JP2015186997A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the interference between a creep prohibition control and a parking assistance control when a predetermined condition is met and thereby eliminate a driver's discomfort.SOLUTION: A vehicle control device configured to prohibit the output of driving power by automatically stopping an engine when a predetermined condition is met, comprises a parking assistance device assisting in driver's driving operation while a driver is to park a vehicle, and starts the engine if the parking assistance device is activated or starts operating while the engine is automatically stopped, so that it is possible to prevent the interference between a creep prohibition control and a parking assistance control and to eliminate a driver's discomfort.

Description

  The present invention relates to a vehicle control device configured to prohibit creep output by prohibiting output of driving force when a predetermined condition is satisfied.

  When the accelerator opening is zero, the footbrake is operated, and the vehicle speed is zero, the transmission is in a neutral state to inhibit creep, thereby preventing dragging of the torque converter and saving engine fuel consumption. In the creep control device, when the steering wheel is operated, the prohibition of creep is canceled and the creep force is generated actively, so that various low speed conditions below the creep vehicle speed can be easily created by operating the foot brake. This is known from Patent Document 1 below.

  When the driver parks the vehicle at a predetermined parking position, the driver first stops the vehicle at the parking start position having a fixed positional relationship with the parking position, presses the parking assist start switch, and releases the steering wheel. The vehicle is creeped while adjusting the vehicle speed with the brake, and the vehicle is automatically guided to the parking position by controlling the steering actuator so as to obtain a preset steering angle according to the moving distance of the vehicle. A parking assist device is known from Patent Document 2 below.

  Further, in the parking assistance device that performs automatic steering while creeping the vehicle, the vehicle speed exceeds the upper limit vehicle speed by controlling the creep vehicle speed by automatic braking, so that the parking assistance control is not stopped. 3 is known.

Japanese Patent Laid-Open No. 5-60224 JP 2001-63600 A Japanese Patent No. 3755464

  By the way, when the vehicle includes the creep control device of Patent Document 1 and the parking support device of Patent Document 2, the steering wheel stops near the neutral position during execution of the parking support control, and the driver If the vehicle is stopped by stepping on, the creep of the vehicle is prohibited and the parking support control is temporarily interrupted, which may cause the driver to feel uncomfortable.

  The present invention has been made in view of the above-described circumstances. The driver feels discomfort by preventing the control of prohibiting the output of the driving force and prohibiting the creep when the predetermined condition is satisfied, and the parking assist control. The purpose is to eliminate.

  In order to achieve the above object, according to the first aspect of the present invention, the control of the vehicle configured to prohibit the output of the driving force by automatically stopping the engine when a predetermined condition is satisfied. The apparatus includes a parking assist device that assists a driving operation while the driver parks the vehicle. When the parking assist device is activated or started during the automatic stop of the engine, the engine is A vehicle control device characterized by starting is proposed.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the parking assist device assists a driver's steering operation while parking while creeping the vehicle. A vehicle control device is proposed.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a transmission that prohibits creep when the predetermined condition is satisfied is activated by the parking assist device. Alternatively, a vehicle control device is proposed in which the prohibition of creep is stopped when the engine is started in operation.

  The belt type continuously variable transmission 13 according to the embodiment corresponds to the transmission of the present invention.

  According to the configuration of the first aspect, when the predetermined condition is satisfied, the idling can be stopped by automatically stopping the engine to inhibit the creep. On the other hand, when the parking assistance device is in operation, the engine is started and kept in an idling state to enable creep, thus preventing the creep prohibition control and the parking assistance control from interfering with each other and eliminating the driver's uncomfortable feeling. be able to.

  According to a third aspect of the present invention, the transmission that prohibits creep when the predetermined condition is satisfied cancels the prohibition of creep when the engine is started in accordance with the activation or operation of the parking assist device. Therefore, it is possible to prevent the driver from feeling uncomfortable by preventing the creep prohibition control and the parking assistance control from interfering with each other.

The skeleton figure which shows the driving force transmission system of a vehicle. (Reference form) The block diagram of the control system of a creep control apparatus. (Reference form) The time chart explaining an effect | action. (Reference form) The graph explaining the change of the vehicle speed during creep driving. (Reference form) The time chart explaining an effect | action. (Embodiment)

  Hereinafter, a reference embodiment of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the driving force of the vehicle engine 11 is transmitted to the left and right drive wheels 16, 16 via a torque converter 12, a belt-type continuously variable transmission 13, a speed reducer 14, and a differential gear 15. The torque converter 12 includes a pump 18 connected to the crankshaft 17 of the engine 11, a turbine 20 connected to the input shaft 19 of the belt-type continuously variable transmission 13, a stator 22 fixed to the casing 21, and the engine 11. And a lockup clutch 23 that directly connects the crankshaft 17 to the input shaft 19 of the belt type continuously variable transmission 13.

  The belt-type continuously variable transmission 13 includes a sleeve 24 that is rotatably fitted to the outer periphery of the input shaft 19, a forward / reverse switching mechanism 25 that includes a planetary gear mechanism disposed between the input shaft 19 and the sleeve 24, and a sleeve. 24, a drive pulley 26 supported by the output shaft 27, an output shaft 27 arranged in parallel with the input shaft 19, a driven pulley 28 supported by the output shaft 27, and a metal belt 29 wound around the drive pulley 26 and the driven pulley 28. With.

  The forward / reverse switching mechanism 25 includes a ring gear 30 connected to the input shaft 19, a sun gear 31 connected to the sleeve 24, a plurality of pinions 33 that are rotatably supported by the carrier 32 and mesh with the ring gear 30 and the sun gear 31. And a forward clutch 34 that can couple the ring gear 30 and the sun gear 31, and a reverse brake 35 that can couple the carrier 32 to the casing 21.

  The drive pulley 26 includes a fixed pulley half 26a and a movable pulley half 26b, and the movable pulley half 26b can approach and separate from the fixed pulley half 26a by hydraulic pressure. Similarly, the driven pulley 28 includes a fixed-side pulley half 28a and a movable-side pulley half 28b, and the movable-side pulley half 28b can approach and separate from the fixed-side pulley half 28a by hydraulic pressure.

  The reduction gear 14 is fixed to the reduction shaft 36, a first reduction gear 37 fixed to the output shaft 27, a second reduction gear 38 fixed to the reduction shaft 36 and meshed with the first reduction gear 37, and the reduction shaft 36. A third reduction gear 39 and a fourth reduction gear 40 fixed to the case of the differential gear 15 and meshing with the third reduction gear 39 are configured.

  As shown in FIG. 2, the electronic control unit 41 that controls the creep of the vehicle includes an accelerator opening sensor 42 that detects the accelerator opening, a brake operation sensor 43 that detects a brake operation by the driver, and a vehicle speed. Vehicle speed sensor 44, shift range sensor 45 for detecting the shift range selected by the shift lever, and parking assist device 46 are connected, and electronic control unit 41 forwards forward / reverse switching mechanism 25 based on these signals. The operation of the clutch 34 and the reverse brake 35 and the operation of the throttle actuator 47 that electrically controls the opening of the throttle valve are controlled.

  The parking assist device is a well-known device as described in, for example, JP-A-2001-63600. In brief, when a driver parks a vehicle at a predetermined parking position, the vehicle is first stopped at a parking start position having a certain positional relationship with respect to the parking position, and a parking assist start switch is pressed, and steering is performed. When the vehicle is creeped while releasing the wheel and adjusting the vehicle speed with the brake, the steering actuator is activated so that the steering angle set in advance according to the moving distance of the vehicle is obtained, and the vehicle is automatically It guides to the parking position.

  Next, the operation of the reference embodiment of the present invention having the above configuration will be described.

  When the forward clutch 34 of the forward / reverse switching mechanism 25 is engaged and the ring gear 30 and the sun gear 31 are coupled, the driving force of the crankshaft 17 of the engine 11 is as follows: torque converter 12 → input shaft 19 → ring gear 30 → sun gear 31 → It is transmitted to the drive wheels 16 and 16 through the path of the sleeve 24 → the drive pulley 26 → the metal belt 29 → the driven pulley 28 → the output shaft 27 → the speed reducer 14 → the differential gear 15 to drive the vehicle forward.

  When the reverse brake 35 of the forward / reverse switching mechanism 25 is engaged and the carrier 30 is coupled to the casing 21, the driving force of the crankshaft 17 of the engine 11 is the torque converter 12 → the input shaft 19 → the ring gear 30 → the pinion 33. ... → Sun gear 31 → Sleeve 24 → Drive pulley 26 → Metal belt 29 → Driven pulley 28 → Output shaft 27 → Speed reducer 14 → Differential gear 15 is transmitted to the drive wheels 16 and 16 in a reverse rotation and transmitted to the vehicle. Drive backwards.

  At this time, the movable pulley half 26b of the drive pulley 26 is moved closer to the fixed pulley half 26a to increase the effective radius, and the movable pulley half 28b of the driven pulley 28 is separated from the fixed pulley half 28a. When the effective radius is decreased, the reduction ratio of the belt type continuously variable transmission 13 changes to the OD side. Conversely, the movable pulley half 26b of the drive pulley 26 is moved away from the fixed pulley half 26a to reduce the effective radius, and the movable pulley half 28b of the driven pulley 28 is moved closer to the fixed pulley half 28a. When the effective radius is increased, the reduction ratio of the belt type continuously variable transmission 13 changes to the LOW side. Therefore, by controlling the groove widths of the drive pulley 26 and the driven pulley 28, the reduction ratio of the belt type continuously variable transmission 13 can be changed steplessly.

  In the vehicle according to the present embodiment, non-creep control is performed to reduce the drag torque of the torque converter 12 and reduce the fuel consumption of the engine 11 by prohibiting the generation of creep force when creep traveling is not required. . That is, the accelerator opening detected by the accelerator opening sensor 42 is zero and the driver has not depressed the accelerator pedal, the brake operation sensor 43 detects the brake operation by the driver, and the vehicle speed sensor 44 stops the vehicle. If the shift range sensor 45 detects that the shift range is detected, the forward clutch 34 is forcibly disengaged even when the shift range sensor 45 detects the drive range, and the shift range sensor 45 detects the reverse range. Even if it is, the reverse brake 35 is forcibly released.

  As a result, the driving force of the engine 11 is interrupted by the forward / reverse switching mechanism 25 and is not transmitted from the input shaft 19 to the sleeve 24, and the creep force is not transmitted to the driving wheels 16 and 16 and the vehicle stops. As a result, it is not necessary to forcibly maintain the vehicle to be creeped with the brake in a stopped state, so that the load on the engine 11 during the idling operation can be reduced, which contributes to the reduction of fuel consumption.

  By the way, when performing the parking assist control described above, the driver intermittently depresses the brake pedal to move the vehicle while controlling the creep vehicle speed. However, if the vehicle speed temporarily becomes zero during the parking assist control, the driver Since the creep control condition is satisfied and the creep travel is interrupted, there is a problem that the parking support control becomes impossible.

  Therefore, in this reference embodiment, when the parking assist device 46 is activated by the driver's switch operation and the parking assist control is started, the non-creep control is performed until the vehicle reaches the target parking position and the parking assist control ends. Is prohibited and the vehicle is allowed to creep. Thereby, when parking assistance control is not performed, non-creep control can be performed to save fuel consumption, and when parking assistance control is performed, non-creep control can be prohibited so that parking assistance control can be performed without hindrance. As a result, the non-creep control and the parking assistance control can be prevented from interfering with each other, and the driver's uncomfortable feeling can be eliminated.

  During creep control, the throttle actuator 47 is actuated by a command from the electronic control unit 41 to perform creep-up control that increases the idle speed of the engine 11, so that the driver creeps the vehicle while adjusting the vehicle speed with a brake. It is possible to prevent the parking support control from being interrupted due to the depression of the parking support control by depression of the accelerator pedal, which can be caused to travel.

  Next, the above operation will be further described based on the time chart of FIG.

  First, when conditions for executing non-creep control at time t1 (accelerator opening zero, brake operation, vehicle speed zero) are satisfied, the forward clutch 34 (or reverse brake 35) is unengaged to execute non-creep control at time t2. The in-gear state is released at the same time. When the parking support start switch is pushed at time t3 and the parking support start switch is released at time t4, the start of parking support control is accepted and creep-up control is requested.

  When the forward clutch 34 (or the reverse brake 35) is engaged at time t5 to enter the in-gear state, the creep-up control is permitted and the engine speed NE is changed from the idle speed (for example, 600 rpm) to the creep-up speed (for example, for example). 900 rpm), and the pulley vehicle speed VP increases accordingly. When the vehicle reaches the target parking position at time t6 and the parking assist control is finished, the creep-up control is finished, and the engine speed NE returns from the creep-up speed to the idle speed.

  By the way, as shown in FIG. 4, when the creep-up control is permitted and the vehicle creeps, when the first idle control for increasing the idle speed of the engine 11 is executed or when the vehicle travels downhill, If the upshift of the belt type continuously variable transmission 13 is permitted, the creep vehicle speed may increase excessively and a complicated brake operation may be required. However, according to the present embodiment, when the vehicle creeps, the reduction ratio of the belt-type continuously variable transmission 13 is fixed to the lowest transmission ratio on the LOW side, so that an excessive increase in the creep vehicle speed is prevented. The burden on the brake operation of the person is reduced.

  In addition, when the vehicle speed exceeds a predetermined value (for example, 10 km / h) during the parking support control, when the parking support control is configured to be stopped, the speed ratio during the creep-up control is fixed to the minimum speed ratio. Since the creep vehicle speed can be kept low, it is possible to avoid the situation where the parking assistance control is canceled against the driver's intention.

  Further, in the invention described in the above-mentioned Patent Document 3, since the automatic braking is performed to keep the vehicle speed below the upper limit vehicle speed during the parking assist control, the hydraulic pressure such as a VSA (vehicle stability assist) device that generates the brake hydraulic pressure is used. Although a control device is required, according to the present embodiment, the creep vehicle speed can be kept low by fixing the gear ratio to the minimum gear ratio during creep-up control, so that the engine can be used without using a hydraulic brake. The brake can be used only, and the hydraulic control device becomes unnecessary.

  Next, an embodiment of the present invention will be described with reference to FIG.

  In the reference mode, when a predetermined condition is satisfied, the forward clutch 34 (or the reverse brake 35) of the belt-type continuously variable transmission 13 is disengaged to prohibit creep, but in the embodiment, the forward clutch 34 In addition to disengaging the reverse brake 35 (or reverse brake 35), the engine 11 is idle-stopped, that is, the engine 11 is automatically stopped to prohibit the output of driving force, thereby inhibiting creep.

  That is, when the conditions for executing the idle stop control at time t1 (accelerator opening zero, brake operation, vehicle speed zero) are satisfied, the engine 11 idles and the forward clutch 34 (or reverse brake 35) is not engaged at time t2. The in-gear state is released. When the parking support start switch is pressed at time t3 and the parking support start switch is released at time t4, the start of parking support control is accepted and creep-up control is requested, and the engine 11 is started and enters an idling state. Become.

  When the forward clutch 34 (or the reverse brake 35) is engaged at time t5 to enter the in-gear state, the creep-up control is permitted and the engine speed NE is changed from the idle speed (for example, 600 rpm) to the creep-up speed (for example, for example). 900 rpm), and the pulley vehicle speed VP increases accordingly. When the vehicle reaches the target parking position at time t6 and the parking assist control is finished, the creep-up control is finished, and the engine speed NE returns from the creep-up speed to the idle speed.

  As described above, even when the parking assistance control is not performed, the non-creep control is performed to reduce fuel consumption, and when the parking assistance control is performed, the non-creep control is prohibited and the parking assistance control can be performed without any trouble. Can be. Thereby, it is possible to prevent the non-creep prohibition and the parking assistance control from interfering with each other, thereby eliminating the driver's uncomfortable feeling.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the belt-type continuously variable transmission 13 is set to the neutral state and the engine 11 is idle-stopped during the non-creep control, but the engine 11 is kept in the in-gear state while the belt-type continuously variable transmission 13 is in the in-gear state. May be idle stopped.

  Further, the transmission of the present invention is not limited to the belt type continuously variable transmission 13 of the embodiment, and any transmission that can generate a creep force may be used.

11 Engine 13 Belt type continuously variable transmission (transmission)
46 Parking assistance device

Claims (3)

In a vehicle control device configured to prohibit output of driving force by automatically stopping the engine (11) when a predetermined condition is satisfied,
A parking assistance device (46) for assisting a driving operation while the driver parks the vehicle;
The vehicle control device according to claim 1, wherein the engine (11) is started when the parking assist device (46) is activated or started during the automatic stop of the engine (11).   2. The vehicle control device according to claim 1, wherein the parking assist device assists a driver's steering operation while parking the vehicle while creeping the vehicle. 3.   When the transmission (13) that prohibits creep when the predetermined condition is satisfied, the engine (11) starts when the parking assist device (46) starts or operates, and prohibits the creep. The vehicle control device according to claim 1, wherein the vehicle control device is stopped.

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