JP6293827B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP6293827B2
JP6293827B2 JP2016147314A JP2016147314A JP6293827B2 JP 6293827 B2 JP6293827 B2 JP 6293827B2 JP 2016147314 A JP2016147314 A JP 2016147314A JP 2016147314 A JP2016147314 A JP 2016147314A JP 6293827 B2 JP6293827 B2 JP 6293827B2
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Prior art keywords
range
engine
vehicle
parking
switching
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JP2018017294A (en
Inventor
克好 垣沼
克好 垣沼
房俊 西面
房俊 西面
太一 北村
太一 北村
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本田技研工業株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26Generation or transmission of movements for final actuating mechanisms
    • F16H61/28Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32Electric motors actuators or related electrical control means therefor
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1232Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26Generation or transmission of movements for final actuating mechanisms
    • F16H61/28Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32Electric motors actuators or related electrical control means therefor
    • F16H2061/326Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission

Description

  The present invention relates to a vehicle control apparatus that controls an electric actuator for switching a parking range.

  Conventionally, as a control device of this type, the reference position of the electric actuator for switching the parking range is set when the engine is started, and the shift range is switched to the parking range based on the drive amount of the electric actuator from the reference position. An apparatus is known (see, for example, Patent Document 1). In the device described in Patent Document 1, a position (P wall position) where the roller abuts against the wall of the detent plate and the detent plate rotates to the maximum is stored in the memory as a reference position, and the drive amount of the electric actuator from this reference position Based on the above, switching to the parking range is performed.

JP 2004-308752 A

  By the way, in general, a vehicle having an automatic transmission can start an engine in a state where the shift range is switched to a parking range or a neutral range. However, when a battery voltage is applied to the starter motor for starting the engine in a state where the shift range is switched to the neutral range, the battery voltage decreases. As a result, even if the reference position of the electric actuator is stored in advance as in the device described in Patent Document 1, the stored value is lost, and the vehicle may travel without storing the reference position.

  According to one aspect of the present invention, a first electric actuator that rotates a plate member in response to a shift command and switches the shift range of the automatic transmission between a parking range and a non-parking range, and starts the engine in response to the engine start command. A control device for a vehicle that controls a second electric actuator using electric power supplied from a common battery, wherein the plate member establishes a parking range from a reference position where the maximum rotation amount of the plate member is limited. The first range can be rotated to a second range that exceeds the first range that establishes a non-parking range, and the first range includes a parking range target position that is different from the reference position, and depends on a shift operation by the driver. A shift command detection unit that detects the shift command, a rotation detection unit that outputs a signal corresponding to the rotation amount of the plate member, and a shift range switching position. A range switching detection unit, a travel determination unit that determines whether or not the vehicle is traveling, and a switching to the parking range detected by the range switching detection unit, the engine start according to the engine start command is permitted. When the switch to the non-parking range is detected, the engine is allowed to start when the vehicle is determined to be running while the vehicle determining unit determines that the vehicle is traveling, while the engine is The first electric actuator is controlled so as to rotate the plate member to the reference position after completion of the engine start in a state where the engine start control unit prohibiting the start and the switch to the parking range are detected by the range switch detection unit. And a reference position detection operation for storing a reference signal output from the rotation detection unit when the plate member is rotated to the reference position. When a shift command to the parking range is detected by the initial control unit and the range switching detection unit, the first electric actuator is controlled to rotate the plate member to the parking range target position based on the stored reference signal. A range switching control unit.

  According to the present invention, when switching to the parking range is detected while the vehicle is stopped, starting of the engine is permitted, and when switching to the non-parking range is detected, starting of the engine is prohibited, so the reference position is not stored. It is possible to prevent the vehicle from traveling in a short time, and when the shift command to the parking range is output after the vehicle stops, the shift range can be immediately switched to the parking range.

1 is a block diagram showing a schematic configuration of a vehicle to which a control device according to an embodiment of the present invention is applied. The figure which shows schematically the principal part structure of the parking brake apparatus mounted in the vehicle which concerns on embodiment of this invention. The figure which shows the rotation range of the detent plate which comprises the parking brake apparatus of FIG. The block diagram which shows the principal part structure of the control apparatus of the vehicle which concerns on embodiment of this invention. The front view which shows the structure of the display part provided in the vehicle front. The flowchart which shows an example of the process regarding engine starting mainly performed by ECU of FIG. The figure which shows an example of the display image displayed on a display part. The figure which shows another example of the display image displayed on a display part. The flowchart which shows an example of the process at the time of the parking brake apparatus failure mainly performed by ECU of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which a control device according to an embodiment of the present invention is applied.

  As shown in FIG. 1, the vehicle includes an engine 1, an automatic transmission 2 that shifts the power of the engine 1 and transmits it to wheels, and an ECU (electronic control unit) that controls the operation of the engine 1 and the automatic transmission 2. ) 3 is mounted. The ECU 3 includes an engine control control unit, an automatic transmission control unit, and the like. In FIG.

  The engine 1 is a gasoline engine that uses gasoline as fuel, and adjusts the opening degree of the throttle valve in accordance with the operation of the accelerator pedal according to a command from the ECU 3 and corresponds to the intake amount supplied through the throttle valve. It is configured to inject fuel. Therefore, the vehicle is not equipped with a high-voltage battery as in a hybrid vehicle, but is equipped with a battery 4 of 12 V, for example, as in a normal gasoline vehicle, and each of the engine 1 and the automatic transmission 2 is supplied with electric power from the battery 4. Operation is controlled.

  The automatic transmission 2 is a stepped or continuously variable automatic transmission, and the shift range thereof includes a parking range (P range), a reverse travel range (R range), a neutral range (N) according to a shift operation by the driver. Range) and forward travel range (D range). More specifically, the vehicle includes a shift-by-wire (SBW) type shift device 5. The shift device 5 is provided at the driver's seat and has a shifter 5a having a plurality of pressing operation units corresponding to the ranges of P, R, N, and D, and a shift command detection for detecting an operation of the shifter 5a (pressing operation unit). 5b. The configuration of the shift device 5 is not limited to this. For example, the shifter 5a may be configured by a movable lever, and a range selection (shift command) by operating the lever may be detected by the shift command detector 5b. .

  The signal output from the shift command detector 5b is input to the ECU 3. The ECU 3 outputs a control signal for driving the electric shift actuator (electric motor) 2a according to the input signal. As a result, the shift range is switched to a desired range according to the driver's operation. Note that the shift range may include other than P, R, N, and D (for example, L range for low-speed traveling, etc.).

  The vehicle is equipped with a parking brake device. FIG. 2 is a diagram schematically illustrating a main configuration of the parking brake device 100. FIG. 2 shows the operating state of the parking brake device 100. As shown in FIG. 2, the parking brake device 100 includes a parking gear 102 provided integrally with a counter shaft 101 in the automatic transmission 2, and a bent parking that is supported to be swingable with a shaft portion 103 as a fulcrum. And a pole 104.

  An engagement claw 104 a is provided at one end of the parking pole 104, and the other end of the parking pole 104 abuts on the cam body 105. The cam body 105 is supported by the detent plate 110 through the parking rod 106 so as to advance and retreat in the directions of arrows A1 and A2. The detent plate 110 is supported to be rotatable in the directions of arrows R1 and R2 with the shaft portion 110a as a fulcrum.

  A first recess 111 and a second recess 112 are formed on the periphery of the detent plate 110, and a protrusion 113 is formed between the first recess 111 and the second recess 112. Furthermore, a first wall 114 is formed at one end of the first recess 111 (opposite the convex 113), and a second wall 115 is formed at one end of the second concave (opposite the convex 113). . One of the recesses 111 and 112 is engaged with a roller 121 provided at the other end of the elastic arm 120 whose one end is fixed to a case or the like.

  The detent plate 110 is rotationally driven by the parking motor 6. The rotation amount of the parking motor 6, that is, the rotational position of the detent plate 110 is detected by the encoder 7. The parking motor 6 is provided separately from the shift actuator 2a. The parking motor 6 performs a switching operation of the P range, and the shift actuator performs a switching operation of other than the P range (D, R, N range).

  When the P range is selected by operating the shifter 5a, the detent plate 110 rotates in the R1 direction, and the roller 121 is engaged with the first recess 111 as shown in FIG. As a result, the cam body 105 moves in the A1 direction via the parking rod 106, and the engagement claw 104a engages with the parking gear 102. As a result, the rotation of the countershaft 101 is prevented, the wheels are fixed, and the parking brake device 100 is operated (parking operation state).

  On the other hand, when the non-P range (any of the D, R, and N ranges) is selected, the detent plate 110 rotates in the R2 direction, and the roller 121 gets over the convex portion 113 and engages with the second concave portion 112. As a result, the cam body 105 moves in the A2 direction via the parking rod 106, and the engagement between the parking gear 102 and the engaging claw 104a is released. As a result, the countershaft 101 can rotate, and therefore the wheels can rotate, and the parking brake device 100 is released (parking released state).

  FIG. 3 is a view showing the rotation range of the detent plate 110. As shown in FIG. 3, the rotation of the detent plate 110 includes a P wall position P1 where the roller 121 is in contact with the first wall 114, and a non-P wall position P2 where the roller 121 is in contact with the second wall 115. The detent plate 110 can rotate between the P wall position P1 and the non-P wall position. The roller 121 moves to the convex portion 113 at a boundary position P3 between the P wall position P1 and the non-P wall position P2.

  When the rotation amount of the detent plate 110 is in the first range θ1, the shift range is switched to the P range and the parking operation state is entered. On the other hand, when the rotation amount of the detent plate 110 is in the second range θ2, the shift range is switched to other than the P range (non-P range), and the parking state is released.

  The target rotational position (P range target position Pa) of the detent plate 110 starting from the P wall position P1 when the P range is selected is set at the center position of the first recess 111 within the first range θ1, for example. Is done. For example, at the center position of the second recess 112 within the second range θ2, the target rotational position of the detent plate 110 starting from the P wall position P1 (non-P range target position Pb) when the non-P range is selected. Is set.

  In this embodiment, the detent plate 110 is rotated to the maximum in the R1 direction, the P wall position P1 (reference position) is detected from the signal of the encoder 7 at that time, and the signal of the encoder 7 representing the P wall position P1 ( Reference signal) is stored in a memory (volatile memory). This is called a P wall position detection operation. Note that the tensile force acting on the elastic arm 120 is maximized when the detent plate 110 is rotated to the maximum in the R1 direction.

  By the way, the vehicle according to the present embodiment is equipped with the 12V battery 4 similar to the general gasoline vehicle as described above, and the starter motor 1a is driven by the electric power from the battery 4 when the engine is started. For this reason, when an inrush current is passed through the starter motor 1a in response to the engine start command, the battery voltage drops below a predetermined value, and the information stored in the memory, that is, the reference position obtained by the P wall position detection operation Information may be lost. Even if the reference position information is burnt out, if the shift range is switched to the P range, the P wall position detection operation is executed again after the engine is started, and the vehicle can be driven with the P wall position P1 stored. is there.

  However, if the engine 1 is started with the shift range switched to the N range, the P wall position detection operation cannot be performed, and the vehicle may travel without storing the P wall position P1. In this case, when switching to the P range is instructed after the vehicle stops, the detent plate 110 cannot be immediately rotated to the P range target position Pa, and the time required for switching to the P range becomes long. As a result, for example, when the vehicle stops on a sloping ground, it is necessary to continue to operate the brake pedal in order to prevent the vehicle from sliding down, which requires a complicated operation for the driver. In order to prevent such a complicated operation, in this embodiment, a vehicle control device is configured as follows.

  FIG. 4 is a block diagram showing a main configuration of the vehicle control apparatus according to the embodiment of the present invention. As shown in FIG. 4, the ECU 3 includes a shift command detector 5b, an encoder 7, a range switching detector 8 that detects a shift range switching position, a vehicle speed detector 9 that detects a vehicle speed, and an engine speed. A signal from a rotation speed detector 10 for detecting the engine 1 and an engine start switch 11 for instructing start of the engine 1 by the operation of the driver are input. The range switching detector 8 includes a sensor that detects switching to the P range (for example, a parking sensor that outputs an ON signal when the engaging claw 104a is engaged with the parking gear 102), and a sensor that detects switching to the N range. (For example, a neutral sensor that outputs an ON signal when the N range is switched).

  The ECU 3 includes an arithmetic processing unit having a CPU, ROM, RAM, and other peripheral circuits. ECU3 performs the process mentioned later based on the signal from each detector and a switch, and outputs a control signal to the starter motor 1a, the shift actuator 2a, the parking motor 6, and the display part 12. FIG.

  As shown in FIG. 4, the ECU 3 includes, as a functional configuration, an initial control unit 31, a range switching control unit 32, an engine start control unit 33, a display control unit 34, an idling stop control unit 35, and a failure determination. A unit 36 and a travel determination unit 37.

  When the engine speed detected by the rotation speed detector 10 becomes equal to or higher than the complete explosion speed and the engine 1 starts operating with the shift range switched to the P range, the initial control unit 31 The parking motor 6 is controlled to execute the wall position detection operation. That is, by driving the parking motor 6, the detent plate 110 is rotated to the maximum in the R1 direction in FIG. 2 to bring the roller 121 into contact with the first wall 114, and the output signal of the encoder 7 at that time is the P wall. The reference signal representing the position P1 is stored in the memory of the ECU 3. When the storage of the reference signal is completed, the initial control unit 31 rotates the detent plate 110 in the R2 direction in FIG. 2 and returns the detent plate 110 to the original position before rotating in the R1 direction. This original position corresponds to the P range target position Pa (FIG. 3).

  The range switching control unit 32 controls the shift actuator 2a and the parking motor 6 in accordance with a signal from the shift command detector 5b. In particular, regarding the control of the parking motor 6, when the shift command detector 5b detects a shift command to the P range, the range switching control unit 32 performs parking based on the reference signal representing the P wall position P1 stored in the memory. A control signal is output to the motor 6 to rotate the detent plate 110 to the P range target position Pa.

  More specifically, the range switching control unit 32 calculates the target rotation amount corresponding to the P range target position Pa based on the reference signal and the output signal of the encoder 7 before rotating the detent plate 110 in the R1 direction. The detent plate 110 is rotated by this target rotation amount while setting and monitoring the output of the encoder 7. The target rotation amount corresponding to the P range target position Pa can be set from the shape data (design value) of the periphery of the detent plate 110.

  Further, when the shift command detector 5b detects a shift command to the non-P range (D, R, N range), the range switching control unit 32 controls the parking motor 6 based on the reference signal stored in the memory. A signal is output to rotate the detent plate 110 to the non-P range target position Pb (FIG. 3). More specifically, the detent plate is set while monitoring the output of the encoder 7 by setting the target rotation amount corresponding to the non-P range target position Pb from the reference signal and the shape data (design value) of the periphery of the detent plate 110. 110 is rotated by this target rotation amount.

  When an engine start command is input by operating the engine start switch 11, the engine start control unit 33 determines whether to allow engine start based on the shift range switching state and the vehicle running state. That is, when switching to the P range is detected by the range switching detector 8, engine start is permitted. As a result, a control signal is output to the starter motor 1a (motor relay), and the cranking operation of the engine 1 is started. On the other hand, when switching to the N range is detected by the range switching detector 8, when the traveling determination unit 37 determines that the vehicle is traveling, the engine 1 is allowed to start and the vehicle is not traveling. Is determined, the engine 1 is prohibited from starting.

  The display control unit 34 outputs a control signal to the display unit 12 (FIG. 5) provided in the driver's seat, and causes the display unit 12 to display a predetermined display image. FIG. 5 is a front view showing the configuration of the display unit 12. As shown in FIG. 5, the display unit 12 includes a multi-information display disposed in the center of the meter panel 13 in front of the driver's seat.

  In the vehicle according to the embodiment of the present invention, if the D range is selected, the vehicle is stopped (vehicle speed is 0), and the brake pedal operation condition (idling stop start condition) is satisfied, the fuel from the ECU 3 is commanded. It has an idling stop mechanism that stops injection and automatically stops the engine 1. The idling stop control unit 35 controls the operation of the idling stop mechanism. When any idling stop stop condition such as non-operation of the brake pedal, idling stop duration is longer than a predetermined time, or an increase in the electric load of the vehicle is satisfied during idling stop, the idling stop control unit 35 ends the idling stop. Thus, the starter motor 1a is controlled. As a result, the cranking operation is started and the engine 1 is restarted.

  The failure determination unit 36 determines whether or not some of the components (the parking motor 6 and the encoder 7) that constitute the parking brake device 100 have failed. For example, when the signal indicating the operation of the parking motor 6 is abnormal for a predetermined time or more, it is determined that the parking brake device 100 is malfunctioning. The traveling determination unit 37 determines whether or not the vehicle is traveling based on a signal from the vehicle speed detector 9.

  FIG. 6 is a flowchart showing an example of processing executed by the ECU 3 in FIG. The processing shown in this flowchart is mainly processing related to engine start (engine start processing), and is started when the engine 1 is in a non-operating state during stopping or running. The inoperative state of the engine 1 includes a state before the engine is started and an engine stall state in which the engine speed is lower than the idle speed after the engine is started.

  First, in step S1, it is determined based on a signal from the range switching detector 8 (parking sensor) whether or not it is a parking operation state in which the shift range is switched to the P range. If the determination in step S1 is affirmative, the process proceeds to step S2, and it is determined whether or not the engine start is commanded by operating the engine start switch 11. If the result is affirmative in step S2, the process proceeds to step S3.

  In step S3, a control signal is output to the starter motor 1a by the processing in the engine start control unit 33, and the engine 1 is started. Next, the process proceeds to step S4 after the engine start is completed, and the P wall position detection operation is executed by the processing in the initial control unit 31. That is, a control signal is output to the parking motor 6 to rotate the detent plate 110 to the P wall position P1, and the detection signal of the encoder 7 at that time is stored in the memory.

  Next, in step S5, a control signal is output to the parking motor 6 based on the signal of the encoder 7 by the processing in the initial control unit 31, and the detent plate 110 is moved to the original position before the P wall position detection operation is executed. Return to (P range target position Pa). This completes the engine start process. Thereafter, the shift range is switched according to the operation of the shifter 5a. For example, when switching from the non-P range to the P range is instructed, a control signal is output to the parking motor 6 based on the reference signal stored in step S4 by the processing in the range switching control unit 32, and the shift range is set. Switch to P range. When the shift range is switched to the D range and the idling stop condition is satisfied, the idling stop mechanism is activated by the processing in the idling stop control unit 35.

  On the other hand, when the result in Step S1 is negative, that is, when the parking is released, the process proceeds to Step S6. In step S6, it is determined based on the signal from the range switching detector 8 (neutral sensor) whether or not the shift range is switched to the N range. If the determination in step S6 is affirmative, the process proceeds to step S7, and it is determined whether or not the vehicle is traveling based on a signal from the vehicle speed detector 9 by processing in the traveling determination unit 37. When an affirmative determination is made in step S7, that is, when switching to the N range is detected in the engine stall state, the routine proceeds to step S8, where it is determined whether or not an engine start command has been output by operating the engine start switch 11.

  Step S8 is repeated until affirmed, and when affirmed in step S8, the process proceeds to step S9. In step S9, a control signal is output to the starter motor 1a by the processing in the engine start control unit 33, and the engine 1 is started. Next, in step S <b> 10, whether or not the vehicle is traveling is determined based on a signal from the vehicle speed detector 9 by processing in the traveling determination unit 37. Step S10 is repeated until negative, and if negative in step S10, that is, if it is determined that the vehicle is stopped, the process proceeds to step S11.

  In step S11, based on the signal from the shift command detector 5b, it is determined whether or not a shift command to the P range is output by operating the shifter 5a. Step S11 is repeated until affirmed, and when affirmed in step S11, the process proceeds to step S12. In step S12, it is determined whether or not the reference signal representing the P wall position P1 stored in advance in the memory has disappeared. That is, when the engine 1 is started in step S9, it is determined whether or not the reference signal has disappeared because the battery voltage has decreased to a predetermined value or less.

  If the result in Step S12 is negative, the process proceeds to Step S5, and a control signal is output to the parking motor 6 based on the reference signal stored in the memory and the signal of the encoder 7. As a result, the detent plate 110 is rotated from the non-P range target position Pb to the P range target position Pa, and the shift range is switched from the N range to the P range. On the other hand, if the determination in step S12 is affirmative, the process proceeds to step S13, and idling stop is prohibited by the processing in the idling stop control unit 35 regardless of whether or not the idling stop condition is satisfied.

  Next, the process proceeds to step S <b> 14, and the P wall position detection operation is executed by the process in the initial control unit 31. In this case, in order to execute the P wall position detection operation in the state switched to the N range, the parking motor 6 is driven so as to rotate the detent plate 110 to the P wall position P1 at a lower speed than the driving speed in step S4. To control. Next, in step S5, a control signal is output to the parking motor 6 based on the reference signal obtained by the P wall position detection operation in step S14, and the detent plate 110 is rotated to the P range target position Pa.

  If the result in S6 is negative, the program proceeds to step S15, and it is determined whether or not the vehicle is traveling based on a signal from the vehicle speed detector 9. If the determination in step S15 is affirmative, the process proceeds to step S16. If the determination is negative, the process proceeds to step S17. When the result in step S7 is negative, the process proceeds to step S17. In step S16, a control signal is output to the shift actuator 2a by the processing in the range switching control unit 32, and the shift range is switched to the N range.

  In step S17, a control signal is output to the display unit 12 to display a predetermined image by processing in the display control unit 34. FIG. 7A is a diagram illustrating an example of the display image 14 in this case. In FIG. 7A, a display image 14 is composed of an image 14a imitating the P range and a character image 14b teaching that the engine is started by switching to the P range. As a result, the driver can easily grasp the procedure for starting the engine.

  FIG. 8 is a flowchart showing an example of another process in the ECU 3, particularly a process related to engine start (parking failure process) when a part of the parking brake device 100 (such as the parking motor 6) fails. This process is started when an engine start command is output by operating the engine start switch 11, for example.

  First, in step S21, the failure determination unit 36 determines whether or not the parking brake device 100 has failed. Step S21 is repeated until affirmed, and when affirmed in step S21, the process proceeds to step S22. In step S22, it is determined whether the shift range is switched to the N range based on the signal from the range switching detector 8. If the determination in step S22 is affirmative, the process proceeds to step S23, and if the determination is negative, the process returns to step S21.

  In step S23, a control signal is output to the display unit 12 to display a predetermined image by processing in the display control unit 34. FIG. 7B is a diagram showing an example of the display image 15 in this case. In FIG. 7B, a pedal image 15a simulating the brake pedal, an arrow image 15b indicating the operation of the brake pedal, a start switch image 15c simulating the engine start switch 11, and a character image 15d teaching the engine start method are displayed. An image 15 is constructed. As a result, the driver can easily grasp the procedure for starting the engine.

  Next, in step S24, whether or not the engine start switch 11 has been operated with the brake pedal being operated, that is, the engine start condition when the parking brake device 100 has failed, is established by the processing in the engine start control unit 33. It is determined whether or not. If the result is affirmative in step S24, the process proceeds to step S25. If the result is negative, the process returns to step S23. In step S25, a control signal is output to the starter motor 1a to start the engine 1. Thereby, even if the N range and the vehicle is stopped, the engine can be started if the parking brake device 100 is out of order.

  Next, the main operation of the vehicle control apparatus according to the embodiment of the present invention will be described more specifically. When the driver operates the engine start switch 11 while the vehicle is stopped in a normal state in which the parking brake device 100 has not failed, the cranking operation is started when the shift range is switched to the P range, and the engine 1 is started. (Step S3). After that, the P wall position detection operation is executed by driving the parking motor 6, and after the P wall position P1 is stored in the memory (step S4), the detent plate 110 is returned to the P range target position Pa (step S5).

  On the other hand, when the shift range is switched to other than the P range (for example, the N range), the cranking operation is prohibited. At this time, an image (FIG. 7A) that teaches to select the P range by operating the shifter 5a is displayed on the display unit 12 (step S17). As a result, the engine is started when the vehicle is stopped in the P range, and the P wall position detection operation is executed after the engine is started. Therefore, the vehicle travels without storing the P wall position P1 as a reference for the parking operation. Can be prohibited.

  As a result, when the driver stops the vehicle after traveling and commands the switch to the P range by operating the shifter 5a, the shift range is immediately changed to the P range based on the P wall position P1 stored in advance. Can be switched. Thus, for example, when the driver leaves the brake pedal after instructing to switch to the P range in a state where the vehicle stops on a sloping ground, the vehicle can be prevented from sliding down due to gravity. In other words, the driver does not need to keep operating the brake pedal, and the driver's labor can be reduced.

  If an engine stall occurs during traveling, engine start is permitted on condition that the shift range has been switched to the N range. If the shift range is switched to other than the N range (D range), the shift range is forcibly switched to the N range by the operation of the shift actuator 2a (step S16). Further, when the engine start switch 11 is operated with the shift range switched to the N range, the engine 1 is started (step S9). As a result, the engine stall state can be recovered, so that a sufficient brake negative pressure can be ensured during traveling, and the brake force can be reliably generated by operating the brake pedal.

  When the engine is started in the N range, the P wall position P1 stored in the memory may be lost. After stopping in a state where the P wall position P1 has disappeared, when the switch to the P range is commanded by operating the shifter 5a, the parking motor 6 is operated at a lower speed than when the P wall position is detected in the P range (step S4). While being driven, the P wall position detection operation is executed (step S14). Thereby, the impact when moving the roller 121 (FIG. 2) from the second concave portion 112 to the first concave portion 111 beyond the convex portion 113 can be reduced.

  When the P wall position detection operation is executed in the N range, idling stop is prohibited (step S13). Therefore, the starter motor 1a is not automatically driven by releasing the idling stop, and the parking motor 6 can be reliably driven by the power of the battery 4 of 12V. That is, since the starter motor 1a and the parking motor 6 are not driven simultaneously, a sufficient driving voltage for the parking motor 6 can be ensured. Thus, since the parking operation state can be surely achieved, it is possible to prevent the vehicle from sliding down due to gravity on the slope.

  When the parking brake device 100 (for example, the parking motor 6) fails, the engine start in the N range is permitted. That is, when the engine start switch 11 is operated with the shift range switched to the N range and the brake pedal operated, the engine 1 is started (step S25). Thereby, even if the shift range cannot be switched to the P range due to a failure of the parking brake device 100, the engine 1 can be started. When the parking brake device 100 fails, the engine start procedure is displayed on the display unit 12 (step S23). By referring to this display, the driver can easily start the engine 1.

According to the embodiment of the present invention, the following effects can be obtained.
(1) The vehicle control apparatus according to the embodiment of the present invention rotates the detent plate 110 in response to a shift command, and sets the shift range of the automatic transmission 2 to P range and non-P range (D, R, N range). A parking motor 6 that switches between and a starter motor 1a that starts the engine 1 in response to an engine start command is controlled using electric power supplied from a common battery 4 (FIG. 1). The detent plate 110 can rotate from the P wall position P1 where the maximum rotation amount is limited to a first range θ1 that establishes the P range, and further to a second range θ2 that exceeds the first range θ1 that establishes the non-P range. The first range θ1 includes a P range target position Pa different from the P wall position P1 (FIG. 3). The control device detects a shift command detector 5b that outputs a shift command according to a shift operation by the driver, an encoder 7 that outputs a signal according to the amount of rotation of the detent plate 110, and a shift range switching position. When the switching to the P range is detected by the range switching detector 8 to be performed, the traveling determination unit 37 for determining whether or not the vehicle is traveling, and the range switching detector 8, the engine 1 corresponding to the engine start command is detected. When the start is permitted and switching to the non-P range is detected, the start of the engine 1 is permitted when the travel determination unit 37 determines that the vehicle is traveling, while it is determined that the vehicle is not traveling. The engine start control unit 33 that prohibits the start of the engine 1 when the engine 1 is started and the range switch detector 8 detects the switch to the parking range, and after the start of the engine 1 is completed P wall position detection that controls the parking motor 6 to rotate the ittent plate 110 to the P wall position and stores a reference signal output from the encoder 7 when the detent plate 110 is rotated to the P wall position When the shift command to the P range is output by the initial control unit 31 that executes the operation and the shift command detector 5b, the detent plate 110 is rotated to the P range target position Pa based on the reference signal stored in the memory. And a range switching control unit 32 for controlling the parking motor 6 (FIG. 4).

  As a result, the engine is started in the stopped state in the P range, so that the vehicle can be prevented from traveling without storing the P wall position P1, and when the shift command to the P range is output after the vehicle stops. In addition, the shift range can be immediately switched to the P range. Therefore, the driver does not need to keep operating the brake pedal, and no complicated operation is required. Further, if the vehicle is traveling, engine start is permitted even in the non-P range, so that it is possible to return from the engine stall state during traveling.

(2) The range switching detector 8 can further detect the N range in which the power of the engine 1 is not transmitted to the wheels, and the engine start control unit 33 detects the switching to the N range by the range switching detector 8. When the traveling determination unit 37 determines that the vehicle is traveling, the engine 1 is allowed to start (step S9). As a result, the engine can be started in the N range, and even when an engine stall occurs during traveling, a sufficient brake negative pressure can be secured by starting the engine.

(3) The range switching control unit 32 further switches the shift range to the N range when the engine 1 stops operating in a state where the traveling determination unit 37 determines that the vehicle is traveling (step S16). Thus, it is possible to automatically shift to a shift state where the engine can be started, and it is easy to return from the engine stall state during traveling.

(4) The vehicle has an idling stop function for stopping the idling operation of the engine 1, and when the switching to the N range is detected by the range switching detector 8, the idling stop control unit prohibits the operation of the idling stop function. 35 is further provided (FIG. 4). As a result, the starter motor 1a and the parking motor 6 can be prevented from being driven at the same time, so that a sufficient driving voltage for the parking motor 6 can be ensured.

(5) The vehicle has an idling stop function for stopping the idling operation of the engine 1, and when the reference signal stored in the initial control unit 31 is lost due to the voltage drop of the battery 4, the idling stop function is activated. An idling stop control unit 35 to be prohibited is further provided (FIG. 4). By prohibiting the operation of the idling stop function on the condition that the reference signal is reset in this way, invalidation of the idling stop function can be minimized, which contributes to an improvement in fuel consumption.

(6) The initial control unit 31 further receives a shift command to the P range by the shift command detector 5b after the start of the engine 1 is completed in a state where the switching to the N range is detected by the range switching detector 8. If detected, a P wall position detection operation is executed (step S14). As a result, the P wall position P1 is stored, and thereafter, when a shift command to the P range is output, it is possible to immediately switch to the P range.

(7) A failure determination unit 36 that determines whether or not the parking brake device 100 having the parking motor 6 has failed is further provided (FIG. 4). The engine start control unit 33 determines that the parking brake device 100 has failed by the failure determination unit 36. When the determination is made, the switching of the N range is detected by the range switching detector 8 and the engine 1 is allowed to start even when the traveling determination unit 37 determines that the vehicle is not traveling. Thus, even when the vehicle is stopped in the N range, the engine can be started if the parking brake device 100 is broken.

(8) The display unit 12 is further provided to notify the driver of an operation for starting the engine when the failure determination unit 36 determines that the parking brake device 100 is in failure (FIG. 4). As a result, even if a special operation is required when starting the engine, the driver can easily start the engine.

  In the above embodiment, the parking motor 6 is used as the first electric actuator that switches the shift range between the parking range and the non-parking range, and the starter motor 1a is used as the second electric actuator that starts the engine in response to the engine start command. However, the configuration of the first electric actuator and the second electric actuator is not limited to that described above as long as it is controlled using electric power supplied from a common battery. In the said embodiment, although the plate member was comprised by the detent plate 110, the 1st range which establishes a parking range from the reference position (P wall position P1) where the maximum rotation amount was restrict | limited, and also the 2nd which establishes a non-parking range. The plate member may have any configuration as long as the first range is configured to include a parking range target position different from the reference position. Therefore, the rotation detection unit that outputs a signal corresponding to the amount of rotation of the plate member may be configured by other than the encoder 7.

  In the above embodiment, a shift command to the P range is output by operating the shifter 5a. However, for example, a door open / close sensor that detects opening / closing of a door is provided, and a shift command to the P range is automatically issued when the door is opened. You may make it output. That is, the shift command to the P range may be output either manually or automatically. In the above embodiment, the single battery 4 is mounted on the vehicle. However, for example, predetermined information (information for prompting the operation of the manual parking brake) can be displayed on the display unit 12 regardless of the power of the battery 4. In addition, a sub battery may be mounted separately from the battery 4.

  In the above embodiment, the operation for starting the engine is displayed on the display unit 12 when the failure determination unit 36 determines that the parking brake device 100 is in failure. And the configuration of the notification unit is not limited to that described above. The configuration of the shift command detector 5b (shift command detection unit) that detects a shift command corresponding to the shift operation by the driver is not limited to the above-described configuration. In the above embodiment, the shift actuator 2a and the parking motor 6 are provided separately, but switching to each range may be performed by a common actuator. In the above embodiment, the reference signal is stored in the volatile memory, but can be stored in the nonvolatile memory.

  Although the above embodiment was applied to a gasoline vehicle equipped with a gasoline engine, the present invention can be similarly applied to a vehicle equipped with another engine such as a diesel engine.

  The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications unless the features of the present invention are impaired. It is also possible to arbitrarily combine one or more of the above-described embodiments and modifications, and it is also possible to combine modifications.

DESCRIPTION OF SYMBOLS 1 Engine, 1a Starter motor, 3 ECU, 4 Battery, 5b Shift command detector, 6 Parking motor, 7 Encoder, 8 Range change detector, 9 Vehicle speed detector, 11 Engine start switch, 12 Display part, 31 Initial control part , 32 range switching control unit, 33 engine start control unit, 34 display control unit, 35 idling stop control unit, 36 failure determination unit, 37 travel determination unit, 110 detent plate, P1 P wall position, Pa parking range target position, θ1 1st range, θ2 2nd range

Claims (8)

  1. A first electric actuator that rotates the plate member in response to the shift command and switches the shift range of the automatic transmission between the parking range and the non-parking range; and a second electric actuator that starts the engine in response to the engine start command. A control device for a vehicle that controls electric power supplied from a common battery,
    The plate member can be rotated from a reference position where the maximum amount of rotation of the plate member is limited to a first range that establishes the parking range, and further to a second range that exceeds the first range that establishes the non-parking range. And the first range includes a parking range target position different from the reference position,
    A shift command detection unit that detects a shift command according to a shift operation by the driver;
    A rotation detector that outputs a signal corresponding to the amount of rotation of the plate member;
    A range switching detector for detecting a shift range switching position;
    A travel determination unit that determines whether or not the vehicle is traveling;
    When the switching to the parking range is detected by the range switching detection unit, the start of the engine according to the engine start command is permitted, and when the switching to the non-parking range is detected, the travel determination unit An engine start control unit that permits starting of the engine when it is determined that the vehicle is traveling, while prohibiting starting of the engine when it is determined that the vehicle is not traveling;
    The first electric actuator is controlled so as to rotate the plate member to the reference position after completion of starting of the engine in a state where the switching to the parking range is detected by the range switching detection unit, and the plate member An initial control unit that executes a reference position detection operation that stores a reference signal output from the rotation detection unit when the rotation is rotated to the reference position;
    When the shift command to the parking range is detected by the range switching detection unit, the first electric actuator is controlled to rotate the plate member to the parking range target position based on the stored reference signal. A vehicle control device comprising: a range switching control unit.
  2. The vehicle control device according to claim 1,
    The range switching detection unit can further detect a neutral range in which the power of the engine is not transmitted to wheels,
    The engine start control unit permits the engine to start when the switch to the neutral range is detected by the range switch detection unit and the vehicle determination unit determines that the vehicle is traveling. A control device for a vehicle.
  3. The vehicle control device according to claim 2,
    The range switching control unit further switches the shift range to the neutral range when the engine stops operating in a state where the traveling determination unit determines that the vehicle is traveling. apparatus.
  4. The vehicle control device according to claim 2 or 3,
    The vehicle has an idling stop function for stopping idling operation of the engine,
    The vehicle control device further comprising an idling stop control unit that prohibits the operation of the idling stop function when the range switching detection unit detects the switching to the neutral range.
  5. The vehicle control device according to claim 2 or 3,
    The vehicle has an idling stop function for stopping idling operation of the engine,
    The vehicle control apparatus according to claim 1, further comprising an idling stop control unit that prohibits the operation of the idling stop function when the reference signal stored in the initial control unit is lost due to a decrease in the voltage of the battery.
  6. The vehicle control device according to any one of claims 2 to 5,
    The initial control unit further detects a shift command to the parking range by the shift command detection unit after the start of the engine is completed in a state where the switch to the neutral range is detected by the range switch detection unit. Then, the vehicle control device performs the reference position detection operation.
  7. The vehicle control device according to any one of claims 2 to 6,
    A failure determination unit for determining whether or not there is a failure in the parking brake device having the first electric actuator;
    In the engine start control unit, when the failure determination unit determines that the parking brake device is in failure, the range switching detection unit detects the switch to the neutral range, and the travel determination unit detects that the vehicle has traveled. A vehicle control device that permits starting of the engine even when it is determined that the vehicle is not in the middle.
  8. The vehicle control device according to claim 7,
    The vehicle control device, further comprising: a notification unit that notifies a driver of an operation for starting the engine when the failure determination unit determines that the parking brake device has failed.
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