JP2014080131A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a travelling vehicle stop promptly.SOLUTION: The vehicle comprises: a driving motor 21 connected to drive wheels 24r; and a vacuum booster 37 and a power steering device 58 to assist driving operations by a driver. A control unit 27, when a receiver receives a signal, stops the driving motor 21 while the vehicle is in a travelling state, and maintains the vacuum booster 37 and the power steering device 58 to their operation states. Thus, the vehicle 14 can be promptly stopped by stopping the driving motor 21 while the vehicle is in the travelling state. Moreover, the operation states of the vacuum booster 37 and the power steering device 58 are maintained when the driving motor 21 is stopped, and therefore the vehicle 14 can be stopped safely.

Description

  The present invention relates to a vehicle control device including a receiver that receives an external signal.

  An anti-theft device has been developed in which a key-side identification code and a vehicle-side identification code are collated when the vehicle is activated, and the vehicle is not activated if the identification codes do not match. In addition, in order to disable the traveling of the stolen vehicle, an antitheft device has been developed that remotely controls the stolen vehicle based on a control signal transmitted toward the stolen vehicle (see Patent Document 1). In the antitheft device disclosed in Patent Document 1, the vehicle speed and engine speed are limited during driving to prompt the vehicle to stop, and the automatic transmission is controlled to a parking state or the like in order to disable driving after the vehicle stops. .

JP 2006-232224 A

  However, in the anti-theft device of Patent Document 1, although the vehicle speed and engine speed of a traveling vehicle are limited, the vehicle is stopped early when a driving operation that intentionally continues the traveling state is performed. It was difficult to make it.

  An object of the present invention is to quickly stop a running vehicle.

  The vehicle control device of the present invention is a vehicle control device including a receiver that receives a signal from the outside, the power source coupled to the drive wheels, the auxiliary device that assists the driving operation of the occupant, When the receiver receives the signal, a traveling system control unit that stops the power source during traveling of the vehicle, and an operation system that maintains the auxiliary device in an operating state when the receiver receives the signal. And a control unit.

  According to the present invention, when the receiver receives a signal, the power source is stopped while the vehicle is running, so that the vehicle can be stopped early. Moreover, since the auxiliary device is maintained in the operating state, even if the power source is stopped, the driving operation of the occupant can be assisted, and the vehicle can be stopped safely.

It is a lineblock diagram showing an example of a vehicle stop system. It is a block diagram which shows the control apparatus for vehicles which is one embodiment of this invention. It is a block diagram which shows the control system of the control apparatus for vehicles. It is a flowchart which shows an example of the stop procedure performed by the control unit. It is a block diagram which shows the control apparatus for vehicles which is other embodiment of this invention. It is a flowchart which shows an example of the stop procedure performed by the control unit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram illustrating an example of a vehicle stop system 10. As shown in FIG. 1, the vehicle stop system 10 includes a management server 12 and a base station 13 connected via a communication network 11 such as the Internet or a dedicated line. The management server 12 has a function of generating a theft signal based on a theft notification from the user, and the base station 13 has a function of transmitting the theft signal to the stolen vehicle 14. The user who has stolen the vehicle 14 transmits a theft notification that the vehicle 14 has been stolen from the user terminal 15 such as a personal computer to the management server 12. The management server 12 that has received the theft notification generates a theft signal after determining that it is an appropriate theft notification through a predetermined authentication procedure, and sends it to the vehicle 14 via the base station 13 to forcibly stop the vehicle 14. Send a theft signal. And the vehicle 14 which received the theft signal from the base station 13 is controlled to stop a power source itself toward a stop. The vehicle stop system 10 described above is an example, and the user can call the system management company's call center by telephone or the like without transmitting a theft notification from the user terminal 15 to the management server 12. You may be notified. Further, the theft signal may be transmitted directly from the external user terminal 15 to the vehicle 14 without using the management server 12. In order to make the vehicle 14 correspond to such a vehicle stop system 10, a vehicle control device 20 described later is mounted on the target vehicle 14.

  FIG. 2 is a configuration diagram showing a vehicle control device 20 according to an embodiment of the present invention. FIG. 2 shows a vehicle control device 20 mounted on an electric vehicle. As shown in FIG. 2, the vehicle control device 20 includes a travel motor (power source, electric motor) 21, and the travel motor 21 is connected to a rear wheel (drive) via a transmission 22 and a drive shaft 23. Wheel) 24r is connected. In addition, a high voltage battery 25 serving as a power source for the traveling motor 21 is mounted on the vehicle control device 20, and the traveling motor 21 and the high voltage battery 25 are connected via an inverter 26. Further, the vehicle control device 20 is provided with a control unit 27 that outputs a control signal to the inverter 26. The control unit 27 controls the operating state of the inverter 26 that converts DC power and AC power bidirectionally, that is, the power supply state to the traveling motor 21. The control unit 27 includes a CPU, a ROM, a RAM, and the like.

  The vehicle control device 20 is provided with a braking system 30 that brakes the front wheels 24f and the rear wheels 24r in accordance with the braking operation (driving operation) of the occupant. The braking system 30 includes a brake pedal 31 that is operated by an occupant and a master cylinder 32 that generates hydraulic pressure in conjunction with the brake pedal 31. The braking system 30 includes a disk rotor 33 provided on each of the wheels 24f and 24r, and a caliper 34 that holds the disk rotor 33 and brakes it. When the occupant depresses the brake pedal 31, hydraulic fluid is supplied from the master cylinder 32 to the caliper 34 via the brake pipe 35 and the valve unit 36, and the disc rotor 33 of each wheel 24f, 24r is moved by the hydraulically driven caliper 34. Braked.

  Further, a vacuum booster (auxiliary device, electric auxiliary device, brake auxiliary device) 37 for increasing the brake operation force is provided between the brake pedal 31 and the master cylinder 32. The vacuum booster 37 accommodates a piston (not shown), and the vacuum booster 37 is partitioned into a negative pressure chamber and an atmospheric pressure chamber by the piston. The vacuum booster 37 is connected to a negative pressure pipe 38 communicating with the negative pressure chamber, and an electric negative pressure pump (electric actuator) 39 is connected to the negative pressure pipe 38. In this vacuum booster 37, the brake operating force can be increased by the pressure difference between the front and rear pistons by driving the negative pressure pump 39 to reduce the pressure in the negative pressure chamber. In this way, the low-voltage battery 41 is connected to the negative pressure pump 39 that operates the vacuum booster 37 via the drive circuit unit 40. The operation state of the drive circuit unit 40, that is, the supply state of power to the negative pressure pump 39 is controlled by the control unit 27 that outputs a control signal to the drive circuit unit 40.

  The auxiliary device of the braking system 30 is not limited to a vacuum booster such as the vacuum booster 37, and may be another type of auxiliary device. For example, it may be a pneumatic booster that uses compressed air to increase the brake operating force. When this pneumatic booster is used, an electric compressor is used as an electric actuator. Further, it may be a hydraulic booster that supplies hydraulic oil whose pressure has been increased to the caliper 34. When this hydraulic booster is used, an electric oil pump is used as an electric actuator. Further, the braking system provided with the auxiliary device may be a so-called brake-by-wire type braking system in which a hydraulic control system that connects the brake pedal 31 and the caliper 34 is removed. Also in this brake-by-wire type braking system, the occupant's brake operation is assisted by an auxiliary device using an electric actuator such as an electric motor or an electric oil pump.

  The vehicle control device 20 is provided with a steering system 50 that steers the front wheels 24f in accordance with the steering operation (driving operation) of the occupant. The steering system 50 includes a steering wheel 51 operated by an occupant, a column shaft 52 connected to the steering wheel 51, and a pinion 53 connected to the column shaft 52. The steering system 50 also includes a rack 54 that meshes with the pinion 53 and a tie rod 56 that connects the knuckle arm 55 of the front wheel 24f to the rack 54. When the occupant operates the steering wheel 51, the rotational motion of the column shaft 52 is converted into the linear motion of the tie rod 56 via the pinion 53 and the rack 54, and the front wheel 24f is moved around the king pin 57.

  Further, the column shaft 52 is provided with a power steering device (auxiliary device, electric auxiliary device, steering auxiliary device) 58 for increasing the steering operation force. A torque sensor 59 is provided on the steering wheel 51 side of the column shaft 52, and an electric auxiliary motor (electric actuator) 61 is connected to the pinion 53 side of the column shaft 52 via a speed reducer 60. In the power steering device 58, the steering operation force can be increased by controlling the rotation direction and torque of the auxiliary motor 61 based on detection signals from the torque sensor 59 and a vehicle speed sensor 68 described later. . As described above, the low voltage battery 41 is connected to the auxiliary motor 61 that operates the power steering device 58 via the drive circuit unit 40. The operation state of the drive circuit unit 40, that is, the supply state of power to the auxiliary motor 61 is controlled by the control unit 27 that outputs a control signal to the drive circuit unit 40.

  The auxiliary device of the steering system 50 is not limited to the column assist type power steering device 58 that transmits the power of the auxiliary motor 61 to the column shaft 52, and may be another type of auxiliary device. good. For example, a pinion assist type power steering device that transmits the power of the auxiliary motor 61 to the pinion 53 may be used, or a rack assist type power steering device that transmits the power of the auxiliary motor 61 to the rack 54. May be. Further, as an auxiliary device of the steering system 50, a hydraulic booster including a hydraulic cylinder connected to the rack 54 may be used. When this hydraulic booster is used, an electric oil pump that supplies hydraulic oil to a hydraulic cylinder is used as an electric actuator. Further, the steering system 50 provided with the auxiliary device may be a so-called steering-by-wire type operation system in which a link mechanism that connects the steering wheel 51 and the front wheel 24f is removed. Also in this steering-by-wire type steering system, a passenger's steering operation is assisted by an auxiliary device using an electric actuator such as an electric motor or an electric oil pump.

  FIG. 3 is a configuration diagram showing a control system of the vehicle control device 20. As shown in FIG. 3, the control unit 27 includes, as various devices, a drive circuit that controls power supplied to the inverter 26, the negative pressure pump 39, and the auxiliary motor 61 that controls power supplied to the traveling motor 21. Part 40, a door lock mechanism 62 for fixing the door of the vehicle 14 in a closed state, a steering lock mechanism 63 for regulating the rotation of the steering wheel 51, and a parking brake mechanism 64 for regulating the rotation of the wheels 24f, 24r when parking. Has been. The control unit 27 includes various devices such as a start assist mechanism 65 that temporarily restricts the rotation of the wheels 24f and 24r when starting on a slope, a display 66 such as a display that displays various information for the occupant, and a base. An in-vehicle communication device (receiver) 67 that receives a theft signal (signal) from the station (external) 13 is connected. The door lock mechanism 62 is a door lock mechanism 62 that is not released from the passenger compartment. The control unit 27 includes a torque sensor 59 that detects torque acting on the column shaft 52, a vehicle speed sensor 68 that detects vehicle speed, an acceleration sensor 69 that detects vehicle acceleration, and a gyro that detects the inclination angle of the vehicle body, that is, the road surface gradient. A sensor 70 and a steering angle sensor 71 for detecting the steering angle of the steering wheel 51 are connected.

  Hereinafter, the stop procedure of the vehicle 14 by the vehicle control device 20 will be described. FIG. 4 is a flowchart showing an example of a stop procedure executed by the control unit 27. As shown in FIG. 4, first, in step S <b> 1, it is determined whether or not a theft signal is received by the in-vehicle communication device 67. If it is determined in step S1 that a theft signal has been received, the process proceeds to step S2 to determine whether or not the vehicle 14 is traveling. If it is determined in step S2 that the vehicle is traveling, the process proceeds to step S3, and a warning that the vehicle 14 is forcibly stopped is displayed on the display 66. Subsequently, in step S4, it is determined whether or not a safety condition for stopping the vehicle is satisfied. The details of the safety condition determined in step S4 will be described later.

  In step S4, when it is determined that the safety condition is satisfied, the process proceeds to step S5, where the drive circuit unit 40 is controlled by the control unit 27 functioning as the operation system control unit, and the drive circuit unit 40 controls the auxiliary motor. The power supply to 61 and the negative pressure pump 39 is continued. That is, in step S5, the vacuum booster 37 and the power steering device 58 are controlled so as to maintain their operating states. Then, it progresses to step S6, the inverter 26 is controlled by the control unit 27 which functions as a traveling system control part, and the electric power supply with respect to the motor 21 for driving | running | working from the inverter 26 is interrupted | blocked. That is, in step S6, the inverter 26 is controlled so that the traveling motor 21 is stopped while the vehicle is traveling. In subsequent step S7, the door lock mechanism 62 locks the door of the vehicle 14 so as not to open from the inside. As described above, when the in-vehicle communication device 67 receives the theft signal and determines that the predetermined safety condition is satisfied, the traveling motor 21 is stopped during the traveling of the vehicle. Can be gradually decelerated toward the stop.

  In a succeeding step S8, it is determined whether or not the vehicle 14 to be decelerated has stopped. If it is determined in step S8 that the vehicle 14 is traveling, the process returns to step S4 again, and stop control of the traveling motor 21 under safe conditions is continued. On the other hand, if it is determined in step S8 that the vehicle 14 is stopped, the process proceeds to step S9 where the wheels 24f and 24r are fixed by the parking brake mechanism 64 and the steering wheel 51 is fixed by the steering lock mechanism 63. The In step S4, when it is determined that the safety condition is not satisfied, the process proceeds to step S10, and it is determined whether or not the power supply to the traveling motor 21 is interrupted. In step S10, when it is determined that the power supply to the traveling motor 21 is interrupted, the process proceeds to step S11, and the power supply to the traveling motor 21 is resumed. If it is determined in step S2 that the vehicle 14 has already stopped, the process proceeds to step S12, where the power supply to the traveling motor 21 is immediately shut off by the inverter 26, and the door is opened by the door lock mechanism 62. The wheels 24f and 24r are fixed by the parking brake mechanism 64, and the steering wheel 51 is fixed by the steering lock mechanism 63.

  As described above, when the in-vehicle communication device 67 receives the theft signal, the power supply to the traveling motor 21 is cut off even if the vehicle 14 is traveling. In this way, by stopping the traveling motor 21 without waiting for the vehicle 14 to stop, the intentional escape of the criminal can be restricted and the vehicle 14 can be stopped quickly. In addition, when the traveling motor 21 is stopped, the operating state of the vacuum booster 37 and the power steering device 58 is maintained, so that the brake operation and steering operation of the occupant can be appropriately assisted, and the vehicle 14 Can be safely stopped. Moreover, since the criminal can be confined in the vehicle 14 by locking the door of the vehicle 14 while the vehicle is running, the criminal can be easily secured. Furthermore, since the warning is given to the criminal before the power supply to the traveling motor 21 is cut off, the vehicle 14 can be safely stopped. In addition, when the vehicle 14 stops on the sloping ground by stopping the motor 21 for traveling, parking is performed while fixing the wheels 24f and 24r by the start assist mechanism 65 in order to prevent unnecessary movement of the vehicle 14 due to gravity. It is desirable to operate the brake mechanism 64.

  Subsequently, the safety condition determined in step S4 will be described. As described above, when the in-vehicle communication device 67 receives the theft signal, the power supply to the traveling motor 21 is interrupted while the vehicle is traveling, so that the vehicle can be safely operated without affecting other vehicles 14. 14 is required to stop. Therefore, in step S4, five conditions are determined as safety conditions.

  The first condition is that the power supply to the traveling motor 21 is cut off when the vehicle acceleration of the vehicle 14 falls below a predetermined acceleration threshold. That is, when the power supply to the traveling motor 21 is cut off under the state where the vehicle 14 is excessively accelerating, the vehicle 14 is rapidly decelerated. If there is a subsequent vehicle that is not secured, the subsequent vehicle may collide with the rapidly decelerating vehicle 14. In order to avoid such a situation, when the vehicle acceleration of the vehicle 14 exceeds a predetermined acceleration threshold value, power supply to the traveling motor 21 is continued. In addition, about the acceleration threshold value used as a criterion, it is not restricted to a fixed value, For example, the value which changes according to a vehicle speed may be sufficient. Moreover, you may add the result output from the apparatus which can determine the distance between vehicles with a following vehicle to determination conditions.

  The second condition is that the power supply to the traveling motor 21 is cut off when the ascending slope of the road surface on which the vehicle 14 travels falls below a predetermined slope threshold. That is, when the vehicle 14 is traveling on a steep uphill, when the power supply to the traveling motor 21 is cut off, the vehicle 14 decelerates rapidly. If there is a succeeding vehicle that is not sufficiently secured, the succeeding vehicle may collide with the rapidly decelerating vehicle 14. In order to avoid such a situation, the power supply to the traveling motor 21 is continued when the upward gradient of the road surface exceeds a predetermined gradient threshold. In addition, about the gradient threshold value used as a criterion, it is not restricted to a fixed value, For example, the value which changes according to a vehicle speed may be sufficient. Moreover, you may add the result output from the apparatus which can determine the distance between vehicles with a following vehicle to determination conditions.

  The third condition is that the power supply to the traveling motor 21 is cut off when the steering angle of the steering wheel 51 falls below a predetermined steering angle threshold. That is, the traveling state in which the steering angle of the steering wheel 51 is large is a state in which a right turn or left turn is performed at an intersection or the like. Under such circumstances, when power supply to the traveling motor 21 is cut off, there is a risk of traffic jams caused by the vehicle 14 that stops at an intersection or the like. In order to avoid such a situation, when the steering angle of the steering wheel 51 exceeds a predetermined steering angle threshold, power supply to the traveling motor 21 is continued. Note that the steering angle threshold value that serves as a determination criterion is not limited to a fixed value, and may be a value that changes according to the vehicle speed, for example.

  Further, when the steering angle of the steering wheel 51 exceeds the predetermined steering angle threshold value and the power supply to the traveling motor 21 is continued, even after the steering angle falls below the steering angle threshold value, at a predetermined time. The power supply to the traveling motor 21 may be continued. That is, if the vehicle 14 is stopped immediately after passing through an intersection or the like, there is a high possibility that the traffic will be interrupted. Therefore, by stopping the vehicle 14 at a position away from the intersection, the traffic by the vehicle 14 is obstructed. You may make it avoid reliably. Further, in the above description, based on the steering angle of the steering wheel 51, it is determined that the vehicle 14 is traveling at an intersection or the like. However, the present invention is not limited to this. Based on this, it may be determined that the vehicle 14 is traveling at an intersection or the like, and power supply to the traveling motor 21 may be continued.

  As a fourth condition, the fact that the vehicle 14 is not traveling in a traffic jam is a condition for cutting off power supply to the traveling motor 21. That is, when the power supply to the traveling motor 21 is interrupted during traffic jams, there is a risk that further traffic jams will be caused by the vehicle 14 that stops. In order to avoid such a situation, power supply to the traveling motor 21 is continued during traveling in a traffic jam. Note that whether or not the vehicle is traveling in a traffic jam can be determined based on, for example, vehicle speed transition. That is, when the predetermined low speed traveling is continued for a predetermined time, it is possible to determine that the traffic congestion is being performed. Further, it may be determined that the vehicle 14 is traveling in a traffic jam based on the traffic jam information and the position information from GPS or the like.

  As a fifth condition, the fact that the parking operation by the occupant is not performed is a condition for cutting off the power supply to the traveling motor 21. That is, when the power supply to the traveling motor 21 is cut off in a parking lot or the like, there is a possibility that traffic congestion may be caused by the vehicle 14 that stops at the parking lot. In order to avoid such a situation, when the parking operation of the vehicle 14 is performed, the power supply to the traveling motor 21 is continued. Note that whether or not a parking operation is being performed can be determined based on, for example, a passenger's steering operation or a select lever operation. That is, it is possible to determine that the parking operation has been performed when the steering wheel 51 is turned left and right within a predetermined time or when the forward travel and the reverse travel are repeated within the predetermined time. is there. Further, it may be determined whether or not the vehicle is traveling in a parking lot based on position information from GPS or the like, and it may be determined that a parking operation is being performed when the vehicle is traveling in the parking lot.

  In the above description, as the vehicle 14 on which the vehicle control device 20 is mounted, an electric vehicle including only the traveling motor 21 as a power source is mentioned, but the present invention is not limited to this. For example, the vehicle control device of the present invention may be mounted on a vehicle including an engine as a power source, and the vehicle control device of the present invention is mounted on a hybrid vehicle including an engine and an electric motor as power sources. May be.

  Here, FIG. 5 is a configuration diagram showing a vehicle control device 80 according to another embodiment of the present invention. 5, parts that are the same as the parts shown in FIGS. 2 and 3 are given the same reference numerals, and descriptions thereof are omitted. As shown in FIG. 5, the vehicle control device 80 includes a power train 81 mounted on the vehicle 14 and a control system 82 thereof. The power train 81 includes an engine (power source) 83 and an automatic transmission 84. The automatic transmission 84 has a speed change input shaft 86 connected to the engine 83 via a torque converter 85 and a speed change output shaft 88 connected to the speed change input shaft 86 via a speed change mechanism 87. A front wheel output shaft 90 is connected to the speed change output shaft 88 via a gear train 89, and a front wheel (drive wheel) 92 f is connected to the front wheel output shaft 90 via a front differential mechanism 91. A rear wheel output shaft 94 is connected to the speed change output shaft 88 via a transfer clutch 93. The rear wheel output shaft 94 is connected to a rear wheel (drive wheel) 92r via a propeller shaft and a rear differential mechanism (not shown). Are connected. As described above, the power transmission path 95 is provided between the engine 83 and the drive wheels 92f and 92r. The power transmission path 95 includes the torque converter 85, the transmission mechanism 87, the front wheel output shaft 90, and the rear wheel output. It is comprised by the axis | shaft 94 grade | etc.,. Further, the automatic transmission 84 is provided with a valve unit 96 that controls supply of hydraulic oil to clutches C1 to C3 and brakes B1 and B2, which will be described later. The valve unit 96 is connected to an electric oil pump (not shown) that discharges hydraulic oil even when the engine is stopped.

  The transmission mechanism 87 has two sets of planetary gear trains 97 and 98. The planetary gear train 97 includes a front sun gear 97s and a front ring gear 97r disposed radially outward thereof. The planetary gear train 97 includes a plurality of front pinion gears 97p that are rotatably supported by the front carrier 97c. The front pinion gears 97p mesh with the front sun gear 97s and the front ring gear 97r. Similarly, the planetary gear train 98 includes a rear sun gear 98s and a rear ring gear 98r disposed radially outward thereof. The planetary gear train 98 includes a rear pinion gear 98p that is rotatably supported by the rear carrier 98c. The rear pinion gear 98p meshes with a rear sun gear 98s and a rear ring gear 98r.

  The transmission mechanism 87 includes three sets of clutches C1 to C3 that are controlled by hydraulic oil from the valve unit 96. That is, the power transmission path 95 is provided with clutches C1 to C3. The high clutch (clutch mechanism) C1 is switched between an engaged state in which the transmission input shaft 86 and the front carrier 97c are connected and a released state in which the transmission input shaft 86 and the front carrier 97c are disconnected. The reverse clutch (clutch mechanism) C2 is switched between an engagement state in which the transmission input shaft 86 and the front sun gear 97s are connected and a release state in which the transmission input shaft 86 and the front sun gear 97s are disconnected. The low clutch (clutch mechanism) C3 is switched between a fastening state in which the front carrier 97c and the rear sun gear 98s are connected and a released state in which the front carrier 97c and the rear sun gear 98s are disconnected. The speed change mechanism 87 has two sets of brakes B1 and B2 that are controlled by hydraulic oil from the valve unit 96. The 2-4 brake B1 is switched between a fastening state in which the front sun gear 97s and the transmission case 99 are connected and a release state in which the front sun gear 97s and the transmission case 99 are disconnected. The low & reverse brake B2 is switched between a fastening state in which the front carrier 97c and the transmission case 99 are connected and a release state in which the front carrier 97c and the transmission case 99 are disconnected.

  When the select lever (not shown) is operated by the occupant to the N range (neutral range), all the clutches C1 to C3 and the brakes B1 and B2 are released, and the automatic transmission 84 is controlled to a neutral state in which the power transmission path 95 is disconnected. Is done. Thus, by releasing the high clutch C1 and the reverse clutch C2, the power transmission from the transmission input shaft 86 to the planetary gear train 97 is cut off. Power is transmitted from the speed change input shaft 86 to the rear sun gear 98s. However, since the rear ring gear 98r is rotatable by releasing the low clutch C3, power transmission from the speed change input shaft 86 to the planetary gear train 98 is also cut off. Will be. That is, the power transmission path 95 can be disconnected by releasing the clutches C1 to C3. When the select lever is operated to the P range (parking range), as in the N range, all the clutches C1 to C3 and the brakes B1 and B2 are released, and the automatic transmission 84 passes the power transmission path 95. The parking state to be disconnected is controlled. When the P range is selected, the transmission output shaft 88 is mechanically fixed.

  When the select lever is operated to the D range (forward range), the clutches C1 to C3 and the brakes B1 and B2 are controlled according to the traveling state. When traveling forward at the first speed, the low clutch C3 is engaged, and the other clutches C1, C2 and the brakes B1, B2 are released. When traveling forward at the second speed, the low clutch C3 and the 2-4 brake B1 are engaged, and the other clutches C1, C2 and the brake B2 are released. When traveling forward at the third speed, the high clutch C1 and the low clutch C3 are engaged, and the other clutch C2 and the brakes B1 and B2 are released. When traveling forward at the fourth speed, the high clutch C1 and the 2-4 brake B1 are engaged, and the other clutches C2, C3 and the brake B2 are released. When the select lever is operated to the R range (reverse range), the reverse clutch C2 and the low & reverse brake B2 are engaged, and the other clutches C1, C3 and the brake B1 are released.

  Next, a procedure for stopping the vehicle 14 by the vehicle control device 80 will be described. FIG. 6 is a flowchart showing an example of a stop procedure executed by the control unit 27. In FIG. 6, the same steps as those shown in FIG. 4 are denoted by the same reference numerals, and the description thereof is omitted. As shown in FIG. 6, when it is determined in step S4 that the safety condition is satisfied, the process proceeds to step S5, where the drive circuit unit 40 is controlled by the control unit 27 that functions as the operation system control unit. The power supply from the drive circuit unit 40 to the auxiliary motor 61 and the negative pressure pump 39 is continued. Subsequently, in step S20, the engine 83 is stopped by controlling the engine accessories such as an injector and an ignition unit (not shown) by the control unit 27 functioning as a traveling system control unit. Subsequently, in step S21, the clutch C1 to C3 of the automatic transmission 84 is released by the control unit 27, and the automatic transmission 84 is controlled to the neutral state. In the subsequent step S6, the door of the vehicle 14 is locked by the door lock mechanism 45 so as not to open from the inside. As described above, when the theft signal is received by the in-vehicle communication device 67 and it is determined that a predetermined safety condition is satisfied, not only the engine 83 is stopped but also the automatic transmission 84 is neutral. Therefore, the vehicle 14 can be surely decelerated toward the stop. Even in this case, since the vacuum booster 37 and the power steering device 58 are maintained in the operating state, it is possible to appropriately assist the occupant's brake operation and steering operation, and it is possible to stop the vehicle 14 safely. .

  In step S4, when it is determined that the safety condition is not satisfied, the process proceeds to step S22, and it is determined whether or not the engine 83 is stopped. If it is determined in step S22 that the engine 83 is stopped, the process proceeds to step S23, where the engine 83 is started and neutral control of the automatic transmission 84 is released. If it is determined in step S8 that the vehicle 14 has stopped, the process proceeds to step S24, where the automatic transmission 84 is controlled to the parking state, the driving wheels 92f and 92r are fixed by the parking brake mechanism 47, and the steering is performed. The steering wheel 51 is fixed by the lock mechanism 46, and the engine 83 is stopped. If it is determined in step S2 that the vehicle 14 has already stopped, the process proceeds to step S25 where the engine 83 is stopped, the door is locked by the door lock mechanism 45, and the automatic transmission 84 is parked. The driving wheels 92f and 92r are fixed by the parking brake mechanism 47, and the steering wheel 51 is fixed by the steering lock mechanism 46.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. In the above description, as an auxiliary device for assisting the occupant's driving operation, a brake assist device such as a vacuum booster 37 that assists the occupant's brake operation, and a steering assist device such as the power steering device 58 that assists the occupant's steering operation. Although mentioned, it is not restricted to this, You may use the auxiliary | assistant apparatus which assists other driving | operation operation. Further, only the brake assist device may be provided as the assist device, and only the steering assist device may be provided as the assist device.

  Further, in the illustrated case, power is supplied from one drive circuit unit 40 to the auxiliary motor 61 and the negative pressure pump 39, but is not limited thereto. For example, a drive circuit unit that controls the power supplied to the auxiliary motor 61 and a drive circuit unit that controls the power supplied to the negative pressure pump 39 may be provided separately. In the above description, the control unit 27 functions as a travel system control unit and an operation system control unit. However, the present invention is not limited to this. For example, a control unit that functions as a traveling system control unit and a control unit that functions as an operation system control unit may be provided separately.

  In the above description, the clutch mechanisms C1 to C3 provided in the planetary gear type automatic transmission 24 are exemplified as the clutch mechanism provided in the power transmission path. However, the present invention is not limited to this, and the power source and the drive are driven. Any clutch mechanism may be used as long as it is a clutch mechanism provided in a power transmission path between the wheels. For example, an input clutch provided between the engine and the transmission may be employed as the clutch mechanism, and a synchromesh mechanism provided in the manual transmission may be employed as the clutch mechanism. Further, a forward clutch or a reverse brake in a forward / reverse switching mechanism provided in the continuously variable transmission may be employed as the clutch mechanism. Further, a clutch may be provided between the driving motor 21 of the electric vehicle and the drive wheel 24r, and this clutch may be employed as a clutch mechanism.

20 vehicle control device 21 travel motor (power source, electric motor)
24r Rear wheel (drive wheel)
27 Control unit (travel system control unit, operation system control unit)
37 Vacuum booster (auxiliary device, electric auxiliary device, brake auxiliary device)
39 Negative pressure pump (electric actuator)
58 Power steering device (auxiliary device, electric auxiliary device, steering auxiliary device)
61 Auxiliary motor (electric actuator)
80 Vehicle Control Device 83 Engine (Power Source)
92f Front wheel (drive wheel)
92r Rear wheel (drive wheel)
95 Power transmission path C1 High clutch (clutch mechanism)
C2 Reverse clutch (clutch mechanism)
C3 Low clutch (clutch mechanism)

Claims (5)

A vehicle control device including a receiver for receiving a signal from the outside,
A power source coupled to the drive wheels;
An auxiliary device for assisting the driving operation of the passenger,
When the receiver receives the signal, a traveling system control unit that stops the power source during traveling of the vehicle;
An operation control unit that maintains the auxiliary device in an operating state when the receiver receives the signal. The vehicle control device according to claim 1,
The vehicular control device, wherein the auxiliary device is an electric auxiliary device driven by an electric actuator. The vehicle control device according to claim 1 or 2,
The vehicular control device is characterized in that the auxiliary device is at least one of a brake auxiliary device that assists an occupant's brake operation and a steering auxiliary device that assists an occupant's steering operation. The vehicle control device according to any one of claims 1 to 3,
The vehicle control apparatus, wherein the power source is at least one of an engine and an electric motor. In the vehicle control device according to any one of claims 1 to 4,
A clutch mechanism that is provided in a power transmission path between the power source and the driving wheel and is switched between a fastening state and a releasing state;
When the receiver receives the signal, the traveling system control unit switches the clutch mechanism to a released state during traveling of the vehicle.

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