced. In this state, the neutral control is not activated.

[0072] After that, at time t31, the vehicle speed becomes 0 km / h, and the control unit 10 activates the neutral control.

[0073] After that, at time t32, the driver presses down on the accelerator pedal 21A, causing the control unit 10 to deactivate the auto-brake and neutral control, which increases the vehicle speed.

[0074] Thereafter, at time t33, the driver releases accelerator pedal 21A, but the vehicle speed increases further because the cruise control continues to operate.

[0075] In this way, in this embodiment, the control unit 10 can perform neutral control even when the vehicle is stopped by automatic braking, and the time during which neutral control is performed can be increased, thereby improving fuel efficiency.

[0076] Furthermore, when the control unit 10 of the present invention is unable to maintain braking force while the brake hold control and neutral control are being performed, it activates the parking brake device 5 and continues the neutral control.

[0077] This allows neutral control to be maintained even if braking force cannot be maintained due to a malfunction of the brake hold function, thereby increasing the time during which neutral control is performed and improving fuel efficiency.

[0078] Furthermore, even if the brake hold function is broken, the vehicle 1 can be maintained in a stopped state by operating the parking brake device 5, thereby improving safety.

[0079] As a result, fuel economy and safety can be improved. When the brake hold function fails, it is desirable that the control unit 10 notify the driver of the failure.

[0080] In addition, this embodiment is equipped with an obstacle sensor 25 that detects obstacles in the direction of travel of the vehicle 1, and if the control unit 10 detects a sudden accelerator operation while the obstacle sensor 25 is detecting the approach of an obstacle while the brake hold control and neutral control are being performed, the control unit 10 determines that the accelerator operation is an erroneous operation and continues the brake hold control and neutral control.

[0081] As a result, the neutral control continues even if the accelerator pedal 21A is suddenly depressed due to an erroneous operation, so that the time during which the neutral control is performed can be increased, thereby improving fuel economy.

[0082] Furthermore, when the proximity of an obstacle is detected, the vehicle 1 can be maintained in a stopped state by continuing the brake hold control, thereby improving safety.

[0083] As a result, fuel efficiency and safety can be improved.

[0084] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0085] 1 vehicle 3. Automatic transmission 4 Brake device 5 Parking brake device 10 Control Unit 25 Obstacle sensor (obstacle detection section)

Claims

1. an automatic transmission that changes the gear ratio; A control device for a vehicle including a control unit that performs brake hold control for maintaining braking force of a brake device even after a brake operation is released while the vehicle is stopped, and neutral control for placing the automatic transmission in a neutral state while the vehicle is stopped in a driving range, an obstacle detection unit that detects obstacles in the traveling direction of the vehicle; A vehicle control device characterized in that, when a sudden accelerator operation is detected while the obstacle detection unit detects the proximity of an obstacle while the brake hold control and the neutral control are being performed, the control unit continues the brake hold control and the neutral control.

2. An automatic transmission that changes the gear ratio; A control device for a vehicle including a control unit that performs brake hold control for maintaining braking force of a brake device even after a brake operation is released while the vehicle is stopped, and neutral control for placing the automatic transmission in a neutral state while the vehicle is stopped in a driving range, an obstacle detection unit that detects obstacles in the traveling direction of the vehicle; The control unit of the vehicle control device is characterized in that, when a sudden accelerator operation is detected while the obstacle detection unit detects the proximity of an obstacle while the brake hold control and the neutral control are being performed, the control unit deactivates the brake hold control and continues the neutral control.

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