JP2004074894A - Vehicle starting smoothing device, vehicle starting method and vehicle starting control program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle starting smoothing device, a vehicle starting method and a vehicle starting control program for improving fuel economy in the vehicle starting smoothing device having a prime mover, such a vehicle starting method and such a vehicle starting control program. <P>SOLUTION: This starting smoothing device has an actuator/sensor for controlling-operating an electric parking brake and an electric parking brake control unit for sending an actuating signal to the actuator/sensor and acquiring a sensing signal from the actuator/ sensor. The electric parking brake control unit generates a signal according to meshing torque of a clutch equipped between an engine and a transmission, and sets the generated signal as the actuating signal for sending a corrected result by making a correction according to a load quantity applied to a vehicle. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a starting smoothing device for a vehicle having a motor, a method for starting such a vehicle, and a program for starting control of such a vehicle. In particular, the present invention relates to a starting smoothing device for a vehicle suitable for improving fuel efficiency, and a vehicle starting device. The present invention relates to a method and a vehicle start control program.
[0002]
[Prior art]
In a vehicle having a prime mover such as an internal combustion engine, an example of a typical mechanism for smoothly starting the vehicle is one that is usually employed in an AT (automatic transmission) vehicle. In an AT car, a torque converter is provided in place of the clutch. In the torque converter, the driving force is transmitted between a drive input side (engine side) and a drive output side (transmission side) using the viscosity and friction of oil.
[0003]
When the vehicle is stopped, the driving force is transmitted from the engine to the torque converter. However, in the torque converter, the driving output side is temporarily in a large load state, and is not rotated. This temporary load state is caused by depressing the foot brake.
[0004]
When such a stopped state is used, the driving force from the engine is transmitted to the vehicle via the torque converter simply by releasing the foot brake, and the vehicle can start smoothly (creep phenomenon). Also, even when the stop position is on an uphill, the driving force is transmitted to the vehicle via the torque converter when the foot brake is depressed, so that the vehicle is prevented from retreating until the accelerator is depressed. Can be. As a result, the vehicle can start very smoothly on an uphill. Incidentally, in an MT (manual transmission) vehicle without such a mechanism or a vehicle equipped with a mechanical clutch between the engine and the transmission, a skill is required particularly for a smooth start on a steep uphill.
[0005]
[Problems to be solved by the invention]
However, the mechanism employed in the AT vehicle as described above, however, requires that the engine generate a certain amount of torque even when the vehicle is stopped, which causes deterioration of fuel efficiency.
[0006]
The present invention has been made in view of the above circumstances, and improves a fuel efficiency in a start smoothing device for a vehicle having a motor, a start method of such a vehicle, and a start control program for such a vehicle. It is an object of the present invention to provide a vehicle start smoothing device, a vehicle start method, and a vehicle start control program that are capable of starting.
[0007]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, a start smoothing device for a vehicle according to the present invention includes an actuator / sensor for controlling and operating an electric parking brake, an actuating signal transmitted to the actuator / sensor and the actuator / sensor. An electric parking brake control unit that obtains a sensing signal from the electric parking brake control unit, wherein the electric parking brake control unit generates a signal corresponding to a meshing torque of a clutch provided between an engine and a transmission; Setting means for correcting the generated signal in accordance with a load applied to the vehicle, and setting the corrected result as the actuating signal to be transmitted.
[0008]
The present invention is based on a system in which an actuator / sensor controls and operates an electric parking brake. The actuator / sensor exchanges signals with the electric parking brake control unit. An actuating signal is sent from the electric parking brake control unit to the actuator / sensor, and a sensing signal of a result (eg, displacement) actuated by the actuating signal is returned from the actuator / sensor to the electric parking brake control unit.
[0009]
The actuating signal is set by first generating a signal corresponding to the engagement torque of the clutch provided between the engine and the transmission, and then correcting the generated signal according to the load applied to the vehicle. Is output. The electric parking brake is controlled via the actuator / sensor by the actuated signal output in this manner. Therefore, even when the vehicle tries to reverse, for example, by an external force, the electric parking brake functions as a reverse prevention device, and the vehicle is smoothly moved. A good start.
[0010]
Here, the reason that the signal corresponding to the meshing torque of the clutch provided between the engine and the transmission is generated is to compensate for the insufficient clutching torque with the braking output of the electric parking brake. That is, the external force to be made to retreat is supported by the engagement torque of the clutch and the braking output of the electric parking brake. As a result, a signal is generated in a direction in which retraction is temporarily prevented. Further, in order to cope with a case where the external force to be retreated changes in a load state, the generated signal is corrected according to the load applied to the vehicle. Here, the load state is, for example, the magnitude of the gradient or the amount of load on the vehicle.
[0011]
According to the present invention, a mechanism such as a torque converter on the assumption of normal torque generation is not required, and fuel efficiency can be improved.
[0012]
It should be noted that another physical quantity corresponding to this may be used as the “clutch engagement torque”. Various known sensors can be used to detect these physical quantities including the “mesh torque of the clutch”. Further, in order to correct according to the load applied to the vehicle, for example, the load applied to the vehicle may be detected by some method. Alternatively, a feedback method such as increasing the braking output of the electric parking brake may be employed until the vehicle does not retreat.
[0013]
As the “generating unit” and the “setting unit”, for example, a device in which basic software and application programs are incorporated in a dedicated or general-purpose information processing device can be used.
[0014]
Further, according to an embodiment of the present invention, the electric parking brake control unit is configured to release the electric parking brake completely when an accelerator position at a predetermined timing after the vehicle stops is at or above a certain position. There is further provided second generation means for generating the actuating signal to be sent.
[0015]
When the accelerator position at a predetermined timing after the stop of the vehicle is equal to or higher than a certain position, it is considered that the vehicle has already started, and there is no need for time to perform the assisting operation by the electric parking brake. Therefore, an actuating signal is output to release the electric parking brake completely. The “second generating means” is the same as the above description of “generating means” and “setting means”.
[0016]
Further, as an embodiment, the electric parking brake control unit determines whether the transmission after the vehicle is stopped is in a state in which a gear for starting or a state in which a reverse gear is engaged. The generating means and the setting means are functional only when the result of the determination is that the gear for starting or the gear for retreating is engaged. I do.
[0017]
Usually, when starting, the transmission is in a state in which, for example, the lowest speed gear is engaged or a reverse gear is engaged, so that the auxiliary operation by the electric parking brake functions only in this case. To do. The “judgment means” is the same as described above for the “generation means” and the “setting means”.
[0018]
Further, as an embodiment, the electric parking brake control unit determines whether the transmission after the vehicle is stopped is in a state in which a gear for starting or a state in which a reverse gear is engaged. The generating means, the setting means, and the second generating means, wherein the result of the determination is that the gear for starting is engaged or the gear for retreating is engaged. Only works when in state.
[0019]
This is almost the same as above. That is, in the state where the transmission is engaged with the lowest speed gear or the state where the reverse gear is engaged, for example, it is selected whether or not to perform the auxiliary operation by the electric parking brake.
[0020]
Also, the vehicle starting method according to the present invention includes a step of generating a signal corresponding to a meshing torque of a clutch provided between the engine and the transmission, and the step of generating the signal according to a load amount applied to the vehicle. And a step of outputting the corrected result as an actuating signal to an actuator / sensor for controlling and operating the electric parking brake.
[0021]
The operation and effects of this vehicle starting method are substantially the same as those of the above-described vehicle start smoothing device.
[0022]
Further, the vehicle start control program according to the present invention includes: a step of generating a signal corresponding to a meshing torque of a clutch provided between the engine and the transmission; and a step of generating the signal according to a load amount applied to the vehicle. And outputting the corrected result as an actuating signal to an actuator / sensor for controlling the electric parking brake.
[0023]
This is a program that can be installed in the electric parking brake control unit described above.
[0024]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an embodiment in which the vehicle start smoothing device according to the present invention is applied to an MT vehicle (or a vehicle equipped with a mechanical clutch between an engine and a transmission).
[0025]
As shown in FIG. 1, this embodiment includes an engine 11, an engine output shaft 12, a clutch 13, a transmission input shaft 14, a transmission 15, a transmission output shaft 16, drive wheels 17a and 17b, an accelerator pedal 21, a clutch It has a pedal 22, an electric parking brake actuator / sensor 23, an electric parking brake control unit 31, a gear position sensor 32, a clutch torque sensor 33, an accelerator position sensor 34, a vehicle speed sensor 35, a brake position sensor 36, and a network bus 41. Note that, in this configuration diagram, only those related to the operation as the vehicle start smoothing device according to the present embodiment are shown, and the actual vehicle has other configurations, but is omitted.
[0026]
The engine 11 functions as a motor of a vehicle, and is, for example, an internal combustion engine. The output is controlled by an accelerator pedal 21, and the position of the accelerator is detected by an accelerator position sensor provided in the engine 11. The output of the engine 11 is transmitted by the engine output shaft 12 to one end of the clutch 13.
[0027]
The engine output shaft 12 transmits engine output from the engine 11 to one end of the clutch 13. The clutch 13 switches between transmitting and not transmitting the engine output transmitted from the engine output shaft 12 to the other end. This switching may take an intermediate state, and in the intermediate state, the driving force may be transmitted without the rotational speeds of both ends of the clutch 13 being equal. Switching of the clutch 13 is performed by the clutch pedal 22, and a torque (clutch engagement torque) transmitted to the transmission input shaft 14 by the clutch 13 is detected by a clutch torque sensor 33 provided in the clutch 13. Alternatively, the clutch torque sensor 33 may be a clutch position sensor that detects the clutch position using a physical quantity corresponding to the clutch engagement torque.
[0028]
The transmission input shaft 14 is an input side of the transmission 15 to which the driving force transmitted by the clutch 13 is input. The transmission 15 converts the rotation speed ratio between the input shaft 14 and the output shaft 16 according to the gear position. The gear position is detected by a gear position sensor 32 provided in the transmission 15. The transmission output shaft 16 rotates at the rotational speed changed by the transmission 15, and transmits the rotational driving force to the drive wheels 17a and 17b.
[0029]
The drive wheels 17a and 17b are rotated by the drive force transmitted by the transmission output shaft 16 to kick the ground contact surface and apply a forward or backward running force to the vehicle. The driving wheels 17a, 17b are provided with electric parking brake actuators / sensors 23, which serve to brake the driving wheels 17a, 17b and to keep the vehicle stationary if necessary. For this control, the electric parking brake actuator / sensor 23 has a connection for exchanging signals with the electric parking brake control unit 31.
[0030]
The electric parking brake control unit 31 controls the electric parking brake actuator / sensor 23 by the above connection, and as a result, the braking output to the drive wheels 17a and 17b is controlled by this control. Further, the electric parking brake control unit 31 is connected to a network bus 41, whereby various kinds of information necessary for the control operation can be obtained.
[0031]
In order to obtain the above various information, the accelerator position sensor 34, the clutch torque sensor 33, and the gear position sensor 32 already mentioned are connected to the network bus 41, and the detection (sensing) results thereof are output to the network bus 41. You. In the present embodiment, the vehicle speed sensor 35 and the brake position sensor 36 are connected to the network bus 41 for the same purpose, and the detection results thereof are output to the network bus 41. The vehicle speed sensor 35 is provided, for example, near the drive wheels 17a and 17b and detects the speed of the vehicle. Here, it is assumed that forward and backward can be distinguished. The brake position sensor 36 detects a state where the brake is turned on by depressing the brake.
[0032]
FIG. 2 shows a basic concept for making one embodiment of the vehicle start smoothing device according to the present invention function with the above configuration. FIG. 2 is a relationship diagram showing items to be achieved for this function and elements to be considered in realizing the items.
[0033]
That is, in the present embodiment, in addition to the function of the electric parking brake functioning as the original parking brake, the electric parking brake is flexibly controlled to contribute to the smooth start of the vehicle. Here, the matter 46 of controlling the electric parking brake is based on the element 47 of the clutch engagement torque.
[0034]
This is for the following reason. In order to smoothly start the vehicle, it is necessary to at least start smoothly on an uphill. This is because when the vehicle is stopped on an uphill, the vehicle receives an external force to move backward. For this reason, during the time from when the foot brake is released to when the clutch is connected and the transmission system from the engine to the drive wheels is established, the vehicle retreats and prevents a smooth start.
[0035]
Therefore, the electric parking brake assists the vehicle so as to avoid the backward movement. The degree of the assist is determined based on the clutch engagement torque. This is because the force opposing the external force that is going to retreat is the clutch engagement torque and the braking force by the electric parking brake. Here, it is not necessary to increase the braking force more than necessary. If it is larger than necessary, it will be an obstacle to the power to start.
[0036]
Further, the item 46 of controlling the electric parking brake is corrected by an element 48 of the load state. This is because the force for moving the vehicle backward changes depending on the state of the vehicle. The load state may be, for example, the gradient of a stopped uphill or the weight loaded on the vehicle.
[0037]
Further, the item 46 of controlling the electric parking brake is corrected by an element 49 of the skill (request) of the driver. This means that even if the electric parking brake is controlled flexibly, the time from when the foot brake is released to when the clutch is connected and the transmission system from the engine to the drive wheels is established depends on the driver and the situation at that time. This is because there are various cases where assistance is not required.
[0038]
FIG. 3 is a flowchart showing a processing operation performed by the electric brake control unit 31 when the embodiment of the vehicle start smoothing device according to the present invention functions with the configuration shown in FIG. Hereinafter, the operation of the embodiment shown in FIG. 1 will be described with reference to FIG.
[0039]
In FIG. 3, steps 51 to 56 are steps for detecting whether or not a prerequisite for executing step 58 of starting assistance by the electric parking brake is established.
[0040]
First, it is detected whether the vehicle speed is zero, that is, whether the vehicle has been stopped temporarily (step 51). As long as the vehicle speed is not zero, the process does not proceed to the next step. (Here, the vehicle speed of zero may include a case of a very low speed with a certain width, since the very low speed is not considered to be the speed intended by the driver. is there.). The vehicle speed is detected by the vehicle speed sensor 35 and transmitted to the electric parking control unit 31 via the network bus 41.
[0041]
When zero vehicle speed is detected, it is next detected whether or not the brake is on (step 52). If the brake is on, the electric parking brake is operated because the foot brake is depressed and stopped (step 53). The operation of the electric parking brake is performed by outputting a control signal from the electric parking control unit 31 to the electric parking brake actuator / sensor 23. Whether the brake is on or not is detected by the brake position sensor 36 and transmitted to the electric parking control unit 31 via the network bus 41. Step 53 is an operation just in case, so to speak, and may be replaced with a process of “do nothing”.
[0042]
Next, in both cases where the step 53 is completed or the brake is not on, it is detected whether the gear position is the first speed (or the starting gear) or the reverse position (step 54). If it is not in the first speed (or for starting) or in reverse, the process does not proceed to the next step. The gear position is detected by the gear position sensor 32 and transmitted to the electric parking control unit 31 via the network bus 41. In addition, in consideration of a special case where the first speed is not always used for the start, the second speed and the third speed may be included in the detection target, and therefore, "or the start gear" is added.
[0043]
If it is detected that the gear position is in the first speed (or the starting gear) or in reverse, then it is detected whether or not the brake is off (step 55). When the brake is off, the driver temporarily stops, the foot brake is released, and the gear position is either 1st speed (or starting gear) or reverse, so it is temporarily determined that the driver intends to start, and the next step Go to 56. If the brake has not been turned off, the process returns to step 54, and the same processing is performed from the detection of the gear position.
[0044]
When both steps 54 and 55 have been moved to the Y side, the accelerator position is detected next (step 56). If the accelerator position is equal to or higher than the predetermined value A%, the electric parking brake is released (step 57). The release of the electric parking brake is performed by outputting a control signal from the electric parking control unit 31 to the electric parking brake actuator / sensor 23. The accelerator position is detected by the accelerator position sensor 34 and transmitted to the electric parking control unit 31 via the network bus 41.
[0045]
The detection of the accelerator position is performed when a predetermined short period of time has elapsed from the point in time when both the step 54 and the step 55 exited to the Y side. This is because the foot brake is released when the "brake-off" is detected in step 55, and the accelerator position after a predetermined short time has passed is equal to or greater than the fixed value A%. Because the fact can be inferred.
[0046]
That is, the operation for the quick start is performed by the driver, and therefore, the start assist by the electric parking brake is unnecessary. Such a measure corresponds to the correction by the element 49 of the skill (request) of the driver in FIG. By the way, in this case, unless the electric parking brake is released, the start is hindered. It should be noted that if “electrically operated parking brake operation” in step 53 is replaced with “do nothing”, step 57 is also obviously replaced with “do nothing”.
[0047]
The “predetermined short time” and the value A can be determined, for example, experimentally or by performing simulations in consideration of the actual vehicle conditions and possible road conditions.
[0048]
If it is determined that the detection of the accelerator position in step 56 is less than A%, a process of starting assistance by the electric parking brake is performed (step 58: described in detail below). When the start assisting process by the electric parking brake is completed, the process returns to the first step 51 via step 59 (the contents are almost the same as step 57) assuming that the start has been performed, and prepares for the next stop. As described above, start assistance is provided as needed when the vehicle stops.
[0049]
FIG. 4 is a flowchart showing a detailed processing example of step 58 in FIG. To describe this flowchart, first, the vehicle speed is determined (step 61). The vehicle speed is detected and acquired (transmitted) as described above. If the vehicle speed is equal to or higher than the predetermined value Bkm / h, the process exits from this process and returns. This is because it can be considered that the start was successfully performed. The value B can be considered to include zero. The vehicle speed is considered to be opposite between positive and negative when the gear is used for forward movement such as the first gear and when the gear is used for reverse movement. This is because the starting direction is reversed.
[0050]
If the vehicle speed is less than Bkm / h, the electric parking brake is actuated according to the clutch engagement torque (step 62). The actuation of the electric parking brake is performed by outputting a predetermined (described below) control signal from the electric parking control unit 31 to the electric parking brake actuator / sensor 23. The clutch engagement torque is detected by the clutch torque sensor 33 and transmitted to the electric parking control unit 31 via the network bus 41.
[0051]
In order to perform actuation of the electric parking brake according to the clutch engagement torque, for example, a method can be adopted in which a table prepared in advance is provided in the electric parking control unit 31 and is used. The table indicates, for example, as shown in FIG. 5, the braking output of the electric parking brake required for the clutch engagement torque. One example is as shown by a line L0 in FIG. That is, it is intended to increase the braking output of the electric parking brake and assist the smaller the clutch engagement torque.
[0052]
Now, for example, when it is estimated from the value of the transmitted clutch engagement torque that it is at P1 on the line L0, the electric parking control unit 31 is set so as to set the braking output of the electric parking brake according to this P1. Outputs a control signal to the electric parking brake actuator / sensor 23. However, this line L0 is created assuming a typical case, and does not correspond to the state of an individual load.
[0053]
Therefore, the vehicle speed after the processing in step 62 is detected again (step 63), and if the vehicle speed is negative (that is, if the force to reverse the vehicle is larger than expected), the braking output by the actuation of the electric parking brake is increased. (Step 64). Then, returning to step 63, a loop consisting of steps 63 and 64 is executed until the vehicle speed comes out of the minus state. The vehicle speed is considered to be opposite between positive and negative when the gear is used for forward movement such as the first gear and when the gear is used for reverse movement. This is similar to step 61. Further, if the execution of the loop is performed at a higher speed, it is possible to substantially prevent the occupant from feeling that the vehicle speed is negative (that is, proceeding in the opposite direction to the start). .
[0054]
When the vehicle speed comes out of the minus state, the process returns to the first step 61. At this time, the braking output by the actuation of the electric parking brake is increased in accordance with the state of each load. This means that there is a transition from P1 to P2 in FIG. Thereafter, a line L * that passes through P2 and indicates the braking output of the electric parking brake required for the clutch engagement torque is used. The line L * is also one of those prepared in advance and provided in the electric parking control unit 31.
[0055]
Next, steps 61 and 62 are similarly processed. In step 62, if the detected and transmitted clutch engagement torque is increased to the position of P3, it corresponds to P4 on the line L *. The braking output of the electric parking brake is used. Similarly, by executing the loop of steps 61, 62, and 63, the process shifts from P4 to P5, P6, P7, and P8 in FIG. As a result, the braking output of the electric parking brake gradually decreases in preparation for the start of forward movement of the vehicle. After a predetermined vehicle speed Bkm / h is obtained in step 61 through such a state, the process returns from the start assist process by the electric parking brake.
[0056]
In the start assistance processing by the electric parking brake, step 62 corresponds to the fact that the element 47 of the clutch engagement torque in FIG. Steps 63 and 64 correspond to the correction by the element 48 of the load state in FIG.
[0057]
In the above description, when the vehicle speed after the processing in step 62 is detected again (step 63), there may be a case where the force for retreating is smaller than expected. In this case, for example, the processing may be performed using the initially assumed line L0 thereafter. As a result, the braking output of the electric parking brake becomes slightly heavier than the required value, but the driving force of the engine overcomes the braking output to start the vehicle. After starting, the electric parking brake is immediately released (step 59 in FIG. 3).
[0058]
As described above, according to the present embodiment, the electric parking brake is controlled in a predetermined manner, and the electric parking brake functions as a reverse prevention device even when the vehicle tries to retreat, for example, by an external force, so that the vehicle starts smoothly. Can be. Therefore, a mechanism such as a torque converter on the assumption of normal torque generation is not required, and fuel efficiency can be improved. Further, even in the case of an AT car, a clutch actuator / sensor is provided in the clutch 13 instead of the torque converter on the premise that the vehicle speed and the like are detected, and the clutch 13 is provided with an electric motor. Application of the vehicle start smoothing device can be achieved.
[0059]
Next, an embodiment in which the vehicle start smoothing device according to the present invention is applied to an automated MT vehicle will be described with reference to FIG. FIG. 6 is a configuration diagram illustrating an embodiment in which the vehicle start smoothing device according to the present invention is applied to an automated MT vehicle. In FIG. 6, the same reference numerals are given to the components already described, and description thereof will be omitted.
[0060]
The automated MT is an MT which is a basic mechanism, but operates the clutch 13 and the transmission 15 by an actuator. To this end, the clutch 13 is provided with a clutch actuator / sensor 39, and the transmission 15 is provided with a gearbox actuator / sensor 38.
[0061]
The clutch actuator / sensor 39 controls the engagement state of the clutch 13 and has a connection for exchanging signals with the transmission control unit 37. The gear box actuator / sensor 38 switches the transmission state of the transmission 15 and has a connection for exchanging signals with the transmission control unit 37.
[0062]
The transmission control unit 37 further receives a detection output from the clutch torque sensor 33. Further, it is connected to the network bus 41, thereby obtaining a signal necessary for the operation via the network bus 41 and outputting a signal required by another element. Here, the clutch torque sensor 33 may be a clutch position sensor as in the embodiment described with reference to FIG.
[0063]
As shown in FIG. 6, in this embodiment, unlike the embodiment shown in FIG. 1, the electric parking brake actuator / sensor 23a is provided on the output shaft 16 side of the transmission 15 for driving the axle. Is shown. As described above, the electric parking brake actuator / sensor can be located near the output shaft 16 of the transmission 15 in addition to being provided near the wheels 17a and 17b. (However, such a difference in the attachment position is not an essential difference as an embodiment of the invention. The attachment may be attached to the output shaft 16 side of the transmission 15 in the case shown in FIG. (It may be provided near 17a, 17b.)
[0064]
The processing operation performed by the electric brake control unit 31a when making the embodiment of the vehicle start smoothing device according to the present invention function with the configuration shown in FIG. 6 is almost the same as the flowchart shown in FIG. Although the description of FIG. 3 has already been made, the description is omitted here. However, in the configuration shown in FIG. 6, the detection output of the clutch torque sensor 33 is output to the network bus 41 via the transmission control unit 41. It is different from the configuration shown. (This is not an essential difference as an embodiment of the invention.)
[0065]
The details of step 58 of starting assistance by the electric parking brake shown in FIG. 3 (shown as step 58A in FIG. 7) are almost the same as those shown in FIG. 4 as shown in FIG. In FIG. 7, the steps already described are given the same numbers.
[0066]
As shown in FIG. 7, in the automated MT vehicle, the clutch 13 is controlled by a process called “control of clutch actuator” (step 65). This is unique to automated MT. Since the clutch engagement torque changes as a result of this control, the step 62a in starting assistance by the electric parking brake uses the clutch engagement torque as a result to actuate the electric parking brake.
[0067]
Also in the present embodiment, the electric parking brake is controlled in a predetermined manner, and when the vehicle tries to retreat, for example, by an external force, the electric parking brake functions as a reverse prevention device, so that a smooth start can be performed. Therefore, a mechanism such as a torque converter on the assumption of normal torque generation is not required, and fuel efficiency can be improved. That is, this is an effect that can be obtained even in an automated MT vehicle, and is particularly excellent in that a mechanism such as a torque converter that assumes normal torque generation is not required.
[0068]
In the above description, the electric parking brake control units 31 and 31a have been described assuming that the control program is already incorporated and mounted. However, for example, a connection with a computer for maintenance is performed via the network bus 41, and the control program is executed. You can also install or update the version.
[0069]
【The invention's effect】
As described above in detail, according to the present invention, the electric parking brake is controlled in a predetermined manner, and the electric parking brake functions as a reverse prevention device even when the vehicle attempts to reverse, for example, by an external force. This eliminates the need for a mechanism such as a torque converter that presupposes normal torque generation, and can improve fuel efficiency.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an embodiment in which a vehicle start smoothing device according to the present invention is applied to an MT vehicle.
FIG. 2 is a relationship diagram showing items to be achieved for making the embodiment of the vehicle start smoothing device according to the present invention function, and elements to be considered in realizing the items.
FIG. 3 is a flowchart showing a processing operation performed by the electric brake control unit 31 when the embodiment shown in FIG. 1 causes one embodiment of the vehicle start smoothing device to function.
FIG. 4 is a flowchart showing a detailed processing example of step 58 in FIG. 3;
FIG. 5 is a diagram illustrating an example of a table indicating a braking output of an electric parking brake required for a clutch engagement torque used in an embodiment of the present invention.
FIG. 6 is a configuration diagram showing an embodiment in which the vehicle start smoothing device according to the present invention is applied to an automated MT vehicle.
FIG. 7 is a flowchart showing a detailed processing example of step 58A instead of step 58 in FIG. 3;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 11 ... Engine 12 ... Engine output shaft 13 ... Clutch 14 ... Transmission input shaft 15 ... Transmission 16 ... Transmission output shaft 17a, 17b ... Driving wheel 21 ... Accelerator pedal 22 ... Clutch pedal 23, 23a ... Electric parking brake actuator / Sensors 31, 31a Electric parking brake control unit 32 Gear position sensor 33 Clutch torque sensor 34 Accelerator position sensor 35 Vehicle speed sensor 36 Brake position sensor 37 Transmission control unit 38 Gear box actuator / sensor 39 Clutch actuator / Sensor 41 ... Network bus

Claims (6)

An actuator / sensor for controlling and operating the electric parking brake;
An electric parking brake control unit that sends an actuating signal to the actuator / sensor and obtains a sensing signal from the actuator / sensor,
The electric parking brake control unit,
Generating means for generating a signal corresponding to a meshing torque of a clutch provided between the engine and the transmission;
Setting means for correcting the generated signal in accordance with a load applied to the vehicle and setting a corrected result as the actuating signal to be transmitted. The electric parking brake control unit generates the actuating signal to be sent to cancel the electric parking brake completely when the accelerator position at a predetermined timing after the vehicle stops is at or above a certain position. 2. The vehicle start smoothing device according to claim 1, further comprising: (2) generating means. The electric parking brake control unit further includes a determination unit configured to determine whether the transmission after the vehicle is stopped is in a state in which a gear for starting or a state in which a reverse gear is engaged. And
The said generation means and the said setting means function only when the result of the said determination is the state in which the gear for start or the state in which the reverse gear is engaged. The vehicle start smoothing device according to claim 1. The electric parking brake control unit further includes a determination unit configured to determine whether the transmission after the vehicle is stopped is in a state in which a gear for starting or a state in which a reverse gear is engaged. And
The generating means, the setting means, and the second generating means function only when the result of the determination is a state in which a gear for starting or a state in which a reverse gear is meshed. The vehicle start smoothing device according to claim 2, wherein Generating a signal corresponding to a meshing torque of a clutch provided between the engine and the transmission;
Correcting the generated signal according to the amount of load applied to the vehicle;
Outputting the corrected result as an actuating signal to an actuator / sensor for controlling and operating an electric parking brake. Generating a signal corresponding to a meshing torque of a clutch provided between the engine and the transmission;
Correcting the generated signal according to the amount of load applied to the vehicle;
Outputting the corrected result as an actuating signal to an actuator / sensor for controlling and operating an electric parking brake.

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