JP2006200716A - Shift controller and vehicle equipped with it - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift controller capable of reducing driver's sense of incongruity and to provide a vehicle equipped with it. <P>SOLUTION: A control part 11 of the shift controller stores a shift range selected in a shift switch 26 in a memory 32 before realizing a preparation completion condition in which preparation for operation of power source of a vehicle such as a battery 12, a system main relay 14, a boosting circuit 16, etc. is completed. The control part 11 performs start processing to realize the preparation completion condition of power source when predetermined start operation is performed for a vehicle power supply switch 28. The control part 11 controls a transaxle 60 to put a power transmission condition of the transaxle 60 in a parking lock condition while start processing is performed and form a power transmission condition corresponding to the shift range stored in the memory 32 upon completion of start processing. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle shift control device and a vehicle including the same, and more particularly, to a shift control device that switches a shift range of a transmission according to a signal that detects a shift operation situation of a driver and a vehicle including the shift control device.

  Some automatic transmissions mounted on vehicles include a stepped automatic transmission composed of a fluid coupling such as a torque converter and a gear-type transmission mechanism, two pulleys whose effective diameter is changed by hydraulic pressure, and those There is a continuously variable automatic transmission composed of a metal belt wound around a pulley.

  The stepped automatic transmission is connected to the engine via a fluid coupling such as a torque converter. A stepped automatic transmission is composed of a transmission mechanism (gear-type transmission mechanism) having a plurality of power transmission paths. For example, the power transmission path is automatically switched based on the accelerator opening and the vehicle speed. In other words, the transmission gear ratio (travel speed stage) is automatically switched. In a stepped automatic transmission, a gear stage is determined by engaging and releasing a clutch element, a brake element, and a one-way clutch element, which are friction elements, in a predetermined state.

  A continuously variable automatic transmission is also connected to the engine via a fluid coupling such as a torque converter. For example, a belt-type continuously variable transmission uses an endless metal belt and a pair of pulleys to change gears continuously by changing the effective diameter of the pulleys by hydraulic pressure. Specifically, an endless metal belt is used by being wound around an input side pulley attached to an input shaft and an output side pulley attached to an output shaft. The input side pulley and the output side pulley are each provided with a pair of sheaves whose groove width can be changed steplessly. By changing the groove width, the winding radius of the endless metal belt with respect to the input side pulley and the output side pulley changes, Thereby, the rotation speed ratio between the input shaft and the output shaft, that is, the gear ratio can be continuously changed continuously.

  In any of these types of automatic transmissions, in general, a vehicle having an automatic transmission is provided with a slide-type shift lever that is operated by a driver, and a gear shift is performed based on the slide position of the shift lever. A range (for example, reverse travel (R) range, neutral (N) range, forward travel (D) range, etc.) is selected.

Japanese Patent Publication No. 6-15300 (Patent Document 1) discloses an operation mechanism of an automatic transmission. In the operation mechanism of this automatic transmission, the switching time comparing means compares the time when the lock by the selector lever engagement / disengagement means is released with the time when the ignition switch is turned on. If it is determined by the switching time comparison means that the engagement / disengagement means has been unlocked earlier than the ignition switch is turned on, the engine stop means prohibits engine start. For this reason, if the driver's start operation timing is not appropriate, an unintended start of the vehicle is prevented.
Japanese Patent Publication No. 6-15300 Japanese Utility Model Publication No. 64-16432 JP-A-1-109148 JP 2002-122236 A JP-A-4-69450

  However, without considering the regularity of the order of the shift lever shift operation and the ignition switch on operation from the parking position corresponding to the P range selection to the drive position corresponding to the D range selection, these two operations are almost the same. There are not a few drivers who perform at the same time. For such a driver, in order to enable the engine not to be started or to be started by the control such as the operation mechanism of the automatic transmission described in Japanese Patent Publication No. 6-15300 (Patent Document 1). It is expected that he will be dissatisfied with delaying the shift operation.

  Recently, not only a shift operation device using such a slide type shift lever but also a so-called shift-by-wire shift operation device is known. Such a shift operation device has a configuration in which a driver's shift operation is detected by a sensor or a switch (sensors) and one of a plurality of ranges is selected in accordance with the detection signal.

  Further, in the case of such a shift-by-wire system, the shift lever is not limited to a slide type, and so-called joystick type operation elements and push button type operation elements have been proposed. In this joystick type operation element, the driver performs a shift operation by tilting the lever back and forth and right and left. In addition, the lever is configured to naturally return to a neutral position by a biasing force of a spring or the like when not operated. For this reason, if the driver removes his / her hand from the lever after the operation, the lever returns to the neutral position in the center, and it is impossible to confirm the current operation state in appearance.

  In addition, even when a push button type operation element is used, the operation element (push button) may automatically return to the state before the operation after the driver's operation. Above, the current operation status cannot be confirmed. Not only these, but also other types of controls such as touch panel, etc., the type of controls (hereinafter referred to as “momentary type”) In the case of “operator”, the operation status may not be confirmed from the appearance of the shift operation unit.

  For this reason, when such a momentary-type operation element is employed in the shift operation section, the procedure for switching the position of the determined shift lever and the operation of the ignition switch do not coincide with the actual operation procedure. If the engine is not started in this case, the driver may feel more uncomfortable.

  The objective of this invention is providing the shift control apparatus which can reduce the discomfort which a driver | operator has, and a vehicle provided with the same.

  In summary, the present invention provides a shift control device that electrically controls a power transmission state of a power transmission device mounted on a vehicle in response to an input to a shift operation unit for a driver to select a shift range. A storage unit that stores the shift range selected in the shift operation unit before the ready state in which the operation preparation of the power source is completed is realized, and the preparation of the power source is completed when a predetermined start operation is performed A start processing unit that performs a start process for realizing the state, and a power transmission state of the power transmission device is set to a parking lock state while the start process is being performed by the start processing unit, and is stored in the storage unit when the start process is completed. And a control unit that controls the power transmission device so as to form a power transmission state corresponding to the shift range.

  Preferably, the storage unit stores the shift range selected by the shift operation unit before the start processing by the start processing unit is started.

  Preferably, the storage unit stores the shift range selected by the shift operation unit from when the start processing by the start processing unit is started until the ready state is realized.

  Preferably, the shift control device further includes a brake operation detection unit that detects the presence or absence of a brake operation for bringing the vehicle to a stop state. When the brake operation detection unit detects no brake operation when the ready state is realized, the control unit sets the parking lock state without forming the power transmission state according to the shift range stored in the storage unit. maintain.

  More preferably, the shift control device transmits to the driver that the selected shift range is not realized when the brake operation detection unit detects no brake operation when the ready state is realized. Is further provided.

  A vehicle according to another aspect of the present invention includes any one of the shift control devices described above.

  According to the present invention, it is possible to reduce the driver's uncomfortable feeling associated with the shift operation.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a block diagram showing a configuration of a shift control system 10 according to the embodiment.

  Referring to FIG. 1, a shift control system 10 includes a parking switch (hereinafter referred to as “P switch”) 20, a shift switch 26, a vehicle power switch 28, a control unit 11, an actuator 42, an encoder 46, and a display unit 50. , Meter 52, brake sensor 54 and transaxle 60. This shift control system 10 corresponds to a motor drive portion of a hybrid vehicle.

  The control unit 11 includes a power supply control device (hereinafter referred to as a power supply ECU) 34, a vehicle control device (hereinafter referred to as “HV-ECU”) 30, and a parking control device (hereinafter referred to as “P-ECU”). 40). The HV-ECU 30 includes a memory 32 that stores an operation history of the shift switch 26. In addition, although the case where the control part 11 is comprised by three ECUs is illustrated, the control part 11 may be comprised by one ECU, and is divided | segmented into several ECU by the structure different from FIG. May be.

  The control unit 11 corresponds to a shift control device that electrically controls the power transmission state of the transaxle 60 mounted on the vehicle in response to an input to the shift switch 26 where the driver selects the shift range.

  The control unit 11 stores the shift range selected in the shift switch 26 before the ready state in which the operation preparation of the power source of the vehicle such as the battery 12, the system main relay 14, and the booster circuit 16 is completed is realized. To remember. Note that this power source is an engine when the engine is mounted, and the preparation completion corresponds to a state in which the engine is started by the starter and can be rotated stably.

  Control unit 11 performs a starting process for realizing a power source ready state when a predetermined starting operation is performed on vehicle power switch 28.

  The control unit 11 sets the power transmission state of the transaxle 60 to the parking lock state during the start process, and forms a power transmission state corresponding to the shift range stored in the memory 32 when the start process is completed. The transaxle 60 is controlled.

  The shift control system 10 is a shift-by-wire system that switches a shift range by electric control. Specifically, the shift control mechanism in the transaxle 60 is driven by the actuator 42 by the electrical signal transmitted from the HV-ECU 30 and the P-ECU 40 to switch the shift range.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power supply. The vehicle power switch 28 is not particularly limited, and may be, for example, an ignition switch that is turned on by twisting a key, or may be a push button.

  An instruction received by the vehicle power switch 28 from the driver is transmitted to the power supply ECU 34, and the power supply ECU 34 outputs a signal IG and a start signal ST to the HV-ECU 30 at a predetermined timing. The HV-ECU 30 raises the signals SMR1 to SMR3 in a predetermined sequence in accordance with the start signal ST to connect the system main relay, and supplies the high voltage from the battery 12 to the booster circuit 16. When a high voltage is supplied to the booster circuit 16 and preparation for boosting is completed, a ready state is realized in which the preparation for operation of the power source of the vehicle is completed. The output of the booster circuit 16 is supplied to an inverter 18, and the inverter 18 can supply a three-phase alternating current to the transaxle.

  For example, a vehicle drive source may be mounted with an engine (not shown) in addition to the hybrid motor. In this case, the engine power is divided into the driving force of the vehicle and the generator driving force by a power split mechanism using a planetary gear mechanism. The generated power is directly used for driving the motor, or converted into direct current by an inverter to charge the high voltage battery.

  In the planetary gear mechanism used as such a power split mechanism, the engine rotational force is input to the planetary carrier, and the rotational force is transmitted to the generator by the sun gear and to the motor and the output shaft by the ring gear. In the power train having such a configuration, the motor generator connected to the planetary gear mechanism can be controlled to function as a continuously variable transmission that continuously controls the engine speed.

  The P switch 20 is a switch for switching the shift range between a parking range (hereinafter referred to as “P range”) and a range other than parking (hereinafter referred to as “non-P range”). Including an indicator 22 for indicating to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift range into the P range through the input unit 24.

  The input unit 24 may be a momentary switch or may be a push button type switch. The instruction from the driver received by the input unit 24 is transmitted to the P-ECU 40 via the HV-ECU 30.

  The P-ECU 40 controls the operation of the actuator 42 and displays the current shift range state on the indicator 22. The actuator 42 drives a shift control mechanism (not shown) built in the transaxle 60 in order to switch the shift range between the P range and the non-P range. When the driver depresses the input unit 24 when the shift range is the non-P range, the P-ECU 40 switches the shift range to the P range and displays on the indicator 22 that the current shift range is the P range.

  The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and drives a shift control mechanism built in the transaxle 60 in response to an instruction from the P-ECU 40. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor.

  The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The P-ECU 40 obtains a signal output from the encoder 46, grasps the rotation status of the SR motor, and controls energization for driving the SR motor.

  The shift switch 26 gives an instruction to switch the shift range to a forward travel range (D), a reverse travel range (R), a neutral range (N), a brake range (B), or the like. This is a switch for issuing an instruction to release the P range when the P range is on.

  In a hybrid vehicle (HV) or an electric vehicle (EV), in a brake range, a regenerative braking state is established in a forward traveling state, and regenerative power is generated by a motor generator.

  The HV-ECU 30 comprehensively manages the operation of the shift control system 10. The display unit 50 displays instructions and warnings for the driver issued by the HV-ECU 30 or the P-ECU 40. The meter 52 presents the state of the vehicle equipment, the state of the shift range, and the like.

  The instruction from the driver received by the shift switch 26 is transmitted to the HV-ECU 30. The HV-ECU 30 performs control for switching the shift range in the transaxle 60 based on an instruction from the driver, and presents the current shift range state to the meter 52. Although the transaxle 60 is shown as an example of a hybrid motor, it may be composed of a continuously variable transmission mechanism or a stepped transmission mechanism.

  FIG. 2 is a diagram showing a configuration of the shift control mechanism 48 built in the transaxle 60 of FIG.

  Referring to FIG. 2, shift control mechanism 48 includes shaft 102 rotated by actuator 42, detent plate 100 that rotates as shaft 102 rotates, and rod 104 that operates as detent plate 100 rotates. A parking gear 108 fixed to an output shaft (not shown), a parking lock pole 106 for locking the parking gear 108, a detent spring 110 for limiting the rotation of the detent plate 100 and fixing it to a predetermined position, and rollers 112 Including.

  FIG. 2 shows a state when the shift range is the non-P range. In this state, since the parking lock pole 106 does not lock the parking gear 108, the rotation of the drive shaft of the vehicle is not hindered. When the shaft 42 is rotated clockwise by the actuator 42 from this state, the rod 104 is pushed in the direction of the arrow A shown in FIG. 2 via the detent plate 100, and parking is performed by the taper portion provided at the tip of the rod 104. The lock pole 106 is pushed up in the direction of arrow B shown in FIG.

  As the detent plate 100 rotates, one of the two valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 in the non-P range position 120, climbs over the mountain 122 and passes through the other valley. That is, the process moves to the P range position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P range position 124, the parking lock pole 106 is pushed up to a position where it engages with the parking gear 108. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift range is switched to the P range.

  FIG. 3 is a diagram for explaining the P switch 20 and the shift switch 26 in FIG. 1 in more detail.

  Referring to FIG. 3, P switch 20 is a switch for switching the shift range between “P range” and “non-P range”, an indicator 22 for indicating the state of the switch to the driver, and A push switch type input unit 24 that receives an instruction from the driver is included. The driver inputs an instruction to push the input unit 24 to put the shift range into the P range.

  The shift switch 26 includes a momentary shift lever 1102, a first groove 1104 in which the shift lever 1102 is slid, a second groove 1106 in which the shift lever 1102 is slid, and a shift lever 1102 is slid. The third groove 1108 and the fourth groove 1110 on which the shift lever 1102 is slid.

  When the shift lever 1102 reaches the B position at the end (lower end) along the first groove 1104 and the shift lever 1102 is held at the B position by the driver for a predetermined time or longer, the transaxle 60 Is set to the brake range. At this time, the shift lever 1102 is moved as indicated by an arrow 1126.

  When the shift lever 1102 reaches the N position at the terminal end (right end) along the second groove 1106 and the shift lever 1102 is held at the N position for a predetermined time or more, the transaxle 60 Is set to the neutral range. At this time, the shift lever 1102 is moved as indicated by an arrow 1120.

  The shift lever 1102 reaches the end (right end) N position along the second groove 1106, and the shift lever 1102 reaches the end (upper end) R position along the third groove 1108. When the shift lever 1102 is held at the R position by the driver for a predetermined time or more, the transaxle 60 is set to the reverse travel range. At this time, the shift lever 1102 is moved as indicated by an arrow 1122.

  The shift lever 1102 reaches the end (right end) N position along the second groove 1106, and the shift lever 1102 reaches the end (lower end) D position along the fourth groove 1110. When the shift lever 1102 is held at the D position by the driver for a predetermined time or more, the transaxle 60 is set to the forward travel range. At this time, the shift lever 1102 is moved as indicated by an arrow 1124.

  A shift lever 1102 of the shift switch 26 shown in FIG. 3 indicates that the driver is in a neutral position in a state where the driver has released his / her hand from the shift lever 1102. That is, as shown in FIG. 3, by moving the shift lever 1102 in the neutral position as shown by the arrow 1120, the neutral range where the transaxle 60 is in the neutral state is set. Further, by moving the shift lever 1102 as indicated by an arrow 1122, the transaxle 60 is set to a reverse travel range in which the transaxle 60 enters the reverse travel state, and by moving the shift lever 1102 as indicated by an arrow 1124, the forward travel range is set. Further, by moving as indicated by an arrow 1126, the transaxle 60 is set to a forward travel range in which the transaxle 60 is in a forward travel state and to a brake range in which the engine brake is activated.

  A pattern in the case of passing through the N position (neutral position) from the neutral position will be described. As shown in FIG. 3, in the case of moving from the neutral position to the D position (forward travel position) and the R position (reverse travel position), in any case, the position passes through the N position.

  When returning from the D position to the neutral position (when the driver releases the shift lever 1102 after completing the shift operation to the forward travel range), the shift lever is moved from the D position to the neutral position via the N position. 1102 returns.

  When returning from the R position to the neutral position (when the driver releases the shift lever 1102 after completing the shift operation to the reverse travel range), the shift lever is moved from the R position to the neutral position via the N position. 1102 returns.

  The shift lever 1102 is a momentary shift lever, and is always in the neutral position when the driver releases his hand from the shift lever 1102. For example, when the driver wants to shift from the neutral range to the forward travel range, the shift lever 1102 passes through the second groove 1106 and the N position and further passes through the fourth groove 1110 as shown by an arrow 1124 in FIG. The shift lever 1102 is released after holding the shift lever 1102 at the D position at the lower end of the fourth groove 1110 for a predetermined time or longer.

  Since the shift lever 1102 is held at the D position for a predetermined time or more, the driver's request to shift to the forward travel range is recognized. Thereafter, when the driver releases his hand from the shift lever 1102, the shift lever 1102 returns from the D position to the neutral position via the N position.

  FIG. 4 is a flowchart showing a control structure of a program executed by the shift control apparatus according to the first embodiment. A processing routine as shown in FIG. 4 is executed from the main routine every predetermined time or whenever a predetermined condition is satisfied.

  Referring to FIGS. 1 and 4, first, when the process is started, it is determined whether or not there is a user shift request using shift switch 26 in step S1. If there is a user shift request for shifting to the non-P range such as the D range or R range, the process proceeds to step S2, while if there is no user shift request, the process proceeds to step S3.

  In step S2, the user request shift range is stored in the memory 32, and then the process proceeds to step S3.

  In step S <b> 3, it is determined whether or not there has been a vehicle start request from the driver by operating the vehicle power switch 28. When the vehicle power switch 28 is operated by the driver, the power supply ECU 34 activates the signal IG, and then activates a start signal ST indicating that a start request has been made at a predetermined timing. The HV-ECU 30 determines whether or not there is a start request by receiving the start signal ST.

  If it is determined in step S3 that there is a start request, the process proceeds to step S4. On the other hand, if it is determined in step S3 that there is no start request, the process proceeds to step S9.

  In step S4, a shift lock process is performed. In the shift lock process, the HV-ECU 30 instructs the P-ECU 40 to perform the shift lock process. This instruction is executed regardless of whether or not the signal P intended to be input to the parking range of the driver input from the P switch 20 is activated.

  In response to an instruction from the HV-ECU 30, the P-ECU 40 outputs a signal LI indicating a lock command to the actuator 42, receives a signal LS indicating the rotation angle from the encoder 46, and the shift control mechanism inside the transaxle 60 is locked. Confirm that it became.

  When the P-ECU 40 notifies the HV-ECU that the shift control mechanism is locked, the HV-ECU 30 activates the signals SMR1 to SMR3 in a predetermined sequence with respect to the system main relay 14 in step S5. To start the vehicle drive source.

  When the vehicle start process in step S5 is completed and the vehicle drive source is ready for operation, in step S6, the HV-ECU 30 instructs the P-ECU 40 to perform a shift lock release process. In response, the P-ECU 40 performs a shift lock release process. That is, the P-ECU 40 operates the actuator 42 with the signal LI to release the lock, receives the signal LS indicating the rotation angle from the encoder 46, and confirms that the lock is released. Then, the P-ECU 40 notifies the HV-ECU 30 that the shift lock has been released.

  When the shift lock release processing in step S6 is completed, the process proceeds to step S7, and the HV-ECU 30 determines whether or not there is information on the user requested shift range stored in step S2 in the memory 32. If this user requested shift range information is stored, the process proceeds to step S8, and if not stored, the process proceeds to step S9.

  In step S <b> 8, the HV-ECU 30 issues a shift operation instruction to the transaxle 60 in accordance with the shift range information requested by the driver stored in the memory 32. As a result, the transaxle 60 is set so that it can travel from the P range to the non-P range, that is, the D range.

  If the time when the user request shift range is stored in step S7 is earlier than a predetermined time, the process may be advanced to step S9 so as not to realize this request. Further, the user request shift range stored in step S2 may be cleared when a predetermined time has elapsed from the stored time. For example, when the driver operates the accessory such as a radio to stop the vehicle for a long time, the shift switch 26 is operated, and after a while, a drive source is operated by operating the vehicle power switch 28. Let's consider the case where the system is ready for operation. In this case, the driver may have forgotten that the shift switch 26 has been operated before, so it may be preferable to perform this processing.

  When the shift operation of the transaxle 60 is completed in step S8, the process proceeds to step S9. In step S9, the processing routine of FIG. 4 is completed, and the processing returns to the main routine.

  FIG. 5 is an operation waveform diagram showing an operation example of the shift control apparatus according to the first embodiment.

  Referring to FIG. 5, first, when vehicle power switch 28 in FIG. 1 is operated, power supply ECU 34 activates signal IG from L level to H level at time t1. At this time, the state of the HV-ECU 30 changes from an off state to an on state when the power is turned on.

  At this time, the shift lever 1102 of the shift switch 26 shown in FIG. 3 is in the neutral position, and the signal M indicating the neutral state is activated to the H level.

  Subsequently, at time t2, as a result of the driver operating the shift lever 1102 of the shift switch 26 shown in FIG. 3 to the D position as indicated by the arrow 1124, the signal M is deactivated to the L level and the signal D becomes L. Activated from level to H level. At this time, the HV-ECU 30 stores in the built-in memory 32 that the driver has operated the shift switch 26 to select the D range. Correspondingly, the stored contents of the memory 32 in FIG. 5 are changed to “D” indicating the selected range.

  Thereafter, at time t3, power supply ECU 34 activates start signal ST from L level to H level in response to the elapse of a predetermined time from activation of signal IG. In response to this, HV-ECU 30 subsequently activates signals SMR1 to SMR3 sequentially in a predetermined sequence with respect to system main relay 14.

  Specifically, signals SMR1 and SMR3 are activated from L level to H level at time t4, and then signal SMR2 is activated at time t5. Between time t4 and t5, the booster circuit 16 is protected from a high voltage inrush current by first flowing a current through a resistor. Therefore, voltage Vm applied to booster circuit 16 gradually rises during this period, and voltage Vm completely rises as signal SMR2 is activated at time t5.

  Thereafter, at time t6, the signal SMR1 is deactivated from the H level to the L level, whereby the current path passing through the resistor is cut off, and the battery 12 and the booster circuit 16 are connected only by the current path not passing through the resistor. When signal SMR1 is deactivated to L level at time t6, booster circuit 16 starts to operate, and the vehicle drive source is ready for operation.

  In response to this, the HV-ECU 30 activates a signal READY for turning on an indicator disposed inside the meter 52 from L level to H level. Then, the HV-ECU 30 reads the request information for the D range stored in the memory 32 and instructs the P-ECU 40 to switch the range. In response to this, the P-ECU 40 drives the actuator 42 with the signal LI to change the shift control mechanism 48 from the locked state to the unlocked state.

  The encoder 46 detects that the shift control mechanism 48 has changed from the locked state to the unlocked state at time t7, and transmits it to the P-ECU 40. This result is also transmitted to the HV-ECU 30, and the HV-ECU 30 changes the shift range of the transaxle 60 from the P range to the D range accordingly.

  As described above, in the shift control apparatus described in the first embodiment, the computer automatically performs the P-range operation in the vehicle starting state such as the engine starting state or the high pressure input state, and then the vehicle drive source. Realizes the shift range as intended by the driver after the is ready for operation. Since the shift range is as intended by the driver, it is possible to eliminate the uncomfortable feeling felt by the driver.

  Moreover, since the shift range is a shift range (D range, R range, etc.) that can be traveled immediately after the operation preparation completion state, it is possible to travel immediately and the convenience of driving is improved.

[Embodiment 2]
In the first embodiment, the shift control device that appropriately responds to the driver's request when the shift switch is operated before the start process of the drive source of the vehicle is started has been described. In the second embodiment, a shift control device capable of appropriately responding to a driver's shift request being input after the start process of the vehicle drive source is started until the start process is completed will be described. To do.

  FIG. 6 is a flowchart showing a control structure of a program executed by the shift control apparatus according to the second embodiment.

  Referring to FIGS. 1 and 6, when this processing routine is started, it is first determined in step S10 whether or not the driver has requested the vehicle drive source to be started. This determination is executed when the HV-ECU 30 detects a start signal ST sent from the power supply ECU 34.

  If it is determined in step S10 that there is a start request, the process proceeds to step S11. If it is determined that there is no start request, the process proceeds to step S19.

  In step S11, a shift lock process is performed. Since the shift lock process has been described in step S4 in FIG. 4, the description thereof will not be repeated. When step S11 ends, the process proceeds to step S12.

  In step S12, a vehicle start process is started. Specifically, HV-ECU 30 starts to raise signals SMR1 to SMR3 to system main relay 14 in a predetermined sequence.

  Subsequently, in step S13, it is determined whether or not there is a user shift request. This determination is made when the HV-ECU 30 detects the operation of the shift switch 26. If it is determined in step S13 that there is a user shift request, the process proceeds to step S14. If it is determined that there is no user shift request, the process proceeds to step S15.

  In step S <b> 14, the shift range requested by the shift switch 26 is stored in the memory 32. When step S14 ends, the process proceeds to step S15.

  In step S15, it is determined whether or not the vehicle start process has been completed. This determination may be made when the HV-ECU 30 has passed a predetermined time since the start of the start process in step S12, or the vehicle start process is detected by sensing the input voltage or output voltage of the booster circuit 16. It may be determined that has been completed.

  If it is determined in step S15 that the vehicle start process has been completed, the process proceeds to step S16. If it is determined that the vehicle start process has not been completed, the process returns to step S13 to monitor the user shift request again.

  In step S16, a shift lock release process is performed. Since the shift lock release processing has been described in step S6 of FIG. 4, the description will not be repeated. When step S16 ends, the process proceeds to step S17.

  In step S <b> 17, it is determined whether or not the user request shift range is stored in the memory 32. If it is determined in step S17 that the user request shift range is stored in the memory 32, the process proceeds to step S18. If it is determined that the user request shift range is not stored, the process proceeds to step S19.

  In step S <b> 18, the HV-ECU 30 instructs the transaxle 60 to change the shift range, and causes the user requested range stored in the memory 32 to perform a shift operation. After completion of the shift operation in step S18, the process proceeds to step S19.

  In step S19, the process shown in the flowchart of FIG. 6 ends, and the process returns to the main routine.

  FIG. 7 is an operation waveform diagram for explaining the operation of the shift control apparatus according to the second embodiment.

  Referring to FIG. 7, when vehicle power switch 28 is pushed by the driver, signal IG transmitted from power supply ECU 34 is first activated from L level to H level at time t <b> 11, and is turned on and HV-ECU 30 is turned on. Changes from an off state to an on state.

  Subsequently, after a predetermined time has elapsed from the rise of signal IG, start signal ST transmitted from power supply ECU 34 is activated from L level to H level at time t12. In response to this, the HV-ECU 30 starts up and transmits signals SMR1 to SMR3 to the system main relay 14 in a predetermined sequence. Specifically, signals SMR1 and SMR3 are activated from L level to H level at time t13, and then signal SMR2 is activated from L level to H level at time t15.

  Between time t13 and t15, the booster circuit 16 is protected from a high voltage inrush current by first flowing a current through a resistor. Therefore, voltage Vm applied to booster circuit 16 gradually rises during this period, and voltage Vm completely rises as signal SMR2 is activated at time t15.

  FIG. 7 shows a case where the driver requests the shift operation to the D range by operating the shift switch 26 at time t14 during the start process. Specifically, at time t14, the shift lever 1102 in FIG. 3 is operated as indicated by an arrow 1124. As a result, the signal M indicating the neutral state is deactivated from the H level to the L level, and conversely, a request to the D range is made. Is activated from the L level to the H level. Corresponding to the activation of the signal D, the stored contents of the memory are rewritten with information indicating that there is a request for the D range.

  Thereafter, at time t16, the signal SMR1 is deactivated from the H level to the L level, whereby the current path passing through the resistor is cut off, and the battery 12 and the booster circuit 16 are connected only by the current path not passing through the resistor. When signal SMR1 is deactivated to L level at time t16, booster circuit 16 starts operating, and the vehicle drive source is ready for operation.

  In response to this, the HV-ECU 30 activates a signal READY for turning on an indicator disposed inside the meter 52 from L level to H level. Then, the HV-ECU 30 reads the request information for the D range stored in the memory 32 and instructs the P-ECU 40 to switch the range. In response to this, the P-ECU 40 drives the actuator 42 with the signal LI to change the shift control mechanism 48 from the locked state to the unlocked state.

  The encoder 46 detects that the shift control mechanism 48 has changed from the locked state to the unlocked state at time t17 and transmits it to the P-ECU 40. This result is also transmitted to the HV-ECU 30, and the HV-ECU 30 changes the shift range of the transaxle 60 from the P range to the D range accordingly.

  As described above, the shift control apparatus according to the second embodiment stores the shift operation of the driver input during execution of the vehicle start-up process, such as during engine start-up or high-voltage application, and drives the vehicle. After the source is ready for operation, the shift lock is released and the shift operation to the previously requested shift range is performed.

  As a result, the operation of the parking range is first performed automatically by the computer during the vehicle start-up process, and then after the vehicle is ready for operation, the shift range is as intended by the driver. The feeling of strangeness can be eliminated.

  Moreover, since the shift range is the travel shift range (D range, R range, etc.) immediately after the preparation for operation is completed, it is possible to travel immediately and convenience is improved.

  In the flowchart of FIG. 6, the shift acceptance period of the first embodiment is increased with respect to the second embodiment by inserting steps S1 and S2 of FIG. You may add.

[Embodiment 3]
In the first embodiment and the second embodiment, the shift control that realizes the driver's shift request input before the drive source of the vehicle is ready for operation after the drive source is ready for operation. The apparatus has been described.

  However, it may be better to impose more conditions on this realization. For example, if the shift lock is released while the driver is not stepping on the brake pedal, the driver may feel uncomfortable because it is difficult for the driver to recognize the timing at which the vehicle starts to move.

  FIG. 8 is a flowchart showing processing of the shift control device in the third embodiment.

  The flowchart of FIG. 8 is different from the flowchart of the first embodiment shown in FIG. 4 in that step S21 is inserted between step S5 and step S6, and step S22 is further added. Since this is the same as the flowchart of FIG. 4, the description will not be repeated.

  Referring to FIG. 8, when the vehicle start process in step S5 is completed, the process proceeds to step S21, where HV-ECU 30 confirms the output of brake sensor 54 and determines whether the brake pedal is depressed by the driver. . If the brake pedal is depressed in step S21, the process proceeds to step S6, and a shift lock release process is performed.

  On the other hand, if it is determined in step S21 that the brake pedal is not depressed, the process proceeds to step S22.

  In step S22, the HV-ECU 30 gives a display such as “Could not accept shift operation” on the display of the display unit 50, and the driver feels uncomfortable that the requested shift range has not been reached. Don't remember. The transmission to the driver may be performed by lighting a lamp, outputting a warning sound or a warning sound in addition to or instead of displaying on the display. What performs such processing corresponds to a transmission unit that transmits to the driver that the selected shift range is not realized.

  When the display process in step S22 ends, the process proceeds to step S9, and the process returns to the main routine.

  In the case of the third embodiment, the computer automatically performs an operation to the parking range at the time of the vehicle starting process, and then the shift range as intended by the driver cannot be realized after the vehicle is ready for operation. In this case, since the driver is notified, the driver's uncomfortable feeling can be eliminated.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a block diagram showing a configuration of a shift control system 10 according to an embodiment. It is the figure which showed the structure of the shift control mechanism 48 incorporated in the transaxle 60 of FIG. It is a figure for demonstrating in detail the P switch 20 and the shift switch 26 in FIG. 3 is a flowchart showing a control structure of a program executed by the shift control apparatus according to the first embodiment. FIG. 6 is an operation waveform diagram illustrating an operation example of the shift control device according to the first embodiment. 10 is a flowchart showing a control structure of a program executed by the shift control device according to the second embodiment. FIG. 10 is an operation waveform diagram for explaining an operation of the shift control apparatus according to the second embodiment. 10 is a flowchart illustrating processing of a shift control device according to Embodiment 3.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Shift control system, 11 Control part, 12 Battery, 14 System main relay, 16 Booster circuit, 18 Inverter, 20 P switch, 22 Indicator, 24 Input part, 26 Shift switch, 28 Vehicle power switch, 30 HV-ECU, 32 Memory, 34 Power supply ECU, 40 P-ECU, 42 Actuator, 46 Encoder, 48 Shift control mechanism, 50 Display unit, 52 Meter, 54 Brake sensor, 60 Transaxle, 100 Detent plate, 102 Shaft, 104 Rod, 106 Parking lock Paul, 108 parking gear, 110 detent spring, 120,124 range position, 122 mountain, 1102 shift lever, 1104, 1106, 1108, 1110 groove.

Claims (6)

A shift control device that electrically controls a power transmission state of a power transmission device mounted on a vehicle in response to an input to a shift operation unit where a driver selects a shift range,
A storage unit that stores the shift range selected in the shift operation unit before the ready state in which the operation preparation of the power source of the vehicle is completed is realized;
A start processing unit for performing start processing for realizing the ready state of the power source when a predetermined start operation is performed;
While the start process is being performed by the start process unit, the power transmission state of the power transmission device is set to a parking lock state, and when the start process is completed, the power corresponding to the shift range stored in the storage unit is set. And a control unit that controls the power transmission device so as to form a transmission state.   The shift control device according to claim 1, wherein the storage unit stores a shift range selected by the shift operation unit before the start process by the start process unit is started.   3. The storage unit according to claim 1, wherein the storage unit stores a shift range selected in the shift operation unit from when the start process by the start process unit is started to when the ready state is realized. The shift control device described. A brake operation detection unit for detecting whether or not the brake operation for stopping the vehicle is performed;
The control unit does not form a power transmission state corresponding to the shift range stored in the storage unit when the brake operation detection unit detects the absence of the brake operation when the ready state is realized. The shift control device according to any one of claims 1 to 3, wherein the parking lock state is maintained.   The system further comprises a transmission unit for notifying the driver that the selected shift range is not realized when the brake operation detection unit detects the absence of the brake operation when the ready state is realized. 5. The shift control device according to 4.   A vehicle provided with the shift control apparatus of any one of Claims 1-5.

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