JP2011245935A - Vehicle parking system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a vehicle to be fixable in response to a lock request while causing a motor 32 to be in non-driving when receiving the lock request while a temperature of the motor 32 of a parking lock mechanism 20 rises to a temperature requiring protection, and to allow the vehicle to be in a movable state in response to an unlock request while causing the motor 32 to be in non-driving when receiving the unlock request of the parking lock mechanism 20.SOLUTION: When receiving a lock request of a parking lock mechanism 20 while a temperature of a motor 32 rises to a temperature requiring protection, a motor 56 of a parking brake 50 is driven in place of the parking lock mechanism 20 to cause the vehicle to be in a fixed state (parking operation security processing). When receiving an unlock request of the parking lock mechanism 20 during the parking operation security processing, the motor 56 of the parking brake 50 used for the vehicle fixing state in place of the parking lock mechanism 20 is driven to cause the vehicle in a movable state (parking release operation security processing).

Description

  The present invention relates to a vehicle parking system.

  The vehicle is provided with a parking brake to keep the vehicle stopped. The parking brake includes a braking force generator for operating a disc brake pad or a drum brake shoe provided on a wheel in a braking direction, and the braking force is generated by a driver operating a parking lever or a parking pedal. The generator is activated.

  The parking brake includes an electronically controlled parking brake (EPB) that operates the braking force generation unit with a motor in addition to the mechanical parking brake that mechanically operates the braking force generation unit.

  In addition, a vehicle equipped with an automatic transmission is provided with a parking lock mechanism for locking the output shaft of the automatic transmission and the like so as not to rotate or unlocking such that the output shaft can rotate.

  In recent years, the parking lock mechanism has been considered to be a by-wire system. In this type of parking lock mechanism, when the parking range is selected with the shift lever for switching the shift range or when the parking switch is turned on, the parking lock pole is rotated by the motor and the pawl is automatically It is engaged with a parking gear fixed to the output shaft of the transmission, so that the output shaft is locked so as not to rotate.

  On the other hand, when the non-parking range is selected from the parking range with the shift lever, or when the parking switch is turned on again from the parking range state, the parking lock pole is rotated in the opposite direction by the motor, and its pawl is Is separated from the parking gear, so that the output shaft is unlocked in a rotatable manner.

  Generally, when the driver parks the vehicle, the shift lever is operated to the parking range to lock the parking lock mechanism, while the parking lever is operated to operate the parking brake to prevent the wheels from rotating. Make it possible.

  Incidentally, for example, Patent Document 1 discloses a configuration including the parking brake and a shift-by-wire system that switches four positions of a parking range, a reverse range, a neutral range, and a drive range of an automatic transmission.

  The shift-by-wire system recognizes a required range based on a signal output from a switch or sensor in response to a driver's shift lever operation, and operates a detent mechanism by a motor in accordance with the recognition result. The required range is established by pushing and pulling the spool of the manual valve of the hydraulic control circuit of the machine and the parking rod of the parking lock mechanism.

  Specifically, when the parking range is selected by the shift lever, the parking lock mechanism is operated by the detent mechanism so that the output shaft of the automatic transmission cannot be rotated. On the other hand, when a non-parking range (reverse range, neutral range, drive range) is selected, the parking lock mechanism is operated by the detent mechanism to make the output shaft of the automatic transmission rotatable, and the detent mechanism Then, the spool of the manual valve is displaced in the axial direction to establish the required range.

JP 2006-336717 A

  In the conventional example according to Patent Document 1, it is described that fail-safe control is executed when the occurrence of an abnormality in the shift-by-wire system is detected. However, there is room for improvement in the following points.

  First, as the form of the abnormality, for example, as shown in paragraphs 0028 to 0032, a phenomenon in which the actual range and the command range do not coincide with each other due to a failure of the rotation angle sensor or the range sensor, or a telecommunication abnormality occurs. The phenomenon is mentioned.

  Further, as a form of fail-safe control for the abnormality, for example, as shown in paragraphs 0034 to 0036, for example, in the driving situation (1) where the engine speed is less than the idle speed and the vehicle speed is less than the stop speed. The automatic transmission is fixed to the neutral range and the parking brake is operated. For example, in the driving situation (2) where the engine speed is equal to or higher than the idle speed or the vehicle speed is equal to or higher than the slow speed, the engine A countermeasure is taken to reduce the torque and to operate the main brake device operated by the brake pedal.

  That is, in the conventional example according to Patent Document 1, there is a high possibility that the motor provided in the vehicle fixing device excessively increases in temperature when the vehicle fixing device (for example, parking brake or parking lock mechanism) is repeatedly operated in a short time. I have not found that. Therefore, of course, it is not necessary to conceive of protecting the motor.

  By the way, in prior art document 1 shown, for example in JP, 2006-193147, A in a brake system which presses a press with a motor based on a signal from a brake pedal and rubs a rotor and a stator and obtains braking force, It is described that the motor is prevented from overheating by holding the state in which the rotor and the stator are rubbed by the lock member and stopping the power supply to the motor when the aircraft is stationary even when the brake pedal is pressed. .

  Further, for example, in Prior Art Document 2 shown in Utility Model Registration No. 2578333, in a parking brake using a drum brake, when the vehicle speed is equal to or higher than a certain vehicle speed and the brake temperature is equal to or higher than a certain temperature, the parking brake is released. It is described that it is determined that forgetting has occurred and an alarm action is performed.

  Since these prior art documents 1 and 2 include only one type of vehicle fixing device and are not configured to include two types of vehicle fixing devices, naturally, the two types of vehicle fixing devices are provided. There is no possibility that the possibility of excessive temperature rise due to frequent driving of the motor will not occur. Therefore, the prior art documents 1 and 2 are presented as reference examples, not as conventional examples.

  In view of such circumstances, in the vehicle parking system including the first and second vehicle fixing devices, the present invention is the first in a state where the motor of the first vehicle fixing device is heated to a temperature that requires protection. When a parking request for the vehicle fixing device is received, the vehicle can be fixed in response to the parking request while the motor of the first vehicle fixing device is not driven, and in that state, the parking of the first vehicle fixing device is released. When the request is received, an object is to make the vehicle movable in response to the parking release request while the motor of the first vehicle fixing device is not driven.

  The vehicle parking system according to the present invention includes first and second vehicle fixing devices for fixing the vehicle or moving the vehicle, and both the devices in response to a parking request or a parking release request. And a control device that controls each motor as a drive source that is equipped with the first vehicle fixing device in a state where the motor of the first vehicle fixing device is heated to a temperature that requires protection. When the parking request is received, a parking operation guarantee process is performed in which the motor of the second vehicle fixing device is driven instead of the motor of the first vehicle fixing device to bring the vehicle into a fixed state. When the parking release request of the first vehicle fixing device is received, the mode of the second vehicle fixing device which is in the vehicle fixing state instead of the motor of the first vehicle fixing device. Drives perform parking release operation guarantee process to the vehicle movement state and is characterized by.

  In this configuration, when the motor of the first vehicle fixing device is heated to a temperature that requires protection, the motor of the first vehicle fixing device can be operated even if there is a parking request or parking release request of the first vehicle fixing device. Since it is protected so as not to be driven, the temperature of the motor can be lowered, and thermal deterioration of the motor can be prevented, thereby contributing to improvement in durability. In addition, since the second vehicle fixing device is operated instead of the first vehicle fixing device so as to satisfy the parking request or parking cancellation request in the parking release state (other than the P range), the vehicle is fixed or movable. It becomes possible to make it into a state, and the driver will not be dissatisfied.

  Preferably, the control device receives the parking request from the first vehicle fixing device when the motor of the first vehicle fixing device is heated to a temperature that requires protection, and the first vehicle fixing device is parked. The parking operation ensuring process is performed on condition that the vehicle is in the released state.

  That is, when the first vehicle fixing device receives a parking request from the first vehicle fixing device while the motor of the first vehicle fixing device is heated to a temperature that requires protection, the first vehicle fixing device temporarily enters the parking state. This means that it is not necessary to execute the request, and therefore the parking operation ensuring process is not performed.

  According to this configuration, after performing the parking operation guarantee process, when the parking release operation guarantee process is performed in response to the parking release request, the vehicle can be moved.

  Preferably, in accordance with the execution of the parking operation ensuring process, a notifying process for notifying the driver that the parking operation is being ensured is performed.

  In this configuration, the driver can recognize that the parking operation guarantee process is being executed and the parking process according to the request has not been executed.

  Preferably, the determination of the temperature rise of the motor is performed by multiplying the temperature increase ΔTup by one operation of the motor by the number Nup of operation of the motor to obtain the temperature increase Tup, and the non-operation of the motor By multiplying the temperature drop ΔTdwn per predetermined time by the non-operation time t of the motor to obtain the temperature drop Tdwn, and subtracting the temperature drop Tdwn from the temperature rise Tup, A process for obtaining the temperature rise ΔT of the motor, and when the temperature rise ΔT is equal to or higher than a temperature rise limit value appropriately set based on the operation guarantee temperature of the motor, the temperature is raised to the necessary protection temperature. It is set as the form which performs the process which estimates that it is.

  In this configuration, the temperature rise determination of the motor is estimated according to the use situation of the motor. Therefore, it is not necessary to use a temperature sensor, which is advantageous in suppressing an increase in cost.

  Preferably, the first vehicle fixing device is a parking lock mechanism for switching to a vehicle fixed state in which an output shaft of a transmission mechanism of a vehicle cannot rotate or a vehicle movable state in which the output shaft can rotate. The second vehicle fixing device is a parking brake for setting a vehicle fixed state in which an axle to which wheels are attached cannot be rotated or a vehicle movable state in which the axle can be rotated.

  In this structure, since the specific example of the 1st, 2nd vehicle fixing device is given, it becomes possible to clarify embodiment.

  In the vehicle parking system according to the present invention, even if there is a parking request or parking cancellation request from the first vehicle fixing device in a state where the motor of the first vehicle fixing device is heated to a temperature that requires protection, Since the motor of the vehicle fixing device is protected so as not to be driven, the temperature of the motor can be lowered and the thermal deterioration of the motor can be prevented, thereby contributing to improvement of durability. become. Moreover, since the vehicle is fixed or movable with the second vehicle fixing device instead of the first vehicle fixing device so as to satisfy the parking request or parking release request, the driver is not satisfied. There is no loss.

1 is a diagram showing a schematic configuration of an embodiment of a vehicle parking system according to the present invention. It is a perspective view which shows schematic structure of the parking lock mechanism of FIG. 1, and has shown the unlocked state. It is a side view which shows schematic structure of the parking lock mechanism of FIG. 1, and has shown the unlocked state. It is sectional drawing which shows schematic structure of the parking brake of FIG. It is a perspective view which shows the external appearance of the operation input system (a parking switch, a shift lever, etc.) of the parking lock mechanism of FIG. 2 is a flowchart for illustrating a control operation by a P-ECU shown in FIG. It is a graph for demonstrating the temperature estimation process of the motor by P-ECU shown in FIG. 1, and has shown the temperature change of the motor with time passage. 6 is a flowchart for illustrating a control operation by a P-ECU in another embodiment of the vehicle parking system according to the present invention.

  BEST MODE FOR CARRYING OUT THE INVENTION Best modes for carrying out the present invention will be described in detail below with reference to the accompanying drawings.

  1 to 7 show an embodiment of the present invention. In this embodiment, a front wheel drive vehicle, that is, a hybrid vehicle of a front engine / front drive (FF) type is illustrated. The hybrid vehicle to which the present invention is applied is not limited to a front-wheel drive vehicle, but may be a vehicle of another drive system such as a rear-wheel drive vehicle or a four-wheel drive vehicle.

-Overview of hybrid system-
The hybrid vehicle in this embodiment includes, for example, an engine 1 such as a gasoline engine or a diesel engine, first and second first motor generators 2 and 3, a reduction mechanism 4, a power split mechanism 5, an inverter 6, an HV battery 7, A converter 8, an auxiliary battery 9, and the like are provided.

  Since these basic configurations are the same as known configurations, the portions not directly related to the present invention will be briefly described.

  The engine 1 is controlled by an ENG-ECU (Electronic Control Unit) 100. The ENG-ECU 100 controls the operation of the engine 1 by controlling the throttle opening (intake amount), fuel injection amount, ignition timing, and the like based on the accelerator opening.

  The first and second motor generators 2 and 3 are AC synchronous motors that generate power when the rotor is rotated by three-phase AC. The first and second motor generators 2 and 3 function not only as motors but also as generators.

  The first motor generator 2 and the second motor generator 3 are driven and controlled by the HV-ECU 200. The HV-ECU 200 controls the inverter 6 to cause the first and second motor generators 2 and 3 to perform a regenerative operation or a power running (assist) operation. The regenerative power is charged to the HV battery 7 via the inverter 6.

  Note that the first motor generator 2 coupled to the reduction mechanism 4 mainly operates as an electric motor, and thus may be simply referred to as a “motor”. In addition, the second motor generator 3 coupled to the power split mechanism 5 often operates as a generator in many cases, and therefore may be simply referred to as a “generator”. The second motor generator 3 also functions as a starter motor that performs cranking when the engine 1 is started.

  The reduction mechanism 4 is composed of, for example, a known planetary gear mechanism, and power generated by the engine 1 and the first and second motor generators 2 and 3 is driven through a differential 10 and an axle 12 to drive wheels (in this embodiment). The forward drive force or the reverse drive force is transmitted to the front wheels 11, and the rotational force of the drive wheels 11 is transmitted to the engine 1 and the first and second motor generators 2 and 3.

  The power split mechanism 5 is constituted by, for example, a known planetary gear mechanism, and the power generated by the engine 1 is coupled to the rotating shaft of the first motor generator 2 (connected to the drive wheels 11) and the rotating shaft of the second motor generator 3. To distribute. For reference, among the components of the power split mechanism 5, the ring gear is coupled to the rotation shaft of the first motor generator 2, the sun gear is coupled to the rotation shaft of the second motor generator 3, and the carrier is the output shaft of the engine 1. Combined with The power split mechanism 5 also functions as a continuously variable transmission by controlling the rotational speed of the first motor generator 2.

  The inverter 6 is a power exchange device that converts the direct current of the HV battery 7 and the three-phase alternating current of the first motor generator 2 and the second motor generator 3. The HV battery 7 stores electric power for driving the first and second motor generators 2 and 3. The converter 8 is a DC-DC converter that is connected to the DC side of the inverter 6 and charges the auxiliary battery 9 by stepping down the high voltage DC to a low voltage (for example, 12V). Inverter 6 and converter 8 are driven and controlled by HV-ECU 200. The HV-ECU 200 recognizes the vehicle speed based on the output of the wheel speed sensor 13 that detects the rotational speed of the drive wheel 11. Although not shown, the auxiliary battery 9 supplies power to lighting, audio equipment, an air conditioner compressor, the ECUs 100 to 500, and the like.

  In this hybrid system, based on the required torque, target engine output, target motor torque, etc., control is performed to drive the drive wheels 11 using one or both of the engine 1 and the first motor generator 2 as a power source. For example, in a region where the engine efficiency is low, such as when starting or running at low speed, the engine 1 is stopped and the drive wheels 11 are driven by the power of only the first motor generator 2. Further, during normal travel, the engine 1 is operated and the drive wheels 11 are driven by the power of the engine 1. Further, at the time of high load such as full open acceleration, in addition to the power of the engine 1, power is supplied from the HV battery 7 to the first motor generator 2, and the power from the first motor generator 2 is added as auxiliary power.

-Description of parking lock mechanism 20-
The parking lock mechanism 20 is a by-wire system, and sets the output shaft 4a (for example, a counter drive gear) of the reduction mechanism 4 to a parking release state in which the output shaft 4a is rotatably unlocked or a parking state in which the output shaft 4a is locked to be non-rotatable.

  As shown in FIGS. 1 to 3, the parking lock mechanism 20 includes an operation input unit (including a parking switch 21, a shift lever 22 and a range position sensor 23), a parking gear 24, a parking lock pole 25, a parking rod. 26, a parking actuator 30, a P-ECU 300, and the like.

  The parking switch 21 and the shift lever 22 are installed near the driver's seat, for example, as shown in FIG. The parking switch 21 is a push switch or the like, and inputs a parking range request signal to the P-ECU 300 every time a manual operation is performed by the driver. When the parking range is requested, it is displayed on the indicator lamp 21a installed in the parking switch 21 to notify the driver. As shown in FIG. 5, the shift lever 22 is displaced from the home position as the operation starting point to the neutral range position (N), the reverse range position (R), the drive range position (D), and the engine brake position (B). It is possible to automatically return to the home position after operation. When the shift lever 22 is operated by the driver, the range position sensor 23 detects a range position corresponding to the operation position, and a neutral range request signal, a reverse range request signal, a drive range request signal, an engine brake, The request signal is input to the P-ECU 300. The P-ECU 300 displays the range requested by the shift lever 22 on the display unit 14 installed in the meter panel to notify the driver.

  The parking gear 24 is integrally formed or fixed to the outer periphery of the output shaft 4 a of the reduction mechanism 4. The parking lock pole 25 is provided with a lock claw 25 a that engages or separates between the teeth of the parking gear 24. The parking rod 26 is provided with a tapered cone-shaped cam 27 for tilting the parking lock pole 25.

  The parking actuator 30 includes a detent plate 31, a motor 32, a speed reduction mechanism 33, a detent spring 34, and the like.

  A manual shaft 35 is attached to the detent plate 31 so as to be integrally rotatable, and a parking rod 26 is fixed. One end of the manual shaft 35 in the axial direction is, for example, spline-coupled to the output shaft of the motor 32 or the rotation shaft of the speed reduction mechanism 33 so as to be coaxial and integrally rotatable. Accordingly, when the detent plate 31 is rotated by the motor 32, the parking rod 26 is pushed and pulled. The outer shape of the detent plate 31 is formed in a sector shape, for example, and two valleys 31a and 31b are formed in the predetermined region. The roller 36 rotatably attached to the free end side of the detent spring 34 is engaged with one of the two valleys 31a and 31b of the detent plate 31 so that the rotation of the detent plate 31 is stopped. The detent plate 31 is held almost stationary.

  The motor 32 is a synchronous motor such as a switched reluctance motor (SR motor). The motor 32 is provided with an encoder 37 for detecting the rotation angle of the rotor. The encoder 37 is, for example, a magnetic rotary encoder, and outputs a pulse signal to the P-ECU 300 in synchronization with the rotation of the rotor of the motor 32. The P-ECU 300 feedback-controls the motor 32 until the output count value (detected rotation angle) from the encoder 37 enters the target rotation angle range (target count value) after starting energization of the motor 32. The P-ECU 300 recognizes the actual range based on the output from the neutral start switch 38 that detects the rotation angle of the manual shaft 35.

  The operation of the parking lock mechanism 20 will be described.

  First, when the parking switch 21 is not operated, that is, in the unlocked state, when the parking switch 21 is pressed by the driver, a parking range request signal is output from the parking switch 21. When this parking range request signal is input to the P-ECU 300, the P-ECU 300 parks the parking rod 26 by driving the motor 32 and rotating the detent plate 31 by a predetermined angle in response to the parking range request signal. Push in the direction approaching the lock pole 25. Thus, the large diameter side of the cam 27 pushes up the parking lock pole 25 and engages the lock claw 25 a with the parking gear 24. As a result, the parking gear 24 and the output shaft 4a of the reduction mechanism 4 are locked so as not to rotate, and the vehicle enters a fixed state (parking range).

  On the other hand, when the driver operates the shift lever 22 to switch to a non-parking range (reverse range, neutral range, drive range), a non-parking range request signal (reverse range request signal, neutral range request signal, Drive range request signal) is output. When the non-parking range request signal is input to the P-ECU 300, the P-ECU 300 drives the motor 32 in response to the non-parking range request signal and rotates the detent plate 31 by a predetermined angle in the opposite direction. As a result, the parking rod 26 is pulled away from the parking lock pole 25. As a result, the small diameter portion of the cam 27 lowers the parking lock pole 25 and pulls out the lock claw 25 a from the parking gear 24. As a result, the parking gear 24 and the output shaft 4a of the reduction mechanism 4 are unlocked in a rotatable manner, so that the vehicle can move (non-parking range).

  In addition, when a reverse range and a drive range are requested among the non-parking ranges, the engine 1 and the first and second motor generators 2 and 2 are controlled by controlling the power split mechanism 5 and the reduction mechanism 6 as is well known. 3 is transmitted to the drive wheel 11 as a forward drive force or a reverse drive force.

-Description of brake system 40-
The brake system 40 in this embodiment is called an electronically controlled hydraulic brake system (ECB), and detects the operation amount of the brake pedal 41, the master cylinder 42, and the brake pedal 41 as a brake operation unit. A stroke simulator 43, a disc rotor 44 and a brake caliper 45 as a braking force generator for applying a braking force to the drive wheels 11, a brake actuator 46 for operating a brake pad 47, an ECB-ECU 400, and the like are provided.

  The disc rotor 44 is fixed to the axle 12 to which the drive wheels 11 (and driven wheels not shown) are attached. The braking force generator has a disc brake structure, but can also have a drum brake structure.

  For example, as shown in FIG. 4, the brake caliper 45 has a configuration in which a brake pad 47 is incorporated in a caliper case 451 and a piston 453 is incorporated in a cylinder 452 of the caliper case 451.

  The brake actuator 46 is well-known and is not shown in detail. However, a hydraulic source (pump motor, accumulator, etc.), a linear solenoid valve for adjusting the brake hydraulic pressure, a switching solenoid valve for hydraulic backup when the system control is stopped, etc. The line hydraulic pressure and the control hydraulic pressure are supplied to the hydraulic chamber 454 of the brake caliper 45.

  The operation of the brake system 40 will be described. The ECB-ECU 400 recognizes the amount by which the driver depresses the brake pedal 41 based on an electric signal input from the stroke simulator 43, and comprehensively determines the recognition result and vehicle speed information to control the brake actuator 46. As a result, the brake pad 47 of the brake caliper 45 is operated.

  For example, when the brake pad 47 is brought into pressure contact with the disk rotor 44 by sliding the piston 453 with the control hydraulic pressure supplied to the hydraulic chamber 454, a braking force is generated, while the brake pad 47 is separated from the disk rotor 44. As a result, the braking force disappears. The ECB-ECU 400 performs brake assist control, antilock brake control, and the like in addition to the normal brake control described above.

-Description of parking brake 50-
The parking brake 50 is called an electronically controlled parking brake (EPB) that uses the braking force of the brake caliper 45 of the brake system 40, and includes a parking brake switch 51, a parking brake actuator 52, an EPB-ECU 500, and the like. ing.

  As shown in FIG. 4, the parking brake actuator 52 includes a sleeve nut 53, an adjusting bolt 54, a speed reduction mechanism 55, a motor 56, and the like. The sleeve nut 53 and the adjusting bolt 54 constitute a feed screw and are incorporated in a caliper case 451 of the brake caliper 45. When forward rotation power or reverse rotation power is generated by driving the motor 56, the adjusting bolt 54 is slid and slid to one or the other in the axial direction via the speed reduction mechanism 55. As a result, when the adjusting bolt 54 presses the piston 453, the brake pad 47 is pressed against the disc rotor 44, so that a braking force is generated and the vehicle is fixed. On the other hand, when the adjusting bolt 54 is separated from the piston 453, the brake pad 47 is separated from the disc rotor 44, so that the braking force is lost and the vehicle can move.

  The operation of the parking brake 50 will be described. In response to the parking brake request input from the parking brake switch 51, the EPB-ECU 500 drives the motor 56 to rotate and slide the adjusting bolt 54 and press the brake pad 47 against the disc rotor 44. The disk rotor 44 is made non-rotatable. This state is a parking brake state.

  On the other hand, in response to the parking brake release request input from the parking brake switch 51, the EPB-ECU 500 drives the motor 56 to rotate and slide the adjusting bolt 54 in the opposite direction to the brake pad 47. The disc rotor 44 can be rotated by being separated from the disc rotor 44. This state is the parking brake release state.

-Description of control system-
Each of the ENG-ECU 100, the HV-ECU 200, the P-ECU 300, the ECB-ECU 400, and the EPB-ECU 500 has a known configuration mainly including a CPU, a ROM, a RAM, and the like. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes various arithmetic processes 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 each sensor, and the backup RAM is a non-volatile memory that stores data to be saved when the engine 1 is stopped, for example. It is. The sensors and switches connected to the ECUs 100 to 500 are only those directly related to the present invention.

  Note that these ECUs 100, 200, 300, 400, and 500 are connected so that they can communicate with each other, and can perform cooperative control by transmitting and receiving information according to the control contents. In this embodiment, the P-ECU 300 and the EPB-ECU 500 correspond to the control device in the brake system according to the present invention. However, these ECUs 100, 200, 300, 400, and 500 can be configured as a single integrated control device. In this case, the single integrated control device is related to the present invention. This corresponds to a control device in the brake system.

-Description of control to which the present invention is applied-
In short, in this embodiment, when the parking lock request for locking the parking lock mechanism 20 is received in a state where the motor 32 of the parking lock mechanism 20 is heated to a temperature that requires protection, the parking lock mechanism 20 is used. In addition to performing a parking operation guarantee process for driving the motor 56 of the parking brake 50 to fix the vehicle in place of this, a non-parking range request for unlocking the parking lock mechanism 20 is received during the parking operation guarantee. In some cases, the parking release operation ensuring process is performed to drive the motor 56 of the parking brake 50 in the vehicle fixed state instead of the parking lock mechanism 20 so that the vehicle can move.

  Specifically, an example of control executed by the P-ECU 300 will be described with reference to FIG. The flowchart shown in FIG. 6 is repeatedly executed every predetermined time (several msec) after an ignition switch (power supply) (not shown) is turned on, for example.

  First, in step S1, it is determined whether the parking range of the parking lock mechanism 20 is requested. Here, it is checked whether or not a parking range request signal has been input by turning on the parking switch 21.

  If an affirmative determination is made in step S1, that is, if a parking range is requested, the process proceeds to steps S2 to S7. On the other hand, if a negative determination is made in step S1, that is, if the parking range is not requested, the process proceeds to steps S10 to S13.

  First, the processing of steps S2 to S7 will be described. In step S2, it is determined whether or not the actual range is a non-parking range (reverse range, neutral range, drive range).

  When a negative determination is made in step S2, that is, when the parking range is set, it is not necessary to switch the range, and thus this flowchart is ended. On the other hand, when an affirmative determination is made in step S2, that is, in the non-parking range (parking release state), in the subsequent step S3, the temperature of the motor 32 of the parking lock mechanism 20 exceeds the temperature that requires protection, in other words, the temperature of the motor 32. Is greater than or equal to the protection start threshold value Ntlmt. Here, the temperature rise amount of the motor 32 is estimated based on the usage state of the motor 32, and the determination is performed based on the estimation result.

  An example of the temperature estimation method will be described. The temperature increase Tup is obtained by multiplying the temperature increase ΔTup due to one operation of the motor 32 by the number of operations Nup of the motor 32. The temperature drop Tdwn is obtained by multiplying the temperature drop ΔTdwn per predetermined time when the motor 32 is not operated by the non-operation time t of the motor 32. The temperature increase amount ΔT of the motor 32 is obtained by subtracting the temperature decrease amount Tdwn from the temperature increase amount Tup. If the temperature rise amount ΔT is equal to or greater than the protection start threshold value Ntlmt for the motor 32, it is determined that the motor 32 is in the state requiring protection. The threshold value Ntlmt for starting protection is set to the temperature rise limit value of the motor 32.

  If a negative determination is made in step S3, that is, if the temperature of the motor 32 is not equal to or higher than the protection start threshold value Ntlmt, it is not necessary to protect the motor 32, so the process proceeds to step S7 and the requested range is obtained. After performing the process of switching, this flowchart is complete | finished.

  However, if the determination in step S3 is affirmative, that is, if the temperature of the motor 32 is equal to or higher than the protection start threshold value Ntlmt, it is necessary to protect the motor 32. In step S4, a parking range request is rejected. The non-parking range that is the actual range is maintained without driving the motor 32 of the parking lock mechanism 20.

  Thereafter, in step S5, a notification process is performed which means that the parking range request has been rejected. As this notification processing, for example, a warning message is output, a warning lamp is turned on, or a message meaning that “Please stop the vehicle on a flat road because a parking range request has been rejected” is displayed on the display unit 14. For example. Although the vehicle is fixed, the notification process is not performed in the parking range as requested by the driver, and is performed in order to have the driver take measures to avoid a vehicle movement.

  Subsequently, in step S6, a parking operation guarantee process for fixing the vehicle is performed by operating the parking brake 50 instead of the parking lock mechanism 20, and the execution flag of the parking operation guarantee process is set to “1”. This flowchart is finished.

  The parking operation guaranteeing process means that the adjusting bolt 54 is pivoted and slid by driving the motor 56 of the parking brake 50 and the brake pad 47 is pressed against the disk rotor 44 so that the disk rotor 44 cannot rotate. The vehicle is fixed.

  Next, the processing of steps S10 to S13 will be described. In step S10, it is determined whether or not the non-parking range of the parking lock mechanism 20 is requested. Here, it is checked whether or not a request signal for a non-parking range (reverse range, neutral range, drive range) is input from the range position sensor 23 by operating the shift lever 22.

  If a negative determination is made in step S10, that is, if a non-parking range is not requested, this flowchart is terminated. On the other hand, when an affirmative determination is made in step S10, that is, when a non-parking range is requested, the process proceeds to step S11 to determine whether or not the actual range is a parking range.

  If the determination in step S11 is affirmative, that is, if it is the parking range, the process proceeds to the above-described step S7 to perform processing for switching to the requested range, and then this flowchart is ended.

  On the other hand, if a negative determination is made in step S11, that is, if it is in the non-parking range (parking release state), the process proceeds to step S12.

  In step S12, it is determined whether the parking operation is being guaranteed. Here, the determination is made by checking whether or not the execution flag of the parking operation ensuring process is “1”.

  If a negative determination is made in step S12, that is, if the parking operation is not guaranteed, the non-parking range request is received when the parking range is not set, so this flowchart is ended.

  However, if the determination in step S12 is affirmative, that is, if the parking operation is being guaranteed, the process proceeds to step S13. In this step S13, the parking release operation ensuring process for making the vehicle movable is performed and the execution flag of the parking operation ensuring process is reset to “0”, and then this flowchart is ended.

  In the parking release operation guarantee process, instead of the parking lock mechanism 20, the motor 56 of the parking brake 50 that is currently in the parking state is driven to rotate and slide the adjusting bolt 54 in the opposite direction. By separating the brake pad 47 from the disk rotor 44, the disk rotor 44 is brought into a rotatable parking release state.

  Here, with reference to FIG. 7, the tendency of the temperature of the motor 32 of the parking lock mechanism 20 to rise and the manner in which the temperature of the motor 32 falls due to protection of the motor 32 will be described.

  That is, if a parking range request and a non-parking range request for the parking lock mechanism 20 are continuously input, the temperature of the motor 32 gradually increases according to the number of request switching.

  At this time, if the motor 32 is not protected as non-driven, the temperature of the motor 32 continues to rise as shown by a two-dot chain line in FIG. However, in this embodiment, when the temperature rise of the motor 32 is equal to or greater than the motor protection start threshold value Ntlmt, even if a parking range request or a non-parking range request is received from the parking lock mechanism 20, the request is rejected. The motor 32 is protected from being driven.

  When a predetermined time elapses after starting such protection, the temperature of the motor 32 drops. Thus, when a parking range request or a non-parking range request for the parking lock mechanism 20 is received in a state where the temperature of the motor 32 is equal to or lower than the protection cancellation threshold value Ntrls, the request is accepted and the request is established. Execute the process. However, if there is no such request, the temperature of the motor 32 will drop further.

  As described above, in the embodiment to which the present invention is applied, the parking lock mechanism 20 is in the non-parking range (parking release state) and the motor 32 of the parking lock mechanism 20 is heated to a temperature that requires protection. When the parking range request for locking the parking lock mechanism 20 is received in this state, the parking operation ensuring process for driving the motor 56 of the parking brake 50 instead of the parking lock mechanism 20 to fix the vehicle In addition to performing the parking operation, when the non-parking range request for unlocking the parking lock mechanism 20 is received while the parking operation is being guaranteed, the motor 56 of the parking brake 50 is in the vehicle fixed state instead of the parking lock mechanism 20. To move the vehicle to a movable state That is to perform the parking release operation security processing.

  As a result, when the motor 32 of the parking lock mechanism 20 is heated to a temperature that requires protection, the motor 32 of the parking lock mechanism 20 is not driven even when a parking request or a parking release request is received from the parking lock mechanism 20. Thus, the temperature of the motor 32 can be lowered, and thermal deterioration of the motor 32 can be prevented, thereby contributing to improvement in durability. In addition, since the parking brake 50 is operated instead of the parking lock mechanism 20 so as to satisfy the parking request and the parking release request in the parking release state (other than the P range), the vehicle is fixed or movable. Will be possible, and the driver will not be dissatisfied.

  In addition, in the above-described embodiment, when the motor 32 of the parking lock mechanism 20 is protected and the parking brake 50 performs the parking operation guarantee process and the temperature of the motor 32 sufficiently decreases, the parking lock request to the parking lock mechanism 20 is requested. Alternatively, when a non-parking range request is received, it is possible to return to the process of operating the parking lock mechanism 20 as requested (flow from step S3 to step S7 in FIG. 6). As a result, the motor 56 of the parking brake 50 can be prevented from being driven more than necessary, and it is possible to minimize the burden on the motor 56.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  (1) In the above embodiment, a vehicle equipped with a hybrid system is taken as an example. However, the present invention is also applicable to a vehicle including only an engine as a drive source and a vehicle including only a motor, for example.

  (2) Another embodiment of the present invention will be described with reference to FIG. In this embodiment, steps S1-S6 in FIG. 6 presented in the above embodiment are changed to S21-S26, S7 is changed to S28, and S10-S13 is changed to S30-S33, respectively, and before step S28. Step S27 is added as a new process, and Steps S34 to S36 are added as new processes when an affirmative determination is made in Step S31.

  Specifically, an example of control executed by the P-ECU 300 will be described with reference to FIG. The flowchart shown in FIG. 8 is repeatedly executed every predetermined time (several msec) after an ignition switch (power supply) (not shown) is turned on, for example.

  First, in step S21, it is determined whether the parking range of the parking lock mechanism 20 is requested. Here, it is checked whether or not a parking range request signal has been input by turning on the parking switch 21.

  When an affirmative determination is made in step S21, that is, when a parking range is requested, the process proceeds to steps S22 to S28. On the other hand, if a negative determination is made in step S21, that is, if the parking range is not requested, the process proceeds to steps S30 to S36.

  First, the processing of steps S22 to S28 will be described. In step S22, it is determined whether or not the actual range is a non-parking range (reverse range, neutral range, drive range).

  When a negative determination is made in step S22, that is, when the parking range is set, there is no need to switch the range, and thus this flowchart is ended. On the other hand, when an affirmative determination is made in step S22, that is, in the non-parking range (parking release state), in the subsequent step S23, the temperature of the motor 32 of the parking lock mechanism 20 exceeds the temperature that needs to be protected, in other words, the temperature of the motor 32. Is greater than or equal to the protection start threshold value Ntlmt. Here, the temperature rise amount of the motor 32 is estimated based on the usage state of the motor 32, and the determination is performed based on the estimation result.

  An example of the temperature estimation method will be described. The temperature increase Tup is obtained by multiplying the temperature increase ΔTup due to one operation of the motor 32 by the number of operations Nup of the motor 32. The temperature drop Tdwn is obtained by multiplying the temperature drop ΔTdwn per predetermined time when the motor 32 is not operated by the non-operation time t of the motor 32. The temperature increase amount ΔT of the motor 32 is obtained by subtracting the temperature decrease amount Tdwn from the temperature increase amount Tup. If the temperature rise amount ΔT is equal to or greater than the protection start threshold value Ntlmt for the motor 32, it is determined that the motor 32 is in the state requiring protection. The threshold value Ntlmt for starting protection is set to the temperature rise limit value of the motor 32.

  If the determination in step S23 is affirmative, that is, if the temperature of the motor 32 is equal to or higher than the protection start threshold value Ntlmt, it is necessary to protect the motor 32. In step S24, a parking range request is rejected. The non-parking range that is the actual range is maintained without driving the motor 32 of the parking lock mechanism 20.

  Thereafter, in step S25, a notification process is performed which means that the parking range request has been rejected. As this notification processing, for example, a warning message is output, a warning lamp is turned on, or a message meaning that “Please stop the vehicle on a flat road because a parking range request has been rejected” is displayed on the display unit 14. For example. Although the vehicle is fixed, the notification process is not performed in the parking range as requested by the driver, and is performed in order to have the driver take measures to avoid a vehicle movement. Subsequently, in step S26, a parking operation guarantee process for fixing the vehicle is performed by operating the parking brake 50 instead of the parking lock mechanism 20, and the execution flag of the parking operation guarantee process is set to “1”. This flowchart is finished.

  The parking operation guaranteeing process means that the adjusting bolt 54 is pivoted and slid by driving the motor 56 of the parking brake 50 and the brake pad 47 is pressed against the disk rotor 44 so that the disk rotor 44 cannot rotate. The vehicle is fixed.

  On the other hand, if a negative determination is made in step S23, that is, if the temperature of the motor 32 is not equal to or higher than the protection start threshold value Ntlmt, the process proceeds to the following step S27, where the motor 32 of the parking lock mechanism 20 is below the temperature that does not require protection, In other words, it is determined whether or not the temperature of the motor 32 is equal to or lower than the protection cancellation threshold value Ntrls. The protection cancellation threshold value Ntrls is set as an operation guarantee value obtained by subtracting an appropriate margin from the protection start threshold value Ntlmt.

  If an affirmative determination is made in step S27, that is, if the temperature of the motor 32 is equal to or lower than the protection cancellation threshold value Ntrls, it is not necessary to protect the motor 32, so the process proceeds to the subsequent step S28 and the requested range is reached. After performing the process of switching, this flowchart is complete | finished. However, if a negative determination is made in step S27, that is, if the temperature of the motor 32 is not less than or equal to the protection cancellation threshold value Ntrls, this flowchart is terminated.

  Next, the process of said step S30-S36 is demonstrated. In step S30, it is determined whether the non-parking range of the parking lock mechanism 20 is requested. Here, it is checked whether or not a request signal for a non-parking range (reverse range, neutral range, drive range) is input from the range position sensor 23 by operating the shift lever 22.

  If a negative determination is made in step S30, that is, if a non-parking range is not requested, this flowchart is terminated. On the other hand, when an affirmative determination is made in step S30, that is, when a non-parking range is requested, the process proceeds to step S31 to determine whether or not the actual range is a parking range.

  If a negative determination is made in this step S31, that is, if it is a non-parking range (parking release state), the process proceeds to steps S32 and S33. If an affirmative determination is made in step S31, that is, if it is a parking range, The process proceeds to steps S34 to S36.

  First, in step S32, it is determined whether or not the parking operation is being guaranteed. Here, the determination is made by checking whether or not the execution flag of the parking operation ensuring process is “1”.

  If a negative determination is made in step S32, that is, if the parking operation is not being guaranteed, a non-parking range request has been received during the non-parking range, and thus this flowchart ends. On the other hand, if the determination in step S32 is affirmative, that is, if the parking operation is being guaranteed, the process proceeds to step S33. In this step S33, the parking release operation ensuring process for making the vehicle movable is performed and the execution flag of the parking operation ensuring process is reset to “0”, and then this flowchart is ended.

  In the parking release operation guarantee process, instead of the parking lock mechanism 20, the motor 56 of the parking brake 50 that is currently in the parking state is driven to rotate and slide the adjusting bolt 54 in the opposite direction. By separating the brake pad 47 from the disk rotor 44, the disk rotor 44 is brought into a rotatable parking release state.

  Next, the processing in steps S34 to S36 will be described. In step S34, similarly to step S23, it is determined whether or not the motor 32 of the parking lock mechanism 20 is at or above the temperature that requires protection, in other words, whether or not the temperature of the motor 32 is at or above the protection start threshold value Ntlmt.

  If a negative determination is made in step S34, that is, if the temperature of the motor 32 is not equal to or higher than the protection start threshold value Ntlmt, it is not necessary to protect the motor 32, and the process proceeds to step S27 described above.

  On the other hand, if an affirmative determination is made in step S34, that is, if the temperature of the motor 32 is equal to or higher than the protection start threshold value Ntlmt, it is necessary to protect the motor 32, and in step S35, a non-parking range request is rejected. Thus, the parking range which is the actual range is maintained without driving the motor 32 of the parking lock mechanism 20. Thereafter, in step S36, a notification process is performed which means that the non-parking range request has been rejected.

  Examples of the notification processing include outputting a warning sound, turning on a warning lamp, and displaying a message such as “Non-parking range request rejected” on the display unit 14. Thereafter, this flowchart is ended.

  (3) In the above embodiment, the temperature rise determination process of the motor 32 is estimated from the usage state of the motor 32 without using the temperature sensor in step S3 of the flowchart of FIG. 6 or step S23 of the flowchart of FIG. Although an example in which the temperature increase amount is used is given, the present invention is not limited to this. For example, the determination process in steps S3 and S23 can be performed using a temperature sensor that detects the temperature of the motor 32.

  (4) In the above-described embodiment, the parking brake 50 is used to protect the motor 32 of the parking lock mechanism 20 so as to avoid excessive temperature rise, and the parking brake 50 ensures the parking operation and the parking release operation. However, the present invention is not limited to this. For example, contrary to the above-described embodiment, it is possible to protect the parking brake 50 from excessive temperature rise of the motor 56 and to secure the parking operation and the parking releasing operation with the parking lock mechanism 20. is there.

4a Output shaft of reduction mechanism 11 Drive wheel 12 Axle 20 Parking lock mechanism 21 Parking switch 22 Shift lever 23 Range position sensor 24 Parking gear 25 Parking lock pole 26 Parking rod 30 Parking actuator 31 Detent plate 32 Motor of parking lock mechanism 40 Brake system 41 Brake pedal 42 Master cylinder 43 Stroke simulator 44 Disc rotor 45 Brake caliper 46 Brake actuator 47 Brake pad 50 Parking brake 51 Parking switch 52 Parking brake actuator 56 Parking brake motor 300 P-ECU
500 EPB-ECU

Claims (5)

First and second vehicle fixing devices for fixing a vehicle or a vehicle in a movable state, and motors as drive sources respectively provided to both devices in response to a parking request or a parking release request And a control device for controlling
When the motor of the first vehicle fixing device receives a parking request for the first vehicle fixing device in a state where the temperature of the motor of the first vehicle fixing device is raised to a temperature that requires protection, the control device replaces the motor of the first vehicle fixing device. In addition to performing a parking operation guarantee process for driving the motor of the second vehicle fixing device to bring the vehicle into a fixed state,
When a parking release request for the first vehicle fixing device is received while the parking operation is guaranteed, the motor of the second vehicle fixing device in the vehicle fixing state is driven instead of the motor of the first vehicle fixing device. A parking system for a vehicle, which performs a parking release operation guarantee process for making the vehicle movable. The vehicle parking system according to claim 1,
When the controller of the first vehicle fixing device receives a parking request from the first vehicle fixing device in a state where the motor of the first vehicle fixing device is heated to a temperature that requires protection, the first vehicle fixing device is in a parking release state. A parking system for a vehicle, wherein the parking operation ensuring process is performed on condition that there is a certain condition. In the vehicle parking system according to claim 1 or 2,
The said control apparatus performs the alerting | reporting process for alert | reporting to a driver | operator that parking operation is being ensured with execution of the said parking operation ensuring process, The parking system of the vehicle characterized by the above-mentioned. In the vehicle parking system according to any one of claims 1 to 3,
The temperature rise determination of the motor includes a process of obtaining a temperature increase Tup by multiplying a temperature increase ΔTup by one operation of the motor by the number Nup of operation of the motor,
A process of obtaining the temperature drop Tdwn by multiplying the temperature drop ΔTdwn per predetermined time when the motor is not operated by the motor non-operation time t;
A process for obtaining a temperature rise amount ΔT of the motor by subtracting the temperature drop amount Tdwn from the temperature rise amount Tup;
When the temperature rise amount ΔT is equal to or higher than a temperature rise limit value appropriately set based on the operation guarantee temperature of the motor, a process for estimating that the temperature has been raised to the necessary protection temperature is performed. This is a vehicle parking system. In the vehicle parking system according to any one of claims 1 to 4,
The first vehicle fixing device is a parking lock mechanism for switching to a vehicle fixed state in which an output shaft of a transmission mechanism of a vehicle cannot rotate or a vehicle movable state in which the output shaft can rotate.
The vehicle is characterized in that the second vehicle fixing device is a parking brake for setting a vehicle fixed state in which an axle to which wheels are attached cannot be rotated or a vehicle movable state in which the axle can be rotated. Parking system.

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