JP2017062005A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten a time till a failure of a range detector is determined as much as possible.SOLUTION: A vehicle control device includes failure determination means 10B for determining a failure of the range detector 14 based on that a state, where a predetermined condition containing that an accelerator opening degree is equal to or larger than a preset opening value and an output torque of an electric motor 3 is equal to or larger than a preset torque value in a signal non-input state where a detection signal is not output from the range detector 14 is met, continues for a first preset time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a vehicle that includes an electric motor as a drive source and includes an automatic transmission.

  The automatic transmission mounted on the vehicle is equipped with a select lever operated by a driver, and the shift control device controls the shift of the automatic transmission according to the selection range selected by the select lever.

  When the select lever is operated to select any of the range positions such as D, N, R, and P, the select lever detects the selected range and outputs a selected range signal that is detected as an inhibitor switch. A vessel is attached.

  In addition, a manual valve for switching the forward / reverse switching mechanism of the vehicle is connected to the select lever so as to be mechanically interlocked.

  The shift control device controls the shift of the automatic transmission based on the selection range signal sent from the inhibitor switch. When the inhibitor switch is out of order, the automatic transmission is controlled by failsafe control corresponding thereto. Control. Therefore, it is necessary to determine the failure of the inhibitor switch.

  The failure of the inhibitor switch is mainly a contact failure of the electrical contacts provided in each range position such as D, N, R, P, etc. or disconnection of the electric signal line. Even if it is in the range position, the detection signal is not output from the inhibitor switch.

  However, even when the select lever is located at an intermediate range position between any adjacent range positions, since the detection signal is not output from the inhibitor switch, the detection signal is not output from the inhibitor switch. It cannot be determined that the inhibitor switch has failed.

  Therefore, for example, as disclosed in Patent Document 1, there is proposed a technique for determining that an inhibitor switch has failed when a state in which no detection signal is output from the inhibitor switch continues for a predetermined time.

  In other words, the situation where the select lever is positioned at the intermediate range position is during the driver's operation of the select lever, and this situation is only a short time (for example, 1 to 2 seconds) in normal operation. However, if the driver stops the operation in the middle of the range selection operation, it continues for a longer time.

  However, since it is assumed that there is a limit (for example, several tens of seconds) in the duration in this case, the inhibitor switch fails if a state in which no detection signal is output from the inhibitor switch continues for a predetermined time based on this limit. It is determined that there is.

JP-A-7-301313

  However, in the above-described technique, even if the inhibitor switch fails, the failure of the inhibitor switch is not determined until a predetermined time elapses, so that the fail-safe control is delayed accordingly.

  For this reason, it is desirable to reduce the time until the failure of the inhibitor switch is determined as much as possible. In particular, when the vehicle is traveling, it is desired to shorten the time until the failure is confirmed and shift to fail-safe control as quickly as possible.

  The present invention has been devised in view of such a problem, and provides a vehicle control device capable of shortening the time until a failure of a range detector (inhibitor switch) is determined as much as possible. It is intended to provide.

  (1) In order to achieve the above object, a vehicle control apparatus according to the present invention includes a drive source including an electric motor, an automatic transmission connected to the drive source, and a select lever at any range position. When the selection operation is performed, the range detector that detects the selected range and outputs a detection signal; and when the select lever is located at a position other than the travel range position, the automatic transmission regardless of the output of the range detector And a manual valve for setting a power non-transmission state, in a no-signal input state in which a detection signal is not output from the range detector, the accelerator opening is equal to or greater than a set opening value, and When the predetermined condition including that the output torque of the electric motor is equal to or greater than the set torque value continues for the first set time, the failure of the range detector is confirmed. It is characterized by having a failure determining means for, the.

  (2) The fail determination means may be configured such that the signal non-input state is longer than the first set time even if the state in which the predetermined condition is satisfied in the signal non-input state does not continue for the first set time or longer. It is preferable to determine the failure of the range detector when two set times have elapsed.

  (3) When the automatic transmission is in a power non-transmission state, it is preferable to have motor control means for controlling the output torque of the electric motor to be less than the set torque value.

  According to the present invention, it is possible to shorten the time until the failure of the range detector is confirmed while the vehicle is running, and to shift the control of the automatic transmission to fail-safe control in a shorter time.

1 is an overall system diagram of a hybrid vehicle and a control device thereof according to an embodiment of the present invention. It is a mimetic diagram illustrating the composition about the select lever of the automatic transmission concerning one embodiment of the present invention. It is a flowchart explaining control by the control apparatus of the vehicle concerning one Embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the following embodiments can be implemented with various modifications without departing from the spirit thereof, and can be selected as necessary or can be appropriately combined.

[1. Overall system configuration]
FIG. 1 is an overall system diagram of a hybrid vehicle (hereinafter referred to as a vehicle) and its control device according to the present embodiment. The vehicle 100 and its control device will be described based on FIG.

  As shown in FIG. 1, a vehicle 100 includes an engine 1, a mode switching clutch 2, a motor generator (hereinafter referred to as MG) 3 having functions of an electric motor and a generator, a forward / reverse switching mechanism 4, and a continuously variable transmission. A continuously variable transmission (hereinafter referred to as CVT) 5A including a mechanism (hereinafter referred to as a variator) 5, a drive wheel 6, and an integrated controller 10 are provided.

  Further, a first oil pump (OP1) 71 is connected to the output shaft of MG3, and a second oil pump (OP2) 72 is provided separately from this.

  The engine 1 is an internal combustion engine that uses gasoline, diesel, or the like as fuel, and the rotational speed, torque, and the like are controlled based on an engine control command from the integrated controller 10.

  The mode switching clutch 2 is a normally open hydraulically driven clutch that is interposed between the engine 1 and the MG 3. The mode switching clutch 2 is controlled in its engaged / released state by the control hydraulic pressure generated by the first clutch pressure adjusting unit 81 of the hydraulic control valve unit 8 based on the mode switching command from the integrated controller 10. For example, a dry multi-plate clutch is used as the mode switching clutch 2.

  MG3 is a synchronous rotary motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The MG 3 is controlled by applying power from the battery 31 and applying a three-phase AC generated by the inverter 32 based on an MG control command from the motor control unit (motor control means) 10M of the integrated controller 10. Is done.

  Further, when the rotor receives rotational energy from the engine 1 or the drive wheel 6, the MG 3 functions as a generator that generates electromotive force at both ends of the stator coil and can charge the battery 31. When the transmission 5A is in the neutral state, the MG 3 is controlled by rotation control that follows the rotation of the drive wheels 6, and the output torque is suppressed.

  The first oil pump 71 is a mechanical vane pump driven by the engine 1 or MG 3, and supplies hydraulic pressure to the hydraulic control valve unit 8.

  The first oil pump 72 is an electric oil pump, and is driven when the amount of oil is insufficient with only the first oil pump 71 based on a command from the integrated controller 10. Hydraulic pressure is supplied to the control valve unit 8.

  The forward / reverse switching mechanism 4 is interposed between the MG 3 and the variator 5 and includes a planetary gear, a forward clutch (FWD / C), and a reverse brake (RWV / B), although details are not shown. The

  The planetary gear is composed of a sun gear, a pinion gear, a ring gear, and a carrier. The rotating shaft of the ring gear is connected to the input shaft of the variator 5, and the rotating shaft of the sun gear is connected to the output shaft of MG3.

  A forward clutch is a clutch which connects a sun gear and a carrier by fastening. The reverse brake is a brake that, when engaged, connects the carrier to the transmission case so as not to rotate relative to the transmission case.

  If the forward clutch is engaged and the reverse brake is released, a forward state in which the rotation of the engine 1 and MG3 is directly transmitted to the variator 5 is realized. If the forward clutch is released and the reverse brake is engaged, the engine 1 and MG3 A reverse state in which the rotation of the motor is decelerated and reversely transmitted to the variator 5 is realized.

  Engagement / release of these forward clutches and reverse brakes is controlled by the control hydraulic pressure generated by the second clutch pressure adjusting unit 82 of the hydraulic control valve unit 8 based on the forward / reverse switching command from the integrated controller 10. As the forward clutch and the reverse brake, for example, a normally open wet multi-plate clutch is used.

  The variator 5 is arranged downstream of the MG 3 and changes the speed ratio steplessly according to the vehicle speed, the accelerator opening, and the like. The variator 5 includes a primary pulley 51, a secondary pulley 52, and a belt 53 that spans the pulleys 51 and 52.

  The primary pulley 51 and the secondary pulley 52 are a movable pulley of the primary pulley and a movable pulley of the secondary pulley by the primary pulley pressure and the secondary pulley pressure generated by the primary pressure adjusting unit 83 and the secondary pressure adjusting unit 84 of the hydraulic control valve unit 8. The gear ratio is changed steplessly by moving the shaft in the axial direction and changing the pulley contact radius of the belt.

  The hydraulic control valve unit 8 is equipped with a line pressure adjusting unit 80 that adjusts the discharge pressure from the first oil pump 71 and the second oil pump 72 to the line pressure, and includes a first clutch pressure adjusting unit 81 and a second clutch pressure adjusting unit 81. The clutch pressure adjusting unit 82, the primary pressure adjusting unit 83, and the secondary pressure adjusting unit 84 generate each pressure using the line pressure adjusted by the line pressure adjusting unit 80 as a source pressure.

  A differential 61 is connected to the output shaft of the variator 5 via a final reduction gear mechanism (not shown), and the driving wheel 6 is connected to the differential 61 via a drive shaft 62.

  The integrated controller 10 is a CPU that executes various arithmetic processes, a ROM that stores programs and data necessary for its control, a RAM that temporarily stores arithmetic results and the like, and inputs signals to and from the outside. The computer includes an input / output port for output, a timer for counting time, and the like.

  The integrated controller 10 includes a rotation speed sensor 11 that detects the rotation speed of the engine 1, a rotation speed sensor 12 that detects an output rotation speed of the forward / reverse switching mechanism 4 (= an input rotation speed of the variator 5), and an accelerator opening degree. An accelerator opening sensor 13, a select position of the select lever 9 (inhibitor switch (range detector) 14 for detecting the position of the select lever 9 for switching between forward, reverse, neutral and parking), a vehicle speed sensor 15 for detecting the vehicle speed, etc. The integrated controller 10 performs various controls related to the engine 1, the MG 3 (inverter 32), and the CVT 5A based on these signals.

  The rotational speed sensor 12 is composed of a pulse generator that generates a pulse when a convex portion provided on the outer periphery of the rotating body that detects the rotational speed passes through the vicinity of the sensor, but only the rotational speed can be detected. The direction of rotation cannot be detected.

  For this reason, the rotation direction is determined based on the select position of the select lever 9 detected by the inhibitor switch 14. That is, when the select position is a forward position (D, L, 2, 1, etc.), it is determined that the rotational direction is the forward rotation direction, and when it is the reverse position (R), the rotational direction is reversed. Judge that the direction.

  Further, the integrated controller 10 switches between the EV mode and the HEV mode as the operation mode of the vehicle 100.

  The EV mode is a mode in which the mode switching clutch 2 is disengaged and the vehicle travels using only the MG 3 as a drive source. The EV mode is selected when the required driving force is low and the charge amount of the battery 31 is sufficient.

  The HEV mode is a mode in which the mode switching clutch 2 is engaged and the engine 1 and the MG 3 are used as driving sources. The HEV mode is selected when the required driving force is high or when the charge amount of the battery 31 is insufficient.

  Further, since the vehicle 100 according to the present embodiment does not include a torque converter, the vehicle 100 starts while slipping the forward clutch or the reverse brake. However, a torque converter may be provided.

[2. Configuration related to select lever]
Here, a select lever (also referred to as a shift lever) 9 for switching (selecting) a travel mode for the vehicle will be described with reference to FIG.

  FIG. 2 is a schematic view illustrating the configuration relating to the select lever. As shown in FIG. 2, the select lever 9 is rotatable about a fulcrum 9a, and the wire 91 is closer to the operating portion 9b than the fulcrum 9a. One end is connected. The other end of the wire 91 is connected to the link 92. The link 92 is rotatable around its fulcrum 92 a and the other end is connected to the slider 93.

  The slider 93 is connected to the switch portion 14a of the inhibitor switch 14 through a connecting rod 94a. The switch unit 14a enables conduction between any one of the D range terminal 14c, the N range terminal 14d, and the R range terminal 14e and the power supply terminal 14b.

  When the select lever 9 is operated as indicated by an arrow by the driver, the link 92 rotates as indicated by the arrow via the wire 91, and the slider 93 moves as indicated by the arrow. The switch portion 14a moves in accordance with the movement of the slider 93, and the power source terminal 14b is electrically connected to any one of the D range terminal 14c, the N range terminal 14d, and the R range terminal 14e.

  The slider 93 is connected to the manual valve 90 via a connecting rod 94b different from the connecting rod 94a, and the movement of the select lever 9 is caused by a mechanical interlocking mechanism (wire 91, link 92, slider). 93, the connecting rod 94b) is transmitted to the manual valve 90. That is, when the select lever 9 is operated, the link 92 rotates through the wire 91 and the slider 93 moves.

  The manual valve 90 is displaced according to the movement of the slider 93, and the hydraulic pressure (forward clutch pressure or reverse brake pressure) adjusted by the second clutch pressure adjusting unit 82 shown in FIG. The oil chamber (FWD / C oil chamber) 41 that engages / releases the clutch and the oil chamber (REV / B oil chamber) 42 that engages / releases the reverse brake are selectively supplied.

  That is, when the select lever 9 is operated to the D range position, the slider 93 moves the manual valve 90 in conjunction with this, so that the forward clutch pressure is supplied to the FWD / C oil chamber 41. Further, when the select lever 9 is operated to the R range position, the slider 93 moves the manual valve 90 in conjunction with this, so that the reverse brake pressure is supplied to the REV / B oil chamber 42.

  However, when the select lever 9 is at the N range position or at a position between the range positions (here, referred to as an intermediate range position), the manual valve 90 is connected to the FWD / C oil chamber 41 and the REV. / B Since oil pressure is not supplied to any of the oil chambers 42, the forward / reverse switching mechanism 4 (CVT 5A) is in the neutral state (power non-transmission state).

[3. Inhibitor switch fail judgment]
Here, the failure determination of the inhibitor switch 14 which is characteristic of this control apparatus will be described.

  The integrated controller 10 is equipped with a function for determining the failure of the inhibitor switch 14, and determines the failure of the inhibitor switch 14 from the state of the output signal of the inhibitor switch 14 and the state of the CVT (automatic transmission) 5A. To do.

  That is, the integrated controller 10 includes a signal determination unit (signal determination unit) 10A that determines whether or not the detection signal is not output from the inhibitor switch 14 (signal non-input state), and the signal determination unit 10A receives a signal. A failure determination unit (failure determination means) 10B that determines failure determination of the inhibitor switch 14 based on the establishment of a predetermined condition when it is determined that there is no input state.

  The predetermined condition is a condition for determining that the CVT 5A is in the power transmission state. The accelerator opening APO detected by the accelerator opening sensor 13 is not less than the set opening value APO1, and MG (electric motor) 3) The output torque Tm of 3 is not less than the set torque value Tm1.

  A torque instruction value obtained by torque control of the motor control unit 10M can be used as the output torque Tm. However, the output torque Tm can also be detected by measuring the amount of current supplied to the MG3.

  Further, if the accelerator opening APO is equal to or larger than the set opening value APO1, this indicates that the driver is requesting an output greater than a certain value. At this time, if the CVT 5A is not in the neutral state, the integrated controller 10 Torque control of MG3 is performed so as to output torque corresponding to accelerator opening APO.

  On the other hand, if the CVT 5A is in the neutral state, the integrated controller 10 controls the rotation of the MG 3 so as to keep it below the output torque corresponding to the accelerator opening APO.

  The predetermined conditions for determining the power transmission state of the CVT 5A include other conditions that are normally required for actual control other than the accelerator opening condition and the MG3 output torque condition. May be included.

  When the accelerator opening APO is equal to or larger than the set opening value APO1 and the output torque Tm of the MG3 is equal to or larger than the set torque value Tm1, the hydraulic pressure is normally supplied to the forward / reverse switching mechanism 4 and the continuously variable transmission mechanism 5. The CVT 5A is in the traveling state (power transmission state), and the manual valve 90 supplies hydraulic pressure to the position corresponding to the traveling range, that is, the continuously variable transmission mechanism 5 and the FWD / C oil chamber 41 or REV / B oil chamber 42. It is in position.

  Since the manual valve 90 is mechanically connected to the select lever 9, the select lever 9 is also selected for the travel range, and if there is no signal input from the inhibitor switch 14 in this state (no signal input state). The failure of the inhibitor switch 14 can be confirmed.

  The fail determination unit 10B determines the failure of the inhibitor switch 14 when the state in which no signal is input and the CVT 5A is in the power transmission state (that is, the predetermined condition is satisfied) continues for the first set time.

  The duration time condition is for reliably determining the power transmission state, and a short time (for example, several seconds) is sufficient for the first set time.

  Fail determination unit 10B is in a state where no signal is input, but the driver stops operation during the range selection operation by the select lever 9 when the CVT 5A is not in the power transmission state for the first set time. The failure of the inhibitor switch 14 is confirmed after waiting for a certain long time (second set time).

  Even when the driver stops the operation in the middle of the range selection operation by the select lever 9, it is considered that there is a certain time limit, and the second setting time longer than the first setting time is set. .

  That is, even if the fail determination unit 10B cannot determine that the automatic transmission is in the power transmission state in the no-signal input state, the failure determination unit 10B determines the failure of the inhibitor switch 14 when this state has passed the second set time. To do.

[4. Action and effect]
Since one embodiment of the present invention is configured as described above, for example, as shown in the flowchart of FIG. 3, the failure determination of the inhibitor switch can be performed. Note that the flowchart of FIG. 3 is executed in a predetermined cycle from the start of fail determination until the failure is confirmed.

As shown in FIG. 3, first, it is determined whether or not the signal from the inhibitor switch 14 is in a state of no signal input (step S10). Here, if the signal from the inhibitor switch 14 is not inputted and there is no signal input state, the processing of this cycle is completed and the process returns, and if there is no signal input, the count value CA of the timer _A is counted. Up.

  Then, it is determined whether or not the accelerator opening APO is greater than or equal to the set opening value APO1 (step S20). Here, if the accelerator opening APO is greater than or equal to the set opening value APO1, it is determined whether or not the output torque Tm of the MG3 is greater than or equal to the set torque value Tm1 (step S30).

In the accelerator opening APO is set opening value APO1 or more and, if the output torque Tm of MG3 are set torque value Tm1 or higher, and increases the count value C _B of the timer B, the count value C _B is first It is determined whether or not the count value C _B 1 or more corresponding to the set time has been reached (step S40).

When the count value C _B becomes equal to or greater than the count value C _B 1, the power transmission state in which the accelerator opening APO is equal to or greater than the set opening value APO1 and the output torque Tm of MG3 is equal to or greater than the set torque value Tm1 is the first setting. It is determined that the inhibitor switch 14 has failed, and the fail-safe control corresponding to this is performed (step S60). The timer A count value C _A and the timer B count value C _B Are all reset to 0, and the fail determination is terminated.

On the other hand, the signal from the inhibitor switch 14 is not inputted, but the accelerator opening APO is not less than the set opening value APO1 and the output torque Tm of MG3 is not less than the set torque value Tm1. If the power transmission state, not the count value C _{B 1} or more in accordance with the first set time, the step S20 or step S30, the count value C _B of the timer B is reset to 0, the count value C _a of the timer a Is determined to be greater than or equal to the count value C _A 1 corresponding to the second set time (step S50).

Here, when the count value C _A becomes equal to or greater than the count value C _A 1, the signal non-input state has continued for the second set time, and it is determined that the inhibitor switch 14 has failed, and this is dealt with. performing a fail-safe control (step S60), the count value C _a of the timer a is reset to 0, and ends the failure determination.

  If a negative determination is made in step S40 or a negative determination is made in step S50, the process of this cycle is finished and the process returns.

  As described above, according to the present control device, the state in which the CVT 5A is in the power transmission state by the output of the MG 3 in a state in which no signal is input from the inhibitor switch 14 is relatively short. If the set time continues, the failure of the inhibitor switch 14 is confirmed, so that the failure of the inhibitor switch 14 can be confirmed in a short time, and the corresponding failsafe control can be started promptly.

  Further, even when the signal is not input but the state where the CVT 5A is in the power transmission state does not continue for the first set time, the state where the signal from the inhibitor switch 14 is not input is the second set time. If it continues, since the failure of the inhibitor switch 14 is decided, it can transfer to fail safe control corresponding to the time of the failure of the inhibitor switch 14 reliably.

[5. Others]
As mentioned above, although embodiment of this invention was described, the said embodiment is only what showed a part of example of application of this invention, and deform | transforms the said embodiment suitably in the range which does not deviate from the meaning of this invention. It is possible to implement.

  For example, in the above-described embodiment, the fail determination unit 10B determines that the inhibitor switch 14 has a state in which no signal is input and the CVT 5A is in the power transmission state (that is, the predetermined condition is satisfied) continues for the first set time. Even if the failure is confirmed and the state in which the automatic transmission is in the power transmission state does not continue for the first set time in the no signal input state, the signal no input state has passed the second set time, Although the failure of the detector is confirmed, only the former determination may be adopted.

1 Engine (internal combustion engine) as a drive source
3 Motor generator (MG, electric motor) as drive source
4 Forward / reverse switching mechanism 5 Variator 5A Continuously variable transmission (CVT) as automatic transmission
6 Driving Wheel 8 Hydraulic Control Valve Unit 82 Second Clutch Pressure Adjustment Unit 9 Select Lever 90 Manual Valve 10 Integrated Controller 10A Signal Determination Unit (Signal Determination Unit)
10B Fail determination unit (fail determination means)
10M motor controller (motor control means)
13 Accelerator position sensor 14 Inhibitor switch

Claims (3)

A drive source including an electric motor;
An automatic transmission connected to the drive source;
A range detector that detects the selected range and outputs a detection signal when the select lever is selected to any range position;
When the select lever is located at a position other than the travel range position, regardless of the output of the range detector, regardless of the output of the range detector, a manual valve that makes the automatic transmission non-power transmission state,
In a no-signal input state in which no detection signal is output from the range detector, a predetermined condition is satisfied including that the accelerator opening is equal to or greater than a set opening value and the output torque of the electric motor is equal to or greater than a set torque value. And a failure determination means for determining a failure of the range detector when the state to be continued for a first set time. The fail determination means is configured such that the signal non-input state is longer than the first set time even if the state where the predetermined condition is satisfied in the signal non-input state does not continue for the first set time. The vehicle control device according to claim 1, wherein a failure of the range detector is determined when elapses. The motor control means for controlling the output torque of the electric motor to be less than the set torque value when the automatic transmission is in a power non-transmission state. Vehicle control device.

Images