JP2018103825A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle that enables a driver to easily switch between plural start auxiliary functions, without complicating a software logic.SOLUTION: A control device of a vehicle 100 includes: a transmission 3 which causes a drive wheel to generate creep force; a brake device 34 which causes the vehicle 100 to generate brake force; a brake switch 30 which detects an angle θ of a brake pedal 29; idling control means which stops idling of an engine 1 when the angle θ is θor larger; first start auxiliary means; second start auxiliary means; and selection means which selects either the first start auxiliary means or the second start auxiliary means. The control device of the vehicle selects either the first start auxiliary means or the second start auxiliary means on the basis of the angle θ of the brake pedal 29.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control apparatus.

  In recent years, from the viewpoint of environmental protection and fuel efficiency saving, the engine is automatically stopped when the vehicle is temporarily stopped due to a signal at an intersection or the like, and the engine is automatically started when the vehicle subsequently restarts. Vehicles with functions are widely known. For example, Patent Literature 1 discloses a vehicle control device that performs idling stop control when a vehicle driver depresses a brake pedal.

  On the other hand, hill holder control and easy go control are known as a start assist function for assisting a braking operation until the start of the vehicle when the vehicle is temporarily stopped. The hill holder control is used on the uphill road by temporarily holding the braking force of the vehicle for a short time after the vehicle stops and the driver lifts his foot from the brake pedal until the creep force is generated on the vehicle. Prevent the vehicle from moving backwards when starting. In addition, easy-go control is performed on an uphill road by holding the braking force of the vehicle until the vehicle stops and the driver depresses the brake pedal and then starts the accelerator pedal. It is possible to prevent the vehicle from moving backward when starting. Furthermore, the easy-go control can maintain the stopped state of the vehicle even if the driver does not continue to step on the brake pedal, for example, when the stop time of the vehicle on a flat road is relatively long.

JP 2006-342777 A

  In the start assist function as described above, both hill holder control and easy go control may be mounted on the vehicle. In this case, it is preferable that whether the vehicle is stopped by hill holder control or easy-go control can be switched according to the driver's intention. For example, a switching method of switching between hill holder control and easy-go control according to the depression speed of the brake pedal when the vehicle is stopped is conceivable.

  However, in such a switching method, the timing of switching between hill holder control and easy go control and switching whether or not the ISS is activated changes depending on how the brake pedal is depressed, so the driver is confused. There is a risk of this.

  Further, when switching between the hill holder control and the easy go control is to be determined on the software, it is necessary to add a switching condition other than the depression speed of the brake pedal, which may cause the software logic to be complicated.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device that allows a driver to easily switch between a plurality of start assist functions without complicating software logic. Is to provide.

  In order to achieve the above-described object, a vehicle control apparatus according to the present invention includes a creep unit that generates a creep force on a drive wheel of a vehicle, a brake unit that generates a braking force on the vehicle, and a brake pedal of the vehicle. A depression amount detecting means for detecting the depression amount of the vehicle, an idling control means for stopping idling of the engine of the vehicle when the depression amount of the brake pedal exceeds a predetermined value, the vehicle stops, and the driver stops the brake After the foot is released from the pedal, until the creeping force is generated by the creeping means on the driving wheel, the first starting assisting means for generating the braking force by the braking means, the vehicle stops, and the driver Until the driver depresses the accelerator pedal and performs a starting operation after releasing the brake pedal. Second starting assistance means for generating a braking force by the moving means, and selecting means for selecting either the first starting assistance means or the second starting assistance means as a starting assistance function, One of the first start assisting means and the second start assisting means is selected based on the depression amount of the brake pedal detected when the vehicle stops.

  The vehicle control device switches whether or not to stop idling of the engine depending on whether or not the amount of depression of the brake pedal is equal to or greater than a predetermined value. The vehicle control device includes a plurality of start assisting means, that is, first start assisting means and second start assisting means, and any of the start assisting means based on the depression amount of the brake pedal when the vehicle stops. Select either one. As a result, the execution of the idling control and the selection of the starting assistance means can be determined in a unified manner based on the depression amount of the brake pedal. Therefore, it is not necessary to add other switching conditions for these determinations, and the driver does not get confused because the order of switching of idling control and switching of the starting assisting means is not changed.

  According to the present invention, it is possible to provide a vehicle control device that allows a driver to easily switch between a plurality of start assist functions without complicating software logic.

1 is an overall configuration diagram showing a drive system of a vehicle to which a control device according to the present invention is applied. It is a schematic diagram showing the depression angle of a brake pedal.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited to the content demonstrated below, In the range which does not change the summary, it can change arbitrarily and can implement. In addition, the drawings used for the description of the embodiments schematically show constituent members, and are partially emphasized, enlarged, reduced, or omitted to deepen the understanding. In some cases, the scale, shape, and the like are not accurately represented.

  FIG. 1 is an overall configuration diagram showing a drive system of a vehicle 100 to which a control device according to the present invention is applied.

  The vehicle 100 in this embodiment is a truck, and a diesel engine (hereinafter referred to as an engine) 1 is mounted as a driving power source. The output shaft 1a of the engine 1 is connected to an input shaft 3a of an automatic transmission (hereinafter simply referred to as “transmission”) 3 as a “creep means” via a clutch device 2, and the engine 1 rotates when the clutch device 2 is connected. Is transmitted to the transmission 3. The transmission 3 is based on, for example, a manual transmission having six forward speeds and one reverse speed. As described below, the speed change operation and the connection / disconnection operation of the clutch device 2 associated with the speed change are performed. This is an automated so-called AMT (Automated Manual Transmission). Here, the vehicle 100 is a creep vehicle in which the transmission 3 generates a creep force on a driving wheel (not shown), and may be an AT (automatic transmission).

  The clutch device 2 is configured as a friction clutch that is connected to the flywheel 4 by press-contacting the clutch plate 5 with a pressure spring 6 and is disconnected by separating the clutch plate 5 from the flywheel 4. An air cylinder 8 is connected to the clutch plate 5 via an outer lever 7, and an air tank 11 filled with compressed air is connected to the air cylinder 8 via an air passage 10 in which an electromagnetic valve 9 is interposed.

  When the electromagnetic valve 9 is opened, compressed air is supplied from the air tank 11 to the air cylinder 8 via the air passage 10, and the air cylinder 8 is activated to separate the clutch plate 5 from the flywheel 4 via the outer lever 7. Thus, the clutch device 2 is switched from the connected state to the disconnected state. On the other hand, when the solenoid valve 9 is closed, the air cylinder 8 stops operating due to the stop of the supply of compressed air, so that the clutch plate 5 is pressed against the flywheel 4 by the pressure spring 6, and thereby the clutch device 2 is released from the disconnected state. Switch to connected state. As described above, the air cylinder 8 is operated in accordance with the opening and closing of the electromagnetic valve 9 so that the clutch device 2 can be automatically connected and disconnected.

  The transmission 3 is provided with a gear shift unit 14 for switching the gear position. Although not shown, the gear shift unit 14 includes a plurality of air cylinders that operate shift forks corresponding to the respective gear speeds in the transmission 3, and It incorporates multiple solenoid valves that actuate the air cylinder. The gear shift unit 14 is connected to the above-described air tank 11 via the air passage 10, and compressed air from the air tank 11 is supplied to the corresponding air cylinder in response to opening and closing of each electromagnetic valve, and the air cylinder operates. When the corresponding shift fork is switched, the gear position of the transmission 3 is shifted according to the switching operation. As described above, the air cylinder is operated in accordance with the opening / closing of the electromagnetic valve of the gear shift unit 14, and the transmission 3 can be automatically operated for shifting.

  The vehicle 100 is provided with an ECU 21 having an input / output device (not shown), a storage device (ROM, RAM, etc.) used for storing control programs and control maps, a central processing unit (CPU), a timer counter, and the like. Yes. The ECU 21 performs comprehensive control of the engine 1, the clutch device 2, and the transmission 3.

  On the input side of the ECU 21, an engine rotation speed sensor 22 that detects the rotation speed of the engine 1, a clutch rotation speed sensor 23 that detects the rotation speed (clutch rotation speed) of the input shaft 3 a of the transmission 3, and a driver's seat are provided. A lever position sensor 24 for detecting the switching position of the change lever 13, a gear position sensor 25 for detecting the gear position of the transmission 3, an accelerator sensor 27 for detecting the operation amount of the accelerator pedal 26, and an output shaft 3b of the transmission 3. Sensors such as a vehicle speed sensor 28 that detects an output shaft rotation speed that correlates with the vehicle speed, a brake switch 30 that detects an operation of the brake pedal 29, and a clutch stroke sensor 31 that detects a clutch stroke of the clutch device 2 are connected. ing.

  When the brake pedal 29 is operated, a braking force is generated in the vehicle 100 by controlling a braking device 34 as “braking means” provided on a wheel (not shown). The means for generating the braking force is not particularly limited, and known means can be applied. For example, a braking force control unit 32 that can adjust and maintain the braking force may be provided in a brake pipe of a wheel (not shown) of the vehicle 100. Here, the braking force control means 32 may be an electromagnetic valve unit including a plurality of electromagnetic valves. The braking force control means 32 receives an instruction signal related to braking force control from the ECU 21 and supplies desired compressed air to the braking device 34 to generate / hold desired braking force (brake hydraulic pressure, brake air pressure, etc.). It is possible to cancel the holding of the generated braking force.

  Further, the electromagnetic valve 9 of the clutch device 2 and the electromagnetic valves of the gear shift unit 14 are connected to the output side of the ECU 21 and the fuel injection valve (not shown) of the engine 1 is connected.

  For example, the ECU 21 calculates the fuel injection amount to each cylinder of the engine 1 from a map (not shown) based on the engine rotation speed detected by the engine rotation speed sensor 22 and the accelerator operation amount detected by the accelerator sensor 27. The fuel injection timing is calculated from a map (not shown) based on the engine speed and the fuel injection amount. Based on these calculated values, the engine 1 is driven while controlling the fuel injection valve of each cylinder.

  The ECU 21 executes the automatic shift mode when the lever position sensor 24 detects that the change lever 13 is switched to the D (drive) range, and based on the accelerator operation amount and the vehicle speed detected by the vehicle speed sensor 28, A target shift speed is calculated from a shift map (not shown). Then, while opening / closing the electromagnetic valve 9 of the clutch device 2 and connecting / disconnecting the clutch device 2 by the air cylinder 8, the predetermined electromagnetic valve of the gear shift unit 14 is opened / closed and the corresponding shift fork is switched by the air cylinder. Thus, the vehicle shifts to the target shift stage, and the vehicle is always driven with an appropriate shift stage.

  The shift position that can be selected by the change lever 13 includes a P (parking) range selected during parking, a N (neutral) range in which the gear of the transmission 3 is neutral, a D (drive) range selected during forward travel, There are an R (reverse) range selected at the time of reverse, an M (manual) range in which the shift stage can be manually shifted up or down.

  On the other hand, the ECU 21 performs idling stop start control (ISS control) for automatically stopping the engine 1 when the vehicle is temporarily stopped due to a signal or the like and automatically starting the engine 1 when the vehicle restarts thereafter. Control means are provided. When the driver of the vehicle 100 depresses the brake pedal 29, the idling control means stops the fuel injection of the engine 1 and stops idling if the depressing amount exceeds a predetermined value.

  Further, the ECU 21 includes a first start assist unit and a second start assist unit as a start assist function that assists a braking operation until the vehicle 100 starts when the vehicle 100 is temporarily stopped. The first start assisting unit temporarily holds the braking force of the vehicle 100 for a short time until the creep force is generated in the vehicle 100 after the vehicle 100 stops and the driver removes his / her foot from the brake pedal 29. This is realized by executing so-called hill holder control.

  On the other hand, the second start assisting unit holds the braking force of the vehicle 100 after the vehicle 100 stops and the driver releases his foot from the brake pedal 29 until the driver depresses the accelerator pedal 26 to perform a start operation. This is realized by executing so-called easy-go control.

  Here, as will be described in detail later, the ECU 21 includes a “selection unit” that selects one of the first start assist unit and the second start assist unit when the vehicle 100 is temporarily stopped. In addition, when the first start assisting unit or the second start assisting unit is selected, the ECU 21 displays which start assist function has been selected on the display device 33 provided in the driver's seat of the vehicle 100. In the present embodiment, the display device 33 includes a first lamp and a second lamp (not shown). When the first start assisting unit is selected, the first lamp is turned on and the second start assisting unit is selected. In this case, the second lamp is turned on.

  The ECU 21 controls the power supply to the braking force control means 32 when operating the first start assisting means or the second start assisting means, thereby operating the brake pedal 29 when the vehicle 100 stops. The generated braking force is maintained even when the brake pedal 29 is released.

  Specifically, as described above, the braking force control means 32 is closed by receiving power supply to hold the braking force, and opens when the power supply is stopped to release the holding of the braking force. At this time, the ECU 21 varies the timing of releasing the braking force holding by the braking force control means 32 according to which of the first starting assistance means and the second starting assistance means is operated by the selection means.

  Specifically, as described above, when the first start assisting unit is actuated, the vehicle 100 stops, and after the driver removes his / her foot from the brake pedal 29, a short time until the creep force is generated on the vehicle 100 is reached. The braking force of the vehicle 100 is temporarily maintained for a time. On the other hand, when the second start assisting unit is activated, the braking force of the vehicle 100 is stopped until the vehicle 100 stops and the driver depresses the accelerator pedal 26 and performs a start operation after releasing his / her foot from the brake pedal 29. Is retained.

  Hereinafter, when the vehicle 100 stops, the ECU 21 determines whether or not to execute the idling stop start control and which of the first start assist means and the second start assist means is selected by the selection means. The switching control to be performed will be described.

FIG. 2 is a schematic diagram showing the depression angle θ of the brake pedal 29. In FIG. 2, the angle of the brake pedal 29 when the driver is not performing the brake operation is represented by θ ₀ , and the maximum depression angle of the brake pedal 29 is represented by θ _MAX . That is, in FIG. 2, the depression amount of the brake pedal 29 is expressed as a depression angle θ with the angle θ ₀ as a reference.

  The brake switch 30 includes a stroke sensor as “depression amount detecting means” for detecting the angle θ of the brake pedal 29, and transmits a brake operation performed by the driver to the ECU 21.

As shown in FIG. 2, the depression angle θ of the brake pedal 29 is set between two different switching angles θ ₁ and θ ₂ as “predetermined value” between θ ₀ and θ _MAX . The angle θ ₁ is a stepping angle for determining whether to select the first start assisting means or the second start assisting means, and the angle θ ₂ indicates whether or not the idling stop start control is executed. This is the stepping angle to determine.

More specifically, when the depression angle θ of the brake pedal 29 when the vehicle 100 stops is θ ₀ <θ ≦ θ ₁ , the ECU 21 selects the first start assisting means by the selection means. . Then, the ECU 21 turns on the first lamp of the display device 33. At this time, idling stop start control is not executed.

When the depression angle θ of the brake pedal 29 when the vehicle 100 stops is θ ₁ <θ <θ ₂ , the ECU 21 selects the second start assisting means by the selection means. Then, the ECU 21 turns on the second lamp of the display device 33. Also at this time, the idling stop start control is not executed.

Here, when the depression angle θ of the brake pedal 29 is θ ₀ <θ ≦ θ ₁ even though the driver of the vehicle 100 intends the second start assist unit, the first start assist unit is selected. As a result, the first lamp is turned on. In this case, the driver of the vehicle 100 performs the step-up operation so that the depression angle θ of the brake pedal 29 satisfies θ ₁ <θ <θ ₂ , so that the first start assist unit changes to the second start assist unit. Can be switched. At this time, the first lamp is turned off and the second lamp is turned on.

When the depression angle θ of the brake pedal 29 when the vehicle 100 stops is θ ₂ ≦ θ ≦ θ _MAX , the ECU 21 selects the second start assisting means by the selection means and performs idling control. The idling stop start control is executed by the means. That is, in this case, the second lamp is turned on by selecting the second start assisting means, and the engine 1 is stopped by the idling control means.

  When the vehicle 100 stops after the second start assisting means and the idling stop start control are executed, the accelerator pedal 26 is operated to release the second start assisting means and the idling stop start control and start the vehicle. It becomes possible. At this time, the second lamp is also turned off.

  As described above, the ECU 21 switches between the selection of the first start assistance means and the second start assistance means and whether to execute the idling stop start control according to the depression angle θ of the brake pedal 29. To decide. Therefore, the driver of the vehicle 100 can easily perform these switching operations according to the depression angle θ of the brake pedal 29, and is not confused because the switching order is not changed.

Furthermore, since the ECU 21 can determine whether to switch the start assisting means and ISS control only by the depression angle θ of the brake pedal 29, it is not necessary to add other switching conditions, and the software logic can be simplified. it can. Further, the two switching angles θ ₁ and θ ₂ can be arbitrarily set only by changing the parameters on the software. Therefore, for example, even if it is desired to change the switching angles θ ₁ and θ ₂ according to the specifications of the vehicle model or the like, it is not necessary to redesign software or hardware.

  From the above, the vehicle control apparatus according to the present invention can easily switch a plurality of start assist functions without complicating software logic.

Although the description of the embodiment of the vehicle control device according to the present invention has been completed above, the embodiment is not limited to the above embodiment. For example, in the above embodiment, the first start assisting unit is selected when the depression angle θ of the brake pedal 29 is θ ₀ <θ ≦ θ ₁ , and the second start assist is performed when θ ₁ <θ <θ _2. The means were selected. However, when the depression angle θ of the brake pedal 29 is θ ₀ <θ ≦ θ ₁ , the second start assisting unit is selected, and when θ ₁ <θ <θ ₂ is selected, the first start assisting unit is selected. Also good. In the above embodiment, the example in which the magnitude relationship between the _two switching angles θ ₁ and θ ₂ is θ ₁ <θ ₂ is shown, but θ ₁ > θ ₂ may be used.

1 Engine 3 Transmission 21 ECU
29 Brake pedal 30 Brake switch 100 Vehicle

Claims (1)

Creep means for generating a creep force on the drive wheels of the vehicle;
Braking means for generating braking force on the vehicle;
A depression amount detecting means for detecting a depression amount of the brake pedal of the vehicle;
An idling control means for stopping idling of the engine of the vehicle when the depression amount of the brake pedal is equal to or greater than a predetermined value;
First start assisting means for generating braking force by the braking means after the vehicle has stopped and the driver has lifted his foot from the brake pedal until the creeping force is generated by the creeping means on the drive wheels. When,
Second start assisting means for generating a braking force by the braking means after the vehicle stops and the driver lifts his foot from the brake pedal until the driver depresses the accelerator pedal to perform a starting operation. And a selection means for selecting one of the first start assistance means and the second start assistance means as a start assistance function,
The selection means selects one of the first start assistance means and the second start assistance means based on the depression amount of the brake pedal detected when the vehicle stops. Control device.

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