JP4893258B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus.

  Conventionally, in a vehicle employing a wet clutch controlled by hydraulic pressure, it takes some time for the transmission hydraulic pressure to increase immediately after the engine is started. If the transmission shift position is set to the D range (start position) within the time when the hydraulic pressure rises and the foot brake is released and the accelerator is depressed to start the operation, the clutch will be mechanically engaged even if the clutch connection instruction is controlled. Since it is not connected, the driving force is not transmitted to the wheels, and the vehicle moves backward on the uphill road against the driver's intention. In order to prevent the vehicle from retreating on such an uphill road, a brake holding device (slope start assisting device) is used.

  By the way, in recent years, an idling stop-and-start control (hereinafter referred to as ISS control) is known in which an engine is temporarily stopped automatically when the vehicle is stopped and then automatically restarted at the time of start-up. . For example, Patent Document 1 proposes a vehicle control device that restarts an engine while maintaining a braking force when idling is stopped.

JP 2006-009716 A

  For example, in the vehicle control apparatus that performs the above-described ISS control, immediately before restart from the idling stop, the brake holding device is operated to hold the braking force, and the engine restarts the braking force holding by the brake holding device. Some of them are released when the transmission is geared into the starting stage after the transmission.

  In such a vehicle control device, if the transmission is mechanically lost due to a garage shift operation or the like and the gear is not engaged, the release condition for holding the braking force is not satisfied.

  Therefore, if the transmission fails when restarting on an uphill road, even if the driver releases the brake pedal and releases the parking brake, the brake holding device holds the brake and the vehicle does not move backward.

  On the other hand, in engine starting other than automatic engine starting by ISS control (for example, starting by ignition key operation), if the transmission mechanically fails due to a normal garage shift operation and the gear does not engage, the brake holding device controls There is no power holding. For this reason, when the transmission has failed when starting up by operating the ignition key on the uphill road, the vehicle has moved backward when the driver releases the brake pedal and releases the parking brake.

  Thus, conventionally, there has been a difference in vehicle behavior when a transmission fails on an uphill road depending on whether the engine is automatically started by ISS control or manually started by an ignition key or the like. Furthermore, when the automatic start by ISS control is performed, if the transmission has failed, the braking force is maintained even though the driver does not intend to assist in starting the slope, which causes confusion for the driver. There was a concern that it would end up.

  That is, after the engine is restarted by the ISS control, when the braking force holding is released by the gear-in instruction, when the transmission fails, the braking force holding is not released and the braking force remains held.

  Therefore, a failure at the time of engine restart from idling stop (unintentional braking force is maintained), and a failure at engine start due to ignition key ON that is not based on ISS control (braking force is not maintained, climbing uphill) There is a problem that the driver's driving operation is uncomfortable.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control apparatus that can solve the above-described problems and can prevent a driver from being confused when starting an engine.

In order to achieve the above object, the present invention provides an automatic stop control unit for temporarily stopping the engine when a predetermined engine stop condition is satisfied during operation of the engine of the vehicle, and during the temporary stop by the automatic stop control unit. A braking force holding unit that continuously operates the braking means of the vehicle when a predetermined restarting operation is performed, and the engine is operated when a predetermined restarting condition is satisfied while the braking force holding unit holds the braking force. In the vehicle control device including a restart control unit for restarting, the shift control unit for controlling the transmission of the vehicle and the shift control when the engine is restarted by the restart control unit. When the transmission is geared into the starting stage by the part, the operation of the braking means by the braking force holding part is released, while the transmission is When could not be gear-in start gear with Recessed, when the braking operation manual is performed, the braking force hold releasing unit for releasing the operation of the braking means according to the braking force holding unit, failure of the transmission Warning means for warning the warning force, and the braking force holding release unit is configured to wait until the manual braking operation is performed when the transmission fails and the gear cannot be engaged in the starting position. This is a warning by means .

  Preferably, the vehicle is provided with a plurality of braking operation means for performing a manual braking operation, and the braking force holding release unit is configured to perform the braking operation until the braking operation is performed by at least one of the plurality of braking operation means. This is to wait for the braking means to be released by the braking force holding unit.

  According to the present invention, it is possible to prevent the driver from being confused when starting the engine.

  Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  The vehicle control device according to the present embodiment is applied to a large vehicle such as a truck, for example.

  First, a vehicle and a vehicle control device will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 2 includes an engine 3 (for example, a diesel engine), a transmission 4 connected to the engine 3, braking means 5 that applies a braking force to the vehicle 2, the engine 3, and the transmission 4 and an electronic control unit 6 for controlling the braking means 5.

  The engine 3 includes an injector for injecting and supplying fuel to a combustion chamber (not shown), and a starter for starting the engine 3.

  The transmission 4 is a multi-stage transmission having a plurality of selectable gear stages. For example, a constantly meshing multi-stage transmission having a main shaft and a sub shaft can be considered. Although not shown, a clutch is provided between the transmission 4 and the engine 3, and hydraulic pressure is supplied to the clutch and the transmission 4 from an engine-driven oil pump.

  The braking means 5 includes a service brake (foot brake) 51 that mainly provides a braking force for decelerating the vehicle 2 when the vehicle 2 travels, and a parking brake that mainly provides a braking force for maintaining the vehicle 2 in a stopped state. 52.

  The service brake 51 of the present embodiment is provided with a braking force holding means for holding a braking force (braking state) (maintaining a stopped state when the vehicle is stopped).

  More specifically, the service brake 51 regulates the discharge of compressed air from the brake actuator (not shown) that operates on the brake side by supplying compressed air and operates on the release side by discharging, and the brake actuator. And an HSA valve 7 for holding a braking state, and the HSA valve 7 serves as a braking force holding means.

  The HSA valve 7 is also used as a slope start assist device (Hill Start Add). For example, when the vehicle starts on an uphill road, the HSA valve 7 is operated to the braking side by a driver's switch operation or the like.

  The vehicle 2 is provided with a service brake pedal 53 for operating the service brake 51 and a parking brake lever 54 for operating the parking brake 52. The service brake pedal 53 and the parking brake lever 54 constitute a braking operation means for performing a manual braking operation.

  The service brake pedal 53 and the parking brake lever 54 are connected to a braking force holding / releasing unit 16 of the electronic control unit 6 described later, and a braking operation (signal) by the driver is output to the braking force holding / releasing unit 16.

  A vehicle control device (hereinafter referred to as a control device) 1 according to this embodiment includes an electronic control unit 6 and warning means 8 for warning a driver of a transmission 4 failure (gear failure). .

  The electronic control unit 6 is connected to a service brake pedal 53, a parking brake lever 54, and various sensors such as an accelerator opening sensor, a shift operation sensor, and an engine speed sensor (not shown).

  The electronic control unit 6 of the present embodiment is composed of a plurality of control units 11-18, and these control units 11-18 are connected to a common bus and configured to be able to communicate with each other through the bus.

  More specifically, the electronic control unit 6 includes an engine control unit 11 for controlling the engine 3, a shift control unit 12 for controlling the transmission 4, and a brake for controlling the HSA valve 7 of the service brake 51. During operation of the control unit 13 and the engine 3 of the vehicle 2, an automatic stop control unit 14 that temporarily stops the engine 3 when a predetermined engine stop condition is satisfied, and the engine 3 is temporarily stopped by the automatic stop control unit 14 In addition, the brake holding request condition determining unit 15 that determines whether or not a predetermined restart operation has been performed, and when the brake holding request condition determining unit 15 determines that the predetermined restart operation has been performed, A braking force holding unit 16 that continuously operates the braking means 5 to hold the braking force, and a predetermined restart during the holding of the braking force by the braking force holding unit 16 A restart control unit 17 that restarts the engine 3 when the condition is satisfied, and when the engine 3 is restarted by the restart control unit 17, the transmission control unit 12 sets the transmission 4 to the start stage. When the gear is engaged, the operation of the braking means 5 by the braking force holding unit 16 is released. On the other hand, when the transmission 4 is mechanically lost and cannot be engaged in the starting stage, a manual service brake is performed. A braking force holding release unit 18 that releases the operation of the braking means 5 by the braking force holding unit 16 when a braking operation such as the pedal 53 and the parking brake lever 54 is performed.

  The engine control unit 11 is connected to an injector (not shown) of the engine 3 so as to control the fuel injection timing and the fuel injection amount of the engine 3 and also a starter (not shown) to control the start timing of the engine 3. ). An engine speed detected by an engine speed sensor (not shown) is input to the engine control unit 11, and the engine control unit 11 is operated when the input engine speed exceeds a predetermined complete explosion speed. Judged that the explosion was complete.

  The transmission control unit 12 is communicably connected to the transmission 4 and instructs a target gear stage to be changed to an actuator (not shown) of the transmission 4, and from a gear position sensor (not shown) of the transmission 4 Get the gear stage. The target gear stage is determined by a shift operation by the driver, an automatic shift control of the shift control unit 12 based on the vehicle speed or the like.

  The braking control unit 13 is connected to the HSA valve 7 of the service brake 51 and controls the HSA valve 7. The brake control unit 13 is connected to a brake pressure sensor (not shown) of the service brake 51 and detects the operating state of the service brake 51 based on an input from the brake pressure sensor.

  The automatic stop control unit 14 and the restart control unit 17 constitute an idling control unit 19 for performing idling stop and start control (ISS control). For example, the engine is automatically stopped / restarted when the vehicle 2 is idling. Start.

  When a predetermined engine stop condition is satisfied, the automatic stop control unit 14 instructs the engine control unit 11 to stop, and the engine control unit 11 stops the fuel injection by the injector (cuts the supply), and the engine 3 Stop.

  For example, the predetermined engine stop condition may be that the engine 3 is idling, the vehicle speed is zero, the gear is neutral, and the service brake 51 and the parking brake 52 are operating.

  Further, as a predetermined restart condition determined by the restart control unit 17, for example, it is conceivable that the gear is neutral and the service brake 51 and the parking brake 52 are operating.

  The brake holding request condition determination unit 15 is connected to the service brake pedal 53, and an operation signal (depression amount) is input from the service brake pedal 53.

  As will be described in detail later, the braking hold request condition determination unit 15 of the present embodiment performs a predetermined restart when the depression amount of the service brake pedal 53 by the driver exceeds a predetermined depression amount (when the braking hold requirement condition is satisfied). It is determined that an operation has been performed, and a holding command is output to the braking force holding unit 16.

  The braking force holding unit 16 operates the HSA valve 7 to the braking force holding side via the braking control unit 13 when a holding command is input from the braking holding request condition determining unit 15.

  The braking force holding release unit 18 controls release of holding of the braking force by the HSA valve 7 of the service brake 51 via the braking control unit 13.

  Further, the braking force holding release unit 18 performs a manual braking operation such as the service brake 51 or the parking brake 52 when the transmission 4 fails and the gear cannot be engaged in the target gear stage (starting stage or the like). Until that time, warning by the warning means 8 is performed.

  More specifically, the braking force holding release unit 18 performs braking by the braking force holding unit 16 until a braking operation is performed by at least one of a plurality of braking operation means (service brake pedal 53 and parking brake lever 54). Waiting for the operation 5 to be deactivated.

  As the warning means 8, a warning lamp or the like which is mounted on a meter on the instrument panel of the driver's seat and displays the failure of the transmission 4, or a buzzer for notifying the failure by voice can be considered.

  Next, the operation of the vehicle control apparatus 1 according to this embodiment will be described.

  First, in the ISS control, for example, when a predetermined engine stop condition is satisfied while the vehicle 2 is stopped (the engine 3 is idling), the automatic stop control unit 14 temporarily stops the engine 3.

  Thereafter, when the driver depresses the service brake pedal 53 by a predetermined amount or more to restart the engine 3 during the temporary stop, the braking force holding unit 16 starts holding the braking force (maintaining the stopped state) by the HSA valve 7. Further, when a predetermined restart condition is satisfied while the braking force is being held, the restart control unit 17 restarts the engine 3.

  After the restart, when the engine 3 reaches a complete explosion, the engine control unit 11 inputs a complete explosion signal to the braking force holding release unit 18. The braking force holding release unit 18 basically releases the operation of the braking means 5 by the braking force holding unit 16 after a predetermined time has elapsed after receiving the complete explosion signal.

  However, a shift that causes the shift control unit 12 to shift the transmission 4 to the starting stage is performed by a driver's shift lever operation or automatic shift control by the shift control unit 12 until the predetermined time has elapsed after the engine 3 has completely exploded. An instruction may be given.

  In that case, the braking force holding release unit 18 releases the holding of the braking force by the HSA valve 7 by the following control in order to avoid driver confusion during engine restart.

  First, when the transmission 4 is actually geared into the starting stage, the braking force holding release unit 18 releases the operation of the braking means 5 by the braking force holding unit 16.

  On the other hand, when the transmission 4 fails and the gear cannot be engaged in the starting stage, the braking force holding release unit 18 confirms that the driver's manual braking operation is being performed and performs braking by the braking force holding unit 16. The operation of the means 5 is released.

  Specifically, when gearing in to the starting stage is not possible, it is further determined whether or not a manual braking operation by the driver is being performed. If the braking operation is being performed, the braking means 5 is immediately activated. When the braking operation is not performed, the release of the operation of the braking means 5 is temporarily suspended, and then the operation of the braking means 5 is released when the braking operation is performed.

  As described above, in the present embodiment, when the engine 3 is restarted by the ISS control, even if the transmission 4 has failed, the holding of the braking force by the HSA valve 7 is released, so the driver does not intend. Holding of the braking force can be avoided.

  As a result, the vehicle behavior at the time of automatic engine start by ISS control becomes the same as the vehicle behavior at the time of normal manual start, so that the driver's uncomfortable feeling can be eliminated and the driver's confusion at the time of engine start can be prevented. .

  In addition, in the event of failure, the braking force holding by the HSA valve 7 is released after confirming that the braking operation by the driver has been performed, so that the braking force holding can be released safely.

  Next, an example of a control flow by the vehicle control apparatus 1 according to the present embodiment will be described with reference to FIG. The flow in FIG. 2 is executed, for example, during ISS control.

  As shown in FIG. 2, in step S <b> 1, the braking hold request condition determination unit 15 determines whether or not the engine 3 is automatically stopped by the automatic stop control unit 14. The braking holding request condition determining unit 15 determines whether or not the braking holding request condition is satisfied.

  Specifically, the brake holding request condition determination unit 15 determines that the brake holding request condition is satisfied when the depression amount of the service brake pedal 53 by the driver is equal to or greater than a predetermined depression amount.

  Here, the brake holding request condition is a condition set in advance for holding the brake before the engine 3 is restarted, and the brake holding request condition determination unit 15 determines whether the brake holding request condition is satisfied. It is determined that the restart operation has been performed.

  Therefore, the predetermined depression amount is set to a large depression amount that allows the driver to determine that he intends to restart the engine.

  Next, when the brake holding request condition is satisfied in step S2, the brake holding request condition determination unit 15 inputs a restart operation signal indicating that the restart operation has been performed to the restart control unit 17 in step S3. The restart control unit 17 further inputs a braking hold request signal to the braking force holding unit 16. The braking force holding unit 16 to which the restart operation signal is input outputs a holding command to the braking control unit 13, and the braking control unit 13 holds the braking force of the service brake 51. Specifically, the braking control unit 13 closes the HSA valve 7 of the service brake 51 and starts holding the braking force of the service brake 51 (starts maintaining the stopped state). Further, after starting the holding of the braking force, the braking control unit 13 confirms that the service brake 51 is operating normally by the brake pressure sensor of the service brake 51 and inputs a confirmation signal to the braking force holding unit 16. To do. The braking force holding unit 16 further inputs a confirmation signal to the restart control unit 17.

  Upon receiving the confirmation signal, the restart control unit 17 determines whether or not a predetermined restart condition is satisfied in step S4.

  When a predetermined restart condition is satisfied in step S4, the restart control unit 17 restarts the engine 3 in step S5. Specifically, the restart control unit 17 instructs the engine control unit 11 to restart, and the engine control unit 11 drives the starter and restarts the fuel injection by the injector to restart the engine 3.

  After the engine 3 is restarted, the braking force holding release unit 18 determines whether or not a predetermined time has elapsed after the complete explosion of the engine 3 in step S6. Thereby, it is determined whether or not the supply pressure of the oil pump has risen.

  Specifically, a complete explosion of the engine 3 is detected by the engine control unit 11, a complete explosion signal is output to the braking force holding release unit 18, and the braking force holding release unit 18 receives the complete explosion signal. It is determined whether or not a predetermined time (for example, about 1 s) has passed.

  If it is determined in step S6 that the predetermined time has not elapsed after the complete explosion of the engine, it is determined in step S7 whether or not the driver has operated the shift lever from the neutral N to the D range. That is, it is determined whether or not the gear shift control unit 12 has been instructed to shift into the starting gear.

  If the gear change control unit 12 is instructed to gear in to the starting stage in step S7, the gear change control unit 12 causes the transmission 4 to fail (gear failure) based on the gear in state of the transmission 4 in step S8. Judge whether or not.

  For example, the shift control unit 12 determines that a state in which no gear is engaged and which is not neutral is a failure of the transmission 4. Alternatively, the shift control unit 12 determines that a failure has occurred when the gear position sensor of the transmission 4 is in the neutral position despite instructing the transmission 4 to shift to the starting position. This failure may occur during a garage shift operation.

  Furthermore, the shift control unit 12 notifies the braking force holding release unit 18 whether or not the transmission 4 has failed.

  If the transmission 4 has not failed in step S8, the braking force holding release unit 18 releases the braking force holding of the service brake 51 in step S12. Specifically, the braking force holding release unit 18 outputs a holding release command to the braking control unit 13, and the braking control unit 13 opens the HSA valve 7 of the service brake 51 to release the braking force of the service brake 51. End holding. If the clutch is not completely engaged when releasing the braking force in step S12, the braking force retention releasing unit 18 waits until the clutch is completely engaged and then opens the HSA valve 7.

  On the other hand, if the transmission 4 has failed in step S8, the braking force holding release unit 18 starts a warning of warning (alarm output) to the driver by the warning means in step S9.

  In step S10, the braking force holding release unit 18 determines whether or not a braking operation (brake ON operation) by the driver is being performed.

  Specifically, the braking force holding release unit 18 determines whether the service brake pedal 53 is depressed and / or the parking brake lever 54 is pulled.

  If it is determined in step S10 that the braking operation is being performed, the braking force holding release unit 18 stops the warning output by the warning means in step S11, and then holds the braking force held by the HSA valve 7 in step S12. To release.

  On the other hand, if it is determined in step S10 that the braking operation has not been performed, step S10 is looped until the braking operation is performed.

  That is, if the parking brake lever 54 has already been pulled or the service brake pedal 53 has been depressed at the time of proceeding from step S9 to step S10, the alarm output is immediately stopped, and then the HSA valve 7 Is released.

  On the other hand, for example, when the release operation of the service brake pedal 53 and the parking brake lever 54 is performed together with the shift lever operation in step S7, the parking brake lever 54 is pulled when the process proceeds from step S9 to step S10. The service brake pedal 53 is not depressed.

  In that case, when the parking brake lever 54 is pulled again or the service brake pedal 53 is depressed, the alarm is stopped, and then the HSA valve 7 is released.

  As described above, in this embodiment, the behavior of the vehicle 2 when the transmission 4 fails is the same when the engine is started by the ISS control and when the engine is started by the ignition key or the like. Confusion can be prevented.

  That is, conventionally, when the transmission (transmission control mechanism) 4 is mechanically lost when the engine is returned from the idling stop by the ISS control and the gear is not engaged, the release condition of the held braking force is not satisfied, and the control is not performed. The power remained retained. On the other hand, at the time of failure immediately after the engine start (such as when the ignition key is turned on) that is not based on ISS control, the braking force is not maintained. For this reason, if the transmission 4 fails when the vehicle 2 starts on an uphill road, the vehicle 2 remains stopped when the engine is restarted by the ISS control. However, when the engine is started by an ignition key or the like, the brake operation is performed. Without it, the vehicle 2 was retreating.

  Thus, conventionally, the behavior of the vehicle 2 on the uphill road when the transmission 4 fails depends on whether or not the engine is started by ISS control, and the discomfort given to the driver by the difference in the behavior becomes large. It was.

  On the other hand, in this embodiment, even when the engine is returned from the idling stop, the uncomfortable feeling given to the driver about the failure of the transmission 4 can be reduced.

  In addition, since the braking force holding is released after the braking operation by the driver, the braking force holding can be released in a safe state (brake operating state by the driver's operation) when the engine returns from the idling stop. .

  In addition, the driver can be urged to perform a braking operation by warning the failure by the warning means.

  Further, the holding of the braking force by the HSA valve 7 can be released by a simple operation of the driver, such as depressing the service brake pedal 53 or pulling the parking brake lever 54. Further, even when the service brake 51 (or the parking brake 52) is operated after the braking force holding is released, the braking can be released by an easy operation of releasing the service brake pedal 53 (or the parking brake lever 54). As a result, it is possible to reduce the troublesomeness for the driver when starting.

  In addition, this invention is not limited to the above-mentioned embodiment, Various modifications and application examples can be considered.

FIG. 1 is a configuration diagram of a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 shows an example of a control flow by the vehicle control apparatus of the present embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Vehicle 3 Engine 4 Transmission 5 Brake means 12 Shift control unit 14 Automatic stop control unit 16 Braking force holding unit 17 Restart control unit 18 Braking force holding release unit

Claims (2)

An automatic stop control unit for temporarily stopping the engine when a predetermined engine stop condition is satisfied during operation of the vehicle engine, and the vehicle when a predetermined restart operation is performed during the temporary stop by the automatic stop control unit A braking force holding unit that continuously operates the braking means, and a restart control unit that restarts the engine when a predetermined restart condition is satisfied while the braking force holding unit holds the braking force. In a vehicle control device,
A shift control unit for controlling the transmission of the vehicle;
When the engine is restarted by the restart control unit and the transmission is geared into the starting stage by the shift control unit, the operation of the braking means by the braking force holding unit is released, A braking force holding release unit for releasing the operation of the braking means by the braking force holding unit when a manual braking operation is performed when the transmission fails and the gear stage cannot be engaged;
And a warning means for warning of failure of the transmission,
The braking force hold releasing unit is a vehicle and performing when said transmission can not be gear-in start gear to failure, until the braking operation by the manual is performed, the warning by the warning unit Control device. The vehicle is provided with a plurality of braking operation means for performing a manual braking operation, and the braking force holding release unit holds the braking force until the braking operation is performed by at least one of the plurality of braking operation means. The vehicle control device according to claim 1, wherein the controller waits for the brake unit to be released from operation.

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