JP2009133406A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device for restoring the range change-over operation of an automatic transmission while avoiding the behavior of a vehicle not intended by a driver when a range change-over device is restored from an abnormal condition into a normal condition. <P>SOLUTION: When abnormality is caused in the range change-over device, the automatic transmission is forced into a neutral condition, Then, when the range change-over device is restored into the normal condition (Yes in Step ST2), the forced neutral condition of the automatic transmission is cancelled in the state of restricting an engine output on condition that the vehicle is stopped, and the ordinary shifting operation of the automatic transmission in linkage with the operation of the range change-over device is restored (Step ST4). Thus, the behavior of the vehicle is prevented at the time when the range change-over device is restored into the normal condition. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus applied to an automobile or the like. In particular, the present invention relates to an improvement in control operation when the range switching device returns from an abnormal state to a normal state with respect to a vehicle equipped with an automatic transmission that performs a range switching operation in accordance with the operation of the range switching device.

  In a vehicle equipped with an engine (internal combustion engine), a transmission ratio between the engine and the drive wheels is used as a transmission that appropriately transmits torque and rotational speed generated by the engine to the drive wheels according to the running state of the vehicle. Automatic transmissions that automatically set optimally are known.

  As an automatic transmission mounted on a vehicle, for example, a planetary gear type in which a gear stage is set using a friction engagement element such as a clutch and a brake and a planetary gear device is generally known.

  A vehicle equipped with this planetary gear type automatic transmission has a shift line (gear stage switching line) for obtaining an optimum gear stage according to the vehicle speed and throttle opening (or accelerator opening). A map is stored in an ECU (Electronic Control Unit) or the like. Then, a target gear stage is obtained by referring to the shift map based on the vehicle speed and the throttle opening, and the clutch and brake, which are the friction engagement elements, are set in a predetermined engagement state so that the target gear stage is established. Alternatively, the gear stage (shift stage) is automatically set by setting the release state.

  As a control device for controlling such an automatic transmission, the range position of the shift lever operated by the driver and the operation state of the shift switch are electrically detected by a sensor, and an electric motor for switching the range based on this detection signal A so-called by-wire system in which shift ranges such as P (parking), R (reverse), N (neutral), and D (drive) are switched by driving an actuator such as a manual valve of an automatic transmission. Range switching devices have been proposed (see, for example, Patent Document 1 and Patent Document 2 below).

  In such a by-wire range switching device, a shift lever and a shift lever are compared with a general range switching device, that is, a range switching device that directly switches the shift range of an automatic transmission by a shift lever operation by a driver. Since there is no need to mechanically connect the range switching mechanism, there are few restrictions on the layout when these parts are mounted on the vehicle, and the degree of freedom in design can be increased. Further, there is an advantage that the assembling work to the vehicle can be easily performed.

  By the way, when an abnormality such as a failure (for example, failure of various sensors or failure of an actuator) occurs in the by-wire range switching device as described above, the shift range selected by the driver using a shift lever or the like is actually There is a possibility that the shift range set by the automatic transmission is different. That is, there is a possibility of causing a mismatch between the target shift range and the actual shift range. In such a situation, it becomes difficult for the vehicle to travel according to the driver's intention.

  As methods for coping with such a situation, there are methods disclosed in Patent Document 1 and Patent Document 2. In Patent Document 1, when an abnormality occurs in the range switching device, the power transmission path for transmitting the rotation from the engine to the drive wheels through the automatic transmission is cut off. That is, traveling of the vehicle is disabled.

Further, in Patent Document 2, when an abnormality occurs in the above-described range switching device, even if the driver's output torque is forcibly reduced and the driver is stepping on the accelerator pedal, the driver's unexpected vehicle The movement is prevented from occurring.
JP 2004-125061 A JP 2005-36957 A

  According to the method of each patent document described above, although an appropriate response can be made to the case where an abnormality has occurred in the range switching device, if the abnormality of the range switching device is resolved, for example, the abnormality of the range switching device However, the control operation when the abnormality of the range switching device is automatically resolved and the operation returns to normal is not sufficiently taken into account.

  In view of this point, the inventor of the present invention has considered the configuration that enables an appropriate return operation when the abnormality of the range switching device is resolved, and has reached the present invention. That is, when the abnormality of the range switching device is automatically resolved, the driver cannot recognize this. For this reason, in accordance with the resolution of the range switching device, the shift range switching operation (transmission of driving force and switching of the gear stage) of the automatic transmission according to the operation of the range switching device is performed and the vehicle starts to travel. In such a case, there is a possibility that the behavior of the vehicle unintended by the driver may be caused.

  In order to prevent such a problem, once the abnormality of the range switching device has occurred, the power transmission of the automatic transmission may be continuously prohibited even if the abnormality is subsequently resolved. Conceivable. However, this causes a situation in which the vehicle cannot travel even though the range switching device is normal and the range of the automatic transmission can be appropriately switched. It will be missing.

  The present invention has been made in view of such a point, and the object of the present invention is to cause a vehicle behavior that is not intended by the driver when the range switching device returns from an abnormal state to a normal state. An object of the present invention is to provide a vehicle control device capable of returning the range switching operation of an automatic transmission while avoiding this.

-Solving principle-
The solution principle of the present invention devised to achieve the above object is to limit the output of the drive source (for example, engine) of the vehicle for a predetermined period when the range switching device returns from the abnormal state to the normal state. In this state, by starting the power transmission from the drive source to the drive wheels (for example, releasing the neutral state of the automatic transmission), the behavior of the vehicle unintended by the driver can be avoided.

-Solution-
Specifically, the present invention relates to a driving source that generates a driving force, a power transmission path that transmits the driving force from the driving source to the driving wheels, and a shift of an automatic transmission provided in the power transmission path. A vehicle control device including a range switching device for switching a range is assumed. The vehicle control device includes a power transmission path blocking means, a power transmission path connecting means, and an output limiting means. The power transmission path cut-off means cuts off power transmission toward the drive wheels through the power transmission path when an abnormality occurs in the range switching device. The power transmission path connecting means is configured such that when the power transmission toward the driving wheel is blocked by the power transmission path blocking means and the abnormality of the range switching device is resolved, the driving wheel by the power transmission path is The power transmission toward is started. The output restriction means forcibly restricts the output of the drive source for a predetermined period when power transmission toward the drive wheels is started by the power transmission path connection means.

  If there is a possibility that the shift range of the automatic transmission cannot be switched appropriately due to the occurrence of an abnormality in the range switching device due to this specific matter, Shut off power transmission. As a result, the driving force of the driving source is not transmitted to the driving wheels, and the situation where the vehicle travels in a state where the shift range of the automatic transmission is not properly obtained is avoided. That is, it is avoided that the behavior of the vehicle not intended by the driver occurs due to the occurrence of an abnormality in the range switching device.

  And, in this state, when the abnormality of the range switching device is resolved, for example, when the abnormality of the range switching device is automatically resolved, the output of the drive source is forcibly limited by the output limiting means, The power transmission path connecting means starts power transmission toward the drive wheels through the power transmission path. That is, the power transmission operation of the power transmission path is resumed in a state where the driving force transmitted to the driving wheels is set small. As a result, it is possible to avoid a situation in which a large driving force is transmitted to the driving wheels substantially simultaneously with the start of the power transmission operation. Thus, even when the abnormality of the range switching device is resolved, it is possible to avoid the behavior of the vehicle not intended by the driver.

  As a method for forcibly limiting the output of the drive source only for a predetermined period, for example, when the drive source is an internal combustion engine, the operation of depressing the accelerator pedal by the driver of the vehicle is disabled, Limiting the opening, limiting the fuel injection amount, retarding the ignition timing, and the like can be mentioned, and the output of the drive source is limited by implementing one or more of these.

  Other solutions for achieving the above object include the following. First, a vehicle including a drive source that generates a drive force, an automatic transmission that transmits the drive force from the drive source to drive wheels, and a range switching device that switches a shift range of the automatic transmission. It is assumed that the control device. The vehicle control device includes a power transmission path blocking means, a power transmission path connecting means, and an output limiting means. The power transmission path cut-off means cuts off the power transmission path in the automatic transmission when an abnormality occurs in the range switching device. The power transmission path connecting means connects the power transmission path so that the power transmission path can be transmitted when the abnormality of the range switching device is resolved while the power transmission path is blocked by the power transmission path blocking means. It is. The output restriction means forcibly restricts the output of the drive source for a predetermined period when the power transmission path is connected by the power transmission path connection means.

  This specific matter embodies the operation by the power transmission path blocking means. When an abnormality occurs in the range switching device, the power transmission path blocking means blocks the power transmission path in the automatic transmission. Become. For example, a neutral state in which all of the frictional engagement elements (clutch and brake) provided in the automatic transmission are released can be cited.

  In this way, when the automatic transmission is in the neutral state and the abnormality of the range switching device has been resolved, the output of the drive source is forcibly limited by the output limiting means, and the power transmission path connecting means In accordance with the operation of the range switching device, a predetermined shift range is established in the automatic transmission, and power transmission toward the drive wheels is started. That is, the power transmission operation of the power transmission path is resumed in a state where the driving force transmitted to the driving wheels is set small. As a result, it is possible to avoid a situation in which a large driving force is transmitted to the drive wheels almost simultaneously with the start of the power transmission operation, and such a return operation can be performed using an existing friction engagement element in the automatic transmission. Since it can be implemented, the configuration of the automatic transmission is not complicated.

  As another solution, there are a driving source for generating a driving force, an automatic transmission for transmitting the driving force from the driving source to driving wheels, and a range for switching the shift range of the automatic transmission. A vehicle control device including a switching device is assumed. The vehicle control device is provided with a power transmission path blocking means, a range switching return determination means, a stoppage determination means, and a power transmission return means. The power transmission path cut-off means cuts off the power transmission path in the automatic transmission when an abnormality occurs in the range switching device and a predetermined shift range cannot be obtained in the automatic transmission. The range switching return determination means is in a state where the abnormality of the range switching device is resolved and a predetermined shift range is obtained in the automatic transmission in a state where the power transmission path is blocked by the power transmission path blocking means. It is determined that it has become. The stop determination means determines whether or not the vehicle is stopped. The power transmission return means outputs the output of the drive source to a predetermined value when it is determined by the range switching return determination means that the abnormality of the range switching device has been resolved and the stop determination means determines that the vehicle is stopped. The power transmission path in the automatic transmission is connected so as to be able to transmit power in a state where the period is forcibly limited.

  This specific matter specifically specifies the timing of connecting the power transmission path in the automatic transmission so that power transmission is possible when the abnormality of the range switching device is resolved. That is, even if it is determined by the range switching return determination means that the abnormality of the range switching device has been resolved, if the vehicle is running, the stop transmission determination means does not connect the power transmission path in the automatic transmission. When it is determined that the vehicle is stopped, the power transmission path in the automatic transmission is connected. This is because when the power transmission path in the automatic transmission is connected while the vehicle is running, the vehicle is connected at the time when the power transmission path is connected in a situation where the vehicle speed is relatively high and the driving force of the drive source (for example, the engine) is small. On the contrary, in a situation where the vehicle speed is relatively low and the driving force of the driving source is large, sudden acceleration of the vehicle (so-called popping out feeling) occurs when the power transmission path is connected. In any case, the passenger may feel uncomfortable, so this is avoided. According to this solution, the power transmission operation by the automatic transmission is restarted from a state where the vehicle is stopped and the driving force of the drive source is relatively small, and a stable vehicle can be started. Thereafter, the shift range switching operation of the appropriate automatic transmission by the operation of the range switching device is restored.

  Furthermore, as another solution, a drive source that generates a drive force, an automatic transmission that transmits the drive force from the drive source to the drive wheels, and a by-wire that switches the shift range of the automatic transmission with an actuator. A vehicle control device provided with a range switching device of the type is assumed. The vehicle control device is provided with a power transmission path blocking means, a range switching return determination means, a stoppage determination means, and a power transmission return means. The power transmission path cut-off means cuts off the power transmission path in the automatic transmission when an abnormality occurs in the range switching device and a predetermined shift range cannot be obtained in the automatic transmission. The range switching return determination means is in a state where the abnormality of the range switching device is resolved and a predetermined shift range is obtained in the automatic transmission in a state where the power transmission path is blocked by the power transmission path blocking means. It is determined that it has become. The stop determination means determines whether or not the vehicle is stopped. The power transmission return means outputs the output of the drive source to a predetermined value when it is determined by the range switching return determination means that the abnormality of the range switching device has been resolved and the stop determination means determines that the vehicle is stopped. The power transmission path in the automatic transmission is connected so as to be able to transmit power in a state where the period is forcibly limited.

  This specific matter embodies the configuration of the range switching device. That is, a by-wire range switching device is provided. Such a by-wire range switching device is advantageous in that there are few restrictions on layout when mounted on a vehicle, and the assembly work to the vehicle is simple, while the operating force of a shift lever or the like is switched. Since it is not directly transmitted to the mechanism, there is a possibility that the target shift range accompanying the operation of the shift lever or the like and the actual shift range of the automatic transmission may be inconsistent. In the present invention, after the abnormality occurs in such a by-wire range switching device and the target shift range and the actual shift range become inconsistent, when this abnormality is resolved, stable vehicle movement is achieved. While being realized, the shift range switching operation of the automatic transmission can be restored, which is particularly effective when applied to a by-wire range switching device.

  Specific examples of the output limiting means include the following. In other words, the output limiting means is configured to forcibly limit the output of the drive source for a predetermined period regardless of the amount of depression of the accelerator pedal by the driver of the vehicle.

  The specific configuration of the power transmission return means includes the following. That is, the power transmission return means is configured to transmit power through the power transmission path in the automatic transmission in a state where the output of the drive source is forcibly limited for a predetermined period regardless of the amount of depression of the accelerator pedal by the driver of the vehicle. The connection is made possible.

  As a result, when the abnormality of the range switching device is resolved, the output of the drive source is forcibly limited and transmitted to the drive wheels even if the driver depresses the accelerator pedal greatly. In a state where the driving force is set to be small, the power transmission operation of the power transmission path is resumed. For this reason, the range switching operation of the automatic transmission associated with the abnormality of the range switching device can be restored without causing a behavior such as a sudden start of the vehicle.

  Specifically, the end timing of the period for forcibly limiting the output of the drive source is the end point of the first accelerator pedal depression operation by the vehicle driver after the abnormality of the range switching device is resolved. .

  As a result, the accelerator pedal depressing operation (the second and subsequent accelerator pedal depressing operations) is enabled after the automatic transmission range switching operation is reliably restored, and the vehicle travels according to the accelerator pedal depressing operation. It is possible to obtain the shift stage of the automatic transmission. For example, when the driver performs the first depression of the accelerator pedal, the output of the drive source is forcibly limited. For example, in the case of an internal combustion engine, the output is limited to the idling speed. At this time, the vehicle gradually increases in speed within a relatively low speed range due to a so-called creep phenomenon. Then, the accelerator pedal depression operation after the second time is performed, so that the accelerator pedal depression operation is made effective and the vehicle shifts to the vehicle running state while obtaining the output of the drive source according to the driver's request. Will do.

  Examples of the vehicle stop determination operation by the stop determination means include the following. That is, when the vehicle speed is “0” or substantially “0” and the driver of the vehicle is stepping on the brake pedal, the stop determination unit determines that the vehicle is stopped.

  As described above, when the abnormality of the range switching device is resolved, if the power transmission path in the automatic transmission is connected while the vehicle is running, the behavior of the vehicle may be caused and the passenger may feel uncomfortable. is there. For this reason, when the vehicle speed is “0” or substantially “0” and the driver of the vehicle is stepping on the brake pedal, that is, the vehicle is stopped, the driver continues to stop. When there is an intention, that is, on the condition that the vehicle does not start even if the power transmission path is connected, the power transmission path in the automatic transmission is connected. For this reason, after connecting the power transmission path and returning the range change operation of the automatic transmission, it is possible to obtain a situation in which the vehicle starts by releasing the depression of the brake pedal. The vehicle can be started.

  In the present invention, when the range switching device returns from the abnormal state to the normal state, power transmission from the drive source to the drive wheels is started while the output of the drive source of the vehicle is limited for a predetermined period. Yes. For this reason, the range switching operation of the automatic transmission accompanying the operation of the range switching device can be restored while avoiding the behavior of the vehicle not intended by the driver.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case will be described in which the present invention is applied to an automobile equipped with an automatic transmission with six forward speeds.

  FIG. 1 is a block diagram showing a schematic configuration of a by-wire range switching device 1 mounted on a vehicle according to the present embodiment.

  A range switching device 1 according to this embodiment is a device that switches a shift range of an automatic transmission 3 mounted on a vehicle, and includes a vehicle power switch 11, a P switch 12, a shift switch 13, a display unit 14, a meter 15, Shift range switching mechanism 100, motor 101 that drives this shift range switching mechanism 100, encoder 103 that detects the rotation angle of the rotor of this motor 101, NSW (non-contact neutral switch) sensor 104, SBW_ECU (Shift by Wire_ECU) 200, etc. It has. The range switching device 1 functions as a shift-by-wire device that switches the shift range of the automatic transmission 3 by electrical control.

  The vehicle power switch 11 is a switch for switching ON / OFF of the vehicle power supply. The vehicle power switch 11 is not particularly limited, but is, for example, an ignition switch. An instruction received by the vehicle power switch 11 from a user such as a driver is transmitted to the SBW_ECU 200. When the vehicle power switch 11 is turned on, power is supplied from a battery (not shown) mounted on the vehicle and the range switching device 1 is activated.

  The P switch 12 is a switch for switching the shift range from a range other than parking (non-P range) to a parking range (P range), and an indicator 12a for indicating the state of the switch to the driver and from the driver An input unit 12b that receives an instruction is provided, and an instruction to put the shift range into the P range can be input by an operation (ON operation) of the input unit 12b by the driver. An instruction (instruction to enter the P range) by the operation of the input unit 12b is input to the SBW_ECU 200. An example of the input unit 12b is a momentary switch.

  The shift switch 13 is a switch operated by the driver. By operating the shift switch 13, the shift range of the automatic transmission 3 is changed to the reverse range (R range), neutral range (N range), drive range ( D range). Further, when the shift range is in the P range, the P range can be canceled. When the shift switch 13 is operated by the driver, the operation information is input to the SBW_ECU 200.

  The display unit 14 displays instructions and warnings for the driver. The meter 15 displays the state of the vehicle equipment, the state of the shift range, and the like. Each display on the display unit 14 and the meter 15 is controlled by the SBW_ECU 200.

  The NSW sensor 104 is configured by a rotation angle sensor (for example, a potentiometer) in which an output signal (output voltage) changes linearly according to a rotation angle of an output shaft 105 (see FIG. 4) of a shift range switching mechanism 100 described later. The current rotation angle of the output shaft 105 (rotation angle of a detent lever 106 described later) can be detected from the output signal. Further, the shift range position can be detected from the output signal of the NSW sensor 104. The rotation angle detected by the NSW sensor 104 is input to the SBW_ECU 200.

  The SBW_ECU 200 is an electronic control unit mainly composed of a microcomputer, and includes a CPU, a ROM, a RAM, a backup RAM, and the like. The ROM stores various control programs including drive control of the motor 101 that is an actuator of the range switching device 1, maps that are referred to when executing these various control programs, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results in the CPU, data input from sensors, and the like, and the backup RAM is a nonvolatile memory.

  And SBW_ECU200 manages operation | movement of the range switching apparatus 1 comprehensively. For example, the SBW_ECU 200 controls the drive of the motor 101 of the shift range switching mechanism 100 (FIG. 4) in order to switch the shift range between the P range and the non-P range, and displays the current shift range state with the indicator 12a or Display on the meter 15.

  Specifically, for example, when the driver operates the input unit 12b (switch ON) when the shift range is a non-P range, the SBW_ECU 200 switches the shift range to the P range and also displays the current shift range on the indicator 12a. Is in the P range.

  Further, the SBW_ECU 200 performs control (drive control of the motor 101) for switching the shift range of the automatic transmission 3 in accordance with the shift range instructed by the driver operating the shift switch 13, and the current shift range state. Is displayed on the meter 15. Further, the SBW_ECU 200 displays instructions and warnings for the driver on the display unit 14.

  SBW_ECU 200 is connected to ECT_ECU (Electronic Controlled Automatic Transmission_ECU) 300 and engine ECU 400 in a state where data can be communicated with each other, and transmits shift position information to ECT_ECU 300 and engine ECU 400. The SBW_ECU 200 can also transmit a command signal such as a clutch release instruction to the ECT_ECU 300.

  The ECT_ECU 300 is an electronic control unit mainly for controlling the automatic transmission 3. The ECT_ECU 300 also includes a CPU, ROM, RAM, backup RAM, and the like.

  The engine ECU 400 drives the engine 10 by controlling the air-fuel mixture supplied to the engine (drive source) 10 and the combustion timing in accordance with the traveling state of the vehicle. Specifically, the throttle valve opening, injector fuel injection amount and fuel injection timing, ignition plug ignition timing, intake / exhaust valve opening / closing timing, and the like are controlled. The engine ECU 400 can receive detection signals from a vehicle speed sensor 401 for detecting the traveling speed of the vehicle and a brake switch 402 for detecting whether or not the driver depresses the brake pedal. . In addition, the engine ECU 400 is connected to various sensors (not shown) for detecting the operating state of the engine 10, such as an engine speed sensor, a throttle opening sensor, and an air flow meter. It is designed to be entered.

  Next, the automatic transmission 3, the shift range switching mechanism 100, and the range switching control will be described.

-Automatic transmission 3-
A schematic configuration of the automatic transmission 3 (including the torque converter 2) will be described with reference to FIG. The automatic transmission 3 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG. The configuration of the automatic transmission 3 to which the present invention is applied is not limited to that shown in FIG.

  First, the torque converter 2 is provided on the input side of the automatic transmission 3. The torque converter 2 includes a pump impeller 21 on the input shaft side, a turbine impeller 22 on the output shaft side, a stator 23 that develops a torque amplification function, and a one-way clutch 24. The pump impeller 21 and the turbine impeller Power is transmitted to and from 22 through a fluid.

  The torque converter 2 is provided with a lockup clutch 25 that directly connects the input side and the output side. By completely engaging the lockup clutch 25, the pump impeller 21 and the turbine impeller 22 Rotate together. Further, by engaging the lock-up clutch 25 in a predetermined slip state, the turbine impeller 22 rotates following the pump impeller 21 with a predetermined slip amount during driving. The torque converter 2 and the automatic transmission 3 are connected by a rotating shaft.

  The automatic transmission 3 is a planetary gear type transmission including a first planetary gear device 31 of a double pinion type, a second planetary gear device 32 of a single pinion type, and a third planetary gear device 33 of a single pinion type. The power output from the output shaft 34 of the automatic transmission 3 is transmitted to the drive wheels via a propeller shaft, a differential gear, a drive shaft, and the like.

  The sun gear S1 of the first planetary gear unit 31 of the automatic transmission 3 is selectively connected to the input shaft 30 via the clutch C3. The sun gear S1 is selectively coupled to the housing via the one-way clutch F2 and the brake B3, and is prevented from rotating in the reverse direction (the direction opposite to the rotation of the input shaft 30). The carrier CA1 of the first planetary gear unit 31 is selectively connected to the housing via the brake B1, and is always prevented from rotating in the reverse direction by the one-way clutch F1 provided in parallel with the brake B1. The ring gear R1 of the first planetary gear device 31 is integrally connected to the ring gear R2 of the second planetary gear device 32, and is selectively connected to the housing via the brake B2.

  The sun gear S2 of the second planetary gear device 32 is integrally connected to the sun gear S3 of the third planetary gear device 33, and is selectively connected to the input shaft 30 via the clutch C4. The sun gear S2 is selectively connected to the input shaft 30 via the one-way clutch F0 and the clutch C1, and is prevented from rotating in the opposite direction relative to the input shaft 30.

  The carrier CA2 of the second planetary gear device 32 is integrally connected to the ring gear R3 of the third planetary gear device 33, is selectively connected to the input shaft 30 via the clutch C2, and via the brake B4. And selectively coupled to the housing. The carrier CA2 is always prevented from rotating in the reverse direction by the one-way clutch F3 provided in parallel with the brake B4. The carrier CA3 of the third planetary gear device 33 is integrally connected to the output shaft 34.

  FIG. 3 shows the engagement / release state of the clutches C1 to C4, the brakes B1 to B4, and the one-way clutches F0 to F3 of the automatic transmission 3 described above. In the operation table of FIG. 3, “◯” represents “engaged”, and “blank” represents “release”. Further, “を” represents “engagement during engine braking”, and “Δ” represents “engagement not related to power transmission”.

  As shown in FIG. 3, in the automatic transmission 3 of the present embodiment, at the first speed (1st) of the forward gear (D), the clutch C1 is engaged and the one-way clutches F0 and F3 are operated. At the second forward speed (2nd), the clutch C1 and the brake B3 are engaged, and the one-way clutches F0, F1, and F2 are operated.

  At the third forward speed (3rd), the clutches C1 and C3 are engaged, the brake B3 is engaged, and the one-way clutches F0 and F1 are operated. At the fourth forward speed (4th), the clutches C1, C2, and C3 are engaged, the brake B3 is engaged, and the one-way clutch F0 is operated.

  At the fifth forward speed (5th), the clutches C1, C2, and C3 are engaged, and the brakes B1 and B3 are engaged. At the sixth forward speed (6th), the clutches C1, C2 are engaged, and the brakes B1, B2, B3 are engaged.

  On the other hand, in the reverse speed (Rev), the clutch C3 is engaged, the brake B4 is engaged, and the one-way clutch F1 is operated.

  In the parking range and neutral range, all C1 to C4 and brakes B1 to B4 are released.

  As described above, in the automatic transmission 3, the clutches C1 to C4, the brakes B1 to B4, the one-way clutches F0 to F3, and the like, which are friction engagement elements, are engaged or released in a predetermined state, thereby causing the gear stage ( Shift stage) is set. Engagement / release of the clutches C1 to C4 and the brakes B1 to B4 is controlled by a hydraulic control circuit 301 (see FIG. 2).

  The hydraulic control circuit 301 is provided with a manual valve 302 (see FIG. 4) driven by the range switching device 1, a linear solenoid valve, an on / off solenoid valve (not shown), and the like. The hydraulic control circuit 301 is switched by excitation control or manual valve 302 switching control by the range switching device 1 to control engagement / release of the clutches C1 to C4 and the brakes B1 to B4 of the automatic transmission 3. be able to.

  Excitation / non-excitation of the linear solenoid valve and the on / off solenoid valve of the hydraulic control circuit 301 is controlled by a solenoid control signal (instructed hydraulic signal) from the ECT_ECU 300.

  The ECT_ECU 300 outputs a lockup clutch control signal to the torque converter 2. Based on the lockup clutch control signal, the engagement pressure of the lockup clutch 25 is controlled. The ECT_ECU 300 outputs a solenoid control signal (hydraulic command signal) to the hydraulic control circuit 301 of the automatic transmission 3. Based on this solenoid control signal, the linear solenoid valve, the on / off solenoid valve, etc. of the hydraulic control circuit 301 are controlled, and the clutches C1 to C4 and the brake B1 are configured so as to constitute a predetermined shift gear stage (first speed to sixth speed). -B4, the one-way clutches F0-F3, etc. are engaged or released in a predetermined state.

  Further, when a clutch release instruction is transmitted from the SBW_ECU 200, the ECT_ECU 300 releases the friction engagement element of the automatic transmission 3 and cuts off power transmission from the engine 10 to the drive wheels. For example, when the current shift range is the “D range”, the automatic transmission 3 is set to the neutral state (power transmission cutoff state) by releasing the clutch C1. When the current shift range is the “R range”, the clutch C3 and the brake B4 are released, and the automatic transmission 3 is set to the neutral state (power transmission cut-off state).

-Shift range switching mechanism 100-
Next, the shift range switching mechanism 100 will be described with reference to FIG.

  The shift range switching mechanism 100 is a mechanism that switches the shift range of the automatic transmission 3 to a P range, an R range, an N range, and a D range. A motor 101 serving as a drive source for the shift range switching mechanism 100 is a synchronous motor such as a switched reluctance motor (SR motor), for example, and is provided with a speed reduction mechanism 102. Further, the motor 101 is provided with an encoder 103 that detects the rotation angle of the rotor. The encoder 103 is constituted by, for example, a magnetic rotary encoder, and outputs a pulse signal to the SBW_ECU 200 in synchronization with the rotation of the rotor of the motor 101.

  An output shaft 105 is fitted and connected to the rotation shaft of the speed reduction mechanism 102, and an NSW sensor 104 that detects the rotation angle of the output shaft 105 is provided. A detent lever 106 for switching the manual valve 302 of the hydraulic control circuit 301 of the automatic transmission 3 is fixed to the output shaft 105.

  A spool valve 303 of a manual valve 302 is connected to the detent lever 106. When the detent lever 106 is rotated integrally with the output shaft 105 by the motor 101, the operation amount of the manual valve 302 (the spool valve 303 The range of the automatic transmission 3 is switched to any one of the P range, the R range, the N range, and the D range.

  The detent lever 106 is formed with four recesses 106a for holding the spool valve 303 of the manual valve 302 at positions corresponding to the P range, R range, N range, and D range.

  A detent spring (plate spring) 107 is disposed above the detent lever 106. The detent spring 107 is fixed to the manual valve 302 by cantilever support. A roller 108 is attached to the tip of the detent spring 107. The roller 108 is pressed against the detent lever 106 by the elastic force of the detent spring 107. Then, when the roller 108 is fitted into the recess 106a of the target shift range of the detent lever 106, the detent lever 106 is held at the rotation angle of the target shift range, and the position of the spool valve 303 of the manual valve 302 is changed to the target shift range. It is held at the position of.

  On the other hand, an L-shaped parking rod 109 is fixed to the detent lever 106. A conical taper-shaped cam 110 is provided at the tip of the parking rod 109, and a lock lever 111 is in contact with the outer peripheral surface (cam surface) of the cam 110. The lock lever 111 moves up and down around the rotating shaft 112 according to the position of the cam 110, and the lock claw 111a of the lock lever 111 is engaged with the parking gear 113 by the up and down movement, or the lock claw 111 is locked from the parking gear 113. The configuration is such that the rotation of the parking gear 113 is locked / unlocked when the 111a is disengaged. The parking gear 113 is provided on the output shaft 34 of the automatic transmission 3. When the parking gear 113 is locked by the lock lever 111, the driving wheel of the vehicle is prevented from rotating (parking state). Retained.

  In the shift range switching mechanism 100 described above, in the P range, the parking rod 109 moves in the direction approaching the lock lever 111, the large diameter portion of the cam 110 pushes up the lock lever 111, and the lock claw 111a of the lock lever 111 The parking gear 113 is locked by being engaged with the parking gear 113, whereby the output shaft (drive wheel) 34 of the automatic transmission 3 is held in a locked state (parking state).

  On the other hand, in the shift range other than the P range, the parking rod 109 moves in a direction away from the lock lever 111, and the contact portion of the cam 110 with the lock lever 111 moves from the large diameter portion to the small diameter portion with this movement. As a result, the lock lever 111 is lowered. As a result, the lock claw 111a of the lock lever 111 is disengaged from the parking gear 113, the parking gear 113 is unlocked, and the output shaft 34 of the automatic transmission 3 is held in a rotatable state (running state).

  When the driver operates the shift switch 13 in the vehicle equipped with the range switching device 1 described above, the SBW_ECU 200 causes the target rotation angle (target value of the encoder count value) corresponding to the shift range selected by the shift switch 13. Is set, and energization of the motor 101 is started, and the motor 101 is feedback controlled (F / B control) so as to stop at a position where the detected rotation angle (encoder count value) of the motor 101 matches the target rotation angle. .

  Further, the SBW_ECU 200 reads the output signal of the NSW sensor 104, and based on the output signal, the current rotation angle of the output shaft 105 (the operation amount of the manual valve 302), that is, the current range is P range, R range, It is determined whether the range is N range or D range, and this determination result is compared with the shift range (target shift range) selected by the shift operation to determine whether the shift range has been switched normally. to decide.

-Operation of the range switching device 1 during failure-
Next, the operation at the time of failure of the range switching device 1 will be described. An abnormality (fail) occurs in the range switching device 1, and the shift range selected by the driver operating the shift switch 13 or the P switch 12 and the shift range actually set by the automatic transmission 3 are determined. When a different situation occurs, it is determined that an abnormality has occurred in the range switching device 1.

  For example, when the encoder 103 fails, the rotation angle of the rotor of the motor 101 cannot be detected. If the NSW sensor 104 fails, the rotation angle of the output shaft 105 of the shift range switching mechanism 100 cannot be detected. That is, the current shift range cannot be detected. Further, when the motor 101 fails, the shift range switching mechanism 100 cannot be driven. When such a situation occurs, there is a possibility that the shift range selected by the driver by the operation of the shift switch 13 or the P switch 12 and the shift range actually set by the automatic transmission 3 do not match.

  As a specific failure determination operation, after a shift range switching request is made by the driver operating the shift switch 13 or the P switch 12, a predetermined time (required for range switching when the range switching device 1 is normal). If the actual shift range detected by the NSW sensor 104 does not match the target shift range even after a time slightly longer than the time), it is determined that the range switching device 1 has failed (fail). detection). On the other hand, if the actual shift range coincides with the target shift range within the predetermined time after the shift range switching request, it is determined that the range switching device 1 is normal.

  In the present embodiment, when the abnormality of the range switching device 1 as described above occurs, all of the clutches C1 to C4 and the brakes B1 to B4 of the automatic transmission 3 are released, and the driving force of the engine 10 is increased. A neutral state that is not transmitted to the drive wheels is set (hereinafter referred to as a forced neutral state). More specifically, a clutch release instruction from the SBW_ECU 200 is transmitted to the ECT_ECU 300, and the ECT_ECU 300 that has received this clutch release instruction executes the clutch release operation of the automatic transmission 3 by controlling the hydraulic control circuit 301. (Power transmission cutoff operation by the power transmission path cutoff means). By setting it as such a forced neutral state, the situation where a vehicle will drive | run in the state where the shift range of the automatic transmission 3 is not acquired appropriately can be avoided.

-Operation of the range switching device 1 when the failure is resolved-
As described above, the feature of the present embodiment is that after the automatic transmission 3 is forced into a neutral state in accordance with the occurrence of an abnormality in the range switching device 1, the range switching device 1 returns to a normal state and the automatic transmission 3. The operation is to release the forced neutral state. Specifically, when the forced neutral state is released, the clutch C1 to C4 and the brakes B1 to B4 of the automatic transmission 3 are engaged with the output of the engine 10 reduced, and the shift switch 13 is engaged. Further, the shift range selected by the driver is obtained by operating the P switch 12 and the automatic transmission operation of the automatic transmission 3 is restored.

  The control procedure at the time of this failure elimination will be described along the flowchart of FIG. The control routine of FIG. 5 is repeatedly executed every predetermined time after the engine 10 is started.

  First, in step ST1, it is determined whether or not the automatic transmission 3 is in a neutral state (forced neutral state) when an abnormality has occurred in the range switching device 1 at present. If the range switching device 1 is normal and the automatic transmission 3 is not in the forced neutral state, a NO determination is made in step ST1, and this routine is terminated.

  On the other hand, if an abnormality has occurred in the range switching device 1 and the automatic transmission 3 is in the forced neutral state, a Yes determination is made in step ST1, and the process proceeds to step ST2. In step ST2, it is determined whether or not the range switching device 1 has returned to the normal state (return determination operation by the range switch recovery determination means). For example, when the encoder 103 or the NSW sensor 104 breaks down and the detection signal is not received by the SBW_ECU 200, the range switching device 1 is determined to have returned to the normal state when the detection signal is received. To do.

  If the range switching device 1 has not returned to the normal state, No is determined in step ST2, and this routine is terminated. That is, while the abnormal state of the range switching device 1 continues, this operation is repeated, and the forced neutral state of the automatic transmission 3 is continued.

  In addition, when such a forced neutral state is continued for a predetermined time (for example, for 10 seconds) and the possibility that the range switching device 1 returns to the normal state is low, a warning is displayed on the meter 15. Further, if necessary, information on the cause of the abnormality of the range switching device 1 is written to the diagnosis.

  If the range switching device 1 returns to a normal state in a state where the forced neutral state of the automatic transmission 3 is continued, a YES determination is made in step ST2, and the process proceeds to step ST3 to return the automatic transmission 3 to a return condition. It is determined whether or not is established. In the case of the present embodiment, the return condition of the automatic transmission 3 includes a stop state of the vehicle. Specifically, when the vehicle speed is “0” or substantially “0” and the driver of the vehicle depresses the brake pedal, it is determined that the return condition for the automatic transmission 3 is satisfied. That is, it is detected that the vehicle traveling speed detected by the vehicle speed sensor 401 is equal to or lower than a predetermined speed (for example, 3 km / h) and that the brake pedal 402 is depressed by the driver by the brake switch 402. In this case, it is determined that the return condition of the automatic transmission 3 is satisfied (stop determination operation by the stop determination unit). The vehicle speed value for determining the stop is not limited to the above.

  This is because, when the power transmission path in the automatic transmission 3 is connected to return the automatic transmission 3 in the forced neutral state to the normal speed change operation (power transmission state), This is because there is a possibility of inconvenience. That is, if the normal speed change operation of the automatic transmission 3 is restored in a situation where the vehicle speed is relatively high and the driving force of the engine 10 is small, the vehicle suddenly decelerates when the power transmission path is connected. Conversely, if the normal speed change operation of the automatic transmission 3 is restored in a situation where the vehicle speed is relatively low and the driving force of the engine 10 is large, the vehicle is suddenly accelerated when the power transmission path is connected. Any of these may cause the passenger to feel uncomfortable. For this reason, in order to avoid these, the return conditions of the automatic transmission 3 are set to the stop state of the vehicle. The condition that the driver depresses the brake pedal is that the driver is willing to stop, that is, the vehicle does not start even if the power transmission path in the automatic transmission 3 is connected. This is because the power transmission path in the automatic transmission 3 is connected as a condition. As a result, after the power transmission path is connected and the range switching operation of the automatic transmission 3 is restored, it is possible to obtain a situation in which the vehicle starts by releasing the depression of the brake pedal. The vehicle can be started.

  If the return condition for the automatic transmission 3 is not satisfied and a negative determination is made in step ST3, this routine ends. That is, this operation is repeated as long as the return condition of the automatic transmission 3 is not satisfied.

  When the return condition for the automatic transmission 3 is satisfied, a Yes determination is made in step ST3, and the process proceeds to step ST4. In step ST4, an operation for returning the automatic transmission 3 in the forced neutral state to a normal shift operation is performed. Specifically, in a state where the output of the engine 10 is forcibly limited for a predetermined period, the power transmission path in the automatic transmission 3 is connected so that power can be transmitted.

  For example, the clutches C1 to C1 of the automatic transmission 3 are established so that the shift range currently selected by the driver by the operation of the shift switch 13 and the P switch 12 is established with the rotation speed of the engine 10 maintained in the idling state. The engaging operation of C4 and brakes B1 to B4 is performed. That is, the power transmission state of the automatic transmission 3 is restored in a state where the throttle opening of the engine 10 is set to substantially “0” and the engine output (torque) is limited (output limiting operation and power transmission path by the output limiting means). Power transmission start operation by connection means, or output restriction operation and power transmission start operation by power transmission return means).

  In addition, the method for forcibly limiting the output of the engine 10 in this case is not limited to the case where the throttle opening is set to be substantially “0”. The amount of fuel injected into the inside may be limited, or the ignition timing may be retarded. Moreover, you may make it restrict | limit the output of the engine 10 compulsorily by performing not only one but these operations.

  In addition, as a period for forcibly limiting the output of the engine 10 in this way, this start timing may be a point in time when it is determined that an abnormality has occurred in the range switching device 1, or range switching It may be the time when it is determined that the device 1 has returned to the normal state. Moreover, as the end timing, the time when a predetermined period (for example, 1 sec) has passed after the shift range selected by the driver is established by the automatic transmission 3 can be cited. That is, during this period, the throttle opening is set to approximately “0”, the driver depressing the accelerator pedal, the amount of fuel injected into the cylinder is limited, An output limiting operation such as retarding the ignition timing is executed.

  In addition, as a period for forcibly limiting the output of the engine 10, the first accelerator operation (range switching device) by the driver after the failure cancellation of the range switching device 1 is performed instead of the above-described one. It may be invalidated only for the case where the accelerator operation is performed at the time when the failure elimination of 1 is performed. That is, even if the first accelerator operation is performed, the operation is invalidated and the throttle opening is maintained in a substantially “0” state. In other words, the end timing of the period in which the output of the engine 10 is forcibly limited is set to the end of the first accelerator pedal depression operation by the driver after the abnormality of the range switching device 1 is resolved, or the range is switched. When the accelerator operation is performed at the time when the abnormality of the device 1 is resolved, it is set as the end point of the depression operation of the accelerator pedal.

  Thereafter, the driver's accelerator operation is released (accelerator opening is set to “0”), and the accelerator operation is enabled from the time when the accelerator operation is performed again, and the target gear is determined from the accelerator opening and the vehicle speed. The shift range of the automatic transmission 3 is switched and the clutches C1 to C4 and the brakes B1 to B4 are engaged so that the target gear is established.

  As described above, in this embodiment, when the abnormality of the range switching device 1 is automatically resolved, the forced neutral state of the automatic transmission 3 is released as a state in which the output of the engine 10 is forcibly limited. . That is, the power transmission operation of the power transmission path is resumed in a state where the driving force transmitted to the driving wheels is set to be small. For this reason, it is possible to avoid a situation in which a large driving force is transmitted to the driving wheels almost simultaneously with the start of the power transmission operation of the power transmission path, and the driver's intention when the abnormality of the range switching device 1 is resolved. It can be avoided that the behavior of the vehicle that does not occur.

-Other embodiments-
In the above-described embodiment, the case where the present invention is applied to the shift range switching mechanism 100 that switches to the shift ranges of P, R, N, and D has been described. However, the present invention is not limited to this, and for example, P, R , N, D can be applied to any other shift range switching mechanism such as a shift range switching mechanism in which a second range (2) or a low range (L) is added. The present invention is also applicable to a range switching mechanism that selectively switches between two ranges, the P range and the non-P range, in conjunction with the turning operation of the detent lever 106.

  In the above embodiment, when the abnormality of the range switching device 1 is resolved, the engine 10 is set to the idling state in order to forcibly limit the output of the engine 10. The present invention is not limited to this, and is not limited to the idling state as long as it can be limited to an output that can avoid a behavior such as a sudden start of the vehicle. For example, when the idling speed is 700 rpm, the engine speed may be limited to about 1000 rpm.

  Furthermore, the drive source for generating the drive force transmitted to the drive wheels is not limited to the internal combustion engine (engine), but may be an electric motor (electric motor).

  In the above embodiment, the rotation angle of the output shaft 105 (the rotation angle of the detent lever 106) is detected by the NSW sensor 104. Instead, for example, the operation amount of the spool valve 303 of the manual valve 302, etc. The operation amount (rotation angle, movement amount, etc.) of the component driven integrally with the output shaft 105 may be detected.

  In addition, in the above embodiment, the power transmission is interrupted by releasing the frictional engagement element of the hydraulic automatic transmission 3 mounted on the vehicle, but the invention is not limited to this. A power cut-off means (for example, a clutch) is provided separately from the automatic transmission 3 in the power transmission path from the output shaft to the drive wheels, and the power transmission is cut off by operating the power cut-off means. It may be.

  In the above embodiment, an example in which the present invention is applied to a vehicle control device in which a planetary gear type transmission that sets a gear ratio using a clutch and brake and a planetary gear device is installed has been described. However, the present invention is not limited to this, and can be applied to a control device for a vehicle equipped with a continuously variable transmission such as a belt type continuously variable transmission (CVT).

It is a block diagram which shows the structure of the control system of the range switching apparatus in embodiment. 1 is a diagram illustrating a schematic configuration diagram illustrating an example of an automatic transmission and a block diagram of a control system. FIG. It is a figure which shows the action | operation table | surface of the automatic transmission shown in FIG. It is a perspective view which shows schematic structure of a shift range switching mechanism. It is a flowchart figure which shows the operation | movement procedure at the time of failure elimination of a range switching device.

Explanation of symbols

1 Range switching device 3 Automatic transmission 10 Engine (drive source)
13 Shift switch 100 Shift range switching mechanism 200 SBW_ECU
300 ECT_ECU
400 Engine ECU

Claims (8)

A drive source for generating a drive force, a power transmission path for transmitting the drive force from the drive source toward the drive wheels, and a range switching device for switching a shift range of an automatic transmission provided in the power transmission path In a vehicle control device comprising:
When an abnormality occurs in the range switching device, a power transmission path blocking means for blocking power transmission toward the drive wheels by the power transmission path;
In the state where the power transmission toward the driving wheel is interrupted by the power transmission path blocking means, when the abnormality of the range switching device is resolved, the power transmission toward the driving wheel by the power transmission path is performed. Power transmission path connecting means to start;
An output limiting means for forcibly limiting the output of the drive source only for a predetermined period when power transmission toward the drive wheels is started by the power transmission path connecting means. Control device. Control of a vehicle provided with a drive source for generating a drive force, an automatic transmission for transmitting the drive force from the drive source to drive wheels, and a range switching device for switching the shift range of the automatic transmission In the device
A power transmission path blocking means for blocking a power transmission path in the automatic transmission when an abnormality occurs in the range switching device;
Power transmission path connection means for connecting the power transmission path so that power transmission is possible when the abnormality of the range switching device is resolved in a state where the power transmission path is blocked by the power transmission path blocking means;
An apparatus for controlling a vehicle, comprising: output limiting means for forcibly limiting the output of the drive source for a predetermined period when the power transmission path is connected by the power transmission path connecting means. Control of a vehicle provided with a drive source for generating a drive force, an automatic transmission for transmitting the drive force from the drive source to drive wheels, and a range switching device for switching the shift range of the automatic transmission In the device
A power transmission path blocking means for blocking a power transmission path in the automatic transmission when an abnormality occurs in the range switching device and a predetermined shift range cannot be obtained in the automatic transmission;
A range for determining that the abnormality of the range switching device has been resolved and a predetermined shift range is obtained in the automatic transmission in a state where the power transmission path is blocked by the power transmission path blocking means. Switching return determination means;
Stop determination means for determining whether or not the vehicle is stopped;
Forcibly limiting the output of the drive source for a predetermined period when it is determined by the range switching return determination means that the abnormality of the range switching device has been resolved and the stop determination means determines that the vehicle is stopped. And a power transmission return means for connecting the power transmission path in the automatic transmission so that the power can be transmitted. A driving source that generates driving force, an automatic transmission that transmits the driving force from the driving source to driving wheels, and a by-wire range switching device that switches the shift range of the automatic transmission by an actuator In a vehicle control device,
A power transmission path blocking means for blocking a power transmission path in the automatic transmission when an abnormality occurs in the range switching device and a predetermined shift range cannot be obtained in the automatic transmission;
A range for determining that the abnormality of the range switching device has been resolved and a predetermined shift range is obtained in the automatic transmission in a state where the power transmission path is blocked by the power transmission path blocking means. Switching return determination means;
Stop determination means for determining whether or not the vehicle is stopped;
Forcibly limiting the output of the drive source for a predetermined period when it is determined by the range switching return determination means that the abnormality of the range switching device has been resolved and the stop determination means determines that the vehicle is stopped. And a power transmission return means for connecting the power transmission path in the automatic transmission so that the power can be transmitted. In the vehicle control device according to claim 1 or 2,
The vehicle control apparatus is characterized in that the output limiting means is configured to forcibly limit the output of the drive source for a predetermined period regardless of the amount of depression of the accelerator pedal by the driver of the vehicle. In the vehicle control device according to claim 3 or 4,
The power transmission return means can transmit power through the power transmission path in the automatic transmission in a state where the output of the drive source is forcibly limited for a predetermined period regardless of the amount of depression of the accelerator pedal by the driver of the vehicle. A vehicle control device configured to be connected to a vehicle. In the vehicle control device according to any one of claims 1 to 6,
The end timing of the period for forcibly limiting the output of the drive source is the end point of the first accelerator pedal depression operation by the vehicle driver after the abnormality of the range switching device is resolved. A vehicle control device. In the vehicle control device according to claim 3, 4 or 6,
The stop determination means is configured to determine that the vehicle is stopped when the speed of the vehicle is “0” or substantially “0” and the driver of the vehicle depresses the brake pedal. A control device for a vehicle.

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