JP2016104996A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of surely applying brake without inconvenience such as engine stall in rear-end collision, in a vehicle equipped with AMT.SOLUTION: A control device of a vehicle 100 including an engine 110, a transmission 120, a clutch 130, a gear change actuator 121, and a clutch actuator 131, includes a transmission controller 20 executing brake control to drive the gear change actuator 121 and the clutch actuator 131 so that the clutch is kept in an engaged state, after bringing the clutch in a disengaged state, and then securing an engagement state of shift stage of the transmission and a stop state of an engine, when collision to the vehicle is detected or predicted from detection information of an acceleration sensor 142 or a rear-end collision prediction system 143.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a vehicle equipped with an automated manual transmission (hereinafter abbreviated as AMT).

  In recent vehicles, when a rear-end vehicle is not fully depressed and a rear-end collision occurs, the actuator is driven in order to prevent a rear-end collision and so on. It has been practiced to have a function of applying a function (generating a braking force) (Patent Document 1).

  However, in the vehicle control device described in Patent Document 1, it is necessary to mount a powerful actuator to generate a sufficient braking force, which hinders downsizing and cost reduction.

  By the way, in a vehicle equipped with a manual transmission (hereinafter abbreviated as MT), the rotational load of the engine in a stopped state may be used as a brake to be replaced or used together with the parking brake while the vehicle is stopped. is there. In this case, the engine and the drive wheels are brought into a connected state by meshing the first gear or the reverse (reverse) gear.

  In this MT, an AMT having a basic structure in common and automatic shift control by an actuator is put into practical use. In this AMT, it is conceivable that the engine and the driving wheel are connected via a first speed gear or the like at the time of rear-end collision. However, if the engine is fastened, the engine is forcibly stopped or suddenly braked. Inconvenience will occur.

JP2011-240852A

  SUMMARY OF THE INVENTION An object of the present invention is to provide a control device that can reliably perform braking without any inconvenience such as engine stall when a rear-end collision occurs in a vehicle equipped with an AMT.

  One aspect of the invention of a vehicle control device that solves the above-described problems is a drive force source that generates a drive force for driving the vehicle, and a drive speed of the drive force source is changed at a plurality of shift speeds to obtain the drive force. A stepped transmission that transmits, a clutch that switches between a driving state between the driving force source and the stepped transmission that can transmit the driving force, or a disengaged state that cannot transmit the driving force, and driving the driving force source A vehicle control apparatus comprising: a shift actuator that selects a shift stage of the stepped transmission that transmits force; and a clutch actuator that switches the clutch to the engaged state or the released state, and the collision with the vehicle One or both of a collision detection unit that detects a collision and a collision prediction unit that predicts a collision with the vehicle, and the collision detection unit detects a collision with the vehicle, or the collision prediction A device that satisfies the stopped state of the driving force source and the selected state of the shift stage of the stepped transmission capable of transmitting the driving force of the driving force source when a collision with the vehicle is predicted by A control unit that executes a braking control for driving the speed change actuator and the clutch actuator so as to be in a fastening state in which the driving force can be transmitted between the driving force source and the stepped transmission after the state. It is to be prepared.

  As described above, according to one aspect of the present invention, when a collision with a vehicle is detected or predicted, a device state that satisfies the stop state of the driving force source and the selection state of the shift stage of the stepped transmission After that, the driving force source and the stepped transmission can be brought into an engaged state, and the driving force source can be shifted to a braking state while avoiding an inadvertent stop of the driving force source or sudden braking. it can.

  Therefore, it is possible to provide a control device that can reliably apply braking without causing inconvenience such as an engine stall when a vehicle equipped with an AMT is subjected to a rear-end collision while stopped or traveling at a low speed. Can do.

FIG. 1 is a diagram showing a vehicle control apparatus according to an embodiment of the present invention, and is a conceptual plan view showing a schematic overall configuration thereof. FIG. 2 is a flowchart for explaining the braking control. FIG. 3 is a timing chart illustrating an operation performed by executing the braking control.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 3 are diagrams showing a vehicle control apparatus according to an embodiment of the present invention.

  In FIG. 1, a vehicle 100 connects an internal combustion engine type engine (driving force source) 110 and a transmission (stepped transmission) 120 to shift the power (driving force) of the engine 110 to driving wheels 101. It is transmitted via the machine 120.

  In this vehicle 100, when the accelerator pedal 105 is depressed by a driver, the driving wheel 101 on the front wheel side is driven to rotate at a rotational speed corresponding to the gear position of the transmission 120 by the power of the engine 110, and the driven wheel on the rear wheel side. The vehicle 102 is accelerated and cruised by being driven to rotate. When the accelerator pedal 105 is not depressed by the driver, the vehicle 100 is coasted by rotating the engine 110 by the rotation of the drive wheel 101 via the transmission 120.

  In addition, when the brake pedal 106 is depressed by the driver, the vehicle 100 is stopped by applying a braking force that limits the rotation of the four driving wheels 101 and the driven wheels 102 using the power of the engine 110 as an assisting force. It has become. When the parking brake lever 107 is operated by the driver when the vehicle 100 is stopped, the vehicle 100 is applied with a braking force that restricts the rotation of the drive wheels 101 and maintains the parking state.

  The transmission 120 includes a first gear to an n-th gear (n is a natural number) as a gear stage that transmits the power while shifting the driving speed of the engine 110 in a direction in which the driving wheels 101 roll in the forward direction. ing. Further, the transmission 120 includes a reverse gear as a shift stage for transmitting the power while shifting the driving speed of the engine 110 in a direction in which the drive wheels 101 roll in the reverse direction.

  According to the shift range selected by the shift selector 109, the transmission 120 selects the shift stage by the shift actuator 121 and engages it with the drive shaft 103 so that the engine 110 and the drive wheel 101 are interlocked. It has become. At the time of the shift range selection operation by the shift selector 109, the shift stage is switched by the shift actuator 121 of the transmission 120, and the clutch 130 is driven by the clutch actuator 131 while adjusting the rotation speed of the engine 110 to be in the engaged state or the released state. It is supposed to be. The vehicle 100 is equipped with an AMT by providing a controller (to be described later) with a function of automatically executing control for switching the connection state between the engine 110 and the transmission 120.

  In the vehicle 100, the engine 110 is controlled by the engine controller 10 and the transmission 120 is controlled by the transmission controller 20. The engine controller 10 and the transmission controller 20 are connected to each other by a CAN (Controller Area). Network) is connected so that various types of information can be exchanged.

  The engine controller 10 and the transmission controller 20 execute the engine 110 and the transmission 120 by executing various control programs that are constructed from a CPU, a memory, and the like and stored in the memory in advance based on parameters and sensor information. It is designed to have overall control.

  The engine controller 10 and the transmission controller 20 are constructed so as to perform distributed control of the engine 110 and the transmission 120 based on various information detected by various sensor groups 140 connected so as to be able to communicate with CAN. For example, the driver's request is met while grasping the behavior of the vehicle 100 based on the detection information of the sensor group 140 such as the speed sensor 141 and the acceleration sensor 142.

  The engine controller 10 is constructed so as to cooperate with the transmission controller 20 while acquiring the traveling speed of the vehicle 100 based on the detection information of the speed sensor 141 and controlling the engine 110 to operate efficiently. Engagement / disengagement of the clutch 130 is switched by the actuator 131, and the shift stage of the transmission 120 selected by the shift selector 109 is switched by the shift actuator 121.

  When the transmission controller 20 detects that another vehicle has collided with the vehicle 100 being stopped or before being stopped based on the detection information of the speed sensor 141 and the acceleration sensor 142, the transmission controller 20 cooperates with the engine controller 10. The brake control is executed. In this braking control, the clutch actuator 131 switches between engagement and disengagement of the clutch 130, and the engine 110 is stopped after the transmission gear 121 switches the gear position of the transmission 120 to a preset number of gears. ing. That is, the transmission controller 20 forms a control unit.

  Further, the transmission controller 20 also cooperates with the engine controller 10 when it is predicted that another vehicle will collide with the vehicle 100 being stopped or before stopping based on the detection information of the rear-end collision prediction system 143. The braking control described above is executed.

  Here, the transmission controller 20 can acquire (detect) the state of the vehicle 100 based on the detection information of the speed sensor 141 and the acceleration sensor 142. For example, the running state such as when the vehicle 100 is stopped or before the stop can be acquired based on the detection information of the speed sensor 141. In addition, a collision with the vehicle 100 during or before stopping can be detected based on detection information of the acceleration sensor 142, and it is determined that a collision has occurred when the vehicle 100 changes with an acceleration exceeding a preset collision threshold. can do. Whether the collision at this time is from the front, rear or side of the vehicle 100 can be determined according to the direction of the sudden acceleration change detected by the acceleration sensor 142. That is, the acceleration sensor 142 constitutes a collision detection unit and a collision position acquisition unit. The collision threshold may be set by acquiring an acceleration that cannot occur in normal sudden acceleration according to the behavior of the vehicle 100 through experiments or the like.

  Further, the rear-end collision prediction system 143 is constructed, for example, so as to predict the rear-end collision from the relative speed by radiating radar microwaves in the rear and grasping another vehicle approaching from the reflected wave. . That is, the rear-end collision prediction system 143 constitutes a collision prediction unit and a collision position acquisition unit. In addition, as this rear-end collision prediction system 143, although the prediction of the presence or absence of the rear-end collision of the vehicle behind is demonstrated as an example, it is not restricted to this. For example, when it has a function of predicting a collision with a preceding vehicle such as an automatic emergency brake system, the approach information may be used, and it is determined that it is difficult to avoid the collision with the preceding vehicle. In addition, the collision may be predicted.

  Specifically, as shown in the flowchart of FIG. 2, the transmission controller 20 confirms whether or not the acceleration acquired from the detection information of the acceleration sensor 142 exceeds the collision threshold (step S11), and does not exceed it. In addition, it is confirmed whether or not a rear-end vehicle collision is predicted from the detection information of the rear-end collision prediction system 143 (step S12). If not predicted, this process is repeated.

  In addition, when the acceleration exceeds the collision threshold in step S11 or a rear-end collision is predicted in step S12, a control signal is sent to the engine controller 10 to secure the engagement / release state of the clutch 130 by the clutch actuator 131. Later (step S13), the transmission 120 is caused to execute shift control for meshing the shift speeds corresponding to the direction of change of the vehicle 100 (step S14). In addition, when a rear-end collision is predicted in step S12, the transition direction of the vehicle 100 is assumed to be forward.

  At this time, in step S13, when the clutch 130 is in the engaged state, the engagement is released, and when the clutch 130 is in the released state, it is maintained as it is.

  Further, in step S14, the reverse gear is engaged when the vehicle 100 is moved in the forward direction from the stop (a rear-end collision), and 1 in the case of the collision moved from the stopped state in the reverse direction or the lateral direction. Engage the speed gear. Also, when a collision (rear collision) occurs during traveling in the forward direction at a low speed that does not cause a problem even if the vehicle 100 locks the drive wheel 101 and stops suddenly, the reverse gear is engaged, If a collision occurs during traveling in the reverse direction, the first gear is engaged. Further, when a collision (a rear-end collision) by a vehicle behind the vehicle 100 is predicted, the first-speed gear or the reverse gear is similarly engaged.

  Next, the transmission controller 20 sends a control signal to the engine controller 10 to stop the engine 110 (step S15), and then switches the clutch 130 to the engaged state by the clutch actuator 131 (step S16). End control.

  At this time, in step S15, the engine 110 is stopped when it is in an operating state, and is maintained as it is when it is in a stopped state.

  For example, as shown in the timing chart of FIG. 3, after the vehicle 100 decelerates and stops before the intersection (step S21), a collision (a rear-end collision) due to the following vehicle is detected or predicted in steps S11 and S12 of FIG. In this case (step S22), in steps S13 and S14 of FIG. 2, the neutral state for canceling the meshing of the shift speed is changed to a selection state for meshing the reverse gear (step S23).

  Next, after the engine 110 is stopped in step S15 in FIG. 2 (step S24), the clutch 130 that has been decelerated and stopped for the stop in step S16 in FIG. 2 is engaged (step S25). ).

  For this reason, the vehicle 100 connects the stopped engine 110 and the transmission 120 meshing with the reverse gear even when the vehicle 100 is collided at a timing when the brake pedal is temporarily stopped and the depression of the brake pedal is temporarily canceled. The driving wheel 101 that tries to roll in the forward direction due to the rear-end collision is limited by a load that reversely rotates the engine 110 that stops, and a hitting accident that hits the front vehicle in advance occurs. Can be prevented. At this time, the driver does not restrict the depression of the brake pedal, and the braking force can be increased by applying the braking by the normal brake together with the braking by the rotational load of the engine 110 to be stopped. A rear-end collision can be avoided more reliably.

  In the timing chart of FIG. 3, the case where the engine 110 is stopped and the clutch 130 is engaged is described as an example after the gear position in the AMT is engaged from the neutral state to the reverse gear. This is not a limitation. For example, before the clutch 130 is engaged, the engagement of the reverse gear and the stop of the engine 110 may be executed sequentially or simultaneously regardless of the order.

  Thus, in this embodiment, when a collision of the vehicle 100 is detected or predicted, the transmission 120 is engaged with the first gear or the reverse gear depending on whether the collision is the front side or the rear side. And after the engine 110 is stopped, the engaged state of the clutch 130 is ensured. For this reason, it is possible to prevent the vehicle 100 from being engaged with the traveling gear stage of the transmission 120 while the engine 110 is in operation and inadvertently starting from a stopped state or being suddenly braked from the traveling state. can do. In addition, braking can be applied using the rotational load of the engine 110 to be stopped.

  Therefore, even in the vehicle 100 equipped with the AMT, high-quality braking control can be performed only by using the function of the existing AMT without adding equipment such as an actuator that applies a brake (generates a braking force). Can be executed. Even in a temporary stop state where the brake pedal is not fully depressed, the brakes can be reliably applied without causing inconveniences such as an engine stop. Thus, it is possible to prevent the rear vehicle from colliding with the vehicle ahead and causing a ball collision accident.

  Here, in the present embodiment, the vehicle 100 on which the internal combustion engine 110 is mounted will be described as an example, but the present invention is not limited to this. For example, the present invention can be applied to a vehicle equipped with an electric motor as a driving force source, and may be configured to use the rotational load of the electric motor to be stopped.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 Engine controller 20 Transmission controller (control unit)
DESCRIPTION OF SYMBOLS 100 Vehicle 101 Drive wheel 105 Accelerator pedal 106 Brake pedal 107 Parking brake lever 109 Shift selector 110 Engine (drive power source)
120 Transmission (Stepped transmission)
121 speed change actuator 130 clutch 131 clutch actuator 140 sensor group 141 speed sensor 142 acceleration sensor (collision detection unit, collision position acquisition unit)
143 Rear-end collision prediction system (collision prediction unit, collision position acquisition unit)

Claims (4)

A driving force source for generating a driving force for driving the vehicle; a stepped transmission for shifting the driving speed of the driving force source at a plurality of shift speeds and transmitting the driving force; the driving force source and the stepped gear A clutch that switches between an engaged state where transmission of the driving force between the transmissions is possible or a disengaged state where transmission is impossible, and a shift that selects a gear stage of the stepped transmission that transmits the driving force of the driving force source A vehicle control device comprising: an actuator; and a clutch actuator that switches the clutch to the engaged state or the released state,
One or both of a collision detection unit that detects a collision with the vehicle and a collision prediction unit that predicts a collision with the vehicle,
When a collision with the vehicle is detected by the collision detection unit or when a collision with the vehicle is predicted by the collision prediction unit, the driving force source is stopped and the driving force of the driving force source is After the device state satisfying the selection state of the gear stage of the stepped transmission capable of transmitting the transmission, the engagement state is set to enable the transmission of the driving force between the driving force source and the stepped transmission. As described above, the vehicle control device includes a control unit that executes braking control for driving the transmission actuator and the clutch actuator. A collision position acquisition unit that acquires whether the collision to the vehicle detected by the collision detection unit or predicted by the collision prediction unit is the front side or the rear side of the vehicle;
When the collision position acquired by the collision position acquisition unit is on the front side of the vehicle, the control unit switches the shift stage of the stepped transmission to the lowest speed shift stage in the forward direction by the shift actuator. The vehicle control device according to claim 1. A collision position acquisition unit that acquires whether the collision to the vehicle detected by the collision detection unit or predicted by the collision prediction unit is the front side or the rear side of the vehicle;
The control unit switches a shift stage of the stepped transmission to a reverse direction by the shift actuator when the collision position acquired by the collision position acquisition unit is a rear side of the vehicle. The vehicle control device described in 1. 4. The vehicle control device according to claim 1, wherein the control unit executes the braking control both when the vehicle is stopped and during low-speed traveling that can be stopped immediately. 5.

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