JP2012026561A - Control apparatus of driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus of driving device for vehicle that can start an engine while suppressing the generation of driving force of the vehicle, even when shift range switching cannot be done in a state that a shift range which does not shut off power transmission in the vehicle is applied.SOLUTION: The apparatus includes: a vehicle movement suppressing means 116, wherein all hydraulic frictional engagement devices in an automatic transmission 18 is released to shut off power transmission of the automatic transmission 18, and electric wheel brakes WB1 to WB4 are operated to generate braking torque in each wheel while electric wheel brakes WB3, WB4 are operated as electric parking brakes, and thereby suppressing the movement of the vehicle, when the shift range switching cannot be done in a state that a D range or R range is applied; and an engine start control means 110 which allows a start of the engine 12 after the movement of the vehicle is suppressed and which starts the engine 12 in response to an engine start requirement.

Description

  The present invention controls a vehicle drive device that employs a shift-by-wire shift device that includes a shift range switching device that switches a shift range using an actuator based on an electrical command output in response to a shift operation. It relates to the device.

  An engine, a power transmission device coupled to the engine, and a shift range switching device that switches a shift range using an actuator based on an electrical command output in response to a shift operation, and cuts off power transmission There is known a control device for a drive device (propulsion device) that does not allow the engine to be started when the shift range is not established. For example, it is described in Patent Documents 1 and 2.

  The control device of Patent Document 1 is configured to stop the shift range switching when the shift range switching does not end for a predetermined time or more while the engine is stopped. Thereby, it can be said that an excessive burden is applied to the actuator that is operated when the shift range is switched.

  Further, the control device of Patent Document 2 is configured to determine the shift range based on the operation amount of the actuator that is operated when the shift range is switched when the shift range detection device that detects the shift range is abnormal. Yes. Thus, it is possible to determine whether or not the shift range allows the engine to start even when the shift range detection device is abnormal.

JP 2007-186139 A JP 2007-40367 A

  By the way, the control device for a vehicle drive device to which the above-described conventional control device is applied is operated, for example, when the shift range is switched in a state where a shift range that does not interrupt power transmission is established in the vehicle. The engine cannot be started when the shift range of the vehicle cannot be switched because the actuator becomes inoperable due to sticking or the like, or the control unit of the actuator becomes uncontrollable due to disconnection or the like. There was a problem.

  On the other hand, even when the shift range cannot be switched, there is a case where the engine is started in an emergency, for example. At that time, if the engine is started in a state where a shift range that does not interrupt power transmission, such as the D range and the R range, is established, a driving force may be generated in the vehicle accordingly. .

  The present invention has been made against the background of the above circumstances, and the object of the present invention is when the shift range cannot be switched in a state where a shift range that does not block power transmission is established in the vehicle. Even if it exists, it is providing the control apparatus of the drive device for vehicles which can start an engine, suppressing that a driving force arises in a vehicle.

  The gist of the invention according to claim 1 for achieving the object is as follows: (a) an engine, a power transmission device provided between the engine and a drive wheel of the vehicle, and a response to a shift operation; And a shift range switching device that switches the shift range of the vehicle using an actuator based on an electrical command that is output in the vehicle, and starts the engine when a shift range that cuts off power transmission is not established in the vehicle. (B) when the shift range is not switched in a state where the shift range that does not interrupt power transmission is established in the vehicle, The start of the engine is permitted after the movement of the vehicle is suppressed.

  Further, the gist of the invention according to claim 2 is that the invention according to claim 1 is mechanically connected to the manual operation body and is operated according to the operation position of the manual operation body to brake the wheel. A mechanical parking brake is provided that suppresses movement of the vehicle by generating torque.

  The gist of the invention according to claim 3 is to suppress the movement of the vehicle in the invention according to claim 1 or 2 by interrupting power transmission of the power transmission device.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, an electric wheel brake for generating a braking torque on the wheel based on an electrical command is provided. It is to suppress the movement of the vehicle by operating an electric wheel brake to generate a braking torque on the wheel.

  According to a fifth aspect of the present invention, there is provided an electric parking brake according to any one of the first, third, and fourth aspects, wherein the electric parking brake is configured to generate braking torque on the wheel based on an electrical command. And the movement of the vehicle is suppressed by generating braking torque on the wheels by operating the electric parking brake.

  According to the control device for a vehicle drive device of the first aspect of the present invention, when the shift range cannot be switched in a state where the shift range that does not block power transmission is established in the vehicle, Since the engine is allowed to start after the movement of the vehicle is suppressed, for example, the engine can be started with the movement of the vehicle suppressed even in a state where the D range, the R range, or the like is established. Therefore, it is possible to start the engine while suppressing the generation of driving force in the vehicle.

  According to the control device for a vehicle drive device of the invention of claim 2, mechanically connected to the manual operation body, and activated according to the operation position of the manual operation body to generate braking torque on the wheels. Since a mechanical parking brake that suppresses the movement of the vehicle is provided, the movement of the vehicle is suppressed by the mechanical parking brake even in a state where, for example, the D range or the R range is established. Since the engine is started in such a state, it is possible to start the engine while suppressing the generation of driving force in the vehicle.

  Further, according to the control device for a vehicle drive device of the invention according to claim 3, since the movement of the vehicle is suppressed by interrupting the power transmission of the power transmission device, for example, the D range and the R range are established. Even in such a state, since the engine is started in a state where the power transmission of the power transmission device is interrupted, the engine can be started without generating a driving force in the vehicle.

  According to the control device for a vehicle drive device of a fourth aspect of the present invention, the electric wheel brake for generating a braking torque on the wheel based on the electric command is provided, and the wheel is operated by operating the electric wheel brake. Since the vehicle movement is suppressed by generating braking torque on the vehicle, for example, even when the D range, the R range, or the like is established, the movement of the vehicle is suppressed by the electric wheel brake. Since the engine is started, the engine can be started while suppressing the generation of driving force in the vehicle.

  According to the control device for a vehicle drive device of the invention of claim 5, the vehicle is provided with an electric parking brake that generates a braking torque on the wheel based on an electric command, and the electric parking brake is operated to operate the electric parking brake. Since the movement of the vehicle is suppressed by generating braking torque on the wheels, the movement of the vehicle is suppressed by the electric parking brake even in a state where, for example, the D range or the R range is established. Since the engine is started in the state, the engine can be started while suppressing the generation of driving force in the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to an embodiment of the present invention. 2 is an operation table of each hydraulic friction engagement device for establishing each gear position in the automatic transmission of FIG. 1. It is a figure which shows the shift operation apparatus manually operated by the driver | operator in order to switch the shift range of the automatic transmission of FIG. It is a perspective view which shows the structure of the shift range switching apparatus which switches the shift range of the automatic transmission of FIG. 1, and the parking lock apparatus which fixes the output shaft of an automatic transmission so that rotation is impossible. It is a figure which shows the detent plate seen from the axial center direction of the manual shaft of FIG. It is a block diagram explaining the control system for controlling each apparatus provided in the vehicle. It is a functional block diagram for demonstrating the principal part of the control function with which the electronic control apparatus of FIG. 6 was equipped. It is a flowchart explaining the principal part of the control action performed by the signal processing of the electronic controller of FIG. It is a flowchart explaining a part of control action performed by the signal processing of the electronic control apparatus of the other Example of this invention. It is a flowchart explaining a part of control action performed by the signal processing of the electronic control apparatus of the other Example of this invention. It is a block diagram explaining the control system for controlling each apparatus provided in the vehicle of the other Example of this invention. It is a functional block diagram for demonstrating the principal part of the control function with which the electronic control apparatus of FIG. 11 was equipped. It is a flowchart explaining a part of control action performed by the signal processing of the electronic controller of FIG. It is a flowchart explaining a part of control action performed by the signal processing of the electronic control apparatus of the other Example of this invention. It is a flowchart explaining a part of control action performed by the signal processing of the electronic control apparatus of the other Example of this invention.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device 10 according to an embodiment of the present invention. In FIG. 1, a vehicle drive device 10 is suitably employed in an FR (front engine / rear drive) type vehicle, and is connected to an engine 12 composed of an internal combustion engine and a crankshaft of the engine 12. And an automatic transmission 18 disposed between the torque converter 14 and the drive wheel 16 and connected to an output member (turbine shaft) of the torque converter 14. The automatic transmission 18 corresponds to the power transmission device in the present invention. The torque converter 14 and the automatic transmission 18 are configured symmetrically with respect to their common axis. In FIG. 1, the lower half of the axis is omitted.

  The torque converter 14 is connected to the crankshaft of the engine 12, and is driven by the engine 12 to generate a fluid flow due to the flow of hydraulic oil in the torque converter 14, and the automatic transmission 18. A turbine impeller 14t connected to the input shaft 20 and rotated by receiving a fluid flow from the pump impeller 14p, and disposed in a fluid flow from the turbine impeller 14t to the pump impeller 14p. The stator wheel 14s is supported by the clutch F1 so as to be able to rotate in the rotational direction of the engine 12, that is, in the positive rotational direction and not to rotate in the negative rotational direction. The input shaft 20 also functions as an output member (turbine shaft) of the torque converter 14.

  In the torque converter 14, when the pump impeller 14p is rotated by the torque from the engine 12, the rotation of the pump impeller 14p is transmitted to the turbine impeller 14t via the hydraulic oil, and the turbine impeller 14t is Rotated. Thereby, the torque of the engine 12 is transmitted to the input shaft 20. In the torque converter 14, the stator impeller 14s is fixed in a non-rotatable manner through the one-way clutch F1 in the converter region, so that a torque amplifying action is obtained, and the stator impeller 14s is freely rotated in the coupling region. The reduction in efficiency is suppressed by being in the state.

  The automatic transmission 18 is a device that shifts the output of the torque converter 14 and outputs it from the output shaft 22. The automatic transmission 18 includes a first transmission unit 26 and a second transmission unit 28 housed in a transmission case 24. The first transmission unit 26 is mainly composed of a double pinion type first planetary gear unit 30. The second transmission unit 28 is mainly composed of a single pinion type second planetary gear device 32 and a double pinion type third planetary gear device 34.

  The sun gear S1 of the first planetary gear device 30 is connected to the transmission case 24 and fixed so as not to rotate. Further, the carrier CA1 of the first planetary gear device 30 is connected to the input shaft 20, and is selectively connected to the sun gear S2 of the second planetary gear device 32 via the clutch C4. Further, the ring gear R1 of the first planetary gear device 30 is selectively connected to the sun gear S3 of the third planetary gear device 34 via the clutch C1, and is also connected to the sun gear S2 of the second planetary gear device 32 via the clutch C3. Are selectively linked.

  The sun gear S2 of the second planetary gear device 32 is selectively connected to the transmission case 24 via the brake B1 and fixed so as not to rotate. Further, the carrier CA2 of the second planetary gear device 32 and the third planetary gear device 34 is selectively connected to the transmission case 24 via the brake B2 so as not to rotate, and the clutch C2 is connected to the input shaft 20. Are selectively connected to each other. The ring gear R2 of the second planetary gear device 32 and the third planetary gear device 34 is connected to the output shaft 22 and fixed so as not to rotate.

  The clutches C1 to C4 and the brakes B1 and B2 are hydraulic friction engagement devices including a hydraulic cylinder and a multi-plate clutch or brake that is frictionally engaged according to the hydraulic pressure supplied to the hydraulic cylinder. is there. These hydraulic friction engagement devices are respectively engaged or released by a shift hydraulic control circuit 36 shown in FIG.

  In the automatic transmission 18, each hydraulic friction engagement device is engaged or released by the shift hydraulic control circuit 36 shown in FIG. 1 according to a predetermined operation table shown in FIG. Any one of the shift speed (1st to 8th), the reverse two shift speeds (Rev1, Rev2), parking (P) and neutral (N) for interrupting power transmission is established. In FIG. 2, “◯” indicates the engaged state, and the blank indicates the released state.

  Here, the shift hydraulic control circuit 36 includes a manual valve 40 whose operation state is switched by a shift range switching device 38 shown in FIG. The manual valve 40 includes an input port to which line pressure is input, an output port for a forward shift stage that supplies hydraulic pressure to a hydraulic friction engagement device that is involved in the establishment of the forward shift stage, and a hydraulic pressure that is involved in the establishment of the reverse shift stage. And a valve body 42 having an output port for a reverse shift stage for supplying hydraulic pressure to the hydraulic friction engagement device, a discharge port for discharging the hydraulic pressure supplied to each hydraulic friction engagement device, and the like. The manual valve 40 is inserted into the valve body 42 and moved in the insertion direction, that is, in the axial direction, thereby opening and closing the ports according to the moving position and connecting the ports to each other. It has a child 44. In the automatic transmission 18, the forward travel range for forward travel, the R range (reverse range) for reverse travel, the input shaft 20 and the output shaft 22 according to the movement position of the spool valve element 44 of the manual valve 40. N range (neutral range) for interrupting power transmission between the input shaft 20 and P range (parking) for fixing the output shaft 22 to be non-rotatable while interrupting power transmission between the input shaft 20 and the output shaft 22 Any one of (range) is established.

  The forward travel range includes the D range in which the shift control is performed using all the forward shift speeds (1st to 8th), and the highest speed shift speed is the seventh shift speed (7th) to the first shift speed (1st), respectively. 7 range to 1 range limited to) is set. When these forward travel ranges are established, the forward shift speed to be shifted is determined from the forward shift speeds where the shift is not limited based on the vehicle speed V and the accelerator opening Acc, for example, from a preset shift map. Then, each hydraulic friction engagement device of the automatic transmission 18 is operated so that the forward shift stage is established.

  When the R range is established, a reverse shift stage to be shifted is determined from a preset shift map based on, for example, the vehicle speed V and the accelerator opening Acc, and the automatic shift is performed so that the reverse shift stage is established. Each hydraulic friction engagement device of the machine 18 is activated.

  When the N range is established, all the hydraulic friction engagement devices of the automatic transmission 18 are released, so that the power transmission path of the automatic transmission 18 is interrupted.

  When the P range is established, all the hydraulic friction engagement devices of the automatic transmission 18 are released, so that the power transmission path of the automatic transmission 18 is interrupted, and the parking lock shown in FIG. The rotation of the output shaft 22 is mechanically locked by the device 46. The parking lock device 46 locks the rotation of the output shaft 22 by fixing a parking gear 48 that is provided concentrically with the output shaft 22 and is rotatably provided therewith.

  FIG. 3 is a diagram showing a shift operation device 50 that is manually operated by the driver to switch the shift range of the automatic transmission 18. The shift operation device 50 is disposed, for example, on the side of the driver's seat of the vehicle, and is manually operated at the operation positions “P”, “R”, “N”, “D”, and “M” shown in FIG. And a lever position sensor 54 (see FIG. 6) for detecting the operation position of the shift lever 52. The operation position “P (parking)” is an operation position for switching the shift range of the automatic transmission 18 to the P range. The operation position “R (reverse)” is an operation position for switching the shift range of the automatic transmission 18 to the R range. The operation position “N (neutral)” is an operation position for switching the shift range of the automatic transmission 18 to the N range. The operation position “D (drive)” is an operation position for switching the shift range of the automatic transmission 18 to the D range. The operation position “M (manual)” is an operation position for switching the shift range of the automatic transmission 18 to any one of the D range and the 7 range to the 1 range. The operation position “M” includes an operation position “+” for switching the shift range to the up side (high speed side) every time the shift lever 52 is operated, and a shift range every time the shift lever 52 is operated. Operation positions “−” for switching to the down side (low speed side) are provided adjacent to each other.

  FIG. 4 is a perspective view showing a configuration of a shift range switching device 38 that switches the shift range of the automatic transmission 18 and a parking lock device 46 that fixes the output shaft 22 of the automatic transmission 18 so as not to rotate. The shift range switching device 38 constitutes a shift-by-wire system together with the shift operation device 50 and a shift range switching control means 112 described later.

  The shift range switching device 38 is operated on the basis of an electrical signal output in response to the shift operation of the shift operation device 50 shown in FIG. And the like, and a spool valve element 44 fixed to the manual shaft 58 and engaged with the spool valve element 44 of the manual valve 40 and set in advance according to each shift range. And a plate-shaped detent plate 60 that is rotated to any one of a plurality of rotation positions corresponding to the plurality of movement positions. The shift actuator 56 is configured by a step motor such as a switched reluctance motor (SR motor). The operating position of the shift actuator 56, that is, the rotation angle of the rotor of the shift actuator 56 is detected by the rotary encoder 62.

  FIG. 5 is a view showing the detent plate 60 viewed from the axial direction of the manual shaft 58. As shown in FIGS. 4 and 5, the detent plate 60 projects from the one side surface in the plate thickness direction and engages with the spool valve element 44 in the axial direction (moving direction) of the spool valve element 44. A child engagement rod 64 is provided. When the detent plate 60 is rotated about the axis of the manual shaft 58, the spool valve element 44 is moved in the axial direction of the spool valve element 44 by the spool valve engagement rod 64 according to the rotation position. Be made.

  Further, the detent plate 60 has a function of positioning the spool valve element 44 at any one of a plurality of preset movement positions according to the cam surface shape of the outer peripheral edge portion. As shown in detail in FIG. 5, the cam surface 66 of the outer peripheral edge located above the detent plate 60 has a first recess 68 for positioning the spool valve element 44 at a movement position corresponding to the P range, A second recess 70 for positioning the spool valve element 44 at a movement position corresponding to the R range, a third recess 72 for positioning the spool valve element 44 at a movement position corresponding to the N range, and the spool valve element 44 Are formed at the movement positions corresponding to a plurality of forward travel ranges including the D range. The cam surface 66 is in contact with an engagement roller 78 rotatably supported at a distal end portion of a leaf spring 76 having a base end portion fixed thereto. The leaf spring 76 biases the engagement roller 78 toward the cam surface 66 with a predetermined pressing force. Thus, basically, the engagement roller 78 falls into any one of the recesses 68 to 74, whereby the detent plate 52 is positioned at any one of the plurality of rotational positions, and the spool valve element 44 is It is positioned at any one of a plurality of movement positions set in advance according to each shift range.

  The parking lock device 46 can be moved toward and away from the parking gear 48 by being rotated around one axis center with a parking gear 48 connected to the output shaft 22 of the automatic transmission 18 shown in FIG. A parking lock pole 80 having a pawl portion 80a that meshes with the parking gear 48 when the parking gear 48 is approached, and the pawl portion 80a meshes with the parking gear 48 to fix the output shaft 22 in a non-rotatable manner. A parking rod 84 through which a taper member 82 that engages with the parking lock pole 80 is inserted to support the taper member 82 at one end, and a spring 86 that biases the taper member 82 toward the small diameter side. It is configured. The other end of the parking rod 84 is connected to the lower end of the detent plate 60, and the taper member 82 moves to the small diameter side or the large diameter side of the taper member 82 when the detent plate 60 is rotated. It is supposed to be made.

  FIG. 4 shows a state in which the detent plate 60 is positioned at a rotation position corresponding to the P range. In this state, the spool valve element 44 of the manual valve 40 is positioned at the movement position corresponding to the P range, and the pawl portion 80a of the parking lock pole 80 is engaged with the parking gear 48, thereby preventing the output shaft 22 from rotating. Is done. From this state, when the shift actuator 56 is used and the manual shaft 58 is rotated in the direction of the arrow A shown in FIG. 4, the spool valve element 44 is moved in the direction of the arrow B to correspond to another shift range. The parking lock pole 80 is moved in the direction of the arrow D by the movement of the taper member 82 provided at the tip of the one end of the parking rod 84. Moved to. When the parking lock pole 80 is moved in the direction of arrow D and the claw portion 80a is rotated to a position where it does not mesh with the parking gear 48, the output shaft 22 is unlocked.

  FIG. 6 is a block diagram illustrating a control system for controlling each device provided in the vehicle. In FIG. 6, an electronic control device 88 has a function as a control device of the vehicle drive device 10 and includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU 12 performs signal processing in accordance with a program stored in the ROM in advance using the temporary storage function of the RAM, so that the output control and start control of the engine 12 and the shift control and shift of the automatic transmission 18 are performed. Performs range switching control.

  The electronic control device 88 is supplied with various input signals detected by each sensor provided in the vehicle. The input signal includes, for example, a signal indicating that the engine start request operation detected by the engine start switch 90 has been performed, and the shift operation position of the shift lever 52 of the shift operation device 50 detected by the lever position sensor 54. A signal representing the operating position of the shift actuator 56 detected by the rotary encoder 62, a signal representing the vehicle speed V detected by the vehicle speed sensor 92, a signal representing the accelerator opening Acc detected by the accelerator opening sensor 94, And a signal indicating that the parking brake operation lever (manual operation body) 98 detected by the parking brake switch 96 is operated.

  It should be noted that the vehicle is operated based on an operation of a brake pedal (not shown) to generate braking torque on the wheels, and a wheel brake hydraulic control circuit based on an electrical command output from the electronic control device 88. Electrical wheel brakes WB1 to WB4 are also provided that operate when hydraulic pressure is supplied from 100 and generate braking torque on the wheels. Of these, the electric wheel brakes WB3 and WB4 provided on the respective drive wheels 16 (see FIG. 1) are mechanically connected to the parking brake operation lever 98 via, for example, a wire rope, and are moved to their operation positions. It functions as a mechanical parking brake that is actuated accordingly to generate a braking torque on each drive wheel 16 to suppress the movement of the vehicle. The parking brake operation lever 98 corresponds to a manual operation body in the present invention.

  The electronic control device 88 supplies various output signals to each device provided in the vehicle. The output signal includes, for example, a signal supplied to the ignition device 102, the fuel injection device 104, and the electronic throttle valve device 106 for the output control of the engine 12, and a starter motor 108 for the start control of the engine 12. , A signal supplied to the shift actuator 56 for shift range switching control of the automatic transmission 18, a signal supplied to the shift hydraulic control circuit 36 for shift control of the automatic transmission 18, and ABS control And a signal supplied to the wheel brake hydraulic control circuit 100 for performing VSC control and the like.

  FIG. 7 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 88. In FIG. 7, the engine start control means 110 determines whether or not there is an engine start request based on the presence or absence of an engine start request operation detected by the engine start switch 90. When it is determined that there is an engine start request, the engine start control means 110 starts the engine 12 using the starter motor 108 connected to the front end of the crankshaft of the engine 12.

  It should be noted that the engine start control means 110 basically permits the engine 12 to start when either the shift range that interrupts power transmission in the automatic transmission 18, that is, the P range or the N range is not established. do not do. However, even in such a case, as an exception, when it is determined that the shift range switching is disabled by the failure determination unit 114 described later and the vehicle movement suppression unit 116 suppresses the movement of the vehicle, The engine 12 is allowed to start and the starter motor 108 is used to start the engine 12.

  The shift range switching control means 112 is based on the shift operation position of the shift lever 52 of the shift operation device 50 detected by the lever position sensor 54 and the operating position of the shift actuator 56 detected by the rotary encoder 62. The shift actuator 56 is actuated so that the actuating position becomes an actuating position corresponding to the shift operation position of the shift lever 52.

  In response to a shift request, the shift control means 113 shifts each hydraulic friction engagement device (clutch C1 to C4, brakes B1 and B2) of the automatic transmission 18 according to a predetermined operation table shown in FIG. By engaging or disengaging by each of 36, the eight forward speeds (1st to 8th), the two reverse speeds (Rev1, Rev2), the parking (P) and the neutral (N) for interrupting power transmission Either one is established. When the D range or the R range is established, the shift control means 113 shifts the shift stage of the automatic transmission 18 from the preset shift map based on, for example, the vehicle speed V and the accelerator opening Acc. And each hydraulic friction engagement device is operated so that the gear position is established. Further, the shift control means 113 sets all the hydraulic friction engagement devices so that the power transmission between the input shaft 20 and the output shaft 22 is cut off when the P range or the N range is established. Let go.

  The fail determination means 114 determines whether or not the shift range cannot be switched in a state where either the shift range in which the power transmission is not interrupted in the automatic transmission 18, that is, the D range or the R range is established. . Specifically, when the shift range switching by the shift range switching control unit 112 does not end within a preset predetermined time, it is determined that the shift range switching is disabled. Further, when it is determined that the shift range cannot be switched, the fail determination unit 114 stores (writes) the fail diagnosis result in a preset storage area such as the RAM.

  The vehicle movement suppressing means 116 determines that the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18 and if there is an engine start request, Based on the signal from the encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the automatic transmission 18 establishes the P range or the N range. It is determined whether or not When the determination is negative, the vehicle movement restraining means 116 operates the parking brake operation lever 98 based on the signal from the parking brake switch 96 so that the electric wheel brakes WB3 and WB4 are mechanical. It is determined whether or not it is operated as a parking brake. When the above determination is affirmative, the vehicle movement suppression means 116 releases all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device, thereby transmitting the power of the power transmission device. And the electric wheel brakes WB1 to WB4 are operated to generate braking torque on each wheel, thereby suppressing the movement of the vehicle.

  FIG. 8 is a flowchart for explaining the main part of the control operation executed by the signal processing of the electronic control unit 88. This flowchart is for explaining the control operation for fail determination control, engine start control, and vehicle movement suppression control among the control operations by the electronic control unit 88. For example, the flowchart is extremely about several msec to several tens msec. It is executed repeatedly with a short cycle time.

  In FIG. 8, first, in a step (hereinafter, “step” is omitted) S1 corresponding to the failure determination unit 114, the shift range in which the power transmission is not interrupted in the automatic transmission 18, that is, either the D range or the R range. It is determined whether or not the shift range cannot be switched in the established state. Specifically, when the shift range switching by the shift actuator 56 does not end within a predetermined time, it is determined that the shift range switching is disabled.

  If the determination at S1 is negative, this routine is terminated. If the determination in S1 is affirmative, a failure diagnosis result indicating that the shift range cannot be switched is stored (written) in a preset storage area such as the RAM.

  Subsequent to S2, in S3 corresponding to the engine start control means 110, it is determined whether or not there is an engine start request based on the presence or absence of an engine start request operation.

  If the determination in S3 is negative, this routine is terminated. If the determination in S3 is affirmative, the operation position of the shift actuator 56 corresponds to the P range or the N range based on the signal from the rotary encoder 62 in S4 corresponding to the vehicle movement suppression means 116. It is determined whether or not the operating position is set, that is, whether or not the P range or the N range is established in the automatic transmission 18.

  If the determination in S4 is negative, the electric wheel brake WB3 is operated by operating the parking brake operation lever 98 based on the signal from the parking brake switch 96 in S5 corresponding to the vehicle movement suppressing means 116. , WB4 is operated as a mechanical parking brake.

  If the determination in S5 is negative, the present routine is terminated. If the determination is affirmative, in S6 corresponding to the vehicle movement restraining means 116, all of the automatic transmissions 18 that constitute the power transmission device. When the hydraulic friction engagement device is released, the power transmission of the power transmission device is cut off, and the electric wheel brakes WB1 to WB4 are operated to generate braking torque on each wheel. Movement is suppressed.

  After the determination in S4 is affirmed or the vehicle movement is suppressed in S6, the engine 12 is allowed to start in S7 corresponding to the engine start control means 110, and the starter motor 108 is used. The engine 12 is started. Then, this routine is terminated.

  According to the electronic control device 88 as the control device of the vehicle drive device 10 of the present embodiment, the shift range can be switched in a state where the shift range that does not block power transmission in the vehicle, that is, the D range or the N range is established. Fail judgment means 114 for judging whether or not it is disabled, and when the above judgment is affirmed and there is an engine start request, the parking brake operation lever 98 is pulled (manually operated) to thereby operate the electric wheel brake. It is determined whether WB3 and WB4 are operated as mechanical parking brakes. If the determination is affirmative, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released. To interrupt the power transmission of the power transmission device and operate the electric wheel brakes WB1 to WB4. By generating braking torque on each wheel, vehicle movement suppression means 116 that suppresses the movement of the vehicle, and the engine 12 is allowed to start after the movement of the vehicle is suppressed, and the engine 12 is responded to the engine start request. Engine starting control means 110 for starting the engine. Therefore, even when the D range, the R range, and the like are established, the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes while the power transmission is interrupted in the automatic transmission 18, and the electric transmission is performed. Since the engine 12 is started in a state in which braking torque is generated in the wheels by operating the wheel brakes WB1 to WB4, the engine 12 can be started while suppressing generation of driving force in the vehicle. it can.

  Next, another embodiment of the present invention will be described. In the following description of the embodiments, portions that overlap each other are denoted by the same reference numerals and description thereof is omitted.

  FIG. 7 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 120 of another embodiment of the present invention. The electronic control device 120 according to the present embodiment includes vehicle movement suppression means 122 instead of the vehicle movement suppression means 116 included in the electronic control device 88 according to the first embodiment. The vehicle movement suppressing means 122 determines that the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18 and there is an engine start request. Based on the signal from the rotary encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the P range or the N range is established in the automatic transmission 18. It is determined whether or not it is allowed. When the determination is negative, the vehicle movement suppressing means 122 operates the parking brake operation lever 98 based on a signal from the parking brake switch 96 to make the electric wheel brakes WB3 and WB4 mechanical. It is determined whether or not it is operated as a parking brake. When the above determination is affirmative, the vehicle movement suppressing means 122 releases all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device, thereby transmitting the power of the power transmission device. The movement of the vehicle is suppressed by shutting off.

  FIG. 9 is a flowchart for explaining a part of the control operation executed by the signal processing of the electronic control unit 120. The control operation of the electronic control device 120 is the same as the control operation of the electronic control device 88 of the first embodiment except that S11 of FIG. 9 is performed instead of S6 in the flowchart of FIG.

  If the determination in S5 of FIG. 8 is affirmative, in S11 of FIG. 9 corresponding to the vehicle movement suppression means 116, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released. As a result, the power transmission of the power transmission device is interrupted, so that the movement of the vehicle is suppressed.

  According to the electronic control device 120 as the control device of the vehicle drive device 10 of the present embodiment, the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18. If it is determined that the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes, and if the determination is affirmative, power transmission is performed. The vehicle movement restraining means 122 for restraining the movement of the vehicle by releasing all the hydraulic friction engagement devices of the automatic transmission 18 constituting the device to cut off the power transmission of the power transmission device, and the vehicle Engine start control that permits the engine 12 to start after the movement of the engine is suppressed and starts the engine 12 in response to the engine start request And a stage 110. Therefore, even when the D range, the R range, and the like are established, the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes while the power transmission is interrupted in the automatic transmission 18. Since the engine 12 is started in a state where braking torque is generated on the wheels, the engine 12 can be started while suppressing the generation of driving force in the vehicle.

  FIG. 7 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 130 of another embodiment of the present invention. The electronic control device 130 according to the present embodiment includes vehicle movement suppression means 132 instead of the vehicle movement suppression means 116 included in the electronic control device 88 according to the first embodiment. When it is determined that the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18 and there is an engine start request, Based on the signal from the rotary encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the P range or the N range is established in the automatic transmission 18. It is determined whether or not it is allowed. When the above determination is denied, the vehicle movement suppressing means 132 operates the parking brake operation lever 98 based on the signal from the parking brake switch 96, so that the electric wheel brakes WB3 and WB4 are mechanical. It is determined whether or not it is operated as a parking brake. Then, when the determination is affirmed, the vehicle movement suppressing means 132 operates the electric wheel brakes WB1 to WB4 to generate braking torque on each wheel, thereby suppressing the movement of the vehicle.

  FIG. 10 is a flowchart for explaining a part of the control operation executed by the signal processing of the electronic control unit 130. The control operation of the electronic control device 130 is the same as the control operation of the electronic control device 88 of the first embodiment except that S21 of FIG. 10 is performed instead of S6 in the flowchart of FIG.

  If the determination in S5 of FIG. 8 is affirmative, the electric wheel brakes WB1 to WB4 are operated in S21 of FIG. 10 corresponding to the vehicle movement suppression means 132 to generate braking torque on each wheel. Thus, the movement of the vehicle is suppressed.

  According to the electronic control device 130 as the control device of the vehicle drive device 10 of the present embodiment, the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18. If it is determined that the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes, and if the determination is affirmed, the electric wheel brakes WB3 and WB4 are operated. By operating the wheel brakes WB1 to WB4 to generate braking torque on each wheel, the vehicle movement suppressing means 132 for suppressing the movement of the vehicle, and allowing the engine 12 to start after the movement of the vehicle is suppressed, Engine start control means 110 for starting the engine 12 in response to the engine start request. Therefore, even when the D range, the R range, and the like are established, the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes and the electric wheel brakes WB1 to WB4 are operated. Since the engine 12 is started in a state where braking torque is generated on the wheels, the engine 12 can be started while suppressing the generation of driving force in the vehicle.

  FIG. 11 is a block diagram illustrating a control system for controlling each device provided in a vehicle according to another embodiment of the present invention. In FIG. 11, the electronic control device 140 has a function as a control device of the vehicle drive device 10, and includes a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like. It is configured.

  The difference from the first embodiment is that electric wheel brakes WB5 and WB6 are provided instead of the electric wheel brakes WB3 and WB4. These electric wheel brakes WB5 and WB6 are operated based on the operation of a brake pedal (not shown) to generate braking torque on the wheels, and the wheel based on the electrical command output from the electronic control unit 88. It is also activated by supplying hydraulic pressure from the brake hydraulic control circuit 100 to generate braking torque on the wheels. Further, the electric wheel brakes WB5 and WB6 are operated by an EPB (Electric Parking Brake) actuator 144 based on an electrical command output from the electronic control device 140 in response to, for example, operation of the parking brake operation button 141. Thus, each of the driving wheels 16 generates a braking torque to function as an electric parking brake that suppresses the movement of the vehicle. The EPB actuator 144 includes an electric motor operatively connected to the cylinder pistons of the electric wheel brakes WB3 and WB4.

  FIG. 12 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 140. In FIG. 12, the parking brake control means 146 determines whether or not there is a parking brake operation request based on the presence or absence of a parking brake operation request operation detected by the parking brake switch 96. When it is determined that there is a parking brake operation request, the parking brake control means 146 operates the electric wheel brakes WB3 and WB4 using the EPB actuator 144 to generate a braking torque for each drive wheel 16, respectively. .

  The vehicle movement restraining means 148 determines that the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18 and if there is an engine start request, Based on the signal from the encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the automatic transmission 18 establishes the P range or the N range. It is determined whether or not When the determination is negative, the vehicle movement suppressing means 148 releases all the hydraulic friction engagement devices of the automatic transmission 18 that constitutes the power transmission device, thereby transmitting the power of the power transmission device. The movement of the vehicle is suppressed by shutting off and operating the electric wheel brakes WB3 and WB4 as electric parking brakes and operating the electric wheel brakes WB1 to WB4 to generate braking torque on each wheel.

  FIG. 13 is a flowchart for explaining a part of the control operation executed by the signal processing of the electronic control device 140. Compared with the control operation of the electronic control device 88 of the first embodiment, the control operation of the electronic control device 140 does not include S5 in the flowchart of FIG. 8, and performs S31 of FIG. 13 instead of S6 of FIG. It is the same except that.

  In FIG. 13, when the determination in S4 already described is negative, in S31 corresponding to the vehicle movement suppression means 148, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released. As a result, the power transmission of the power transmission device is interrupted, and the electric wheel brakes WB3 and WB4 are operated as electric parking brakes, and the electric wheel brakes WB1 to WB4 are operated and braking torque is applied to each wheel. Is generated, the movement of the vehicle is suppressed.

  According to the electronic control device 140 as the control device of the vehicle drive device 10 of the present embodiment, the shift range cannot be switched in a state where either the D range or the R range is established in the automatic transmission 18. If it is determined that there is an engine start request, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released to cut off the power transmission of the power transmission device, and Vehicle movement restraining means 148 for restraining movement of the vehicle by actuating the electric wheel brakes WB3 and WB4 as electric parking brakes and actuating the electric wheel brakes WB1 to WB4 to generate braking torque on each wheel; The engine 12 is allowed to start after the movement of the vehicle is suppressed, and the engine is responded to the engine start request. Comprising an engine start control means 110 to start the 12. Therefore, even when the D range, the R range, and the like are established, the electric wheel brakes WB3 and WB4 are operated as electric parking brakes while the power transmission is cut off in the automatic transmission 18, and the electric parking brakes are operated. Since the engine 12 is started in a state in which braking torque is generated on the wheels by operating the wheel brakes WB1 to WB4, as in the first embodiment, the generation of driving force in the vehicle is suppressed. The engine 12 can be started.

  FIG. 12 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 150 of another embodiment of the present invention. The electronic control device 150 according to the present embodiment includes vehicle movement suppression means 152 instead of the vehicle movement suppression means 148 included in the electronic control device 140 according to the fourth embodiment. When it is determined that the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18 and there is an engine start request, Based on the signal from the rotary encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the P range or the N range is established in the automatic transmission 18. It is determined whether or not it is allowed. When the above determination is denied, the vehicle movement suppression means 152 releases all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device, thereby transmitting the power of the power transmission device. The movement of the vehicle is suppressed by shutting off and actuating the electric wheel brakes WB3 and WB4 as electric parking brakes to generate braking torque on each drive wheel 16.

  FIG. 14 is a flowchart for explaining a part of the control operation executed by the signal processing of the electronic control unit 150. The control operation of the electronic control device 150 is the same as the control operation of the electronic control device 140 of the fourth embodiment except that S41 of FIG. 14 is performed instead of S31 in the flowchart of FIG.

  If the determination in S4 of FIG. 13 is affirmative, in S41 of FIG. 14 corresponding to the vehicle movement suppression means 152, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released. As a result, the power transmission of the power transmission device is interrupted, and the electric wheel brakes WB3 and WB4 are operated as electric parking brakes to generate braking torque on each wheel, thereby suppressing the movement of the vehicle. It is done.

  According to the electronic control device 150 as the control device of the vehicle drive device 10 of the present embodiment, the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18. If it is determined that there is an engine start request, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released to cut off the power transmission of the power transmission device, and By actuating the electric wheel brakes WB3 and WB4 as electric parking brakes to generate braking torque on each drive wheel 16, vehicle movement restraining means 152 for restraining the movement of the vehicle and the movement of the vehicle are restrained. Engine start control means 110 that permits the engine 12 to start later and starts the engine 12 in response to the engine start request; No. Therefore, even when the D range, the R range, and the like are established, the electric wheel brakes WB3 and WB4 are operated as electric parking brakes while the power transmission is interrupted in the automatic transmission 18. Since the engine 12 is started in a state where braking torque is generated on the wheels, the engine 12 can be started while suppressing the generation of driving force in the vehicle.

  FIG. 12 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 160 of another embodiment of the present invention. The electronic control device 160 according to the present embodiment includes vehicle movement suppression means 162 instead of the vehicle movement suppression means 148 included in the electronic control device 140 according to the fourth embodiment. The vehicle movement suppression means 162 determines that the shift range cannot be switched in a state where either the D range or the R range is established in the automatic transmission 18 and there is an engine start request. Based on the signal from the rotary encoder 62, whether or not the operating position of the shift actuator 56 is positioned at the operating position corresponding to the P range or the N range, that is, the P range or the N range is established in the automatic transmission 18. It is determined whether or not it is allowed. Then, when the above determination is denied, the vehicle movement restraining means 162 releases all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device, thereby transmitting the power of the power transmission device. The movement of the vehicle is suppressed by shutting off and operating the electric wheel brakes WB1 to WB4 to generate braking torque on each wheel.

  FIG. 15 is a flowchart for explaining a part of the control operation executed by the signal processing of the electronic control unit 160. The control operation of the electronic control device 160 is the same as the control operation of the electronic control device 140 of the fourth embodiment except that S51 of FIG. 14 is performed instead of S31 in the flowchart of FIG.

  If the determination in S4 of FIG. 13 is affirmative, in S51 of FIG. 15 corresponding to the vehicle movement restraining means 162, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released. As a result, the power transmission of the power transmission device is interrupted, and the electric wheel brakes WB1 to WB4 are operated to generate braking torque on each wheel, thereby suppressing the movement of the vehicle.

  According to the electronic control device 160 as the control device of the vehicle drive device 10 of the present embodiment, the shift range cannot be switched in the state where either the D range or the R range is established in the automatic transmission 18. If it is determined that there is an engine start request, all the hydraulic friction engagement devices of the automatic transmission 18 constituting the power transmission device are released to cut off the power transmission of the power transmission device, and By actuating the electric wheel brakes WB1 to WB4 to generate braking torque on each wheel, the vehicle movement suppressing means 162 for suppressing the movement of the vehicle and the start of the engine 12 after the movement of the vehicle is suppressed are permitted. And engine start control means 110 for starting the engine 12 in response to the engine start request. Therefore, even when the D range, the R range, and the like are established, the braking torque is applied to the wheels by operating the electric wheel brakes WB1 to WB4 while the power transmission is interrupted in the automatic transmission 18. Since the engine 12 is started in the generated state, the engine 12 can be started while suppressing generation of driving force in the vehicle.

  As mentioned above, although one Example of this invention was described in detail with reference to drawings, this invention is not limited to this Example, It can implement in another aspect.

  For example, in the first to sixth embodiments, there is an automatic transmission 18 that is controlled to shift between a plurality of forward shift stages when the forward travel range is established, and is controlled to shift between a plurality of reverse shift stages when the reverse travel range is established. However, instead of this, a power transmission device that does not perform shifting even when the forward travel range and the reverse travel range are established may be provided.

  In the first to third embodiments, S5 in FIG. 8 is not necessarily performed. Nevertheless, in the first embodiment, the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes and the electric wheel brakes WB1 to WB4 are operated to generate braking torque on the wheels. 12 is started. In the second embodiment, the engine 12 is started in a state where power transmission is interrupted in the automatic transmission 18. Further, in the third embodiment, the engine 12 is started in a state where braking torque is generated on the wheels by operating the electric wheel brakes WB1 to WB4 while the power transmission is interrupted in the automatic transmission 18. . Therefore, the engine 12 can be started while suppressing generation of driving force in the vehicle.

  Moreover, in Example 1, S6 of FIG. 8 does not necessarily need to be implemented. Nevertheless, the electric wheel brakes WB3 and WB4 are actuated as mechanical parking brakes, and the engine 12 is started in a state where braking torque is generated on the wheels. While the engine 12 can be started.

  In the fourth embodiment, the power transmission cut-off of the automatic transmission 18 is not necessarily performed in S31 of FIG. Nevertheless, the electric wheel brakes WB3 and WB4 are actuated as mechanical parking brakes and the electric wheel brakes WB1 to WB4 are actuated so that the engine 12 is started with braking torque generated on the wheels. Therefore, the engine 12 can be started while suppressing the generation of driving force in the vehicle.

  In the fourth embodiment, any one of the power transmission interruption of the automatic transmission 18, the operation of the mechanical parking brake, and the operation of the electric wheel brakes WB1 to WB4 may be performed in S31 of FIG. Still, in the state where the power transmission is cut off in the automatic transmission 18, the electric wheel brakes WB3 and WB4 are operated as mechanical parking brakes, the braking torque is generated on the wheels, or the electric type The engine 12 is started in a state where braking torque is generated on the wheels by operating the wheel brakes WB1 to WB4. Therefore, the engine 12 can be started while suppressing generation of driving force in the vehicle.

  Further, the vehicle drive device 10 is not limited to one used in an FR (front engine / rear drive) type vehicle, but may be one used in other drive type vehicles.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

10: Vehicle drive device 12: Engine 16: Drive wheel 18: Automatic transmission (power transmission device)
56: Shift actuator (actuator)
38: Shift range switching device 88, 120, 130, 140, 150, 160: Electronic control device 52: Shift lever (manual operating body)
WB1 to WB6: Electric wheel brake WB3, WB4: Mechanical parking brake WB5, WB6: Electric parking brake

Claims (5)

Shift range switching for switching the shift range of a vehicle using an actuator based on an electrical command output in response to a shift operation, and an engine, a power transmission device provided between the engine and a drive wheel of the vehicle A vehicle drive device control device that does not allow starting of the engine when a shift range that cuts off power transmission is not established in the vehicle,
When switching of the shift range is disabled in a state where a shift range that does not interrupt power transmission is established in the vehicle, the start of the engine is permitted after the movement of the vehicle is suppressed. A control device for a vehicle drive device.   A mechanical parking brake that is mechanically coupled to the manual operation body and is operated according to an operation position of the manual operation body to generate braking torque on the wheels to suppress the movement of the vehicle. The control device for a vehicle drive device according to claim 1, characterized in that:   3. The control device for a vehicle drive device according to claim 1, wherein movement of the vehicle is suppressed by interrupting power transmission of the power transmission device.   An electric wheel brake that generates a braking torque on a wheel based on an electrical command is provided, and the movement of the vehicle is suppressed by generating the braking torque on the wheel by operating the electric wheel brake. The control device for a vehicle drive device according to any one of claims 1 to 3.   An electric parking brake for generating a braking torque on a wheel based on an electrical command is provided, and the movement of the vehicle is suppressed by operating the electric parking brake to generate a braking torque on the wheel. The control device for a vehicle drive device according to any one of claims 1, 3, and 4.

Images