JP2021165102A - Vehicle control system - Google Patents

Abstract

To surely maintain a vehicle in a stopped state even when a parking lock device is not normally operated on a gradient road.SOLUTION: A vehicle control system S includes: an automatic transmission 20; a parking lock device 21 that restrains rotation of a power transmission shaft 23 by actuating a lock mechanism 21A by means of a parking rod 26; a hydraulic brake device 40; an electric parking brake device 50; a gradient sensor SN3; and a controller 100 that controls the parking lock device 21, the hydraulic brake device 40 and the electric parking brake device 50. The controller 100 actuates both the electric parking brake device 50 and the hydraulic brake device 40 when a failure in which the parking rod 26 is not positioned at a restraining position despite output of an actuation signal to the parking lock device 21 is detected and, in addition, the inclination angle is equal to or more than the first threshold value.SELECTED DRAWING: Figure 4

Description

The present invention relates to a vehicle control system including a shift-by-wire automatic transmission.

Conventionally, a vehicle provided with a shift-by-wire automatic transmission is known (see, for example, Patent Document 1). In such a vehicle, the operation signal is output to the automatic transmission when the driver operates the shift operation unit. The automatic transmission switches the shift range and activates the parking lock device by receiving the operation signal.

The parking lock device includes an actuator and a lock mechanism. When the driver selects the parking range (P range) in the shift operation unit, an operation signal is output to the actuator. When the actuator moves the movable rod to the restraint position in response to the operation signal, the movable rod activates the lock mechanism. When the locking mechanism is activated, the power transmission shaft connected to the wheel is restrained, so that the vehicle is kept in a stopped state.

JP-A-2018-40396

However, the movable rod may not move normally to the restraint position due to the influence of metal powder or the like mixed in the actuator or a malfunction of the power supply to the actuator. That is, even though the driver operates the parking lock device, a malfunction state in which the power transmission shaft is not restrained by the parking lock device may occur. Then, usually, when the driver operates the parking lock device, it is considered that a predetermined braking force is applied to the vehicle by the parking lock device.

Therefore, in such a malfunctioning state, if the driver takes his foot off the brake pedal and gets off without operating the parking brake, the vehicle may start to move against the driver's intention according to the inclination of the road surface. ..

In order to prevent such unintended movement of the vehicle, it is conceivable to automatically operate the electric parking brake device in response to the detection of the malfunction state. The electric parking brake device operates an electric motor to apply a pressing force (braking force) to the wheels. However, the electric parking brake device requires a certain amount of time (for example, about 1 second) to complete the operation. Therefore, for example, on a steep road surface, the speed of the vehicle may reach a speed higher than the speed that can be braked by the electric parking brake device before the operation of the electric parking brake device is completed.

The present invention has been made to solve such a problem, and in a vehicle equipped with a shift-by-wire automatic transmission, even if the parking lock device does not operate normally on a slope road, the vehicle It is an object of the present invention to provide a vehicle control system capable of securely fixing the vehicle.

In order to achieve the above object, the present invention is a vehicle control system, comprising a shift-by-wire automatic transmission, a locking mechanism and an actuator, and moving the movable rod of the actuator from an unrestrained position to a restrained position. As a result, the lock mechanism is operated by the movable rod to restrain the rotation of the power transmission shaft connected to the wheel of the vehicle, and the hydraulic pressure is applied according to the operation of the brake pedal by the driver. A hydraulic braking device that applies braking force to the vehicle by using it, an electric parking brake device that is electrically driven to apply braking force to the vehicle, and an inclination angle that detects the inclination angle (inclination angle) in the front-rear direction of the vehicle. It has a sensor and a controller configured to control a parking lock device, a hydraulic braking device and an electric parking braking device, the controller having a parking lock when a request is made to activate the parking lock device. An operation signal is output to the device, the movable rod of the parking lock device is moved from the non-restraint position to the restraint position, and a malfunction state in which the movable rod is not located in the restraint position despite the output of the operation signal to the parking lock device is detected. However, when the tilt angle detected by the tilt angle sensor is equal to or greater than a predetermined threshold value, both the electric parking brake device and the hydraulic braking device are operated.

In the present invention configured as described above, although the controller outputs an operation signal in response to a request to operate the parking lock device, the parking rod is not located at the restraint position and the inclination angle is equal to or larger than the threshold value. If so, both the hydraulic braking device and the electric parking braking device are operated. As a result, when the parking lock device does not operate normally on a slope road, the vehicle can be appropriately fixed and the vehicle can be reliably prevented from running idle on the slope road.
Specifically, at the start of output of the operation signal to the hydraulic brake device and the electric parking brake device, more specifically, until the operation of the electric parking brake device having a long operation completion time is completed (that is, the electric parking brake device The vehicle can be securely fixed by the hydraulic braking device having a short operation completion time (while the sufficient braking force cannot be exerted). Then, after the operation of the electric parking brake device is completed, the fixedness of the vehicle can be reliably maintained mainly by the electric parking brake device having a long operation duration. Therefore, according to the present invention, when a request for operating the parking lock device is issued by using the hydraulic brake device and the electric parking brake device together when the parking lock device does not operate normally on a slope road. The vehicle can be stopped quickly, and after that, the stopped state of the vehicle can be reliably maintained.

In the present invention, preferably, one position can be selected by the operation of the driver from a plurality of shift ranges for selecting a desired shift range of the automatic transmission and a parking range for operating the parking lock device. The controller is configured to output an operation signal to the parking lock device when the parking range is selected in the shift operation unit.
When the driver selects the parking range, he / she thinks that the vehicle is fixed by the parking lock device, and may take his / her foot off the brake pedal to get off without activating the electric parking brake device. In this case, if the parking lock device does not operate normally and the vehicle moves on a slope road, it becomes a dangerous state for the driver. Therefore, according to the present invention described above, when the parking range is selected, the hydraulic brake device and the electric parking brake device are detected when a malfunction state of the parking lock device is detected and the inclination angle is equal to or larger than the threshold value. By activating both of these, such a dangerous state can be effectively avoided.

In the present invention, preferably, the vehicle power switch for supplying power to the vehicle by operation by the driver is further provided, and the controller is used as a parking lock device when the vehicle power switch is operated at an off position where the power supply is cut off. It is configured to output an operation signal.
The driver tends to get off after turning off the vehicle power switch. If the electric parking brake device is not activated when the driver disembarks in this way and the parking lock device does not operate normally and the vehicle moves on a slope road, the driver is in a dangerous state. Therefore, according to the present invention described above, when the vehicle power switch is operated to the off position, when the malfunction state of the parking lock device is detected and the inclination angle is equal to or more than the threshold value, the hydraulic brake device and the hydraulic brake device and By operating both of the electric parking brake devices, such a dangerous state can be effectively avoided.

In the present invention, preferably, the controller activates the electric parking brake device when the failure state is detected and the inclination angle is smaller than the threshold value and greater than or equal to another threshold value smaller than the threshold value. However, it is configured so as not to activate the hydraulic braking device.
According to the present invention configured in this way, when the inclination angle is relatively small, the vehicle can be appropriately fixed only by the electric parking brake device, so that the controller can use the hydraulic brake device and the electric parking brake. Operate only the electric parking brake device, not both devices. As a result, it is possible to suppress deterioration of fuel efficiency due to the operation of the hydraulic braking device while ensuring the vehicle is fixed on the slope road.

In the present invention, preferably, the parking lock device includes a rod position sensor that detects the position of the movable rod, and the controller is configured to detect a malfunction state of the parking lock device based on the detection signal of the rod position sensor. Has been done.
According to the present invention configured as described above, a failure of the parking lock device can be reliably detected depending on the position of the parking rod.

In the present invention, preferably, the parking lock device includes a state holding mechanism for holding the movable rod in an unrestrained position, and the state holding mechanism allows the movable rod to move for a predetermined period in response to an operation signal. It is configured.
Such a state-holding mechanism allows the parking rod to move in response to an actuation signal, but always restricts the movement of the parking rod for vehicle safety. Therefore, due to the power failure, the state holding mechanism may not operate normally and the movement of the parking rod may be restricted. Therefore, in the above invention, even if the parking lock device does not operate normally due to a power failure, the electric parking brake device and the hydraulic brake device can be operated to properly fix the vehicle. can.

In the present invention, preferably, when the controller detects a malfunction state of the parking lock device, the unlocking of the door lock of the vehicle is prohibited until the operation of the electric parking brake device is completed.
According to the present invention configured in this way, the driver cannot open the vehicle door and get off the vehicle until the fixing of the vehicle by the electric parking brake device is completed. As a result, it is possible to reliably prevent the vehicle from moving when the driver is not inside the vehicle.

According to the vehicle control system of the present invention, the vehicle can be reliably fixed even when the parking lock device does not operate normally on a slope road.

It is a schematic diagram of the vehicle equipped with the vehicle control system according to the embodiment of the present invention. It is a block diagram of the vehicle control system by embodiment of this invention. It is the schematic sectional drawing of the parking lock device in the locked state in embodiment of this invention. It is the schematic sectional drawing of the parking lock device in the unlocked state in embodiment of this invention. It is a flowchart which shows the control process of the vehicle control system by embodiment of this invention.

Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

<Vehicle control system configuration>
FIG. 1A is a schematic view of a vehicle equipped with a vehicle control system according to an embodiment of the present invention, and FIG. 1B is a configuration diagram of a vehicle control system according to an embodiment of the present invention.

As shown in FIG. 1A, the vehicle 1 is a front engine front drive type (FF type) vehicle. The engine (drive source) 10 is horizontally arranged on the front side of the vehicle, and the automatic transmission 20 is arranged on the left side of the vehicle of the engine 10. The output from the engine 10 is transmitted to the wheels (front wheels) 5 via the automatic transmission 20, whereby the vehicle 1 travels. The vehicle 1 may be a front engine rear drive type (FR type) vehicle that drives the wheels (rear wheels) 6 on the rear side of the vehicle.

As shown in FIG. 1B, the vehicle control system S of the present embodiment includes a shift-by-wire automatic transmission 20, a parking lock device 21 integrally configured with the automatic transmission 20, and a shift operation unit (shift lever). 3. The hydraulic brake device 40, the electric parking brake device 50, the door lock actuator 60, the notification device 70, various detection sensors, and operation switches are provided. The detection sensor includes a selector sensor SN1, a rod position sensor SN2, a gradient sensor (tilt angle sensor) SN3, a brake pedal sensor SN4, a vehicle speed sensor SN5, and the like. Further, the operation switch includes a vehicle power switch (IG switch) SW1, a parking switch SW2, a door open / close switch SW3, and the like.

The shift operation unit 3 is arranged in the vehicle interior of the vehicle 1. The driver can select a desired shift range (shift range) by operating the shift operation unit 3. The shift range includes "P" (parking range), "R" (backward range), "N" (neutral range), "D" (drive range) and the like. The selector sensor SN1 detects the shift range selected by the operation of the shift operation unit 3, and outputs an electric signal (shift range signal) representing the detected shift range to the controller 100. In the following, the parking range is appropriately referred to as "P range", and the shift range other than the parking range is appropriately referred to as "NotP range".

The automatic transmission 20 is arranged on a power transmission path 22 that transmits power from the engine 10 to the drive wheels 5. The automatic transmission 20 is a shift-by-wire system. Therefore, when a shift range other than the P range (R range, N range, D range, etc.) is selected in the shift operation unit 3, the controller 100 automatically shifts based on the electric signal received from the selector sensor SN1. An operation signal is output to the machine 20. The shift-by-wire automatic transmission 20 is configured to switch the shift range according to an operation signal received from the controller 100.

The parking lock device 21 is integrally provided with the automatic transmission 20. The parking lock device 21 is configured to prevent the drive wheels 5 from rotating by restricting (locking) the operation (rotation) of the power transmission shaft 23. The power transmission shaft 23 is provided between the automatic transmission 20 and the drive wheels 5, and forms a part of the power transmission path 22. When the range selection is changed from the P range to a range other than the P range in the shift operation unit 3, the controller 100 outputs an operation signal to the parking lock device 21 so that the operation (rotation) of the power transmission shaft 23 is allowed. do. On the other hand, when the range selection is changed from other than the P range to the P range, the controller 100 outputs an operation signal to the parking lock device 21 so that the operation (rotation) of the power transmission shaft 23 is regulated (locked).

The hydraulic braking device 40 applies a braking force to each of the wheels 5 and 6 by using hydraulic pressure in response to the operation of the brake pedal by the driver. The controller 100 is configured to adjust the braking force applied to the wheels 5 and 6 by the hydraulic braking device 40 via flood control according to the operation amount of the brake pedal.

The electric parking brake device 50 applies a braking force to the rear wheels 6 by applying a pressing force to the brake disc via an electric motor according to a predetermined condition. The controller 100 outputs an operation signal to the electric parking brake device 50, for example, when the driver operates the parking switch SW2. The electric parking brake device 50 is configured to apply a braking force to the rear wheels 6 by operating an internal electric motor in response to an operation signal.

The door lock actuator 60 is an actuating device for operating the door lock provided on each vehicle door. The door lock actuator 60 is configured to unlock the door lock when it receives a door lock open signal from the controller 100 and lock the door lock when it receives a door lock close signal.

The notification device 70 is a speaker, a display, a notification light, etc. provided in the vehicle 1. The controller 100 can notify the driver of an abnormality or malfunction of the vehicle 1 by sound, a display display, and a notification light by using the notification device 70.

The controller 100 is a controller composed of circuits and based on a well-known microcomputer. As shown in FIG. 1B, the controller 100 includes one or more microprocessors 100a as a central processing unit (CPU) for executing a program, and for example, a RAM (Random Access Memory) or a ROM (Read Only Memory). It is equipped with a memory 100b for storing programs and data, an input / output bus for inputting / outputting electric signals, and the like. For example, the controller 100 is composed of an ECU (Electronic Control Unit), a TCM (Transmission Control Module), and the like.

The controller 100 includes a shift range signal from the selector sensor SN1, a rod position signal from the rod position sensor SN2, an inclination angle signal from the gradient sensor SN3, a pedal operation signal from the brake pedal sensor SN4, a vehicle speed signal from the vehicle speed sensor SN5, and a vehicle power switch SW1. It receives a power ON signal, a parking command signal from the parking switch SW2, a door lock open signal and a door lock close signal from the door open / close switch SW3.

The shift range signal represents the shift range selected by the shift operation unit 3. The controller 100 executes the shift change process of the automatic transmission 20 and the lock operation / release process of the parking lock device 21 based on the shift range signal.

The rod position signal indicates the position of the parking rod 26 in the parking lock device 21. The gradient sensor SN3 detects the gradient angle of the road surface (or the inclination angle of the vehicle 1 on the road surface in the front-rear direction) by using the acceleration sensor. Therefore, the tilt angle signal represents the tilt angle of the vehicle 1 in the front-rear direction. The pedal operation signal represents the operation amount of the brake pedal. The controller 100 applies an appropriate braking force to the wheels 5 and 6 by the hydraulic braking device 40 based on the pedal operation signal. The vehicle speed signal represents the speed of the vehicle 1. The controller 100 may use the inclination angle of the road surface included in the map data acquired from the navigation device or the like instead of the inclination angle detected by the gradient sensor SN3.

The power ON signal indicates that the vehicle power switch SW1 is being turned ON. When the driver turns on the vehicle power switch SW1, the vehicle 1 can be operated. That is, the controller 100 supplies electric power to each electrical component of the vehicle 1 as a power controller while receiving the power ON signal. On the other hand, when the controller 100 does not receive the power ON signal, the controller 100 stops supplying electric power to each electrical component of the vehicle 1 as a power controller, except for some electrical components that operate in the standby state. As a result, the vehicle 1 is inoperable except for the standby function.

The parking command signal indicates that the parking switch SW2 is turned on by the driver. The controller 100 operates the electric parking brake device 50 based on the parking command signal. The door lock open signal represents a vehicle door lock unlock command, and the door lock close signal represents a vehicle door lock lock command. The controller 100 unlocks the door lock of the vehicle 1 based on the unlock command, and locks the door lock of the vehicle 1 based on the lock command. Further, the controller 100 controls the start and stop of the engine 10.

<Configuration of parking lock device>
Next, a specific configuration of the parking lock device according to the embodiment of the present invention will be described with reference to FIGS. 2 and 3. 2 and 3 are schematic cross-sectional views of the parking lock device. In particular, FIG. 2 is a schematic cross-sectional view of the parking lock device in the locked state, and FIG. 3 is a schematic cross-sectional view of the parking lock device in the unlocked state.

As shown in FIGS. 2 and 3, the parking lock device 21 is arranged inside the transmission case (not shown) of the automatic transmission 20. The parking lock device 21 includes a lock mechanism 21A that keeps the power transmission shaft 23 in the locked state, and an actuator 21B that switches the lock mechanism 21A between the locked state and the unlocked state.

The lock mechanism 21A includes a parking gear 24 attached to the power transmission shaft 23 and a parking pole 25 that engages with the parking gear 24. The lock mechanism 21A restrains the rotation of the power transmission shaft 23 by engaging the parking gear 24 and the parking pole 25 in the P range (restricted state), while locking the parking gear 24 and the parking pole 25 outside the P range. It is configured to allow the rotation of the power transmission shaft 23 (unrestrained state) by putting it in the non-engaged state.

The actuator 21B is a hydraulic (hydraulic) actuator. The actuator 21B has a parking rod 26 that moves axially between a restrained position and a non-constrained position, a cylinder 31 for moving the parking rod 26 in the axial direction, and a predetermined position (constrained) in the axial direction of the parking rod 26. It is provided with a state holding mechanism 35 that holds the position (position, non-restraint position), and a rod position sensor SN2 that detects the position of the parking rod 26. In the following description, the parking pole 25 side (left side in FIGS. 2 and 3) in the axial direction of the parking rod 26 is referred to as a lock side, and the side opposite to the parking pole 25 (right side in FIGS. 2 and 3) is referred to as a lock side. Called the non-locking side.

The cylinder 31 is a cylindrical housing and has a cylinder chamber 31a which is a cylindrical space inside. Sealing members 32a and 32b are attached to both ends of the cylinder 31, and these sealing members 32a and 32b seal the openings on both sides of the cylinder 31.

The parking rod 26 is a movable rod in which a piston rod 26a and a push rod 26b are axially connected. The piston rod 26a is configured to be movable in the axial direction between the restrained position and the non-restrained position by the actuator 21B. The piston rod 26a extends through the sealing member 32a on the non-locking side, passes through the cylinder chamber 31a, and penetrates the sealing member 32b on the locking side. The piston rod 26a is connected to the piston 26c fitted in the cylinder chamber 31a.

The piston 26c divides the cylinder chamber 31a into two closed spaces. Of the partitioned closed spaces, the closed space on the lock side of the piston 26c is the hydraulic chamber 33 to which oil is supplied. On the other hand, the rod urging spring 34 is arranged in the closed space on the non-locking side of the piston 26c. The rod urging spring 34 is a compression coil spring, one end of which is in contact with the sealing member 32a and the other end of which is in contact with the piston 26c, and the piston 26c is always urged to the lock side with respect to the sealing member 32a. doing.

Therefore, when the hydraulic chamber 33 is not pressurized by the flood control, the piston 26c is pressed toward the lock side by the urging force of the rod urging spring 34, and the parking rod 26 moves to the restraint position (see FIG. 2). On the other hand, when the hydraulic chamber 33 is pressurized by the flood control, the piston 26c is pressed toward the non-locking side, and the parking rod 26 moves to the unrestrained position against the urging force of the rod urging spring 34 (FIG. 3). reference).

The hydraulic chamber 33 receives the pressurized oil from the oil pump 11 via the oil passage 12. In the present embodiment, the oil pump 11 is an oil pump that is arranged in the transmission case and generates a hydraulic pressure to be supplied to the friction fastening element of the automatic transmission 20, and is driven by the engine 10. The oil passage 12 is provided with a hydraulic control valve 13. The hydraulic control valve 13 has a valve position for connecting the hydraulic chamber 33 and the oil pump 11 to pressurize the hydraulic chamber 33 and a valve for draining oil from the hydraulic chamber 33 based on an operation signal from the controller 100. It is configured to switch between positions. The oil supplied from the oil pump 11 is supplied to the hydraulic chamber 33 after the oil pressure is adjusted by the hydraulic control valve 13. That is, the oil pressure in the hydraulic chamber 33 is controlled by the hydraulic control valve 13. The hydraulic control valve 13 is, for example, a linear solenoid valve or the like. In the present embodiment, the hydraulic control valve 13 is configured such that pressurized oil is supplied to the hydraulic chamber 33 when the solenoid is not energized, and oil is discharged from the hydraulic chamber 33 when the solenoid is energized.

The push rod 26b is supported so as to be movable in the axial direction by the bracket 30, the piston rod 26a is connected to the end on the non-locking side, and the parking cam 29 is provided on the end on the locking side. The parking cam 29 has a role of guiding the parking pole 25 toward the parking gear 24 as it moves to the lock side. Therefore, the parking cam 29 has a shape in which a cylindrical body and a truncated cone are combined so as to press the parking pole 25 (pole pressing portion 25a) toward the parking gear 24 when moving to the restraint position. There is. A truncated cone is attached to the surface of the cylinder on the lock side so as to reduce the diameter toward the lock side. That is, when the parking rod 26 moves to the engaging position, the parking pole 25 is guided by the reduced diameter portion of the parking cam 29 and rotates around the pin 28. Further, the bracket 30 is provided with a guide 38 for guiding the movement of the parking cam 29.

The parking pole 25 generally extends from the base end on the lock side toward the tip on the non-lock side. A support portion 25c is formed at the base end portion of the parking pole 25, and the support portion 25c is rotatably supported by a pin 28 on the transmission case. As a result, the parking pole 25 approaches the parking gear 24 with the pin 28 as the center (engagement direction; clockwise in FIGS. 2 and 3) and separates (disengagement direction; FIGS. 2 and 3). 3 is configured to be swingable in the counterclockwise direction). A pole pressing portion 25a pressed by the parking cam 29 is formed at the tip of the parking pole 25.

The parking gear 24 has a plurality of key grooves 24a on the outer peripheral surface. A convex portion 25b that can engage with the key groove 24a of the parking gear 24 is formed between the support portion 25c of the parking pole 25 and the pole pressing portion 25a. Further, the pole pressing portion 25a is urged in the disengagement direction by the two parking pole urging springs 25d and 25e. The parking pole urging springs 25d and 25e are torsion coil springs. The lock-side end of the parking pole urging spring 25d is in contact with the pole pressing portion 25a, and the non-lock-side end is in contact with the transmission case. On the other hand, in the parking pole urging spring 25e, the end on the lock side is in contact with the pole pressing portion 25a, and the end on the non-lock side is in contact with the bracket 30, which will be described later.

As shown in FIG. 2, the parking pole 25 is pressed by the parking cam 29 when the parking rod 26 moves to the engaging position on the lock side. As a result, the parking pole 25 rotates around the pin 28 in the engaging direction against the urging force of the parking pole urging springs 25d and 25e, and the convex portion 25b of the parking pole 25 becomes the key groove 24a of the parking gear 24. Engage with. As a result, the rotation of the power transmission shaft 23 is restricted, so that the rotation of the drive wheels 5 (that is, the movement of the vehicle 1) is prevented.

On the other hand, as shown in FIG. 3, when the parking rod 26 moves to the non-engaging position on the non-locking side, the parking pole 25 is disengaged around the pin 28 by the urging force of the parking pole urging springs 25d and 25e. It rotates in the direction, and the engagement between the convex portion 25b and the key groove 24a is released. As a result, the power transmission shaft 23 can be rotated, so that the drive wheels 5 can be rotated (that is, the vehicle 1 can be moved).

The state holding mechanism 35 includes a stopper 35A, a solenoid actuator 35B, and a first engaging groove 36 and a second engaging groove 37 provided in the piston rod 26a. The stopper 35A is constantly urged toward the piston rod 26a by a stopper urging spring (not shown). A first engaging groove 36 and a second engaging groove 37 for engaging with the stopper 35A are formed on the piston rod 26a at an external position of the cylinder 31 so as to be axially separated from each other. The first engaging groove 36 is formed so as to engage with the stopper 35A when the parking rod 26 is located at the engaging position (see FIG. 2). On the other hand, the second engaging groove 37 is formed so as to engage with the stopper 35A when the parking rod 26 is located at the non-engaging position (see FIG. 3). The first engaging groove 36 and the second engaging groove 37 may be formed over the entire circumference of the piston rod 26a in the circumferential direction, and are a part of the circumferential direction in which the stopper 35A engages. It may be formed only in a portion.

The solenoid actuator 35B is a so-called push type, and includes a solenoid main body in which a driving coil or the like is arranged inside, and a movable body electromagnetically driven by the coil or the like. The solenoid actuator 35B is driven when it receives an operation signal from the controller 100. At the time of driving, the movable body is pushed out against the urging force of the stopper urging spring, and the stopper 35A is moved in the direction away from the piston rod 26a.

At all times, the stopper 35A is urged toward the piston rod 26a by the stopper urging spring. Therefore, when the solenoid actuator 35B is not operating, the stopper 35A engages with the first engaging groove 36 when the parking rod 26 is located at the engaging position (see FIG. 2), and the parking rod 26 is not engaged. When it is located at the engaging position, it engages with the second engaging groove 37 (see FIG. 3). When the stopper 35A is engaged with any of the engaging grooves, the parking rod 26 is held in the current position (constrained position or non-constrained position) regardless of the application of oil pressure to the hydraulic chamber 33. NS.

On the other hand, when the solenoid actuator 35B operates in response to the operation signal of the controller 100, the stopper 35A is held at a position separated from the piston rod 26a, so that the parking rod 26 can move in the axial direction. When the solenoid actuator 35B becomes inactive after the parking rod 26 has moved to a predetermined position (constrained position or non-restrained position), the stopper 35A moves toward the piston rod 26a by the urging force of the stopper urging spring. Then, it engages with the first engaging groove 36 or the second engaging groove 37. As a result, the parking rod 26 is again restricted from moving in the axial direction.

The rod position sensor SN2 is configured to detect the position of the non-locking end of the parking rod 26. The rod position sensor SN2 is a magnetic type position sensor, and is composed of a magnetic sensor 105a having a substantially C-shaped structure and a slider 105b that can slide inside the C-shaped structure in the magnetic sensor 105a. The slider 105b is provided with an engaging portion 105c, and the engaging portion 105c engages with the non-locking end of the parking rod 26 to integrally connect the slider 105b and the parking rod 26. .. As a result, the slider 105b slides inside the C-shaped structure of the magnetic sensor 105a in accordance with the axial movement of the parking rod 26. A predetermined magnetic pattern is magnetized on the slider 105b, and the position of the parking rod 26 is detected by detecting this magnetic pattern with the magnetic sensor 105a and detecting the position of the slider 105b. That is, the rod position sensor SN2 outputs a rod position signal indicating the position of the parking rod 26 between the restrained position (see FIG. 2) and the non-constrained position (see FIG. 3) to the controller 100.

<Control content>
Next, the control performed by the controller 100 in the embodiment of the present invention will be described. In the present embodiment, the controller 100 outputs an operation signal to the parking lock device 21 in response to a request to operate the parking lock device 21 in a state where the vehicle 1 is located on a slope road, but the parking rod 26 When a malfunction occurs in which the vehicle is not located in the restraint position, both the hydraulic brake device 40 and the electric parking brake device 50 are operated. As a result, when the parking lock device 21 does not operate normally on the slope road, the vehicle 1 can be appropriately fixed and the vehicle 1 can be reliably prevented from running idle on the slope road.

Here, with respect to the hydraulic brake device 40, the time from when the operation signal is output to the hydraulic brake device 40 until the hydraulic brake device 40 applies a desired braking force to the vehicle 1 (hereinafter, “operation”). Although it is referred to as “completion time”), the time during which the desired braking force can be continuously applied to the vehicle 1 (hereinafter referred to as “operation duration”) is short. On the other hand, with respect to the electric parking brake device 50, the operation completion time is long, but the operation duration is long. In the present embodiment, in consideration of the characteristics of the hydraulic brake device 40 and the electric parking brake device 50, the liquid is used to securely fix the vehicle 1 when a malfunction of the parking lock device 21 occurs on a slope road. It was decided to use the pressure brake device 40 and the electric parking brake device 50 together. That is, in the present embodiment, at the start of outputting the operation signal to the hydraulic brake device 40 and the electric parking brake device 50, specifically, until the operation of the electric parking brake device 50 having a long operation completion time is completed ( That is, while the electric parking brake device 50 cannot exert a sufficient braking force), the hydraulic brake device 40 having a short operation completion time ensures that the vehicle 1 is fixed. Then, after the operation of the electric parking brake device 50 is completed, the electric parking brake device 50 having a long operation duration is mainly used to ensure that the vehicle 1 is fixed.

As described above, according to the present embodiment, when the parking lock device 21 does not normally operate on a slope road, the parking lock device 21 is operated by using the hydraulic brake device 40 and the electric parking brake device 50 together. The vehicle 1 can be stopped promptly when the request is issued, and the stopped state of the vehicle 1 can be surely continued after that.

Next, with reference to FIG. 4, a flowchart showing the control process of the vehicle control system S according to the embodiment of the present invention will be described. This control is repeatedly executed by the microprocessor 100a in the controller 100 at a predetermined cycle based on the program stored in the memory 100b.

First, in step S10, the controller 100 acquires signals from the switches SW1 to SW3 and the sensors SN1 to SN5. Next, in step S11, the controller 100 determines whether or not there is a request to operate the parking lock device 21. In one example, in the controller 100, when the P range of the shift operation unit 3 is selected by the driver, that is, the shift range signal from the selector sensor SN1 is the shift range selected by the shift operation unit 3. When it indicates that it is in the range, it is determined that there is a request to operate the parking lock device 21. In another example, the controller 100 determines that there is a request to operate the parking lock device 21 when the power ON signal is no longer received from the vehicle power switch SW1, that is, when the vehicle power switch SW1 is turned off. ..

As a result of step S11, when the controller 100 is requested to operate the parking lock device 21 (step S11: Yes), the process proceeds to step S12, and when there is no request to operate the parking lock device 21 (step S11: No). The control processing routine shown in FIG. 4 is exited. Next, in step S12, the controller 100 outputs an operation signal to the parking lock device 21 in order to switch the parking lock device 21 from the unlocked state to the locked state in response to the request for operating the parking lock device 21. Specifically, the controller 100 releases the movement restriction of the parking rod 26 by the state holding mechanism 35, stops the application of the pressurized oil to the hydraulic chamber 33, and the parking rod 26 moves from the non-restraint position to the restraint position. Wait to do.

More specifically, the controller 100 outputs an operation signal to the solenoid actuator 35B and moves the stopper 35A away from the parking rod 26 so as to disengage the stopper 35A from the parking rod 26. Then, the controller 100 switches the valve position of the hydraulic control valve 13 so that the pressurized oil is not supplied to the hydraulic chamber 33 and the oil is discharged from the hydraulic chamber 33. As a result, the parking rod 26 is allowed to move in the axial direction. Therefore, the parking rod 26 located at the non-restraint position (see FIG. 3) starts to move toward the restraint position by the urging force of the rod urging spring 34.

After a predetermined time has elapsed from the process of step S12 (specifically, the output of the operation signal to the parking lock device 21 is started), the controller 100 proceeds to step S13, and based on the rod position signal from the rod position sensor SN2, the controller 100 proceeds to step S13. It is determined whether or not the parking lock device 21 is in the locked state (see FIG. 2). That is, the controller 100 determines whether or not the parking rod 26 is located at the restraint position based on the rod position signal. As a result, when the parking lock device 21 is in the locked state (step S13: No), the controller 100 does not perform the processing after step S14 because the parking lock device 21 is normal, that is, it is not in a malfunctioning state. , Exit the control processing routine shown in FIG.

On the other hand, when the parking lock device 21 is not in the locked state (step S13: Yes), the controller 100 proceeds to step S14. In this case, even though the process of switching the parking lock device 21 from the unlocked state to the locked state (step S12) is executed, the parking rod 26 is not located in the restraint position within a predetermined time, so that the parking lock device 21 It is in a defective state. Such a malfunction state is, for example, a state in which the parking rod 26 is stuck in the actuator 21B due to a failure. Then, such a problem occurs because, for example, metal powder is mixed into the hydraulic chamber 33 from the hydraulic system, or the stopper 35A is not disengaged due to the failure of the power supply to the solenoid actuator 35B. obtain.

Next, in step S14, the controller 100 determines whether or not the tilt angle (gradient angle) corresponding to the tilt angle signal from the gradient sensor SN3 is equal to or greater than the first threshold value. This first threshold value is set based on the inclination angle at which the vehicle 1 moves (slides down) unless the vehicle 1 is fixed by some means, and in particular, the vehicle 1 is securely fixed only by the electric parking brake device 50. It is set based on a relatively large tilt angle, which is difficult to do. In one example, the second threshold is set to a tilt angle of about 10%.

As a result of step S14, when the inclination angle is equal to or greater than the first threshold value (step S14: Yes), the controller 100 proceeds to step S15. In step S15, the controller 100 outputs an operation signal to each of the hydraulic brake device 40 and the electric parking brake device 50 substantially simultaneously in order to operate both of them. By doing so, the controller 100 uses both the hydraulic brake device 40 and the electric parking brake device 50 to properly fix the vehicle 1 when a malfunction of the parking lock device 21 occurs on a slope road. A braking force is applied to 6. As a result, it is possible to reliably prevent the vehicle 1 from running idle on a sloped road.

On the other hand, when the inclination angle is less than the first threshold value (step S14: No), the controller 100 proceeds to step S16. In step S16, the controller 100 determines whether or not the tilt angle (gradient angle) corresponding to the tilt angle signal from the gradient sensor SN3 is equal to or greater than the second threshold value (<first threshold value). This second threshold value is set based on the inclination angle at which the vehicle 1 moves (slides down) unless the vehicle 1 is fixed by some means, and in particular, the vehicle 1 can be fixed only by the electric parking brake device 50. It is set based on a relatively small tilt angle. In one example, the second threshold is set to a tilt angle of about 2-5%.

As a result of step S16, when the inclination angle is less than the second threshold value (step S16: No), the vehicle 1 does not move (slide down) due to the road surface, so that the controller 100 performs a process for fixing the vehicle 1. Without doing so, the routine of the control process shown in FIG. 4 is exited. On the other hand, when the inclination angle is equal to or greater than the second threshold value (step S16: Yes), the controller 100 proceeds to step S17.

In step S17, the controller 100 outputs an operation signal to the electric parking brake device 50 so as to operate only the electric parking brake device 50. By doing so, the controller 100 applies a braking force to the wheels 6 by the electric parking brake device 50 in order to appropriately fix the vehicle 1 when a malfunction state of the parking rod 26 occurs on a slope road. In this case, since the inclination angle of the road surface is such that the vehicle 1 can be fixed only by the electric parking brake device 50, the electric parking brake device 50 is operated, but the hydraulic brake device 40 is operated. Prevent it from operating. As a result, it is possible to suppress the deterioration of fuel efficiency due to the operation of the hydraulic braking device 40 while ensuring the fixing of the vehicle 1 on the slope road.

When the controller detects the malfunction state of the parking lock device 21 as described above (step S13: Yes) and activates the electric parking brake device 50 (step S15 or S17), the electric parking brake device The unlocking of the door lock of the vehicle 1 may be prohibited until the operation of the vehicle 1 is completed. Specifically, even if the controller 100 receives the door lock open command signal from the door open / close switch SW3, the electric parking brake device 50 applies a predetermined braking force to the rear wheels 6 based on the brake operation signal. Until it is detected, it is not necessary to output the door lock open operation signal to the door lock actuator 60. This makes it possible to prevent the vehicle 1 from moving according to the inclination of the road surface when the driver is not on board.

<Effect>
Next, the operation and effect of the vehicle control system S according to the embodiment of the present invention will be described.

In the present embodiment, although the controller 100 outputs an operation signal to the parking lock device 21 in response to a request to operate the parking lock device 21, a malfunction state in which the parking rod 26 is not located at the restraint position is detected. Moreover, when the inclination angle detected by the gradient sensor SN3 is equal to or greater than the first threshold value, both the hydraulic brake device 40 and the electric parking brake device 50 are operated. As a result, when the parking lock device 21 does not operate normally on the slope road, the vehicle 1 can be appropriately fixed and the vehicle 1 can be reliably prevented from running idle on the slope road.

Specifically, at the start of outputting the operation signal to the hydraulic brake device 40 and the electric parking brake device 50, more specifically, until the operation of the electric parking brake device 50 having a long operation completion time is completed (that is, electric parking). The vehicle 1 can be reliably fixed by the hydraulic braking device 40 having a short operation completion time (while the braking device 50 cannot exert a sufficient braking force). Then, after the operation of the electric parking brake device 50 is completed, the fixedness of the vehicle 1 can be reliably maintained mainly by the electric parking brake device 50 having a long operation duration. Therefore, according to the present embodiment, when the parking lock device 21 does not operate normally on a slope road, there is a requirement to operate the parking lock device 21 by using the hydraulic brake device 40 and the electric parking brake device 50 together. The vehicle 1 can be stopped promptly when it is emitted, and the stopped state of the vehicle 1 can be reliably maintained after that.

Further, according to the present embodiment, when the P range is selected in the shift operation unit 3, the controller 100 outputs an operation signal to the parking lock device 21 on the assumption that a request for operating the parking lock device 21 has been issued. do. When the driver selects the P range, the driver considers that the vehicle 1 is fixed by the parking lock device 21, does not operate the electric parking brake device 50 by the parking switch SW2, and takes his foot off the brake pedal to get off. there's a possibility that. In this case, if the parking lock device 21 does not operate normally and the vehicle 1 moves on a slope road, it becomes a dangerous state for the driver. Therefore, when the P range is selected in the shift operation unit 3, when the malfunction state of the parking lock device 21 is detected and the inclination angle is equal to or higher than the first threshold value, the hydraulic brake device 40 and the electric parking brake By operating both of the devices 50, such a dangerous state can be effectively avoided.

Further, according to the present embodiment, the controller 100 assumes that when the vehicle power switch SW1 is operated at an off position where the power supply is cut off, a request for operating the parking lock device 21 is issued, and the parking lock device 21 is used. Outputs an operation signal to. The driver tends to get off after turning off the vehicle power switch SW1. If the electric parking brake device 50 is not activated by the parking switch SW2 when the driver gets off, and the parking lock device 21 does not operate normally and the vehicle 1 moves on a slope road, the driver is in a dangerous state. .. Therefore, when the vehicle power switch SW1 is operated to the off position, when the malfunction state of the parking lock device 21 is detected and the inclination angle is equal to or greater than the first threshold value, the hydraulic brake device 40 and the electric parking brake By operating both of the devices 50, such a dangerous state can be effectively avoided.

Further, according to the present embodiment, when the controller 100 detects the malfunction state of the parking lock device 21 and the inclination angle is smaller than the first threshold value and equal to or larger than the second threshold value (<first threshold value). , Operates the electric parking brake device 50, but does not activate the hydraulic brake device 40. That is, when the inclination angle of the road surface is relatively small, the vehicle 1 can be appropriately fixed only by the electric parking brake device 50, so that both the hydraulic brake device 40 and the electric parking brake device 50 are not operated. In addition, only the electric parking brake device 50 is operated. As a result, it is possible to suppress the deterioration of fuel consumption due to the operation of the hydraulic braking device 40 while ensuring the maintenance of the stopped state of the vehicle 1 on the slope road.

Further, according to the present embodiment, the parking lock device 21 includes a rod position sensor SN2 that detects the position of the parking rod 26, and the controller 100 is a parking lock device 21 based on the detection signal of the rod position sensor SN2. Detect a malfunction status. Thereby, the failure of the parking lock device 21 can be reliably detected by the position of the parking rod 26.

Further, according to the present embodiment, the parking lock device 21 includes a state holding mechanism 35 that holds the parking rod 26 in an unrestrained position, and the state holding mechanism 35 responds to an operation signal and sets the parking rod 26 for a predetermined period of time. It is configured to allow the movement of. The state holding mechanism 35 allows the parking rod 26 to move in response to the operation signal, but the movement of the parking rod 26 is always restricted for the safety of the vehicle 1. Therefore, due to the power failure, the state holding mechanism 35 may not operate normally and the movement of the parking rod 26 may be restricted. Therefore, in the present embodiment, even if the parking lock device 21 does not operate normally due to a power failure, the electric parking brake device 50 and the hydraulic brake device 40 are operated to properly fix the vehicle. be able to.

Further, according to the present embodiment, when the controller 100 detects a malfunction state of the parking lock device 21, the controller 100 prohibits the unlocking of the door lock of the vehicle 1 until the operation of the electric parking brake device 50 is completed. In this way, the driver cannot open the vehicle door and get off the vehicle until the fixing of the vehicle 1 by the electric parking brake device 50 is completed. As a result, it is possible to reliably prevent the vehicle 1 from moving when the driver is not inside the vehicle.

1 Vehicle 3 Shift operation unit 10 Engine 13 Hydraulic control valve 20 Automatic transmission 21 Parking lock device 21A Lock mechanism 21B Actuator 23 Power transmission shaft 24 Parking gear 24a Key groove 25 Parking pole 25a Pole pressing part 25b Convex part 25c Support part 26 Parking Rod (movable rod)
26a Piston rod 26b Push rod 26c Piston 29 Parking cam 31 Cylinder 31a Cylinder chamber 32a, 32b Sealing member 33 Hydraulic chamber 34 Rod urging spring 35 State holding mechanism 35A Stopper 35B Solvent actuator 40 Hydraulic braking device 50 Electric parking brake device 100 Controller S Vehicle control system SN3 Gradient sensor (tilt angle sensor)

Claims (7)

It ’s a vehicle control system.
Shift-by-wire automatic transmission and
A lock mechanism and an actuator are provided, and by moving the movable rod of the actuator from an unrestrained position to a restrained position, the lock mechanism is operated by the movable rod to rotate a power transmission shaft connected to a wheel of a vehicle. A parking lock device that operates to restrain,
A hydraulic braking device that applies braking force to the vehicle by using hydraulic pressure according to the operation of the brake pedal by the driver.
An electric parking brake device that is electrically driven to apply braking force to the vehicle,
An inclination angle sensor that detects the inclination angle of the vehicle in the front-rear direction and
A controller configured to control the parking lock device, the hydraulic brake device, and the electric parking brake device.
Have,
The controller
When a request to operate the parking lock device is issued, an operation signal is output to the parking lock device, and the movable rod of the parking lock device is moved from an unconstrained position to a restrained position.
A malfunction state in which the movable rod is not located at the restraint position despite the output of the operation signal to the parking lock device is detected, and the tilt angle detected by the tilt angle sensor is equal to or greater than a predetermined threshold value. In the case of a vehicle control system, the vehicle control system is configured to operate both the electric parking brake device and the hydraulic brake device. A shift operation unit capable of selecting one position by a driver's operation from a plurality of shift ranges for selecting a desired shift range of the automatic transmission and a parking range for operating the parking lock device. Have more
The vehicle control system according to claim 1, wherein the controller is configured to output an operation signal to the parking lock device when the parking range is selected in the shift operation unit. It also has a vehicle power switch for supplying power to the vehicle by operation by a driver.
The vehicle control according to claim 1 or 2, wherein the controller is configured to output an operation signal to the parking lock device when the vehicle power switch is operated at an off position where the power supply is cut off. system. The controller activates the electric parking brake device when the malfunction state is detected and the inclination angle is smaller than the threshold value and equal to or larger than another threshold value smaller than the threshold value. The vehicle control system according to any one of claims 1 to 3, which is configured not to operate the hydraulic braking device. The parking lock device includes a rod position sensor that detects the position of the movable rod.
The vehicle control system according to any one of claims 1 to 4, wherein the controller is configured to detect the malfunction state of the parking lock device based on a detection signal of the rod position sensor. The parking lock device includes a state holding mechanism for holding the movable rod in the non-restraint position, and the state holding mechanism is configured to allow the movable rod to move for a predetermined period in response to the operation signal. The vehicle control system according to any one of claims 1 to 5. The controller is configured to prohibit unlocking of the door lock of the vehicle until the operation of the electric parking brake device is completed when the malfunction state of the parking lock device is detected. The vehicle control system according to any one of 1 to 6.

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