JP2012106548A - Vehicle stop holding device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle stop holding device which prevents a vehicle from moving unexpectedly when a locked state of a parking lock mechanism is released.SOLUTION: When the vehicle satisfies predetermined conditions, a controller 3 determines the vehicle to be in the halt state and holds a stop state of the vehicle by operating a shaft lock mechanism 14 by a shift mechanism 13 to mechanically lock an output shaft 11 of an automatic transmission 1. In a situation that the vehicle is in a stopped and held state by the shaft lock mechanism 14, when a driver operates a gas pedal 97, the controller 3 releases the locking of the output shaft 11 by the shaft lock mechanism 14 and emits a pressurization request to a brake ECU 5. The brake ECU 5 which receives the pressurization request operates a liquid pressure brake device 6 to supply brake liquid pressure to wheel cylinders irrespective of the operation of the brake pedal.

Description

  The present invention relates to a vehicle stop holding device that stops and holds a vehicle when the vehicle is stopped.

There has been a conventional technique related to an automatic parking apparatus that locks an output shaft of an automatic transmission and holds the vehicle in a stopped state when a predetermined condition is satisfied in the vehicle (see, for example, Patent Document 1).
The automatic parking apparatus includes a parking lock mechanism that locks the output shaft of the automatic transmission and an actuator that includes an electric motor that operates the parking lock mechanism, and when a predetermined condition is satisfied in the vehicle as described above. The controller determines that the vehicle has stopped, and the controller activates the parking lock mechanism via the actuator. Thus, the vehicle can be automatically held in a stopped state without the driver performing a locking operation.

  This automatic parking device according to the prior art locks the output shaft by engaging the lock member with a gear fixed to the output shaft of the automatic transmission. The holding force with respect to the generated moving load can be increased, the drag due to the driving force of the vehicle does not occur, and the vehicle can be reliably moved.

JP-A-6-72296

By the way, according to the above-described prior art, for example, when it is detected that the accelerator pedal is operated and the controller determines that the driver intends to start the vehicle, the actuator is operated and the output shaft by the automatic parking device is operated. Is unlocked.
Here, when it is assumed that a moving load is generated in the vehicle when the automatic parking device is released, it is conceivable that the vehicle suddenly starts moving simultaneously with the unlocking of the output shaft. For example, when the vehicle is on a road inclined in the front-rear direction, the vehicle may slide backward or jump forward when the automatic parking device is released. This sudden movement of the vehicle is unexpected by the driver, and even if the vehicle does not cause a collision or the like, at least the driver is shaken.

  In the case of a conventional vehicle having no automatic parking device as described above, when starting the vehicle from a stopped state, the shift range of the automatic transmission is shifted from the P range or the N range to the D range while depressing the brake pedal. Therefore, unexpected movement does not occur in the vehicle, and the problems described so far are specific to vehicles equipped with an automatic parking device.

Further, in the automatic parking apparatus as described above, since it is a mechanism that selects one of the position where the output shaft of the automatic transmission is locked and the position where the output shaft is released, the vehicle is at a stroke when it is released. It became possible to move, and the above-mentioned malfunction phenomenon was increased.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle stop holding device that prevents an unexpected movement of a vehicle when a parking lock mechanism is unlocked.

  In order to solve the above-described problem, the configuration of the invention of the vehicle stop-holding device according to claim 1 includes a stop-holding position for mechanically locking and holding the movable member of the vehicle, and a lock of the movable member. A parking lock mechanism that can be operated between a holding release position that releases the vehicle and enables the vehicle to move, a drive mechanism that operates the parking lock mechanism, and a stop detection unit that detects that the vehicle is stopped And a stop holding control means for controlling the drive mechanism to operate the parking lock mechanism to stop and hold the vehicle when the stop detection means detects that the vehicle is in a stopped state, and the vehicle is stopped and held. When the vehicle is in the state, the operation is controlled by the start intention detecting means for detecting that the driver has the intention to start the vehicle and the stop holding control means, and the brake operation is performed. A hydraulic brake device that stops the vehicle by supplying brake hydraulic pressure to the wheel brakes regardless of the operation of the member, and the stop holding control means includes a start intention detection means, and the driver starts the vehicle. When it is detected that the vehicle has an intention, the parking lock mechanism is operated to release the vehicle stop and hold, and the hydraulic brake device is operated to supply hydraulic pressure to the wheel brake.

  Here, “when it is detected that the driver intends to start the vehicle, the vehicle stop holding is released and the hydraulic pressure is supplied to the wheel brake” does not necessarily mean that the vehicle is stopped. It is not intended that the release of and the supply of hydraulic pressure to the wheel brake occur at the same time. That is, it is natural that the present invention includes the case where the release of the vehicle stop and the release of the hydraulic pressure to the wheel brake is performed at the same time, and there is a slight time lag between the two. However, it is included in the scope of the present invention as long as the vehicle can be prevented from unexpectedly moving when the parking lock mechanism is released by supplying the hydraulic pressure to the wheel brake.

  According to a second aspect of the present invention, in the vehicle stop and hold device according to the first aspect, the stop and hold control means operates the hydraulic brake device when it is detected that the driver intends to start the vehicle. The wheel brake is boosted for a predetermined time.

  According to a third aspect of the present invention, there is provided the vehicle stop holding device according to the first aspect, further comprising an inclination angle detecting means for detecting an inclination angle in the longitudinal direction of the vehicle, wherein the stop holding control means causes the driver to start the vehicle. When it is detected that the vehicle has an intention, the target brake fluid pressure required to stop and hold the vehicle is calculated based on the vehicle front-rear inclination angle detected by the inclination angle detection means, and the target brake fluid is calculated. The pressure of the wheel brake is increased to the pressure.

  According to a fourth aspect of the present invention, there is provided the vehicle stop and hold device according to the first aspect, comprising: an inclination angle detecting means for detecting an inclination angle in the longitudinal direction of the vehicle; and a torque detecting means for detecting a driving torque of the vehicle. The stop and hold control means is configured to stop and hold the vehicle based on the vehicle front-rear inclination angle detected by the inclination angle detection means when it is detected that the driver intends to start the vehicle. The target drive torque required for the vehicle is calculated and the actual drive torque of the vehicle detected by the torque detecting means is set to a target compensation brake fluid pressure that compensates for the insufficient torque amount with respect to the target drive torque. The calculation is to increase the wheel brake up to the target compensation brake fluid pressure.

  According to a fifth aspect of the present invention, there is provided a vehicle stop holding device according to any one of the first to fourth aspects, wherein the parking lock mechanism is engaged with a gear member that rotates together with a drive member of the automatic transmission. This is a locking mechanism.

  According to a sixth aspect of the present invention, in the vehicle stop and holding device according to any one of the first to fifth aspects, the start intention detecting means is a member for detecting an operation amount of an accelerator pedal of the vehicle.

  The configuration of the invention according to claim 7 is the vehicle stop holding device according to any one of claims 1 to 6, wherein the stop holding control means detects that the driver has an intention to start the vehicle. The hydraulic pressure of the wheel brake is gradually decreased after the hydraulic pressure is supplied to the wheel brake until a predetermined braking force is generated in the wheel brake.

According to the vehicle stop holding device according to the first aspect, when the start intention detection means detects that the driver has the intention to start the vehicle, the parking lock mechanism is operated to release the stop hold of the vehicle. At the same time, by operating the hydraulic brake device and supplying the hydraulic pressure to the wheel brake, it is possible to prevent an unexpected and sudden movement of the vehicle when the stop holding is released.
Further, since the parking lock mechanism mechanically locks and holds the movable member of the vehicle, the parking lock mechanism is not exposed to high pressure for a long time unlike the case where the movable member is locked by the hydraulic mechanism, and is caused by hydraulic leakage. Problems such as a decrease in stop holding force do not occur.

  According to the vehicle stop holding device according to claim 2, when it is detected that the driver intends to start the vehicle, the hydraulic brake device is operated to increase the wheel brake for a predetermined time. Thus, the hydraulic pressure of the wheel brake can be easily increased to the hydraulic pressure that prevents the vehicle from moving.

According to the vehicle stop holding device according to claim 3, the vehicle has a steep slope when releasing the stop hold by increasing the wheel brake to the target brake fluid pressure calculated based on the vehicle front-rear inclination angle. Even in this case, it is possible to prevent an unexpected movement such as a downward sliding of the vehicle or a forward jumping out of the vehicle.
In addition, even when the vehicle is on a gentle slope when the stop hold is released, the target brake fluid pressure is set according to the inclination angle, so the wheel brake fluid pressure does not increase more than necessary, and the target brake fluid pressure does not increase. Since the time required to reach the brake fluid pressure can be shortened, it is possible to prevent the vehicle from starting up slowly.

  According to the vehicle stop and hold device of the fourth aspect, the actual drive torque of the vehicle compensates for the torque shortage that is insufficient with respect to the target drive torque calculated based on the vehicle front-rear tilt angle. By increasing the wheel brake up to the target compensation brake fluid pressure as described above, even when the vehicle is on an uphill slope when the stop hold is released and the vehicle driving torque relative to the tilt angle is insufficient, It is possible to prevent sliding backward in the traveling direction.

  According to the vehicle stop holding device of the fifth aspect, the parking lock mechanism is a transmission lock mechanism that engages with a gear member that rotates together with the drive member of the automatic transmission, so that it can be applied to a moving load generated in the vehicle. The holding force can be increased, and when the vehicle is stopped and held, it is possible to prevent the vehicle from sliding down and to ensure that the vehicle cannot move.

According to the vehicle stop holding device of the sixth aspect, the start intention detection means is a member that detects the operation amount of the accelerator pedal of the vehicle, thereby reliably detecting that the driver has the intention to start the vehicle. can do.
Further, the member for detecting the operation amount of the accelerator pedal is usually provided in the vehicle for controlling the operation of the prime mover, and a sensor or the like is newly provided to detect that the vehicle has an intention to start. There is no need.

  According to the vehicle stop holding device of the seventh aspect, when it is detected that the driver intends to start the vehicle, after supplying hydraulic pressure to the wheel brake until a predetermined braking force is generated, By gradually decreasing the hydraulic pressure of the brake, the connection between the disappearance of the brake force of the hydraulic brake device that stops and holds the vehicle and the generation of the propulsive force of the vehicle can be made smooth, and the vehicle can start smoothly. it can.

The block diagram which showed simply the vehicle system using the vehicle stop holding | maintenance apparatus by Embodiment 1 of this invention. The figure which showed the hydraulic brake device shown in FIG. The figure which showed the control flowchart of the vehicle stop holding | maintenance apparatus by Embodiment 1. Simplified diagram showing the load acting on the vehicle on the slope The figure which showed the time change of the hydraulic pressure which generate | occur | produces in a wheel cylinder when automatic parking is cancelled | released in the vehicle stop holding device by Embodiment 1. FIG. The figure which showed the control flowchart of the vehicle stop holding | maintenance apparatus by Embodiment 2. The figure which showed the time change of the hydraulic pressure which generate | occur | produces in a wheel cylinder when automatic parking is canceled in the vehicle stop holding device by Embodiment 2. The figure which showed the control flowchart of the vehicle stop holding | maintenance apparatus by Embodiment 3.

<Embodiment 1>
An automatic parking apparatus (corresponding to a vehicle stop holding apparatus) according to Embodiment 1 of the present invention will be described with reference to FIGS. The automatic transmission 1 of the vehicle is a normal automatic transmission having a torque converter (not shown), but a continuously variable transmission (CVT) may be applied. The torque converter of the automatic transmission 1 is connected to a flywheel (not shown) of the engine 2, and the automatic transmission 1 uses the output shaft 11 (movable member and (Corresponding to the drive member of the automatic transmission). The rotation of the output shaft 11 is transmitted to driving wheels RL and RR (shown in FIG. 2) of the vehicle via a differential (not shown).

  The automatic transmission 1 includes a control valve device 12 for switching a shift range, and the control valve device 12 is operated by a shift mechanism 13 (corresponding to a drive mechanism) including an electric motor. The control valve device 12 has a spool valve (not shown). When the spool valve moves in the axial direction, the flow of the supplied line oil pressure is switched, and the engagement state of each friction engagement device of the automatic transmission 1 is changed. Switch. By operating the control valve device 12, a predetermined gear position is selected in the automatic transmission 1.

  A shaft lock mechanism 14 (corresponding to a parking lock mechanism) is connected to the shift mechanism 13, and the shift mechanism 13 also operates the shaft lock mechanism 14. As shown in FIG. 1, the shaft lock mechanism 14 has a push rod 14a. By the operation of the shaft lock mechanism 14, the push rod 14a protrudes to the right in the axial direction in FIG. The position (return position, shown in FIG. 1) can be selected.

The push rod 14a meshes with a lock gear 15 (corresponding to a gear member) that rotates integrally with the output shaft 11 at the protruding position, thereby making the output shaft 11 unrotatable. Further, when the push rod 14a is in the return position, the engagement with the lock gear 15 is released, and the output shaft 11 can be rotated. That is, the shaft lock mechanism 14 mechanically locks the output shaft 11 to hold the vehicle in a stopped state, and holds the vehicle in a movable state by releasing the lock of the output shaft 11. Operates between release positions.
The automatic transmission 1 includes a rotation speed sensor 91 and detects the vehicle speed from the rotation speed of the output shaft 11. Further, the automatic transmission 1 includes a range position sensor 92 and detects the position of the shift range from the position of the spool valve of the control valve device 12.

  The controller 3 (corresponding to a stop holding control means together with a brake ECU 5 to be described later) is mainly composed of a microprocessor, and includes a calculation unit, an input / output unit, a storage unit, and a control unit. The controller 3 is connected to the shift mechanism 13 and controls the operation of the shift mechanism 13. The controller 3 receives detection signals from the rotation speed sensor 91 and the range position sensor 92 described above.

  Further, the controller 3 is configured to receive a detection signal from a shift lever switch 94 provided in the shift lever device 93 so that the shift position of the shift lever device 93 by the operation of the driver can be detected. The controller 3 controls the shift mechanism 13 based on detection signals from the shift lever switch 94, the rotation speed sensor 91, the range position sensor 92, and an accelerator pedal sensor 98, which will be described later, and sets the control valve device 12 in a predetermined shift range state. To.

The controller 3 normally controls the automatic transmission 1 to a shift range corresponding to the shift position of the shift lever device 93, but under certain conditions, sets the shift range regardless of the shift position of the shift lever device 93.
When the shift lever switch 94 detects that the shift position of the shift lever device 93 is in the P range, the controller 3 controls the shift mechanism 13 and locks the output shaft 11 by the shaft lock mechanism 14. Thereafter, when it is detected that the shift position of the shift lever device 93 has moved outside the P range, the controller 3 unlocks the output shaft 11 by the shaft lock mechanism 14.

Further, when the shift position of the shift lever device 93 is outside the P range, the controller 3 causes the shift mechanism 13 to detect the shaft lock mechanism 14 when the stop state of the vehicle is detected by the input detection signal, as will be described later. To lock the output shaft 11 (automatic parking is activated).
In addition, when the automatic parking is activated, the controller 3 causes the shift mechanism 13 to activate the shaft lock mechanism 14 when it is detected by the detection signal from the accelerator pedal sensor 98 that the driver intends to start the vehicle. Operate to unlock the output shaft 11 (automatic parking is released).

  Further, a tilt angle sensor 95 (corresponding to tilt angle detecting means) using a capacitance type or potentiometer is attached to the vehicle, and at least the tilt angle in the front-rear direction of the vehicle is detected. The tilt angle sensor 95 is connected to the controller 3, and the detection signal is input to the controller 3.

  Further, the vehicle is provided with an automatic parking release switch 96, and the automatic parking release switch 96 is connected to the controller 3. As described in Patent Document 1 described above, when the vehicle is being towed, automatic parking may be activated, and smooth towing of the vehicle is hindered. In addition, an automatic parking release switch 96 is provided in order to prohibit the automatic parking operation according to the driver's intention. When the automatic parking release switch 96 is operated by the driver, the automatic parking operation by the controller 3 is not executed.

  The engine ECU 4 connected to the engine 2 is a control device similar to the controller 3 and is connected to the controller 3. The engine ECU 4 controls the operation of the engine 2 based on detection signals from the accelerator pedal sensor 98 that detects the operation amount of the accelerator pedal 97, the rotation speed sensor 91, the range position sensor 92, and the like. The engine ECU 4 always recognizes the drive torque generated by the drive wheels RL and RR from the rotational speed of the engine 2, the amount of operation of the accelerator pedal 97, the position of the shift range of the automatic transmission 1, and the like. Applicable. The rotational speed sensor 91, the shift lever switch 94, the automatic parking release switch 96, and the accelerator pedal sensor 98 described above correspond to the stop detection means, and the accelerator pedal sensor 98 also corresponds to the start intention detection means.

  The brake ECU 5 is a control device similar to the controller 3, and is connected to the controller 3 and the hydraulic brake device 6. The brake ECU 5 communicates with the controller 3, controls the operation of the hydraulic brake device 6 based on the instruction signal from the controller 3, and supplies the brake hydraulic pressure to the wheel cylinders WC1, WC2, WC3, WC4 (shown in FIG. 2). . As will be described later, a detection signal from a hydraulic pressure sensor 79 provided in the hydraulic brake device 6 is input to the brake ECU 5.

  As shown in FIG. 2, the hydraulic brake device 6 is a known device for controlling the brake hydraulic pressure, and includes pressure-increasing control valves 61, 62, 63, 64 that are normally open electromagnetic valves and normally closed. Pressure-reducing control valves 65, 66, 67, 68, which are electromagnetic valves of the type, pressure-regulating reservoirs 69, 71 for accommodating brake fluid discharged from the wheel cylinders WC1, WC2, WC3, WC4 (corresponding to wheel brakes), The recirculation pumps 72 and 73 that return the brake fluid in the pressure reservoirs 69 and 71 to the master cylinder 80 side, the motor 76 that drives the recirculation pumps 72 and 73, the master cylinder 80, and the pressure increase control valves 61, 62, 63, and 64 It consists of cut valves 77 and 78 and a hydraulic pressure sensor 79 arranged between them.

The hydraulic brake device 6 is formed by front and rear piping frequently used in a rear wheel drive vehicle, but should not be limited to this.
A brake pedal 83 (corresponding to a brake operation member) is connected to the master cylinder 80 outside the hydraulic brake device 6 via a brake booster 81 and a push rod 82. A reservoir tank 84 that stores brake fluid is attached above the master cylinder 80. By operating the brake pedal 83, the master cylinder 80 generates hydraulic pressure in the primary chamber 80a and the secondary chamber 80b.

  A main pipeline Lp, which is a brake pipe, is connected to the primary chamber 80a. The secondary chamber 80b is connected to a main pipeline Ls that is a brake pipe. A pair of pressure increasing lines Lp1, Lp2 is connected to the main line Lp, and the pressure increasing lines Lp1, Lp2 are connected to the wheel cylinder WC3 of the left rear wheel RL and the wheel cylinder WC4 of the right rear wheel RR, respectively. Yes. A pair of pressure increasing lines Ls1, Ls2 is connected to the main line Ls, and the pressure increasing lines Ls1, Ls2 are connected to the wheel cylinder WC1 of the left front wheel FL and the wheel cylinder WC2 of the right front wheel FR, respectively. Yes.

As shown in FIG. 2, the brake circuit connected to the primary chamber 80a via the main pipeline Lp and the brake circuit connected to the secondary chamber 80b via the main pipeline Ls are symmetrical. Only the rear wheel RL and the brake circuit on the RR side connected to the chamber 80a will be described.
Pressure increase control valves 63 and 64 are disposed in the pressure increase lines Lp1 and Lp2, respectively, and check valves 63a and 64a that allow the flow of brake fluid from the wheel cylinders WC3 and WC4 to the main line Lp, respectively. Is arranged in parallel to the pressure increase control valves 63 and 64. The pressure increase control valves 63 and 64 are connected to the brake ECU 5 and are controlled to be opened and closed by the brake ECU 5.

A pressure reducing line Lp3 is connected to a portion of the pressure increasing line Lp1 between the pressure increasing control valve 63 and the wheel cylinder WC3. The pressure reducing line Lp3 connects the pressure increasing line Lp1 and the pressure regulating reservoir 71. A decompression control valve 67 is disposed in the decompression line Lp3. The decompression control valve 67 is connected to the brake ECU 5 and is controlled to be opened and closed by the brake ECU 5.
Further, a pressure reducing line Lp4 is connected to a portion between the pressure increasing control valve 64 and the wheel cylinder WC4 in the pressure increasing line Lp2. The pressure reducing line Lp4 connects the pressure increasing line Lp2 and the pressure regulating reservoir 71. A pressure reducing control valve 68 is disposed in the pressure reducing line Lp4. The pressure reduction control valve 68 is connected to the brake ECU 5 and is controlled to be opened and closed by the brake ECU 5.

The pressure regulation reservoir 71 is connected to the main pipeline Lp by a reflux pipeline Lp5. Further, the pressure regulating reservoir 71 is connected to the primary chamber 80a by the suction line Lp6. In the pressure adjusting reservoir 71, the piston 71 a is moved (downward in FIG. 2) by the hydraulic pressure from the primary chamber 80 a to disconnect the master cylinder 80, thereby reducing the invalid stroke of the brake pedal 83.
A reflux pump 73 is provided in the reflux line Lp5, and a check that allows a flow of brake fluid from the pressure regulating reservoir 71 toward the main line Lp is provided between the reflux pump 73 and the main line Lp. A valve 75a is provided. The recirculation pump 73 is controlled by the brake ECU 5 to recirculate the brake fluid in the pressure regulating reservoir 71 to the main line Lp.

A cut valve 78 is provided between the primary chamber 80a of the main pipe Lp and the pressure increase control valves 63 and 64. The cut valve 78 is a normally open solenoid control valve, and is connected to the brake ECU 5 and controlled by the brake ECU 5. The set pressure of the cut valve 78 is variable depending on the supply current.
The cut valve 78 is provided with a check valve 78 a in parallel with the cut valve 78 that allows the flow of brake fluid from the primary chamber 80 a to the pressure increase control valves 63 and 64.

The hydraulic brake device 6 is controlled by the brake ECU 5, adjusts the hydraulic pressure generated by the master cylinder 80 based on the detection values of each wheel speed sensor (not shown), and supplies it to the wheel cylinders WC1, WC2, WC3, WC4, Perform anti-skid control.
Further, the hydraulic brake device 6 is controlled by a brake ECU 5 that communicates with the controller 3, and the controller 3 releases the engagement between the shaft lock mechanism 14 and the lock gear 15 and enables the output shaft 11 to rotate. After the valves 77 and 78 are closed, the brake fluid in the reservoir tank 84 is sucked and boosted by the reflux pumps 72 and 73 through the suction pipes Lp6 and Ls6 and the reflux pipes Lp5 and Ls5. Even if 83 is not operated, the hydraulic pressure is supplied to the wheel cylinders WC1, WC2, WC3, WC4 via the pressure increase control valves 61, 62, 63, 64. At this time, the pressure-increasing control valves 61, 62, 63, and 64 are kept open all the time, and the pressure-reducing control valves 65, 66, 67, and 68 are kept closed throughout.

  Thereafter, when a predetermined braking force is generated on the wheels FL, FR, RL, RR, the operation of the reflux pumps 72, 73 is stopped, the pressure increase control valves 61, 62, 63, 64 are opened, and the pressure reduction control valve 65 , 66, 67 and 68 are closed, and the cut valves 77 and 78 are opened. As a result, the brake fluid in the wheel cylinders WC1, WC2, WC3, WC4 is returned to the master cylinder 80 side via the cut valves 77, 78, and the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 is set to a predetermined value. The hydraulic pressure in the wheel cylinders WC1, WC2, WC3, and WC4 eventually becomes zero.

  When the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 is reduced after a predetermined braking force is generated on the wheels FL, FR, RL, RR, the operation of the reflux pumps 72, 73 is stopped and the pressure reduction control is performed. The hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 may be discharged to the pressure regulating reservoirs 69, 71 by appropriately opening the valves 65, 66, 67, 68.

Next, a method for controlling the automatic parking apparatus by the controller 3 and the brake ECU 5 according to the first embodiment will be described with reference to FIGS. The controller 3 repeatedly executes the control program shown in FIG. 3 at a predetermined timing. In the initial state of the flowchart shown in FIG. 3, the parking flag FLP is turned off.
First, it is determined whether or not the automatic parking flag FLP is on (step S301). If it is determined that the automatic parking flag FLP is not turned on and the automatic parking is currently canceled, whether or not automatic parking is to be activated is determined in steps S302, S303, S304, and S305. Are sequentially determined.

The vehicle conditions determined in steps S302 to S305 are as follows.
(1) The shift position of the shift lever device 93 is not in the P range.
(2) The automatic parking release switch 96 is off.
(3) The accelerator pedal 97 is not operated.
(4) The vehicle speed V is less than the predetermined value V0.
The reason why the condition (1) is set is that, when the shift position of the shift lever device 93 is in the P range by the driver's operation, the controller 3 has already controlled the shift mechanism 13 and the shaft lock This is because the output shaft 11 is locked by the mechanism 14 and the meaning of operating automatic parking is poor.
The reason why the condition (2) is included is as described above.

  If all the vehicle conditions described above are satisfied, it is determined in step S306 whether or not the stop timer Tv is greater than a predetermined time T0. Since the stop timer Tv is set to 0 for the first time, the process proceeds to step S309, and after the stop timer Tv is incremented, the control valve device 12 is operated according to the shift position of the shift lever device 93 (step S310).

When the state satisfying all the conditions (1) to (4) described above continues for a time longer than T0, it is determined that the vehicle is in a stopped state, and the controller 3 controls the shift mechanism 13 in step S307. The control valve device 12 is operated to switch to the P range position. Further, the controller 3 controls the shift mechanism 13 to operate the shaft lock mechanism 14, locks the output shaft 11, and holds the vehicle in a stopped state (automatic parking operation state). At the same time, the parking flag FLP indicating that the automatic parking is in an operating state is turned on, and the pressurization timer Tr and the stop timer Tv are cleared.
If at least one of the above conditions (1) to (4) is not satisfied, after the stop timer Tv is cleared in step S308, the control valve device 12 is shifted to the shift position of the shift lever device 93 by the driver's operation. (Step S310).

  After the automatic parking is activated, since the parking flag FLP is on, the process proceeds from step S301 to step S311. If it is determined in step S311 that the shift position of the shift lever device 93 has been switched to the P range, the process proceeds to step S323, where the control valve device 12 is switched to the P range position (since it has already been switched in step S307, Exactly, the P range position is continued), and the parking flag FLP, the pressurization timer Tr, and the stop timer Tv are all cleared. As a result, the automatic parking is released, and the locked state of the shaft lock mechanism 14 is not inadvertently released later.

  If the shift position of the shift lever device 93 is not switched to the P range, the process proceeds from step S311 to step S312 and it is determined whether the pressurization timer Tr is greater than zero. Since the pressurization timer Tr is cleared in step S307, the process proceeds to step S313, and it is determined whether or not the accelerator pedal 97 is operated by the accelerator pedal sensor 98. If it is determined that the accelerator pedal 97 is not operated, the pressurization timer Tr is kept at 0 in step S314.

  If it is determined in step S313 that the accelerator pedal 97 has been operated and it is detected that the driver intends to start the vehicle (usually, at this time, the shift position of the shift lever device 93 is already in the D range or In step S315, after the pressurization timer Tr is incremented, it is determined whether or not the pressurization timer Tr is less than the predetermined time T1 (step S316). If it is determined that the pressurization timer Tr is less than T1, the process proceeds to step S317, and the controller 3 issues a pressurization request to the wheel cylinders WC1, WC2, WC3, and WC4 to the brake ECU 5.

Therefore, as described above, the brake ECU 5 that has received the pressurization request operates the hydraulic brake device 6 to close the cut valves 77 and 78, regardless of whether the brake pedal 83 is operated or not. Fluid pressure is supplied to the wheel cylinders WC1, WC2, WC3, and WC4 through the pressure increase control valves 61, 62, 63, and 64 by the reflux pumps 72 and 73. As a result, as indicated by A1 in FIG. 5, the hydraulic pressures in the wheel cylinders WC1, WC2, WC3, and WC4 increase.
Once the pressurization timer Tr is incremented, it is determined that the pressurization timer Tr is greater than 0. Therefore, from the second order, the process proceeds to step S315, and the wheel cylinders WC1, WC2, WC3, WC4 The increase in the hydraulic pressure is continued until the pressurization timer Tr reaches T1.

Here, as shown in FIG. 4, assuming the maximum inclination angle θ of the road surface on which the vehicle normally travels, when the vehicle having the vehicle weight W is inclined in the front-rear direction by the maximum inclination angle θ, the vehicle moves downward in the road surface direction. The hydraulic pressure Pq in the wheel cylinders WC1, WC2, WC3, and WC4 that can stop and hold the vehicle on the road surface can be calculated against the load W · sinθ applied to the vehicle.
That is, when the hydraulic pressure Pq is generated in the wheel cylinders WC1, WC2, WC3, WC4, the brake force Fw per wheel is simply expressed as Fw = (d · Pq · K) / D. The However, d is an effective brake radius by the wheel cylinders WC1, WC2, WC3, WC4, D is an effective radius of the wheels FL, FR, RL, RR, and K is a hydraulic pressure supplied to the wheel cylinders WC1, WC2, WC3, WC4. This represents the coefficient to be converted into braking force. (This relational expression is known and described in the Automotive Engineering Editorial Board, “Automotive Engineering”, Tokyo Denki University Press, etc., so detailed explanation is omitted. To do). Therefore, in order to hold the four-wheel vehicle on the inclined road surface, it is understood that a hydraulic pressure Pq that satisfies 4 × Fw ≧ W · sin θ may be obtained.
The predetermined time T1 is set to a time during which the hydraulic brake device 6 can increase the pressure in the wheel cylinders WC1, WC2, WC3, WC4 to the hydraulic pressure Pq.

  If it is determined in step S316 that the pressurization timer Tr has reached T1 or more, the process proceeds to step S318, and it is determined whether or not the pressurization timer Tr is less than the predetermined time T2. If it is determined that the pressurization timer Tr is less than T2, in step S319, the control valve device 12 is actuated to the shift position of the shift lever device 93 operated by the driver, and the engagement between the shaft lock mechanism 14 and the lock gear 15 is established. At the same time, the controller 3 issues a slow pressure reduction request to the wheel cylinders WC1, WC2, WC3, and WC4 from the controller 3 to the brake ECU 5 in step S320.

Accordingly, the brake ECU 5 that has received the request for slow pressure reduction stops the operation of the recirculation pumps 72 and 73, opens the cut valves 77 and 78 in a predetermined open state, and controls the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, and WC4 as a master. It returns to the cylinder 80 side. As a result, as indicated by D1 in FIG. 5, the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 decreases smoothly. The decrease in the hydraulic pressure of the wheel cylinders WC1, WC2, WC3, WC4 is continued until the pressurization timer Tr reaches T2.
In the present embodiment, the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 is reduced by a predetermined gradient, but the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, WC4 is reduced nonlinearly. You may let them.

  If it is determined in step S318 that the pressurization timer Tr has reached T2 or more, the process proceeds to step S321, and the controller 3 issues a pressurization end request to the wheel cylinders WC1, WC2, WC3, and WC4 to the brake ECU 5. It is done. Accordingly, the brake ECU 5 that has received the pressurization end request sets the cut valves 77 and 78 to the initial state (open state). The predetermined time T2 described above is desirably set to a time when the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, and WC4 decreases due to a slow pressure reduction request and becomes exactly zero.

Thereafter, the process proceeds to step S322, where the parking flag FLP, the pressurization timer Tr, and the stop timer Tv are all cleared.
When the pressure timer Tr described above exceeds the predetermined time T1 and reaches T2, when the driving force from the engine 2 of the vehicle exceeds the braking force of the wheels FL, FR, RL, RR, the vehicle is The start can be started smoothly. At this time, if the predetermined time T <b> 2 is set to a relatively short time, the driver does not feel tired of starting the vehicle.

  According to the present embodiment, when the accelerator pedal sensor 98 detects that the driver intends to start the vehicle, the shaft lock mechanism 14 is activated to release the automatic parking of the vehicle, and the hydraulic brake By operating the device 6 and supplying hydraulic pressure to the wheel cylinders WC1, WC2, WC3, and WC4, it prevents unexpected sudden movement of the vehicle when the automatic parking, such as the vehicle sliding down or jumping out, is released. can do.

Further, since the shaft lock mechanism 14 mechanically locks and holds the output shaft 11 of the automatic transmission 1, the shaft lock mechanism 14 is not exposed to high pressure for a long time unlike the case where the movable member is locked by the hydraulic mechanism. In addition, there is no problem of a decrease in stop holding force due to hydraulic leakage.
Further, when it is detected by the accelerator pedal sensor 98 that the driver intends to start the vehicle, the hydraulic brake device 6 is operated and the wheel cylinders WC1, WC2, WC3, WC4 are moved for a predetermined time T1. By increasing the pressure, the hydraulic pressure in the wheel cylinders WC1, WC2, WC3, and WC4 can be easily increased to a hydraulic pressure that can prevent the vehicle from moving.

  Further, the mechanism for stopping and holding the vehicle is the shaft lock mechanism 14 that is engaged with the lock gear 15 that rotates together with the output shaft 11 of the automatic transmission 1, so that the vehicle can be compared with a parking brake that locks the wheels with a friction material. The holding force against the moving load generated in the vehicle can be increased, the vehicle can be prevented from sliding down, and the vehicle can be reliably moved.

Further, since the start intention detecting means is the accelerator pedal sensor 98 that detects the operation amount of the accelerator pedal 97 of the vehicle, it is possible to reliably detect that the driver has the intention to start the vehicle.
Further, the accelerator pedal sensor 98 is normally provided in the vehicle for controlling the operation of the engine 2, and it is not necessary to provide a new sensor or the like in order to detect the intention to start the vehicle.

  Further, when it is detected that the driver intends to start the vehicle, hydraulic pressure is applied to the wheel cylinders WC1, WC2, WC3, WC4 until a predetermined braking force is generated on the wheels FL, FR, RL, RR. After the supply, by gradually decreasing the hydraulic pressure of the wheel cylinders WC1, WC2, WC3, WC4, the disappearance of the braking force of the hydraulic brake device 6 that stops and holds the vehicle and the generation of the propulsive force of the vehicle The connection is smooth and the vehicle can start smoothly.

<Embodiment 2>
Based on FIG. 6 and FIG. 7, the control method of the automatic parking apparatus by the controller 3 and brake ECU 5 of Embodiment 2 of this invention is demonstrated. The controller 3 repeatedly executes the control program shown in FIG. 6 at a predetermined timing. In the initial state of the flowchart shown in FIG. 6, the parking flag FLP is turned off.

In the present embodiment, the process of transitioning from the automatic parking release state to the operating state, and the state when the driver operates the shift position of the shift lever device 93 to the P range in the automatic parking operating state, This is the same as in the case of the first embodiment, and this embodiment is different from the first embodiment because the automatic parking is canceled by the operation of the accelerator pedal 97, that is, only after step S612 in FIG. Hereinafter, the control method will be described. In step S607 and step S626 of the flowchart shown in FIG. 6, in addition to the parking flag FLP, the pressurization timer Tr, and the stop timer Tv, the reset flag FLR is also cleared.
In step S612, in a state where the automatic parking is activated, the reset flag FLR is turned off. Therefore, the process proceeds to step S613, and when the accelerator pedal 97 is not operated, the automatic parking continues to operate.

  When the accelerator pedal 97 is operated, the process proceeds from step S613 to step S615, and the target brake hydraulic pressure Pr is calculated. The target brake fluid pressure Pr is against the load (W · sin θ shown in FIG. 4) that the vehicle receives downward in the road surface direction based on the vehicle tilt angle θ detected by the vehicle tilt angle sensor 95. Is calculated in the same manner as in the first embodiment as the brake fluid pressure necessary for stopping the vehicle on the road surface. The target brake fluid pressure Pr may be estimated from the relationship between the brake fluid pressure generated in the actual vehicle during deceleration and the deceleration.

  Thereafter, in step S616, the actual brake fluid pressure Pz of the wheel cylinders WC1, WC2, WC3, and WC4 is detected by the fluid pressure sensor 79. In step S617, the actual brake fluid pressure Pz is less than the target brake fluid pressure Pr. It is determined whether or not. The actual brake fluid pressure Pz may be estimated from the operating time of the reflux pumps 72 and 73.

Since the actual brake fluid pressure Pz is 0 for the first time, after the reset flag FLR is turned on in step S618, the process proceeds to step S619 and the controller 3 applies the brake ECU 5 to the brake ECU 5 as in the first embodiment. A pressurizing request is issued to the wheel cylinders WC1, WC2, WC3, and WC4.
Once the reset flag FLR is turned on, the process proceeds from step S612 to step S614 from the second order. Since the pressurization timer Tr is 0 while the pressurization request is issued, the actual brake fluid pressure Pz becomes the target brake fluid pressure Pr when the fluid pressure of the wheel cylinders WC1, WC2, WC3, WC4 increases. (Indicated by A2 in FIG. 7).

When the brake fluid pressure Pz of the wheel cylinders WC1, WC2, WC3, WC4 increases to the target brake fluid pressure Pr, the process proceeds from step S617 to step S621, and the pressurization timer Tr is incremented. Thereafter, as in the case of the first embodiment, in step S622, the control valve device 12 is operated to the shift position of the shift lever device 93 by the driver's operation, the automatic parking is released, and in step S623, the controller 3 The brake ECU 5 issues a slow pressure reduction request to the wheel cylinders WC1, WC2, WC3, WC4.
When the pressurization timer Tr is incremented, the process proceeds from step S614 to step S620, and further to step S621, and thus the slow pressure reduction request is continued until the pressurization timer Tr becomes larger than T2 (indicated by D2 in FIG. 7). . During this time, when the driving force from the engine 2 of the vehicle exceeds the braking force of the wheels FL, FR, RL, and RR where the driving force decreases, the vehicle can start smoothly.

  When the pressurization timer Tr exceeds T2, the process proceeds from step S620 to step S624 and further to step S625, and the controller 3 issues a pressurization end request to the wheel cylinders WC1, WC2, WC3, and WC4 to the brake ECU 5. The parking flag FLP, the pressurization timer Tr, and the stop timer Tv are all cleared.

According to the present embodiment, the automatic parking is canceled by increasing the hydraulic pressure of the wheel cylinders WC1, WC2, WC3, WC4 to the target brake hydraulic pressure Pr calculated based on the inclination angle θ in the longitudinal direction of the vehicle. Sometimes, even when the vehicle is on a steep slope, it is possible to prevent an unexpected movement such as the vehicle sliding backward or jumping forward.
Even when the vehicle is on a gentle slope when automatic parking is released, the target brake fluid pressure Pr is set according to the inclination angle θ, so that the fluid in the wheel cylinders WC1, WC2, WC3, WC4 is more than necessary. Since the pressure Pz does not increase and the time required to reach the target brake fluid pressure Pr can be shortened, it is possible to prevent the vehicle from starting off.

<Embodiment 3>
Based on FIG. 8, the control method of the automatic parking apparatus by Embodiment 3 of this invention is demonstrated. The controller 3 repeatedly executes the control program shown in FIG. 8 at a predetermined timing. In the initial state of the flowchart shown in FIG. 8, the parking flag FLP is turned off.
In this embodiment, in the process of shifting from the automatic parking release state to the operating state, in the automatic parking operating state, the state when the driver operates the shift position of the shift lever device 93 to the P range, the automatic parking operation The state in which the automatic parking is released and the state in which the automatic parking is started are the same as in the second embodiment, and the present embodiment differs from the second embodiment in that the wheel cylinders WC1, WC2, WC3 After the brake fluid pressure of WC4 has increased to the target brake fluid pressure Pr, that is, after step S820 in FIG. 8, the control method will be described below.

When the brake fluid pressure in the wheel cylinders WC1, WC2, WC3, WC4 rises to the target brake fluid pressure Pr, the pressurization timer Tr is incremented (step S822), so that the process proceeds from step S814 to step S820, and the traveling direction of the vehicle Is a “steep uphill”.
In the present embodiment, “uphill” refers to a case where the road surface has an upward gradient toward the front of the vehicle and the shift position of the shift lever device 93 is other than the P, N, R range, It means one of cases where the vehicle has a downward gradient toward the front of the vehicle and the shift position of the shift lever device 93 is in the R range. In the present embodiment, the “steep uphill” means the creep force at the shift position of the shift lever device 93 at that time (the state in which the accelerator pedal 97 is not operated at all while the engine 2 is operated). Wheel driving force) means an “uphill” in which the vehicle slides down the road surface.

In step S820, when it is determined that the traveling direction of the vehicle is not "steep uphill", the vehicle does not slide down on the road surface due to the creep force of the vehicle, but in order to prevent the vehicle from suddenly jumping out, As in the second embodiment, the processes after step S821 are executed.
If it is determined in step S820 that the traveling direction of the vehicle is “steep uphill”, the process proceeds to step S827, and the target drive torque Ur is calculated. The target drive torque Ur is applied to the vehicle against the load (W · sin θ shown in FIG. 4) that the vehicle receives in the road surface downward direction based on the vehicle inclination angle θ detected by the inclination angle sensor 95. Calculated as the drive torque required to stop and hold on the road surface.

  Thereafter, in step S828, the actual drive torque Uz of the vehicle is detected by the engine ECU 4, and in step S829, it is determined whether or not the actual drive torque Uz is equal to or greater than the target drive torque Ur. The actual drive torque Uz may be estimated from the operation amount of the accelerator pedal 97, the gear position of the automatic transmission 1, and the like, or may be detected by a torque sensor actually attached to the vehicle.

  If it is determined in step S829 that the actual drive torque Uz is equal to or less than the target drive torque Ur, the process proceeds to step S830, where the actual drive torque Uz is insufficient with respect to the target drive torque Ur. Is calculated from the difference between the two, and a target compensation brake hydraulic pressure Ps (corresponding to the torque shortage amount (Ur-Uz)) that can compensate for the torque shortage amount (Ur-Uz) is calculated. Thereafter, in step S831, the controller 3 issues a request for ensuring the necessary braking force to the brake ECU 5, and pressurization is applied to the wheel cylinders WC1, WC2, WC3, and WC4 until the target compensation brake fluid pressure Ps is reached. .

  When the operation of the accelerator pedal 97 is sufficiently performed and the actual drive torque Uz becomes larger than the target drive torque Ur, the process proceeds from step S829 to step S825, and from the controller 3 to the brake ECU 5 as in the second embodiment, A pressurization end request is issued to the wheel cylinders WC1, WC2, WC3, and WC4, and the parking flag FLP, the pressurization timer Tr, and the stop timer Tv are all cleared (step S826).

  According to the present embodiment, the torque deficiency (Ur−Uz) that the actual driving torque Uz of the vehicle is deficient with respect to the target driving torque Ur calculated based on the inclination angle θ in the front-rear direction of the vehicle. By increasing the wheel cylinders WC1, WC2, WC3, and WC4 up to the target compensation brake fluid pressure Ps to compensate, the vehicle is on the uphill when the automatic parking is released, and the driving torque of the engine 2 against the inclination is Even when the vehicle is insufficient, the vehicle can be prevented from sliding backward in the traveling direction.

<Other embodiments>
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows.
As a parking lock mechanism that holds the vehicle in a stopped state, a mechanical parking brake device that mechanically locks the wheels may be used.
Further, an automatic parking switch that can be operated by the driver is provided on the steering wheel of the vehicle, and the automatic parking switch is operated and released by operating the automatic parking switch. Instead of detecting this, the presence or absence of operation of the automatic parking switch may be detected. By doing so, it is possible to prevent the automatic parking operation and release unintended by the driver.

Further, a throttle opening sensor provided in the engine 2 may be used as the start intention detection means.
Further, the structure of the shaft lock mechanism 14 and the method of locking the output shaft 11 are not limited to the above-described embodiment, and are the structure and the lock method described in JP-A-6-72296, or other methods. Also good.

  In the drawings, 1 is an automatic transmission, 3 is a controller (stop hold control means), 4 is an engine ECU (torque detection means), 5 is a brake ECU (stop hold control means), 6 is a hydraulic brake device, and 11 is an output. Shaft (movable member, automatic transmission drive member), 13 shift mechanism (drive mechanism), 14 shaft lock mechanism (parking lock mechanism, transmission lock mechanism), 15 lock gear (gear member), 83 brake pedal (Brake operation member), 91 is a rotation speed sensor (stop detection means), 94 is a shift lever switch (stop detection means), 95 is an inclination angle sensor (inclination angle detection means), and 96 is an automatic parking release switch (stop detection means). ), 97 is an accelerator pedal, 98 is an accelerator pedal sensor (stop detection means, start intention detection means), WC1, WC2, W 3, WC4 shows a wheel cylinder (wheel brakes).

Claims (7)

Parking that can be operated between a stop holding position where the movable member of the vehicle is mechanically locked and held in a stopped state, and a holding release position where the movable member is unlocked and the vehicle is movable. A locking mechanism;
A drive mechanism for operating the parking lock mechanism;
Stop detection means for detecting that the vehicle is stopped;
Stop holding control means for controlling the drive mechanism to operate the parking lock mechanism to stop and hold the vehicle when the stop detection means detects that the vehicle is in a stopped state;
A start intention detecting means for detecting that the driver has an intention to start the vehicle when the vehicle is stopped and held;
A hydraulic brake device that is controlled by the stop and hold control means and stops the vehicle by supplying brake hydraulic pressure to the wheel brakes regardless of the operation of the brake operation member;
With
The stop holding control means includes
When the start intention detecting means detects that the driver has an intention to start the vehicle, the parking lock mechanism is operated to release the vehicle stop and hold, and the hydraulic brake device is operated. A vehicle stop holding device for supplying hydraulic pressure to the wheel brake. The stop holding control means includes
The vehicle stop holding device according to claim 1, wherein when it is detected that the driver intends to start the vehicle, the hydraulic brake device is operated to boost the wheel brake for a predetermined time. Inclination angle detection means for detecting the inclination angle in the longitudinal direction of the vehicle,
The stop holding control means includes
When it is detected that the driver intends to start the vehicle, the target brake fluid required to stop and hold the vehicle based on the vehicle front-rear inclination angle detected by the inclination angle detection means. The vehicle stop holding device according to claim 1, wherein a pressure is calculated and the wheel brake is increased to the target brake fluid pressure. An inclination angle detecting means for detecting an inclination angle in the longitudinal direction of the vehicle;
Torque detecting means for detecting the driving torque of the vehicle;
With
The stop holding control means includes
When it is detected that the driver intends to start the vehicle, the target driving torque required to stop and hold the vehicle based on the vehicle front-rear inclination angle detected by the inclination angle detection means. And calculating a target compensation brake hydraulic pressure such that the actual driving torque of the vehicle detected by the torque detecting means compensates for the insufficient torque amount that is insufficient with respect to the target driving torque, The vehicle stop holding device according to claim 1, wherein the wheel brake is boosted to a target compensation brake fluid pressure. The parking lock mechanism is
The vehicle stop holding device according to any one of claims 1 to 4, which is a transmission lock mechanism that engages with a gear member that rotates together with a drive member of an automatic transmission. The starting intention detecting means is
The vehicle stop holding device according to any one of claims 1 to 5, wherein the vehicle stop holding device is a member that detects an operation amount of an accelerator pedal of the vehicle. The stop holding control means includes
When it is detected that the driver intends to start the vehicle, the hydraulic pressure of the wheel brake is gradually decreased after supplying the hydraulic pressure to the wheel brake until a predetermined braking force is generated in the wheel brake. The vehicle stop holding device according to any one of claims 1 to 6.

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