JP4715809B2 - Shift-by-wire system - Google Patents

Description

  The present invention relates to a shift-by-wire system (hereinafter referred to as “SBW system”).

  2. Description of the Related Art Conventionally, in vehicles such as automobiles, there is an increasing tendency to change a mechanical drive system to an electric drive system in order to satisfy demands for space saving, improved assembly, and improved controllability. As an example, an SBW system that electrically controls range switching of an automatic transmission using a shift actuator has been developed.

As such an SBW system, Patent Document 1 discloses a system in which a range is switched by controlling an output of a shift actuator in accordance with a shift command input by a vehicle occupant. In the SBW system of Patent Document 1, when the engine speed exceeds a predetermined value when the vehicle is stopped, a shift command with the travel range as the switching destination is rejected. As a result, even if the occupant causes an operation mistake of the accelerator pedal or the like and excessively increases the engine speed, switching to the travel range is prohibited, so that sudden start of the vehicle can be prevented. It can be done.
JP 2002-227993 A

  However, in the case of the SBW system disclosed in Patent Document 1, an operation error related to engine operation can be dealt with, but a shift command input error for range switching cannot be dealt with. Here, the shift command is generally input by operating the range selector. Compared to the range selector used in the mechanical drive system, the range selector used in the SBW system uses its operating force for range switching. Since the operation becomes easier, the establishment of a shift command input error is high. In recent years, range selectors that are relatively easy to operate, such as paddle type and switch type, have come to be used in SBW systems, and the establishment of shift command input errors tends to further increase. Therefore, it can be understood that, in a vehicle equipped with the SBW system, it is important in terms of safety to deal with a shift command input error.

  The present invention has been made in view of such circumstances, and an object thereof is to provide an SBW system that improves safety.

  When a shift command with the travel range as the switching destination is input by mistake, the vehicle may collide with an obstacle due to travel in the travel range. Accordingly, the invention according to claim 1 electrically controls the output of the shift actuator according to a shift command input by a vehicle occupant and a shift actuator that generates an output for switching the range of the automatic transmission in the vehicle. Shift command processing that, when a shift command with a shift control unit and a travel range as a switching destination is input, detects an obstacle that is a vehicle travel obstacle in the travel range, and rejects the input shift command And means.

  In the invention according to claim 1, even if a shift command with the travel range as the switching destination is erroneously input, it is input when an obstacle that causes the vehicle to travel is detected in the travel range. Shift command is rejected. According to this, since switching to the travel range due to the output of the shift actuator is prohibited, the situation where the vehicle collides with an obstacle due to travel in the travel range is avoided, and safety is improved. be able to.

  In the present specification, the “obstacle” represents a concept including, for example, a living object such as a human being, an artificial object, a natural object, and the like.

A collision target of a vehicle traveling forward in the forward range of the traveling range is highly likely to be an obstacle in front of or below the vehicle. Therefore, according to the first aspect of the present invention, when a shift command having the forward range as the travel range as a switching destination is input, the shift command processing means sends an obstacle to at least one of the front and lower sides of the vehicle. By detecting, the inputted shift command is rejected. According to this, the situation where the vehicle travels forward and collides with an obstacle due to an input error of the shift command can be avoided with high accuracy.

A collision target of a vehicle traveling backward in the reverse range of the traveling range is highly likely to be an obstacle behind or below the vehicle. Therefore, according to the first aspect of the present invention, when a shift command for switching the reverse range as the travel range is input, the shift command processing means sends an obstacle to at least one of the rear side and the lower side of the vehicle. By detecting, the inputted shift command is rejected. According to this, it is possible to avoid the situation where the vehicle travels backward due to an input error of the shift command and collides with an obstacle with high accuracy.

Switching to the traveling range may be performed in a low-speed traveling state of the vehicle, and in that case, there is a high possibility of reverse running. Therefore, according to the first aspect of the present invention, when a shift command with the travel range as the switching destination is input in a traveling state below the set speed of the vehicle, the shift command processing means is input by detecting an obstacle. Reject the shift command. According to this, even when a shift command for switching the travel range to a low-speed traveling vehicle is erroneously input, it is possible to avoid a situation in which the vehicle collides with an obstacle due to reverse traveling of the vehicle.

When the vehicle is stopped, a person such as a child is likely to approach the vehicle. For this reason, if the vehicle starts traveling due to an input error in the shift command, there is a possibility that a person in the vicinity of the vehicle may collide with the vehicle as an obstacle. Therefore, according to the first aspect of the present invention, when a shift command for switching the travel range is input when the vehicle is stopped, the shift command processing means detects the input shift command by detecting an obstacle. Reject. According to this, even when a shift command for switching the travel range is erroneously input in a state where a human is present in the vicinity of the vehicle in which travel is stopped, the human is detected as an obstacle, Therefore, the occurrence of an accident can be prevented in advance.

When a vehicle parked after traveling in one of the forward range and the reverse range as a travel range starts to travel in the same travel range as before parking due to an erroneously input shift command with the travel range as the switching destination There is a risk of collision with obstacles such as car stops. Therefore, the invention according to claim 1 includes a range storage means for storing, as a reference range, a travel range before parking when the vehicle is parked after traveling in one of a forward range and a reverse range as a travel range. The shift command processing means of the present invention provides a reference range for storing the travel range in the range storage means when a shift command for switching the travel range is input in a travel stop state including a parking state of the vehicle. more and matching child and rejects the shift command input.

In the invention described in this claim 1, also the driving range in a running stop state including a parking state of the vehicle as a shift command for the switching destination has been entered incorrectly, the running range is stored in the range storage means If it matches the reference range, that is, the range before parking, the input shift command is rejected. According to this, since switching to the travel range due to the output of the shift actuator is prohibited, not only the situation where the vehicle collides with an obstacle due to travel in the travel range but also the same travel as before parking. A situation in which the vehicle collides with an obstacle due to the start of traveling in the range can be avoided, and higher safety can be ensured.

According to the second aspect of the present invention, when a shift command with the parking range as the switching destination is input after the vehicle stops traveling, the range storage means stores the traveling range at the time when the vehicle stops traveling as the reference range. . According to this, even if there is a case where switching to a travel range different from the travel stop time is realized before the vehicle is parked by switching to the parking range after the travel stop of the vehicle, The travel range at the time of travel stop, which is originally necessary as a reference range for collision avoidance, can be stored correctly.

According to the invention described in claim 3 , after the shift command is rejected, the shift command processing means accepts the rejected shift command when a shift command different from the rejected shift command is not inputted for a set time or more. Thus, if the vehicle occupant determines that there is no problem even with the rejected shift command, the shift command is forcibly issued by not inputting a shift command different from the rejected shift command. Can be accepted.

According to the fourth aspect of the present invention, after the shift command is rejected, the shift command processing means receives the rejected shift command when the rejection cancellation command is input by the vehicle occupant. Thus, if the vehicle occupant determines that there is no problem with the rejected shift command, the shift command can be forcibly accepted by the SBW system by inputting the rejection cancellation command.

The invention according to claim 5 includes warning means for issuing a warning when the shift command is rejected by the shift command processing means. According to such an invention, the vehicle occupant can surely recognize by a warning that the shift command has been rejected, so that a situation in which the range is not switched despite the input of the shift command is confused. Can be avoided.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description is abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment.

(First embodiment)
FIG. 2 shows a schematic configuration of the SBW system 2 according to the first embodiment of the present invention. The SBW system 2 is mounted on the vehicle together with the automatic transmission 4 and the engine 6.

(Basic configuration)
First, the basic configuration of the SBW system 2 will be described. The SBW system 2 includes an automatic transmission control device 10, a shift control device 20, a warning device 40, and the like.

  The automatic transmission control device 10 includes a hydraulic circuit 12 that drives the automatic transmission 4. The manual valve 14 of the hydraulic circuit 12 is a spool valve having a spool that moves linearly, and switches the range of the automatic transmission 4 by the output hydraulic pressure corresponding to the moving position of the spool. Here, the automatic transmission 4 is provided with two travel ranges, a forward (D) range and a reverse drive (R) range, as ranges for transmitting the rotational output of the engine 6 to the drive wheel side of the vehicle. The automatic transmission 4 is also provided with two types of non-traveling ranges, a parking (P) range and a neutral (N) range, as ranges in which the rotational output of the engine 6 is not transmitted to the drive wheel side of the vehicle.

  The shift control device 20 includes a range selector 21, a shift actuator 22, a conversion mechanism 23, a rotation position sensor 24, an external environment detection unit 26, a command switch 27, and a shift control circuit 28.

  The range selector 21 provided near the driver's seat of the vehicle has a shift lever 30 and a shift sensor 31. The shift lever 30 is provided with four range selection positions P, from which the range of the automatic transmission 4 can be selected as an operation position for an occupant seated in the driver's seat (hereinafter simply referred to as “occupant”) to input a shift command. R, N, and D are set. The shift sensor 31 is composed of, for example, a contact sensor and detects which position of the range selection positions P, R, N, and D is operated by the shift lever 30. As described above, the detection signal of the shift sensor 31 represents the range selected by the occupant (hereinafter referred to as “selected range”).

  The shift actuator 22 is an electric actuator composed of, for example, an electric motor and a speed reduction mechanism, and generates a rotation output on the output shaft 32 when energized. The conversion mechanism 23 converts the rotational movement of the output shaft 32 of the shift actuator 22 into the linear movement of the spool of the manual valve 14. Therefore, the range of the automatic transmission 4 is switched according to the rotation output of the shift actuator 22.

  The rotational position sensor 24 is attached to the shift actuator 22. The rotational position sensor 24 includes, for example, a rotary encoder, and detects the rotational position of the output shaft 32 of the shift actuator 22 (hereinafter referred to as “output position of the shift actuator 22”). As described above, the detection signal of the rotational position sensor 24 represents the actual range of the automatic transmission 4 (hereinafter referred to as “actual range”).

  The external detection unit 26 includes a front sensor 34, a rear sensor 35, and a lower sensor 36. The front sensor 34 recognizes an obstacle by analyzing a stereo camera 34a that captures a front area of the vehicle with an image sensor such as a CCD or CMOS, and an image signal output from the camera 34a using an ASIC or DSP, for example. The obstacle in front of the vehicle is detected in cooperation with the image processing circuit 34b. The rear sensor 35 is configured to cooperate with a stereo camera 35a that captures a rear area of the vehicle with an image sensor and an image processing circuit 35b that analyzes an image signal from the camera 35a and recognizes an obstacle to detect an obstacle behind the vehicle. Detect objects. The lower sensor 36 is an electromagnetic wave sensor that recognizes an obstacle from the reflected wave by emitting ultrasonic waves, microwaves, millimeter waves, or the like, for example, below the vehicle. Is detected.

  The command switch 27 is, for example, a button switch that is turned on and off, and is provided near the driver's seat of the vehicle. Here, in this embodiment, when the command switch 27 is turned on by the occupant, a rejection cancellation command for canceling the shift command rejection state (to be described in detail later) is input. Therefore, the command switch 27 that has been turned on outputs a command signal representing a rejection cancellation command.

  The shift control circuit 28 is mainly composed of a microcomputer, and includes a storage unit 37 composed of, for example, a ROM, a RAM, an EEPROM or the like. The shift control circuit 28 is electrically connected to the shift sensor 31 of the range selector 21, the shift actuator 22, the rotational position sensor 24, the sensors 34, 35, and 36 of the external detection unit 26, the command switch 27, and the vehicle speed sensor 8. Yes. Here, the vehicle speed sensor 8 detects the traveling speed of the vehicle based on, for example, the rotational speed of the rotary shaft of the automatic transmission 4.

  The shift control circuit 28 having such an electrical connection form electrically outputs the rotation output of the shift actuator 22 based on the detection signals of the sensors 24, 31, 34, 35, 36, 8 and the command signal of the command switch 27. By controlling, the range of the automatic transmission 4 is switched. Here, in particular, the shift control circuit 28 according to the present embodiment determines whether or not the shift command is acceptable, assuming that a shift command for switching the range is input when the selection range indicated by the detection signal of the shift sensor 31 changes. To do. As a result, when it is determined that the shift command is accepted, the actual range is selected by matching the output position of the shift actuator 22 detected by the rotational position sensor 24 with the output position corresponding to the selected range. Switch to range. On the other hand, when it is determined that the shift command is rejected, switching to the selected range is prohibited by holding the output position of the shift actuator 22 regardless of the input of the shift command.

  The warning device 40 is provided near the driver's seat of the vehicle and is electrically connected to the shift control circuit 28. As a result, the shift control circuit 28 performs a warning process to electrically control the warning device 40 and issue a predetermined warning to the occupant as necessary. Here, the warning by the warning device 40 may be performed, for example, by displaying a warning lamp on a combination meter of the vehicle, or by displaying a warning image on a display unit of a navigation device mounted on the vehicle. It may be performed by outputting a sound or a buzzer sound from a speaker of a vehicle or its mounting device.

(Conversion mechanism)
Next, details of the conversion mechanism 23 will be described. As shown in FIG. 3, the conversion mechanism 23 includes a detent plate 50, a detent spring 51, a park rod 52, a park pole 53, a park gear 54, and the like.

  The rotation shaft 56 of the detent plate 50 is rotatably provided and is fixed to the output shaft 32 of the shift actuator 22. The detent plate 50 is connected to the spool 16 of the manual valve 14 of the hydraulic circuit 12. Therefore, in this embodiment, the plate 16 rotates in accordance with the rotational output from the output shaft 32 of the shift actuator 22 linked to the detent plate 50, so that the spool 16 moves in the axial direction and the range of the automatic transmission 4. Will be switched.

  As shown in FIG. 4, four grooves 50 </ b> P, 50 </ b> R, 50 </ b> N, and 50 </ b> D are formed in the outer peripheral edge portion of the detent plate 50 along the rotation direction. These grooves 50P, 50R, 50N, and 50D correspond to the ranges P, R, N, and D of the automatic transmission 4, respectively, and the detent spring 51 is any one corresponding to the rotational position of the detent plate 50. The grooves 50P, 50R, 50N, and 50D are provided so as to be engageable with each other. As described above, the P range is realized at the rotational position of the detent plate 50 where the detent spring 51 is engaged with the groove 50P. Similarly, at the rotational position of the detent plate 50 where the detent spring 51 is engaged with the grooves 50R, 50N, and 50D, the R range, N range, and D range are realized, respectively.

  As shown in FIG. 3, a park rod 52 is fixed to the detent plate 50, and a conical portion 58 provided on the park rod 52 is in contact with the park pole 53. The park pole 53 is provided so as to be swingable and engageable with the park gear 54. The park gear 54 is fixed to the output side drive shaft 5 of the automatic transmission 4 connected to the drive wheel of the vehicle, and the park pawl 53 is locked or unlocked by being engaged or disengaged according to its swing position. It has become.

  Specifically, in a state where the detent plate 50 is rotated to the position where the P range is realized, the park rod 52 moves to the park pole 53 side and the conical portion 58 meshes the park pole 53 with the park gear 54. Therefore, the output side drive shaft 5 of the automatic transmission 4 is locked together with the gear 54. On the other hand, in the state where the detent plate 50 is rotated to the position where the R range is realized than the position where the P range is realized, the park rod 52 moves to the opposite side of the park pole 53 and the conical portion 58 moves the park pole 53 to the park gear. Therefore, the gear 54 and the output side drive shaft 5 are unlocked.

(Shift control flow)
Next, a shift control flow executed by the shift control circuit 28 executing a computer program stored in the storage unit 37 will be described with reference to FIG. Note that this shift control flow starts when the ignition switch of the vehicle is turned on and ends when the ignition switch is turned off.

  In step S101 of the shift control flow, it is determined based on the detection signal of the shift sensor 31 whether or not a shift command has been input.

  Step S101 is repeatedly executed while a negative determination is made, and when an affirmative determination is made, the process proceeds to step S102. In step S102, it is determined whether or not the traveling speed of the vehicle detected by the vehicle speed sensor 8 is not less than 0 and not more than the set speed S. Here, the speed S is set to a low speed value at which the range can be easily switched in the automatic transmission 4, for example, 10 km / h. That is, in step S102, it is determined whether or not the vehicle is in a travel stop state or in a low speed travel state at a set speed S or less.

  If an affirmative determination is made in step S102, the process proceeds to step S103, where the shift command that has been input and confirmed in the most recent step S101 is a command for switching the D range (hereinafter referred to as "D range command"). Is determined based on the detection signal of the shift sensor 31.

  When an affirmative determination is made in step S103, the process proceeds to step S104, and it is determined whether or not an obstacle has been detected by at least one of the front sensor 34 and the lower sensor 36. Here, the obstacles in front and below the vehicle detected by the sensors 34 and 36 are highly likely to collide with the vehicle when traveling in the D range. That is, in step S104, it is determined whether or not an obstacle existing in at least one of the front and the lower side of the vehicle is detected as an obstacle that becomes an obstacle in forward traveling in the D range.

  If a negative determination is made in step S104, that is, if an obstacle in forward travel is not detected, the process proceeds to step S105. In step S105, the D range command is received and rotation output control of the shift actuator 22 is performed to switch the actual range to the D range which is the selected range, and then the process returns to step S101.

  On the other hand, when an affirmative determination is made in step S104, that is, when an obstacle in forward traveling is detected, steps S106 and S107 are sequentially executed. Specifically, in step S106, switching to the D range is prohibited by rejecting the D range command. In the subsequent step S107, the warning device 40 is controlled to warn the occupant that the SBW system 2 is in a shift command rejection state. Here, particularly in the present embodiment, a warning is issued so as to specify the D range of the switching destination by changing the display color, blinking the display, voice notification, or the like.

In step S108 executed after step S107, the shift sensor 31 detects whether or not the next rejection cancellation condition D1 or rejection cancellation condition D2 is satisfied within the set time Td from the start of the warning in step S107. The determination is made based on the signal and the command signal of the command switch 27. Here, the time Td is set to a time that is necessary and sufficient for determining whether the conditions D1 and D2 are satisfied, for example, 30 seconds.
(D1) A shift command with a range other than the D range as the switching destination is not input.
(D2) A rejection cancellation command is input.

  If a negative determination is made in step S108, that is, if neither the condition D1 nor the condition D2 is satisfied within the set time Td, the process proceeds to step S109. In step S109, the process returns to step S101 while maintaining the rejection state of the D range command and prohibiting switching to the D range. In step S109 of the present embodiment, the warning started in step S107 is stopped when returning to step S101.

  On the other hand, if an affirmative determination is made in step S108, that is, if the condition D1 or the condition D2 is satisfied within the set time Td, the process proceeds to step S110. In step S110, the warning started in step S107 is stopped, and the D range command is accepted and switching to the D range is realized. Then, the process returns to step S101.

  The case where an affirmative determination is made in step S103 is as described above. However, if a negative determination is made in step S103, first, step S111 is executed. Specifically, in step S111, the shift sensor 31 determines whether or not the shift command confirmed in the most recent step S101 is a command for switching the R range (hereinafter referred to as “R range command”). The determination is made based on the detection signal.

  If an affirmative determination is made in step S111, the process proceeds to step S112 to determine whether or not an obstacle has been detected by at least one of the rear sensor 35 and the lower sensor 36. Here, the obstacles behind and below the vehicle detected by the sensors 35 and 36 are highly likely to collide with the vehicle when traveling in the R range. That is, in step S112, it is determined whether or not an obstacle located at least one of the rear and the lower side of the vehicle is detected as an obstacle that becomes an obstacle in reverse traveling in the R range.

  If a negative determination is made in step S112, that is, if an obstacle in reverse travel is not detected, the process proceeds to step S113. In step S113, the R range command is received and the rotation output control of the shift actuator 22 is performed to switch the actual range to the R range which is the selected range, and then the process returns to step S101.

  On the other hand, when an affirmative determination is made in step S113, that is, when an obstacle in reverse travel is detected, steps S114 and S115 are sequentially executed. Specifically, in step S114, switching to the R range is prohibited by rejecting the R range command. In the subsequent step S115, the SBW system 2 is warned to the passenger that the SBW system 2 is in a shift command rejection state, in accordance with step S107. However, in the case of step S115, a warning is issued so as to specify the R range that is the switching destination.

In step S116 executed after step S115, the shift sensor 31 detects whether or not the next rejection cancellation condition R1 or rejection cancellation condition R2 is satisfied within the set time Tr from the start of the warning in step S115. The determination is made based on the signal and the command signal of the command switch 27. Here, the time Tr is set to the same or different value as the set time Td adopted in step S108 as the time necessary and sufficient for determining whether the conditions R1 and R2 are satisfied. In the present embodiment, for example, the same value is set to 30 seconds or the like.
(R1) A shift command with a range other than the R range as the switching destination is not input.
(R2) A rejection cancellation command is input.

  If a negative determination is made in step S116, that is, if neither the condition R1 nor the condition R2 is satisfied within the set time Tr, the process proceeds to step S117. In step S117, the R range command rejection state is maintained and switching to the R range is prohibited, and the process returns to step S101. In step S117 of this embodiment, the warning started in step S115 is stopped when returning to step S101.

  On the other hand, if an affirmative determination is made in step S116, that is, if the condition R1 or the condition R2 is satisfied within the set time Tr, the process proceeds to step S118. In step S118, the warning started in step S115 is stopped, the R range command is received, and switching to the R range is realized. Then, the process returns to step S101.

  In this shift control flow, if a negative determination is made in step S111, the process proceeds to step S119. Moreover, also when negative determination is made in the above-mentioned step S102, it transfers to step S119. As described above, in step S119, which is shifted from steps S111 and S102, the shift command that is input and confirmed in the latest step S101 is accepted as it is, and the rotation output control of the shift actuator 22 is performed. As a result, the actual range is switched to the selected range according to the received shift command.

  As described above, according to the first embodiment, even if an occupant erroneously inputs the D range command in the vehicle travel stop state or the low speed travel state, when an obstacle that becomes an obstacle in the vehicle travel in the D range is detected, When the command is rejected, switching to the D range is surely prohibited. Similarly, even if an occupant erroneously inputs the R range command when the vehicle is in a stopped state or at a low speed, the command is rejected when an obstacle that is an obstacle in traveling the vehicle in the R range is detected. Therefore, switching to the R range is surely prohibited. According to these, it is possible to avoid with high accuracy a situation in which the vehicle travels and collides with an obstacle against the will of the occupant despite an obstacle due to an input error of the D range command or the R range command. Can do. Therefore, the safety of the vehicle is improved.

  Here, particularly in the first embodiment, the D range command and the R range command are rejected by detecting an obstacle in a traveling stop state in which a person such as a child is likely to approach the vehicle. Therefore, even if a D-range command or an R-range command is input in the vicinity of a vehicle in a running stop state, the human can be prevented from colliding with the vehicle by being detected as an obstacle. Therefore, the occurrence of an accident can be prevented in advance.

  Furthermore, according to the first embodiment, in the state where the D range command or the R range command is rejected, the occupant can recognize the rejection by a warning from the warning device 40. According to this, it is possible to avoid a situation in which the occupant is confused because the actual range is not switched despite the input of the D range command or the R range command.

  In addition, according to the first embodiment, the occupant can also recognize the presence of an obstacle causing the rejection of the D range command or the R range command by the warning from the warning device 40. Therefore, if there is a problem with the presence of an obstacle, the occupant can realize safe vehicle travel by solving the problem. On the other hand, when there is no problem in the presence of an obstacle, or even if there is a problem, the occupant does not input a shift command other than the rejected command for more than the set time Td, Tr from the start of the warning, or rejected. By inputting the release command, it is possible to force the SBW system 2 to accept the command.

  In the first embodiment described so far, the shift control device 20 corresponds to “shift control means” and “shift command processing means”, and the warning device 40 corresponds to “warning means”.

(Second embodiment)
As shown in FIGS. 5-8, 2nd embodiment of this invention is a modification of 1st embodiment. In the second embodiment, a pre-parking range storage flow is added, and a shift control flow different from that in the first embodiment is executed.

(Flow range storage before parking)
Hereinafter, the pre-parking range storage flow executed by the shift control circuit 28 executing the computer program stored in the storage unit 37 in the second embodiment will be described with reference to FIG. Note that this pre-parking range storage flow starts when the ignition switch of the vehicle is turned on and ends when the ignition switch is turned off.

  In step S201 of the pre-parking range storage flow, it is determined based on the detection signal of the rotational position sensor 24 whether the current actual range is the D range or the R range.

  Step S201 is repeatedly executed while a negative determination is made, and when an affirmative determination is made, the process proceeds to step S202. In this step S202, it is determined based on the detection signal of the vehicle speed sensor 8 whether or not the vehicle is running in the actual range confirmed in step S201.

  If a negative determination is made in step S202, the process returns to step S201. On the other hand, if an affirmative determination is made in step S202, the process proceeds to step S203, and it is determined based on the detection signal of the vehicle speed sensor 8 whether or not the vehicle whose traveling state has been confirmed in step S202 has stopped. .

  Step S203 is repeatedly executed while a negative determination is made, and when an affirmative determination is made, the process proceeds to step S204. In this step S204, the actual range at the time of stoppage of travel detected by the rotational position sensor 24, that is, the D range or R range is set as the reference range.

  After setting the reference range, in step S205, it is determined based on the detection signal of the vehicle speed sensor 8 whether or not the vehicle has started running, and in step S206, a shift command (hereinafter, referred to as P range) is selected. , “P range command”) is input based on the detection signal of the shift sensor 31.

  While negative determinations are made in both steps S205 and S206, these steps S205 and S206 are repeatedly executed. On the other hand, if a positive determination is made in step S205, the process returns to step S201. On the other hand, if a positive determination is made in step S206, the process proceeds to step S207, the reference range set in step S204 is stored in the storage unit 37, and then the process returns to step S201. Here, when an affirmative determination is made in step S206, that is, when a P range command is input, the actual range becomes the P range by performing the shift control flow of the present embodiment described in detail later, and the vehicle is parked. It becomes. Therefore, it can be said that the reference range memorize | stored in the memory | storage part 37 by step S207 is a driving | running | working range before parking of a vehicle.

(Shift control flow)
Hereinafter, the shift control flow according to the second embodiment will be described with reference to FIGS. This shift control flow is the first in that the shift command permission / inhibition determination and range switching are performed while using the reference range stored in the storage unit 37 of the shift control circuit 28 by performing the above-described pre-parking range storage flow. It is different from the embodiment.

  As shown in FIG. 6, in step S <b> 301 in the shift control flow of the second embodiment, it is determined based on the detection signal of the rotational position sensor 24 whether or not the current range is the P range.

  When an affirmative determination is made in step S301, the process proceeds to step S302, and it is determined based on the detection signal of the shift sensor 31 whether or not a shift command is input.

  Step S302 is repeatedly executed while a negative determination is made, and when an affirmative determination is made, the process proceeds to step S303. In step S303, it is determined whether or not the latest reference range stored in the storage unit 37 is the D range.

  When an affirmative determination is made in step S303, step S304 according to step S103 of the first embodiment is executed. Furthermore, when an affirmative determination is made in step S304, that is, when the shift command that has been input and confirmed in the most recent step S302 is a D range command, steps S305 and S306 according to steps S106 and S107 of the first embodiment are used. Execute. As described above, in the parked vehicle, when the D range command for switching to the latest reference range stored in the storage unit 37, that is, the same D range as that before parking, is input, the command is rejected and the D range. Switching to is prohibited, and a warning is issued to the occupant.

  In addition, after step S306, the rejection state of D range command is maintained or cancelled | released by execution of step S307-S309 according to step S108-S110 of 1st embodiment, and it returns to step S301. If a negative determination is made in step S304, the execution of steps S310 to S317 according to steps S111 to S118 of the first embodiment causes the shift command that has been confirmed to be input in the latest step S302 to be the R range command. In this case, a process based on whether or not an obstacle is detected is performed, and the process returns to step S301. Furthermore, when a negative determination is made in step S310, switching to the selected range (here, N range) is realized by executing step S318 according to step S119 of the first embodiment, and then the process returns to step S301.

  The case where an affirmative determination is made in step S303 is as described above. However, in the case where a negative determination is made in step S303, that is, when the latest reference range is the R range, FIG. As shown, step S319 according to step S111 of the first embodiment is executed. Further, when an affirmative determination is made in step S319, that is, when the shift command that is confirmed to be input in the latest step S302 is an R range command, steps S320 and S321 according to steps S114 and S115 of the first embodiment are used. Execute. As described above, in the parked vehicle, when an R range command having the latest reference range stored in the storage unit 37, that is, the same R range as that before parking, is input as a switching destination, the command is rejected and the R range is entered. Switching is prohibited, and a warning is issued to the occupant.

  After step S321, the rejection state of the R range command is maintained or canceled by executing steps S322 to S324 according to steps S116 to S118 of the first embodiment, and the process returns to step S301. In addition, when a negative determination is made in step S319, the shift command that has been confirmed to be input in the most recent step S302 by the execution of steps S325 to S332 according to steps S103 to S110 of the first embodiment is the D range command. In this case, a process based on whether or not an obstacle is detected is performed, and the process returns to step S301. Furthermore, when a negative determination is made in step S325, switching to the selected range (N range here) is realized by executing step S333 according to step S119 of the first embodiment, and then the process returns to step S301.

  In the above, the case where affirmation determination was made in step S301 was demonstrated. On the other hand, if a negative determination is made in step S301, as shown in FIG. 8, whether or not the shift command is permitted and determined by executing steps S334 to S352 according to steps S101 to S119 of the first embodiment. The process based on the result is performed, and the process returns to step S301.

  As described above, according to the second embodiment, even when a shift command for switching to the same travel range as that before parking is erroneously input in the parking state of the vehicle, the command is rejected and Switching to the same travel range is prohibited. According to this, when the vehicle starts traveling in the same traveling range as before parking, it is possible to surely avoid a situation in which the vehicle collides with an obstacle such as a car stop or a wall of the parking lot existing in the traveling direction. Therefore, the safety of the vehicle is improved.

  Here, particularly in the second embodiment, even when the vehicle is stopped and the parking state is realized by switching to the P range before the parking state is realized, the collision avoidance is avoided. As a reference range, a travel range at the time of travel stop that is originally required can be obtained. Therefore, it is possible to accurately determine whether the input command is permitted or not based on the reference range and to ensure higher safety.

  Furthermore, according to the second embodiment, when the shift command for switching the travel range different from that before parking in the parking state is erroneously input, or in the travel stop state and the low speed travel state except the parking state of the vehicle, Even if a shift command is input with the switch destination as the switching destination, the collision between the vehicle and the obstacle can be avoided by the same principle as in the first embodiment.

  In the second embodiment described so far, the shift control device 20 corresponds to “shift control means” and “shift command processing means”, and the storage unit 37 of the shift control circuit 28 corresponds to “range storage means”. ing.

(Third embodiment)
As shown in FIGS. 9 and 10, the third embodiment of the present invention is a modification of the second embodiment. In the third embodiment, sensors 102, 104, and 106 are added to the shift control device 100, and a shift control flow different from that in the second embodiment is performed.

(Shift control device)
As shown in FIG. 9, in the shift control device 100 of the third embodiment, the tilt sensor 102 is, for example, an acceleration sensor, a gyro sensor, or the like whose detection axis is the front-rear direction of the vehicle. To detect. The tilt sensor 102 is electrically connected to the shift control circuit 110 of the shift control device 100, whereby the shift control circuit 110 uses the detection signal of the tilt sensor 102 for the rotation output control of the shift actuator 22.

  In the shift control device 100, the foot brake sensor 104 and the parking brake sensor 106 detect the operating states of the foot brake 120 and the parking brake 122 of the vehicle, respectively. The brake sensors 104 and 106 are electrically connected to the shift control circuit 110, whereby the shift control circuit 110 uses the detection signals of the brake sensors 104 and 106 for controlling the rotation output of the shift actuator 22.

(Shift control flow)
Hereinafter, the shift control flow according to the third embodiment will be described with reference to FIG. This shift control flow is different from that of the second embodiment in that control steps S360 to S368 using detection signals of the sensors 102, 104, and 106 are executed instead of steps S303 to S333 of the second embodiment. .

  Specifically, if an affirmative determination is made in both steps S301 and S302, that is, if a shift command is input while the vehicle is parked, the process proceeds to step S360. In this step S360, it is determined based on the detection signal of the tilt sensor 102 whether or not the tilt angle of the vehicle in the front-rear direction with respect to the horizontal plane is equal to or larger than the set angle θ. Here, the angle θ is, for example, the minimum angle or the traveling speed at the time of descending among the angles of the inclined ground where the vehicle whose brakes 120 and 122 are released in the N range may fall forward or backward due to its own weight. It is set to an angle that is equal to or greater than a predetermined value. That is, in step S360, it is determined whether or not the vehicle is in a parked state on an inclined land inclined in the longitudinal direction of the vehicle by a set angle θ or more.

  When an affirmative determination is made in step S360, the process proceeds to step S361, where the shift command that has been confirmed to be input in the latest step S302 is a command for switching the N range (hereinafter referred to as an “N range command”). Is determined based on the detection signal of the shift sensor 31. As a result, when an affirmative determination is made, the process proceeds to step S362, where it is determined based on the detection signals of the brake sensors 104, 106 whether or not the brakes 120, 122 are both in a released state.

  If an affirmative determination is made in step S362, steps S363 and S364 are sequentially executed. Specifically, in step S363, switching to the N range is prohibited by rejecting the N range command, and in subsequent step S364, a warning is issued in accordance with step S107 of the first embodiment. However, in the case of step S364, a warning is issued so as to specify the N range that is the switching destination.

In step S365 executed after step S364, the shift sensor 31 detects whether or not the next rejection cancellation condition N1 or rejection cancellation condition N2 is satisfied within the set time Tn from the start of the warning in step S364. The determination is made based on the signal and the command signal of the command switch 27. Here, the time Tn is set to the same or different value as the set times Td and Tr as the time necessary and sufficient for determining whether the conditions N1 and N2 are satisfied. For example, the same value is set to 30 seconds or the like.
(N1) A shift command with a switching destination other than the N range is not input.
(N2) A rejection cancellation command is input.

  If a negative determination is made in step S365, that is, if neither condition N1 nor condition N2 is satisfied within the set time Tn, the process proceeds to step S366. In step S366, the N range command rejection state is maintained, and switching to the N range is prohibited, and the process returns to step S301. In step S366 of the present embodiment, the warning started in step S364 is stopped when returning to step S301.

  On the other hand, if an affirmative determination is made in step S365, that is, if the condition N1 or the condition N2 is satisfied within the set time Tn, the process proceeds to step S367. In step S367, the warning started in step S364 is stopped, the N range command is received, and switching to the N range is realized. Then, the process returns to step S301.

  If a negative determination is made in any of the above-described steps S360, S361, and S362, switching to the selected range is realized by executing step S368 according to step S119 of the first embodiment, and then the process proceeds to step S301. Will return.

  As described above, in the third embodiment, when both the brakes 120 and 122 are released in a vehicle parked on a slope with a set angle θ or more, even if the N range command is erroneously input, the command is rejected. Switching to the N range is prohibited. Therefore, it is possible to improve the safety of the vehicle by avoiding the situation where the vehicle starts to descend rapidly on the slope having the set angle θ or more.

  In the third embodiment described so far, the shift control device 100 corresponds to “shift control means” and “shift command processing means”.

(Fourth embodiment)
As shown in FIGS. 11-14, 4th embodiment of this invention is a modification of 1st embodiment. In the fourth embodiment, a navigation device 202 is added to the shift control device 200, and a shift control flow different from that of the first embodiment is performed.

(Shift control device)
As shown in FIG. 11, the navigation device 202 provided in front of the driver's seat of the vehicle in the shift control device 200 of the fourth embodiment includes a position detection unit 204, a database unit 205, a display unit 206, an acoustic unit 207, and an operation unit 208. And a navigation control circuit 210.

  The position detection unit 204 is a combination of a receiver, a geomagnetic sensor, a gyro sensor, and the like, for example, and detects the current location of the vehicle based on a position information signal received from a GPS satellite or a DSRC type beacon. The database unit 205 stores, for example, map information, character information, voice information, and the like as support information for supporting vehicle travel so as to be readable in a predetermined storage medium. The display unit 206 includes, for example, a liquid crystal display, an organic EL display, and the like, and outputs map information, character information, and the like among support information by screen display in the vehicle interior. The acoustic unit 207 is a speaker, for example, and outputs audio information of the support information into the passenger compartment. The operation unit 208 includes, for example, an operation switch, a touch panel, and the like, and is operated by an occupant for inputting a command for changing the operation state of the navigation device 202.

  The navigation control circuit 210 is mainly composed of a microcomputer and is electrically connected to each unit 204, 205, 206, 207, 208 of the navigation device 202. The navigation control circuit 210 receives a detection signal representing the current location from the position detection unit 204, reads out the optimum support information in the driving support based on the current location from the database unit 205, and outputs it from the display unit 206 and the acoustic unit 207. To do.

  The navigation control circuit 210 is electrically connected to the shift control circuit 220 of the shift control device 200. Thereby, the shift control circuit 220 acquires the detection signal of the position detection unit 204 representing the current location and the map information stored in the database unit 205 through the shift control circuit 220, and controls the rotation output control of the shift actuator 22 with these detection signal and map information. To use.

(Shift control flow)
Hereinafter, the shift control flow according to the fourth embodiment will be described with reference to FIGS. As shown in FIG. 12, this shift control flow is that the highway processing routine in step S400 and the parking prohibited area processing routine in step S500 using the navigation device 202 are executed instead of step S119 in the first embodiment. This is different from the first embodiment.

  First, the highway processing routine in step S400 will be described. This highway processing routine is executed when a negative determination is made in step S102. Specifically, as shown in FIG. 13, in step S401 of the expressway processing routine, it is determined based on the detection signal of the shift sensor 31 whether or not the shift command input and confirmed in the latest step S101 is an R range command. To do. As a result, if an affirmative determination is made, the process proceeds to step S402, where the current location of the vehicle is an expressway (except for areas where reverse travel is possible, such as a shelter, parking area or service area parking lot) Is determined based on the detection signal of the position detection unit 204 and the map information stored in the database unit 205.

  If an affirmative determination is made in step S402, that is, if the current location is an expressway, steps S403 and S404 according to steps S114 and S115 of the first embodiment are executed. As described above, in a vehicle traveling on a highway, when an R range command is input, the command is rejected, switching to the R range is prohibited, and a warning is issued to the occupant.

  After step S404, the R range command rejection state is maintained or canceled by executing steps S405 to S407 according to steps S116 to S118 of the first embodiment, and the process returns to step S101. If a negative determination is made in either step S401 or 402, switching to the selected range is realized by executing step S408 according to step S119 of the first embodiment, and then the process returns to step S101. .

  Next, the parking prohibited area processing routine of step S500 shown in FIG. 12 will be described. This parking prohibited area processing routine is executed when a negative determination is made in step S111. Specifically, as shown in FIG. 14, in step S501 of the parking prohibited area processing routine, based on the detection signal of the shift sensor 31, whether or not the shift command input and confirmed in the latest step S101 is a P range command. judge. As a result, when an affirmative determination is made, the process proceeds to step S502, where the current location of the vehicle is a parking prohibited area (for example, a parking prohibited area or a parking prohibited area according to traffic regulations, a sidewalk, a pedestrian crossing, a stop, It is determined based on the detection signal of the position detection unit 204 and the map information stored in the database unit 205 whether it is an emergency vehicle entrance / exit, a fire hydrant installation area, or the like.

  If an affirmative determination is made in step S502, that is, if the current location is a parking prohibited area, steps S503 and S504 are sequentially executed. Specifically, in step S503, switching to the P range is prohibited by rejecting the P range command, and in subsequent step S504, a warning is issued in accordance with step S107 of the first embodiment. However, in the case of step S504, a warning is issued so as to specify the P range as the switching destination.

In step S505 executed after step S504, the shift sensor 31 detects whether or not the next rejection cancellation condition P1 or rejection cancellation condition P2 is satisfied within the set time Tp from the start of the warning in step S504. The determination is made based on the signal and the command signal of the command switch 27. Here, the time Tp is set to the same or different value as the set times Td and Tr as the time necessary and sufficient for determining whether the conditions P1 and P2 are satisfied. The same value is set to 30 seconds, for example.
(P1) A shift command with a range other than the P range as the switching destination is not input.
(P2) A rejection cancellation command is input.

  If a negative determination is made in step S505, that is, if neither condition P1 nor condition P2 is established within the set time Tp, the process proceeds to step S506. In step S506, the P range command rejection state is maintained and switching to the P range is prohibited, and the process returns to step S101. In step S506 of the present embodiment, the warning started in step S504 is stopped when returning to step S101.

  On the other hand, if an affirmative determination is made in step S505, that is, if the condition P1 or the condition P2 is satisfied within the set time Tp, the process proceeds to step S507. In step S507, the warning started in step S504 is cancelled, and the P range command is received and switching to the P range is realized. Then, the process returns to step S101.

  If a negative determination is made in any of the above-described steps S501 and 502, after switching to the selected range (here, N range) is realized by executing step S508 according to step S119 of the first embodiment. The process returns to step S101.

  As described above, in the fourth embodiment, when the current location of the vehicle is identified as an expressway, even if the R shift command is erroneously input, the command is rejected and switching to the R range is prohibited. It has become. Therefore, the situation where the host vehicle collides with the following vehicle due to reverse running on the highway can be avoided, and the safety of the vehicle can be improved.

  In the fourth embodiment, if the current location of the vehicle is identified as a parking prohibited area, even if a P range command is input, the command is rejected and switching to the P range is prohibited. It has become. Therefore, not only the safety of the vehicle but also the compliance with traffic laws can be improved.

  Furthermore, according to the fourth embodiment, since the navigation device 202 that performs the vehicle driving support function is also used for identifying the current location in the shift control, it is possible to suppress an increase in cost caused by mounting the SBW system 2 on the vehicle. Is possible.

  In the fourth embodiment described so far, the shift control device 200 corresponds to “shift control means” and “shift command processing means”, and the navigation device 202 corresponds to “current location identification means”.

(Other embodiments)
Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and can be applied to various embodiments without departing from the scope of the present invention. .

  For example, in the SBW system 2 of the first to fourth embodiments, the front sensor 34 and the rear sensor 35 may be configured by an electromagnetic wave sensor similar to the lower sensor 36. In the SBW system 2 of the first to fourth embodiments, the lower sensor 36 is configured according to the front sensor 34 and the rear sensor 35, that is, a configuration that detects an obstacle below the vehicle in cooperation with the stereo camera and the image processing circuit. It is good. Furthermore, in the SBW system 2 of the first to fourth embodiments, a range selector such as a paddle type or a switch type other than the lever type may be employed as the range selector 21.

  In the shift control flow of the first to fourth embodiments, only an obstacle in front of the vehicle may be detected as an obstacle in forward traveling of the vehicle. Further, in the shift control flow of the first to fourth embodiments, only an obstacle behind the vehicle may be detected as an obstacle in the reverse travel of the vehicle. Furthermore, in the shift control flow of the first to fourth embodiments, rejection of a shift command by detecting an obstacle may be realized only in a travel stop state in which the travel speed is zero.

  In the shift control flow of the second and third embodiments, when the current range is not the P range, step S352 may be directly executed, and steps S334 to S351 may be omitted. In the shift control flow of the second embodiment, if a negative determination is made in step S304, step S318 may be directly executed, and steps S310 to S317 may be omitted. Furthermore, in the shift control flow of the second embodiment, if a negative determination is made in step S319, step S333 may be directly executed, and steps S325 to S332 may be omitted.

  In the shift control flow of the second and third embodiments, highway processing and parking prohibited area processing may be executed instead of step S352 in accordance with the fourth embodiment. Further, in the shift control flow of the third embodiment, when a negative determination is made in any of steps S360, S361, and S362, instead of executing step S368, the process proceeds to steps S303 to S333 of the second embodiment. A corresponding step may be executed.

  In the shift control flow of the fourth embodiment, when an affirmative determination is made in steps S103 and S111, steps S105 and S113 are directly executed, and steps S104, S106 to S110, S112, and S114 to S118 are omitted. You may do it. Moreover, in the shift control flow of the fourth embodiment, a step according to step S119 of the first embodiment may be executed instead of executing one of the expressway processing routine and the parking prohibited area processing routine.

  As the automatic transmission 4 to which the present invention is applied, for example, a low (L) range as a forward range is added in addition to the four ranges of P, R, N, and D prepared. For example, two or more types of forward ranges may be prepared, or two or more types of reverse ranges may be prepared.

It is a flowchart which shows the shift control flow by 1st embodiment of this invention. 1 is a schematic configuration diagram showing an SBW system according to a first embodiment of the present invention. It is a perspective view which shows the detailed structure of the conversion mechanism by 1st embodiment of this invention. It is the IV-IV sectional view taken on the line of FIG. It is a flowchart which shows the range storage flow before parking by 2nd embodiment of this invention. It is a flowchart which shows a part of shift control flow by 2nd embodiment of this invention. It is a flowchart which shows the part following VII of FIG. 6 in the shift control flow by 2nd embodiment of this invention. It is a flowchart which shows the part which follows VIII of FIG. 6 in the shift control flow by 2nd embodiment of this invention. It is a schematic block diagram which shows the SBW system by 3rd embodiment of this invention. It is a flowchart which shows the characteristic part of the shift control flow by 3rd embodiment of this invention. It is a schematic block diagram which shows the SBW system by 4th embodiment of this invention. It is a flowchart which shows the shift control flow by 4th embodiment of this invention. It is a flowchart which shows the highway processing routine of FIG. It is a flowchart which shows the parking prohibition area process routine of FIG.

Explanation of symbols

2 SBW system, 4 automatic transmission, 5 output side drive shaft, 6 engine, 8 vehicle speed sensor, 10 automatic transmission control device, 12 hydraulic circuit, 20, 100, 200 shift control device (shift control means / shift command processing means) ), 21 Range selector, 22 Shift actuator, 23 Conversion mechanism, 24 Rotation position sensor, 26 External field detector, 27 Command switch, 28, 110, 220 Shift control circuit, 30 Shift lever, 31 Shift sensor, 32 Output shaft, 34 Front sensor, 35 Rear sensor, 36 Lower sensor, 37 Storage unit (range storage means), 40 Warning device (warning means), 50 Detent plate, 50P, 50R, 50N, 50D Groove, 51 Detent spring, 52 Park rod, 53 Park Paul, 54 Park Gear, 10 2 tilt sensor, 104 foot brake sensor, 106 parking brake sensor, 120 foot brake, 122 parking brake, 202 navigation device (current location identification means), 204 position detection unit, 205 database unit, 206 display unit, 207 sound unit, 208 operation Part, 210 navigation control circuit, S set speed, Td, Tr, Tn, Tp set time, θ set angle

Claims (5)

A shift actuator for generating an output for switching the range of the automatic transmission in the vehicle;
Shift control means for electrically controlling the output of the shift actuator in accordance with a shift command input by an occupant of the vehicle;
Shift command processing means for rejecting an input shift command by detecting an obstacle that causes the vehicle to travel in the travel range when a shift command having a travel range as a switching destination is input;
When the vehicle is parked after traveling in one of a forward range and a reverse range as a travel range, range storage means for storing the travel range before parking as a reference range;
Equipped with a,
When a shift command having a forward range as a traveling range as a switching destination is input, the shift command processing means detects the obstacle in at least one of the front and the lower side of the vehicle to input the shift Reject the directive,
When a shift command with a reverse range as a travel range as a switching destination is input, the shift command processing means detects the obstacle by detecting the obstacle at least one of the rear side and the lower side of the vehicle. Reject the directive,
The shift command processing means rejects the input shift command by detecting the obstacle when a shift command with a travel range as a switching destination is input in a traveling state below the set speed of the vehicle,
The shift command processing means rejects the input shift command by detecting the obstacle when a shift command with a travel range as a switching destination is input in a travel stop state of the vehicle,
The shift command processing means matches the reference range stored in the range storage means when the shift command with the travel range as the switching destination is input in the travel stop state including the parking state of the vehicle. A shift-by-wire system characterized by rejecting an input shift command . The range storage means stores, as the reference range, a travel range at the time when the travel of the vehicle is stopped when a shift command for switching a parking range is input after the travel of the vehicle is stopped. 2. The shift-by-wire system according to 1. The shift command processing unit after rejection of the shift command, if different shift command rejection was a shift command is not input set time or more, according to claim 1 or 2, characterized in that for receiving the rejected shift command Shift-by-wire system. The shift command processing unit after rejection of the shift command, if rejection release command by the occupant of the vehicle is input, any one of claims 1 to 3, characterized in that for receiving the rejected shift command Shift-by-wire system as described in. The shift-by-wire system according to any one of claims 1 to 4 , further comprising a warning unit that issues a warning when the shift command is rejected by the shift command processing unit.

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