JP6651317B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle including an electric motor as a drive source and an automatic transmission.

  An automatic transmission mounted on a vehicle includes a select lever operated by a driver, and a shift control device controls a shift of the automatic transmission according to a selection range selected by the select lever.

  When the select lever is operated to select one of the range positions such as D, N, R, and P, the select lever detects the selected range and outputs a detected selected range signal. A vessel is attached.

  A manual valve for switching the forward / backward switching mechanism of the vehicle is mechanically connected to the select lever.

  The shift control device controls the shift of the automatic transmission based on the selection range signal sent from the inhibitor switch, but when the inhibitor switch is out of order, the automatic transmission is controlled by fail-safe control corresponding thereto. Control. Therefore, it is necessary to determine whether the inhibitor switch has failed.

  The failure of the inhibitor switch is mainly a contact failure of the electric contact provided at each range position such as D, N, R, and P or a disconnection of the electric signal line. No detection signal is output from the inhibitor switch even in the range position.

  However, even when the select lever is located at an intermediate range position between any of the adjacent range positions, the detection signal is not output from the inhibitor switch, so that the detection signal is not output from the inhibitor switch, It cannot be determined that the inhibitor switch has failed.

  Therefore, for example, as disclosed in Patent Literature 1, a technique has been proposed that determines that an inhibitor switch has failed if a state in which a detection signal is not output from the inhibitor switch continues for a predetermined time.

  In other words, the situation where the select lever is located at the intermediate range position is during the operation of the select lever by the driver, and this situation is only a short time (for example, 1 to 2 seconds) in a normal operation. However, if the driver stops the operation during the range selection operation, the operation continues for a longer time.

  However, in this case, it is assumed that there is a limit (for example, about several tens of seconds) in the duration time. Therefore, if the state where the detection signal is not output from the inhibitor switch continues for a predetermined time based on this limit, the inhibitor switch fails. Has been determined to be.

JP-A-7-301313

  However, in the above-described technique, even when the inhibitor switch has failed, the failure of the inhibitor switch is not determined until a predetermined time has elapsed, so that the execution of the fail-safe control is delayed accordingly.

  For this reason, it is desirable to reduce the time required to determine the inhibitor switch failure as much as possible. In particular, when the vehicle is running, it is desirable to shorten the time until the failure is determined and to shift to the fail-safe control in as short a time as possible.

  SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and provides a vehicle control device capable of shortening a time required to determine a failure of a range detector (inhibitor switch) as much as possible. It is intended to provide.

  (1) In order to achieve the above object, a control device for a vehicle according to the present invention includes a drive source including an electric motor, an automatic transmission connected to the drive source, and a selector lever in any range position. A range detector that detects a selected range when a selection operation is performed and outputs a detection signal; and, when the select lever is located at a position other than the traveling range position, regardless of an output of the range detector, the automatic transmission. And a manual valve for setting the power transmission state to a non-power transmission state, wherein the accelerator opening is equal to or greater than a set opening value in a signal-less input state in which a detection signal is not output from the range detector. When the condition that the predetermined condition including the output torque of the electric motor is equal to or more than the set torque value is satisfied is maintained for the first set time, the failure of the range detector is confirmed. It is characterized by having a failure determining means for, the.

  (2) The fail determination means may determine that the signal non-input state is longer than the first set time even if the state in which the predetermined condition is satisfied does not continue for the first set time in the signal non-input state. It is preferable to determine the failure of the range detector based on the lapse of two set times.

  (3) When the automatic transmission is in the power non-transmission state, it is preferable to have a motor control means for controlling the output torque of the electric motor to be less than the set torque value.

  According to the present invention, while the vehicle is running, the time until the range detector detects a failure can be shortened, and the control of the automatic transmission can be shifted to the fail-safe control in a shorter time.

1 is an overall system diagram of a hybrid vehicle and a control device thereof according to an embodiment of the present invention. FIG. 1 is a schematic diagram illustrating a configuration regarding a select lever of an automatic transmission according to an embodiment of the present invention. 3 is a flowchart illustrating control by the vehicle control device according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the embodiments described below are merely examples, and there is no intention to exclude various modifications and application of technology not explicitly described in the following embodiments. Each configuration of the following embodiments can be variously modified and implemented without departing from the spirit thereof, and can be selectively used as needed, or can be appropriately combined.

[1. Overall system configuration]
FIG. 1 is an overall system diagram of a hybrid vehicle (hereinafter, referred to as a vehicle) and a control device thereof according to the present embodiment. The vehicle 100 and its control device will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 100 includes an engine 1, a mode switching clutch 2, a motor generator (hereinafter, referred to as MG) 3 having functions of an electric motor and a generator, a forward / reverse switching mechanism 4, and a continuously variable transmission. A continuously variable transmission (hereinafter, referred to as CVT) 5 </ b> A including a mechanism (hereinafter, variator) 5, drive wheels 6, and an integrated controller 10 are provided.

  Further, a first oil pump (OP1) 71 is connected to the output shaft of MG3, and a second oil pump (OP2) 72 is separately provided.

  The engine 1 is an internal combustion engine using gasoline, diesel, or the like as a fuel, and its rotation speed, torque, and the like are controlled based on an engine control command from the integrated controller 10.

  The mode switching clutch 2 is a normally open hydraulically driven clutch interposed between the engine 1 and the MG 3. The engagement / release state of the mode switching clutch 2 is controlled by the control oil pressure generated by the first clutch pressure adjusting unit 81 of the oil pressure control valve unit 8 based on the mode switching command from the integrated controller 10. As the mode switching clutch 2, for example, a dry multi-plate clutch is used.

  MG3 is a synchronous rotary electric motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The MG 3 is controlled by receiving a supply of power from the battery 31 and applying a three-phase AC generated by the inverter 32 based on an MG control command from a motor control unit (motor control unit) 10M of the integrated controller 10. Is done.

  When the rotor receives rotational energy from the engine 1 or the driving wheels 6, the MG 3 functions as a generator that generates an electromotive force at both ends of the stator coil, and can charge the battery 31. When the transmission 5A is in the neutral state, the MG 3 is controlled by rotation control that follows the rotation of the drive wheels 6, and output torque is suppressed.

  The first oil pump 71 is a mechanical vane pump driven by the engine 1 or the MG 3, and supplies a hydraulic pressure to the hydraulic control valve unit 8.

The second oil pump 72 is an electric oil pump, and is driven when the amount of oil is insufficient with only the first oil pump 71 based on a command from the integrated controller 10. The hydraulic pressure is supplied to the control valve unit 8.

  The forward / reverse switching mechanism 4 is interposed between the MG 3 and the variator 5, and includes a planetary gear, a forward clutch (FWD / C) and a reverse brake (RWV / B), although not shown in detail. You.

  The planetary gear includes a sun gear, a pinion gear, a ring gear, and a carrier. The rotation shaft of the ring gear is connected to the input shaft of the variator 5, and the rotation shaft of the sun gear is connected to the output shaft of the MG3.

  The forward clutch is a clutch that couples a sun gear and a carrier when engaged. The reverse brake is a brake that connects the carrier so that it cannot rotate relative to the transmission case by being engaged.

  If the forward clutch is engaged and the reverse brake is released, a forward state in which the rotation of the engine 1 and the MG3 is transmitted to the variator 5 as it is is realized, and if the forward clutch is released and the reverse brake is engaged, the engine 1 and the MG3 Is decelerated and reversed, and is transmitted to the variator 5 to realize a reverse state.

  The engagement and disengagement of these forward clutch and reverse brake are controlled by the control hydraulic pressure generated by the second clutch pressure adjusting unit 82 of the hydraulic control valve unit 8 based on the forward / reverse switching command from the integrated controller 10. As the forward clutch and the reverse brake, for example, a normally open wet multi-plate clutch is used.

  The variator 5 is arranged downstream of the MG 3 and changes the gear ratio steplessly according to the vehicle speed, the accelerator opening, and the like. The variator 5 includes a primary pulley 51, a secondary pulley 52, and a belt 53 stretched between the pulleys 51 and 52.

  The primary pulley 51 and the secondary pulley 52 are driven by the primary pulley pressure and the secondary pulley pressure generated by the primary pressure adjustment unit 83 and the secondary pressure adjustment unit 84 of the hydraulic control valve unit 8, respectively. Is moved in the axial direction to change the contact radius of the belt with the pulley, thereby continuously changing the gear ratio.

  The hydraulic control valve unit 8 is provided with a line pressure adjusting unit 80 for adjusting the discharge pressure from the first oil pump 71 and the second oil pump 72 to a line pressure. The clutch pressure adjusting unit 82, the primary pressure adjusting unit 83, and the secondary pressure adjusting unit 84 generate respective pressures using the line pressure adjusted by the line pressure adjusting unit 80 as an original pressure.

  A differential 61 is connected to the output shaft of the variator 5 via a final reduction gear mechanism (not shown), and the drive wheels 6 are connected to the differential 61 via a drive shaft 62.

  The integrated controller 10 inputs and receives signals from a CPU that executes various types of arithmetic processing, a ROM in which programs and data necessary for the control are stored, a RAM in which the results of operations in the CPU are temporarily stored, and the like. The computer is provided with an input / output port for outputting, a timer for counting time, and the like.

  The integrated controller 10 includes a rotation speed sensor 11 for detecting a rotation speed of the engine 1, a rotation speed sensor 12 for detecting an output rotation speed of the forward / reverse switching mechanism 4 (= input rotation speed of the variator 5), and detection of an accelerator opening. Accelerator opening sensor 13 to operate, an inhibitor switch (range detector) 14 for detecting a select position of the select lever 9 (positional state of the select lever 9 for switching between forward, reverse, neutral and parking), a vehicle speed sensor 15 for detecting a vehicle speed, and the like. The integrated controller 10 performs various controls on the engine 1, the MG3 (the inverter 32), and the CVT 5A based on these signals.

  The rotation speed sensor 12 is configured by a pulse generator that generates a pulse when a convex portion provided on the outer periphery of the rotating body that detects the rotation speed passes near the sensor, but can detect only the rotation speed. The direction of rotation cannot be detected.

  For this reason, the rotation direction is determined based on the select position of the select lever 9 detected by the inhibitor switch 14. That is, when the select position is the forward position (D, L, 2, 1, etc.), it is determined that the rotation direction is the forward direction, and when the select position is the reverse position (R), the rotational direction is the reverse direction. Judge as the direction.

  The integrated controller 10 switches between the EV mode and the HEV mode as the operation mode of the vehicle 100.

  The EV mode is a mode in which the mode switching clutch 2 is released and the vehicle travels using only the MG 3 as a drive source. The EV mode is selected when the required driving force is low and the charge amount of the battery 31 is sufficient.

  The HEV mode is a mode in which the mode switching clutch 2 is engaged and the vehicle travels using the engine 1 and the MG 3 as drive sources. The HEV mode is selected when the required driving force is high or when the charge amount of the battery 31 is insufficient.

  Further, since the vehicle 100 of the present embodiment does not include the torque converter, the vehicle 100 starts while slipping the forward clutch or the reverse brake when starting. However, a torque converter may be provided.

[2. Configuration Regarding Select Lever]
Here, a description will be given of a select lever (also referred to as a shift lever) 9 for switching (selecting) the running mode of the vehicle with reference to FIG.

  FIG. 2 is a schematic view exemplifying a configuration relating to the select lever. As shown in FIG. 2, the select lever 9 is rotatable about a fulcrum 9a, and the wire 91 is moved closer to the operation unit 9b than the fulcrum 9a. One end is connected. The other end of the wire 91 is connected to a link 92. The link 92 is rotatable about its fulcrum 92a, and the other end is connected to the slider 93.

  The slider 93 is connected to the switch section 14a of the inhibitor switch 14 via a connecting rod 94a. The switch unit 14a enables conduction between any one of the D range terminal 14c, the N range terminal 14d, and the R range terminal 14e and the power terminal 14b.

  When the driver operates the select lever 9 as shown by the arrow, the link 92 rotates as shown by the arrow via the wire 91, and the slider 93 moves as shown by the arrow. The switch unit 14a moves in accordance with the movement of the slider 93, and connects the power supply terminal 14b to one of the D range terminal 14c, the N range terminal 14d, and the R range terminal 14e.

  The slider 93 is connected to the manual valve 90 via a connecting rod 94b different from the connecting rod 94a, and the movement of the select lever 9 is controlled by a mechanical interlocking mechanism (a wire 91, a link 92, a slider 92). 93 and a connecting rod 94b) are transmitted to the manual valve 90. That is, when the select lever 9 is operated, the link 92 rotates via the wire 91, and the slider 93 moves.

  The manual valve 90 is displaced in accordance with the movement of the slider 93, and applies the hydraulic pressure (forward clutch pressure or reverse brake pressure) adjusted by the second clutch pressure adjusting unit 82 shown in FIG. The oil is selectively supplied to one of an oil chamber (FWD / C oil chamber) 41 for engaging and releasing the clutch and an oil chamber (REV / B oil chamber) 42 for engaging and releasing the reverse brake.

  That is, when the select lever 9 is operated to the D range position, the slider 93 moves the manual valve 90 in conjunction therewith, and the forward clutch pressure is supplied to the FWD / C oil chamber 41. Further, when the select lever 9 is operated to the R range position, the slider 93 moves the manual valve 90 in conjunction therewith to bring the reverse brake pressure to the REV / B oil chamber 42.

  However, when the select lever 9 is at the N range position or at a position between the respective range positions (here, referred to as an intermediate range position), the manual valve 90 is connected to the FWD / C oil chamber 41 and the REV. Since the oil pressure is not supplied to any of the / B oil chambers 42, the hydraulic supply is stopped, and the forward / reverse switching mechanism 4 (CVT 5A) is in the neutral state (power non-transmission state).

[3. Inhibitor switch failure judgment]
Here, the failure determination of the inhibitor switch 14 which is characteristic of the present control device will be described.

  The integrated controller 10 has a function of determining a failure of the inhibitor switch 14, and determines a failure of the inhibitor switch 14 from the state of the output signal of the inhibitor switch 14 and the state of the CVT (automatic transmission) 5A. I do.

  That is, the integrated controller 10 includes a signal determination unit (signal determination unit) 10A that determines whether a detection signal is not output from the inhibitor switch 14 (a signal no-input state), and the signal determination unit 10A A failure determination unit (fail determination means) 10B for determining the failure determination of the inhibitor switch 14 based on the satisfaction of a predetermined condition when it is determined that there is no input.

  The predetermined condition is a condition for determining that the CVT 5A is in the power transmission state. The accelerator opening APO detected by the accelerator opening sensor 13 is equal to or larger than the set opening value APO1, and the MG (electric motor) And 3) that the output torque Tm is equal to or greater than the set torque value Tm1.

  Note that the output torque Tm may be a torque instruction value by the torque control of the motor control unit 10M, but it is also possible to detect the output torque Tm by measuring the amount of current supplied to the MG3.

  In addition, the fact that the accelerator opening APO is equal to or greater than the set opening value APO1 indicates that the driver has made an output request of a certain level or more. At this time, if the CVT 5A is not in the neutral state, the integrated controller 10 MG3 is torque-controlled so as to output an output torque corresponding to accelerator opening APO.

  On the other hand, if the CVT 5A is in the neutral state, the integrated controller 10 controls the rotation of the MG 3 to suppress the output torque to be equal to or less than the output torque corresponding to the accelerator opening APO.

  The above-mentioned predetermined conditions for the determination of the power transmission state of the CVT 5A include, in addition to the above-described accelerator opening condition and the condition of the output torque of the MG3, other conditions that are normally required in actual control. May be included.

  When the accelerator opening APO is equal to or greater than the set opening value APO1 and the output torque Tm of the MG 3 is equal to or greater than the set torque value Tm1, the hydraulic pressure is normally supplied to the forward / reverse switching mechanism 4 and the continuously variable transmission mechanism 5. The CVT 5A is in a running state (power transmission state), and the manual valve 90 supplies a hydraulic pressure to a position corresponding to the running range, that is, the continuously variable transmission mechanism 5 and the FWD / C oil chamber 41 or the REV / B oil chamber 42. It indicates that it is in the position.

  Since the manual valve 90 is mechanically connected to the select lever 9, the select lever 9 is also selected in the travel range, and if there is no signal input from the inhibitor switch 14 in this state (no signal input state). , The failure of the inhibitor switch 14 can be determined.

  The failure determination unit 10B determines the failure of the inhibitor switch 14 based on the fact that the state in which the signal is not input and the state in which the CVT 5A is in the power transmission state (that is, the predetermined condition is satisfied) continues for the first set time.

  The condition of the continuation time is for reliably determining that the vehicle is in the power transmission state, and a short first time (for example, several seconds) is sufficient.

  The failure determination unit 10B determines that the driver has stopped the operation in the middle of the range selection operation using the select lever 9 when the state in which the signal is not input but the CVT 5A is in the power transmission state does not continue for the first set time. Can be assumed, and the failure of the inhibitor switch 14 is determined after waiting for a relatively long time (second set time).

  Even when the driver stops the operation during the range selection operation by the select lever 9, it is considered that there is a certain time limit, and the second setting time longer than the first setting time is set. .

  That is, even if the automatic transmission cannot determine that the automatic transmission is in the power transmission state in the no-signal input state, the failure determination unit 10B determines the failure of the inhibitor switch 14 based on the lapse of the second set time. I do.

[4. Action and effect]
According to the embodiment of the present invention, since the configuration is as described above, for example, as shown in the flowchart of FIG. 3, the failure determination of the inhibitor switch can be performed. Note that the flowchart of FIG. 3 is executed at a predetermined cycle after the start of the failure determination and until the failure is determined.

As shown in FIG. 3, first, it is determined whether or not the signal from the inhibitor switch 14 is not input and no signal is input (step S10). Here, if the signal from the inhibitor switch 14 is not input and the signal is not input, the process of this cycle is completed and the routine returns. If the signal is not input, the count value CA of the timer _A is counted. Up.

  Then, it is determined whether the accelerator opening APO is equal to or greater than the set opening value APO1 (step S20). Here, if accelerator opening APO is equal to or greater than set opening value APO1, it is determined whether output torque Tm of MG3 is equal to or greater than set torque value Tm1 (step S30).

In the accelerator opening APO is set opening value APO1 or more and, if the output torque Tm of MG3 are set torque value Tm1 or higher, and increases the count value C _B of the timer B, the count value C _B is first set determines whether it is the count value C _{B 1} or more in accordance with the time (step S40).

When the count value C _B is the count value C _{B 1} or more since, in the accelerator opening APO is set opening value APO1 or more, and, the power transmitting state is the output torque Tm of MG3 are set torque value Tm1 or first set will be the duration determined shall inhibitor switch 14 is in failure, this was carried out failsafe control corresponding (step S60), the count value C _B of the count of the timer a value C _a and timer B Are reset to 0, and the failure determination ends.

On the other hand, when the signal from the inhibitor switch 14 is not input and the signal is not input, but the accelerator opening APO is not more than the set opening value APO1, or the output torque Tm of the MG3 is not more than the set torque value Tm1. If, from step S20 or step S30, the count value C _B of the timer B is reset to 0, whether or not the count value C _a of the timer a has become the count value C _a 1 or more in accordance with the second set time Is determined (step S50).

Here, if the count value C _A count value C _A 1 or more since, results in the state of no signal input continues for a second predetermined time, determined as that inhibitor switch 14 is in failure, correspondingly performing a fail-safe control (step S60), the count value C _a of the timer a is reset to 0, and ends the failure determination.

  If a negative determination is made in step S40 or a negative determination is made in step S50, the process returns to the end of this cycle.

  As described above, according to the present control device, the state in which the CVT 5A is in the power transmission state by the output of the MG3 in a relatively short time in a state where no signal is input from the inhibitor switch 14 and no signal is input. If the set time continues, the failure of the inhibitor switch 14 is determined, so that the failure of the inhibitor switch 14 can be determined in a short time, and the corresponding fail-safe control can be started quickly.

  Also, when the signal is not input but the CVT 5A is in the power transmission state for the first set time, the signal is not input from the inhibitor switch 14 and the signal is not input for the second set time. If the continuation is continued, the failure of the inhibitor switch 14 is determined, so that it is possible to reliably shift to the fail-safe control corresponding to the failure of the inhibitor switch 14.

[5. Others]
As described above, the embodiment of the present invention has been described. However, the above embodiment is merely a part of an application example of the present invention, and the above embodiment is appropriately modified without departing from the spirit of the present invention. It is possible to implement.

  For example, in the above-described embodiment, the failure determination unit 10B determines that the inhibitor switch 14 has not been activated when the signal is not input and the CVT 5A is in the power transmission state (that is, the predetermined condition is satisfied) for the first set time. If the failure is determined and the signal is not input, and the power transmission state of the automatic transmission does not continue for the first set time, the range is set by the signal input state having passed the second set time. Although the detector failure has been determined, only the former determination may be employed.

1 Engine (internal combustion engine) as drive source
3 Motor generator (MG, electric motor) as drive source
4 Forward / reverse switching mechanism 5 Variator 5A Continuously variable transmission (CVT) as automatic transmission
Reference Signs List 6 drive wheel 8 hydraulic control valve unit 82 second clutch pressure adjusting unit 9 select lever 90 manual valve 10 integrated controller 10A signal judgment unit (signal judgment unit)
10B failure determination unit (fail determination means)
10M motor control unit (motor control means)
13 Accelerator opening sensor 14 Inhibitor switch

Claims (3)

A drive source including an electric motor;
An automatic transmission connected to the drive source;
When the select lever is operated to select one of the range positions, a range detector that detects the selected range and outputs a detection signal,
When the select lever is located at a position other than the travel range position, regardless of the output of the range detector, a manual valve that sets the automatic transmission to a power non-transmission state,
In a no-signal input state in which a detection signal is not output from the range detector, predetermined conditions including an accelerator opening being equal to or greater than a set opening value and an output torque of the electric motor being equal to or greater than a set torque value are satisfied. A failure determination means for determining a failure of the range detector when the state of the range detection has continued for a first set time. The fail determination means may determine that the signal non-input state is longer than the first set time even if the state where the predetermined condition is satisfied does not continue in the signal non-input state for the first set time. 2. The control device for a vehicle according to claim 1, wherein a failure of said range detector is determined after elapse of. 3. The motor control device according to claim 1, further comprising: a motor control unit configured to control an output torque of the electric motor to be less than the set torque value when the automatic transmission is in a power non-transmission state. 4. Vehicle control device.

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