JP6443193B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus capable of automatic driving traveling without depending on a driving operation of a driver.

  Patent Document 1 discloses a position detection device that detects the position of a traveling vehicle, an operation mode switching device that switches between an automatic operation mode and a manual operation mode by a driver, an automatic operation controller that performs vehicle operation control, vehicle speed, and steering. An automatic driving control device having an actuator for controlling a corner and an override detection device for detecting a steering operation (steering override) performed by a driver when the driving mode is switched is described. The automatic operation control device described in Patent Document 1 performs switching from the automatic operation mode to the manual operation mode when the steering override is detected at the time of switching the operation mode, and when the steering override is not detected. Is configured to guide the vehicle to an emergency evacuation road provided as a safety area separately from the general road by stopping the switching from the automatic operation mode to the manual operation mode and continuing the automatic operation mode. .

  Patent Document 2 describes an invention related to a vehicle control technique when it is determined that map data is insufficient for a vehicle that can be controlled in the automatic operation mode. In the control described in Patent Document 2, the map data of the navigation system and the sensor data are compared during the automatic driving, and if it is determined that the map data is insufficient, the driver is automatically driven. An alarm is issued to encourage switching to manual operation. In addition, when the vehicle cannot be switched to manual operation, the vehicle is evacuated to, for example, a road shoulder.

JP 2000-276690 A U.S. Pat. No. 8,521,352

  In a vehicle capable of automatic driving as described in Patent Document 1 and Patent Document 2 described above, during automatic driving, for example, because of a vehicle failure, running out of fuel, or insufficient remaining battery power, When running is difficult, the vehicle can be evacuated to a safe place and stopped by automatic driving. However, at that time, for example, if the parking device is operated and the automatic operation is terminated in a state where the rotation of the wheel is locked, the lock by the parking device may not be released thereafter. If the lock by the parking device cannot be released, it becomes difficult to move the vehicle by a tow truck or the like.

  The present invention has been conceived by paying attention to the technical problems as described above, and it is determined that it is difficult for the vehicle to be self-propelled during automatic driving while the vehicle is capable of automatic driving. It is an object of the present invention to provide a vehicle control device that can prevent the subsequent movement of the vehicle from becoming difficult even when the vehicle is stopped.

In order to achieve the above object, the present invention is capable of automatic driving that automatically runs without depending on the driving operation of the driver, and locks the rotation of the wheels when the vehicle is stopped to maintain the stopped state. A vehicle control device comprising a parking device, wherein an actuator for operating the parking device is configured by a shift-by-wire system , comprising a controller for controlling the state of the vehicle, wherein the controller is running during the automatic driving In addition, the presence or absence of abnormality of the vehicle is detected, and when the abnormality is detected, it is determined whether or not the automatic driving traveling can be continued, it is determined that the automatic driving traveling cannot be continued due to the abnormality , and The ignition switch cannot be turned on again after the vehicle ignition switch is turned off. When an abnormality occurs can not be driven to, as well to stop after backing run the vehicle to a predetermined evacuation area, and ends the automatic operation travel without operating the parking device actuatable state It is comprised so that it may be comprised.
In the present invention, the vehicle includes a shift device that can set any one of a plurality of ranges including a neutral range that cuts off power transmission from a driving force source to the wheels. The controller may be configured to set the shift device to the neutral range when the automatic driving traveling is finished without operating the parking device.
Further, in the present invention, the controller refers to the information regarding the topography of the predetermined retreat location, and when the gradient in the front-rear direction of the vehicle at a position where the vehicle is stopped is smaller than a predetermined value, the parking device The automatic driving traveling may be terminated without operating the vehicle.

  According to the present invention, during an autonomous driving, for example, when a vehicle abnormality such as a failure, a fuel shortage, or a remaining battery level is detected and it is determined that subsequent self-running is difficult, the vehicle The vehicle is stopped after being evacuated to a safe evacuation site. Then, when the vehicle stops, the automatic operation is terminated without operating the parking device. Therefore, even if it is determined that it becomes difficult for the vehicle to be self-propelled during automatic driving, the subsequent movement of the vehicle can be prevented.

It is a figure for demonstrating the outline | summary of the control system of the vehicle in which the automatic driving driving | running | working to be controlled by the control apparatus of this invention is possible. It is a figure which shows an example of the drive system of the vehicle made into a control object by the control apparatus of this invention. It is a flowchart for demonstrating an example of the control performed with the control apparatus of this invention. 4 is a time chart for explaining an example of the behavior of the vehicle when the control shown in the flowchart of FIG. 3 is executed. 4 is a time chart for explaining another example of the behavior of the vehicle when the control shown in the flowchart of FIG. 3 is executed. It is a flowchart for demonstrating the other example of control performed with the control apparatus of this invention.

  The present invention will be specifically described with reference to the drawings. The vehicle Ve to be controlled in the present invention is automatically controlled without depending on the manual operation traveling according to the driving operation of the driver and the driving operation of the driver, like the conventional general vehicle. Thus, it is configured to be able to switch between automatic driving and traveling.

  Specifically, as shown in FIG. 1, the vehicle Ve has a front wheel 1 and a rear wheel 2. In the example shown in FIG. 1, the vehicle Ve is driven by transmitting the power output from the drive force source (ENG, MG) 3 to the drive wheels 1 via the power transmission mechanism (TM) 4 and the drive shaft 5. Configured to generate force. Each of the wheels 1 and 2 is provided with a braking device (not shown).

  The driving force source 3 is a prime mover that generates driving force of the vehicle Ve, such as an engine or a motor. When an engine is used as the driving force source 3, the engine is configured to be able to control output adjustment and start / stop operations. When a motor is used as the driving force source 3, the motor is connected to a battery via an inverter so that the number of rotations and torque, or the function as a motor and the function as a generator can be switched. Configured.

  The power transmission mechanism 4 is, for example, a conventional general stepped automatic transmission or a belt-type or toroidal-type continuously variable transmission, and can control a set speed (or speed ratio). It is configured. A power split mechanism that combines and splits the power output by the engine and motor in the hybrid vehicle also corresponds to the power transmission mechanism 4.

  The vehicle Ve is provided with a shift device 6. The shift device 6 is a device for setting a transmission state, a gear position, or a gear ratio of the power transmission mechanism 4 as described above. Specifically, the transmission state of the power transmission mechanism 4 can be switched to each state such as forward, backward, and neutral. For example, as a shift position for determining the transmission state of the power transmission mechanism 4, a D (drive) range in which the vehicle Ve travels forward by automatically shifting within a predetermined gear stage or a range of the gear ratio, and R in which the vehicle Ve travels backward is used. The (reverse) range can be set. In addition, an N (neutral) range in which power transmission from the driving force source is interrupted, a P (parking) range in which the rotation of a wheel is locked by operating a parking lock mechanism 23 described later, and the like can be set.

  The shift device 6 is provided with a shift lever or a shift switch (not shown) for the driver to select and set each shift position as described above. A shift actuator (not shown) that operates the power transmission mechanism 4 corresponding to the selected shift position is provided. For example, a predetermined shift position can be selected and set by the driver operating the shift lever. Further, the shift actuator is automatically controlled so that a predetermined shift position can be selected and set.

  Furthermore, a parking device 7 is provided in the vehicle Ve. The parking device 7 is a device for stopping and locking the wheels when the vehicle Ve is stopped. The parking device 7 includes, for example, a parking lock mechanism 23 as will be described later, and is configured to operate when the P range is set by the shift device 6 to lock the rotation of the drive shaft 5. . The parking device 7 is constituted by a parking brake (or a side brake) (not shown) that operates a braking device provided on at least one of the wheels 1 and 2 by a mechanical operation mechanism using a wire, a linkage, or the like. You can also

  A controller (ECU) 8 for controlling operations of the driving force source 3, the power transmission mechanism 4, the shift device 6, the parking device 7, the braking device, the steering device, and the like as described above is provided. The controller 8 is an electronic control device mainly composed of a microcomputer, for example. The controller 8 is configured to receive detection signals, information signals, and the like from sensors and vehicle-mounted devices 9 of each part of the vehicle Ve.

  Among the sensors and in-vehicle devices 9, for example, an accelerator sensor for detecting the accelerator opening, and a brake pedal depression amount are detected as main internal sensors for detecting the traveling state of the vehicle Ve and the operating state and behavior of each part. A brake sensor (or brake switch), a steering angle sensor for detecting the steering angle of the steering mechanism, an engine speed sensor for detecting the engine speed, an output speed sensor for detecting the output shaft speed of the power transmission mechanism 4, A vehicle speed sensor for detecting the rotational speed of each wheel 1 and 2 to determine the vehicle speed, a longitudinal acceleration sensor for detecting the longitudinal acceleration of the vehicle Ve, and the like are provided.

  Among the sensors and in-vehicle devices 9, as main external sensors for detecting the peripheral information and external conditions of the vehicle Ve, for example, an in-vehicle camera, a radar [RADAR: Radio Detection and Ranging], and a rider [LIDAR: Laser Imaging Detection and Ranging] is provided. Further, in addition to the internal sensor and the external sensor as described above, a GPS [Global Positioning System] receiving unit, a map database, a navigation system, and the like are provided.

  Detection data and information data from the various sensors and vehicle-mounted devices 9 as described above are input to the controller 8. Then, calculation is performed using the input data and data stored in advance, and based on the calculation result, the driving force source 3, the power transmission mechanism 4, the shift device 6, the parking device 7, braking A control command signal is output to an actuator (not shown) provided in each part of the vehicle Ve such as a device and a steering device. In other words, each actuator as described above can be controlled by wire.

  The controller 8 generates a travel plan for the vehicle Ve, for example, several seconds to several tens of seconds ahead, based on the detection data and information data from the sensor / on-vehicle device 9 as described above, and based on the travel plan, the vehicle It is configured to automatically control the travel of Ve. Specifically, a control signal corresponding to the travel plan as described above is output to each main actuator for automatic driving, such as a throttle actuator, a brake actuator, and a steering actuator. Thereby, the vehicle Ve is configured to be able to run automatically.

  An example of the drive system of the vehicle Ve capable of automatic driving as described above is shown in FIG. In the example shown in FIG. 2, the vehicle Ve is configured as a hybrid vehicle on which an engine (ENG) 11, a first motor (MG1) 12, and a second motor (MG2) 13 are mounted as the driving force source 3. The vehicle Ve to be controlled in the present invention is not limited to the hybrid vehicle as shown in FIG. For example, it may be a hybrid vehicle of another type in which an engine and one motor are mounted as a driving force source, or may be a vehicle having a conventional general configuration in which only an engine is mounted as a driving force source. .

  The vehicle Ve shown in FIG. 2 is configured so that the power output from the engine 11 is divided and transmitted to the first motor 12 and the drive shaft 5 by the power split mechanism 14. Further, the second motor 13 is driven by the electric power generated by the first motor 12, and the power output from the second motor 13 can be applied to the drive shaft 5.

  Specifically, the output shaft 11 a of the engine 11 and the rotor shaft 12 a of the first motor 12 are connected to the gear train 15 and the differential gear 16 on the drive shaft 5 side through the power split mechanism 14. That is, the output torque of the engine 11 and the first motor 12 is configured to be transmitted to the drive shaft 5 side via the power split mechanism 14. Further, the rotor shaft 13 a of the second motor 13 is connected to the drive shaft 5 via the gear train 15 and the differential gear 16.

  The power split mechanism 14 is constituted by, for example, a planetary gear mechanism having a sun gear 17, a carrier 18, and a ring gear 19. The rotor shaft 12a of the first motor 12 is connected to the sun gear 17 of the planetary gear mechanism. An input shaft 14 a of the power split mechanism 14 is connected to the carrier 18. The input shaft 14a is connected to the output shaft 11a of the engine 11 via the damper mechanism 20 and the flywheel 21 and the like. An external gear drive gear 22 is integrally formed on the outer peripheral portion of the ring gear 19, and the drive gear 22 is connected to the gear train 15 so as to be able to transmit power.

The vehicle Ve is provided with a parking lock mechanism 23. The parking lock mechanism 23 constitutes the parking device 7 described above. For example, the parking gear 24 formed so as to rotate integrally with the drive gear 22 on the outer peripheral portion of the ring gear 19 is engaged with a parking pole (not shown) to drive together with the gear train 15 and the differential gear 16. The rotation of the shaft 5 is configured to be locked.

  As described above, in a vehicle capable of autonomous driving, such as the vehicle Ve, when the vehicle Ve is determined to be difficult during autonomous driving and the vehicle is stopped, the parking device 7 There is a possibility that the vehicle cannot be operated while the rotation of the drive shaft 5 is locked, and as a result, subsequent vehicle movement may become difficult. For example, when the ignition switch of the vehicle Ve is turned off due to a failure and the ignition switch cannot be turned on again, the actuator that operates the parking device 7 is configured by a shift-by-wire method. If this is the case, the actuator of the parking device 7 cannot be driven, and the lock by the parking device 7 may not be released. Therefore, the controller 8 according to the present invention performs the following control so that the vehicle Ve can be easily moved even when the vehicle Ve stops due to an abnormality during the automatic driving. It is configured.

FIG. 3 is a flowchart for explaining an example of the control executed by the controller 8. The routine shown in this flowchart is repeatedly executed every predetermined short time. Further, it is assumed that the vehicle Ve is running in an automatic driving mode. In the flowchart of FIG. 3 , first, in step S1, it is determined whether or not the vehicle Ve has an abnormality. Here, the abnormality of the vehicle Ve includes a failure in which the vehicle Ve cannot self-run, a state of running out of fuel, or a state in which the remaining battery level is abnormally lowered.

  If the vehicle Ve is not abnormal as described above, and if a negative determination is made in step S1, the routine is temporarily terminated without executing the subsequent control. On the other hand, if an affirmative determination is made in step S1 due to the occurrence of the abnormality in the vehicle Ve as described above, the process proceeds to step S2.

  In step S2, it is determined whether or not the vehicle Ve cannot continue traveling. That is, it is determined whether or not the vehicle Ve can be caused to self-run in the future due to the occurrence of the abnormality of the vehicle Ve as described above.

  If it is determined negative in step S2 because the traveling of the vehicle Ve can be continued, this routine is temporarily terminated without executing the subsequent control. On the other hand, if the vehicle Ve is not capable of traveling and if the determination in step S2 is affirmative, the process proceeds to step S3.

  In step S3, retreat travel is performed to guide the vehicle Ve to an appropriate retreat location, and the vehicle Ve is stopped at the retreat location.

  In step S4, it is determined whether or not there is information regarding the terrain at the position where the vehicle Ve has stopped. It is determined at least whether or not there is information regarding the gradient in the front-rear direction of the vehicle Ve at the stop position.

  If it is determined affirmatively in step S4 due to the information regarding the topography of the stop position, the process proceeds to step S5.

  In step S5, it is determined whether or not the gradient in the front-rear direction of the vehicle Ve at the stop position is greater than or equal to a predetermined value. The predetermined value here is a threshold value that predetermines the magnitude of the gradient that may cause the vehicle Ve to move.

  If the determination in step S5 is affirmative because the gradient in the front-rear direction of the vehicle Ve at the stop position is greater than or equal to a predetermined value, the process proceeds to step S6 and step S7.

  In step S6, the parking device 7 is operated. That is, the P range is set by the shift device 6, and the rotation of the drive shaft 5 and the wheel 1 is locked by the parking lock mechanism 23 as shown in FIG. Therefore, in this case, priority is given to stopping the vehicle Ve reliably in a place with a slope, and the parking device 7 is operated.

  In step S7, it is displayed that the parking device 7 is operating, that is, that the P range is set by the shift device 6.

  If there is no information regarding the terrain of the stop position, and if a negative determination is made in step S4 above, step S5 is skipped and the control in steps S6 and S7 is executed.

  On the other hand, if the vehicle Ve at the stop position in the front-rear direction has a smaller gradient than the predetermined value, a negative determination is made in step S5, the process proceeds to step S8, step S9, and step S10.

  In step S8, the state where the parking device 7 does not operate is maintained. That is, in this case, even when the vehicle Ve stops, the parking device 7 is not operated.

  In step S9, the N range is set by the shift device 6, and accordingly, in step S10, it is displayed that the N range is set by the shift device 6. Therefore, the vehicle Ve is in a state where it can be moved by an external force. For example, the vehicle Ve can be easily moved by a tow truck or the like. In addition, when the N range is set and the power transmission in the power transmission mechanism 4 is interrupted, when the automatic driving travel is finished in step S11 to be described later and switched to the manual driving traveling state, for example, creep torque It is possible to prevent the vehicle Ve from moving against the driver's intention due to the influence of the above.

  When the P range is set by the shift device 6 in step S6 and step S7, or when the N range is set by the shift device 6 in step S9 and step S10, the process proceeds to step S11.

  In step S11, the automatic driving traveling of the vehicle Ve is ended. Thereafter, this routine is once terminated.

  The behavior of each part of the vehicle Ve when the control shown in the flowchart of FIG. 3 is executed as described above is shown in the time charts of FIGS. 4 and 5. The time chart of FIG. 4 shows an example in which the slope of the stopping position is small when the vehicle Ve stops at the evacuation place after the vehicle Ve has evacuated due to an abnormality occurring during the automatic driving. In the time chart of FIG. 4, when an abnormality occurs in the vehicle Ve at time t1, whether or not traveling can be continued is determined immediately after that and from time t2. In other words, it is determined whether or not the vehicle Ve can run in the future due to the influence of the abnormality that has occurred.

  If it is determined at time t2 that the vehicle Ve cannot be driven thereafter, the vehicle Ve is retreated from time t2 to time t3. Then, when the vehicle Ve is stopped at time t3, it is determined whether or not the gradient (absolute value) in the front-rear direction of the vehicle Ve at the stop position is larger than a predetermined value (gradient threshold value). In the example shown in the time chart of FIG. 4, the gradient of the stop position is smaller than the gradient threshold. Therefore, in this case, the shift position of the shift device 6 is set to the N range at time t4 immediately after the determination of the gradient of the stop position. Accordingly, the parking device 7 is not operated, and the state in which the vehicle Ve can be moved is maintained. Thereafter, at time t5, the state of the vehicle Ve is switched from automatic operation to manual operation.

  According to the time chart of FIG. 5, when an abnormality occurs during the automatic driving, when the vehicle Ve stops at the evacuation place after the evacuation, the vehicle Ve may move at a large gradient. An example is shown when there is a sex. In the time chart of FIG. 5, similarly to the example shown in the time chart of FIG. 4 above, an abnormality of the vehicle Ve occurs at time t1, the vehicle Ve is retreated from time t2 to time t3, and When the vehicle Ve is stopped at time t3, it is determined whether or not the gradient (absolute value) in the front-rear direction of the vehicle Ve at the stop position is larger than a predetermined value (gradient threshold value). In the example shown in the time chart of FIG. 5, the gradient of the stop position is larger than the gradient threshold. Therefore, in this case, the shift position of the shift device 6 is set to the P range at time t4 immediately after the determination of the gradient of the stop position. In this case, since the gradient of the stop position is large, there is a possibility that the stopped vehicle Ve may move in the downhill direction of the gradient due to the action of gravity. Therefore, priority is given to stopping the vehicle Ve reliably, the parking device 7 is operated, and the rotation of the drive shaft 5 and the wheels 2 is locked. Thereafter, at time t5, the state of the vehicle Ve is switched from automatic operation to manual operation.

  As described above, the parking device 7 in the vehicle Ve can also be configured by a parking brake (or a side brake) that operates a braking device provided on a wheel by a mechanical operation mechanism. An example of control in that case is shown in the flowchart of FIG. Similar to the control example shown in the flowchart of FIG. 3 described above, if the gradient in the front-rear direction of the vehicle Ve at the stop position is greater than or equal to a predetermined value, affirmative determination is made in step S5, step S21 and step S22. Proceed to

  In step S21, the parking brake is operated. That is, for example, a braking device provided on each of the wheels 1 and 2 operates, and the rotation of each of the wheels 1 and 2 is locked. Therefore, in this case, the vehicle Ve can be surely stopped at a sloped place. In step S22, it is displayed that the parking brake is operating. For example, a parking brake lamp is turned on.

  In addition, when there is no information regarding the topography of the stop position, if a negative determination is made in step S4, step S5 is skipped and the control of these steps S21 and S22 is executed.

  DESCRIPTION OF SYMBOLS 1, 2 ... Wheel, 3 ... Driving force source (ENG, MG), 4 ... Power transmission mechanism (TM), 5 ... Drive shaft, 6 ... Shift device, 7 ... Parking device, 8 ... Controller (ECU), 9 ... Sensors and vehicle-mounted devices, 11 ... Engine (drive power source; ENG), 12 ... First motor (drive power source; MG1), 13 ... Second motor (drive power source; MG2), 14 ... Power split mechanism (power) Transmission mechanism), 23 ... parking lock mechanism, Ve ... vehicle.

Claims (3)

An actuator that is capable of automatic driving traveling independently of a driver's driving operation, includes a parking device that locks the rotation of a wheel when the vehicle is stopped and maintains the stopped state, and operates the parking device In a vehicle control device that is configured by a shift-by-wire system ,
A controller for controlling the state of the vehicle;
The controller is
Detecting the presence or absence of abnormality of the vehicle during the automatic driving traveling,
When detecting the abnormality, determine whether to continue the automatic driving,
It is determined that the automatic driving cannot be continued due to the abnormality, and the abnormality causes the ignition switch to be turned on again after the ignition switch of the vehicle is turned off to drive the actuator. In the case of an abnormality that cannot be performed, the vehicle is retracted to a predetermined retreat location and then stopped, and the automatic driving travel is ended without operating the parking device in an operable state. A control device for a vehicle. The vehicle includes a shift device that can set any one of a plurality of ranges including a neutral range that blocks power transmission from a driving force source to the wheels,
2. The vehicle according to claim 1, wherein the controller is configured to set the shift device to the neutral range when the automatic driving traveling is finished without operating the parking device. 3. Control device. The controller refers to the information on the topography of the predetermined retreat location, and when the gradient in the front-rear direction of the vehicle at a position where the vehicle is stopped is smaller than a predetermined value, the controller does not operate the parking device. The vehicle control device according to claim 1, wherein the vehicle control device is configured to end automatic driving.

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