JP6186717B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a parking lock mechanism that locks rotation of a wheel by mechanical engagement.

  Some parking lock mechanisms are electrically switched using a solenoid or the like to switch between a locked state in which wheel rotation is locked by mechanical engagement and an unlocked state in which the lock is released. A control device that controls this type of parking lock mechanism manages the operation state of the parking lock mechanism based on, for example, the output of a sensor such as an encoder that detects the state of the solenoid.

  The control device generally prohibits traveling of the automobile for safety when the parking lock mechanism is not operating as controlled.

  For example, Patent Document 1 prohibits the start of the internal combustion engine when the parking lock mechanism is in the unlocked state although the parking lock mechanism is instructed to shift to the locked state.

JP 2010-112444 A

  Now, if the parking lock mechanism is in the unlocked state, the automobile is in a state where it can travel. In this state, if the control device cannot grasp the state of the parking lock mechanism due to the failure of the sensor, it can move to a repair shop or the like by self-propelling.

  However, even in such a situation, traveling of the automobile is prohibited, which is inconvenient.

  An object of the present invention is to enable a vehicle to travel as much as possible even in a situation where the state of the parking lock mechanism cannot be accurately grasped.

According to a first aspect of the present invention, there is provided a vehicle control apparatus including a drive source that generates a drive force for driving a vehicle wheel, a drive source control unit that controls the drive source, and a drive force generated by the drive source. To the wheel, a locked state that restricts rotation of the transmission mechanism, or a parking lock mechanism that releases the restriction to unlock, and the parking lock mechanism from the locked state to the unlocked state. A lock switching signal transmitting means for transmitting a switching signal for switching to the locked state; a parking lock detecting means for detecting whether the parking lock mechanism is in the locked state or the unlocked state; and the lock switching signal transmitting means. An abnormality is detected in which the detection state of the parking lock detecting means remains in the locked state despite the switching signal being transmitted. Suppressing an abnormality detecting means for a tilt angle detecting means for detecting the inclination angle of the road surface, when detecting an abnormality of the parking lock mechanism by the abnormality detecting means, the a pre-Symbol transmission mechanism load on the parking lock mechanism to enable outputs a driving force necessary for traveling while the upper limit driving force setting means for setting, based on the inclination angle limit driving force of the driving force for the emergency driving mode that occur in the drive source With. The drive source control means generates a drive force limited by the upper limit drive force according to the accelerator operation of the driver of the vehicle when the abnormality detection means detects an abnormality.

In the vehicle control apparatus according to a second aspect of the present invention, in the first aspect of the invention, the upper limit driving force setting means corrects the upper limit driving force so that the upper limit driving force increases as the inclination angle increases ascending. The
According to a third aspect of the present invention, there is provided the vehicle control apparatus according to the first or second aspect, further comprising speed detection means for detecting a traveling speed of the vehicle, wherein the drive source control means is the abnormality detection means. When the vehicle has detected an abnormality, the driving source control means generates a driving force in response to the accelerator operation of the driver of the vehicle, and the traveling speed of the vehicle within a predetermined period from when the driving force is generated. When the speed does not reach the specified speed, the generation of the driving force by the driving source is stopped.

  According to the present invention, even in a situation where the state of the parking lock mechanism cannot be accurately grasped, the automobile can be driven as much as possible.

The figure which shows the structure of the motor vehicle carrying the control apparatus which concerns on one Embodiment of this invention. The figure which shows typically the structure as an example of the P lock unit in FIG. The figure which shows typically the structure as an example of the P lock unit in FIG. The block diagram of P lock-ECU in FIG. The flowchart of the control processing by CPU in FIG. The flowchart of the control processing by CPU in FIG.

  An automobile equipped with a control device according to an embodiment of the present invention will be described with reference to FIGS. In the present embodiment, a plug-in hybrid type vehicle is exemplified, but the present invention can be similarly implemented in other various types of vehicles.

  FIG. 1 is a diagram showing a configuration of an automobile (vehicle) 100. The automobile 100 includes a number of elements similar to those provided in another existing hybrid vehicle, but FIG. 1 shows only some of these elements.

  The automobile 100 includes a main body 1, front wheels 2 a and 2 b, rear wheels 3 a and 3 b, axles 4 a, 4 b, 5 a and 5 b, transmission mechanisms 6 and 7, an internal combustion engine (drive source) 8, and electric motors (drive sources) 9 and 10. , Generator 11, battery 12, inverters 13, 14, 15, contactors 16 a, 16 b, 16 c, 17 a, 17 b, 17 c, external power supply plug 18, charging device 19, parking lock unit (hereinafter referred to as parking lock mechanism, P lock unit) 20), power switch 21, multi-information display (MID) 22, vehicle speed sensor (speed detection means) 23, shift unit 24, parking lock switch (hereinafter referred to as P lock switch) 25, accelerator opening sensor 26, Pitch angle sensor (tilt angle detecting means) 27, parking lock-ECU (electric c ontrol unit) (including lock switching signal transmission means and abnormality detection means) 28, OSS (one-touch start system) -ECU 29, ETACS (electric time and alarm control system) -ECU 30, engine-ECU 31 and PHEV (plug-in hybrid electric vehicle) -ECU (including drive source control means and upper limit drive force setting means) 32 is included.

  The main body 1 includes a chassis, a vehicle body, and the like, supports other elements, and forms a space (vehicle compartment) for a passenger to board.

  The front wheels 2a and 2b are fixed to end portions of the axles 4a and 4b, respectively. The rear wheels 3a and 3b are fixed to end portions of the axles 5a and 5b, respectively. The front wheels 2a and 2b and the rear wheels 3a and 3b are grounded to support the main body 1 and rotate to move the main body 1.

  The axles 4a and 4b maintain the relative positional relationship between the main body 1 and the front wheels 2a and 2b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 6 to the front wheels 2a and 2b.

  The axles 5a and 5b maintain the relative positional relationship between the main body 1 and the rear wheels 3a and 3b in a predetermined state, and transmit the rotational force transmitted from the transmission mechanism 7 to the rear wheels 3a and 3b.

  The transmission mechanism 6 supports the axles 4a and 4b so as to be individually rotatable. Respective rotation shafts 8a, 9a, 11a of the internal combustion engine 8, the electric motor 9, and the generator 11 are individually connected to the transmission mechanism 6. The transmission mechanism 6 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like as is well known, and connects the rotary shaft 8a and the axles 4a, 4b, the rotary shaft 8a and the rotary shaft 11a. A connection state, a state in which the rotational force of the rotary shaft 8a is distributed and transmitted to the axles 4a, 4b and the rotary shaft 11a, a state in which the rotary shaft 9a and the axles 4a, 4b are connected, or a rotary shaft 11a and the axles 4a, 4b. And a state in which the axles 4a and 4b are freely rotated are selectively formed.

  The transmission mechanism 7 supports the axles 5a and 5b so as to be individually rotatable. A rotating shaft 10 a of the electric motor 10 is connected to the transmission mechanism 7. The transmission mechanism 7 is configured by combining various gears including a differential gear, a shaft, a clutch, and the like in a known manner, and freely rotates the axles 5a and 5b in a state in which the rotary shaft 10a and the axles 5a and 5b are connected. A state is selectively formed.

  The internal combustion engine 8 uses the fuel to generate a rotational force, and rotates the rotary shaft 8a. The internal combustion engine 8 typically uses gasoline as a fuel, but may use a fuel other than gasoline such as another fuel oil such as light oil or a gas such as LPG (liquefied petroleum gas). . When the transmission mechanism 6 connects the rotating shaft 8a and the axles 4a and 4b, the internal combustion engine 8 rotates the front wheels 2a and 2b.

  The electric motors 9 and 10 generate a rotational force using electric energy and rotate the rotating shafts 9a and 10a. When the transmission mechanism 6 connects the rotating shaft 9a and the axles 4a and 4b, the electric motor 9 rotates the front wheels 2a and 2b. When the transmission mechanism 7 connects the rotating shaft 10a and the axles 5a and 5b, the electric motor 10 rotates the rear wheels 3a and 3b. Rotation angle sensors 9b and 10b are attached to the electric motors 9 and 10, respectively. The rotation angle sensors 9b and 10b detect the number of rotations of the electric motors 9 and 10.

  A driving mechanism for supplying driving force to the front wheels 2a and 2b and the rear wheels 3a and 3b, which are wheels, by the axles 4a, 4b, 5a and 5b, the transmission mechanisms 6 and 7, the internal combustion engine 8 and the electric motors 9 and 10 is provided. Composed.

  The generator 11 generates power by electromagnetic induction using the rotation of the rotating shaft 11a. When the transmission mechanism 6 connects the rotary shaft 8a and the rotary shaft 11a, the generator 11 generates power using the rotational force generated by the internal combustion engine 8. When the transmission mechanism 6 connects the axles 4a and 4b and the generator 11, the generator 11 generates power using the rotational force of the axles 4a and 4b.

  The battery (battery) 12 generates a direct current.

  Inverters 13 and 14 convert a direct current output from battery 12 into an alternating current. The inverters 13 and 14 may have a well-known configuration having a switching element such as an IGBT. The inverter 13 supplies electric energy to the electric motor 9 by applying an alternating current to the electric motor 9. The inverter 14 operates the electric motor 10 by supplying an alternating current to the electric motor 10. The inverters 13 and 14 change the switching frequency of the switching element, and the current value (output current value) and frequency (output frequency) of the current to be output under the control of the PHEV-ECU 32.

  The inverter 15 converts an alternating current generated by the generator 11 into a direct current. The direct current obtained by the inverter 15 is supplied to the battery 12.

  The contactors 16a, 16b, and 16c are interposed between the positive electrode of the battery 12 and the inverters 13, 14, and 15. The contactors 16a, 16b, and 16c turn on / off the electrical connection between the positive electrode of the battery 12 and the inverters 13, 14, and 15 under the control of the PHEV-ECU 32.

  The contactors 17a, 17b, and 17c are interposed between the negative electrode of the battery 12 and the inverters 14, 15, and 16. The contactors 17a, 17b, and 17c turn on / off the electrical connection between the negative electrode of the battery 12 and the inverters 14, 15, and 16 under the control of the PHEV-ECU 32.

  The external power supply plug 18 can be connected to a cable for receiving power supply from an external power source as necessary. When the cable is connected, the external power supply plug 18 electrically connects the cable and the charging device 19.

  The charging device 19 charges the battery 12 with power supplied from an external power source via a cable connected to the external power supply plug 18.

  The P lock unit 20 selectively forms a locked state in which the rotation of the axles 4a and 4b is locked by mechanical engagement and an unlocked state in which the lock is released.

  The power switch 21 is a switch operated by the user to instruct the start and stop of the automobile 100.

  The multi-information display 22 is mounted on, for example, a meter panel provided in the main body 1 and displays various types of information including shift positions.

  The vehicle speed sensor 23 detects the traveling speed of the automobile 100 based on, for example, the rotational speed of the axle 5b.

  The shift unit 24 includes a shift lever and a sensor group that detects the position of the shift lever, and inputs a driver's instruction regarding a change in a travel mode (shift position) according to the operation of the shift lever by the driver. .

  The P lock switch 25 inputs a driver's instruction regarding switching between the locked state and the unlocked state of the P lock unit 20 in accordance with the pressing operation by the driver.

  The accelerator opening sensor 26 detects the accelerator opening as a depression amount of an accelerator pedal (not shown).

  The pitch angle sensor 27 detects the pitch angle of the main body 1. The pitch angle of the main body 1 is one piece of information related to the magnitude of the running resistance of the automobile 100. That is, the pitch angle sensor 27 is an example of an acquisition unit.

  The P lock-ECU 28 is an example of a control device and controls the P lock unit 20.

  When the user operates the power switch 21, the OSS-ECU 29 performs power control of each unit after performing authentication communication.

  The ETACS-ECU (display control means) 30 controls various electrical components mounted on the automobile 100. The electrical components to be controlled by the ETACS-ECU 30 are, for example, the multi-information display 22, a headlight, a door mirror, a wiper, a door lock mechanism, an indoor lighting device, and a security alarm that are not shown in FIG. The ETACS-ECU 30 controls various electrical components so as to realize predetermined operations while appropriately communicating with the OSS-ECU 29, the engine-ECU 31 and the PHEV-ECU 32 to acquire necessary information. As an example, the ETACS-ECU 30 automatically deploys the door mirror if the door mirror is in the retracted state when the vehicle speed exceeds a specified value. Further, the ETACS-ECU 30 controls the multi-information display 22 so as to display a shift position corresponding to the travel mode of the automobile 100.

  The engine-ECU 31 controls the operation of the internal combustion engine 8. The engine-ECU 31 appropriately communicates with the ETACS-ECU 30 and the PHEV-ECU 32 to acquire information necessary for various controls.

  The PHEV-ECU 32 is an example of a drive control unit, and performs various control processes related to travel of the automobile 100. For example, the PHEV-ECU 32 controls the states of the transmission mechanisms 6 and 7 according to the traveling state of the automobile 100. The PHEV-ECU 32 controls the states of the inverters 13 and 14 and the contactors 16a, 16b, 16c, 17a, 17b, and 17c. As an example, the PHEV-ECU 32 is configured to connect the transmission mechanism 6 to the rotating shaft 9a of the electric motor 9 and the axles 4a and 4b in the power running state in the EV (electric vehicle) mode, and the transmission mechanism 7 to the electric motor 10. The rotating shaft 10a and the axles 5a and 5b are connected to each other, and the contactors 16a, 16b, 16c, 17a, 17b and 17c are all turned on. In this state, the PHEV-ECU 32 calculates the required traveling output according to the accelerator opening detected by the accelerator opening sensor 26, and operates the electric motors 9 and 10 to obtain the traveling output. 13 and 14 are controlled. In addition to this, the PHEV-ECU 32 has transmission mechanisms 6, 7, inverters 13, 14 and contactors 16 a, 16 b, 16 c so as to form various operation states as required in other existing hybrid vehicles. , 17a, 17b, 17c are controlled. The PHEV-ECU 32 appropriately communicates with the P lock-ECU 28, the ETACS-ECU 30, and the engine-ECU 31 to acquire information necessary for various controls.

  2 and 3 are diagrams schematically showing a structure as an example of the P lock unit 20. 2 shows the unlocked state, and FIG. 3 shows the locked state.

  The P lock unit 20 includes a parking lock actuator (hereinafter referred to as a P lock actuator) 20a, a control rod 20b, a swing arm 20c, a reciprocating rod 20d, a cone 20e, a locking member 20f, a parking gear 20g, a detent pin 20h, a driver. 20i and a parking lock sensor (hereinafter referred to as parking lock detecting means, P lock sensor) 20j.

  The P lock actuator 20a reversibly rotates the control rod 20b.

  The control rod 20b is fixed to the swing arm 20c in a state of penetrating the swing arm 20c at an intermediate portion thereof.

  The swing arm 20c swings as the control rod 20b rotates reversibly.

  One end of the reciprocating rod 20d is pivotally supported by one end of the swing arm 20c, and reciprocates as the swing arm 20c swings.

  The cone 20e has a shape in which a part of the top side of the cone is removed, and can move along the reciprocating rod 20d in a state where the perpendicular direction of the bottom surface of the cone is substantially coincident with the longitudinal direction of the reciprocating rod 20d. Is supported by a reciprocating rod 20d. The cone 20e is urged away from the swing arm 20c by a return spring (not shown), and similarly reciprocates as the reciprocating rod 20d reciprocates.

  The locking member 20f is pivotally supported at an intermediate portion thereof in a state where one end is in contact with the side surface of the cone 20e. At the other end of the locking member 20f, a claw protruding toward the parking gear 20g is formed. As shown in FIG. 2, the pawl is separated from the recess of the parking gear 20g in the unlocked state, and engages with the recess of the parking gear 20g in the locked state as shown in FIG.

  The parking gear 20g is fixed to a rod that is provided in the transmission mechanism 6 and transmits force to the axles 4a and 4b, or meshes with a gear that rotates as the rod rotates.

  The detent pin 20h is urged in the direction of the control rod 20b by a detent spring (not shown). The detent pin 20h engages with one of two recesses formed at one end of the swing arm 20c. Specifically, the detent pin 20h engages with different recesses in the unlocked state shown in FIG. 2 and in the locked state shown in FIG.

  A parking lock mechanism is formed by the P lock actuator 20a, the control rod 20b, the swing arm 20c, the reciprocating rod 20d, the cone 20e, the locking member 20f, the parking gear 20g, and the detent pin 20h.

  The driver 20 i drives the P lock actuator 20 a under the control of the P lock-ECU 28.

  The P lock sensor 20j includes, for example, an encoder that detects the amount of rotation of the P lock actuator 20a, and detects whether the P lock unit 20 is in the locked state or the unlocked state. The P lock sensor 20j outputs detection information representing the detection result to the P lock-ECU 28.

  FIG. 4 is a block diagram of the P lock-ECU 28. In FIG. 4, the same parts as those shown in FIGS.

  The P lock-ECU 28 includes a CPU (central processing unit) 28a, a ROM (read-only memory) 28b, a RAM (random-access memory) 28c, an EEPROM (electrically erasable programmable read-only memory) 28d, and an interface unit (I / F). Unit) 28e and communication unit 28f. These elements are connected to the bus 28g.

  The CPU 28a performs information processing for controlling the P lock unit 20 based on the operating system and application programs stored in the ROM 28b and the RAM 28c.

  The ROM 28b stores the above operating system. The ROM 28b may store the above application program.

  The RAM 28c is used as a so-called work area that stores data temporarily used when the CPU 28a performs various processes.

  The EEPROM 28d stores data used when the CPU 28a performs various processes and data generated by the process in the CPU 28a. The P lock-ECU 28 does not include the EEPROM 28d, and an EEPROM provided in another unit such as the PHEV-ECU 32 may also be used in the P lock-ECU 28.

  The application program stored in the ROM 28b or the EEPROM 28d includes a control program described regarding control processing described later. When this control program is stored in the EEPROM 28d, the P lock-ECU 28, the unit including the P lock-ECU 28, or the automobile 100 is generally transferred in a state where the control program is stored in the EEPROM 28d. . However, the P lock-ECU 28, the unit including the P lock-ECU 28, or the automobile 100 is transferred in a state where the control program is not stored in the EEPROM 28d, and the magnetic disk, magneto-optical disk, optical disk, semiconductor memory, etc. The control program is recorded on a removable recording medium or via a network, and the control program is transferred to the P lock-ECU 28, a unit including the P lock-ECU 28, or an automobile. It may be written in 100 EEPROMs 28d.

  The interface unit 28e physically connects the driver 20i and the P lock sensor 20j. The interface unit 28e outputs an instruction command to the driver 20i under the control of the CPU 28a. The interface unit 28e takes in the detection information output from the P lock sensor 20j and writes it into the RAM 28c.

  The communication unit 28f communicates with the OSS-ECU 29, the ETACS-ECU 30, the engine-ECU 31 and the PHEV-ECU 32.

  Next, the operation of the automobile 100 configured as described above will be described. The automobile 100 has various functions similar to those of another existing automobile. However, the operations related to these functions are the same as those of another existing automobile, and thus detailed description thereof is omitted. In the following, the control related to the operation of the P lock unit 20 will be described in detail.

  5 and 6 are flowcharts of control processing by the CPU 28a.

  When the P-lock-ECU 28 is activated by the OSS-ECU 29 performing power control of each part in accordance with the operation of the power switch 21, the CPU 28a starts the control processing shown in FIGS. Note that the content of the processing described below is an example, and various processing that can obtain the same result can be used as appropriate.

  In step Sa1, the CPU 28a checks whether or not an error flag described later is on. If the determination is NO because the error flag is off, the CPU 28a proceeds to step Sa2.

  In step Sa2, the CPU 28a confirms whether or not the P lock sensor 20j detects the locked state based on the detection information output from the P lock sensor 20j. That is, in principle, the P lock unit 20 is in the locked state in the power-off state, and it is confirmed whether or not the P lock sensor 20j detects that it is in the locked state according to this principle. If the determination is YES because the lock state is detected, the CPU 28a proceeds to step Sa3.

  In step Sa3, the CPU 28a notifies the PHEV-ECU 32 that the P lock unit 20 is in the locked state. Based on this notification, PHEV-ECU 32 sets the parking mode as the travel mode of automobile 100. The ETACS-ECU 30 controls the multi-information display 22 so as to display which mode the travel mode set by the PHEV-ECU 32 is. Specifically, for example, if the parking mode is set as the travel mode as described above, the PHEV-ECU 32 displays the multi-information display 22 so that “P” is displayed in the travel mode display area of the multi-information display 22. Control.

  In step Sa4, the CPU 28a checks whether or not the P lock switch 25 is on. If it is determined NO because the P lock switch 25 is off, the CPU 28a proceeds to step Sa5.

  In step Sa5, the CPU 28a confirms whether or not execution of pre-off processing to be described later is instructed. If it is determined NO because the execution of the pre-off process is not instructed, the CPU 28a returns to step Sa4.

  Thus, in steps Sa4 and 5, the CPU 28a waits for the P lock switch 25 to be turned on or to instruct execution of the pre-off processing.

  When the driver wants to switch the traveling mode to a mode other than the parking mode, the driver moves the shift lever to any one of the drive position, the neutral position, and the reverse position. When a shift position sensor (not shown) detects the above operation, the PHEV-ECU 32 notifies the P lock-ECU 28 to that effect. The notification is received by the communication unit 28f and given to the CPU 28a. If such notification is confirmed, the CPU 28a determines YES in step Sa4, and proceeds to step Sa6.

  In step Sa6, the CPU 28a drives the P lock actuator 20a to rotate by a predetermined angle in a predetermined unlocking direction.

  Now, the P lock unit 20 is in the state shown in FIG. 3 in the locked state. When the P-lock actuator 20a is rotated in the unlocking direction D2, the state shifts to the unlocked state shown in FIG. Note that the locking member 20f is biased by a spring or the like so as to press the end on the opposite side of the claw on the cone 20e.

  In the unlocked state, the locking member 20f is not engaged with the parking gear 20g, and the parking gear 20g can rotate. Thus, the transmission mechanism 6 can transmit the driving force to the axles 4a and 4b.

  In step Sa7, the CPU 28a checks whether or not the P lock sensor 20j has detected an unlocked state. If it is determined YES because the P lock sensor 20j has detected the unlocked state, the CPU 28a proceeds to step Sa8.

  In step Sa8, the CPU 28a notifies the PHEV-ECU 32 that the parking lock has been released (unlock notification).

In this state, the automobile 100 can travel under the control of the PHEV-ECU 32. Since the operation for driving the automobile 100 may be the same as that of another known automobile, the description is omitted here. In steps Sa9 and 10, the CPU 28a performs P-lock as in steps Sa4 and 5. It waits for the switch 25 to be turned on or to instruct execution of the pre-off process.

  When the driver wants to switch the traveling mode to the parking mode, the driver turns on the P lock switch 25 by pressing the P lock button. Then, the CPU 28a determines YES in Step Sa9, and proceeds to Step Sa11.

  In step Sa11, the CPU 28a drives the P lock actuator 20a to rotate by a predetermined angle in a predetermined lock direction.

  Now, the P lock unit 20 is in the state shown in FIG. 2 in the unlocked state. When the P lock actuator 20a is rotated in the lock direction D1, the locked state shown in FIG. 3 is entered.

  In step Sa12, the CPU 28a checks whether or not the P lock sensor 20j has detected the locked state. If it is determined YES because the P lock sensor 20j has detected the locked state, the CPU 28a returns to step Sa3 and repeats the subsequent processing in the same manner as described above.

  In this way, the CPU 28a controls the P lock unit 20 to switch between the locked state and the unlocked state in accordance with the operation of the P lock switch 25 and the shift lever. Each time the lock state and the unlock state are switched, it is confirmed whether or not the same state as the state after the switching is detected by the P lock sensor 20j.

  If the driver operates the power switch 21 when the automobile 100 is in the power-on state, the OSS-ECU 29 notifies the PHEV-ECU 32 of that fact. Then, PHEV-ECU 32 instructs P-lock-ECU 28 to perform pre-off processing when automobile 100 is in a state where it can be powered off.

  If the instruction for the pre-off process is received when the P lock unit 20 is in the locked state, the CPU 28a determines YES in step Sa5, and proceeds to step Sa13.

  In step Sa13, the CPU 28a checks whether or not the P lock sensor 20j has detected the locked state. If it is determined NO because the P lock sensor 20j detects the unlocked state, the CPU 28a proceeds to step Sa14.

  In step Sa14, the CPU 28a turns on the error flag. The error flag can be realized as data stored in the EEPROM 28d. Thereafter, the CPU 28a proceeds to step Sa17.

  On the other hand, if it is determined YES in step Sa13 because the P lock sensor 20j detects the locked state, the CPU 28a passes step Sa14 and proceeds to step Sa17.

  On the other hand, if an instruction for pre-off processing is received when the P lock unit 20 is in the unlocked state, the CPU 28a determines YES in step Sa10, and proceeds to step Sa15.

  In step Sa15, the CPU 28a drives the P lock actuator 20a to rotate the lock direction by a predetermined angle.

  In step Sa16, the CPU 28a checks whether or not the P lock sensor 20j has detected the locked state. If it is determined YES because the P lock sensor 20j has detected the locked state, the CPU 28a proceeds to step Sa17.

  Now, the pre-off process is a process for bringing the P lock unit 20 into the locked state in order to prevent the automobile 100 from rolling in the power off state. When the CPU 28a is in the standby state of steps Sa4 and 5, the P lock unit 20 is in the locked state. Therefore, even if the off pre-processing is instructed at this time, the CPU 28a does not operate the P lock actuator 20a. However, if the P lock sensor 20j detects the unlocked state even though the P lock unit 20 is in the locked state, it is suspected that an abnormality has occurred in the P lock sensor 20j. Since 20 is in a locked state and the driver does not want the automobile 100 to travel, the error flag is turned on at this point. When the CPU 28a is in the standby state of steps Sa9 and 10, since the P lock unit 20 is in the unlocked state, the CPU 28a operates the P lock actuator 20a to switch the P lock unit 20 to the locked state. Then, the CPU 28a confirms that the switch to the locked state is detected by the P lock sensor 20j. Then, after performing any of these, the CPU 28a proceeds to step Sa17.

  In step Sa17, the CPU 28a notifies the PHEV-ECU 32 that the pre-off process has been completed. Then, the CPU 28a ends the control process shown in FIGS.

  When the power is turned on, the error flag is on when the abnormality of the P lock sensor 20j is recognized in the pre-off process when shifting to the power off state before the power on. Therefore, if the error flag is on and it is determined YES in step Sa1, the CPU 28a proceeds to step Sa19 without performing any of the processes of steps Sa2 to 18.

  If the P lock sensor 20j detects an unlocked state when the automobile 100 is powered on, some abnormality has occurred in the P lock unit 20. Therefore, if the P-lock sensor 20j detects the unlocked state and determines NO in step Sa2, the CPU 28a proceeds to step Sa19.

  When the P lock sensor 20j detects the unlocked state after rotating the P lock actuator 20a in the locking direction, some abnormality has occurred in the P lock unit 20. Therefore, if the P-lock sensor 20j detects the unlocked state and determines NO in step Sa12, the CPU 28a proceeds to step Sa19.

  When the P lock sensor 20j detects the locked state after rotating the P lock actuator 20a in the unlocking direction, some abnormality has occurred in the P lock unit 20. Therefore, if it is determined NO in step Sa7 because the P lock sensor 20j detects the locked state, the CPU 28a proceeds to step Sa18.

  In step Sa18, the CPU 28a drives the P lock actuator 20a to rotate the lock direction by a predetermined angle. That is, at this time, since it is unclear whether the P lock unit 20 is in the locked state or the unlocked state, an attempt is made to enter the locked state. Thereafter, the CPU 28a proceeds to step Sa19.

  As described above, in a situation where some abnormality has occurred in the P lock unit 20, the CPU 28a proceeds to step Sa19.

  In step Sa19, the CPU 28a notifies the PHEV-ECU 32 that an abnormality has occurred in the P lock unit 20. The response in the PHEV-ECU 32 when receiving this notification may be arbitrarily determined by the PHEV-ECU 32 or the designer of the automobile 100. However, the PHEV-ECU 32 waits for a driver's request regarding the setting of the emergency travel mode, and when the request is made, instructs the P lock-ECU 28 to set the emergency travel mode. As an example, the PHEV-ECU 32 instructs the ETACS-ECU 30 to display that there is an abnormality in the P-lock unit 20, and then waits for the setting of the emergency travel mode without driving the automobile 100. The In response to the above instruction, the ETACS-ECU 30 controls the multi-information display 22 so as to display that there is an abnormality in the P lock unit 20.

  If the abnormality notification is completed, the CPU 28a proceeds to step Sa20 shown in FIG.

  In step Sa20, the CPU 28a confirms whether or not the setting of the emergency travel mode is instructed from the PHEV-ECU 32. Then, if it is determined NO because the corresponding instruction has not been made, the CPU 28a returns to step Sa20. Thus, in step Sa20, the CPU 28a waits for an instruction to set the emergency travel mode.

  Now, if a driver who knows that an abnormality has occurred in the P-lock unit 20 intends to move the automobile 100 to a repair shop or the like by self-propelling, a regulation for requesting setting of the emergency mode is required. After the operation, put the shift lever in the drive position (D position) and open the accelerator. If an operation for requesting the setting of the emergency mode in such an operation is performed, the PHEV-ECU 32 instructs the P lock-ECU 28 to set the emergency travel mode. If it is determined YES in step Sa20 because this instruction is given, the CPU 28a proceeds to step Sa21. At this time, the shift lever may be allowed to enter the reverse position (R position).

  In step Sa21, the CPU 28a acquires the pitch angle detected by the pitch angle sensor 27 via the PHEV-ECU 32.

  In step Sa22, the CPU 28a sets an upper limit value (upper limit driving force) of the driving force based on the acquired pitch angle, and notifies the PHEV-ECU 32 of the upper limit value. The relationship between the upper limit value and the pitch angle set here may be arbitrarily determined by the P-lock-ECU 28 or the designer of the automobile 100, but is located on an uphill rather than a case where the automobile 100 is located on a downhill. If this is the case, a larger upper limit value is set. That is, a larger upper limit value is set when the running resistance is larger. Thus, the CPU 28a functions as setting means by executing control processing according to the control program.

  In step Sa23, the CPU 28a drives the P-lock actuator 20a to rotate by a predetermined angle in the unlocking direction. If the P lock unit 20 is abnormal in the P lock unit 20 and the P lock unit 20 is in the locked state, the P lock unit 20 is switched to the unlocked state by the above driving. However, if the abnormality occurs in the P lock unit 20 other than the P lock sensor 20j, the P lock unit 20 may remain in the locked state.

  In step Sa24, the CPU 28a sends an unlock notification to the PHEV-ECU 32. That is, although it is not certain whether the P lock unit 20 is in the locked state or the unlocked state, the PHEV-ECU 32 is allowed to travel. Thus, the CPU 28a functions as trial control means by executing control processing according to the control program.

  Upon receiving this unlock notification, the PHEV-ECU 28 a sets the drive mode as the travel mode of the automobile 100. In response to this, the ETACS-ECU 30 controls the multi-information display 22 to display “D” in the travel mode display area.

  In step Sa25, the CPU 28a checks whether or not the accelerator is on. Specifically, for example, the PHEV-ECU 32 is inquired whether the accelerator opening detected by the accelerator opening sensor 26 is equal to or larger than a certain opening, and the answer is confirmed. If the determination is NO because the accelerator is off, the CPU 28a returns to step Sa25. That is, in step Sa25, the CPU 28a waits for the accelerator to turn on. If it is determined YES in step Sa23 because the accelerator is on, the CPU 28a proceeds to step Sa24.

  Since the PHEV-ECU 32 recognizes that the P lock unit 20 is in the unlocked state as described above, the PHEV-ECU 32 controls each part as is well known so that the automobile 100 is driven in response to the accelerator operation. Then, if P lock unit 20 is in the unlocked state, vehicle 100 is accelerated, but if P lock unit 20 is in the locked state, vehicle 100 is not accelerated. The PHEV-ECU 32 adjusts the driving force at this time so as not to exceed the upper limit value notified from the P lock-ECU 28 as described above.

  In step Sa26, the CPU 28a confirms whether or not the elapsed time after determining that the accelerator is on in step Sa25 has reached a predetermined trial time. If it is determined NO because the elapsed time has not reached the trial time, the CPU 28a proceeds to step Sa27. Note that the trial time may be set to be longer as the running resistance is larger, based on the pitch angle acquired in step Sa21.

  In step Sa27, the CPU 28a confirms whether or not the vehicle speed of the automobile 100 is equal to or higher than a specified speed. Specifically, for example, the vehicle speed detected by the vehicle speed sensor 23 is acquired via the PHEV-ECU 32, and it is confirmed whether or not the vehicle speed is equal to or higher than a specified speed. The prescribed speed may be arbitrarily determined by the designer of the P lock-ECU 28 or the automobile 100. However, when the P lock unit 20 is in the unlocked state, the prescribed speed is a speed that can be reached by acceleration within the trial time. When the lock unit 20 is in the locked state, it is desirable to determine a speed that cannot be reached by acceleration within the trial time. If the determination is NO because the vehicle speed is not equal to or higher than the specified speed, the CPU 28a proceeds to step Sa28.

  In step Sa28, the CPU 28a checks whether or not the accelerator is turned off. If the determination is NO because the accelerator is still on, the CPU 28a returns to step Sa26.

  Thus, in steps Sa26 to 28, the CPU 28a confirms whether the automobile 100 is accelerated to a specified speed or more or the accelerator is turned off within a trial period from when the accelerator is turned on until the trial time elapses. If the trial time elapses without the automobile 100 accelerating to a specified speed or more regardless of the accelerator being on, the CPU 28a determines YES in step Sa26 and proceeds to step Sa29.

  In step Sa29, the CPU 28a notifies the PHEV-ECU 32 that traveling is prohibited. Then, the CPU 28a ends the control process shown in FIGS.

  When receiving the notification that the travel is prohibited, the PHEV-ECU 32 sets the parking mode as the travel mode, and stops the supply of the driving force to the transmission mechanism 6 regardless of the accelerator opening. In response to this, the ETACS-ECU 30 controls the multi-information display 22 to display “P” in the travel mode display area.

  On the other hand, when the automobile 100 has accelerated to a specified speed or more within the trial period, the CPU 28a determines YES in step Sa27, and proceeds to step Sa30.

  In step Sa30, the CPU 28a notifies the PHEV-ECU 32 that the emergency traveling can be continued (allowance notification). Then, the CPU 28a ends the control process shown in FIGS.

  Thus, CPU28a is functioning as a driving | running | working propriety determination means by the process of step Sa26-30 according to a control program.

  What measures the PHEV-ECU 32 takes when it receives a travel enable notification may be arbitrarily determined by the PHEV-ECU 32 or the designer of the automobile 100. As an example, it is conceivable to perform control so as to enable traveling according to the accelerator operation. Also at this time, the driving force may be adjusted so as not to exceed the upper limit value, or the driving force may not be limited by the upper limit value after receiving the notification that traveling is possible. In order to prevent the automobile 100 from running, the PHEV-ECU 32 is limited to a predetermined period in order to prevent the automobile 100 from being used while the abnormality occurs in the P lock unit 20. The automobile 100 may be driven. The period during which travel is permitted may be arbitrarily determined by the PHEV-ECU 32 or the designer of the automobile 100, but may be a period until the power is turned off, for example.

  If the accelerator is turned off frequently during the trial period, the CPU 28a determines YES in step Sa28 and returns to the standby state in step Sa25.

  As described above, according to the present embodiment, when the state of the P lock unit 20 grasped by the ECU 28 is different from the state of the P lock unit 20 detected by the P lock sensor 20j, the P lock- Since the ECU 28 does not issue an unlock notification to the PHEV-ECU 32, the ECU 28 does not transit to the traveling state as it is. Therefore, it is possible to prevent the transmission mechanism 6 and the P lock unit 20 from being damaged because a large driving force is supplied to the transmission mechanism 6 even though the P lock unit 20 is in the locked state.

  Furthermore, according to the present embodiment, if the emergency travel mode is set, the vehicle 100 is allowed to travel regardless of the state of the P lock unit 20, and the vehicle speed reaches the specified speed within the trial period. It is determined that the vehicle is ready to run. And if it can drive | work, subsequent driving | running | working is permitted. Therefore, even if the P-lock unit 20 is abnormal, the automobile 100 can be driven as much as possible, thereby enabling a measure such as moving to a repair shop or the like by self-propelled.

  Further, according to the present embodiment, if it is determined that traveling is not possible, the supply of driving force is immediately stopped. It is possible to prevent the lock unit 20 from being damaged.

  In the present embodiment, at least within the trial period, the driving force is adjusted so as not to exceed the upper limit value set in consideration of the running resistance of the automobile 100. Therefore, the transmission mechanism 6 and P caused by running in the emergency running mode are used. While keeping the load on the lock unit 20 small, it is possible to travel with the driving force necessary to travel.

  This embodiment can be variously modified as follows.

  In the emergency travel mode, it is possible to continue the travel with the driving force adjusted so as not to exceed the upper limit value without determining whether the travel is possible.

  Whether or not the vehicle can travel may be determined based on information other than the vehicle speed, such as the number of rotations detected by the rotation angle sensors 9b and 10b and the acceleration detected by the acceleration sensor.

  The inclination state of the main body 1 may be determined based on information other than the pitch angle, such as information on the inclination of the road surface obtained from the navigation system or detection information of acceleration sensors provided before and after the main body 1, respectively. Further, as the information on the magnitude of the running resistance of the automobile 100, for example, information other than the inclination angle such as the weight of the automobile 100 including the weight of the occupant or the load can be used, or a plurality of pieces of information can be used. May be used in combination.

  In the above embodiment, the P lock-ECU 28 has all of the functions as the control device of the present invention, but part or all of the functions may be provided to another ECU such as the PHEV-ECU 32. For example, the PHEV-ECU 32 determines whether the P lock unit 20 is in the locked state or the unlocked state, and even if the P lock-ECU 28 controls the P lock unit 20 under the instruction from the PHEV-ECU 32. good.

The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, you may delete some components from all the components shown by embodiment mentioned above. Furthermore, you may combine the component covering different embodiment suitably.
The invention described in the scope of claims at the beginning of the filing of the present application will be appended.
A drive source that generates a driving force for driving a wheel of the vehicle; a drive source control unit that controls the drive source; a transmission mechanism that transmits the driving force generated by the drive source to the wheel; and a rotation of the transmission mechanism A lock state that restricts the lock state, or a parking lock mechanism that releases the restriction and enters the unlock state; and a lock switch signal transmission means that transmits a switch signal for switching the lock state from the lock state to the unlock state. A parking lock detecting means for detecting whether the parking lock mechanism is in the locked state or the unlocked state; and the parking lock detecting means in spite of the lock switching signal transmitting means transmitting the switching signal. An abnormality detecting means for detecting an abnormality in which the detection state of the vehicle remains in the locked state, and an inclination angle of the road surface An inclination angle detecting means; and an upper limit driving force setting means for setting an upper limit driving force of a driving force generated by the drive source based on the inclination angle when an abnormality is detected by the abnormality detecting means. Vehicle control device.
2. The vehicle control device according to claim 1, wherein the upper limit driving force setting unit corrects the upper limit driving force so that the upper limit driving force increases as the inclination angle increases ascending.
The vehicle further comprises speed detection means for detecting the traveling speed of the vehicle, and the drive source control means generates a drive force by the drive source control means when the abnormality detection means detects an abnormality, and the drive force 3. The vehicle control according to claim 1, wherein the generation of the driving force by the driving source is stopped when the traveling speed of the vehicle does not reach a specified speed within a predetermined period from the time of occurrence of apparatus.

  2a, 2b ... front wheel, 3a, 3b ... rear wheel, 4a, 4b, 5a, 5b ... axle, 6, 7 ... transmission mechanism, 8 ... internal combustion engine, 9, 10 ... electric motor, 20 ... parking lock unit, 20a ... Parking lock actuator, 20b ... control rod, 20c ... swing arm, 20d ... reciprocating rod, 20e ... cone, 20f ... locking member, 20g ... parking gear, 20h ... detent pin, 20i ... driver, 20j ... parking lock sensor, DESCRIPTION OF SYMBOLS 21 ... Power switch, 22 ... Multi-information display, 23 ... Vehicle speed sensor, 24 ... Shift unit, 25 ... PA king lock switch, 26 ... Accelerator opening sensor, 27 ... Pitch angle sensor, 28 ... Parking lock-ECU, 28a ... CPU, 28b ... ROM, 28c ... RAM, 28d EEPROM, 28e ... interface unit, 28f ... communication unit, 100 ... automobile.

Claims (3)

A driving source for generating a driving force for driving the wheels of the vehicle;
Drive source control means for controlling the drive source;
A transmission mechanism for transmitting the driving force generated by the driving source to the wheels;
A locked state that restricts rotation of the transmission mechanism, or a parking lock mechanism that releases the restriction and enters an unlocked state;
A lock switching signal transmission means for transmitting a switching signal for switching the parking lock mechanism from the locked state to the unlocked state;
Parking lock detecting means for detecting whether the parking lock mechanism is in the locked state or the unlocked state;
An abnormality detecting means for detecting an abnormality in which the detection state of the parking lock detecting means remains in the locked state despite the lock switching signal transmitting means transmitting the switching signal;
An inclination angle detecting means for detecting an inclination angle of the road surface;
When detecting an abnormality of the parking lock mechanism by the abnormality detecting means, in order to enable outputting a driving force necessary for traveling while suppressing the load of the front Symbol transmission mechanism to the parking lock mechanism, wherein the drive the upper limit driving force of the driving force for the emergency running mode that occur in the source anda upper driving force setting means for setting, based on the tilt angle,
The drive source control means includes
When the abnormality detecting means detects an abnormality, a driving force limited by the upper limit driving force is generated according to the accelerator operation of the driver of the vehicle.
A control apparatus for a vehicle. The upper limit driving force setting means includes
The vehicle control device according to claim 1, wherein the upper limit driving force is corrected so as to increase as the inclination angle increases with an ascending slope. Further comprising speed detecting means for detecting the traveling speed of the vehicle,
The drive source control means includes
When the abnormality detection means detects an abnormality, the driving source control means generates a driving force in response to the accelerator operation of the driver of the vehicle, and the driving force is generated within a predetermined period from the time when the driving force is generated. 3. The vehicle control device according to claim 1, wherein when the traveling speed of the vehicle does not reach a specified speed, generation of the driving force by the driving source is stopped.

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